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MARINE INSURANCE………… 3, 326
H&M…….. 7,335
P&I………… 11, 332
GENERAL AVERAGE 16
TOTAL LOSS 22
SAFCON 26
ESP …….. 33, 264
CAS CAP…….. 35, 267
SURVEYS OF PROPELLER AND TUBE SHAFT 39
TAILSHAFT CONDITION MONITORING (TCM) PROGRAMME 41
HULL SURVEY 43
THICKNESS MEASUREMENT 45
MACHINERY SURVEY, PMS, CM 48, 50, 51
BILL OFL ADING , HAGUE AND HAGUE VISBY RULES……… 53, 299
CHARTER PARTY, BIMCO ,ICS…………… 56, 320, 325
INCOTERMS 61
POLAR CODE 63
ISPS, CSR…… 67, 301, 302
LRIT, SSAS 75
ISM 76
CHANGE OF MANAGEMENT 101
IMSAS 104
III CODE 105
BCH AND IBC 109
IMO ORGANS, INSTRUMENTS 110
MEPC 70 AND 71 115,116
EEDI, SSEMP, EEOI, NOX CODE………… 121,314
EU MRV AND IMO DCS 131
CONVENTIONS LIST 134
BALLAST WATER MGMT 136
CLC, FUND, SUPPLEMENTARY, BUNKER, TOPIA, STOPIA, LLMC 146
BASEL CONVENTION 152
AFS 154
FAL 155
LONDON CONVENTION 156
HONGKONG RECYCLING 157
LOADLINE 159
SCOPIC, LOF……. 172, 309
SAR CONVENTION 175
TONNAGE 177
MLC………… 179, 340
UNCLOS 182
NAIROBI WRECK 188
GBS 190
HSSC 193
SOLAS CH 7 194
SOLAS LATEST AMANEDMENTS EIF 2016 195
MARPOL ANNEX 6……….. 199, 313
SOPEP 203
MARPOL AMENDMENTS 203
SHIPS VETTING, PSC,RISK PROFILE, FSI 205
SEA TRIAL SHOP TRIAL 217
COSWP 220
ISGOTT 223
PSSA AND SPAECIAL AREA 224
SHIP REGISTRATION 226
SQUAT AND GZ CURVE 228

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INTACT STABILITY, CROSS CURVE OF STABILTY 229
CURVE OF STATICAL STABILITY 232
CONDITION MONITORING 236
BRAKE LOAD TEST WINCHES 237
RUDDER 239
PROPELLER CURVE 241
LIFEBOAT MAINTENANCE 243
CO 2 SYSTEM 244
DRYDOCK 247
OIL RECORD BOOK 258
MISCELLENEOUS 261
SOLAS 267
MARPOL 272
STCW 279
OPA 90 and OPRC 283
NOISE CODE 285
MS ACT, SAFE MANNING 287
UNFCC 289
HUMAN ELEMENT 290
DEFINITIONS: AUDIT, SURVEY, NC, MAJOR NC, 294
DERARING 304
IACS, AND CLASSIFICATION SOCIETY 305
STRATEGY AND TACTICS 317
RISK ASSESSMENT 318
ARBITRATION AND MEDIATION 319
ENGINE RESOURCE MGMT, 321
LEADER AND MANAGER 323
CYBER SECURITY 324
CAPITAL VOYAGE AND OPERATING COST 338
BULK CARRIER, TANKER AND CHEMICAL TANKER CONSTRUCTION 347
NAVAL ARCHITECTURE 350
i. DEFINITIONS AND FUNDAMENTALS OF STABILITY…………..
ii. GZ CURVES and CROSS CURVES and………………
iii. HYDROSTATIC and BONJEAN CURVES……………………
iv. INTACT and DAMAGE STABILITY CRITERIA…………..
v. PROBABLISTIC and DETERMINSTIC APPROACH………….
vi. STABILITY BOOKLET………………………………………………………
vii. RESISTANCE and POWER……………….
TMSA, GMDSS, LRIT, SHIP ACQUISITION, BDN, EQUIPMENT NO, 358
MMD ,DG SHIPPING FUNCTION
TECHNICAL QUESTIONS 366
i. VIT and SUPER VIT……………………………………………………………………………………………….
ii. CHALLENGES WITH LOW SULPHUR FUEL OIL…………………………..
iii. NDT TECHNOLOGY……………………………………………………………
iv. CO2 CAPTURE……………………………………………………………………………………………….
v. GREEN ENGINES and MILLER CYCLE……………………………………………
vi. CORIOLIS EFFECT………………………………………………………………………
vii. PROPELLER CURVE…………………………………………………….
viii. DEVELOPMENTS IN PROPELLER and IMPROVING PROPELLER ENGINE EFFICIENCY
ix. DEVELOPMENTS IN TURBOCHARGER
[Link]……………………………………………………………………………………………….
xi. FRAMO PUMP……………………………………………………………………………………………….
xii. ALTERNATE FUEL………

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MARINE INSURANCE

TYPES OF MARINE INSURANCE

Ship owner

1. Hull and machinery

• Standard H & M policy
• Separate insurance against total loss( increased value)
• Loss of hire insurance
• Strike insurance

2. Protection and indemnity insurance(P & I)

3. Defence insurance ( FD & D)- to cover legal costs for claims which doesn’t fall
under H & M or P & I.

4. War risk insurance- to cover for the claims arising under H & M or P & I as a
result of war risk.

Insurance for the charterer

1. P & I insurance
2. Bunker insurance- loss or contamination of bunker
3. Loss of hire
4. Total loss insurance

Insurance for cargo owner

1. Protection against damage to or loss of cargo as per institute cargo clause.
2. Protection for loss or damage caused by delay- cargo damage because of
delay in unloading
3. Third party liability- eg damage to ship because of dangerous cargo

Ship builders Risks

Builders will normally be bound under the terms of ship building contract to
take out insurance cover on terms such a institute clause for builders risk.
TYPES OF POLICIES
1. Voyage Policy- covers from one port/place to other port/place(cargo,
delivery trips, trip to layup port or breaking yard)
2. Time policy- (hull, shipowner risks)

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3. Mixed policy- covers for a voyage and a period of time either before,
after, or during the voyage.
4. Open policy- A policy embodying a marine cargo open [Link] is long time
contract under which underwriter agree to cover all the assureds shipments
as described therein to destinations specified therin during the period of
contract predetermine rates stated in the rate schedule.
5. Floating policy- marine cargo insurance. Fixed sum insured sufficient to
cover a relative large number of the [Link] sum insured is reduced
by the value of each shipment as it is declared.
6. Building risk policies- (from laying of the keel till final delivery to
owner)

REINSURANCE:
• The insurer also stands benefit by the safe arrival of vessel, or cargo and in
case of loss or damage he may be liable under the policy for loss or damage
sustained.
• The insurer has therefore insurable interest , and he may reinsure it with
another underwriter.
• He may insure on same conditions as the original insurance or on more
restricted terms but cannot reinsure on wider conditions than the original.
• He can reinsure only to the extent of covering a part of his line.

DOUBLE INSURANACE:

Where 2 or more policies are effected by or on behalf of the assured on the same
adventure and interest and the sum insurred exceeds the indemnity allowed by
marine insurance act , the assured is said to be over insured by double insurance.

In no case amount recovered from both the insurer should exceed the indemnity
allowed.

DEDUCTIBLES AND DEDUCTIBLES FEATURES IN MARINE POLICY

Ø The amount is agreed at the time of contract between the parties, and is
deducted from all the claims for total loss.
Ø The only exception is in respect of the cost of sighting the bottom of the ship
after stranding , the cost is borne full by the underwriters even if there is no
damage.

Ø There is no provision in standard cargo clauses to apply any form of deductibles.

However deductibles can always be expressed in all types of hull policies-total
loss,3.4th collision liability,salvage,general average and sue and labour.

Ø If Repairs for 2 separate accidents are carried out at same time , deductibles is
applied to each set of repairs separately.

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FRANCHISE

FRANCHISE- 3% - Any loss less than 3% will not get any claim bt loss3 % and above
will get get full claim

DEDUCTIBLE 3 % - if loss more than 3 % then (loss – 3% )will be paid

PRINCIPLES OF MARINE INSURANCE

1. Utmost good faith:

• The insurer must be able, when a contract is being negotiated, to rely on
information provided by the assured since he cannot himself check and
assess all the material facts that may be involved in the proposed risk.
Furthermore, there may be facts that are known only to the party
requesting cover. Accordingly, such a party is under a legal duty to
disclose and represent all facts that are material to the proposed risk,
i.e. every fact that would influence the judgment of the insurer in
estimating the risk, or in assessing the premium, or the terms and
conditions on which cover should be offered.
• The duty encompasses not only those factors that relate to physical
hazards but also the personal standing of the assured (including
details of dishonesty, breaches of regulations, prior claims history etc.)

2. Insurable interest;
• The assured must have an insurable interest in the subject matter of the
insurance

3. The measure of indemnity:

• The insured is entitled to be indemnified only to the extent of the loss
that he has suffered as a result of an insured peril. However, it is a
peculiarity of marine insurance that the assured and the insurer are
entitled to agree the extent of the indemnity at the time of concluding the
contract of insurance, i.e. to agree a valued policy

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4. Warrenties:
• A warranty is a promise by the assured that some particular action will or will not be taken, or
that some condition will be fulfilled. Such a warranty may be express or implied and must be
strictly complied with.
• Express: one which actually appears in the [Link] the assured
promises not to operate a vessel in ice-infested waters, or not to carry
explosive cargoes, or not to operate in areas that are subject to armed
conflict or similar disturbances, he will be in breach of warranty once he
breaks his promise.
• Implied: An implied warrenty doesnot appear in the policy , it is the one
understood by law to exist in the contract without stating. The implied
warranties applicable to marine insurance are contained in Marine
insurance Act. Seaworthiness of the vessel, sea worthiness of goods,
legality.
5. Subrogation:
• Subrogation is the right that the insurer has to ’step into the shoes of the
insured’ when a loss has been paid and to take over all rights that the
assured may have to claim against a third party that has caused the loss
or damage.
• For example, if a H&M insurer has settled a claim that has been
brought by an assured shipowner for damage to the ship’s hull as a result
of a collision, the insurer is entitled to take over the right of the
shipowner to bring a claim against the other colliding vessel to recover
that proportion of the damage that can be attributed to the other ship’s
negligence.
• If it is necessary to pursue legal proceedings against such a third party
the insurer is entitled, depending on the law of the country where the
claim is being pursued, to either pursue legal proceedings himself in his
own name or in the name of the assured, or to call on the assured to
pursue such proceedings on the insurer’s behalf.
• subrogation is a right and not an obligation. Therefore, there may be
occasions when it is not in the interests of the insurer to do so, e.g.
when the claim may attract substantial counter-claims.

SUBROGATION –Transfer of rights and duties once the underwriter/insurer has paid a claim,
either for partial or total loss , he automatically gains subrogation rights against the third party
limited to the amount of the claim he has settled

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UPON PAYMENT OF CLAIM FOR PARTIAL LOSS

Recovery limited to 100 % of claim paid and any recovery in excess to be passed to the
assured.

UPON PAYMENT OF A TOTAL LOSS CLAIM

a) rights of subrogation against 3rd parties- Recovery limited to 100 % of claim paid
and any recovery in excess to be passed to the assured.

b) Proprietary rights of abandonment if accepted- Any amount recovered in respect to

the property to which he has assumed title is unlimited.

LETTER OF SUBBROGATION

Signed by assured upon payment of the claim( legally nt required as insurer

automatically acquires rights of subrogation) however it is easier to pursue a claim for
recovery if conducted.

1. it authorizes insurer to use assureds name

2. confirms that insurer has no further liabilities to the assured
3. rights are transferred to the insurer and no further claims will be made by
assured.

HULL AND MACHINERY

A standard H & M insurance will cover damage to hull and machinery . Typical items of
compensation include
• Cost of damage surveys
• Ship share of salvage and GA
• Cost of temporary repairs that may be needed in order to obtain the approval of
classification society in moving the hip rto yard for repairs
• Cost of permanenet repairs including harbor and docking fees.
• Actual or constructive total loss
• Liability to third parties caused by collision with another ship or contact with
other property.
• Any legal costs and expenses .

Term and conditions of cover provided by NMIP(Nordic marine insurance plan),ITC hull
clauses, and by American , Japanese ,French terms differs. And consequently the scope
of cover, inclusions and exclusions.
If any ammendment is agreed between parties related to deletion of any standard
clauses, inclusion of extra peril or exclusions, that needs to be specified in the
conditions of cover note.

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H&M policy may also include additional cover such as

1. increased value insurance/freight interest insurance- additional
20% over insured value of the vessel in the event when ship becomes
actual or constructive total loss.
2. loss of hire-will cover loss of income as a result of any event that has
caused damage to the ship which would be recoverable under hull and
machinery insurance. Fixed daily amount as per ships current charter
party.
3. war risks-covers damage due to terrorism,civil wars,sabotage.
4. Strike and delay cover insurance-covers daily cost of vessels delayed by
force majeure situation.
5. running down clause
6. fixed and floating objects
7. fuel and stores onboard
8. cash onboard
Cover note will contain the following details

1. type of insurance-marine hull insurance ,war risk etc

2. Name of all assureds
3. Period
4. Vessel
5. Interest: hull, materials, machinery, outfit and everything connected
therewith nothing excluded ,increased value ,war risk, loss of hire
6. Insured value of all interest: eg H &M -$...., increased value-$...., war risk $..... etc
7. Deductibles- deductibles applicable for each interests
8. Basis of claims agreement: eg claim to be agreed by MKL 3000 but follow
surveyor and adjuster appointed by xyz
9. Trading: institute trading warrenties- eg no trading area and no cargo ,bering sea
transit clause(depth is less than 500 feet in most of the part) therefore extra
navigational equipment required when transiting. (marginal sea of pacific ocean
bordred by alska and peninsula)
10. Conditions- Ammendments to Institute time clauses
11. Choice of law and jurisdiction
12. Premium payment terms, accounts.
13. Taxes
14. Broker details- 100% ITAL broker

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INSTITUTE TIME CLAUSES- HULL 1.10.83

1. Navigation-if vessel employed for STS operations then underwritters need to be

informed, vessel sailing with intention of breaking up then any claim arising will
be limited to market value of vessel as scrap
2. Continuation- if vessel at sea during expiration of insurance shall be covered till
port of destination
provided insurer is informed and premium payable at prorata.
3. Breach of warranty
4. Termination
Automatically terminates at the time of
• Change, suspension, withdrawl of classification
• Change of ownership or flag
5. Assignment
6. Perils:
covers loss or damage to the subject matter insured caused by
• Perils of seas, fire, explosion , violent theft, jettison, piracy, breakdown or
accident to nuclear installations or reactors, contact with aircraft, dock etc,
earthquake, volcanic eruption or lightening.
• Accidents in loading, discharging or shifting of cargo or fuel
• bursting of boiler , any latent(inherent) defect in machinery or
hull(error in design or material ), breakage of shafts
Note: only damage resulting from latent defect is covered. Insurer will cover the part
that was not in proper condition and resulted in damage and also damage to the
other parts of the ship (provided it was approved by classification society)

Additional premium can be agreed and insurance cover can be extended.

• negligence of master, officer crew or pilot ,negligence of repairer or

charters, barratry(fraud) of master officers or crew.
7. Pollution hazard
. 8. ¾ collision liability- cross liability for loss of or damage to any other vessel or
property on any other vessel ,delay to or loss of use of any such other vessel or
property thereon ,general average of, salvage of, or salvage under contract of,
any such other vessel or property thereon, underwriter will also pay 3/4th of
legal cost.

8. Sistership
9. Notice of claim and tenders
10. GA and Salvage
11. Deductibles
12. Duty of assured (sue and labour
13. Bottom treatment
14. Wages and maintenance
15. Agency commission
16. Constructive total loss
17. Freight waiver
18. Disbursement warranty
19. Returns for layup and cancellation

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EXCLUSIONS:

1. war exclusions
2. strikes exclusions
3. malicious acts exclusion
4. Nuclear exclusion

Additional clauses:
1. C.R.O clause: no return of premium except cancellation of this
insurance.(cancellation return only)
2. Classification clause: In case of damage if the vessel is not classed as declared
then the assured will lose right to collect the relative indemnity , remaining the
right of the underqriter to collect the full premium.
3. Special cancellation clause: gives the circumstances under which assured has
right to cancel the insurance. Eg insurer ceases underwriting, insurer unable to
pay its debts etc.
4. Recomissioning clause : vessel shall not sail from layup berth under own power
following a layup of 180 days unless classification society is arranged to
examine the vessel.

5. Small GA clause: In the event of owners not claiming GA contribution from cargo
or other interests this insurance is to pay whole of GA upto pre defined limit for
any one accident.
6. Leased equipment clause
7. Parts removed clause

Additional exclusions that can be added apart from institute time clauses-Hull
1.10.83
• violent theft, piracy, and barratry exclusion
• institute radioactive contamination, chemical, biological , biochemical and
electromagnetic weapon exclusion clause.
• Institute cyber attack exclusion clause.

Under English Institute Time Clauses Hulls (ITCH) terms, the onus of proof is on
the assured to prove that the damage has been caused by one of the specifically
named insured perils and not for example, by wear and tear.
However, the position differs somewhat under the Nordic Marine Insurance
Plan (NMIP), which is an ’all risks’ insurance rather than a ’named peril’
insurance.

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P AND I

WHAT IS P&I CLUB?

Is a ship owners mutual insurance to Cover for liabilities to the third party and
risks which are not covered elsewhere in standard H & M and other policies.

PROTECTION: RISK TENDS TO BE CONNECTED WITH OWNERSHIP EG CREW

CLAIMS
INDEMNITY: RISKS TEND TO BE CONNECTED WITH THE EMPLOYMENT OF THE
SHIP EG CARGO CLAIMS

All the clubs are registered companies –limited companies with no share
capital since it is non profit making.

Constitution of clubs is laid down in memorandum and articles of association

these document deals who is qualified to be member, liability to pay calls,
termination etc.

Supreme body of p&I is its general meeting held once a year.

ENTRY DOCUMENTS:
[Link] and machinery cover [Link]
of p and I cover required [Link],size
and age of vessels
4. type of cargo
[Link] area
[Link] of management of vessel
[Link] of crew
8. vessels past loss record
[Link] of the vessel

club managers issue new members certificate of entry once accepted.

Termination of cover
1. Member on his own will(member notice-30 days, club notice -7 days)
2. Ship has become a total loss(automatic)
3. He may have sold his interest ,whole or part of it.(automatic)
4. Entered ship missing without trace.(automatic)
5. Member has become bankrupt or gone into liquidation
6. He doesnot wish to pay premiums.

Club management is handled by managers

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MANAGERS FUNCTION
1) handling claims
2) underwriting
3) investment
4) records
5) correspondence
6) amendment of rules

MEMBERS:
LOSS RATIO: FIGURE ARRIVED BY DIVIDING CLAIMS BY PREMIER FIGURES.

RETAINED PREMIUM: Part of the premium available for claims .=Total calls –
excess reinsurance by the club for the member-pool claims-administration cost
.

ACCEPTABLE LOSS RATIO: Proportion which each members retained premium

bears to his total calls is regarded as acceptable loss ratio

DUTIES OF P AND I CORRESPONDENT:

1. Claim handling upto certain fixed maximum but claims exceeding that
should be refered to the headquarters.
2. Appointment of cargo damage surveyor on board
3. Attending on board to render assistance to master
4. Deal with the disembarkation of stoway.

PREMIUM PAYMENT
Customarily Policy starts 20 feb and continues for 1 year for all members.

If claims exceeds initial call then the member must make good the deficit by
paying supplementary call.

FOR NEW MEMBER

Following detailed info required to assess premium in addition to the detail

required for entry purpose.
1. Nature and extent of H&M insurance eg 4/4th collision liability coverage
under H7M will have less premium compared to 1/4th.
2. Nature and size of deductibles
3. Whether cargo passenger or crew liabilities cover required or not
4. Nationality of crew
5. Full details of the vessels type,flag,age,size,design,classetc
6. Trading area,type of trade,cargo to be carried.
7. Previous claim records
8. vessel management details and quality ,level of crew training and continued
maintanence.

FOR EXISTING MEMBERS

Premium rate will depend upon claim reord over the previous [Link] will
consist of
1. The tonnage entered
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2. Calls that have been paid
3. Claims and outstanding claims
4. Loss ratio
5. Comparision of loss ratio and acceptable loss ratio
Acceptable loss ratio = Changes in cover from previous years

This overall record will show claims which may be expected from ships and what
premiums have actually been paid.

If claims in excess of premiums ,rate will increase and vise a versa.

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Each member shares his due share of pool(INVESTMENT) and reinsurance costs
thus any members whose claim has been small will contribute to wards those
members whose claims have been higher.

PREMIUM RATING: Each member of club will be quoted his own premium rating
reflecting the risk against which he wishes to be covered and potential exposure to
risk being acceptable by individual clubin respect of his vessel.

Depends on
1. cost per ton of the excess reinsurance
2. anticipated contribution to the international pooling agreement
3. administration expenses
4. retained premium(premium available to meet the claims).

TOTAL ANTICIPATED CALLS:

CALL INCOME REQUIRED TO COVER THE MEMBERS CLAIMS+
CONTRIBUTION TO CLAIMS+
PROPORTION OF THE EXCESS REINSURANCE
PREMIUM+
MANAGEMENT EXPENSES AND INVESTMENTS

CLUB DIRECTORS WILL DECIDE WHAT PROPORTION OF TOTAL ANTICIPATED

CALL OF EACH YEAR POLICY THEY WISH TO CALL IN ADVANCE ( WHICH ARE PAID
IN 2 OR MORE INSTALLMENTS)

CLUB MAY CALL 100% ADVANCE WITH INDICATION OF SUPPLEMENTARY CALL

OR
80 % ADVANCE LEAVING 20 % FOR ANTICIPATED SUPPLEMENTARY CALL

AFTER POLICY YEAR IF INCOME LESS THAN CLAIMS+ALL OTHER EXPENSES ,

SUPPLEMENTARY CALLS IN PROPRTION TO ADVANCE CALLS ARE ASKED FROM
MEMBERS AND IF INCOME IS MORE
RETURNS MADE TO MEMBERS OR MONEY INVESTED.

RISKS INSURED AGAINST P AND I CLUB

1. loss of life personal injury ,illness
2. seamans effects
3. diversion expenses
4. fines by court
5. pollution
6. collision
7. life salvage
8. stoways/refugees
9. quarantine expenses are recoverable if incurred because of outbreak of
infectitious desease

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10. damage to fixed and floating objects

11. Cargo( short delivery etc) conditions: contract as per hague or hague visby
rule, no deviation without info to the club, no delivery without B/L, no false
description in B/L
12. irrecoverable general average- charges refused by cargo intrest due to
breach of contract by member
13. ships proportion of general average- clubs committee determine the
proper value which the entered ship should have been insured for under
his hull policies and club shall only pay the amount of ships proportion
which would have not been recoverable under hull policies even if the
ship would have been insured there under.
14. Towage contract
15. wreck- only if that is legally recoverable from the member
[Link] and labour
17 omnibus

OMNIBUS RULE:
1. Omnibus rule is a provision that if possible a members claim should be
brought within the cover even if it doesnot fall neatly into one of the
specifically listed risks.
2. It is at the discretion of not managers but committee of club directors.
[Link] feature of omnibus rule is that everytime a claim is submitted for
consideration under it , that claim is examined strictly on its own merits and not
by reference to some similar set of circumstances which may have been
presented for consideration earlier.

CONDUCT OF CLAIMS
1. Member to give notice to his p &I association of any event likely to give
rise to liability claim.
2. Club appoint lawyers,surveyors,arrange security etc
3. Depending on merits of claim it is either settled, compromised,or
defended in arbitration or court.
4. Claim handling upto certain fixed maximum but claims exceeding that
should be refered to the headquarters
5. After settlement for small claims manager can sign the cheque , for large
claims it is to be signed by director of association and a manager.

P&I clubs:
The Britannia steamship association ltd,british marine mutual insurance association
ltd,china shipowners mutul insurance,new castle p & I association

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GENERAL AVERAGE
AVERAGE IN MARITIME LAW,LOSS OR DAMAGE LESS THAN TOTAL, TO SHIP OR
CARGO,CAUSED BY THE PERILS OF THE SEA.

PARTICULAR AVERAGE:

Particular average loss is a partial loss of the subject matter insured , caused by
the peril insured against and which is not a general average loss.

Expenses incurred by or on behalf of the insured for the safety or preservation of

the subject matter insured other than the GA and salvage charges are called
particular charges.

GENERAL AVERAGE

There is a general average act when, and only when , any extraordinary sacrifice or
expenditure is intentionally made or incurred for the common safety for the purpose
of preserving from peril the property involved in a common maritime adventure.

From definition following basic facts can be established

(1) In marine adventure there are 3 basic intrests
1. Ship
2. Cargo
3. Frieght( if postpaid, if prepaid it merge with the value of cargo)
(2) GA act may be a sacrifice or expenditure or both . It is a action taken to preserve all
intrests involved in a maritime adventure when such an adventure is threatened by
common peril.

If successful , owner of the sacrificed property or the person/s who incurred the
expenditure should be reimbursed by all the parties involved in that adventure.

AVERAGE ADJUSTER- Calculates the monetory amounts that each parties involved in
the adventure must pay .

GENERAL AVERAGE ADJUSTMENT_ Detailed statement which average adjuster

compiles stating the circumstances of the general average and amounts payable by all
parties.

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YORK-ANTWERP RULES

Originally it was required that the general average adjustment must be drawn in
accordance with the laws of the country of the place where the adventure [Link]
was not always acceptable and therefore international conferences were held during
latter part of 19th century in YORK ,ANTWERP AND Other places.
Ultimately agreement was reached upon a set of rules known as YORK –ANTWERP
RULES 1890, Last revision was in 19994 .
These rules provides that GA shall be adjusted in accordance with the rules of the
country where the voyage ends or in accordance with the YORK-ANTWERP rules,
1994.

The rules comprises of rule of Interpretation followed by 7 lettered rules A to G and 22

numbered rules I to 22.

LETTERED RULE- SPECIFY GENERAL PRINCIPALS

NUMBERED RULES- SPECIFY PARTICULAR CIRCUMSTANCES

RULE OF INTERPRETATION- PROVIDES THAT

1. LETTERED AND NUMBER RULES SHALL BE APPLIED TO THE ADJUSTMENT OF
GENERAL AVERAGE EXCLUSION OF ANY LAW WHICH MIGHT BE
INCONSITANCE WITH SPECIFIC TERMS
2. NUMBERED RULE SHOULD BE APPLIED WHERE CIRCUMSTANCES
ENCOUNTERED ARE SPECIFICALLY MENTIONED.

RULE PARAMOUNT:-NO ALLOWANCE IF SACRIFICE OR EXPENDITURE MADE IS

NOT REASONABLE

RULE A: There is a general average act when, and only when , any extraordinary
sacrifice or expenditure is intentionally made or incurred for the common safety for the
purpose of preserving from peril the property involved in a common maritime adventure.

RULE B: common maritime adventure -If one or more commercial engaged

vessels are towing another vessels and all are affected by a common peril.

RULE C- Only losses which are direct consequences of a general average act shall be
allowed as general average.- eg during jettison of cargo if sea water enters enters the
hold through hatches.

RULE D: JASAON CLAUSE

Provides that rights to contribution in general average shall not be affected
even though the event which gave rise to the sacrifice or expenditure may have
been due to the fault of one of the parties to the adventure.
what is New jason clause in general average?
In USA ship owner can't claim GA from cargo owner if there is a fault of ship owner. Harter act say it is illegal
and says owner can claim from cargo owner if ship owner maintain all reasonable action as required. This is
called Jason clause. New Jason clause say ship owner can claim for Salvage also.

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Eg shipowner may not have exercised due diligence in providing a seaworthy

ship at the commencement of the voyage.

RULE E: The proof that the losses are caused by the general average act is to be proved
by party claiming.

RULE F: Any other expenses incurred in place of expenses which would have been
general average should be treated as GA expenses.

RULE G: GA shall be adjusted on basis of values at the time and place when and where
the adventure ends.

NUMBERED RULES .

RULE 1: No jettison of cargo shall be made good unless carried in accordance with
recognized custom of the trade.

RULE 2- Damage done to a ship and/or cargo by consequence of sacrifice made for the
common safety and by water which goes down a ships hatches opened or other
opening made for te purpose of making jettison for the common safety shall be treated
as general average

RULE 3- damage done to ship/cargo by water or beaching a burning ship for

extinguishing fire should be made good as general average , no compensation for
ship cargo burned due to fire.

RULE 4: CUTTING ANY WRECK NOT GA

RULE 5- ship is intenstionally run ashore for common safety

RULE 6: SALVAGE REMUNERAION

RULE 7: DAMAGE TO MACHINERY AND BOILERS

Damage to any machinery or boiler in endeauvering to refloat a ship which is
ashore, shall be allowed in GA.
Where ship is afloat no loss or damage caused by machinery or boiler be made
good as general average.

RULE 8:EXPENSES IN LIGHTERING A SHIP

RULE 9: cargo,stores,fuel used for common safety to be made good in GA.

RULE 10: EXPENSES AT THE PORT OF REFUGE

RULE 11: wages of master,officer and crew

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RULE 12: DAMAGE TO THE CARGO IN DISCHARGING

RULE 13:DEDUCTION FROM COST OF REPAIRS RULE

14: TEMPORARY REPAIRS

RULE 15: Loss of freight

RULE 16:AMOUNT TO BE MADE GOOD FOR CARGO LOSS

RULE 17 :Contributory value

RULE 18:DAMAGE TO SHIP

RULE 19:UNDECRARED OR WRONGFULL DECLARED CARGO
RULE 20: PROVISION OF FUND
RULE 21: INTREST ON LOS MADE GOOD ON GA
RULE 22:TREATMENT OF CASH DEPOSIT 23. time bar for contributing to G.A

EXAMPLES OF GENERAL AVERAGE EXPENDITURE

1) Expenditure of hiring a tug to tow a vessel

2) Cost of labour in lightering a vessel
3) Expenses of entering and leaving port of refuge.

HOW IS GENERAL AVERAGE ADJUSTED

1. When general average occurs on a voyage and the ship arrives at port safely at
port , the ship is said to be “UNDER AVERAGE.”
2. Shipowner engages service of a “AVERAGE ADJUSTER”
3. Detailed statement are compiled are compiled by average adjuster stating the
circumstances of the general average and amounts payable by all parties know as
“GENERAL AVERAGE ADJUSTMENT”.
4. Total amount is known as “AMOUNT TO BE MADE GOOD” and each interest
contribution to this amount is known as “ GENERAL AVERAGE CONTRIBUTION”
5. Genearl averge contribution is based on the value of the interest conserned know as
“ CONTRIBUTORY VALUE”.
6. Contributory value of each interest is its net arrived value at the place where the
voyage ends plus made good value( RULE 17)
7. sound value of the ship will be assessed by ship valuer at the place where voyage
ends and issue certificate.
Net value=sound value – cost of any repair
8. Sound value of cargo=value as per commercial invoice,

net value=sound value-damage+amount made good

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SIMPLE EXAMPLE

SHIP VALUE - $100000

CARGO A-$50000 CARGO
B-$50000 CARGO C-
$50000

During voyage “cargo A” is jettisoned for common safety

“AMOUNT TO BE MADE GOOD”= $50000 ADJUSTMENTS

CONTRIBUTORY VALUE (CV) GAC

SHIP- $100000 $20000
CARGO A -$0 +AMNT MADE GOOD
$50000 $10000
CARGO B-$50000 $10000
CARGO C- $50000 $10000
TOTAL CV= $250000 $50000
----------------------------- ------------------

GAC
SHIP- (100000/250000)*50000= 20000 A=
(50000/250000)*50000 = 10000

CONTRIBUTORY VALUE FREIGHT

Only freight payable at destination ( risk of the carrier)contributes to the general

average (gross amount at risk)
Net freight lost=gross freight lost - any expenses which because of jettison is
not incurred

CONTAINERS- If cargo carried in a container then value of containers taking into

account depreciation has to be added to amount to be made good and
contribution accordingly.

GENERAL AVERAGE CONTRIBUTION SOMETIMES MAY TAKES A LONG TIME (YEAR OR

2) THERE FORE SHIPOWNER WILL TAKE A SECURITY FROM ALL THE INTREST PARTY
BEFORE DISCHARGING CARGO KNOW AS GENERAL AVERAGE

New Jason Clause

In the event of accident, danger, damage or disaster before or after the commencement of the voyage,
resulting from any cause whatsoever, whether due to negligence or not, for which, or for the consequence of
which, the carrier is not responsible by statute, contract or otherwise, the goods, shippers, consignees or
owners of the goods shall contribute with the carrier in general average to the payment of any sacrifices,
losses or expenses of a general average nature that may be made or incurred and shall pay salvage and
special charges incurred in respect of the goods. If a salving ship is owned or operated by the carrier, salvage
shall be paid for as fully as if the said salving ship or ships belonged to strangers. Such deposit as the carrier
or his agents may deem sufficient to cover the estimated contribution of the goods and any salvage and
special charges thereon shall, if required, be made by the goods, shippers, consignees or owners of the good
to the carrier before delivery
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BOND PLUS BANK GUARANTEE OR GA DEPOSIT. BOND BASICALLY CONFIRMS

AGREEMENT TO GA.
EXAMPLE OF APPORTIONMENT

SHIP- SOUND VALUE- 250000

CARGO INVOICE VALUE- 375000
FREIGHT GROSS AMNT AT RISK- 95000

GENERAL AVERAGE ACT

SHIP SACRIFICE- 50000 NET
CARGO SACRIFICE -75000NET
TOTAL AMOUNT TO BE MADE GOOD IN GA- 125000

PARTICULAR AVERAGE DAMAGED SUSTAINED

SHIP 25000
CARGO 62500
FREIGHT CONTIGENT EXPENSES- 7500

APPORTIONMENT OF GENERL AVERAGE

1. SHIP CONTRIBUTION
SOUND VALUE 250000

LESS GA -50000
PA-25000 75000

NET ARRIVED VALUE 175000

+
MADE GOOD VALUE 50000

CONTRIBUTORY VALUE= 225000

2. CARGO
CONTRIBUTORY VALUE=INVOICE VALUE- PARTIVULAR AVERAGE –
GA+AMOUNT MADE GOOD=375000-75000-62500+75000=312500

3. FREIGHT
CONTRIBUTORY VALUE=GROSS FREIGHT- CONTIGENT EXPENSES=95000-
7500=87500

TOTAL CONTRIBUTORY VALUE=625000

SHIP PAYS- (225000/625000)*125000=45000

CARGO OWNER- 62500
FREIGHT(BENIFICIARY)- 17500
TOTAL 125000

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TOTAL LOSS

ACTUAL TOTAL LOSS:

1. Destruction- ship or cargo completely destroyed by fire
2. Loss of specie – cement dampened by seawater becomes concrete
3. Irretrievable deprivation-gold bars sunk in ocean
4. Missing ship – Have to prove the peril

CONSTRUCTIVE TOTAL LOSS:

There is constructive total loss

1. where a assured is deprived of the possession of his ship or goods by a peril insured
against, and it is a) unlikely that he may recover the ship or goods or b) the cost of
recovering the ship or goods would exceed their value when recovered(ship stuck in
area of war and seized by local government so unlikely that ship will be recovered), or
2. in case of damage to the ship , where she is so damaged by the peril insured
against that the cost of repairing the damage would exceed the value of the ship
when repaired( Aground- salvor cost very high)
3. in the case of damaged goods, where the cost of repairing the damage and
forwarding the goods to their destination would exceed their value on arrival.

Notice of abondnment of the property should be given to the insurer before claiming
construstive total loss.

In ascertaining whether the ship is constructive total loss , 80%(or greater % agreed in
H&M) of insured value of H&M insurance shall be taken as a repaired value.
MARINE INSURANCE CLAIMS

Claims for damage due to bunker quality

The most common issues that arise are the following:

• Damage to the ships machinery

• Damage to the environment
• Fines for ECA violation.

• Section 4 of the General Requirements of ISO 8217 specifications merely

states generally that fuels should not include any added substances or
chemicals that “jeopardises the safety of ships or adversely affects the
performance of the machinery; or is harmful to personnel; or contributes
overall to additional air pollution
• if the ship’s machinery has been damaged by the bunkers that have been
supplied, the supplier may have a liability to the shipowner as per contract or if
no contractual relation then in tort. However, the claimant must be able to prove
that the damage arose as a result of the negligence of the supplier.

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• If vessel is not under any charter then dispute will arise directly between
shipowner and supplier. Whereas in case of time or bareboat charter the claim
may also involve charterer.
• Damage to the ship caused by the supply of deficient bunkers may be caused
directly, i.e. damage to the ship’s engine, or indirectly, i.e. engine
malfunctioning leads to loss of power causing the ship to run aground and
damage the hull. Such damage is normally covered by hull and machinery
insurers subject to the agreed policy deductibles.
• damage to the ship’s machinery and/or to the ship’s hull caused by
deficient bunkers owned and/or supplied by or on behalf of the charterers is
covered by the charterers’ P&I liability insurers.
• Since shipowners are not normally entitled to recover costs incurred by them in
relation to delay, detention or deviation from either hull and machinery or P&I
insurers, the owners will normally have to claim such costs directly from the
supplier or the time charterers. However, legal costs incurred by them in order
to do so may be recoverable under the Defence cover subject to the discretion of
the Defence club management.
• Damage to machinery will be covered only if it is proved that any specific
information which supplier needs to know regarding some special features of
machinery if any has been provided.

H & M: cover the damage , bt insurers will normally require the assured to have acted
as a prudent uninsured and to have taken all avoidance and protective measures that
could reasonably be expected such as, for example, taking representative fuel samples
for analysis by shore laboratory and ensuring that the fuel is properly stored and
treated on board.

P & I: The shipowner’s liability for loss of or damage to bunkers owned by third
parties is covered by the ship’s P&I club under the general provision for cover of
liability for loss of or damage to property owned by third parties24 whereas the
liability of charterers for damage to the ship’s machinery and/or to the ship’s hull
caused by deficient bunkers owned and/or supplied by or on behalf of the charterers
is covered by the charterers’ P&I liability insurers.

DAMAGE TO FIXED OR FLOATING PLATFORM

• Ship is liable for damage in tort

• H& M will cover damage to hull and machinery and any consequent salvage as
a result of contact.
• P& I will cover damage to platform and any other damages.

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PERSISTENT OIL
All hydrocarbon mineral oil not FALLING WITHIN THE DEFINITION OF NON
PERSISTENT OIL
NON PERSISTENT OIL
Oil which consists of hydrocarbon fractions:
1. Atleast 50% of which by volume distils at temperature of 340 degree celcious
And
2. Atleast 95% of which distils at a temperature of 370 degrees celsious when
tested by the ASTM method D 86/78 or anyt subsequent revision thereof

IMPORTANT CLAUSES

1. RDC : RUNNING DOWN CLAUSE /COLLISION CLAUSE

I. The clause under which it is agreed that if the insured vessel is to blame for a
collision with another vessel, underwriters undertake to pay 3/4th of the damage
sustained by the other vessel upto maximum of 3/4th of the value of the insured
vessel mentioned in the policy.

II. Remaining 1/4th covered by P & I.

2.3/4th COLLISION LIABILITY.

The underwriter agrees to indemnify the assured for 3/4th of any sum or sums
paid by the assured to any other persons by reason of the assured becoming
liable by the way of damage for
I. Loss/damage to other vessel or property on other vessel
II. Delay or loss of use of other vessel or property on any vessel
III. GA of ,salavage of, or salvage under contract of any such other vessel or
property where such payment is consequences of insured vessel coming I
contact of another vessel.

[Link] TO BLAME COLLISION CLAUSE:

I. This is a clause found in both voayage and time charter parties and also bill of
lading. It is prortective clause.
II. Basically it means that in case of collision , the cargo owner can only
indemnify the carrier for any loss caused to the non carrying vessel in
compensating his loss.
III. The purpose of clause is to restore the position of Shipowner/carrier who was
traditionally not liable to compensate the owner of the cargo for errors in
navigation or management of the vessel.

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SAFCON
(CARGO SHIP SAFETY CONSTRUCTION CERTIFICATE)

CONTENT:
1. Type of ship
2. Compliance with solas II-1,II-2

Items in survey:

Examining of

1. Goal based standard construction file

2. Bilge pumping and drainage system
3. Stability information and damage control plan
4. Plans for machinery installation
5. Plans for electrical installation
6. Plans for periodically UMS
7. Plans for fire protection,including ventilation systems in accommodation and
service spaces ,control stations and machinery spaces and oil fuel and
lubricating oil systems.
8. Fire protection in cargo spaces
9. Emergency escape
10. Arrangement for Opening below freeboard deck
11. helicopter facility
12. cargo securing manual
13. loading booklet
14. bilge well alarms in cargo holds
15. certificate of class
16. corrosion prevention in ballast tank
17. safe working load of towing and mooring equipment
18. steering gear arrangement
19. cargo tank venting,PV valve and pv breaker
20. emergency towing
21. access of opening in cargo area
22. water tight doors hose test
23. protection of boiler and other pressure vessels and systems
24. sequential starting and automatic standby starting
25. arrangement for starting from dead ship condition
26. crankcase relief door
27. confirming that main and auxiliary steering gear are so arranged that
failure of one of them doesnot render the other inoperative .
28. main steering gear capable of steering ship at maximum ahead service
speed and is capable of putting rudder over from 35 deg – 35 deg – 28 S
29. aux steering- 15deg- 15 deg in <60 s at 7 knots or less alarms of steering gear and auto
change

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30. Main and aux machinery control system

31. boiler alarms and trips
32. Vent fan and damper operation
33. ME telegraph alarm
34. Sound phones working
35. engineers alarms
36. antisplashing tapes and pump guards
37. save alls of bunker vent
38. emergency generator
39. msb protection
40. emergency and direct bilge suction
41. asbestos free certifacte
42. coating tech file

preparation of survey as C/E

1. statutory certificates
2. Emergency steering testing and drill
3. Boiler alarms and trips, safety valve
4. MSDS
5. Watertight doors
6. Bilge pumping and piping arrangement satisfactory
7. Insulation,laggings, motor guards, antisplashing arrangements in fuel,lo,
steam systems
8. Standby pumps test
9. Procedure for recovery from dead ship
10. Main and aux steering, emeregency steering, alarms,sound phone and phone
working, rudder angle indicator working, visual compass
11. ventilation fan and damper
12. engineers call alarm and dead man alarm, ums alarm
13. emergency generator, emergency lighting
14. no alerantion has been made to structure
15. emergency escape
16. asbestos free certificate

SEQ
Ø Cargo ship safety equipment certificate
Certifies that ship complies with
• FSS and fire control plan
• LSA
• LTA and line throwing apparatus
• Navigation equipment , pilot ladder, nautical publications
• means of making sound signals,and distress signal

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1. Check Form E- record of equipment for cargo ship safety equipment
certificate. It contains details of following
• Life saving appliances
I. Total number of persons for which life saving appliances are
provided
II. Lifeboat details,rescue boat details
III. Liferaft details
IV. Lifebuoys
V. Life jackets,immersion suits
VI. Radio installations used in life saving appliances(saart)
VII. Vhf radio telephone apparatus

• Navigational systems and equipments

I. Magnetic compass
II. Gyro compass
III. Gyro compass heading and bearing repeaters
IV. ECDIS and backup for ECDIS
V. Nautical publication
VI. ARPA(automatic radar plotting aid
VII. 9 hz and 3 hz radar
VIII. BNWAS
IX. VDR
X. SVRDR( simplified voyage data recorder
XI. Daylight signaling lamp
XII. Rudder , propeller indicator
XIII. Echo sounding device
XIV. LRIT long range identification and tracking system
XV. AIS

Preparation as C/E

Check arrangement and operation of

1. Emergency fire pump , main fire pump and all fire hydrants and nozzles and
extinguishers in E/R
2. EEBD, breathing air compressor
3. Fire detection and alarm system
4. Fixed fire fighting system, hyper mist system
5. Quick closing valves
6. Life boat , rescue boat
7. Lifejackets,immersion suits in E/R
8. Emergency lighting
9. Navigation lights
10. Navigational equipment
11. Gas detection system
12. Emergency steering
13. Inert gas system
14. Training record of LSA and FFA equipment

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Other important points

1. Check all statutory certificates
2. Certificate of class
3. Any modification done has been approved before installationand
same reflected in the certificate
4. Any fire incident , release FF system- report of same

CARGO SHIP SAFETY RADIO CERTIFICATE

FORM R: RECORD OF EQUIPMENT FOR THE CARGO SHIP SAFETY RADIO
CERTIFICATE.
CONTENT:details of the radio facilities

1. VHF radio installation

2. MF radio installation
3. HF radio installation
4. INMARSAT ship earth station
5. Secondary means of alerting
6. Facilities for reception of maritime safety information
7. Satellite EPIRB
8. VHF EPIRB
9. SAART
10. Duplication of all equipment

Survey preparation:
1. Statutory certificates
2. Certificate of class
3. Any new equipment has been properly approved before installation
4. Annual test of EPIRB, shore maintainance not more than 5 years
5. Manuals for all equipment available
6. All antennas
7. Check operation from main and Reserve sourse of energy , UPS ,battery
8. Check
9. Audibility of VHF
10. Running of self test programme
11. Expiry dates of batteries
12. coc of operator

CLOSEUP SURVEY
A closeup survey is a survey where details of the structural components are within the
close visual inspection range of the surveyor, ie normally within the reach of hand.

MINIMUM REQUIREMENTS OF CLOSEUP SURVEYS AT SPECIAL SURVEY OF OIL

TANKERS.
1. SPECIAL SURVEY #1 <5YRS:
a) one web frame ring (in ballast or cargo wing tank used for water ballast)
b) one deck transverse(in cargo oil tank)
c) one transverse bulkhead( in ballast tank, cargo oil wing tank,cargo oil centre tank)

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2. SPECIAL SURVEY #2 5-10YRS:

a) all web frame rings (in ballast or cargo wing tank used for water ballast)
b) one deck transverse (in each of the remaining ballast tanks,in cargo wing
tank,in 2 cargo centre tanks)
c) both transverse bulkheads(in wing ballast tanks)
d) one transverse bulkhead (in each remaining ballast tank,cargo wing tank
and 2 cargo centre tanks)

3. SPECIAL SURVEY >10 YEARS:

a) all web frame rings (in all ballast tanks,in a cargo wing tank and min 30% of
all web frame rings in each remaining cargo wing tank)

c)all transverse bulkhead (in cargo and ballast tanks)

e) a min of 30% of deck and bottom transverses including adjascent structural

members (in each cargo centre tank)

f) as considered necessary by the surveyor

4. SPECIAL SURVEY >15 YEARS

Additional transverse included as deemed necessary by class in addition to the
requirement of 3rd survey.

. a) Complete transverse web frame ring including adjacent structural members

. b) Deck transverse including adjacent deck structural members

. C) Transverse bulkhead complete – including girder system and adjacent structural

members

. d) Transverse bulkhead lower part – including girder system and adjacent structural
members

. e) Deck and bottom transverse including adjacent structural members

. f) Additional complete transverse web frame ring

Overall Survey: An Overall Survey is a survey intended to report on the overall condition
of the hull structure and determine the extent of additional Close-up Surveys

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Preparation for closeup survey:

1. means of access for closeup survey and thickness measurement

2. carried out by surveyors accompanied by owners representatives.
3. Thickness measurement required in association with the closeup surveys
should be carried out simultaneously.
4. Route planning should be considred prior to entry to ensure safe conduct of
survey.
5. Means of access:
a) Permanent stages or passeges through the structures
b) Temporary stages through the structure
c) Hydraulic ram vehicles like lift movable platforms
d) Portable ladders
e) Boat and rafts
6. Sufficient illumination to reveal corrosion , deformation ,fractures, damages or
other structural deterioration.
7. Survey at sea or anchor may be undertaken by inflatable raft or boat if surveyor
is fully satisfied that preparation for survey has been done and assistance from
personnel onboard is available and following conditions are applied.
a) Communication between survey party in tank and responsible officer on
deck who should be the person incharge of ballast pump handling
b) Weather condition good, max fluctuation for tank rafting is 0.5 m, max
8. ultra sonic test equipment is used for thichness measurement and should be
carried out by approved service provider.
9. The thickness measurement report should be submitted to surveyor.
10. Surveyor should direct the location of thickness measurement so that it
represents the average general condition of the overall area.
11. Where thickness measurement indicates substantial corrosion , or structural
defects , the thickness measurement companies are to advise the surveyor and
owners promptly to allow extent of measurement to be given special
consideration and facilitate prompt implementation of repairs /renewals.
12.

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A: plating shown prior to the thickness being measured displaying the defected area. B:
representative readings are taken on the structure identifying a locally corroded area.
C: 5 point patern is applied over 1 m2 area
D/E: extending 5 pont further to verify extent of defected area.
G/H: renewal area is marked

13. Draft sketches should be submitted by TM operators to surveyor indicating

substantial corrosions,pitting,doubler plates,deformation,cracks, corrosion
14. Surveyor will use draft sketches mapping findings verified during closeup
survey.

15.
16. acceptable criteria : deck plating- 25 %, side shell 25%, cargo oil tank – 20 %

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reports:

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ENHANCED SURVEY PROGRAMME

(oil tanker, combination cariers,chemical tankers and bulk carriers)

Ships that are required to be Surveyed in accordance with ESP requirements are
identified by the notation ESP

ESP requires survey programme (planning document) to be prepared by the owner in

advance(atleast 6 months) of the special survey and submitted for aggrement.

The programme is to include proposals for the special survey , including the means of
providing access for closeup and thickness measurement.

ENHANCED SURVEY PROGRAMME CONTENT

1. Ships particulars.(special survey no, due date, type of cargoes carried)

2. General plan(where and when special survey will be held, where and when
thickness measurement be carried out and name of the company,how will
closeup survey and tank testing be carried out eg temoporary staging,movable
platforms,inflatable rafts)
3. Closeup survey (proposed location and extent of closeup survey )
4. Thickness measurement ( proposed location and extent of thickness
measurement)
5. Tank/hold particulars ( details of all cargo and ballast tanks including
frame location, corrosion protection,coating condition)
Tank / hold Type: SBT = segregated ballast tank, CO = cargo oil, WBT = salt
water ballast tank, SP = slop tank, CC = chemical cargo, COM = Combined Oil
and Ballast, BC = Bulk Cargo, BC/SWB = Bulk Cargo/Salt Water Ballast

Protection: C = recognised coating, A = anodes

Coating Condition:

Good: condition with only minor spot rusting

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Fair: condition with local breakdown of coating at edges of stiffeners and weld
conditions and /or light rusting over 20% or more of areas under consideration but
less than defined as poor.

Poor: condition with general breakdown of coating over 20 % or more of areas of

hard scale at 10 % or more of areas under consideration.

OTHER REQUIREMENTS

1. Details of any damage experienced by the ship shall be available in periodical

survey reports

[Link] Owners / Managers are to ensure that those tanks and spaces subject to survey
are in a clean and gas free condition, with adequate ventilation, lighting and a safe
means of access provided.

3. The main structural plans (scantling drawings) are to be made available.

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Survey planning

CAS AND CAP

CAS (CONDITION ASSESMENT SCHEME)

CAS is a mandatory statutory survey scheme that category 2 and category 3 (non
double hull ) oil tankers must satisfactorily complete ( with no outstanding )
recommendations) by 15 years of age or by the 1st intermediate or renewal survey due
after 5th april 2005, whichever occurs later, in order to trade to their respective phase
out date as per MARPOL 13G as per MEPC 111(50). After this, every 5 years.

CAS is required to be carried out in conjuction with the mandatory enhanced survey
programme and builds upon ESP by requiring additional thickness measurements and
closeup surveys.

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Additional thickness measurement under CAS

. 3 transverse sections within the cargo area;

. Each bottom plate within the cargo area;

. Internal structure of fore and aft peak tanks;

. All members subject to close-up inspection.

. Selected wind and water strakes outside cargo area and all wind and water strakes
within cargo area.

. All exposed main deck plates.

. ESP specifies at least two readings for each plate

Additional closeup survey requirement under CAS

[Link] web frame rings in all ballast tanks

2. All web frame rings in cargo tanks

3. 30% of web frame in remaining cargo tanks

4. All transverse bulkheads

5. 30 % of the deck and bottom transverses in cargo centre tank.

6. additional areas based on knowledge of critical structure.

Relative to ESP, CAS is unique in 2 ways
1. CAS require planning the survey 8 month in advance
2. Flag state must review survey and reporting process and issue 5 year full
term CAS statement of compliance.

CAP ( CONDITION ASSESMENT PROGRAMME)

1. CAP is a voluntary services offered by some IACS members. It is a specialized

survey program which offers owners a detailed assessment of a ship's actual
condition, based on strength evaluation, and fatigue strength analysis as well as a

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detailed on site systematic inspection of the hull, machinery and cargo systems The

owner, in cooperation with class, is to work out a survey program in advance. Survey

planning meeting is to be documented.

2. Survey extends to machinery equipments and cargo handling

3. Grades are used to identify each item surveyed.
(a) Rating Grade 1 : "Very Good Condition" No maintenance or repair required.

(b) Rating Grade 2 : "Good Condition" No immediate maintenance or repair

considered necessary.

(c) Rating Grade 3 : "Satisfactory Condition" "Some maintenance and repair may be
considered necessary.

(d) Rating Grade 4 : "Unsatisfactory Condition" Maintenance and repair required to

reinstate serviceability.

4. Can be carried out at any time

5. Includes internal inspection of all cargo tanks and ballast tanks.
6. Fatigue analysis completed prior to survey specifically examine and report on
any areas that are found with a high fatigue sensitivity index rating.

Detailed assessment results and the relevant records shown below are
attached to the certificate of CAP.

(1) CAP-HULL

(a) CAP-HULL rating for each structural group and strength evaluation

(b) Survey record

(c) Report for fatigue strength assessment

(d) Rating for corrosion protection systems of water ballast tanks and coated cargo
tanks

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(e) Photographic report

(f) Thickness measurement record

(2) CAP-MACHINERY/CARGO SYSTEM

(a) CAP-MACHINERY/CARGO SYSTEM rating for each item (b) Survey record (c)
Photographic report

SURVEYS OF PROPELLER AND TUBE SHAFT

Propeller shaft/tailshaft: Part of the propulsion shaft to which propeller is fitted.

Tube shaft/Stern tube shaft: Shaft placed between intermediate shaft and
propeller shaft.

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SURVEY METHODS:

METHOD 1:
1. Drawing the shaft and examining the entire shaft,seals system, and bearings.
2. For keyed and keyless connections:
a) removing the propeller to expose the forward end of the taper.
b) Performing a NDE by an approved surface crack detection method all
around the shaft in the way of forward portion of the taper section ,
including keyway and till aft end of the liner if fitted.
3. For flanged connection the coupling bolts and flange radius are to be
examined by means of approved surface crack detection method.
4. Checking and recording the bearing clearances.
5. Verification that propeller is free of any damages which may cause the
propeller to be out of balance.
6. Verification of the satisfactory conditions of inboard and outboard seals
during the reinstallation of shaft and propeller.
7. Recording the bearing weardown measurements(after reinstallation)

METHOD 2:

Pre-requisites to satisfactorily verify in order to apply method 2.

1. review of the service records (lub oil temp,bearing temp,oil consumption)
2. review of test records of lub oil analysis or FW analysis for FW lubricated
system.(max 6 months interval)
3. oil sample examination(focus on water contamination)
4. verification of no reported repairs by grinding or welding of shaft and/or
propeller.
1. For keyed and keyless connections:
a) removing the propeller to expose the forward end of the taper.
b) Performing a NDE by an approved surface crack detection method all around
the shaft in the way of forward portion of the taper section , including keyway
and till aft end of the liner if fitted.
2. For flanged connection the coupling bolts and flange radius are to be examined by
means of approved surface crack detection method.
3. Checking and recording the bearing weardown measurements.
4. Visual inspection of all accessible parts of shafting.
5. Verification that the propeller is free of damages which may cause the ropeller to be
out of balance.
[Link] liner to be in a satisfactory condition.
7. verification of the satisfactory installation of the propeller including verification of
satisfactory condition of inboard and outboard seals.

METHOD 3:
Pre-requisites to satisfactorily verify in order to apply METHOD 3:

1. Review of service records.

2. Review test record of Lubricating Oil analysi(for oil lubricated shafts), or Fresh
Water Sample test (for closed system fresh water lubricated shafts).

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3. Oil sample Examination (for oil lubricated shafts), or Fresh Water Sample test (for
closed system fresh water lubricated).

4. Verification of no reported repairs by grinding or welding of shaft and/or

propeller.

The survey is to consist of:

. [Link] and recording the bearing weardown measurements.

. [Link] Inspection of all accessible parts of the shafting system.

. 3. Verification that the propeller is free of damages which may cause the propeller to
be out of balance.

. [Link] liner found to be or placed in a satisfactory condition.

. 5. Verification of the satisfactory conditions of inboard and outboard seals.

SURVEY INTERVALS OIL LUBRICATED (SH(OL) notation)

1. Every 5 years

for keyless propeller -Method 1 or method 2 or method 3 for

keyed propeller- Method 1 or method 2

2. The maximum interval between two surveys carried out according to Method 1
shall not be more than 15 years.

3. Method 3 not allowed unless there is extension.(3 m, 1 y, 2.5 y)

EXTENSIONS UPTO 2.5 YRS,1 YRS , 3 MONTHS GIVEN PROVIDED EXTENSION

SURVEY IS CARRIED .

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. FOR 2.5 YEARS- The survey is to consist of:
1. Checking and recording the bearing weardown measurements, as far as practicable.

. [Link] Inspection of all accessible parts of the shafting system.

. 3. Verification that the propeller is free of damages which may cause the propeller to
be out of balance.

. [Link] of the effectiveness of the inboard seal and outboard seals. [Link]

of service records.

6. Review of test records of Lubricating Oil analysis

7. Oil sample Examination

8. Verification of no reported repairs by grinding or welding of shaft and/or

propeller.

9. Confirmation from the Chief Engineer that the shafting arrangement is in good
working condition.

FOR 1 YEARS- POINT 2 - 9

NOTE:FOR WATER LUBRICATED SHAFTS(OPEN SYS) ONLY METHOD 4 APPLIES

WHICH CONSIST OF DRAWING THE ENTIRE SHAFT AND EXAMINING EACH
PARTS EVERY 5 YEARS

PARTIAL WITHDRAWL OF SHAFT

Modified survey:Partial withdrawl of shaft comes under modified survey scheme of

tailshaft.
It conist of partial withdrawl of shaft sufficient to ascertain the condition of the stern
bearing and shaft in the way.

FOR KEYED PROPELERS:

Remove propeller
NDT of 1/3rd of the length of tapper from the big end . FOR

KEYLESS PROPELLERS:

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Visual examination to confirm the sealing arrangement condition.

Oil glands are to be capable of replaced without removing the propeller.

If modified survey satisfactory , complete withdrawl may be extended to 10 years.

Partial survey: A system falling under the Modified survey scheme, if the owner so
desires, can be offered for a Partial survey. The Partial Survey consists of the propeller
being backed off in any keyed shaft and the top half of the cone examined by an
efficient crack detection method for which the removal of the key will be required. Oil
gland and seals are to be examined and dealt with as necessary. Wear- down is to be
measured and found satisfactory. Propeller and fastenings are to be examined.

Complete removal may be extend to 7.5 years after partial survey.

TAILSHAFT CONDITION MONITORING (TCM) PROGRAMME

1. For the vessels complying with IACS unified requirements Z21 and fitted with oil
lubricated shafts and approved oil glands may be assigned with suitable TCM
notation.
2. For vessels which has been assigned TCM notation and is maintained to that effect
throughout the period with required periodical monitoring and tests and the records
demonstrate that the system is maintained in satisfactory condition , then the interval
between 2 consecutive withdrawl of the shaft may be extended to max of 10 years by
RO without any approval from administration.
3. Tailshaft monitoring record file onboard.

Unified requirement as per Z21

Gives requirements of closed loop oil lubricated shaft, adequate method of protection
against corrosion(corrosion resistant liners),corrosion resitant shaft(Approved
corrosion resistant steel,sterntube sealing system, service records, oil sample analysis.

TESTS
1. ANALYSIS
a) water content
b) Acid number- mg koh/g-
c) PQ index- particle quantification is measurement of total ferrous
particles.

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d) Oxidation by FTIR(fourier transformed infrared spectroscopy)

2. SPECTRO ANALYSIS(atomic emission spectroscopy,infrarer and uv

spectroscopy)

Wear elements
a) silver
b) tin
c) iron
d) molybdenum
e) copper
f) chromium
g) aluminium
h) lead

contaminants
a) silicon
b) boron
c) magnesium
d) vanadium
e) sodium
f) nickel

other metals(oil additives)

a) phosphorous
b) zinc
c) barium
d) calcium [Link]

CM parameters to check

SURVEY OF HULL

ANNUAL

Examination of the Hull,hull plating and its closing appliances as far as can be seen.

Examination of watertight penetrations as far as practicable.

Examination of weather decks

Examination of cargo tank openings including gaskets, covers, coamings and flame
screens.

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Examination of cargo tanks pressure/vacuum valves and flame screens.

Examination of flame screens on vents to all bunker tanks.

Examination of cargo, crude oil washing, bunker and vent piping systems, including
vent masts and headers.

Examination of Cargo pump rooms

the sealing arrangements of all penetrations of pumproom bulkheads.

Examination of the condition of all piping systems.

Examination of any substantial corrosion area identified at previous surveys.

SPECIAL

In addition to annual survey requirement

All cargo tanks, Ballast Tanks, including double bottom tanks, pumprooms, pipe
tunnels, cofferdams and void spaces bounding cargo tanks, decks and outer hull are to
be examined, and this examination is to be supplemented by thickness measurement
and closeup inspection to ensure that the structural integrity remains effective.

The aim of the examination is to discover Substantial Corrosion, significant

deformation, fractures, damages or other structural deterioration, that may be
present.

cargo ,ballast,piping,Crude Oil Washing (COW) piping, are to be examined and

operationally tested to working pressure to attending Surveyor’s satisfaction to
ensure that tightness and condition remain satisfactory.

An Overall Survey of all tanks and spaces is to be carried out at each Special Survey.

CONTINUOUS SYSTEM OF HULL SPECIAL SURVEY (CSH)

1. The complete survey of the hull to meet the requirements of the Hull Special
Survey can be carried out on the Continuous Survey System basis, when, at

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request of an owner it has been agreed by the Society concerned

2. All the requirements of the particular Hull Special Survey must be completed at
the end of the five-year class period.
3. During each survey cycle, all items are to be surveyed (and tested, where
required) in regular rotation with uniform annual share within the five-years
class period.
4. The owner is entitled to fix the sequence in which the individual items of the
hull are intended to be surveyed. However, the sequence in each survey cycle
shall be linked with that of the previous one in such a way that the interval
between consecutive (in two cycles) examinations of each item should not
generally exceed five years.
5. For ships more than 10 years of age, the ballast tanks are to be internally
examined twice in each five-year class period

THICKNESS MEASUREMENT REQUIREMENT

SPECIAL SURVEY 1: Suspect areas, In cargo area-one section of the deck plating for
the full beam of the ship, atleast 1 section is to include a ballast tank within 0.5L
amidships.

SPECIAL SURVEY 2. Suspect area, In cargo area-each deck plate,one transverse

section, outside cargo area-selected wind and water strakes , atleast 1 section is to
include a ballast tank within 0.5L amidships.

SPECIAL SURVEY 3. Suspect areas, in cargo area-each deck plate,2 transverse

section , all wind and water strakes, outside cargo area- selected wind and water
strakes, atleast 1 section is to include a ballast tank within 0.5L amidships.

SPECIAL SURVEY 4. Suspect areas, in cargo area-each deck plate, 3 transvese section
,each botton plate, outside cargo area-all wind and water strakes, atleast 1 section is
to include a ballast tank within 0.5L amidships.

MEASUREMENT: Measurements, for general assessment and recording of corrosion

pattern, of those structural members subject to close-up survey.

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SUBSTANTIAL CORROSION: Substantial Corrosion is an extent of corrosion such

that assessment of corrosion pattern indicate a wastage in excess of 75% of allowable
margins, but within acceptable limits.

Substantial corrosion

Substanitial corrosion : Substantial corrosion is wastage of individual plates and

stiffeners in excess of 75% of the permissible diminution.

Ø How do you know plate is substantially corroded?

Visual examination will indicate heavy resting.
• Allowable limit for wear by classification society is around 20% of the
thickness of plate. Eg for 10 mm plate allowable wear will be 2 mm, so
corrosion more than 75 % of 2 mm (>1.5 mm)but less than 2 mm would
be considered as substantial corrosion.

Action:

Ø Where individual plates or stiffeners show substantial corrosion then the

additional thickness measurement requirements in accordance with the Rules
and The survey will not be considered complete until these additional thickness
measurements have been carried out.

Tsubstantial= T - 0.75Td where T= original thickness,Td= max allowed thickness

reduction
Tsubstantial= Ta +0.25Td where Ta= mim allowed thickness, Td= max allowed thickness
reduction

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Ø Surveyor will identify the substantial corrosion location by frame number. it

will depend on the owner weather to renew the plate or not.
Ø If possible then area to be grit blasted and then painted as per common
structural rules as an alternative to steel renewal.
Ø It will be inspected during annual and subsequent surveys to identify extend of
corrosion.
Ø For ships with ESP class notation , details of substantial corrosion is also
recorded in executive summary.

REQUIREMENTS FOR EXTENT OF THICKNESS MEASUREMENT AT THOSE

AREAS OF SUBSTANTIAL CORROSION.

BOTTOM PLATING: Minimum of 3 bays across tank aft bay Measurements around
and under all bell mouth

PATTERN OF MEASUREMENT: 5 point pattern for each panel between longitudinals

and webs

MEASUREMENT EQUIPMENT:

ULTRASONIC THICKNESS MEASUREMENT

TANK TESTING

SPECIAL SURVEY 1:
1. All ballast tank boundaries

2. cargo tank boundaries facing ballast tank,Void spaces,Pipe tunnels ,Fuel

tanks,Pump room or cofferdam

SPECIAL SURVEY 2:

1+2 +all cargo tank bulkheads which forms boundaries of segregated cargoes

SPECIAL SURVEY 3+:

1+2+all remaining cargo tank bulkheads

Requirement for test:

Tested for tightness and structural strength with water head corresponding to its
design pressure.
The water head in no case to be less than the top of the air pipes or to a level of 2.4
mabove the top of the tank, which ever is greater.

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SURVEY OF MACHINERY

CMS (CONTINUOUS MACHINERY SURVEY):

Continuous machinery survey is a survey arrangement in which all the machinery

and systems under the rules of classification society of ship are surveyed in a
continuous manner so that one cycle of all CMS items is completed within 5 years.

Schedule of the CMS is prepared keeping in mind all the items for CMS should be
included in the program,all items should be completed within cycle of 5 years.

Class allows that some machinery systems and equipment are credited based on
documented maintenance history presented by the chief engineer provided that
same is confirmed by the surveyor during periodical surveys.

The company shall confirm , through a statement signed by a designated person in the
company , the chief engineers ,his name , license number, date of issue and validity
and name of administration that issued the license who can carry out surveys.

Important machinery items (such us main engine bearings, boilers, bilge system,
pressure ship and relief valves, firefighting system, foundation bolts and chocks,
shafting and bearing, piping system, sea valve and chest, steering gear and relief
valve, safety device and trip, turbine ) cannot be credited on the basis of Chief
Engineer report.

KIND OF CMS REQUIRED FOR CREDIT

1. Openup inspection under surveyor attendance only:

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1. steam turbine driven main propulsion and auxiliary including its

components.
2. Reduction /reversing gears and Power transmission system
3. Refer compressor (atleast 1 set of cargo refer unit)

2. Confirmatory survey based on CE report

Procedure for confirmatory survey:
1. One copy of the inspection record by the chief engineer should be submitted to the
attending Surveyor.

(a) Signature of the chief engineer (b) Date and place of the inspection (c) Inspection
items and their results (d) Operating conditions before and after the inspection

2 Parts replaced with spares or repaired should be kept onboard until the confirmation
by the Surveyor. (If this part would not be kept onboard, it is required to take and keep
the photograph.)

[Link] inspection should be made for the main engine, and inspection under
operating condition as well as visual inspection should be made for the other
machinery.

4 As a result of the confirmatory survey stated in 1 through 3 above, open-up

inspection and/or re-inspection may be required where deemed necessary by the
Surveyor.

Next due date of inspection by Chief Engineer:

The end of month after 5 years counting from the inspection date by Chief Engineer
regardless of the date of Confirmation Survey by Surveyor.

Machinery applicable for Confirmatory Survey

1. Main diesel engine

2. Genearor engine
3. shafting
4. auxillary machinery
5. Air reservoir
6. cargo refrigerating installation

[Link] inspection and inspection under operating condition

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Oil pumps excluding cago oil pumps Oil

tank heaters

Hydraulic deck machinery

CFW p/ps,blowers,fans

PMS (PLANNED MAINTENANCE SYSTEM)

Machinery PMS is a survey arrangement based on audits of a approved and

implemented planned maintenance system onboard and spot checks if deemed
necessary. Machinery PMS allows the chief engineer to carry out survey on behalf of the
society.

An implementation survey onboard the vessel is required in order to verify all the
conditions as per class are complied with and then a certificate is issued stating
system type and condition for survey.
CONDITIONS OF PMS
[Link] system shall be approved. [Link]
should be computer based
[Link] system shall be able to produce a maintenance history report.
[Link] corrective actions are to be specially identified in the system.
[Link] shall be a job description and maintenenace history.

CONDITIONS APPLIES FOR THE VESSEL:

1. Chief engineer familiar with the PMS
2. All machinery and equipment subject to class shall be clearly identified with class
code in the system.
3. Job description of class items shall cover the requirement as per class [Link]
some main o/h intervals are based on running hrs and these intervals normally
exceed 5 years, the items will still be credited after 5 years based on satisfactory
documentation of regular maintenance records and tests.
4. Maintenance interval shall be based on manufacturers recommendation
5 . Sea, sanitary , and main steam turbines cannot be credited by CE, and hsall always
be surveyed by surveyor and this instruction shall be stated in PMS system.
6. Damage to machiney , equipments covered by class shall always be reported to
class.

ANNUAL SURVEY: TO REVIEW AND EVALUATE THE PREVIOUS PERIODS

MAINTENANCE ACTIVITIES AND IF FOUND NECESSARY BY SURVEYOR OPENING
AND TESTING OF MACHINERY MAY BE REQUIRED.

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MACHINERY CONDITION MONITORING (CM)

Machinery CM is a survey arrangement based on audits of the implemented and

approved condition monitoring programme. Machinery CM allows the manager to
adjust maintenance intervals based on condition monitoring of applicable
components onboard his vessels.

CONDITION FOR CM

1. Approved CM system
2. Succesful Implementation survey

Approval is based on the description of following

1. maintenance strategy
2. monitoring methods for components , including baseline.
3. Condition monitoring equipment.
4. Implementation of condition monitoring in planned maintenance system.
5. Training programme/plan
6. Programme for fuel oil bunker analysis
7. Programme for LO analysis

Implementation survey:

To verify that CM programme is properly implemented onboard. It is recommended that

the CM programme have been implemented and operated for at least 6 months before
the implementation survey is carried out. In or- der to verify baseline readings and the
crew’s general knowledge, the implementation survey is to be carried out during normal
operation (voyage survey). A certificate for the Machinery CM will be issued stating
conditions for the survey arrangement.

Annual survey
to review and evaluate the previous period's maintenance activities and experience.

The annual survey shall consist of examination of:

condition monitoring records ,maintenance records ,assessment of CM handling

onboard

RENEWAL SURVEY:

. Renewal survey of the implemented CM programme during normal operation (voyage

survey) is required. The purpose of this survey is to verify that:

. [Link] for taking condition monitoring readings are followed

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2. The vessel’s crew are familiar with recording and handling of results

. [Link]-evaluation of baseline data

BOILER SURVEY

INTERVAL: All boilers of working pressure 3.5 bar and more and heating surface
area of more than 4.5 m2 are to be surveyed internally minimum twice in 5 years.
Interval between two examination is not to exceed 36 months.

Survey:
1. boilers , super heaters and economisers are examined internally on water-
steam side and fire side.
2. Boiler mountings and safety valves opened up for examination
3. If direct internal inspection not possible due to the limited size of internal
spaces, hydrostatic pressure test to be carried out.
4. Adjustment of safety valves.
5. Safety valve and relieving gear are to be tested for satisfactory operation.
6. For exhaust gas economisers, the safety valve can be set by CE at sea, and the
result recorded in the log bookfor review by the classification society.
7. Review of the following records since last boiler survey is to be carried out
a)operation
b)maintenance c)repair
history d)feedwater
chemistry.
8. Exhaust Gas Heated Economizers

exhaust gas heated economizers all accessible welded joints are to be subjected to a
visual examination for cracking. Nondestructive Testing may be required.

External survey of boilers including test of safety and protective devices, and test of

safety valve using its relieving gear, is to be carried out annually.

For economizers, the safety valves are to be tested by the Chief Engineer at sea within
the annual survey window. This test is to be recorded in the log book for review by the
attending Surveyor prior to crediting the Annual Survey of Machinery.

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Extension ( max 3 months) may be granted at exceptional circumstances provided

satisfactory external examination, easing gear operation ,protective device
function,review of operation, maintenance, repairs, Feedwater chemistry since last
survey.

Preparation for survey:

1. manhole , handhole gasket to check and order if required.
2. Ensure spare safety valve sprig available.
3. Before the survey, isolate boiler fo line and heating line,close main steam stop
valve, scum blowdown, bottom blowdown in steps to avoid thermal
[Link] of pressure must be gradual as sudden cooling down and
drop in pressure may cause stresses, when pressure 1 bar open vent, make
arrangement to transfer remaining water to bilges.
4. once the boiler is depressurized open top manhole door 1st and then open
mud boxes.
5. Ventilate
6. remove feed valve, safety valve and dismantle all parts and hang it in
workshop.

BILL OF LADING

HAGUE RULE:INTERNATIONAL CONVENTION FOR THE UNIFICATION OF THE

CERTAIN RULES RELATING TO THE BILL OF LADING.
1. During 19th century shipowners where adding exception clauses to their contract of
carriage which limited their liabilities at the expense of shipper and consignee.
2. Because of this reason HAGUE RULES came in 1924.
3. Hague rule imposed 2 obligation on carrier
a) Exercise due diligence to make the vessel sea worthy before the voyage.
b) To care for the cargo during the voyage.

Limit of liablility was 100 pounds per package.

Carrier must issue bill of lading showing leading marks necessary for identifying the
goods, quantity ,number of packages, weight of cargo and apparent order and condition
of goods.

Limitation of hague rules:

1. the hague rules are applied in accordance with the correspondingnational law
of the country of loading , so there is always differences in the interpretation
of the law in the invent of claim.
2. Hague rules only applies to the contract of carriage covered by bill of lading or
similar document of title and valid only from loading to discharging.

This created problem for growing container market who were offering
through transport and increasingly making use of the seaway bills.

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This was one of the major influences to the VISBY amendments to the hague
rule.
VISBY PROTOCOL introduced in 1977.
It was necessary to introduce 2nd protocol as the monetory limits to liability
under VISBY ammendments(Poincare franc,denominated in terms of gold.)
were inappropriate.
SDRs( calculated against the basket of major currencies) were introduced. Limit
of liability 666.67 SDR per package.

Shippers in countries which felt themselves disadvantage by the

international legal regim which affected their exports pressed for the
change . This led to a series of negotiations at UNCITRAL (UN conference on
International trade and development ) in late 1970s
Which culminated in a convention made in HAMBURG in march 1978
known as HAMBURG RULES.

HAMBURG RULE

Since the convention was generated more by Trade interest” the overall effect of
the hamburg rule is to reduce the risk born by cargo and their insurers.

MAJOR DIFFERENCE BETWEEN HAGUE,HAGUE VISBY AND HAMBURG

RULE.

HAGUE AND HAGUE VISBY HANBURG RULE

1. APPLIES TO B/L ISSUED IN INCLUDE CARRIAGE TO

CONTRACTING STATES. CONTRACTING STATES

2APPLIES TO CONTRACT OF EXCLUSDES CHARTER

CARRIAGE COVERED BY B/L PARTY BUT DEFINITION
(EXCLUDES CHARTER PARTY) WIDER AND NOT
RESTRICTED TO
DOCUMENT OF TITLE

3. GOODS ARE ABOARD COVER THE TIME CAR

TACKLE TO TACKLE RIER IS INCHARGE OF
THE GOODS IN PORTS
OF LOAD OR DISCH

4. CARRIER MUST EXERCISE THE CARRIER MUST

DUE DELIGENCE TO MAKE TAKE ALL THE MEAURES
THE VESSEL SEAWORTHY THAT COULD
BEFORE VOYAGE AND KEPT REASONABLY BE REQ

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CARED FOR CARGO AND AND MUST BE ABLE

DISCHARGED SAFELY. TO PROVE THIS.

5. EXCLUDED IF STATED ON A VERY CLEAR

B/L TO BE CARRIED ON AGREEMENT THAT DECK
CARGO CAN BE CARRIED ON
DECK MUST BE
INSERTED IN B/L.

6. LIMITATION OF LIABILITY 835 SDRS/PACKET

666.67/ PACKET COMPENSATION FOR
DELAYS OF DELIVERY
UPTO 2.5XFREIGHT

CLEAN BILL OF LADING:

Each bill of lading states “Goods received in apparent good order and condition” No
superimposed clauses stating a defective condition or shortage of goods.
Bank will only accept clean B/L.
However if letter of credit will state for eg that 100 bags of xyz cotton, torn covers
acceptable ,then B/L will be considered as clean even if was claused by carrier.

DIRTY BILL OF LADING:

If the shipowner doesnot agree with the statement “ goods received in apparent good
order and condition” then he will add a clause thereby causing the bill of lading to be “
claused or dirty”
Claused with remarks eg: torn bags, rusty drums,shortage of goods ,unprotected
machinery etc

SETS OF B/L
• In most cases B/L are signed in sets of three originals. Sometimes a B/L states
first original , second original , 3rd original. This is to facilitate delivery of goods
in case of theh originals is lost.
• In addition duplicate copies may be distributed with the word copy, or non
negotiable stamped on them.
• The master only signs the original B/L.
• Just above the sign, is a clause : in witness thereof the master or agent has
signed 3 three original bill of lading , one of which being accomplished , the
others will be void.

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• This is a reason why bank , negotiating a letter of credit that covers the cargo
, will always ask for the full set of B/Ls. This is to prevent other B/L holders
from legally claiming the cargo before bank does.

CLAUSES:

• GENERAL PARAMOUNT CLAUSE-HAGUE, HAGUE VISBY REF

• BOTH TO BLAME COLLISION CLAUSE
• NEW JASON CLAUSE-YORK ANTWERP REF
• GENERAL AVERAGE

CHARTER PARTY

Charter Party:
• Is a document containing written terms of the charter agreement between a
ship owner and a charterer, defines obligations, rights and liabilities of the
shipowner and charterer.
• Is usually based on particular edition of a recognized standard form eg
GENCON,BALTIME,NYPE
• Is sometime based on specified charter party already performed by another
vessel at earlier date in order to save effort and time in negotiating many of the
terms. Shippers of large quantities of bulk cargo such as phosphate, coal, grain
etc have charter parties with special titles such as
• Phosphate charter party( africanphos 1950)
• Americanized welch coal charter party
• Baltimore Grain charter party

BAREBOAT: Barecon 89

Bareboat chartering or chartering by demise , is a hire of a bare ship, for fixed

sum per day or month.
1. Owners only obligation is capital cost.
2. Flag /dual registration: Some flag authorities permit registration of bareboat
charterer even though the actual owner has already registered in some other
flag.
3. If vessel is upgraded during the charter to meet new regulations which must be
complied with to enable the vessel to continue to operate then an equitable
apportionment between the owner and charterer , having due regard to the
benefits they may they may respectively hope to gain from the improvement, is
made effective by arbitration.

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4. Owner has right to withdrawl for non payment og hire, failure to execute
timely repairs, and failure to insure properly.

TIME CHARTER PARTY : SHELL TIME 4,(1984),NYPE(1993) NEWYORK

PRODUCE EXCHANGE, BALTIME.
--under time charter the owner places the services of a manned ship to charterer
against payment of hire calculated on daily or monthly basis.

1. Charterer pays for- bunkers,port and most other trading expenses and ships
part of loading and discharging expenses.
2. Owner pays-capital items,I nsurance, maintenance, crew
3. Seaworthiness obligation clause by owner.
4. Capacities of cargo –whole of vessels cargo carrying capacities both in dead
weight and cubic terms, must be available to the charterer in Technical
specification forms, charters appendices etc. registered tonnage are derived
from ships official measurement and are used for assessment of limitation
amount and dues.
5. Speed and consumption: owners undertaking regarding steaming capability
full laden , under good weather condition about ,eg 13 knots on a consumption
of 28 MT of fuel.
6. Undertaking by charterer to provide fuel of certain minimum calorific value
and not inferior quality fuel.

VOYAGE : GENCON 94, SHELLVOY93,

Voyage charter is to cover transportation by one ship on one voyage and

remuneration is calculated by reference of cargo carried and not according to the
time used.
1. Carrier bears the risk of delay.
2. Deadweight and cubic capacity for cargo must be available to the charterer.
3. Carriers obligation: excercise due diligence to make ship seaworthy ,cargo
worthy, properly man equip and supply the ship, vessel ready to lead cargo in
all respect, before and at the beginning of voyage and carefully load, stow, care
for and discharge.

LAYTIME , DEMURRAGE, DESPATCH

Ø Since freight in voyage charterer is paid for the whole voyage and and not
per day , economic result of the owner depends on time used to complete
the voyage. The time used for loading and discharging is also very
important.
Ø Charterer promises that loading and discharging will not take more
than given LAYTIME.
Ø If this time exceeds charterer pays demurrage in addition to the
freight. Demmurage rate is agreed beforehand.

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Ø Dispatch is the counterpart of demmurage , where freight will be reduced

if the loading and discharging in less than the laytime. Owner then can
calculate their freight based on all lay time saved.
Ø In tankers now 72 hrs laytime is allowed in world scale.
Ø In tanker it is given in running hours, like “………so many
consequetive hours from the maturing of notice of readiness”
Ø Layime starts- all fast in berth or start of cargo, and is usually counts
until disconnection of hoses however if there is more than1 hour delay
after disconnection of hoses for charterers purposes , time counts until
the end of delay.
Ø Calculation of demmurage and dispatch is done on a timesheet setting out
all necessary information.

CHARTERING TERMS

1. BIMCO: BALTIC AND INTERNATIONAL MARITIME COUNCIL, DENMARK

I. This is one of the foremost international maritime organisations dealing with

various matters of interest to international shipping and its members consists of
shipowners,shipbrokers,agents, and P & I clubs.
II. BIMCO has issued standard approved documents such as charter parties,bill of
[Link] is a important department dealing with the design and
development of the shipping documents.
III. It also provides other services to its members like providing advice on
defaulting charterers,arrangement of training courses and providing various
useful computer software for shipping business.
IV. BIMCO may also at any time be asked to provide information on , eg congestion
in certain port, port dues, charges,port regulations andpractices

2. COA: CONTRACT OF AFFREIGTMENT

I. Contract to move large volume of cargo over an agreed period of time.

II. The ports of loading and discharging do not have to be specifed but it is most
likely that the cargo movement would be between agreed ports. The ship used
for the carriage is not named, provided it meets the general description specifed
by the cargo owner. As each shipment is made, a new voyage charter may be
entered into between the two parties. If the original ship which the shipowner, if
he has entered into a COA, is unable to make the next voyage, the shipowner can
go to the spot market to charter-in tonnage. This gives the shipowner
considerable Fexibility.
III. 2 main types of forms VOLCOA(BIMCO)- Standard volume contract of
affreightment for transporting bulk dry cargoes , INTERCOA
80(INTERTANKO)-Tnaker contract of affreightment.

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6. LAYCAN –
I. abbreviation for “LAY DAYS “ and “CANCELLING” clause in charter party.
II. This clause establish the earliest date the ship is required by charterer and latest
date for commencement of the charter when the charterer have option of
cancelling the charter.
III. Different charter party contains LAYCAN clause in different way.

Eg in multiform in Laydays and Cancelling Clause": it is stated that

"Laytime for loading shall not commence before 0804 hours on . . . and should the
vessel's notice of readiness not be given before 1700 hours on . . . in accordance with
Clause 7, the Charterers shall at any time thereafter, but not later than the time when
such notice has been delivered, have the option of cancelling this Charterparty, so
charter must decide in stipulated time whether he wish to cancel charter or not.

IV. a clause can be used which will allow the shipowner to arrange for an
extension if it appears probable that the ship will miss the cancelling date.

7. ON/OFF HIRE SURVEY

I. Prior to delivery and redelivery the charterer and the owner shall each
appoint surveyors , for their respective accounts , who shall conduct joint
ON/OFF HIRE surveys . A single report shall be prepared on each occasion
and signed by each surveyor, without prejudice the right to file a separate
report setting fore items upon which they donot agree.
II. surveyors will sound the tanks, calculate and certify fuel that isonboard
and survey the general condition of ship on delivery and redelivery.

III. If either party fails to have a representative attend the survey and sign the
joint survey report, such party shall nevertheless be bound for the purposes by
the findings in any report prepared by the other party.
On hire survey shall be on Charterers' time and off hire survey on Owners'
time."
[Link] a time charter the charterer is obliged to redeliver the vessel in “ . . . good
order and condition, ordinary wear and tear excepted, to the Owners . .
.". The good order and condition must be the same as when the ship was
delivered to the charterer. When the ship is delivered ("placed at the disposal of
the Charterers") it must be “ . . . ready to receive cargo with clean-swept holds
and tight, staunch, strong and in every way fitted for the service . . . to be
employed in carrying lawful merchandise . . ." (New York Produce Exchange
form).

V. Therefore on redelivery the ship must be in similar good order and condition with the
exception of ordinary wear and tear. For example, if a ship has been time-

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chartered for a voyage ("Trip charter") and the cargo was petroleum coke, a very
dirty cargo, it will have to be redelivered to the owner with "cleanswept holds". A
surveyor should be able to certify that the ship is in such a condition.

VI. In ASBATIME charterparty ,

RIDER CLAUSE deals with procedure and costs of ON/OFF HIRE surveys.

8. ARBITRATION

• Arbitration is a way to resolve disputes between any parties to the

contract outside court.
• The arbitration agreement may be in the form of “arbitration clause” in
a contract or in the form of separate agreement. The arbitration
agreement shows that the parties want to be assisted by privately
appointed decision makers rather than the government by litigation in
court.
• Arbitration Clause/Forum clause will state how and where the dispute is
to be resolved and therefore which countrys law will apply to resolution
of the dispute. Eg clause 30 of MULTIFORM 1982/86 states: Any disputes
arising under the charter party are to be reffered to arbitration in…….and
subject to the law applicable to charterparty disputes in the city of
arbitral forum.
• Usually one ARBITRATOR to be appointed by each of the parties , and
incase arbitrators shall not agree, the issue shall be submitted by an
UMPIRE selected by the two arbitrators, the decision of the arbitrators or
umpire shall be binding on the parties.
• ADVANTAGE: cost, speed of proceedings,it can be subject to the law in
certain contries but in some contries legislation gives freedom of choice
to parties.

9. BALTIC FRIEGHT INDEX

• BFI is a weighted freight index in which

Twelve frequently fixed routes are choosen and daily reports of actual fixture (or
estimated from a broker panel) on these routes calculated, using a weighted
average system , into a statical index. The weighting indicates frequency of
fixtures on that route.
• BFI reflects the present market and expectation for market development in the
future.

• Freight contracts are traded in Baltic Exchange against this weighted freight
index.

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10. BIFFEX (BALTIC INTERNATIONAL FREIGHT FUTURE EXCHANGE)

• BEFFEX was inaugurated in Baltic exchange in 1985.

• It allows shippers , shipowners and charterers to protect themselves against
changes in the freight rates by buying or selling “future” contracts at an
expected price.
• On this exchange there are 2 daily sessions for trading freight contracts
which are to be performed at some latter date ( upto 2 years) against
weighted freight index(BFI).
• It is for the dry cargo.

INCOTERMS:

INCOTERMS(1990);
There are 13 standard international chamber of commerce terms.
Incoterms are designed to arrange for the orderly transfer of the risk from seller to the
buyer at a place where goods can be inspected.

The buyer and seller will consider all the factors of transportation and finally will
decide on one of the incoterm which wil be selected as a base of the sales contract
and this in turn will affect the way in which transportation is contracted.

FOB (FREE ONBOARD) (eg FOB ____hamburg_________)

1. Seller fulfills his obligation to deliver when the goods have passed over the ships rail
at the named port of shipment.
2. buyer has to be bear the cost of all costs and risk of loss or damage to goods from
that point.
3. The FOB term requires the seller to clear the goods for export.
4. This term can only be used for sea or inland waterway transport . when the ships rail
serves no practical purpose , such as in case of roll on roll off or container traffic
, FCA(FREE CARRIER) term is more appropriate to use.

Seller: deliver cargo to named port and vessel at his expense, obtain export license
,cert of origin at buyers expense, pays export fee and taxes, pays for all export
documentation and packing, procure clean B/L.

Buyer: charter vessel and advise seller, pays for freight and possible demmurage
costs, issues loading and carriage instruction, pay unloading cost, pays for import
dities and license.

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CIF (COST INSURANCE FREIGHT) eg( CIF __ Corpus Christi__)

1. Seller must pay cost and freight necessary to bring the goods to the named
port of destination and in addition procure marine insurance against the
buyers risk of loss or damage to the goods during the carriage. The seller
contracts for the insurance and pays the insuranace premium.
2. The buyer should note that under CIF term the seller is only required to
obtain insurance on minimum coverage.
3. Seller needs to clear goods for export.
4. Risk of loss or damage to goods is transferred from seller to buyer as soon as
cargo passes the ships rail at load port.
Seller: charter vessel, delivers to named port and vessel, pay for export lincense ,
certificate of origin, pays export fees,taxes, export documentation, packing, issues
loading and carriage instruction, furnishes buyer with clean “on board” B/L at sellers
expense.
Buyer: pay for unloading, pay for import license and duties.

CIP (CARRIAGE AND INSURANCE PAID TO…)

1. seller pays freight for the carriage of the goods to the named destination and in
addition seller has to procure cargo insuranace against the buyers risk of loss or
damage to the goods during the carriage.
2. The buyer should note that under CIP term the seller is only required to
obtain insurance on minimum coverage.
3. Seller needs to clear goods for export.
4. The term may be used for any mode of transport including multimodal
transport.

Once the terms of trade has been decided , the exact means of payment must be
selected

1. Cash in advance
2. open account – goods are delivered before payment
3. Documentary credit

DOCUMENTARY CREDIT:

Document of credit is issued by a bank for the account of a buyer and is an

undertaking to pay the beneficiary the value of the draft , provided that the
terms of the documentary credit are complied with.

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ISSUING DOCUMENTARY CREDIT

1. BUYER AND SELLER CONCLUDE A SALES CONTRACT PROVIDING FOR
PAYMENT BY DOCUMENT CREDIT
2. BUYER INSTRUCT HIS BANK TO ISSUE A CREDIT IN FAVOUR OF THE
SELLER
3. ISSUING BANK ASKS BANK IN COUNTRY OF SELLER TO ADVICE AND
ADD CONFIRMATION TO THE DOCUMENTARY CREDIT
4. THE ADVISING BANK CONFIRMS THE SELLER THAT THE CREDIT HAS
BEEN ISSUED
5. SELLER SENDS THE DOCUMENTS EVIDENCING THE SHIPMENT TO
BANK WHERE CREDIT IS AVAILABLE.
6. AFTER CHECKING THE DOCUMENTS MEETS THE CREDIT
REQUIREMENTS, THE BANK MAKES THE PAYMENT .
7. BANK THEN SENDS DOCUMENT TO THE ISSUING BANK.
8. THE ISSUING BANK AFTER CHECKING THE DOCUMENTS MEET THE
CREDIT REQUIREMENT, MAKES REIMBURSEMENT IN THE AGREED
MANNER
9. ISSUING BANK SENDS THE DOCUMENTS TO THE BUYER
10. REIMBURSEMENT IS OBTAINED IN A PRE AGREED MANNER.

POLAR CODE
(INTERNATIONAL CODE FOR SHIPS OPERATING IN POLAR WATERS)
(MANDATORY UNDER SOLAS AND MARPOL)

ADOPTED: NOV 2014 (POLAR CODE AND SOLAS AMMENDMENT BY MSC)

MAY 2015 (ENVIRONMENT PROVISIONS AND MARPOL AMMENDMENTS BY
MEPC)

EIF: 1ST JAN 2017

GOAL: To provide for safe ship operation and protection of polar environment by
addressing risks present in polar waters(antartic and artic) and not adequately
mitigated by other imo instruments.

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ABOUT CODE:
Code includes
PART I-A – Mandatory provisions covering safety measures
PART I-B-Additional guidance

PART II-A- Mandatory provisions covering pollution prevention measures.

PART II-B- Additional guidance.

APPLICABILITY:
SAFETY PROVISIONS:
Ø All ships constructed after 1 jan 2017
Ø Existing ships after 1st intermediate or renewal survey after 1 jan 2018

ENVIRONMENT PROVISIONS:
Ø All ships

CERTIFICATION and MANUAL:

POLAR SHIP CERTIFICATE : The code will require ships intended to operate in
defined Artic waters and Antartic area to apply for polar ship certificate, which
would classify the vessel as
1. Category A- ships designed for operation of polar water atleast medium 1st
year ice (70-120cm thick), which may include old ice inclusions.
2. Category-B – a ship not included in category A, designed for operation in polar
waters in atleast thin 1st ice (30-70cm thick), which may include old ice
inclusions
3. Category C- a ship designed to operate in open water(ice concentration
1/10) or in ice conditions less severe than those included in A and B.

Before receiving certificate ship would require an assessment ,taking into

account the anticipated range of operating and environmental conditions and
hazards it may encounter in polar waters.
Eg operation in low air temp,ice,high latitude.

SUPPLEMENT TO POLAR SHIP CERTIFICATE- Recording equipment required by the

code.

POLAR WATER OPERATIONAL MANUAL to provide the owner , operator, master,

and crew with sufficient information regarding ships operational capabilities and
limitations in order to support their decision making.

CONTENTS OF CHAPTERS:
Ø GOAL
Ø FUNCTIONAL REQUIREMENTS TO ACHIEVE THAT GOAL
Ø REGULATIONS TO COMPLY WITH FUNCTIONAL REQUIREMENT

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PART I-A COVERS-

• Ship structure
• Subdivision and stability
• Watertight and weathertight integrity
• Machinery installations
• Fire/safety protection
• Life saving appliances and arrangements
• Safety of navigation
• Communication
• Voyage planning
• Manning and trading

PROVISION FOR SAFETY

Ø Windows on bridge- means to clear melted ice
Ø Lifeboats- partially or totaaly enclosed
Ø Clothing- thermal protection for all persons onboard and immersion suit or
thermal protive aid for each person on passenger vessel
Ø ice removal- special equipment for ice removal
Ø fire safety- extinguishing equipment operable in cold temperatures.
Ø Ship categories
Ø Intact stability-sufficient stability in intact condition when subject to ice
accretion and stability calculations must take into account the icing
allowance.
Ø Materials- material suitable at low temperature
Ø Structure- must be able to resist global and local structural load.
• Navigation--Receive info about ice condition.
Ø Training- master,CO, and all officers must have completed appropriate basic
training for open water operations and advanced training for other waters
including ice(mandatory after1 july 2018)

PART II-A
1. Prevention of pollution by oil-discharge
• Discharge of oil or oily mixture prohibited
• Double hull and double bottom required by all tankers
• Heavy fuel oil banned
• Non-toxic biodegradable lubricants to use
2. Control of pollution by noxius liquid substances in bulk
• Discharge prohibited
3. prevention of pollution by harmful substances carried by sea in packaged
form.
4. Prevention of pollution by sewage from ships
• Discharge only through approved treatment plant or 3 nm for
commutated , 12 nm for non commutated from any ice shelf

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• CATEGORY A & B in ice concentrations >1/10– allowed to discharge only

through approved sewage treatment plant and after approval by
administration

5. Prevention of pollution by garbage from ships.

• Discharge of food waste-comminuted to less than 25mm and
discharge >12 nm from nearest land ,ice shelf.
• Discharge of animal carcasses prohibited
• Cargo residues,cleaning agents or additives in hold washing water may
only be discharged if, they are not harmful to marine environment, both
departure and destination ports are within artic waters, and there are no
adequate rwcwption facilities at those ports and discharge >12nm. Same
requirement applies to antartic area.

IMPORTANT DETAILS IN POLAR SHIP CERTIFICATE

1. POLAR SERVICE TEMP-DEGREE CEL
2. MAXIMUM EXPECTED TIME OF RESCUE -DAYS
3. LIMITATIONS-
• ICE CONDITION
• TEMPERATURES
• HIGH LATITUDES

RECORD OF EQUIPMENT IN SUPPLEMENT TO CERTIFICATE:

• LSA
• NAVIGATION EQUIPMENTS
• COMMUNICATION EQUIPMENTS

CONTENTS OF POLAR WATER OPERATION AL MANUAL

• OPERATION CAPABILITIES AND LIMITATIONS
• SHIP OPERATIONS
• RISK MANAGEMENT(emergency response)

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BACKGROUND OF ISPS

Ø The terrorist attack on Sept 11 2001,in USA raise the question of the vulnerability
of ships and in particular , the possibility of shipping being used as a vector of
terrorist activity.
Ø Consequently IMO Assembly passed the resolution “on review of the measures
and procedures to prevent acts of terrorism which threaten the security of
passenger and crews and safety of ships “
Ø On 6 OCT 2002 , MV limburg a French merchant vessel was attacked by suicide
bombers , in gulf of aden off Yemen. 1 crew member lost his life , 10 were
injured, 90,000 tonnes of oil were spilled.
Ø After this event Conference was held in London from 9-13 dec 2002 where
ISPS code was adopted.
Ø In the same conference amendment to chapter XI of SOLAS was made by
which compliance to the code became mandatory on July 1st 2004.

ISPS CODE
(THE INTERNATIONAL CODE FOR THE SECURITY OF SHIPS AND OF PORT
FACILITIES)

The ISPS Code was adopted 12 December 2002 at a Diplomatic Conference held at the
International Maritime Organization (IMO) in London from 9-13 December 2002.
During this Conference, amendments to SOLAS were also adopted. The ISPS Code and
SOLAS amendments are a series of international maritime security measures that have
a significant impact on the operation of ship owning companies, ships, their operators,
and the port facilities they call on.

APPLICATION: Passenger ships including high speed crafts, cargo ships of 500 GT and
above and offshore mobile drilling units which are self propelled.

1. GENERAL

OBJECTIVE: To establish an international framework involving coorperation between

contracting government,agencies,administrations, and shipping and port industries to
detect security threats and take preventive measures.

FUNCTIONAL REQUIREMENTS
Gathering and assessing security related information and sharing with appropriate
parties, maintenance of communication protocol,preventing un authorized access
,providing means of raising alarm, SSP and PFSP based on assessment,, training, drills.

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2. DEFINITION

SHIP SECURITY ASSESMENT(SSA) means the identification of possible threats to key

shipboard operations, existing secutrity measures, and weakness in infrastructure ,
policies and procedures.

SHIP SECURITY PLAN(SSP) means a plan developed to ensure the application of

measures onboardthe ship designed to protect persons onboard , the cargo ,cargo
transport unit s, ships stores or the ship from risks of security incidents.

SECURITY LEVEL means the qualification of the degree of risk that a security
incident will be attempted or will occur.

LEVEL 1-means level for which minimum appropriate protective and preventive security
measures shall be maintained at all times.

LEVEL 2- Appropriate additional protective and preventive measures shall be

maintained for a period of time of heightened risk of security incident.

LEVEL 3- Further specific protective and preventive measures shall be maintained for a
period of time when a security incident is probable or imminent.

3. APPLICATION

4. RESPONSIBILITIES OF CONTRACTING GOVERNMENTS

5. DECLARATION OF SECURITY(DOS)

Ø DOS provides a means for ensuring that critical security concerns are properly
addressed prior to and during a vessel to facility or vessel to vessel interface.
Ø All declaration of security shall state the security activities for which vessel
and facility are responsible.
Ø DOS is valid for specific security level only and effective period of each
security level is specified by administration usually Level 1- max 90 days ,
level 2-max 30 days)
Ø If Ship arriving with higher Security level than the port , then FPSO must be
notified, FPSO will undertake assessment of the situation and in consultation
with CSO or SSO , should agree on appropriate security measures with ship.
Vessel shall request a DOS with the facility and the facility should complete DOS
with the vessel . the condition under which vessel may request DOS from facility
should be included in SSP.
Ø If FPSO refuse to complete DOS and demand that ship operate at lower security
level , all mesures considered necessary should be maintained at higher security
level while still allowing cargo operation s, the proposed DOS executed by the
SSO, and retained for records and incident properly logged.

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Non compliant port and port facility

Ø Implement measures as per SSP equivalent to level 2.

Ø Attempt shall be made to execute a Non compliant DOS form.
Ø Log all security actions in ships log.

CONTENT OF DOS:

1. details of ship and port facility

2. validity from……to…… for the following activities
3. security levels of ship and port
4. the port facility and ship agrees to the following security measures and
responsibilities to ensure compliance with the requirements of part A of ISPS
code
Ø control access to ship and port
Ø monitoring of areas
Ø agreed responsibilities for cargo handling,delivering ship stores,verification of
increased threat level etc etc
Ø signed by sso and fpso followed by contact details of each.

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6. OBLIGATION OF THE COMPANY

Ø develop,implement, maintain SSP

Ø SSP should contain clear statement emphasizing on masters overriding
authority.
Ø Provide resources to CSO,SSO and master to fulfill their duties.

7. SHIP SECURITY

8. SHIP SECURITY ASSESMENT, 9. SHIP SECURITY PLAN

Ø CSO is responsible for development of SSA

Ø SSA is carried out with a view to assist the master and the crew in
understanding the vulnerability of the vessel. Make recommendation for the
detection of possible threats against them and suggest possible means of
mitigation. Recommendations should be considered for training purposes and
incorporated in SSP.
Ø At completion of SSA, and approval by company , CSO shall prepare a report
which will consist of details like identification of motive lists, threat scenarios
and assessment,identification of threats,identification of shipboard operation
needing protection,access points, AIS,SSAS Installed , CSR doc review, crew
document inspection procedure, restricted area identification mark,etc. and any
other vulnerability found onboard and countermeasures to address that.
Ø CSO should prepare SSP.
Ø SSA together with SSP should be sent to RSO .
Ø RSO will review the SSA to ensure that each element required by the code is
satisfactorily addressed and is used as reference in SSP.
Ø Identification of the location of SSAS activation points are provided , and
guidance on use of SSAS including activation, deactivation, resetting etc should
be kept in a separate document known only to the master, and senior officers.
Ø SSP ensures application of measures onboard the ship designed to protect
persons, cargo, stores , in all manners of risks of security violations.

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10. RECORDS

Ø records of drills, audits, incidents, threats etc should be maintained for a

period of 3 years in SSP
Ø DOS of last 10 port calls should be maintained.

[Link]

[Link]

13. TRAINING ,DRILLS AND EXERCISES ON SHIP SECURITY- Drill every 3

months

exercise- every 12 month

14. PORT FACILITY SECURITY

15. PORT FACILITY SECURITY ASESMENT

[Link] FACILITY SECURITY PLAN

17. PORT FACILITY SECURITY OFFICER

18. TRAINING DRILLS AND EXERCISES ON PORT FACILITY SECURITY

19. VERIFICATION AND CERTIFICATION OF SHIPS.

INTERIM ISSC

Interim ISSC shall be issued by RSO for a period of 6 months for the purpose of
a) new ship on delivery
b) change of flag
c) company taking over a ship

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RSO shall ensure

1. an SSA has been completed

2. a copy of SSP has been provided onboard , has been submitted for review and
approval and is being implemented
3. ship is provided with a compliant SSAS
4. the CSO has ensured the review of the SSP for compliance ,submitted for
approval,
5. CSO has established necessary arrangements, including that drills ,exercises
and internal audit , through which the CSO is satisfied that the ship will
successfully complete the required verification within 6 months
6. Master, SSO , and other ship personnel are familiar with their duties with
relevant SSP provisions
7. SSO meets the qualification requirement of the code

ISSC CERTIFICATE

INITIAL VERIFICATION FOR ISSUANCE OF ISSC

Carried out by RSO (recognized security organization)

Initial verification shall include finding objective evidence demonstrating :

1. ship has an approved SSP

2. that the security management system has been in operation for at least two
(2) months from the date the SSP is logged as received onboard from the
CSO;

3. ship is operating in accordance with the provisions of the approved SSP

4. all technical equipment specified in SSP are 100 % operational
5. record activities like training, drills, internal audit and review of security
activities and testing of SSAS and other equipments have been carried out.
6. That ship complies with ISPS code PART A and B as applicable.

ISSC valid for 5 years subject to intermediate verification.

Any failure of security equipment shall be reported to administration or RSO immediately
with details of equivalent alternative security measures until the failure is [Link]
may suspend ISSC if alternative security measures are not taken or approved action plan
has not been complied with.

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ISPS IMPLENTATION

NEW SHIP

Usually 2 observers will board the ship for one voyage before takeover. One of the
observer will fill the SSA ( Ship security assessment) form and send it to the
Company.
The Interim Audit would normally be done on the day of takeover or a day later.

During interim certification following would be check

1. SSO has required security officer certificate
2. All restricted areas are marked
3. Ship has copy of SSP which has been submitted to RSO
4. Ship has a letter of SSP submission from RSO
5. Crew familiar with the details of CSO/ACSO , their security duties including
access control and monitoring of restricted areas
6. Master and SSO aware of location of SSAS buttons or call points and testing of
SSAS
7. Security drill may have to be conducted.

Once the interim audits are completed , the ship would need to set up final management
system in due time as internal audit need to be carried out in 3 months and initial audit
for full time ISSC within 6 months.

Upon take over All original CSR ‘s are to be checked and amendment form copy to be
send to the company inorder for company to apply to the flag administration for new
CSR.

Implementation of ISPS as C/E

1. Ensure IMO number marking in E/R
2. Check integrity of all entrance doors to E/R, steering gear room, Air
condition room. And also rudder trunk manhole door.
3. Funnel skylight locking provision.
4. Make Locking arrangement for all engine room entrance
5. Ensure Citadel area metal door locking and securing arrangement is proper.
6. Ensure ventilation and skylight opening in citadel area can be closed and
lashed from inside to prevent opening from outside
7. Ensure Skylight has strong locking and lashing arrangement with wire from
inside engine room
8. Ensure sufficient food ,water and portable toilet available in citadel area
9. Ensure emergency contact list available in citadel.
10. Ensure communication system, VHF and irradium phone working and UPS is in
good condition
11. If FW tank is there in citadel area , ensure spanners or other necessary tools are
available for taking out water from tank for use.
12. Ensure “unauthorized entry not permitted” poster outside all engine room
entrance

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13. Training of personnel in E/R for citadel and operation of communication
equipment.
14. Ensure procedure for manning bunkering points adequately during
bunkering.
15. All locks should have working keys and person issued should be identified.
16. Security training
17. Contingency plan for bomb threats , suspicious objects sighted etc

Duties of chief engineer: if SSO

1. assessment of SSP
2. declaration of security being SSO
3. strict control on access control
4. regular security inspection
5. maintaining and supervising the implementation of SSP
6. proposing modification to SSP
7. reporting to the company and any non- conformity during internal audit
8. reporting all security incidents to CSO
9. ensure all security equipments are properly calibrated and maintained
10. reviewing and completing the declaration of security
11. ship security training by ship personnel
12. Review of SSA

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LRIT

(LONG RANGE IDENTIFICATION AND TRACKING)

Ø LRIT was developed as a means of enhancing maritime security by providing

• The ships identity
• Ships location
• Date and time of position, in sufficient time for contracting government to
evaluate the security risk pose by a ship off its coast and respond if
necessary.

Ø LRIT is satellite based tracking system designed to utilize existing shipboard

equipment such as GMDSS( Global maritime distress and safety system) to track
SOLAS –class vessels over 300 tonnes on international voyages.
Ø Ships transmit LRIT info 4 times in a day at 6 hours interval
Ø It can be remotely configuered to transmit at every 15 mins

Transmission
1. ships LRIT transmits to communication service provider
2. CSP provide communication infrastructure and services to ensure
transfer of information between ship and application service
provider.
3. ASP provides communication protocol interface and add
information to LRIT message between CSP and LRIT data
centre(DC)
4. each Administration must have Data centre (DC) to which ship
transmit and all the information are stored
5. Flag state DC is connected to international LRIT system via IDE(
international data exchange) through which information is
routed to other DCs
6. Data is shared with requesting contracting governments based on
SSAS strict entitlements defined in SOLAS regulations
(Ship security alert system)

Ø Activation of SSAS shall initiate and transmit a ship to shore security alert to a
competent authority indicating that the security of the ship is under threat or
has been compromised.
Ø The competent authority is identified in ship security plan. It is either CSO or
ACSO.
Ø Competent authority must identify weather threat is real , test or false

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Ø competent authority must have cotact list of administration, maritime rescue

coordination centres , coastal state authorities, information sharing centres.

Ø there are 2 activation points, one bridge and one some other location.

Ø once activated transmit the security alert at frequency atleast one per 30
minutes.

Ø SSAS is powered from main and emergency power.

Ø SSAS procedures are documented in SSP.

Background of ISM code

• on march 6,1987 , cross channel RO-RO ferry herald of free enterprise,

carrying more than 450 passengers, around 80 crew ,more than 80 cars and
close to 50 freight vehicles , left Belgian port Zebrugg for English port of
dover.
• Soon after she passed Zebrugg break water , water flooded into the ferrys
lower car deck and destabilized it, caused it to sink in a matter of minutes.
• 193 lives were lost.
• The immediate cause of the accident was that Bow door remained wide open
allowing the great inrush of water as the vessel increased [Link] the
fatigued assistant boat swain directly responsible for closing it lay asleep in his
cabin.
• The public enquiry led by Justin sheen revealed that the shore management ,
townsend car ferries ltd was just as [Link] memos written by
townsend ships masters pointing out the need to implement safey enhancing
measures or address serious deficiencies on vessel went unheeded.
• The report summed up the mangements sloppiness attitude.
• In 1989 imo adopted guidelines for safe operation of ships and for pollution
prevention.
• These guidelines were revised in November 1991 and ISM code itself was
adopted as recommendation in 1993.
• However after several years of practical experience it was felt that the code
was so important that it should be [Link] was decided that best of
achieving this would be through SOLAS,1974. This was done by means of
amendments adopted on 24 may 1994 , which added a new chapter IX to
SOLAS entitled management for safe operation of ships.

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ISM CODE

PART A- IMPLEMENTATION

1. GENERAL

Application:
Ø passenger ships including high speed craft not latter than 1st july 1998
Ø oil tankers,chemical tankers,gas carriers, bulk carriers and cargo high speed
craft of 500 GT and above not latter than 1st july 1998
Ø other cargo ships and mobile offshore drilling units of 500 GT and above , not
latter than 1st july 2002.

Exemptions:government operated ships used for non-commercial purposes

and mobile offshore drilling units not propelled by mechanical means.

DEFINITION

• Objective evidence: means quantitative or qualitative

information, records or statements of fact, pertaining to safety or
to the existence or implementation of an safety management
system element, which is based on observation, measurement or
test and which can be verified.
• Non conformity: means an observed situation where objective
evidence indicates the non fulfillment of a specified requirement.
• Major non conformity: means an identifiable deviation that
posses a serious threat to the safety of personnel or the ship or a
serious risk to the environment that requires immediate
corrective action or the lack of effective and systematic
implementation of a requirement of ism code.
• Continual improvement: recurring activity of enhancing the
management system in order to achieve improvements in
overall performance consistent with the Company’s stated
policies for health, safety, quality, environment, pollution
prevention, and energy, as applicable.
• Correction – action to eliminate a detected non-conformity.
• Corrective Action – action to eliminate the cause of a detected
nonconformity or other
• undesirable situation.
• Preventive action – action to eliminate the cause of a
potential non-conformity or other undesirable potential
situation.

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• Observation –by objective means a statement of fact made

during a management audit and substantiated evidence.
• Performance indicator (energy) EnPI – quantitative value or
measure of energy performance, as defined by the organization
• Policy – overall intentions and direction of a Company related to
its performance as formally expressed by the top management.

Objective:
1. objective of code is to ensure safety at sea, prevention of human injury or
loss of life, avoidance of damage to marine environment.
2. safety management objective of company should interlia , provide for safe
practices in ship operation, safe working environment, asses all identified risks
to its ships, personnel and environment and establish safeguards and continual
improvement of safety management skils of personnel ashore and onboard.
3. Every company must develop, implement and maintain SMS in accordance
with requirements of ISM code. Failure to do so will be considered violation of
SOLAS chapter IX. There are many regulations,guidelines , recommendations,
both internationally adopted and industry initiated ,which must be taken into
account by company in developing , managing and implementing SMS. A strong
environmental componenent of an SMS is critical.

FUNCTIONAL REQUIREMENTS
every company should develop ,implement and maintain SMS which includes the
following functional requirements:
1. a safety and environmental protection policy
2. instruction and procedures to ensure safe operation of ships and protection
of the environment in compliance with relevant international and flag state
legislation
3. defined level of authority and lines of communication between and
amongst shore and shipboard personnel
4. procedures for reporting accidents and non conformities with the
provisions of ism code
5. procedures to prepare for and respond to emergency situations
6. procedures for internal audits and management reviews.

foot notes- refer to procedures conserning observed ISM code major non
conformities(MSC/circ.1059-MEPC/Circ 401), refer to lists of codes,
recommendations, guidelines , and other safety and security related non
mandatory instruments(MSC circ 1371)

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2. SAFETY AND ENVIRONMETAL PROTECTION POLICY

• Company should establish safety and environmental protection policy which
describes how the objectives of the company will be achieved and such policy
should be implemented and maintained at ship as well as shore.

3. COMPANY RESPONSIBILITIES AND AUTHORITY

• The owner of vessel must provide administration with name, address, telephone
and email address of the company responsible for the operation of the vessel.
• define job descriptions with duties and also inter relation of personel
conserned with SMS to show how the defined responsibilities of shore and sea
personnel inter relate in order to achieve the systems objective.
• Adequate resources and shore based support for DP.

Foot notes- refer to the operational implementation of the ISM code by

companies(MSC-MEPC7/circ 8

4. DESIGNATED PERSON
• Company must designate a person or persons who will be responsible for
monitoring and verifying proper operation of SMS within the company
and each ship and ensure adequate shore based support are applied.
• DP shall have authority to report deficiencies observed to highest
level of management(final decision maker)
• Company must provide the administrator with full name of the DP and
direct contact details.

Refer to guidance for the qualifications, training and experience

necessary for undertaking the role of DP under provisions of ISM
code(msc-mepc 7/cir 6

5. MASTERS RESPONSIBILTY AND AUTHORITY

• Masters authority, over riding authority and responsibility to make
decisions with respect to safety and pollution prevention should be
clearly defined.
• SMS should clearly define masters responsibilty with regard to
implementing safety and environmental protection policy, motivating
crew, verifyin that specified requirements are observed, periodically
reviewing SMS (atleast once a year) and report deficiencies to shore
based management.

6. RESOURCES AND PERSONNEL

• Each ship should be manned with qualified , certified and medically
fit seafarers and as per safe manning requirement and
appropriately manned to encompass safe operations onboard.

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• Procedure in place to ensure that new crew are given proper

safety and duties familiarization and same to be documented.
• All ship personnel should be able to communicate effectively and
able to coordinate their activities in performing emergency and
safety related duties.
• Procedure to identify training requirement for personnel.

refer to the principle of minimum safe manning adopted by organization by

resolution A.1047(27)

7. SHIPBOARD OPEATIONS
Company should establish procedures,plans, instructions and checklists for
key shipboard operations. Various tasks should be defined and assigned to
qualified personnel.

8. EMERGENCY PREPAREDNESS

• Company SMS must provide that statutory, administrator, coatal state or

company required emergency preparedness plans are developed
,implemented ,periodically reviewed and drills and exercises carried out
periodically to prepare for emergency actions.
• SMS should provide procedure to inform company and measures to ensure
that company acan respond any time to hazards ,accidents, and emergency
situations involving ships.

Refer to the guidelines for structure of an integrated system of contingency planning for
shipboard emergencies (resolution A850(20))

9. REPORT AND ANALYSIS OF NON CONFIRMITIES, ACCIDENTS, AND

HAZARDOUS OCCURRENCES
• SMS should include procedures for reporting near misses, non conformities,
incidents, and accidents and investigation and analysis with the objective of
improving safety and pollution prevention.
• Company should establish procedures for the implementation of
corrective action, and preventive action.
• SMS should have procedures for immediate reporting to administration in
serious accidents and pollution related incidents and accidents.

Refer to guidance of near miss reporting (msc-mepc 7/circ 7)

10. MAINTENANACE OF THE SHIP AND EQUIPMENT.

• The maintenance system established by the company and documented in

SMS should include systematic plans and actions designed to address all

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those items and systems covered by class,statutory survey and to ensure

vessels condition is maintained at all times.
• company should ensure that inspections are held at appropriate intervals, and
SMS shall provide for logging of actions or measures taken to rectify deficiencies
and non conformities noted during internal audit, external audit, surveys and
flag state inspections and ensure that appropriate corrective and preventive
actions taken.
• Company should identify critical equipments and systems and should
provide measures to promote reliability of such equipment and system.

11. DOCUMENTATION

• Company shall establish and maintain procedures to control all documents and
data which are relevant to the SMS and valid documents are available at all
relevant locations.
• Documents shall be easily identified , traceable, and readily available for
review by RO, administrator, and PSC.
Refer to the certificates and documents to be carried on board ships( FAL 2/circ
127,mepc.1/circ 817 and msc.1462

12. COMPANY VERIFICATION, REVIEW AND EVALUATION.

• Internal safety audit onboard and ashore every 12 months to

determine whether the various elemennts of the company SMS
have been fully implemented and are effective in achieving the
objectives of company policy and ism code.(extension max 3
months by Administration)
• Company should verify that all those undertaking delegated ism
related tasks are acting in conformity with companies
responsibilitie sunder the code.
• Audit observatons, and non conformities should be documented as per
procedure and management personnel responsible for the areas
involved should take timely corrective action.

PART B –CERTIFICATION AND VERIFICATION

13. CERTIFICATION AND PERIODICAL VERIFICATION

• Ship should be operated by a company which has been issued a DOC, or

interim DOC . Certificates issued by RO on behalf of administration.

14. INTERIM CERTIFICATION.

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• Interim DOC may be issued to facilitate initial implementation of ism code when
a company is newly established or new ship type are to be added to an existing
DOC.
• Validity maximum 12 months , copy to be kept on board for verification.
• Interim SMC may be issued to new ships on delivery, new ships brought by
company for operation, when ship changes flag.
• Validity maximum 6 months.- extension upto 6 months more.

15. VERIFICATION
• The administration or organization recognized by administration is
responsible for verifying complance with the requirement of ISM
code.
• Criteria for assessment shall be developed by administration.

Refer to guidelines on implementation of the ISM code by administration (resolution

A.1071(28)

16. FORMS OF CERTIFICATE

• Doc,smc,interim doc, interim smc
• DOC and Interim DOC may be endorsed to reflect any limitations in
the operation of ships.

ISM CODE CERTIFICATION

Interim DOC: issued to facilitate initial implementation of ISM code when

a)company is newly establish
b)new ship types are added to existing DOC.

Validity: max 12 months

Requirements:
a) demonstration at company’s premises , that the company has documented
SMS which addresses all elements of of the ISM code
b) plans exist for the SMS implementation throughout the organization and its
fleet within the periodof validity of the iterim DOC.

A copy should be placed onboard and one copy should be sent to Administrator
by RO immediately after issuance.

Interim SMC: issued to a new vessels on delivery, new ship for operation by
company or when vessel changes flag subject to following verification by RO,
a) DOC ,or Interim DOC , of the company relevant to the type of vessel,

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b) SMS includes essential elements of ISM code and has been assessed relevant to
the vessel type during the audit for the issuance of the relevant DOC,
c) The Master and relevant officers are familiar with the SMS and the planned
arrangement for its implementation,
d) Operational instruction , which company has identified as essential to be
provided to the master prior to the vessels first voyage
e) There are plans for an internal audit of the vessel within 3 months of
issuance of SMC
f) SMS is in working language or language understood by crew.

Validity: max 6 months

Initial verification for issuing DOC

1. After developing and implementing the SMS, the company must contact RO for
initial verification audit and certification of its vessels. The company’s
application must include size and total number of each ship type covered by the
SMS.
2. Initial verification:
a) Document review to verify that SMS and any other documentation
comply with the requirements of ISM code.
b) Company initial audit: RO conducts an initial audit in order to verify the
effective functioning of the SMS , including objective evidence that
company ‘s SMS has been in operation for atleast 3 months , and atleast 3
months onboard for atleast 1 ship of each type.
c) Objective evidence: includes internal audit records performed by
company ashore and onboard, verification of correctness of the
statutory and classification records for atleast one ship of each type.

VALIDITY- 5 years subject to annual verification

Initial verification for issuing SMC

1. onboard verification of Full term DOC relevant to the ship type

2. verification of the effective functioning of the SMS , including objective
evidence that the SMS has been in operation for atleast 3 months onboard the
ship . Objective evidence shall also include records from the internal audits
performed by the company.
3. The maintenance of compliance with the requirements of the classification
society and maintenance of valid statutory certificates.

SMC- valid for 5 years – subject to 1 intermediate verification

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Reason for Withdrwal of certificates
1. failure to conduct intenal, periodic, intermediate, renewal audits
2. non conformities remains after due date
3. objective evidence of existence major non conformities
4. failure to maintain SMS in compliance with ISM code

Element 2: Safety and environmental protection policy

SMS been developed with the objective of providing clear guidance and to continuously
improve the management and operation of ships, ensuring that sufficient resources are
available ashore and on board ships

Company's Top management has promulgated a Mission statement together with

Health, Safety, Quality & Security Policy and Environmental Policy, which describe
the level of commitment the Company employs to ensure that it’s established standard
are always maintained.

These Policies are considered a summary of management system objectives and a

commitment to comply with these objectives whilst allowing for the scope of
continually improving the effectiveness. Beside above mentioned four fundamental
policies, other policies, which summarize the philosophy through which a process is
handled by Company, have been drawn up and published following certain industry
practice/requirements.

These policies are:

- Drug and Alcohol Policy;
- Social Media Policy;
- Scorpio Group Whistle Blower policy;
- Scorpio Group Code of Ethics Policy;

Being part of the HSQEEn, policies are easily communicated to all key persons involved
in their implementation and maintenance; the Company however recognizes the
importance of having certain Policies promptly communicated to all employees, both
ashore and on board and to make policies available to the public.

The Company’s core Policies are:

1) Mission Statement.
2) Health, Safety, Quality & Security Policy.
3) Environmental Policy.

Type of the ship for which SMS is applicable is given.

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Element 6: RESOURCES AND PERSONAL

• Basic familiarization checklist for all crew

• Checklist for familiarization of deck officer, engine officer, deck , engine,
galley rating
• Development checklists for junior officers
• Security familiarization
• Training , qualification, documentation matrix
• Organization structure
• Duties and responsibilities of personnel working ashore and their min
qualification.
• Formal working language
• Manning of ships, recruitment, maintenance of appraisal records. Medical
fitness records, prejoining briefing record, debriefing after signoff. Software for
maintenance of personal record and documents of each seafarer.
• Minimum requirement for seafarer to work on ship
• Recruitment ,training and familiarization of personnel, promotion criteria,
recruitment and approval criteria, recruitment selection procedure,
recruitment matrix,training and briefing
• Procedure for identification,selection and evaluation of maritime training
institutes and providers.
• Crew seminars and seafarers engagement
• Onboard training
• Conditions of employment , employment agreement,wages , family
carriage,work rest hours, sickness, medical benefits
• Crew change an dchange of command requirements- min handing over time ,
parallel sailing etc
• Means of communication

ISM ELEMENT 8
1. Familiar with company policy in dealing with contingencies.
2. Review all contigency procedures and request for change if found necessary.
3. Request for addition of contingency plans if not already there in SMS.
4. Ensure emergency preparedness drills and training are carried out as
scheduled(Steering failure, propulsion faiulure,critical plant failure)
5. Contingency reporting procedures-emergency callout number, emergency
call out procedure(initial call),contigency response checklist,incident
coordinator.
6. Contingency response plan- how company staff are informed, contact
number,staffing arrangement
7. Ship-shore drill, ship- shore emergency response procedure.
8. Media procedures

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9. Contact details of office, H & M and P & I under writers,class,damage stability,

piracy related contact number,flag state,emergency response contractor, oil spill
response ,Qualified individual.

Duties as C/E
1. Start generator and ensure enough power is available(all)
2. Ensure all e/r personnel are safe
3. Change sea suction as required (grounding, pollution,excessive list on one
side)
4. Sound tanks (grounding
5. Stop ventilation (pollution)
6. Start fire pump
7. Keep foam system , DCP system in ready condition
8. Emergency generator in ready condition
9. Emergency steering
10. IG plant ready (For deck fire)
11. Take sample of oil on deck (for bunker pollution)
12. Prepare fuel oil transfer pump
13. Provide Support to emergency party by sending extra manpower not
required in engine room. (all)

COLLISION ACTION
CHIEF ENGINEER
1. Check condition of main engine and steering gear
2. Check condition of auxiliary machinery
3. Check lighting and power supply
4. Start main fire pump
5. Sound all tank and void spaces
6. If pollution confirmed by master changeover sea suction from high to low.

MASTER AND OTHER PARTIES

1. Sound emergency alarm and inform Engine room
2. Vessel position to plot
3. Note time,course,speed,angle of contact.
4. Start record of incidence
5. Save vdr and ecdis
6. Crew muster
7. Check for injuries and missing person
8. All watertight doors, fire doors closed

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9. Asses the risk of fire,explosion,pollution

10. Decide weather separation of vessels may cause or increase spillage of
oil,sinking etc
11. Broadcast distress alert if immediate assistance is required and establish
communication with other vessels
12. Company,Dpa, QI,Posrt state to be notified
13. Shore based emergency response service provider organisation informed
through company to get residual stress and stability in damaged condition
14. Take photograph, letter of protest issued to appropriate parties as relevant
15. Emergency team to report master on damage , sounding, steps beinmg taken to
minimize ingress of water, steps being taken to minimize pollution
16. Backup squad to make lifeboat and life raft ready.

GROUNDING ACTION

CHIEF ENGINEER
1. Check condition of main engine, steering gear, auxiliary engine
2. Change suction to high sea chest
3. Sound all engineroom tanks and void spaces

MASTER AND OTHER TEAMS

1. Stop main engine
2. Sound general emergency alarm and announce vessel aground
3. Start both steering and Changeover to manual steering
4. Check accurate position of vessel and check navigational situations.
5. Broadcast distress alert to vessels in vicinity.
6. Obtain latest weather forecast , tidal range and times.
7. Save vdr,ecdis record
8. Ensure all crew muster, check for any injury
9. Asses risk of fire,pollution
10. Notify dpa,QI, coastal states as required
11. Inform shore based emergency response service provider in consultation
with company to get residual stress and stability in damaged condition
12. Consider transfer of oil/ballast/bunker/FW to reduce stress
13. Conduct Drug and Alcohol test
14. Check if vessel will remain stable when refloated
15. Check if the vessel can refloat with the rising tide
16. Consider if vessel can refloat using astern engine movement.
17. Consider the possibility of any further damage during/after refloating
eg machinery,propeller,rudder etc and if risk of further damage is greater then attempt shall be
made by transferring,anchoring etc to prevent the ship from moving from its present position

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18. Consider if any local assistance is required.
19. Emergency squad should close all water tight doors, sound all tanks,take
sounding overside to verify area of grounding and nature, report master if
any visible damage
20. Backup squad to prepare life boat.

C/E DUTIES AS PER ISM ELEMENT 10

1. Ensure and verify that the Company’s Policies and Procedures as outlined in the
SMS manual are correctly implemented, and are being used effectively on board.
2. Maintenance as per pms, manufacturer procedures and in conformance with
rules and regulation of flag administration, class rules.
3. Ensure condition monitoring of equipments carried out as per testing
programme.(lub oil , boiler and cooling water, vibration, megger,iccp mgps
logs, megger test)
4. Overdue jobs which cannot be done as per schedule shall be discussed with
supritendent.
5. Check Quarterly class survey status and if any survey is coming due, inform
tech superitendent and and carry out planning Necessary preparedness when
survey is planned.
6. Whenever maintenance is carried out on CSM item, Make report with
photographic evidence and submit to class for credit.
7. Reporting of maintenance, defects and failures to the company and raise
requisition if required.
8. In case of abnormalities , premature failure of equipments , investigation to be
carried out and if required changes to maintenance routines to be advised to the
office.
9. Maintenance of critical equipment and systems by regular testing
10. Clear performance standard for each critical equipment shall be defined and
ensure person responsible for testing and maintenance understand that.
Whenever maintenance is carried out on critical equipment risk assessment is
to be carried out.
11. Identify criccal spares, maintain minmum required and keep it separately for
quick identification in emergency.
12. Aditionally under the category of Non-critical Equipment certain equipment
systems which are operationally and/or commercially significant have been
identified. (Essential Equipment). Identifying and Maintaining of essential spare parts.
13. Maintainenace of inventory , and raise requisition
14. Management of spares, as a thumb rule 3 months before any major job ,
spares which will be used shall be ordered to maintain positive inventory
after usage.

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15. Maintenance of emergency and essential aux machinery equipment, FFA and
LSA
16. Check before arrival at discharging port or once a month the cargo pumps in
order to ascertain their full capacity together with their accessories.
17. Maintenance and operation of oily water separator and maintenance of
odmcs.
18. Ensure certificate of all lifting equipment valid
19. Ensure proper use of pneumatic and electrical tools
20. Ensure flame screens are in good order
21. Hydraulic testing of steam coils annually
22. Bunker line pressure tested.
23. Maintenance of all monitoring equipments like pressure gauges
thermomemter, and ensure calibration certificate for calibrators are valid.
24. Ensure all maintenance carried out safely using relevant permits cold work,
enclosed, electrical etc.
25. Watertightness of all openings in e/r openings
26. Inspection and cleaning of engine room tanks and maintenance of internal
condition.
27. Participate in Ship shore monthly meeting
28. Drydock preparation , specification, repair list, spares
29. Engine room, oxygen acetylene room, emergency gen room , CO2 room
housekeeping
30. Be aware of new requirements updated in SMS.
31. Incident reporting and assist in investigation- machinery failure, injury etc
32. Identification of possible causes of NC ,accidents,failures, and hazardous
situations
33. Analyse Audit and Inspection results, trends and common problems and
based on the analysis identify weaknesses with the overall effort being to
make continuous improvements.
34. Ensure proper recording engine room log book.
35. Ensure proper corrective action after internal audit, technical andsafety
inspection and external audits.

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ISM IMPLEMENTATION ON

NEW SHIP:

1. DOC or interim DOC is relevant to that ship type

2. SMS manual and relevant documentation (procedures ,logs etc..) are
available onboard
3. Master and relevant senior officers are familiar with SMS and planned
arrangements for its implementation
4. Other manuals technical books , drawings etc indicated in the SMS or other
regulatory requirements are available onboard
5. Essential instructions like life boat station and responsibilities , fire station
responsibilities , solas training manual and any other essential instruction
required before sailing are available
6. Instruction and information in working language
7. Plans are in place for company audit within 3 months after takeover
8. All statutory certificates are valid and available onboard
9. All mandatory plans essential for trading of ship have been reviewed and
approved
10. All communication system has been tested
11. All insurance in place
12. Contract for emergency response services are in place

When above conditions have been complied with , RO is requested for interim
certification

Checks during interim audit

1. Copy of DOC or interim DOC on board

2. All ships certificate are in order
3. All license of staff are in order
4. All manuals and publication required by SMS are in order
5. Muster lists have been drawn and crew familiar with their emergency duties,
auditor may carry out a drill as well
6. Master and other ships officers are familiar with SMS
7. Time schedule for full implementation of SMS leading upto initial audit is
available onboard.

After SMS has been implemented onboard for a sufficient time and after satisfactory
completion of internal audit , company request an initial audit of the ship for issuance of
full term ISM certificate.

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ISM implementation by C/E

1. Ensure everyone in E/R know companies safety and environment protection

policies, their duties and obligations for same. Motivate everyone to work
towards companies mission statement. Policies to be posted in ECR
2. Establish operation standards of all machineries and establish correct
operating pocedures and condition monitoring procedure. Procedures to be
discussed with all engineers and filled and also posted at respecting machinery.
3. All documents ,checklists, procedures for different operation are to be
followed. Ensure lattest revised versions are used. and ensure all these
documents are maintained in oderly manner.
4. Ensure safe working environment by good housekeeping, hot surface
protection, antisplashing protection, motor guards etc
5. Provide training for important machinery and operations like OWS,
Incinerator, lifting gears, cargo loading and discharging equipments etc
6. Identify all the risks to ship, person and environment and establish
safeguards for same and provide training to all.
7. Encourage crew to report unsafe acts, unsafe conditions and near misses.
8. Ensure availability of informations ,procedures and resources readily for all
person
9. Identify changes in procedures , modification of equipments , etc which can
improve safety and environment and ensure changes carried out using MOC.
10. Any non conformity related to machinery shall be reported to the company
and appropriate corrective actions shall be taken
11. Review contingency plans related to engine room and if any changes
required shall inform company
12. All critical spares should be identified and kept separately for immediate
identification and use
13. Develop procedures for Regular testing and maintainenace of emergency
safety equipments
14. Maintain all machinery and system in good condition and carry out
maintenance and inspection as per PMS
15. Ensure calibrated or verified monitoring and measuring equipments are
used.
ISM AMMENDMENTS
In foreword section details regarding foot notes is added. It says that ,the footnotes
given in this Code are inserted for reference and guidance purposes and do not
Constitute requirements under the Code. However, in accordance with paragraph
[Link], all relevant Guidelines , recommendations, etc. should be taken into account. In
all cases the reader must makeuse of the latest versions of the referenced texts of the
document specified in a footnote, bearing in mind that such texts may have been revised
or superseded by updated material.
Element 1 General- 2 foot notes are added which gives *Refer to the Procedures
concerning observed ISM Code major non-conformities (MSC/Circ.1059- MEPC/Circ.401)
and
*Reference to the List of codes, recommendations, guidelines and other safety and
security-related non-mandatory
instruments (MSC.1/Circ.1371).

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Element 3 - company responsibilities and authority a foot note is added “Refer to the
Guidelines for the operational implementation of the International Safety Management
(ISM) Code by
Companies (MSC-MEPC.7/Circ.8).”

Element 4 Designated person(s)- foot note is added as *Refer to the Guidance on the
qualifications, training and experience necessary for undertaking the role of the
Designated Person under the provisions of the International Safety Management (ISM)
Code (MSC-MEPC.7/Circ.6)”

Element 6- Resourses and personnel-, existing text in paragraph 6.2 has been
replaced with text requiring company to ensure that each each ship is:
.1 manned with qualified, certificated and medically fit seafarers in accordance with
national
and international requirements; and
.2 appropriately manned in order to encompass all aspects of maintaining safe
operations on board.

The foot note is added which makes *Reference to the Principles of minimum safe
manning, adopted by the Organization by resolution A.1047(27).

This amendment means that compliance with minimum safe manning may not be
totally sufficient when taking into account the operational requirements of the ship. It
complements Regulation 2.7 of the Maritime Labour Convention, 2006 (MLC,2006),
which also requires that all operational aspects are taken into account when reviewing
manning levels.

Element 8 , Emergency preparedness footnote is added giving reference to the

Guidelines for a structure of an integrated system of contingency planning for
shipboard emergencies,
adopted by the Organization by resolution A.852(20), as amended.

Element 9-Reports and analysis of non conformities, accidents and hazardous

occurences-foot note added giving Reference to the Guidance on near-miss reporting
(MSC-MEPC.7/Circ.7).
Element 10-Maintenance of the ship and equiplment- In paragraph 10.3,the
requirement for a procedure to “identify equipment and technical systems…” has
been removed and replaced with a requirement for a simple identification of
those systems.

Element 11- Documentation- foot note is added which gives Refer to the Revised list
of certificates and documents required to be carried on board ships
(FAL.2/Circ.127,MEPC.1/Circ.817 and MSC.1/Circ.1462).

Element 12-Company verification review and evaluation - In Section 12, paragraph

requires a Company to conduct internal safety auditsonboard and ashore at
intervals not exceeding 12 months

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In addition, paragraph 12.2, inserted after existing paragraph 12.1, requires the
Company
to periodically verify whether all those undertaking delegated ISM-related tasks are
acting in
conformity with the Company's responsibilities under the Code.
Companies are reminded that this applies equallyto their own staff and sub-
contractors.

Element 13- certification and periodical verification

Section 13, the renewal verification requirements for the extension of validity of the
Safety Management Certificate (SMC) have been harmonized with those of SOLAS
certificates and the International Ship Security Certificate (ISSC).
NON CONFIRMITY
Ø non conformities are those deviations from the requirements of ISM code
, or documentated SMS of a company that pose a low level risk to the vessels
safety, security , protection of the environment or integrity of the SMS.
Ø Non conformity include observed situations where objective evidence
indicates a minor non fulflment of a specified requirement that has been
determined by the RO not to affect the ability of the management of the
company nor any of its vessels from achieving the system objectives of the
company or the ISM code.
Ø Identification of non conformities allows for continual improvement and
development of best practices.
Ø Corrective and preventive action should be taken within the specified
time not exceeding 3 months.

MAJOR NON CONFIRMITY

Ø A major non conformity means an identifiable deviation that posses a serious

threat to personnel, or vessel safety or serious risk to the environment and
require immediate corrective action. In addition major non conformity shall
include lack of effective or systematic implementation of the requirements of
ISM code.
Examples;
Observation of an obvious safety , environmental violation during an audit
which has not been corrected or documented.
Ship hull/machinery damage , wastage
Total absence of a required SMS element or a group of non conformities
within an element.
Outstanding requirements on the statutory safety certificates which as yet have
not been dealt with within the time permitted as a result of systematic faults in
SMS.

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Actions in case of major non conformities:

1. Imo guideline for procedure conserning observed ISM code major non
conformities shall be followed.
2. Inform company , and administration and RO who has carried out ISM
certification of the ship.
3. Port state may request for relevant information to Administration
conserning DOC of the company.
4. A major non conformity should be downgraded to non conformity before the
ship sails.
5. Major non conformity can be downgraded to non conformity only if Port state
control and RO satisfied that effective corrective action is being taken and a
schedule not exceeding 3 months should be agreed for the completion of
corrective action.
6. Where administration allows down grading of MNC , atleast one additional
audit is to be carried out to verify effective actions are taken.

If SMC withdrawn because of MNC , ship should not be allowed to sail until it is
reissued after verification to the extent of initial verification.

If DOC is withdrawn because of MNC, new DOC should not be issued until
verification has been carried out onboard the ships to the scope of initial
verification.

Actions for NC in work/rest hours?

Ø A comment must be entered for each non-compliance stating the reason. Also
ensure that subsequent to the NC when compensatory rest is given, a remark to
this effect should be also made on the corresponding day when the
compensatory rest is provided.
Ø However, for regularly appearing non-compliances, every effort shall be
made to rectify the matter by adjusting the work schedule for the person
concerned.
Ø If the Master cannot resolve the problem then the Company is to be formally
advised and this notification must be acknowledged by the DPA. The
Management Office will work with the ship’s staff to find a suitable solution.
Ø When all reasonable measures have been exhausted, the Master has the
authority and the support of the Company’s management, to stop the ship to
ensure that fatigued personnel are not engaged in critical operations.
Ø The Marine Superintendent will make a CAR in NS5 after 3 NC’s for a
Seafarer are recorded within a calendar month.
Ø When the vessel is likely to be involved in prolonged rigorous operations (such
as continuous short voyages, multiple STS operations, dry docking, etc.), where
the Master or Marine Superintendent envisage that violation of the rest hour
requirements are likely to occur, they shall evaluate the situation and request
crew department for additional manpower as appropriate.

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Critical equipment

The equipment whose failure may lead to any one of the below top events (hazardous
situations), are identified as critical equipment basis single point failure.

Hazardous situations are considered to be those conditions that are likely to result in a
serious injury or damage to the vessel and/or environment.

Single point failure implies that the failed equipment/component has no

redundancy in the existing system.

Top events based on the potential hazardous situations identified are as follows:
 Collision
 loss of steering
 loss of propulsion
 grounding
 loss of electrical power
 fire/explosion
 loss of stability
 Air pollution by Particulate matter, SOx, NOx.1[1]*

 Water Pollution by Oil, Chemical, Sewage, garbage*

Critical equipment identified through risk assessments using the above criteria will
require additional redundancy, control measures, spares, procedures and safety margins
instated.

The risk evaluation will require a review of the actual architecture of the
plant/machinery/component. Considering the type of the ships managed by the
Company, risk assessments have been done, and applied at the fleet level for sister
vessels.
Should any vessel require a change to the critical equipment list, a new risk assessment is to
be carried out by the vessel and submitted as an MoC request to the office.

FMECA analysis should help identifying the single component/components that can cause the
risk to increase to the intolerable zone, and will identify the specific action on the identified
component required to mitigate the risk.

To further aid the identification of crtical equipment/technical systems the

following methodology can be used.

For any equipment or technical system in place, the different level of actions available
are as follows:

-test of component if test is a sufficient preventive measure

-condition monitoring if same are sufficient to evidence deterioration trend
-inspection if other measures are not effective in detecting deterioration
-on board availability of spare parts and maintenance procedures, tools together with a
planned maintenance plan
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Based on the above methodology the Company relies on the results of planned
maintenance activity, availability of spares, and a periodical tests of critical equipment
to ensure that the risk posed by failure of such equipment is mitigated to acceptable
levels.
TYPES OF AUDITS AND INSPECTIONS AS PER ISM
1. INTERNAL AUDIT

Internal audit shall be carried out by Auditors who as far as possible not connected
with the activity being audited and who answer directly to the Audits & Quality
Manager or his substitute.
.The specific activities and areas to be audited are included in the audit checklist.
Such checklist includes
i) Commitment and knowledge of the SMS Manual
ii) Documentation of the SMS and recording of the activities foreseen in theSMS
Manual
iii) Training of the personnel
iv) Familiarisation of the shipboard personnel with the ship
v) General condition of the ship, its equipment and appliances
Report:
Audit findings, conclusions and any non-conformities are communicated and
discussed with those responsible for the activities audited. Audit reports are to
be reviewed by Audits and Quality Manager or his substitute prior submission.

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2. TECHNICAL INSPECTION

Technical inspections should allow for adequate time for the inspector to
view majority of machinery in operating condition. Inspector should asses the
condition of the vessel, the performance of all major equipment, including the
effectiveness of the management team.
The purpose of conducting a technical inspection is to verify that:
 the maintenance work is carried out regularly and the general condition of the
ship is good
 critical equipment is well maintained.
 records of maintenance, inspections and drills are kept
 the cargo system is in good condition
 the engine room, steering gear room, emergency generator and battery rooms,
paint room and the cargo pumps/pump rooms/cargo holds, are clean and well
maintained.
 All environment related equipment is fully functional and operating as per
requirements
 verify that previous observations or defects noted are addressed and
rectified.
Report
The vessel Technical Inspection report should include details on the general and
cosmetic condition of the vessel’s hull, machinery and various spaces.
This should be achieved by including brief descriptions and photographs where
appropriate. All Technical Inspections are to be reviewed by the respective Fleet
Managers prior submission.

3. SAFETY INSPECTION
4. NAVIGATIONAL AUDIT
5. EXTERNAL ISM AUDIT BY RO.
Audits and inspection
Audits
Internal/External ISM audit
Internal/External ISPS audit
Internal/External Navigation audit
Internal/External Environmental audit
MLC inspection
TMSA Audit
Manning agents audit
Accounts/Finance audit
Inspections
Internal Safety inspection
Internal Technical inspection
SIRE inspection
Terminal safety inspection
Port State Control inspection
Flag state inspection

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MANAGEMENT REVIEW MEETING ( MIN 1s a year)
Frequency- End of each quarter after quarterly KPI has been collated. Extraordinary
meeting in case of major incident or to discuss significant change of a business plan of
the company.
Attended by- All managers and directors

TOPICS
1. Matters outstanding from previous meeting
INPUT:
Ø Outstanding matters from the last meeting
Ø progress made on the action plans decided in the last meeting with an
estimated timeline and person responsible

2. Third party visit to office and managent visit to industry partners

INPUT
Ø Briefly specify, including any outcome if any
3. Review schedule of internal inspection and audit and action plans for
NC’s
INPUT:
Ø Review outstanding NC raised during inspections & audits carried out in last
quarter and also review the reasons of audits/inspections that could not be
carried out as per schedule in last quarter) Safety Inspection,Technical
Inspection,ISM/ ISPS/ Navigation Audit:

4. Review schedule of external audits and inspections of vessels and

action plans for outstanding CARS.
INPUT:
Ø Briefly specify outstanding CAR’s from external Audits & inspections
including the actions to be taken to rectify & prevent the same

5. Health and safety performance

INPUT:
Ø Review of LTI’s(LOSS TIME INJURY) that took place in the fleet in last
quarter and actions taken to avoid them.
Ø Review the last quarter Injury & Health KPI’s against the targets for the
current year and specify action plan if trend indicates adverse result.
Also specify any helath issues or initiatives in the Fleet)

6. Quality performance
INPUT:
Ø Review of Customer complaints, off hires, voyage failures, OPEX
variances and any such matters relating to customer satisfaction in last
quarter and actions taken to prevent them.
Ø Review the last quarter quality KPI’s against the targets for the current
year and specify action plan if trend indicates adverse result

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7. ITEM 7: ENVIRONMENT & ENERGY PERFORMANCE

INPUT:
Ø Review of significant Environment and Energy matters that took place in
the fleet in last quarter and actions taken to avoid them.
Ø Review the last quarter Env &En KPI’s against the targets for the
current year and specify action plan if trend indicates adverse result.
Ø review NC’s raised during Env audits and actions taken to prevent them.

8. ITEM 8: ANY INCIDENTS AND INVESTIGATION PROGRESS

(Review all level 2 and above incidents in last quarter and actions taken to
prevent them.
9. ITEM 9: CREW MATTERS
INPUT:
Ø Review the crew matrix compliance against the pool requirements and if
any voyages were lost due to non-compliance with crew matrix.
Ø Briefly specify crew matters such as D&A abuse, disciplinary and crew
illness matters. Also review the last quarter crew KPI’s against the target
set for the current year)
10. ITEM 10: SECURITY MATTERS
INPUT:
Ø Briefly specify matters related to security situation relevant to trading
pattern of company vessels and general security matters.
11. ITEM 11: MANAGEMENT OF CHANGE
INPUT:
Ø Review of outstanding / current MoC’s for compliance with the
requirements of HSQEEn as well as address requirements for future /
projected MOC process.
12: REVIEW OF COMPANY’S SMS
INPUT:
Ø Summarise the masters reviews received from the vessels briefly specifying the
items reviewed, including any suggestions which may improve the procedures/
instructions contained in Company’s SMS. Suggestions from Office staff to be
reviewed.

13: ANY OTHER MATTERS

OUTPUT: Output shall include any decisions and actions related to possible changes to
policy, objectives, targets, key performance indicators, resources needs, opportunities
for improvement, other elements of management system and consistent with the
commitment to continual improvement.

Next Meeting Date:

The results of the reviews shall be brought to the attention of all personnel having
responsibility in the area involved.

Records of management review is maintained.

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MANAGEMENT OF CHANGE
Change-management or Management of change is the process through which:
Proposed changes are evaluated for operational and business exposures,
Proposed changes are authorized,
Authorized changes are implemented in a controlled manner, minimizing
risks posed to Company policies and statutory regulations.
The change implemented is evaluated for its effectiveness in achieving the desired
outcome
Change is defined as modifications, additions, or substitutions for any aspect within the
organization that are outside the Company’s present specifications.
OBJECTIVE: To ensure that all such changes proceed in a controlled manner with all
relevant changes affecting the organization being identified, assessed, documented and
communicated. The process will also ensure that changes will be authorized by the
appropriate level within the organization and that all changes are in full compliance
with statutory regulations, industry recommendations and Company policies.

Emergency Change - A change that is required to be carried out in an emergency.

Note: Change required in case of an absolute Emergency which poses an imminent threat
to Human Life, property or Environment may be authorized directly by the Master. For
other Emergency Changes a verbal authority may be given by a Manager or
Superintendent. All Emergency Changes must be supported by a Change Request Form at
the next available opportunity. This Change Request Form must be re- reviewed and re-
approved by the normal contacts at the next available opportunity.
The MoC process would generally apply to the following
i) Substantial Changes to the Company’s SMS which would completely alter the
procedures prescribed or additions of entire new Chapters or manuals
ii) Major Deviation from Procedures (temporary change)
iii) Major Organization changes
iv) Takeover of a new or existing vessel
v) Alteration of Manning Levels/Nationality where there is a major change in
crew complement from existing norms
vi) Modification to Machinery or Equipment or Systems which render a major
deviation from original design or procedural requirements.
vii) Major changes to IT systems
viii) Structural Changes to the vessel.
ix) Changes to vessel trading pattern (for e.g, short lighterage voyages requiring
additional crew, conversion to storage tanker, trading regularly in areas where
specific national regulations apply, trading in Heavy Ice bound areas (Northern
sea route))
x) Introduction, installation and implementation of new equipment/systems to
satisfy changes in regulatory requirements.

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Based on above, the Changes requested may be categorized as:

1. Organizational
2. Structural
3. Equipment
4. Procedural
5. Software
6. Others

Process
 Request for Change
 Review of Change
 Approval of change
 Implementation of Change by Responsible Person
 Verification of the Change

MOC Log and Records

 The Fleet services Team will be responsible to maintain a MOC Log. The MoC log
can be paper-based or electronic.

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IMSAS
(IMO MEMBER STATE AUDIT SCHEME)

AIM: To ensure consistent and effective implementation of IMO instrument globally

and compliance with their requirement and to assist member states to improve their
capabilities .

Audit standard: IMO instrument implementation code (III code)

OBJECTIVE:
Ø To determine to what extent member states are implementating and enforcing
the applicable IMO instruments. In order to achieve this audit will observe and
assess
1. Compliance with III code
2. That the member state has enacted necessary legislation
3. Enforcement of applicable laws and regulation
4. Mechanism in place for delegation of authority to RO
5. Control, monitoring and feedback mechanism with respect to survey
and certification process
In addition audit will
1. Identify areas which would be benefit by technical assistance
2. Provide feedback to audited member and also generic anonymous
feedback to all member states so that benefits can be widely shared
3. Feedback to IMO of effectiveness and appropriateness of its
legislation

The secretriate should prepare consolidated audit summary reports in a

standardized format , containing findings, observations, related root causes, and
corrective actions, as well as areas of positive development and areas of further
development to facilitate the identification of lessons learned and possible areas of
regulatory review and technical assistance . The report should be anonymous and be
issued on a periodic basis for consideration by the relevant IMO body.

PROCEDURES FOR IMO MEMBER STATE AUDIT SCHEME

1. Audit cycle: Once every 7 years
2. All member states informed of overall audit schedule
3. Notification to member state atleast 18 months in advance
4. Time table agreed for audit
5. (PAQ) Pre audit questionnaire sent to member state
6. selection of auditors by secretary general(SG)
7. Notification of auditors to MS by SG
8. Final selection of audit team
9. Development ,negotiation and finalising of Memorandum of cooperation
consisting scope of audit, and responsibilities of IMO and member state shall be
signed and exchanged.
10. Preparation of audit plan by team leader and agreement by MS

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11. conduct of audit

12. Report with MS comments
13. Corrective action by MS
14. Final report
15. Consolidated audit summary by SG

Selection of auditors
1. Nominations of competent auditors by member states
2. Acceptance by secretary general based on following critera
a) Audit team leaders and auditors with demonstrable auditing skills
and techniques
b) Language capabilities
c) Representation from different geographical regions and nationalities

III CODE
(IMO INSTRUMENTS IMPLEMENTATION CODE)

OBJECTIVE: to enhance global maritime safety and protection of the marine

environment and assist states in the implementation of instruments of the
organization.

Scope:
1. SOLAS ,1974
2. MARPOL 73/78
3. LOADLINE,1966
4. STCW
5. TONNAGE,1969
6. COLREG,1972

Flag states, coastal states and port states have certain rights and obligations under
various international instruments. III code provide guidance to various states for
implementation and enforcement of IMO instruments.

Common areas:
Ø When new or amended instrument of the organization enters into force for a
state , the government of the state should be able to promulgate laws , which
permits effective jurisdiction and control in administrative ,technical and social
matters over ships flying its flag.

Ø Records should be established and maintained to provide evidence of

conformity to requirements and of effective operation of the states.

Ø State should take action to identify and eliminate the cause of any non
conformities by review and analysis of NC, implementation of corrective
action, and review of corrective action taken and also determine action
needed to eliminate potential non conformity

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Flag state:
In order to effectively discharge its duties flag state should
• Implement policies
• Assign responsibilities with their administrations to update and
revise any relevant policies adopted
• Establish resources and processes capable of administering a safety
and environment protection programme consist of instructions to
implement international rules.
• Ensure Compliance with requirements using an audit and inspection
programme
• Ensure Compliance with international standards of training ,
certification and watchkeeping of seafarers.
• Conduct of investigations into casualties and adequately and timely
handling cases involving ships with identified deficiencies.
• Ensure ships are efficiently manned

• delegate responsibility to only RO which has adequate resources and the

agreement between them should have minimum elements as there in
the RO code.

• monitor its RO to ensure its international obligations are fully met by

conducting supplementary surveys.

• shall take all necessary measures to secure observance of international

rules and standards by ships to ensure compliance with its international
obligations.

• appoint well qualified surveyors having relevant sea goingexperience

and qualification for carrying out flag state inspection

• evaluate and review its performance periodically by evaluating port

state control detentions, FSI results, casualty statistics, and other
performance indicators.

Coastal states:
In order to meet its obligation coastal states should

• implement policies through national legislation and guidance which will

assist in implementation of relevant convention and protocol.
• Develop and implement control and monitoring programme to provide
allocation of statical data so that trend analysis can be conducted toidentify
problem areas.
• Establish mechanisms for timely response to pollution incidents in its waters
• Cooperate with flag state or port states in investigaton of marine casualties.
• Periodically evaluate its performance in respect of exercising its rights and
meeting its obligations under applicable international instruments.

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Port state:
In order to effectively meets its obligations, a port state should
• implement policies through national legislation and guidance which will
assist in implementation and enforecement of relevant convention and
protocol
• assign responsibilities to update and revise any relevant policies adopted
• periodically evaluate its performance port state control should be carried out only by authorized and
qualified PSCO and they should be free from any commercial, financial and other pressures.

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Difference between BCH and IBC

1. IBC code applies to chemical tankers build on/after 1 july 1986

BCH code applies to chemical tanker build before 1 july 1986

2. IBC code is mandatory under SOLAS and MARPOL

BCH code mandatory under MARPOL(Reg11 annex II) and recommended
under SOLAS.

3. Previously Appendices II and III of annex II to MARPOL 73/78 contained lists of

products which were reproduced in chapters 17 and 18 of IBC code as well as
chapter VI and VII of pre- 1993 edition of BCH code , however since 1993 the
lists of product in chapters VI and VII of BCH code have been replaced by
references to IBC code and list of products in annex II to MARPOL have been
deleleted. As a result the IBC code is now definitive source of names for products
subject to Annex II to MARPOL 73/78

4. In IBC describes 4 types of tank for cargo containtment -Independent ,

integrated, gravity , pressure tanks (design pressure>0.07MPA at top of the
yank)

BCH code describes 3 types of tank for cargo containtment - Independent

tank, integrated tank, gravity tank

5. revised discharge and stripping reqirements in IBC

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IMO ORGANS

secretariat

Ø IMO is a specialised agency of UN in the field of shipping and the effect of

shipping on the marine environment.
Ø IMO mainly consist of Assembly, Council, MSC, MEPC, TC, LEG, FAL. Ø
These main organs are supported by a number of sub-committees. Ø
There are 172 member states and 3 associatemembers(
Ø Associate members: any territory or group of territories within a
member state to which convention has been made applicable by united
nation or by members having responsibility for its international
relations, may become an associate member of the organisation by
notification in writing given by such member or UN
Ø Associate members don’t have voting rights.
Ø 3 associate members are- faroes, hong kong -china, macao china.

Ø Assembly:
• Consist of all members of the organisation
• Supreme body of organisation
• It has role in election of other organs of IMO, approval of
budget, approval of work programme of organization,and
overall control of activities of IMO.
• Take decisions for convening international conference.

Ravindra Yadav Oral notes 110

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Ø Council:
• Second organ in the IMO hierarchy
• Responsible for all the functions of the assembly between
sessions of assembly except making recommendations
regarding adoption of regulation and guidelines.
• Consist of 40 members elected by assembly every 2 years.
a) 10 members with largest interest in providing
international shipping services.
b) 10 members with largest interests in international sea
borne trade.- india
c) 20 memebers with special interests in maritime transport
or navigation, ensuring the representation of all major
geographical areas of the world.
Ø Maritime safety committee(MSC)
• Consists of all the members
• Function is to consider any matter within the scope of the
organization conserned with aids to navigation,construction and
equipment of vessels, prevention of collisions, handeling of
dangerous cargoes,maritime safey procedures and requirements,
navigation records , salvage and rescue.
• Considering and submitting recommendation and guidelines on
safety for possible adoption by assembly.

Ø MEPC
• Consists of all member states
• Conserned with the adoption, and amendment of the conventions
and other regulations and measures to ensure their enforcement.
MSC and MEPC are assited in their work by 9 subcommittes
• Bulk liquid and gases(BLG)
• Carriage of dangerous goods, solid cargoes and containers
• Fire protection
• Radio communications and search and rescue
• Safety of navigation
• Ship design and equipment
• Stability and loadlines and fishing vessels safety
• Standard of training and watch keeping
• Flag state implementation

Ø Legal committee
• Consists of all member states
• Empowered to deal with any legal matters within the scope of
organization
• It was established in 1967 as a subsidiary body to deal withthe
legal questions aroused in the aftermath of torrey canyon.

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Ø Technical co-operation committee
• All members have membership in this
• It overseas the implementation of technical cooperation projects
funded by the united nations and other sources and matters
related to the organisations activities in the technical
cooperation related activities.

Ø Facilitation committee:
• In 1968 IMO established FAL to advise the IMO council on
matters related to the facilitation , particularly with respect to the
implementation of the 1965 FAL convention.
• Empowered to consider any matter within the scope of IMO to the
facilitation of international maritime traffic.
• RED TAPE- Excessive rules and regulations that prevents things
from being done quickly and easily and thus results in delay or
inaction.
• Work: In 2016, the Committee adopted a revised annex to the
Convention, which included the ‘single window’ approach, as well
as mandatory requirements for the electronic exchange of
information on cargo, crew and passengers.
United nation and other inter-governemental organisation

Ø IMO convention 1948 provided that IMO shall cooperate with any speciliased
agency of the united UN on the matters of common concern.
Ø IMO convention also provides that IMO may cooperate with other inter
governmental organisations whose interests and activities are related to the
purpose of the organization.
Ø In accordance with these provisions IMO has signed an agreements of
cooperation with 63 intergovernmental organistions.
Ø Some of these organisations are specialised organisations from the maritime
sector or regional organisations active in maritime sector.
Ø Eg European commission, Caribbean community, Riyadh MOUs, etc

International non- governmental organisations with consultative status

Ø NGO’s play a significant role in IMO law making process despite not having a
voting rights in IMO organs.
Ø IMO convention , 1948 empowers IMO to make suitable arrangements after
consultation and cooperation with non- governmental organisations on
matters within the scope of IMO.
Ø In 1961 , in accordance with this provision , Imo assembly approved the rules for
consultative status of NGO’s with the IMO.
Ø IMO council with the approval of assembly , may grant consultative status to any
INGOs if that organization is able to make substantial contribution to the work
of IMO.
Ø 77 INGOs have been granted consultative status.
Ø INGOs represents variety of shipping interests like ship owners and operators,
cargo interests ,seafarers and other labour organizations, environmental
organisations , research organisations, classification societies, P & I clubs, and
other marine insurers.
Ø Examples: ICS,ISO,BIMCO,IACS, p & I club association, ocimf, intertanko,ITF
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Secretariat:
• The secretariat is one of the original organs of IMO
• It consist of secretary general and 300 international personnel based in the
headquarters of organisation in London.
• Elected by council with approval of assmbly
• Responsible for overall administrative activities of the organisation ,
including record keeping.
• secretary general shall keep members informed of the activities of the
organisation.
• Secretary general shall assume any other functions which may be assigned to
him by the convention, assembly or the council.

IMO ISTRUMENTS AND PUBLICATIONS

CONVENTION: Conventions are legally binding international treaties that may be

ratified by member states.
PROTOCOL: A Protocol is a procedural device for adding extra flexibility to a
Convention or for extending a Convention's obligations. Protocols are also international
treaties, but which do not exist independently since they are always linked to a
Convention. Like Conventions, they are subject to ratification. They allow adaptation to
changing conditions and they enable practical difficulties to be dealt with which have
arisen since the Convention was adopted, thus making the Conventions more relevant
and up-to-date.
Protocols are particularly appropriate where the aim is to keep intact a Convention
which has already been ratified and which may receive further ratifications, while
amending or adding to certain provisions on specific points.
Eg: MARPOL,73- PROTOCOL 78,PROTOCOL 97, SUA 98- 2005 PROTOCOL, CLC 69-
PROTOCOL-92
AMMENDMENTS: Small changes in convention with respect to technical and
ecological changes in world.

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RESOLUTIONS: The conventions are ammended by the IMO resolution which are
passed by the committee.
Assembly- application of bwm convention, implementation of fal convention
MEPC- 107(49)- revised guidelines and specification for pollution prevention
equipment for machinery space
MSC- ammendments to ESP, FSS code, IS code

RECOMMENDATIONS: Recommendations are also international instruments adopted

by the IMO but are not legally binding and serve as guidelines to help member States
formulate their policy at a national level. Often they supplement an existing convention
by providing detailed guidelines for its implementation but they can also be adopted
autonomously. (NON MANDATORY)

GUIDANCE/GUIDELINES: These are intended to provide maritime administrations

with an internationally recognized set of criteria for use by competent authorities
either directly or as the basis for framing national standards that will be compatible
with international requirements. (NON MANDATORY)

CIRCULARS-Circular letters may be an invitation to attend a meeting or a

communication from a Member State or a notification of entry into force.

UNIFIED INTERPRETATIONS-Contains interpretations, as approved by Committee,

with a view to providing guidance and ensuring the uniform application of IMO
instruments

MANUALS-Manuals published by the International Maritime Organization (IMO-

STABILITY MANUAL,NAVTEX MANUAL ETC

HOW CONVENTION IS ADOPTED

Ø Topics are discussed by member states in any of the 6 main IMO

bodies and need for new convention or ammendments to existing
convention can be raised.
Ø If agreement is reached in the committee , the proposal is made in the
form of draft instrument.
Ø Draft goes to the council and as necessary to the assembly
Ø The assembly or council gives authorization to proceed with the work
, the committee conserned considers the matter in detail and
ultimately draws up a draft instrument.
Ø The draft convention is reported to the council and assembly with the
recommendation for conference be convened.
Ø IMO secretriate then arrange a conference to which all the member
states of IMO, all states which are member of UN or any of its
secialized agencies are invited , non member states can also attend.

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Ø The draft convention circulated to the invited governments and

organizations for their comments. Views of IGOs and INGOs are
also welcomed.
Ø Draft convention with the comments is then closely examined by the
conference.
Ø Necessary changes are made in order to produce a draft
acceptable to all or majority of the governments presents.
Ø The document finalized is called convention(adoped) by the
conference.
Ø Means all the member sign the document- this is known as
adoption.
Ø Convention is then deposited to secretary general who sends
copies to government for acceptance.
Ø The convention is opened for signature by states, usually for a
period of 12 months.
Ø Any state representative signature means he agrees to discuss that at
home country parliament.
Ø If parliament accepts the convention to be included in the local laws
then then respective government inform IMO , this is called
ratification.
Ø After a required number of the states with specified tonnage
deposit their ratification acceptance , the convention come into
force at specified date.
Ø After a period of grace intended to enable all states to take
necessary measures for implementation , the convention enters
into force for the states which have accepted.
Ø After the convention has entered into force and another state decides
to be part of the convention and discuss it in their parliament and
parliament agrees to make it a domestic law in the country then the
process will be called as accession since the convention has already
come in force.

In india:
1. secretary general sends copy to ministry of shipping
2. National shipping board-( comes under ministry of shipping and
has member elected by loksabha and rajya sabha and they advise
government on matters related to shipping)
3. Parliament lower house (lok sabha)- introduction-discussion-
voting
4. Parliament upper house(rajya sabha)- introduction stage-
discussion stage-voting stage
5. Presidents approval
6. Ministry of shipping to publish in MS act.

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TACIT ACCEPTANCE

Ø Through the tacit acceptance process amendments to technical annexes of a

convention come into force after a certain period if a certain number of state
parties donot oppose the adoption of the amendment within that period and it
is deemed to have been accepted by parties who donot oppose the amendment
within a time limit.
Ø Initially it was very difficult to enforce technical rgulations in any IMO
instruments. This was despite the need or rapid change in the technical
standard stemming from the emerging threats to the marine environment
and emerging maritime safety issues. Many of the initial ammendments to the
IMO instruments never came into effect because , in most cases , ratification
or acceptance of atleats 2/3rd of the parties was needed. This promted the
imo to introduce th system of tacit acceptance in early 70s.
Ø SOLAS was the 1st convention where tacit acceptance method was used.

MEPC 70

1. MARPOL AMMENDMENTS
a) chapter 4 annex VI,- From 1st jan -31st dec 2019 , ships>=5000GT on
international voyages to collect fuel oil consumption data for each type of fuel
used onboard,distance travelled and hours while ship is [Link] data to
be reported by S/O to flag state and subsequently transferred to central
database managed by IMO.
Statement of compliance is issued within 5 months to ship.
Additionally flag state requires to confirm(before 1jan 2019) that SEEMP has
been updated to include the methodology for collection and reporting of data.

b) GARBAGE RECORD BOOK

• GRB to include record keeping for disposal of cargo residues, NON
HME and cargo residues HME(hazardous to marine environment).
New format for record keeping for cargo hold washings mandatory
weather discharge to sea or reception facility(1 mar 2018).
• E-waste added as a new category of garbage.

c) IOPP SUPPLEMENT FORM B:

• Dedicated clean ballast tanks applied to oil tankers delivered before 1982
were deleted from IOPP supplement form B and other sections re numbered.

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2. AIR POLLUTION AND ENERGY EFFICIENCY
• Draft amendment to include North sea(including English channel) and
Baltic sea as new NOx ECA.
• Availability of fuel oil to meet global 0.5% limit to be determined by
committee by 2018.
• New guidelines for sampling/verification of fuel oil used on board(readily
accessible sampling point downstream service tank and close to combustion
machinery.
• Committee agreed to amend calculation method for determining attained
EEDI for duel fuel engine ships where gas fuel is not primary fuel.
• Agreed to amend the calculations(including corrections) for bulk carriers
designed to carry low density cargoes such as wood chip carriers. Currently it is
based on deadweight rather than cubic capacity. These ships have small
deadweights with large cubic capacity hence was negatively impacted.

3. BALLAST WATER MANAGEMENT

• Revised type approval G8 guideliness which is to taken into account for
BWTS installed on/after 28 oct 2020.
4. REDUCTION OF GHG
• The committee recognized the paris agreement achieved at COP(conference of
the parties) 21st session to United nation framework convention on climate
change(UNFCC) which requires all 180 parties to take all measures to limit
global avg temp well below 2 degress above pre-industrial levels.
• Draft roadmap approved for developing IMO strategies for reduction of GHG .

5. AMMENDMENTS TO REVISED GUIDELINES AND SPECIFICATIONS FOR

POLLUTION PREVENTION EQUIPMENT FOR MACHINERY SPACE BILGES OF
SHIPS. MEPC 107(49)
• Validity of calibration certificate for 15 ppm is subjected to periodical
verification.
• 15 ppm alarm to be tested by manufacturer every 5 years or less if
specified in manufacturers instruction
MEPC 71

1. BWM
a) revised implementation scheme complying with D-2 standards of BWM
convention.

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b) final approval granted to ECS- HYBRID(KOREA). The system employes

filteration(40micro m), UV disinfection, electro chemical generator to
produce active substance.
c) revised G6 guidelines for ballast water exchange which includes updated
example of Ballast water reporting form.
d) approved BWMS code for approval of ballast water management systems.
Code is technically consistent with the 2016 G8 guidelines. And all BWTS
approved are to in accordance with the code.
e) International BWM certificate need not be endorsed after additional survey
related to repair or modification as it is adequately covered by the surveyor
report.
f) Installed date on BWM certificate is to be date when commissioning of
system is completed on board.
g) Approved guidelines on contingency measures to owners and port states to
deal with vessel arriving with non compliant ballast water-eg discharge to shore
facility,BW exchange as per agreement between ship and portetc h)adopted a
resolution on the experience building phase which includes gathering and
analysis of data related to implementation and operational experience of
BWMS,review of convention and ammendments based on experience.
. i) amendment to G7 guidelines for undertaking Risk assessment as per A-4 of
convention under which A party may grant exemption to ships from D-1
or/and D-2 based on RA. The amendments describe how risk assessments
carried out for the same risk area can be supported by validated, numerical
modelling of hydrodynamic, environmental and meteorological conditions.

2. MARPOL AMMENDMENTS ADOPTED

a) north sea area(including English channel) and Baltic sea area included in
NOx tier III ECA.
b) BDN-ADOPTED REVISIONS TO APPENDIX V OF MARPOL ANNEX VI
WHICH SPECIFIES INFORMATION TO BE INCLUDED IN BDN.

. The declaration of conformity now allows for the option to document the sulphur
content specified by the purchaser, which may exceed relevant limit values, for
use on ships fitted with SOx abatement equipment or undergoing emission
reduction and control technology research. (EIF- January 1, 2019.)

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3. AIR POLLUTION AND ENERGY EFFICIENCY

a) adopted guidelines for administration for verification of annual fuel oil consumption data
reported and also guidelines for management of database.
b) Approved amendments to revise reference line paramenters for RO-
ROcargo and passenger for EEDI calculations. Introduced concept which sets
constant threshold values for theses ship. This resulted in additional 20%
margin in current baselines.

2. IMO STRATEGY ON GHG EMISSIONS.

a)committee noted a draft outline for the structure of imo strategy for GHG
reduction. Initial strategy may be revised based on phase 1

a) phase 1- collection of fuel consumption data

(2019 2021)

b)phase-2 analysis of data

c)further measures

3. NOX TECHNICAL CODE

considered the need to develop ammendmends to marpol annex VI and nox

tech code addressing the use of multiple engine operational
profiles,MAPS(programming of engine to optimize fuel consumption under
different operating modes eg sea, harbours etc)

6.A NEW WORK PROGRAMME ON CONSISTENT IMLEMENTATION OF

GLOABAL 0.50% SULPHUR LIMIT BY 1ST JAN 2020 WAS AGREED TO BE
INCLUDED IN PPR (pollution prevention and response) SUB COMMITTEE
AGENDA FOR 2018-19. AGENDA INCLUDES TRANSITION ISSUES,IMPACT ON
MACHINERY,VERIFICATION/CONTROL ACTIONS FOR COMPLIANCE ETC.

7. REVISED SCR GUIDELINES ADOPTED WHICH CLARIFIES CERTAIN ASPECTS OF

TESTING,SURVEYING AND CERTIFICATION OF OF ENGINES EQUIPEDWITH SCR.

8. ADOPTED 2017 GUIDELINES FOR IMPLEMENTING MARPOL ANNEX V.

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It includes amendments conserning E-Waste and definition of e-waste,amendment

conserning cargo residues and ammendments to align guidelines with relevant
requirements in the POLAR code(chap 5 part II-A)

IMO GHG CONTROL RELATED ACTIVITIES

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EEDI TECH FILE

BY class on behalf of flag state

CONTENT
1. Data- ship, ME(sfoc -75% MCR and AE Specification(sfc @50 %MCR), Ship
speed @75%MCR= Vref speed for eedi cal.
2. Power Curves- Ship speed VS power curve EEDI POWER CALCULATED AT
75% MCR SPEED(Vref).
3. OVERVIEW OF PROPULSION SYSTEM AND ELECTRIC POWER SUPLY
SYSTEM
ME,AE,Propeller,schematic figure of propulsion and electric power supply
system.
4. ESTIMATION PROCESS OF POWER CURVES AT DESIGN STAGE- Power
curves are estimated on basis of model test results.

5. DESCRIPTION OF ENERGY SAVING EQUIPMENT eg propeller duct, rudder

bulb,rudder with twisted leading edge,rudder fins, propeller boss cap fins,
energy saving is expressed as P-AE-eff in EEDI calculation.
6. CALCULATED VALUE OF ATTAINED EEDI

Attained eedi = ME co2 emmision+AE co2 emmision-co2 emmision reduction

due to innovation
Transport work

ME Co2 emmisions =PME(KW)X C(FME) X SFC AE

Co2 emmisions =PAE(KW)X C(FME) X SFC
TRANSPORT WORK=CAPACITY(DWT) X Vref

PME= KW @75%MCR (8400)

CFME=3.206—Conversion factor fuel oil to co2 depends on fuel type documented in
nox tech file
SFC(ME)(gkw/h)= sfc @50%mcr ( 166.7)

P(AE)= Auxillary power demand for operation of ME.( 530) CFME=3.206—Conversion

factor fuel oil to co2 depends on fuel type documented in nox tech file
SFC(AE)(gkw/h)= sfc @50%mcr (210)
DWT-109999 Vref- 14.12

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ATTAINED EEDI= 3.07 g of co2/t-nm

REQUIRED EEDI
PHASE 0=4.22gco2/t-nm
PHASE 1=3.8gco2/t-nm
PHASE 2=3.38gco2/t-nm
PHASE 3=2.96gco2/t-nm

(tanker a=1218.80, b=DWT, c=0.488) phase 1= 10

required eedi= (1-0.1)x 1218.80x109999^-0.488=3.8

7. MINIMUM PROPULSION POWER

Required minimum propulsion poweR(MSC91)

TANKER=0.0689 X DWT +3253
ATTAINED MIN PROPULSION POWER=10831
Power of ship @ mcr is 11200 kw so satisfied.

EEDI REFERENCE LINE CALCULATION

Ø Reference line is defined as curve representing an average index value fitted on

a set of individual index values for a defined group of ships. One reference line is
developed for each ship type.
Ø Reference lines are produced through regression analysis of large no data
giving a resultant regression equation. These regression equations are then
embodied in regulation 21 in the form of a formula.
Reference EEDI= axb ^-c
a and c are parameters determined from the regression curve fit.
b is dwt
Ø IHS (information handling services) database is selected as the standard
database delivering the primary input data for the reference line calculation.
Ø For the purpose of calculating reference lines, data of all existing ships >400 GT
were collected in IHSF database from period 1 jan 1999- 1 jan 2009.
Ø Following data were used –
a) ships capacity- dwt for bulk,tanker, gas, ro-ro cargo, gen cargo,
combination, 70 % dwt for containers, and GT for passenger ships
b) ships service speed as Vref
c) total installed power as MCR

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Calculation of reference lines:
To calculate reference line , an estimated index value for each ship contained in
the set of ships per ship is calculated using the following assumption.

Cf=3.1144gco2/g fuel,
sfoc(me)=190g/kw,
sfoc(ae)=215g/kwh,
P(me)= 75% of installed power
P(ae)

Estimated index value = 3.1144 ( 190  Pme + 215 Pae)

Capacity *Vref

Calculation of reference parameters a and c

a and c are determined from regression analysis undertaken by plotting
estimated index values against 100% DWT.

EEOI
Energy Efficiency Operational indicator (EEOI) is used for ships/fleet performance
assessment.
Energy Efficiency Operational Indicator (EEOI) evaluates CO2 emissions per the voyage.
Amount of CO2 emitted from a ship is directly related to the consumption of bunker
fuel oil and can provide information on a ship’s performance with regard to fuel
efficiency. EEOI depends also on ballast voyage distance, quantity of cargo
transported, and loaded voyage distance.

The EEOI is calculated by the following formula, where a smaller EEOI value means a
more energy efficient ship:

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∑ (Fuel x CO2 Conversion factor )

EEOI =
∑ (Cargo Quantity x Distance)
Measure EEOI for every voyage and aim is to keep it at low level, as seen from
above formula, by:
- reducing fuel consumption
- increasing cargo quantity
- decreasing ballast voyages distances

Evaluate and compare operational performance of the ships within fleet, and
also with industry standards. Targets are set are reviewed quarterly for
continual improvements including systems, processes, procedures, training and
technical advancements required. This will be part of management meetings on
board, and similar reviews ashore.

MONITORING, CONTROL AND EVALUATION

 Integrated software is used within the whole fleet for noon/voyage reports,
which collects whole fleet voyage data, provides comparative analysis with
similar ships and helps to identify and to implement prompt corrective action
in view of ship’s performance improvement.

 Regular performance reviews are undertaken onboard and in the Company

(SFOC trends, hull condition, performance of engines and boilers)
 Providing resources for meeting EnPI and for continual improvement.

SEEMP (SHIP ENERGY EFFICIENCY MANAGEMENT PLANS)

CONTENT
1. INTRODUCTION
IMO has adopted guidelines for a “Ship Energy Efficiency Management Plan
(SEEMP)” under MEPC.1/CIRC.683 that
a) Provides the framework for shipboard energy conservation activities.
b) outline the best-practice approach for optimising the ship’s energy
efficiency
c) provides specific guidance for implementation of energy conservation
measures on board the ship.
d) advocates measurement and monitoring techniques for ensuring and
demonstrating compliance to best practice.

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Key processes are as shown in figure

2. BRIEF GUIDANCE TO ENERGY MANAGEMENT IMPLEMENTATION

3. MEASURES
OPERATIONAL MEASURES: Improved voyage planning, weather routing, Virtual
arrival, Cargo heating efficiency, optimising speed based on berth availability,
Speed optimisation, optimised shaft power for constant RPM; Optimised trim,
ballasting, propeller and propeller inflow considerations, use of rudder and
heading control systems; Minimisation of port stays and energy use during port
operations. Planning of cargo heating procedures basing on current weather
condition, cargo type/quantity, voyage schedule
HULL AND PROPELLER MEASURES: Avoiding hull fouling, coating systems,
propeller cleaning
MACHINERY EQUIPMENT MEASURES - Main engine condition and performance,
machinery optimisation (timings, pressures, temperatures etc).
ACCOMODATION SERVICE MEASURES- energy saving led bulbs, switch off galley
equipments when not required, limit access to the cold storage area etc
[Link] of crew onboard
Responsible person for each measure is mentioned.
4. GOALS
∑ (Fuel x CO2 Conversion factor )
EEOI =
∑ (Cargo Quantity x Distance)

Measure EEOI for every voyage and aim is to keep it at low level, as seen from
above formula, by:
- reducing fuel consumption
- increasing cargo quantity
- decreasing ballast voyages distances

and also compare performance of ships within the fleet and also with industry
standards. Targets are set and reviewed quarterly for continual improvements.

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5. MONITORING,CONTROL AND EVALUATION.
Integrated software is used within the whole fleet for noon/voyage reports, which
collects whole fleet voyage data, provides comparative analysis with similar ships
and helps to identify and to implement prompt corrective action in view of ship’s
performance improvement.

Regular performance reviews are undertaken onboard and in the Company (SFOC
trends, hull condition, performance of engines and boilers.

NOX TECHNICAL CODE(2008)-

TECHNICAL CODE ON CONTROL OF NITROGEN OXIDES FROM MARINE DIESEL
ENGINES)

CHAPTER 1- GENERAL
PURPOSE- Specify requirements for the testing ,survey and certification of marine
diesel engine to ensure comply with nox emission limits of reg 13 of annex VI
Applicable- engine>130 kw

CHAPTER 2- SURVEYS AND CERIFICATION-

Pre-certification survey at test bed- EIAPP certificate if comply with reg 13 of annex VI
Initial certification survey onboard- IAPP certificate if comply with reg 13 of annex VI

CHAPTER 3- NOX EMMISION STANDARDS-

As per reg 13 of annex VI
Test cycles- E2- for main engine(25%,50%,75%,100%) , d2- for
AE(10%,25%,50%,75%,100%)

CHAPTER 4- APPROVAL FOR SERIALLY MANUFACTURED ENGINES: ENGINE

FAMILY AND GROUP CONCEPT
CHAPTER 5- PROCEDURE FOR NOX EMMISION MEASUREMENT ON TEST BED
Test ambient condition
Test fuel oil
Measuring equipment (dynamometer etc) calibration
Exhaust gas analyser and its calibration
Sampling method
Test run
Test report
Nox calculation as per guideline
CHAPTER 6- PROCEDURE FOR DEMONSTRATING COMPLIANCE WITH NOX
EMMISION LIMITS ON BOARD
1. Engine parameter check method
2. Simplified measurement method
3. Direct measurement and monitoring method

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CHAPTER 7- CERTIFICATION OF AN EXISTING ENGINE

APPENDICES- 8 APPENDICES
APPENDIX 1- FORM OF EIAPP
APPENDIX 2-FLOW CHART OF SURVEY AND CERTIFICATION APPENDIX
3- SPECIFICATIONS OF ANALYSERS TO BE USED APPENDIX 4-
CALIBRTATION OF THE MEASURING INSTRUMENT APPENDIX 5-
PARENT ENGINE TEST REPORT AND TEST DATA APPENDIX 7-
CHECKLIST FOR ENGINE PARAMETER CHECK METHOD
APPENDIX 8- IMPLEMENTATION OF THE DIRECT MEASUREMENT AND
MONITORING METHOD
TECHNICAL FILE
Is a flag state approved document that describes the certified engine and explains
how the engine needs to be surveyed on board to stay in compliance with the IMO
regulations .

NOX TECH FILE CONTENT

1. COMPONENETS, SETTINGS AND OPERATING VALUES THAT MAY
INFLUENCE THE NOX EMISSION - ALLOWED COMPONENTS, AND RANGE
FOR SETTING AND OPERATING VALUES-

COMPONENETS- Liner,cyl cover,piston crown,t/c,fuel nozzle,scavenge air

cooler,aux blower,pressure booster top cover and housing,fiva,ecs,egb v/v-
standard imo id nos of these components.

SETTINGS- compression ratio shims thickness in mm,v/v opening pressure, ,

fuel cam lift, exh valve timing deg- value and range . vit power @ break point-
adjustment on test bed and certified range for adjustment

OPERATIONG VALUES – scavenge air press and temp, compression pressure

and peak pressure, exhaust gas back pressure- ref value and tolerance value
@ ref ambient condition given @ 25%,50%,75%,100%

DEFINITION OF ENGINE –GROUP SEPECIFICATIONS – parent engine test

date and confirmation of conformity.

2. ENGINE PERFORMANCE DATA-

TEST BED PERFORMANCE PARAMETERS- parent engine test data- all
parameters and nox emission @25%,50%,75%,100%

INFLUENCE OF MAXIMUM ALLOWED TOLERANCE ON THE ISO CORRECTED

IMO NOX VALUE- changes in nox @ max allowed tollerence of max press and
scavenge air temp is given by calculating using a formula

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3. ONBOARD VERIFICATION PROCEDURES-
Method for onboard verification is given.
a) Review of tech file and record book b) id nos and parameter setting values

3.1- COMPONENTS AND SETTINGS

MARKING OF IDENTIFICATION NUMBER OF NOX RELEVANT
COMPONENETS
GUIDELINE FOR COMPONENET REPLACEMENTS

4. REPORT FROM TEST BED MEASUREMENTS

APPENDICES
A. CONFIRMITY OF PRODUCTION- to ensure effective control ofthe
conformity of production of nox componenets.
B. TEST BED REPORT- Measured emmisions @ test bed PART 1- member
engine ,part 2- parent engine. Test is carried out @ test bed in presence of ship
owner and classification society only for the 1st engine of the engine series.
Exhaust gas analyser is used which analyses concentration of
nox(ppm),O2,Co2,co,hc in vol% and then calculation of nox value is carried out
as per nox tech code guidelines.
C. MARKING ON COMPONENT FOR SURVEY
D. ENGINE RECORD BOOK-
Record book of Engine components-comp-imo id-supplier-date-sig Record
book of engine setting value- parameters- setting changes –date- signature
remark

CERTIFICATION

EIAPP- ENGINE INTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATE(

shall be supplemented by record of construction, tech file and means of
verification)- issued by administration or RO recognised by administration.
VALIDITY- lifetime subject to onboard periodic verification
certifies that above marine diesel engine has been surveyed for pre-certification in
accordance with nox tech code and the survey shows that the engine,its
componenets,adjustable features, and tech file , prior to the engine
installation/service onboard fully comply with reg 13 of annex VI.

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ONBOARD VERIFICATION METHODS

1. SIMPLIFIED MEASUREMENT METHOD

Engine performance parameter as per table to be check (humidity,speed ,t/c
speed,scav press,bhp,fuel oil flow,fuel rack,scav temp,air coller in/out temp,exh
temp,fuel oil temp,dw temp
Sampling
Exhaust gas analyser
Calculation as per chapter 5
10% deviation is allowed
2. DIRECT MEASUREMENT AND MONITORING METHOD
Engine performance parameter as per table to be check
Fuel oil flow
Ambient condition Fuel
oil composition
Exhaust gas sample to be checked using analyser Data
to be collected within 30 days of survey

3. ENGINE PARAMETER CHECK METHOD combination of,

1. Performance parameters check ( checked with specified tolerence given in
technical file)(cylinder pressure, max compression pressure,Max allowed
scavenge air temperature, Scavenge air cooler performance, exhaust
backpressure)
2. Component verification (Record book to be checked,eg fuel nozzle)
3 Setting verification(injection timing, exhaust valve timing) if performance
data is within given tollerence, setting adjustment is within compliance.
COMPONENETS INCLUDED
1. Fuel nozzle
2. Cylinder cover
3. Cylinder liner
4. Pressure booster top cover
5. Pressure booster housing
6. Fiva valve
7. Piston crown
8. Compressor wheel
9. Nozzle ring
10. Diffuser
11. Turbine rotor

PERFORMANCE ADJUSTMENT SETTING VALUE

SHIM BETWEEN PISTON ROD AND CROSSHEAD PIN (COMPRESSION VOLUME),fuel
cam ,exhaust valve timing,exhaust cam

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EU MRV AND IMO DCS

(Regional European union system for monitoring , reporting and verification
and Global international maritime organization data collection system for fuel
oil consumption of ships)

PURPOSE: Based on the data a conclusion of which ship is greener than the other is
made. And what further action for development in reduction of GHG shall be taken.

Ø These two data collection system are not yet harmonized, have different start
dates , different recording parameters and will run in parallel for some time.
European commission however has proposed that once the legal framework for
IMO DCS is established an amendment will be made to EU MRV to achieve
alignment with global scheme.

• EU MRV data collection system

Ø EIF on 01 july 2015 as part of an effort to reduce GHG emissions.
Ø Regulation requires shipping companies to establish an Monitoring plan for
data collection, to provide reports measuring the quantity of CO2 emisisons
from ships per voyage for every voyage touching on an EU port , on an annual
basis. MP needs to be verified by European commission accredited verifier by 31
December 2017.
Ø Applicabilty: applies to all foreign flagged ships of more than 500 GT , for all
voyages conducting into between and out of EU and European Free trade
association(EFTA) that serve the purpose of transporting cargo or passenger for
commercial purposes.
Ø First step for ship owner/operator is to prepare a ship specific MP for fuel
consumption data collection and CO2 emmisions for each of their ships.
Ø MP last submission date was 31st August 2017 and it shall be verified and
approved by 31 DEC 2017 by accredited RO or EC authorized accreditor

1. Initial data collection period begins on 1st jan 2018.

2. The emission and transport work data for each calendar year should be
consolidated in an annual report , which will then be verified by
independent accreditor verifier by 30 april of each following year.
3. The first annual reporting is due by 30 april 2019, each subsequent year
report will be due on 30 april.
4. Following annual report verification , verifier will issue DoC to demonstrate
Compliance.
5. Once annual reporting is done and verified , the report is submitted by ship
owner to EC and the administrator.
6. Verifier must inform EC and administrator of issuance of DoC.
7. DoC must be carried on board.

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Annex 1 of EU MRV provides default values of the emission factor of different type of
fuel with which CO2 can be calculated.

Monitoring plan
1. All sources of co2
2. Procedure for monitoring fuel consumption
3. Emission factor
4. Procedure to cover distance covered by the ships
5. Procedure to calculate cargo

DATA TO BE SUBMITTED: calculate average energy efficiency

1. Distance travelled
2. Time at sea and in port
3. Cargo carried
4. Port of departure arrival including date/time of departure arrival
5. Amount of each of fuel consumed

IMO DCS
• Ammendment to Annex VI marpol reg 22A.
Ø MEPC 71 developed draft guidelines for administration data verification
procedures and a module for anonymized reporting of fuel oil consumption
data in Global integrated shipping information sysem(GISIS) database.
Ø Applcation : ships >5000 GT and above on all internationational voyages.
Ø IMO DCS will require the development of operational procedures of Ship fuel oil
consumption data plan in new Part II of the SEEMP.
Administration will authorize RO to
1. verify SEEMPs Part II and issue a CoC
2. Verify data collection annually from each ship operator , per ship.
3. Issue of annual SoC upon successful compliance of data verification
4. Submit data to IMO
5. Submit data to the administrator for analysis
Ø The administrator is responsible for ensuring that reported data is
transferred to IMO ship fuel oil consumption database by RO.

DATA TO BE SUBMITTED
1. Imo number
2. Start date- end date of data
3. Ship type,GT,NT,DWT
4. Power of ME, AE,EEDI
5. Ice class if
6. FO consumption by fuel type and method used for data collection
7. Distance travelled
8. Hours underway

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CONVENTIONS AS PER PURPOSE

Key IMO conventions

1: International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended

2. International Convention for the Prevention of Pollution from Ships, 1973, as modified
by the Protocol of 1978 relating thereto and by the Protocol of 1997 (MARPOL)

3. International Convention on Standards of Training, Certification and Watchkeeping for

Seafarers ( STCW) as amended, including the 1995 and 2010 Manila Amendments

Conventions relating to maritime safety and security and ship/port interface

1. Convention on the International Regulations for Preventing Collisions at Sea

(COLREG), 1972
2. Convention on Facilitation of International Maritime Traffic (FAL), 1965
3. International Convention on Load Lines (LL), 1966
4. International Convention on Maritime Search and Rescue (SAR), 1979
5. International Convention for Safe Containers (CSC), 1972
6. Convention on the International Maritime Satellite Organization (IMSO C),
1976
7. The Torremolinos International Convention for the Safety of Fishing Vessels
(SFV), 1977, superseded by the The 1993 Torremolinos Protocol; Cape Town
Agreement of 2012 on the Implementation of the Provisions of the 1993
Protocol relating to the Torremolinos International Convention for the Safety of
Fishing Vessels
8. International Convention on Standards of Training, Certificationand
Watchkeeping for Fishing Vessel Personnel (STCW-F), 1995
9. Special Trade Passenger Ships Agreement (STP), 1971 and Protocol on Space
Requirements for Special Trade Passenger Ships, 1973
10. Convention for the Suppression of Unlawful Acts Against the Safety of
Maritime Navigation (SUA), 1988, and Protocol for the Suppression of
Unlawful Acts Against the Safety of Fixed Platforms located on the
Continental Shelf (and the 2005 Protocols)
Convention relating to prevention of marine pollution

1. International Convention Relating to Intervention on the High Seas in Cases of

Oil Pollution Casualties (INTERVENTION),
2. 1969 Convention on the Prevention of Marine Pollution by Dumping of
Wastes and Other Matter (LC), 1972 (and the 1996 London Protocol)
3. international Convention on Oil Pollution Preparedness, Response and Co-
operation (OPRC), 1990 Protocol on Preparedness, Response and Co- operation
to pollution Incidents by Hazardous and Noxious Substances, 2000 (OPRC-HNS
Protocol)
4. International Convention on the Control of Harmful Anti- fouling Systems on
Ships (AFS), 2001
5. International Convention for the Control and Management of Ships' Ballast
Water and Sediments, 2004
6. The Hong Kong International Convention for the Safe and Environmentally
Sound Recycling of Ships, 2009

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Convention covering liability and compensation

1. International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969
1992 Protocol to the International Convention on the Establishment of an
International Fund for Compensation for Oil Pollution Damage (FUND 1992)
2. Convention relating to Civil Liability in the Field of Maritime Carriage of
Nuclear Material (NUCLEAR),
3. 1971 Athens Convention relating to the Carriage of Passengers and their
Luggage by Sea (PAL), 1974
4. Convention on Limitation of Liability for Maritime Claims (LLMC), 1976
5. International Convention on Liability and Compensation for Damage in
Connection with the Carriage of Hazardous and Noxious Substances by Sea
(HNS), 1996 (and its 2010 Protocol)
6. International Convention on Civil Liability for Bunker Oil Pollution Damage,
2001
7. Nairobi International Convention on the Removal of Wrecks, 2007

Other conventions

1. International Convention on Tonnage Measurement of Ships (TONNAGE),

1969 I
2. international Convention on Salvage (SALVAGE), 1989

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BALLAST WATER MANGEMENT

BEFORE BALLAST WATER MANEGEMENT CONVENTION

RESOLUTION MEPC.50(31) adopted on 4 July 1991

INTERNATIONAL GUIDELINE FOR PREVENTING THE INTRODUCTION OF

UNWANTED AQUATIC ORGANISMS AND PATHOGENS FROM SHIPS' BALLAST
WATER AND SEDIMENT DISCHARGES

BWM CONVENTION
(International convention for the control and management of ships ballast water
and sediments,2004)

Ballast water management plan- Reg B1

Ø each ship must have onboard and implemented a ship specific ballast water
management plan approved by RO. Plan should be as per G4 guidelines,
guidelines for ballast water management and development of ballast water
management plan.

Ballast water management for ships:

Each ship require to employ one of the following BWM practices in accordance with the
convention implementation schedule(B3)

1. BWE to standard D-1

ship specific procedure for conducting BWE , are to take consideration of
G6(Guidelines for ballast water exchange and IMO circular, precautionary
advice to masters when undertaking ballast water exchange operations.
2. BWMS to D-2 standard
3. Discharge ballast water to reception facility
4. Other method of ballast water management that may be accepted as
alternatives and that provide a same levelof protection and approved in
principal by MEPC.

Ø Compliance with D-2 standard should be as per new Reg B-3 in MEPC 71.

Ø MARPOL allow the renewal certificate of any certificate to be brought forward ,

as a result Administrators allows early renewal and decoupling of the IOPP
renewal survey from statutory surveys and certifications.

Ø When choosing a BWMS to install , G8 and G9 are to be taken into

consideration.
Ø Type approval certificate and a reference to the test protocol and a copy of the
test results must be available for inspection onboard the vessel and must be
carried onboard at all times

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Ø The convention requires that all ships remove and dispose of sediments
from ballast water tanks in accordance with BWMP. Ballast water tanks and
their internal structure should be designed to avoid the accumulation of
sediments in ballast tanks taking into consideration G12(guidelines on design
and construction to facilitate sediment control on ships)
Ø BWM convention requires each ship to maintain onoard BWRB to record
each ballast water operation , including discharges at sea , to reception
facilities and cases of accidental discharges. Entries are to be maintained
onboard for min 2 years and thereafter in companys control for 3 years.
Ø Training and familiarization of crew by owner or operator is essential.
Officer and crew must be familiar with their duties and implementation of of
BWM and be instructed in the requirements of BWM convention,
implementation BWM plan, ballast water exchange procedures, sediment
management procedures, Ballast water record book.
Ø Vessels successfully completing a survey shall be issued IBWM certificate.
Ø After entry into force , vessels may be inspected at any port taking into
consideration IMO guideline which establishes 4 stage inspection
procedure
One: initial inspection for documentation and nominated trained ships officer for
ballast water management onboard.
Two: more detailed inspection an operational check of BWMS
Three: sampling by indicative analysis todetermine if the D-2 standards are
being met.
Four: detailed analysis to verify compliance with D-2 standard.
Sampling as per G2 standard.
Ø IMO has implemented trial period for sampling and analysis of 2- 3 years
during which ship will not be penalized for exceedence of D-2 standard.

Ø IMO has also agreed to an experience building phase conducted in parallel with
trial period to collect and analyze data on BWMS fitness and determine if
additional ammendments to the convention is needed.

INVASION SPECIES
1. Photoplankton
2. Cladoceran water flea
3. Toxic algae
4. Cholera vibrio cholera
5. Zooplankton
6. North American comb jelly
7. Zebra mussels

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BWM D1, D2, B4 STANDARD

D1- BALLAST WATER EXCHANGE STANDARD

1. Ballast water exchange shall be done with an efficiency of 95 % volumetric

exchange of ballast water
2. If pumping through method is used then pumping through 3 times the volume of
each ballast water tank shall be considered to achieve 95 % volumetric
exchange. Pumping through less than 3 times is accepted provided ship can
demonstrate that atleast 95 % volumetric exchange is met.

D2 – BALLAST WATER PERFORMANCE STANDARD

Ship conducting ballast water management shall discharge less than

1. 10 viable organisms/m3 if organisms > 50 micrometer in minimum dimension
2. 10 viable organisms/ml if organisms < 50 micrometers and > 10 micrometer sin
minimum dimension.

And discharge of indicator microbes shall not exceed the the specified concentration
1. Toxicigenic Vibrae cholera (O1 and O139) < 1 cfu /100ml or
zooplankton samples <1 cfu/gm
2. Escherichia coli <250 cfu / 100ml
3. Intestinal intercocci < 100 cfu/ 100 ml

REG B4: BALLAST WATER EXCHANGE

A ship conducting ballast water exchange to meet the standard in regulation D-1 shall
1. whenever possible , conduct ballast water exchange atleast 200 nm from the
nearest land and atleast at 200 m water depth
2. if above is not possible than as far from the nearest land as possible but not
less than 50 nm from nearest land and water of atleast 200m depth.

Ø In sea areas where distance and depth doesnot meet the parameters then
exchange shall be carried out at designated areas by the port state.
G8 GUIDELINES
(2016 GUIDELINES FOR THE APPROVAL OF BALLAST WATER MANAGEMENT
SYSTEMS)
Reg D-3 of BWM convention requires that ballast water management systems shall be
approved by administration as per G8 guidelines.

Guidelines for administration or RO to asses whether the BW management

systems meet D-2 standards of BWM convention, in addition can be used as
guidance by manufacturers and ship owners on the evaluation procedure that
equipment will undergo and the requirements placed on bw management
systems.

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The guidelines include general requirements conserning

a)design and construction
b)technical procedures for evaluation
c) the procedures for issuance of type approval certificate
d)reporting to organization

GUIDELINES:

Ø TECHNICAL SPECIFICATIONS

1. BWMS should be effective in meeting D-2 standard and Ballast water discharged
following treatment should be safe for environment on short and long voyages(
i.e short and long intervals between treatment and discharge) regardless of
temperature.
2. BWMS shall be designed and constructed to mitiagate any danger to persons
onboard. Equipment that could emit dangerous gases shall have atleast two
independent means of detection ,audio visual alarm and shutdown.
3. Audible and visual alarms should be provided for indiacting failure of proper
operation of BWMS.

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4. All parts for maintenance should be easily accessible and schedule and
procedure for maintenance and troubleshooting should be clearly given in
Manuals.
5. Seals should be provided where necessary to avoid tempering of BWMS by
unauthorized person.
6. Bypass arrangement should be provided to carry out operation in case of
emergency , whenever such BWMS is bypassed audible and visual alarm should
activate and event is recorded by control and monitoring equipment.
7. Mathematical calculations should demonstrate that any up or down
scaling(increase or decrease in capacity after installation) of the BWMS will not
affect the functioning and effectiveness onboard.
8. BWMS should have control and monitoring system that will automatically
monitor and record operational data and also adjust treatment dosage
automatically.
9. Equipment shall be able to produce report of self monitoring parameters for
official inspection and also store data for min 24 months.

Ø TYPE APPROVAL PROCESS

1. Manufacturer should submit documents containing technical specification,
manuals, safe handling information and hazards, system limitations, operation
and functioning information including water quality and parameters
necessary for operation of the system to the administration.
2. Following administration pre-test evaluation ,BWMS should undergo land
based,shipboard, and other tests.
3. If BWMS comply all the guidelines , “TYPE APPROVAL CERTIFICATE” issued by
administration which consist of following details,
Name,manufacturer, model,administration,Rated capacity, limiting
condition-temp/[Link].
4. The limitation of BWMS and type approval testing parameters should be
documented on the type approval certificate.
5. The system design limitation should be specified in a table that identifies each
water quality, operational parameters with low and high parameters.
A type approval report should be submitted to organization and made available to
public and member states.

INSTALLATION REQUIREMENTS
1. Sampling facilities should be provided as per G2 guidelines
2. Provision for bypass should be provided.

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INSTALLATION SURVEY AND COMMISIONING PROCEDURE

Administration should verify following documents and procedures before
issuing international ballast water management certificate

Prior installation
1. Type approval certificate
2. Operation, maintenenance and safety manual
3. Ballast water management plan
4. Installation,instrumentation,piping drawing and specifications.
5. Installation commissioning procedures.

After installation
1. installation carried out as per technical installation specifications and piping
drwings.
2. BWMS is in conformity with type approval certificate.

TESTING REQUIREMENT
A) 3 consequetive Onboard test cycle for D-2 compliance checking valid for 6
months.
B) 5 consequetive land based test cycle to determine biological efficacy and
environmental acceptability.
C) testing should be carried out in full range of salinities(FW,marine, Brackish
water) and temperature range of 0-40 deg for SW and 2 to 40 deg for FW.
C) All electrical and electronic equipment should be tested in accordance with IACS
requirements.

G9
(PROCEDURE FOR APPROVAL OF BALLAST WATER MANAGEMENT SYSTEMS
THAT MAKE USE OF ACTIVE SUBSTANCES)

To comply with ballast water management convention reg D-3 ,systems which uses
one or more active substances shall be approved by the organization , based on the
procedure developed by organization.

These procedures is provided as a safeguard for the sustainable use of Active

Substances and Preparations.

Requirements:
1. The proposal for approval of an active substance or preparation should contain
chemical identification and description of chemical components along with MSDS.
2. Physical and chemical properties for active substances
3. Data on effect on aquatic plants, fish and other organisms, data on mammalian
toxicity,data on environmental fate under aerobic and anaerobic conditions
1. Persistency(half life under relevant condition is tested),biodegradation screening
(readily degradable test, bio accumulation, and toxicity test should be conducted

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2. ESD (quantifies emissions of chemicals in water,air,soil or solid) should be
provided by the applicant.
3. maximum dosage and maximum allowable discharge concentration of active
substances should be described in the instruction by manufacturer and are not
to be exceeded at any time.
4. A human exposure scenario(HES) should be provided by the applicant as a
part of the risk assessment procedure for ballast water management systems.
5. Toxicity acute and chronic testing of treated ballast water to be carried out with
multiple test species like fish,invertebrae and plants. For basic approval process
testing is done in laboratory by simulating ballast water discharge, for final
approval , discharge toxicity testing shall be performed as a part of the land
based type approval process using the treated ballast water discharge.

The test results to be provided include: acute 24hr,48 hr,72 hr and 96 hr

lethal concentration at which x% of the test organisms die, chronic no
observed effect concentration, no observed adverse effect concentration ,
effect concentration at which x% of test organisms show effect.
6. Risk characterization and analysis should be carried out by assessing rate of
biotic(living) and abiotic degradation of active substances and preparations
under aerobic and anaerobic conditions should be assessed.
7. Partition coefficient(water loving or fearing) shall be tested.
8. Bioaccumulation test should be carried out to check accumulation of active
substance or preparation in an organisms.

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EVALUATION:
1. technical group should evaluate the physical ,chemical
hazards,MSDS,mammalian toxicity data, to ensure that active substances,
preaparation or the chemical formed in the treatment of ballast water should not
create any unreasonablr risk to the ship and personnel.
2. The organization should determine that the active substances,preparation,
relevant chemicals are not persisitent ,bioaccumulative and toxic. criteria is
given in a table of procedure.

APPROVAL
BASIC APPROVAL
1. Manufacturer submit to member of the organization
2. Member of organization submits application to organization
3. Organization submits data to IMO technical group where risk
characterization and analysis carried out and futher details if required is
requested from the member of organization. Technical group should make a
written report and forward it UN,Members of organization,IGO,NGO prior to
the consideration by MEPC.
4. MEPC should decide whether to approve proposal or to introduce any
modification.
5. Member of organization that submitted the application should inform in
writing the applicant about the decision made with regard to respective
active substance.

FINAL APPROVAL
1. Member of organization submitting an application conduct Type approval
test as per G8 guidelines.
2. The results of residual toxicity test should be conveyed to the organization.
3. Organization will give the final approval.

BALLAST WATER MANAGEMENT (LATEST STATUS)

NEW REG B-3 IN MEPC 71ST SESSION

Compliance with D-2 standard is as follows
1. existing ships-
a) on 1st IOPP renewal survey if completed after 8 sept 2019
b) on 1st iopp renewal survey if completed after sept 2014 bt before 8 sept
2017
c) 2nd IOPP renewal survey if 1st completed after 8 sept 2017 bt before 8 sept
2019

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2. for ships build before sept 2017 (including initial iopp survey) and
delivered after that date
a) 1st iopp renewal survey

3. for existing ships to which iopp renewal survey doesnot apply

a) by 8th sept 2024

4. For ship constructed on/after 8 sept 2017

a) from 8 sept 2017

DIFFERENCE BETWEEN IMO AND USCG REQUIREMENT

Ballast water discharge control in US are implemented under USCG and US EPA
(environment protection agency)

Ø US environment technology verification (ETV) methodology measures

number of living organisms whereas convention G8 guidelines measures
viable organisms.
Ø US TRO (Total residual oxidant) requirement in ballast water discharge is <
ppm and IMO <0.02 ppm
Ø US test requirement for approval: 5 onboard 5 ashore , IMO 3 onboard 5
ashore
Ø US uses Vital stain method, IMO uses most probable number (MNP) method Ø
BWTS approved by foreign adminsitrations but not approved by USCG will be view
that as AMS (alternative management system) and will be given
extension of 5 years)

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CLC, 92
(International convention on civil liability for oil pollution damage ,1992)

area under territorial seas and EEZ upto 200

miles, Flag state issue CLC certificate.

previous 3 mil SDR

previous 420 million SDR per ton

Now 89.77 mil SDR max, previously 59.7 mil SDR max
Ø Pollution damage means a) loss or damage caused outside the ship by
contamination resulting from escape or discharge of oil from ship, wherever
such escape or discharge may occur, provided that the compensation for
impairement of the environment other than loss of profit from such impairment
shall be limited to costs of reasonable measures of reinstatement actually
undertaken or to be undertaken b) the cost of preventive measures and further
loss or damage caused by preventive measures.
Ø Ship means any sea going vessel or sea going craft of any type whatsoever
constructed or adapted for carriage of oil in bulk as cargo , provided that a ship
capable of carrying oil or other cargoes shall be regarded as a ship only when it
is actually carrying oil in bulk as cargo and during any voyage following such
carriage unless it is proved that it has no residues of such carriage of oil in bulk
aboard .
Ø Oil means any persistent hydrocarbon mineral oil such as crude oil, fuel oil,
heavy oil, heavy diesel oil and lubricating oil , whether carried onboard a ship as
cargo or in the bunkers of such a ship.
Ø Convention applies to pollution damage caused in the territory , including
territorial sea and exclusive economic zone and preventive measures ,
wherever taken.

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Ø Exceptions: if owner proves that the damage has
• resulted from an act of war or natural phenomenon of an exceptional ,
inevitable and irresistible character
• Caused by an act or omission done with an intent to cause damage by a
third party
• Caused by negligence or other wrongfull act of any government or
authority responsible for the maintenance of navigational aids or by the
person who suffered loss

Ø Limitation of liability:
• 4,510,000 SDR for ships < 5000 GT
• 631 SDR per ton increase for ships >5000 GT
• maximimum aggregated amount 89,770,000 SDR

Ø The registered owner of a ship having a gross tonnage > 2000 , shall require to
maintain insurance or other financial security , such as guarantee of bank or
certificate delivered by an international compensation fund, in the sums fixed
by applying the limits of liability to cover his liability for pollution damage.
Ø Rights of compensation under this convention extinguishes unless an action is
brought within 3 years from the date of incident which caused the damage.
Ø Certificate of insurance or other financial security in respect of civil liability for
oil pollution damage.
Details of the ship and name, address of the registered owner
Type of security
Duration of security
Name and address of the insurer

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FUND CONVENTION
(International convention on the establishment of an international fund for
compensation for oil pollution damage ,1992)

Aim: To provide compensation for pollution damage to the extent that the
protection afforded by 1992 liability convention is inadequate.

Ø Fund shall pay compensation to any person suffering from pollution damage if
such person has been unable to obtain full and adequate compensation for the
damage under the terms of CLC, 1992
• Because no liability for damage arises under the 1992 liability
convention
• Because financial security under CLC 92 doesnot cover or is
insufficient to satisfy the claims for compensation for damage.
• Because damage exceeds owners liability under CLC,92.

Ø LIMITATION:
• Total compensation payable under CLC 92 plus Fund < 203,000,000
SDR
• Total compensation payable for pollution damage resulting from
natural phenomenon < 203,000,000 SDR earlier 135 million SDR in 1992
• Maximum compensation -300,740,000 SDR. If 3 parties are involved earlier 200 million SDR
with more than/equal to 600 million tons of oils distributed in as in 1992.
preceding year.

Ø The International oil pollution compensation supplementary fund,

2003
• a supplementary fund shall pay compensation if compensation
payable under 1992 Fund is inadequate.
• Limit: Total CLC compensation+Fund compensation + supplementary
fund < 750 Million SDR

Ø Contributions in fund and supplementary fund:

• Annual contribution shall be made in respect of each contracting state by
any person who in a calendar year has received >150,000 tons of oil.
• Assembly decides the total amount of contributions to be levied based on
administration expenses, claims ,and on basis of that decision, the director
shall , in respect of each contracting state , calculate for each person the
amount of his annual contribution per million Ton of contributing oil
received 1,000,000 tons oil
Note: Person” means any individual or partnership or any public or private
body, whether corporate or not, including a State or any of its constituent
subdivisions.

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BUNKER CONVENTION,2001
(CIVIL LIABILITY FOR BUNKER OIL POLLUTION DAMAGE,2001)

APPLY: Applies exclusively to pollution damage caused in the territory, including

territorial sea and exclusive economic zone of a state party and it doesnot apply to
pollution damage as defined in the CLC,92, whether or not compensation is payable in
respect of it under that convention.

Pollution damage : means loss or damage caused outside the ship by contamination
resulting from the escape or discharge of bunker oil from the ship, wherever such
escape or discharge may occur, provided that the compensation for impairement of the
environment other than loss of profit from such impairment shall be limited to the cost
of reasonable measures of reinstatement actually undertaken or to be undertaken and
b) the cost of preventive measures and further loss or damage caused by the
preventive measures.

Bunker oil: means any hydrocarbon mineral oil , including lubricating oil , used or
intended to be used for the operation of propulsion of the ship and any residues of
such oil.

Ship: Means any seagoing vessel and seaborne craft of any type whatsoever.

Compulsory insurance:
Ø The registered owner of a ship having a gross tonnage > 1000 , shall require to
maintain insurance or other financial security , such as guarantee of bank or
other similar financial institution , to cover the liability of registered owner for
pollution damage in an amount equal to the limits of liability under an applicable
national or international limitation regime but in all cases not more than an
amount calculated in accordance with LLMC ,1976.
Ø Claims may be brought directly against the insurer.

• Time limit: Right to compensation is extinguish unless an action is brought

within 3 years from the date when damage occurred.

• When an Incident involving two or more ships occurs all shipowners

involved are jointly liable.

Certificate:
Ø A certificate of insurance or other financial security in respect of bunker
convention issue by Administration or RO.
Content:
1. Details of ship and registered owner
2. Type of security
3. Duration and effective date of security
4. Name and address of the insurer

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Difference between bunker convention and CLC?

• Liability is imposed not just on the ’shipowner’, but also on the “bareboat
charterer, manager and operator of the ship” all of whom are jointly and
severally liable under the convention.

• There is no ’special’ or free-standing limit of liability for bunker pollution

claims. In the event of such an incident, such claims must share whatever
fund that is available under the 1976 limitation Convention

• It is a single-tier regime which is not augmented by ‘top-up’ conventions such as

the FuND Conventions.

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LLMC, 1976
(convention on limitation of liability for maritime claims,1976)

Ø Owner , charter , manager, operator and salvors are entitled to limit liability.
Ø Claims subject to limitation:
• Loss of life or personal injury or loss or damage to property
• Loss resulting from delay in the carriage of cargo, passenger or their
luggage
• Loss resulting from infringement of rights other than contractual
rights
• Wreck removal
• Removal, destruction or rendering harmless of the cargo of ship
• Claim of person in respect of the measures taken in order to minimize
loss , and further loss caused by such measures.

Ø Exemption
• Claims for salvage including claim for special compensation under
article 14 of salvage convention ,1989
• Claims for oil pollution within clc ,69 and any other amendment
protocol thereon
• Claims against ship owners of nuclear ships against nuclear damage

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Ø Limits of liability:
• For loss of life or personal injury
I. 3.02 million SDR for ships < 2000 GT
II. 2001-30000 tons – 1208 SDR /ton+3.02 million
III. 30001- 70000 tons- 906 SDR/ton+3.02 million
IV. >70000 tons- 604 SDR/ton
• any other claim LIKE property dmage
• 1.51 million SDR for ships < 2000 GT
• 2001-30000 tons – 604 SDR /ton+1.51 million
• 30001- 70000 tons- 453 SDR/ton+1.51 million
• >70000 tons- 302 SDR/ton

Ø limits for passenger claims

• for loss of life or personal injury to passenger of a ship
I. 175000 SDR multiplied by number of passenger ship authorized to
carry according to ships certificate

INTERVENTION CONVENTION
▪ Adoption: 29 November 1969; Entry into force: 6 May 1975
o The Convention affirms the right of a coastal State to take such measures on the high seas as may be
necessary to prevent, mitigate or eliminate danger to its coastline or related interests from pollution by
oil or the threat thereof, following upon a maritime casualty.

o The coastal State is, however, empowered to take only such action as is necessary, and after due
consultations with appropriate interests including, in particular, the flag State or States of the ship or
ships involved, the owners of the ships or cargoes in question and, where circumstances permit,
independentexperts appointed for this purpose.

o The 1969 Intervention Convention applied to casualties involving pollution by oil. In view of the
increasing quantity of other substances, mainly chemical, carried by ships, some of which would, if
released, cause serious hazard to the marine environment, the 1969 Brussels Conference recognized the
need to extend the Convention to cover substances other than oil.
BASEL CONVENTION

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AFS
(International convention on the control of harmful antifouling systems on
ships, 2001)
EIF- 17 sept 2008

Ø AFS convention stipulates that from 1 Jan 2008 , ships (except fixed or floating
platforms, FSUs, FPSOs that have been constructed prior to 1 Jan 2003 and that
have not been drydocked after 1st jan 2003) shall not bear any antifouling
system containing organotin compounds on the hull or external sufaces.
Alternatively if non compliant system have not been removed , a barrier or
sealer coating which prevents leaching of such non compliant systems shall
have been applied.
Ø Ships > 400 GT and engaged on international voyages shall be issued
International antifouling system certificate (IAFSC) supplemented by record
of AFS after survey if comply as per requirement of this convention.
Ø Validity of IAFSC – if AFS of vessel is changed but not endorsed or change of
flag
Ø Ships > 24 m length but < 400 GT are required to carry declaration of
antifouling system.
Ø AFS convention provides for inspection of ship and detection of violation by
PSC.
Content of IAFSC:
1. Verification that AFS controlled by AFS convention has not been applied
during or after construction
2. If applied previously then date of removal of AFS controlled by AFS
convention
3. If AFS covered by sealant then name of selant and date of application
4. Date of application of AFS controlled and date date by which it should be
either removed or covered.

Content of Record of AFS

1. details of application of AFS,date
2. name of the yard and AFS manufacturer
3. colours
4. type of sealer coat if applicable
5. active ingredients and their chemical abstract service registry number (CAS)
6. endorsement of record

FAL CONVENTION
(convention on facilitation of international maritime traffic ,1965)

The Facilitation Convention (FAL) contains rules for maritime transport —

including customs formalities, provisions on shore leave, and the treatment of
seafarers and passengers whilst the ship is in port.

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PURPOSE: To facilitate maritime traffic by simplifying and reducing to a minimum the
formalities ,documentary requirements procedures on the arrival , stay, and departure
of ships engaged in international voyages.
Convention:
Ø It consist of
• standards – necessary and practicable measures to facilitate
international maritime traffic
• Recommended practices: desirable measures to facilitate
international maritime traffic
Ø Standard documents required on arrival or departure of ships
1. General declaration
2. Cargo declaration
3. Ships stores declaration
4. Crews effect declaration
5. Crew list
6. Passenger list
7. Dangerous good manifest
8. Maritime declaration of health
9. Document required under universal postal convention for mail
10. Security related information
11. Cargo information for risk assessment
12. Advance notification of waste delivery

Standard forms for above have been developed which are given in appendix 1 of the
convention
Ø The maximum data required in each forms is given.
Ø The maximum number of copies of each document in arrival and departure is
given
Ø No fees shall be charged by government for clearing the ship in connection
with these documents
Ø Correction in error of documents shall be allowed without causing any delay to
the ship.
Ø Special measures of facilitation for ships calling in ports in order to put sick or
injured person.
Ø It contains the provisions conserning the formalities required by crew ,
passenger on arrival and departure.
Ø Measures to facilitate clearance of cargo ,passenger,crew and baggage Ø
Special measures for marine transport of disabled or elderly person Ø
Facilitation for ships engaged on cruises and for cruise passengers.
Ø Special measures for facilitation of passengers in transit.
Ø Measures for facilitation of shore leave.
Ø Systems for electronic exchange of information
Ø Preventive measures for stowaways, Humane treatment for and reporting to
IMO
Ø Contains provisions regarding formalities for clearance of cargo
Ø Provisions for simple documentation for shipment of animals , plants.
Ø Provisions for normal services at pot after arrival of ships to avoid delays
Ø Each contracting government should establish national maritime transport
facilitation programme to adopt measures to facilitate the movement of
ships,cargo, passengers, mail, and stores, by removing unnecessary obstacles

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and delays.
Ø It contains all certificates and documents to be carried onboard,
Ø standard shipping marks to identify cargo.

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HONGKONG RECYCLING OF SHIPS

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CONTENT OF SHIP RECYCLING PLAN

1. Pre arrival elements

2. Arrival of ship
3. Management of hazardous materials
4. Safe for entry and safe for hot work procedures
5. Dismantling sequence
6. Other necessary elements
7. Attaching a copy of DASR

1. Prearrival elements:
• Description of preparatory work such pre-treatment, identification of
potential hazards and removal of stores at ship recycling facility
identified in SRP and any other location apart from tht.
• SRP should include location where ship will be placed , consice plan for
arrival, and safe placement of ship to be recycled.

2. Arrival of ship:
• SRP should describe the procedure that ship recycling facility will
follow to conduct a walk through (on-board check) of the vessel to
identify any potential environmental or safety issues.

3. Management of hazardous materials:

• How the type and amount of hazardous materials will be managed.
• Specify facility’s approach for managing each hazardous materials

4. Safe for entry and safe for hot work procedures

• SRP should describe in detail how safe for entry and safe for hot work
procedures described in SRFP will be implemented on ship.

5. Dismantling sequence:
• Dismantling sequence to remove maximum hazardous materials prior to
and during cutting activities.

6. Other necessary elements

• Any other specific procedures which is not included in SRFP to deal
with unique aspects of the ship.

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LOADLINE CONVENTION

Many ships have been lost as a result of overloading. This convention regulates how
much cargo may be loaded on a particular ship taking into account the season, size and
construction of the ship, when arriving at , sailing through, or putting to SEA in different
loadline Zones.
Loadline convention was adopted to establish uniform principles and rules with
respect to the limits to which ships on international voyages may be loaded having
regard to the need for safeguarding life and property at sea.

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There are 2 annexes Annex A- consist of articles of convention and annex B- contains
annexes I-IV
Annex A:
• Exemption

Ø International loadline exemption certificate may be issued by

administration to
1. A ship which is not normally engaged on international voyages but which in
exceptional circumstances , is required to undertake a single international
voyage , provided it complies with all safety requirements as per
administration.- certificate valid for max 5 years
2. ship which embodies features of a novel kind and application of provision of
convention might seriously impede research into the development of such
features- certificate valid for single voyage

The administration shall communicate to IMO particulars of the exemption

and reasons for same to IMO and organization shall circulate to the contracting
government for information
Ships engaged on international voyages between the near neighbouring ports of
two or more states so long as they remain on such voyages, if the government of
such port shall be satisfied that the conditions of such voyages make it
unreasonable or impractical to apply the provisions of the convent

• FWA
Ø When a ship is in fresh water of unit density the appropriate loadline may be
submerged by the amount of the fresh water allowance shown on the ILLC. The
allowance should be made proportional to the unit density and 1.025 where
density is between.
Ø When a ship departs from port situated on a river or inland water , deeper
loading shall be permitted corresponding to the weight of fuel and other
materials required for consumption between point of departure and sea.

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• Surveys:
Ø Initial survey- issue of loadline certificate
Ø Annual survey
Ø Renewal suvey-5 years

• Ceasure of loadline certificate

Ø Material alteration have taken place in the hull or superstructures of the
ship such as would necessitate the assignment of increased freeboard
Ø The fittings and appliances for the protection of openings guard rails,
freeing ports and means of access to crew's quarters are not maintained in
an effective condition;
Ø the freeboard marks are not correctly indicated
Ø Any repair modification or alteration is made to the ship hull or structure
which would affect the assigned freeboard but not reported to
administration.
Ø Certificate is not endorsed.
Annex B

Annex I- regulation for determining Loadlines

chapter I- General
Ø Freeboard: distance measured vertically downwards amidships from
upper edge of the deck line to the upper edge of the relatedloadline
Ø Freeboard deck: is normally the uppermost complete deck exposed to
weather and sea , which has a permanent means of closing all openings in
the weather part thereof , and below which all openings in the sides of the
ship are fitted with permanent means of watertight closing.
Ø Deck line: deckline is horizontal line 300 mm in length and 25 mm in
breadth . it is marked amidship on each side of the ship , and its upper
edge should normally pass through the point where the continuation
outwards of the upper surface of the freeboard deck intersects the outer
surface of the shell . the location of reference point and identification of
freeboard deck is indicated on ILLC.
Ø Loadline mark: 300 mm in outside diameter and 25 mm wide which is
intersected by a horizontal line 450 mm in length and 25 mm in breadth,
the upper edge of which passes through the centre of the [Link] of
ring is placed amidship and at a distance equal to the assigned summer
freeboard measured vertically below upper edge of the deck line.

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Ø Loadline marks:

Ø
Ø The Fresh Water Load Line in summer indicated by the upper edge of
a line marked F. The difference between the Fresh Water Load Line in
summer and the Summer Load Line is the allowance to be made for
loading in fresh water at the other load lines.
Ø Timber freeboard

Ø Details of marking:

the ring , lines and letters are permanently marked (welded) and
painted in white or yellow on a dark ground or in black on a light
ground.

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CHAPTER II- CONDITIONS OF ASSIGNMENTS:
The principle factors that are taken into consideration for all ships may be summarised as follows:
Ø the strength of the ship;
Ø the reserve buoyancy;
Ø the physical means of preventing entry of water into the hull;
Ø the safety of the crew on the weather deck;
Ø the potential wetness of the weather deck;
Ø stability in the normal loaded condition (Intactstability criteria is
specified in this part of the schedule);
* the degree of subdivision and stability after
suffering prescribed damage.

These are the conditions which must be met before a freeboard is

assigned to a ship and shall be maintained thereafter to retain the ILLC.
These conditions are described in the record of condition of assignment.
Record of condition of assignment will consist of a sketch consisting of
dimensions of superstructures, trunks, deckhouse, machinery casing,
crew protection, closing arrangements etc and each details will be given
giving reference in the sketch and also regulation number.

Ø Master of ship shall be supplied with trim and stability booklet and loading
manual approved by administration. If inclining experiment for a ship is
considered as unsafe by administration then its lightship characteristics shall
be determined by detailed weight estimate confirmed by light weight survey.

Ø Bulkhead at end of exposed end of encosed superstructures shall be of an

acceptable level of strength
Ø All access openings in of superstructure shall be fitted with gasketed
permanenent steel doors of adequate strength. Door shall be opened outward
to provide additional security against impact of sea. Height of the sills- 380
mm above the deck.
Ø Two positions of hatchways, doorways and ventilators are defined Position
1: -upon exposed freeboard deck, raised quarter deck and upon
exposed superstructure deck situated forward of a point located a quarter of the
ships length from forward perpendicular and exposed freeboard deck on rest of
the length of the ship

Position 2: Upon exposed superstructure deck situated abaft of quarter of the

ships length from the forward perpendicular and located atleast one standard
height of superstructure above the freeboard deck.

Upon exposed superstructure decks situated forward of a point located a

quarter of the ships length from the forward perpendicular and located

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atleast two standard heights of superstructure above the freeboard

deck.(standard height given in reg 33)
importance is that all openings on position 1 wil have more sill height
requirement than position 2.

Ø Hatchways shall be fitted with steel hatch covers and shall be weather tight
and fitted with gaskets and clamping device. Coaming of hatchways shall be of
substantial strength and their height in Pos 1 > 600mm, Pos 2 > 450 mm.
Minimum design load of the hatchcovers shall be as per regulation.
Ø Machinery space opening shall be propely framed and enclosed by steel
casing of ample strength. sills height>=600mm Pos 1, 380mm Pos 2.
Ø All openings on feeboard deck shall be weathertight.
Ø All ventilators shall have steel coaming of height >=900mm Pos 1, >=760mm
Pos 2.
Ø Air pipes shall be atleast 760 mm on freeboard deck and atleast 450 mm on
superstructure deck. Air pipes shall be provided with auto closing device.
Ø Cargo ports and other openings on sides of the ship bellow the freeboard
deck shall be so designed to ensure same watertightness and structural
strength as the surrounding shell plating.
Ø Scuppers and discharge pipes penetrating the shell shall be provided with non
return valve at the shell if the opening is more than 450mm below freeboard
deck or less than 600mm above summer load waterline. All shell fitting and
valves shall be steel, bronze or other ductile material, cast iron or similar
materials are not acceptable. Sea water inlet and discharge valves in engine
room shall have open and close indication.
Thickness of scuppers and discharge pipes shall be as per the regulation.
Ø Windows shall not be fitted below the freeboard deck, sides of enclosed
superstructure, deckhouses.
Ø Guardrails shall be fitted around all exposed decks. Height of guardrails atleast 1
m from [Link] rails on superstructure and and freeboard decks shall have
atleast 3 courses. Opening below the lowest guardrail shall not exceed 230 mm
and others shall not be more than 380 mm apart.
Ø Means of Safe passages shall be provided for the protection of the [Link]
Deck passages,gangway, walkways shall be as per the regulation.
Ø Reg 26 gives special conditions of assignment for type A ships. It gives
requirement of protection of machinery casings, open rail shall be fitted for
whole length of the exposed part of the freeboard deck.

Assignment of freeboard

1. condition of assignment as per above

2. assignment of freeboard
Ø two types of ships are considered
1. Type A- ships
• designed to carry only liquid cargo in bulk
• have only small access openings to cargo compartment closed by gasketed
steel covers
• low permeability of loaded cargo compartment

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2. Type B : ships other than type A. 3.

Summer freeboard for type A ship shall be determined as follows

1. from table A ascertain Ships tabular freeboard.(24m-365m L)

2. Following correction to tabular freeboard shall be done

I. Correction for Block coefficient- if Cb>0.68

Tabular freeboard x (Cb)+0.68
1.36
note: larger Cb causes increase in underwater volume , so
displacement increases, therefore freeboard must be increased to
increase the reserve buoyancy for greater displacement.

II. Correction for depth -If L/D <15- freeboard is increased

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III: CORRECTION FOR DECK LINE

IV: CORRECTION FOR AMOUNT OF SUPERSTRUCTURE-

FREEBOARD reduced as additional reserve buoyancy is available.

V: CORRECTION FOR VARIATION FROM STANDARD SHEER PROFILE

Standard ship has a parabolic sheer profile attaining a specific height at each end of the
ship. Ship with excess sheer is given a reduction upto maximum of 125 mm/100m
length of ship.

VI: CORRECTION FOR MINIMUM BOW HEIGHT

NOTE: for type A ships

• If >150 m length and designed to have empty compartment when loaded to
summer load waterline, ship to be capable of remaining afloat after flooding of
one of these compartments
• If >225 m, Machinery space shall be considered as empty compartment with
permeability 0.85.

The assigned (Summer) freeboard is measured from the top edge of the plimsoll
line (which corresponds to the top edge of the Summer line) to the top edge of the
deck line.

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MULTIPLE LOADLINE

Ø Maximum number of loadlines that may be requested by owner at a time is 5.

Ø The owner must send request to the administration indicating number of
additional loadlines being sought and the reduced freeboard deadweight
measurements.
Ø Once Authorizartion is given by the administration , the classification society will
be authorized to carry out necessary geometric , strength and stability
calculations and perform the required survey and issue full term certificates for
each loadline freeboard assignment and forward copies to administration.
Ø An “ASSIGNMENT BOOK “ will be issued by administration containing data
pertaining to freeboard assignments, pages for endorsement by the class
surveyor and instruction to be followed when changing from one loadline
freeboard assigned to another.
Ø New marks are to be verified by class surveyor and then sign the assignment
book and indicate the certificate in use. All other certificates to be kept in sealed
envelop which can only be opened by class surveyor or master when authorized
by administration.

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Ø If surveyor not available at that port, administration may authorize master to

perform procedure for changing loadline, the event must be recorded in deck
Log
Ø At next port when surveyor is available he must verify the mark, ships
condition and ILLC in service and endorse Assignment book and ensure all
other certificates are kept in sealed envelop.

LOADLINE SURVEY
The preparation for a loadline survey will involve ensuring that the hull is water tight
below the freeboard deck and weathertight above it ( CARGO LID ON TANKERS SHOULD
BE WATER TIGHT)

Following checks shall be conducted prior to survey.

Record of condition of assignment should be taken and all the items given shall be
checked first for damage, corrosion, proper operation.

1. Derust and repaint deck line, loadline mark.

2. Ensure no alteration has been carried out to the hull or superstructure.
3. Check that all access openings at the ends of the superstructures are in good
condition . All dogs, clamps, and hinges should be free and greesed. Gaskets and
other sealing arrangements should not show any signs of perishing, cracking.
Ensure that doors can be opened from both sides. Ensure that door labels to be
kept closed at sea are in place.
4. Check all cargo hatches and acceses to hold for weather tightness. Securing
devices such as clamps , are to be well in place and greesed and adjusted to
provide optimal sealing. Replace hatch cover seals if necessary.
5. Inspect all machinery space openings on exposed decks.
6. Check that manhole doors on freeboard deck are capable of being water
tight.
7. Check all ventilator openings weather tight closing appliances and coamings.
8. Check All air pipes permanent means of closing and coaming.
9. Side scuttles(port holes) below freeboard deck or to spaces within enclosed
superstructures must water tight.
10. Check scuppers(freeing ports) and their closing arrangements in good
condition.
11. Check that there are means provided to minimize water ingress through
spurling pipes of chain locker.
12. Ensure all non return valves on overboard discharges are effective.
13. Bulwarks and guard rails are in good condition

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14. Check guardrails, gangways, walkways are in good condition.
15. Ensure Record of condition of assignment, Assignment book (if multiple
loadlines) and ILLC are available for inspection.

SURVEY ITEMS ENGINE ROOM

1. Overboard valve condition(CORROSION ,PITTING,DAMAGE) and gland for
valves
2. Stub piece for overboard valves – last thickness gauging
3. Sea water pipes – joints, elbows for pressure gauges, leakages,
4. Sounding pipes , caps and self closing arrangements
5. Seachest and sea chechest valve condition
6. Remote operation of seachest valves
7. No pipe doublers, soft patches , cement box
8. Emergency bilge suction
9. Direct bilge suction
10. Visual inspection of side shell operation of hydraulic S/W valve if any for
ballasting/deballasting.
INITIAL SURVEY
1. Examine intact and damage stability information ,loading and ballasting
information supplied to the master.
2. Determining freeboard, including specifying and the consideration of
condition of assignment
3. Witnessing inclining experiment or light weight survey.

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LOADLINE MARK

Ø All plimsoll marks measured from top of the deck line

Ø Why FWA given:
• FW has density of 1.0 which is less than density of sea water which is
1.015. This means that if a ship has been loaded in river port with FW , she
will have more buoyancy and will float higher once she reaches open sea.
This is called rise.
• For maximum draft purposes , ILLC applies only to immersion in open
sea. Therefore FWA is also given in ILLC certitificate.
Ø How is density measured:
• By hydrometer. It is glass tube with bulb in the middle and scale from 0
at the top to 25 just above the bulb.
• In Fresh water tube will be immersed till 0 and in sea water it will be
floating on 25.

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SCOPIC CLAUSE
(SPECIAL COMPENSATION P&I CLUB

Ø “Scopic clause” is supplementary to any Lloyd’s Form Salvage Agreement “ No

cure-No Pay” which incorporates the provisions of “Article 14” of the
international convention on salvage,1989.
Ø Invoking SCOPIC clause:The contractor have option to invoke SCOPIC clause at
anytime by written notice to the owners of vessel, regardless of whether there is
a threat of damage to the environment or not. assessment of SCOPIC
remuneration shall commence from the time written notice is given
and Services rendered before written notice to invoke SCOPIC shall be
calculated in accordance with the acticle 13 of convention.
Ø Security for SCOPIC remuneration: owner to provide initial security(bank
guarantee or P&I letter) within 2 working days after scopic clause is invoked for
an amount of $3 million usd inclusion of interest and cost. Security will be
increased or decreased based on the assessment by contractor and owner during
the salvage.
Ø Remuneration mean total of the tariff rates of the personnel, tugs,portable
salvage equipment, out of pocket expenses and bonus due. Out of pocket
expenses means money reasonably paid to any third party includes the hire of
men,tugs,equipment used and other expenses.
Ø In addition to the rate set out for all the expenses made by contractor, the
contractor shall be entitled to a standard bonus of 25%.
Ø Article 13 award-salvage services shall continue to be assessed in accordance
with article 13 , even if scopic is invoked. Scopic remuneration assessed will
be payable only by the owner of the vessel and only to the extent it exceeds the
total article 13 award(or no article 13 award) payable by all salved interests
(cargo,bunker ,stores ,lub) before interest and cost even if the article 13 award
not recovered.
If scopic clause is invoked and article 13 award is greater than the assessed
scopic remuneration then , the article 13 Award will be discounted by 25% of the
difference between article 13 award and scopic remuneration that would have
been assessed had the scopic been invoked on the 1st day services.

NOTE: PROPERTY SAVED

1. article 13 award > scopic --- remuneration paid will be (article 13 award) –
25%(difference of article 13 and scopic remuneration)
2. article 13 < scopic remuneration----remuneration will be paid total of scopic
remuneration(article 13 award will be paid by all interests and excess amount
will be paid by owner of vessed)

PROPERTY NOT SAVED

Article 13 Award =0
Award paid as per scopic remuneration calculation by the owner of vessel.

Ø As soon as scopic clause is invoked owner may appoint shipowners casualty

representative(SCR) to attend the salvage operation and Hull and
machinery underwriter and cargo underwriter may appoint special
representatives.

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GENERAL AVERAGE:
SCOPIC remuneration in excess of Article 13 award shall be paid only by the owner
and should not be considered as GA contribution.

TARIFF RATE:
Tariff rate shall be as per appendix A of scopic.

APPENDIX B:
SCR shall be selected from SCR panel appointed by SCR committee comprising of
I. 3 representative of international group of P & I clubs
II. 3 rep from ISU
III. 3 rep from IUMI
IV. 3 rep from ICS.
SCR committee review tariff rates annually

Documentation during salvage

I. salvage masters daily salvage report
II. daily cost schedule by SCR
III. SCR final salvage report
IV. Scopic remuneration calculation sheet with scr comments

LSSA( Lloyds standard salvage and arbitration clause)

Contains clauses which gives details regarding ,notification to council and

other interests after salvage operation, appointment of arbitrator, procedure
for appeals and cross appeals, provision as to payment , Lloyd documents,
procedure for handling dispute under scopic clause.

Lloyds PROCEDURAL RULES

Give details of how the proceeding should be carried out once Lloyds council
appoints arbitrator and also power of arbitrator.

ARTICLE 14 OF SALVAGE CONVENTION,1989

If the salvor by his salvage operations has prevented or minimised damage to the
environment , salvor is entitled for a special compensation equivalent to his expenses
which can be increased to 30% to 100% of the expenses under certain circumstances,
and this it to be born by ship owners which will be paid by P&I club on his behalf.

Article 14 is only applicable in coastal and inland waters and only applied if there is a
threat to the environment.

ARTICLE 13 of salvage convention

It gives the criteria for fixing the reward for salvage operation which had a useful
results.

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Rewards are fixed based on salved value,skill and effort of salvor, nature of
danger,time and losses by salvor, risk of salvor.

Payment shall be made proportion to respective salved values by all interests.

LLOYDS OPEN FORM(2011)

LOF is a standard form of salvage agreement, No Cure, No Pay, approved and
published by the council of Lloyds
It contains the following details
1. Name of the salvage contractor
2. Property to be salved (excludes personal effects
3. Agreed place of safety
4. Agreed currency of any arbitral award and security(if not USD)
5. Date of this agreement
6. Place of agreement
7. Is scopic clause incorporated into the [Link]/no
8. Person signing for and on behalf of the contractor
9. Captain or other person signing on behalf the property

It also contains following details

A. Contractors basic obligation: to use best endeavour to salve the
property,prevent or minimise damage to environment and take
property to safe location as agreed in point #3.
B. Property owners duties: cooperate fully with the contractors in
providing vessels gear if needed,any information required, and
cooperate fully to obtain entry to the place of safety. Owner of vessel to
notify the owners of other property as soon as possible.
C. Right of termination: when there is no longer any reasonable prospect
of a useful result in accordance with article 12 or 13 , either the owner or
salvors are entitled to terminate the contract
D. Arbitration and LSSA clause: remunerations by arbitration London in
manner prescribed by Lloyds standard salvage and arbitration clause
and shall be governed by English law.
E. Contractor shall notify council of Lloyds within 14 days.
F. Council of Lloyds is entitled to make available the award

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SAR CONVENTION, 1979

(international convention on maritime search and rescue,1979)
Chapter 1: Terms and definitions
Seach and rescuer service: the performance of distress monitoring
,communication, co-ordination and search and rescue functions, including medical
advice and evacuationthrough use of public and private resources.
Rescue coordination centre: A unit responsible for promoting efficient
organization of search and rescue services and for coordinating the conduct of
search and rescue operations.
Search and rescue facility: any mobile resource, used to conduct search and
rescue.
Uncertainty phase- A situation wherein uncertainty exists as to safety of a person , a
vessel or other craft.
Alert phase: a situation where apprehension exists as to safety of person, vessel or a
craft.
Distress phase: A situation wherein there is a reasonable certainty that a person, a
vessel or other craft is threatened by grave imminent danger and requires immediate
assistance

Chapter 2: Organization and coordination

• Arrangements for provision and coordination of search and rescue
services
All parties shall
Ø participate in development of search and rescue services individually,
with other states or with organization as appropriate.
Ø follow minimum standard and guidelines developed by organization to
establish basic elements of search and rescue services like legal
framework, assignment of responsible authority, organisation of
resources,communication facilities, coordination and operational
function s, process to improve the services.
Ø Establish search and rescue regions and notified to IMO.
Ø Ensure assistance is given irrespective of nationality
Ø Forward to secretary general information on their search and rescue
services.

• Establishment of rescue coordination centres and sub-centres.

All parties shall
Ø Establish rescue coordination centres and subcentres operational
24hours and shall be so arranged to be able to receive distress alerts
originating from within its search and rescue region and shall be able to
maintain communication with persons in distress,with search and
rescue facilities and with other rescue coordination centres.
• Co-ordination with the aeronautical services.
Ø Parties shall ensure the closest practicable co-ordination between
maritime and aeronautical services.

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• Designation of search and rescue facilities- shall identify all facilities able to
participate in search and rescue operations and designate suitable facilities as
search and rescue units.
• Equipment of search and recue units- each search and rescue units shall be
provided with appropriate equipment and containers and packages containing
survival equipment for dropping to survivors should have nature of their
content marks as per guidelines by organization.

Chapter 3: co-operation between states

Ø A party should authorize(subject to national laws) rescue units of other
parties in their territory for the purpose of searching for maritime
casualties and rescuing the survivors. In such cases other party shall
transmit a request , giving full details of projected mission and need for
it.

Chapter 4: Operating procedures

Ø Each rescue co-ordination centres and sub-centres shall have upto date
information conserning search and rescue fcilities.,information of vessels
in its region,detailed plan of operation for conduct of search and rescue
operation, emergencies arising in their region.
Ø Any search and rescue unit receiving information of distress incident
shall immediately notify rescue coordination centres and sub centres.
Ø To determine appropriate operating procedures, rescue coordination
centres shall distinguish uncertainty phase,alert phase,distress phase
and initiate enquiries to determine safety of person, vessel.
Ø Appropriate search and rescue services shall be alerted.
Ø information should be passed to the person, vessle in emmergency
phase about the operation
Ø search and rescue operation shall continue unless all reasonable
hopes of rescuing survivors has passed.

Chapter 5: Ship reporting system

Ships reporting systems shall be establish which consist of reporting of sailing
plan,position report and final report of all vessels.

Resolutions of 1979 SAR convention

1. arrangements for provision and coordination of search and rescue
services.
2. Cost to ships of participation in ship reporting systems

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3. Need for an internationally agreed format and procedures for ship

reporting systems
4. Search and rescue manuals
5. Frequencies for maritime search and rescue
6. Development for global maritime distress and safety system
7. Harmonization of search and rescue services with maritime
metrological services
8. Promotion of technical cooperation

TONNAGE CONVENTION
(International convention on tonnage measurement of ships,1969)
into force- July 1989

PURPOSE: to establish uniform principles and rules with respect to the

determination of tonnage of ships engaged on international voyages.

Definition:
Gross tonnage: the measure of the overall size of a ship determined in accordance
with provisions of tonnage convention

Net tonnage: the measure of useful capacity of ship

Exceptions: ships of war, ships <24 m

Enclosed spaces: enclosed spaces are those spaces which are bounded by ships hull, by
fixed or portable partitions or bulkheads,by deck or coverings.

Excluded spaces: spaces which are not included in the volume of enclosed spaces.

Cargo spaces: cargo spaces to be included in the computation of Net tonnage are
enclosed spaces appropriated for the transport of cargo , and have been included in the
computation of GT. Cargo spaces shall be certified by permanent marking CC(cargo
compartment)
Determination of tonnage:
By administration or RO or by any other contracting government at the request of
administration.

Regulation for determining gross and net tonnage of ships.

Ø Tonnage of ships shall consist of gross and net tonnage.

Gross Tonnage:

GT=K1V

V- total volume of all enclosed spaces of ship in cubic meters

K1-0.2+0.02log10V (or as tabulated in Appendix 2)

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Net Tonnage:

K2 = 0.2 + 0.02 log10Vc (or as tabulated in Appendix 2), Vc

= total volume of cargo spaces in cubic metres,

D = moulded depth amidships in metres

d = moulded draught amidships in metres

K3=1.25+ GT+10000

10000

N1 = number of passengers in cabins with not more than 8 berths, N2 = number of other passengers,

Change of net tonnage:

1. change of V,Vc,d,N1,N2
2. change of flag
3. Alteration or modification which requires alteration of loadline

Calculation of volume:

1. volume shall be calculated irrespective to fitting of insulation.

2. Volume of appendages shall be included
3. Volume of spaces open to the sea may be excluded.

Certificate: International tonnage certificate(1969) Contents:

1. Issued under authority of…….full official designaton of
country(administration )… by …..RO….
2. ship particulars
3. GT and NT
4. Reduced tonnage= Net tonnage – segregated ballst tank tonnage
5. Spaces included in tonnage- above deck, underdeck
6. Excluded spaces
7. Number of passengers,draft,depth
8. Sign of owner/master of vessel

Other tonnage certificates: Panama canal tonnage calculation certificate by class Suez
canal tonnage calculation by class
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MARITIME LABOUR CONVENTION, 2006

WHY WAS MLC ADOPTED/NEEDED?

It is widely agreed that , given the global nature of the shipping industry,
seafarers need special protection , especially since he can be exempted from
national labour [Link] has promulgated over 65 conventions relating to
seafarer . since all these regulatory regims are fragmented therefore MLC 2006
was adopted by ILO to incorporate in the one international instrument the
fudamental principals of all preceding provisions to deal with rights of all the
seafarers for descent working and living conditions. It sets out minimum
requirements. Another aim of MLC is to secure economic interests through fair
competion for quality shipowners.

Provisions:
Ø The MLC requires the flag state to establish an inspection and certification
system to ensure that the minimum standards imposed by the convention are
met.
Ø It also requires labour-supplying states to monitor recruitment agencies to
ensure that they also comply with such minimum standards.
Ø The ship must be issued with, and carry on board, a maritime labour
certificate confirming that such minimum standards have been met and
compliance is to be regulated by port state control.
Ø MLC requires shipowners to arrange ’financial security’ to coverthe
repatriation costs of seafarers that are abandoned as a result of the
bankruptcy of the shipowners

CODE
MLC comprises of three different parts Article,Regulations and codes.
ARTICLES AND REGULATIONS: Sets out rights and principles and the basic
obligations of memebers ratifying the convention.
CODES: contains details for the implementation of the regulations. It comprises
PART A- Mandatory standards and PART – B (Non manadatory guidelines).
The regulations and codes are organized under 5 Titles.
TITTLE 1: MINIMUM REQUIREMENTS FOR SEAFARERS TO WORK ON A
SHIP.
TITTLE 2: CONDITIONS OF EMPLOYMENT.
TITTLE 3: ACCOMODATION, RECREATIONAL FACILITIES, FOOD AND
CATERING.

TITTLE 4: HEALTH PROTECTION, MEDICAL CARE, WELFARE AND SOCIAL

SECURITY PROTECTION.
TITTLE 5: COMPLIANCE AND ENFORCEMENT.

Each TITTLE contains group of provisions relating to particular rights or

principle with numbering . !st regulations – then standards for regulation
given in A and guidelines for same standard is given in B.(eg for Min age
provision , Reg 1.1, standard A1.1 and guideline B1.1

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TITTLE 1: MINIMUM REQUIREMENTS FOR SEAFARERS TO WORK ON A

SHIP.
REG 1.1 – MINIMUM AGE
Ø Min age- 16 years
Ø Young seafarer- below age of 18 years
Ø Employement of young seafarer prohibited where work will
jeopardize his health or safety. Such works are determined as per
national law or by any government authority having powers to
enforce regulations.
Ø Night work for young seafarer prohibited exceptions can be made but
only for specific,approved training programmes where duties must be
perform at night.
Ø Night work: in accordance with national law and should be mentioned in
DMLC Part I, but as per convention shall cover a period of atleast 9 hours
starting before midnight and end after 5 am.
vessel need to inform ship owner, shipowner will inform flag state and
the flag state will consult shipowner and seafarers organisation
concerned that the work will not be detrimental to their health and or
well being and then only it will be permitted.

CERTIFICATES UNDER MLC

1. MLC- MARITIME LABOUR CERTIFICATE
Certifies that
• ship complies with requirements of MLC, and provisions of
attached DMLC
• seafarers working and living conditions specified in appendix A5-I of
MLC were found to correspond flag states national requirements
implementing the convention. These national requirements are
summarized in DMLC-PART 1
2. DMLC PART I- DECLARATION OF MARITIME LABOUR COMPLIANCE -
PART 1 (only by flag state)

• Declaration by flag state that provisions of MLC,2006 are fully

embodied in national requirements and also reference of same is
given.
• Details of any exemption and ship type specific requirements.

3. DMLC PART II- DECLARATION OF MARITIME LABOUR COMPLIANCE -

PART 2
• Measures adopted by shipowner to ensure ongoing compliance
between inspections for each of the items in DMLC-part 1.

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4. CERTIFICATE OF INSURANCE OR OTHER FINANCIAL SECURITY IN

RESPECT OF SEAFARERS REPATRIATION COSTS AND LIABILITIES AS
REQUIRED UNDER REGULATION 2.5.2, STANDARD A2.5.2 OF MLC- (by P
& I)
5. CERTIFICATE OF INSURANCE OR OTHER FINANCIAL SECURITY IN
RESPECT OF SHIPOWNERS LIABILITIES AS REQUIRED UNDER
REGULATION 4.2 STANDARD A4.2.1 PARAGRAPH 1(b) OF MLC ( by P & I)

WORK REST HOURS

OCIMF require that the term ‘any 24 hours’ is interpreted and applied literally and is not
linked to calendar
days or a fixed time of starting work or rest.
It should be ensured that, at any time during the working period, in the past 24 hours the
seafarer should always be in compliance with the requirements for a minimum of 10
hours rest which has been divided into
no more than 2 periods, one of which is to be a minimum of 6 hours.
Records should be kept to the specific ILO format
The ILO format “Working Hours Record” contains columns for:
· “Hours of rest in 24 hour period”
· “Hours of Rest in any 24 hour period” A figure of less than 10 in this column indicates a
day when
non-conformance has occurred.
· A third column should indicate the “Hours of rest in any 7 day period” A figure of less
than 77 in
this column indicates a non-conformance has occurred.

If not this then some other method of confirming compliance shall be there like that day
entry turning red if work/rest not complied as per requirement.

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UNCLOS,1982

(united nations convention on the law of the sea)

Ø UNCLOS defines rights and responsibilities of nations in their use of the worlds
oceans and which establishes guidelines for maritime activities , the
environment and the management of marine resources.
Ø UNCLOS is a framework convention which requires states to “take account of “,
or to “confirm to” ot to “give effect to” or to “implement” international maritime
rules and standards.
Ø However since its provisions are general in nature in nature , they can be
implemented only through specific operative regulations in other international
agreements that have been developed by “ competent international
oraganisation” such as IMO which is a specialized agency of UN.
Ø Eg UNCLOS establishes the basic features that govern the exercise of flag
jurisdiction in the implementation of safety regulations and defines the
nature and extent of jurisdiction of coastal state( eg extent of territorial
waters and EEZ) , but IMO instruments and conventions specify how
compliance with safety and shipping anti pollution regulations should be
regulated within that jurisdiction.
Ø Article 94 contains the basic obligations imposed on flag state in relation to
safety of navigation, which requires flag states to take measures for ensuring
safety at sea that conform to “ generally accepted international regulations ,
procedures and practices .” however that general requirement is implemented
by specific IMO conventions like, SOLAS, LL, Tonnage , Colreg, STCW, SAR.
Ø Article 192 provides for general obligation for states to protect and preserve the
marine environment and that general requirement is implemented by
conventions like INTERVENTION ,London dumping
convention,MARPOL,OPRC,OPRC HNS, AFS,BWM,Hongkong.
Ø Article212(3) and 222 also requires states to establish rules , standards and
recommended practices and procedures to prevent , reduce and control
pollution of the marine environment from or through the atmosphere. These are
implemented by Annex VI of the 1978 potocol of marpol and Nox technical code,
and ECAs. Requirements.
Ø Several provisions of UNCLOS refer to the jurisdictional powers that states
have over foreign ships in ports for implementation of measures that may
necessary for prevention, reduction or control of pollution from vessels. Eg
Article 219 establishes that port states shall take administrative measures to
prevent sailing of vessels which have been found to be unseaworthy and which
consequently threaten damage to the marine environment.
Accordingly many states have entered into MOUs in order to ensure that all the
vessels in that region will comply with the international rules and standards
for prevention, reduction and control of pollution from vessels.
Ø Article 235 stipulates that states are obliged to ensure that “ recourse is
available in accordance with their legal system for prompt and adequate
compensation or other relief in respect of damage caused by pollution of the
marine environment. These general requirements are implemented by CLC,
FUND, HNS, BUNKER.

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Coastal states jurisdiction and provisions by UNCLOS

Ø Jurisdiction of states are two types prescriptive or legislative jurisdiction

and enforcement jurisdiction
Ø Prescriptive jurisdiction is a states competence to prescribe substantive
standards. Power to prevent or punish any violation of substantive
standards is its enforcement jurisdiction.
Ø Internal and territorial waters- Unlimited prescriptive jurisdiction to
prescribe national environmental standards. In territorial sea this right is
limited by the right of the innocent passage of other states.
Ø For EEZ , national standards must be in conformity with the generally
accepted international standard.

Ø Part XII of UNCLOS impose general obligation. It gives state sovereign right to
exploit their natural resources pesuant to their environmental policies and in
accordance with their duties to protect and preserve environment.
Ø In appropriate circumstances coastal state is allowed to intervene beyond
EEZ.
Ø The UNCLOS imposed an obligation on coastal states to create a national legal
framework for prevention of vessel- source air pollution taking into account
internationally agreed rules, standards and recommended practices and
procedures.
Ø If the international rules and standards are inadequate to meet the special
conditions of certain areas, coastal States can declare defined areas of their
respective EEZs as a special area and adopt special mandatory measures for the
prevention of pollution from vessels after consultations through the competent
international organization.
Ø Coastal State can enact national laws to give effect to international law
regulating design, construction, manning or equipment of ships.
The Right of Unhindered Passage

Ø Article 3 of the united nations convention on the law of the sea 1982 (unclos) has fixed
the breadth of territorial waters at twelve miles.
Ø Coastal states also lay claim to a wider sea area known as the exclusive economic zone
(eez) which is defined in articles 55 to 75 of unclos as a maximum of 200 miles from the
baseline. However, the sovereignty that is exercised relates to rights for exploration in,
and the economic exploitation of, the eez, which means that the eez is considered to be
part of the high seas (i.e. International waters) for the purposes of navigation.44

Regulation within Territorial Waters

Ø Article 17 of UNCLOS obliges a coastal state to allow foreign flag ships the right of
innocent passage through its territorial waters and Article 24 obliges the coastal state
to notify ships of any danger to navigation of which it is aware. However, this right of
innocent passage is subject to restrictions like not stoping or anchoring unless this is a
natural incident,military activities, fishing activities etc.

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Regulation on the High Seas (i.e. in International Waters)

Ø Article 9 of UNCLOS provides that ships shall be subject to the jurisdiction of

the country of its flag unless jurisdiction is granted to other states pursuant to
other international conventions which deal with specific issues
Ø Article 110 of UNCLOS entitles the warships of a state to apprehend and if
necessary, board, ships flying the flag of another state on the high seas if
there are reasonable grounds for believing that the ship is engaged in
unlawful activity such as piracy or slave running.

Ø Article 111 of UNCLOS entitles a coastal state to engage in “hot persuit “ into
international waters of ships that are suspected of having committed within the
territorial waters or the EEZ of the coastal state various offences against the
fishing, customs, immigration, sanitary etc., laws of the coastal state.

Flag state:

The convention obligates the flag State parties to adopt laws and regulations for the
prevention, reduction and control of pollution of the marine environment from vessels
flying their flag or of their registry

The UNCLOS imposed an obligation on flag States to create a national legal framework
for prevention of vessel- source air pollution taking into account internationally agreed
rules, standards and recommended practices and procedures.

Coastal State can enact national laws to give effect to international law regulating
design, construction, manning or equipment of ships.

Port state

The UNCLOS, for the first time, provided power to port States to investigate or
prosecute any violation of international standards outside their jurisdictions; namely,
internal waters, territorial seas and EEZ. But the vessel must be voluntarily within its
port

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WRECK REMOVAL CONVENTION

NAIROBI WRECK REMOVAL CONVENTION
➢ enter into force on 14 April 2015
➢ The Convention will provide a sound legal basis for States to remove, or have removed, shipwrecks that may
have the potential to affect adversely the safety of lives, goods and property at sea, as well as the marine and
coastal environment.
➢ It will make shipowners financially liable and require them to take out insurance or provide other financial
security to cover the costs of wreck removal.
➢ It will also provide States with a right of direct action against insurers.

➢ Articles in the Convention cover:

o reporting and locating ships and wrecks - covering the reporting of casualties to the nearest coastal
State; warnings to mariners and coastal States about the wreck; and action by the coastal State to
locate the ship or wreck;
o criteria for determining the hazard posed by wrecks, including depth of water above the wreck,
proximity of shipping routes, traffic density and frequency, type of traffic and vulnerability of port
facilities. Environmental criteria such as damage likely to result from the release into the marine
environment of cargo or oil are also included;
o measures to facilitate the removal of wrecks, including rights and obligations to remove hazardous ships
and wrecks - which sets out when the shipowner is responsible for removing the wreck and when a
State may intervene;
o liability of the owner for the costs of locating, marking and removing ships and wrecks - the registered
shipowner is required to maintain compulsory insurance or other financial security to cover liability
under the convention; and settlement of disputes.

(Nairobi international convention on removal of wreck,2007)

• The convention provides the legal basis for states to remove , or have
removed , ships wreck that may adversely affect the safety of lives , goods ,
property at sea , as well as marine and coastal environment.
• It places financial responsibility on ship owners of ship >300 GT and above
and require them to obtain certificate of insurance or provide other financial
security to cover the cost of wreck removal. Certificate should be carried
onboard all the time.
• It also provides states with a right of direct action against insurer.

Apply : liabilities for removal of wrecks in exclusive economic zone of state party.

Wreck: wreck following upon a marine casualty , means

Ø Sunken or stranded ship
Ø Any part of sunken or stranded ship , including any object that has been on
that ship
Ø Any object that is lost from a ship and that is stranded, sunken or adrift at sea
Ø A ship that is about to sink or strand, where effective measures to assist the
ship are not already being taken

Exclusions:
registered owner proves that marine casualty that caused the wreck
Ø Resulted from an act of war or natural phenomenon of an exceptional ,
inevitable and irresistible character

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Ø Caused by an act or omission done with an intent to cause damage by a third
party
Ø Caused by negligence or other wrongfull act of any government or authority
responsible for the maintenance of navigational aids

Certificate content:
1. details of ship and registered owner
2. type of security: policy of insurance
3. Duration
4. Name and address of the insurer
COMPLIANCE AND ENFORCEMENT

Countries that are parties to the SOLAS and MARPOL Conventions undertake to
introduce legislation that imposes criminal liability and disciplinary procedures for
violations of the conventions. However, it is also necessary to develop a system that has
wider impact. Consequently, various regional conventions have been concluded with
that aim in mind.

1. MOU (Memorandum of understanding on port state control)

• The MOU sets out guidelines for an improved and harmonised system of
port state control and strengthened co-operation in the exchange of
critical information on ship safety and marine pollution prevention.
• The countries that are parties to the MOU agree to carry out
inspections of vessels in each other’s ports to check on safety and
pollution-prevention matters
• The inspecting authorities are given the power to demand rectification
of serious problems before ships are allowed to sail, and the exchange of
information between MOU countries ensures that suspect ships are
continuously monitored and that details of sub- standard ships are
provided on an internationally accessible website

2. Role of classification societies

• Many of the conventions require the flag state to produce certificates of
compliance. However, the technical and operational issues that are
involved make it extremely unlikely that officials of the flag states will
have the necessary expertise to perform this task. Consequently, this task
is normally delegated to classification societies, but still the ultimate
responsibility remains with the flag state

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GOAL BASED STANDARDS

(The international Goal based ship construction standards for bulk carriers
and oil tankers)

Application- oil tankers and bulk carriers >=150m length excluding iron ore carriers
and combination carriers for which building contracts is paced after 1 july 2016/keel
are laid on/after 1 july 2017, or delivered on/after I july 2020.
Goal-based ship construction standards for bulk carriers and oil tankers is adoipted by
organization, specifying goals, functional requirements and verification of conformity to
ensure that ships are constructed in such a manner that, when properly operated and
maintained, they can remain safe for their design life, and that all parts of a ship can be
easily accessed to permit proper inspection and ease of maintenance.
Ø Standards consist of 3 tiers.
Tier I- goals-
ship shall be designed and constructed for a specified design life to be
safe and environmently friendly , when properly operated and
maintained under specified operating and environmental condition s, in
intact and specified damage conditions, throughout their life.

Tier II-functional requirements

1. design life - >= 25 years
2. environmental condition- designed in accordance with north
atlantic environmental conditions and relevalnt long term sea
state scatter diagrams
3. structural members shall be designed to facilitate
loading/discharging of cargoes it is designed for without
compromising on safety of structure.
4. Structural strength shall be assessed aginst deformation and
failure modes
5. Designed to have Adequate ultimate strength of plates,
stiffners, etc
6. Designed with suitable safety margins.
7. Designed fatigue life> design life.
8. Designed to have sufficient residual strength in specified
damage conditions such as collision, grounding , flooding.
9. Protection against corrosion.
10. Design coating life shall be specified.
11. Corrosion addition like cathodic protection etc.
12. Structural redundancy – localized damage should not lead to
collapse of complete strengthnig member.
13. Watertight and weathertight integrity.
14. Human element consideration for design of fitting and
structure for safe working and inspection by human.
15. Design transparency, i.e transparent and accessible process
and documents.

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16. Construction quality-ships shall be build with transparent

quality production standards in materials,manufacturing,
assembling, welding ,etc.
17. survey plan shall be developed for construction phase of ship to
ensure compliance with standards.
18. Designed and constructed to facilitate ease of survey and
structural accessibility and maintenance.
19. Constructed of the material which are environmentally
friendly when recycled.

Tier III- verification of conformity

Ø The rules for design and construction of bulk carrier or tanker of

organization which is recognized by the administration, or
national rules of administration ,shall be verified as conforming to
Tier I goal and Tier II functional requirements, based on the

Ø guidelines developed by IMO.

Ø Guidelines consist of 2 parts
A) procedure to verify rules conform to the standards. It also
includes sections on initial verification ,maintenance of
verification of the rule, and establishment of goal based
standards audit team.
B) Detail documentation requirements and evaluation
criteria

Ø The final decision shall be taken by MSC which shall inform all
contracting government s of decision.
Ø Once the rules for design and construction have been verified as
being conformity with the standards, it shall remain in effect till
no change is made in the rules.
SCF- SHIP CONSTRUCTION FILE

A ship construction file with a specific information on how the functional requirements
of the goal based ship construction standards have been applied in the ship design and
construction shall be provided upon delivery of a new ship and kept onboard, with
classification society and flag state and updated as appropriate throughout the ships
service in order to facilitate safe operation, maintenance, survey repairs and emergency
measures.
CONTENT: Guidelines for the information to be included in a SCF is developed by IMO.
Appendix of the guidelines gives list of information to be included in SCF in tabular
form,
1. Tier II items
2. Information to be included (rules and calculations)
[Link] explanation of the content(drawings and info)
4. example documents.(SCF specific, GA, Tech file etc)
[Link] storage location.

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PART A
VERIFICATION PROCESS

1. administration or RO writes letter to IMO secretary general , requesting a

verification audit of their rules accompanied by complete technical documentation
package specified by guideline and self assessment summary.
[Link] secretary general accepts the request ,he advises the date for establishment of
teamto audit.
[Link] general verifies documentation package and forward to audit
team(technical experts not representing any member states).
[Link] team reviews the information , exchange views and establish audit plan. [Link]
team conducts audit and prepare interim audit report that ntains preliminary findings.
6. upon receive of interim report submitter will address the non conformity by
submitting additional documents.
[Link] audit team conducts and audit and prepares final report and submit to
secretary general
8. Secretary general forward final report to MSC for consideration and final decision.
9. Secretary general notifies the submitter whether rules conform with the
standards or not.
[Link] secretary general circulates the results of successful verifications to member
governments and maintains list of all the rule sets that have been verified for
conformity.

Maintainenance of verification
Ø Annually each RO should notify and make available any rule changes to the
secretary general and to all administration recognized [Link] notification
should indicate impact of those changes on conformity with standards of those
rules already verified.
Ø If administration considers that a rule change may result in nonconformity
with standards, it may request secretary general to review the change.

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HSSC
(harmonic system of survey and certification)

• Why?
Ø To implement single and uniform system of survey and
certification
Ø To avoid possible problem or confusion in determining the
duration and validity of certificate issued.

HOW SURVEYS ARE HARMONISED:

o A one-year standard interval between surveys, based on initial, annual,
intermediate, periodical and renewal surveys as appropriate;
o a scheme for providing the necessary flexibility for the execution of each
survey with the provision that the renewal survey may be completed within
three months before the expiry date of the existing certificate with no loss of
its period of validity;
o a maximum period of validity of five years for all certificates.
o a system for the extension of certificates limited to three months to enable a
ship to complete its voyage (or one month for ships engaged on short
voyages);

HSSC covers the following instruments,

SOLAS 74/88, LL66/88,MARPOL,IBC CODE,IGC CODE,BCH CODE .

Certificates under HSSC

1. Loadline
Ø International loadline certificate
Ø Internatonal loadline exemption certificate

2. Solas
Ø Cargo ship safety construction certificate
Ø Cargo ship safety equipment certificate
Ø Record of equipment for the cargo ship safety equipment
certificate.(form E)
Ø Cargo ship safety radio certificate
Ø Record of equipment for the cargo ship safety radio certificate(Form R)
Ø Passenger ship safety certificate

3. Marpol
Ø Internatonal oil pollution prevention certificate
Ø IOPP attachment

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Ø IOPP form B
Ø INTERNATIONAL POLLUTION PREVENTION CERTIFICATE FOR THE
CARRIAGE OF NOXIOUS LIQUID SUBSTANCES IN BULK
Ø INTERNATIONAL CERTIFICATE OF FITNESS FOR THE CARRIAGE OF
DANGEROUS CHEMICALS IN BULK AND THE CERTIFICATE OF FITNESS
FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK
Ø INTERNATIONAL CERTIFICATE OF FITNESS FOR THE CARRIAGE OF
LIQUEFIED GASES IN BULK
Ø International sewage pollution prevention certificate
Ø IAPP
Ø IAPP certificate supplement
Ø IEEC
Ø International energy efficiency supplement

SOLAS CHAPTER VII

(Carriage of dangerous goods)

Part A: carriage of dangerous goods in packaged form

Ø Administration shall issue “ emergency response procedures for ships
carrying dangerous goods and “medical first aid guide for use in accidents
involving dangerous goods.
Ø Carriage shall be in compliance with IMDG code.
Ø Transport information relating to the carriage of dangerous good in
packaged form and container/vehicle packing certificate shall be made
available to the organization designated by the port authority.
Ø Stowage plan shall be made available to ship.
Ø Cargo shall be loaded,stowed and secured in accordance with cargo securing
manual approved by administration.
Ø When an incident takes place involving the loss or likely loss overboard of
dangerous goods in packaged form master shall inform to nearest coastak
state.

Part A-1: Carriage of dangerous goods in solid form in bulk

Ø Carriage shall be in compliance with IMSBC (international maritime solid
bulk cargoes code)code.
Ø “emergency response procedures” and “medical first aid guide” by
adminsitration
Ø Stowage plan shall be made available to ship.
Ø Proper segregation of incompatible goods
Ø Reporting of incident

Part B: construction and equipment of ships carrying dangerous liquid

chemicals in bulk
Ø Application: chemical tankers constructed on/after 1st july 1986.
Ø Ships shall comply with IBC code.

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Part C: construction and equipment of ships carrying liquefied gases in bulk.

Ø Gas carrier means a cargo ship constructed or adapted and used for the
carriage in bulk of any liquid gas or other product listed in chapter 19 of the
IGC code.
Ø Apply to gas carriers construvted on/after 1st july 1986
Ø Shall comply with requirements of IGC code.

Part D: special requirements for carriage of packaged irradiated nuclear fuel

,plutonium and high level radio active wastes onboard ships.

Ø INF code means international code for the safe carriage of packaged irradiated
nuclear fuel ,plutonium and high level radio active wastes onboard ships.
Ø Ship shall comply with requirement of INF code

ALL CODES

1. IMDG code : Internatinal maritime dangerous goods code

2. IMSBC: International maritime solid bulk cargoes code
3. IBC: international code for the construction and equipment of ships carrying
dangerous chemicals in bulk
4. IGC code: International code for the construction and equipment of ships
carrying liquefied gasses in bulk
5. INF code: International code for the safe carriage of packaged irradiated
nuclear fuel ,plutonium and high level radio active wastes onboard ships.

DOCUMENTS AS PER CHAPTER VII

1. Dangerous good manifest or stowage plan
2. International certificate of fitness for the carriage of INF cargo
3. International certificate of fitness for the carriage for liquefied gases in bulk
4. International certificate of fitness for the carriage of dangerous chemicals in
bulk

SOLAS AMMENDMENTS EIF:

01 jan 2016

1. chapter II-1 reg- 29 steering gear.

Ø Amendment 1:
The main steering gear and rudder stock shall be capable of putting the rudder
over from 35 deg on one side to 35 deg on other side and 35 deg on one side to
30 deg on other side in 28 secs, with ship at its deepest sea going draft and
running ahead at maximum continuous rating and maxilum design pitch.
Where it is impractical to demonstrate compliance with this requirement
during sea trials, the ship may demonstrate compliance by one of the following
method
a) ship at even keel and rudder fully submerged while running at MCR
and maximum design pitch or

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b) where full rudder immersion cannot be achieved , an appropriate
ahead speed shall be calculated using submerged rudder blade area.
Calculated ahead speed shall result in a force and toque applied to the
main steering gear which atleast as great as if it was being tested in
deepest sea draft and at MCR and maximum design pitch.
c) Rudder force and torque at sea trial loading condition have been reliably
predicted and extrapolated to the full load condition. Speed of ship
correspond to engine running a MCR and maximum design pitch of
propeller.
Ø Ammendment 2:
Auxiliary steering shall be capable of putting rudder from 15 deg – 15 deg
in 60 sec with ship at the deepest seagoing draft and running ahead at
half og the max ahead service speed or 7 knots, whichever is greater.
Where it is impracticable ship may demonstrate by one of the following
method
a) ship at even keel and rudder fully submerged while running at
agead at one half of speed corresponding to MCR speed and
maximum design pitch or 7 knots, which ever is greater or
b) where full rudder immersion cannot be achieved , an appropriate
ahead speed shall be calculated using submerged rudder blade
area. Calculated ahead speed shall result in a force and toque
applied to the main steering gear which atleast as great as if it was
being tested in deepest sea draft and at speed of ship
corresponding to one half of the MCR and maximum design pitch
or 7 knots
c) Rudder force and torque at sea trial loading condition have
been reliably predicted and extrapolated to the full load
condition.

2. Chapter II-2 reg 4- probability of ignition

Inert gas systems
Ø For tanker >20000 tonnes dwt constructed from 1st july 2002 but
before 1 jan 2016 , cargo tank shall be protected by fixed IGS
Ø For tanker >8000 tonnes dwt constructed on/after 1 jan 2016 , cargo tank
shall be protected by fixed IGS
For tanker >8000 tonnes dwt constructed on/after 1 jan 2016
administration may accept equivalent systems or arrangement provided
such systems shall be capable of preventing dangerous accumulation of
explosive mixtures in mixtures in intact cargo tanks during all cargo
operations and voyage.
Ø Requirements of IGS systems contained in FSS doesnot apply to chemical
tankers constructed before 1 jan 2016 provided capacity of tabks < 3000
m3 , nozzle capacities of tank washing <17.5 m3/h and combined
throughput from all machines <110 m3 and doesnot apply to gas carriers.
Ø Tanker using crude oil washing shall be fitted with IGS
Ø IGS fitted on ship shall have connection to supply IG to double hull
spaces.
Ø Tanker with fixed inery gas system shall be provided with closed ullage
system
Ø IGS shall be capable inerting, purging and gas freeing.

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3. Chapter II-2 reg 20-1- requirements for vehicles carriers carrying motor
vehicles with compressed hydrogen or natural gas in their tanks for their
own propulsion as cargo.
Ø New regulation 20-1 is added
Ø Spaces intended for carriage of motor vehicles shall consist of
electrical equipment and wiring of certified safe type for use in an
explosive methane,hydrogen and air mixture.
Ø Electrical fan shall be designed to avoid possibility of ignition.
4. Chapter VI-reg 2 Cargo information
Ø in case of cargo carried in a container gross mass of the container shall
be verified.
5. chapter II-2 reg 13 means of escape
Ø all inclined ladder/stair ways in machinery space providing access to
escape routes shall be made of steel. Such ladders/stairways shall be
provided with steel shields attached to their undersides such as provide
escaping personnel protection against heat and flame from beneath.
Ø Two means of escape shall be provided from main machinery space
workshop. One of these escape routes shall provide a continuous fire
shelter to a safe position outside a machinery space.
Ø Two means of escape shall be provided from main machinery space
wcontrol room. One of these escape routes shall provide a continuous
fire shelter to a safe position outside a machinery space.

6. Chapter II-2 regulation 16 – operations

Ø for chemical tankers , the application of inert gas , may take place after the
cargo tank has been loaded , but before commencement of unloading and
shall continue to be applied until tank has been purged of all flammable
vapours before gas freeing. Only nitrogen is acceptable.
Ø cargo operation shall be suspendd if the O2 content exceeds 5 %.

7. chapter XIII- verification of compliance

Ø new chapter XIII is added.
Ø EIF 1st jan 2016
Ø every contracting government shall be subjected to periodic audits by the
organization in accordance audit standards to verify compliance with and
imo instruments.
Ø Secretary – general of IMO have responsibility for developing a
schedule and administering the audit scheme

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8. Chapter XI-1 reg 7- atmosphere testing equipment for enclosed spaces.

Ø Every ship to which chapter-I applies shall carry portable atmosphere
testing instruments capable of measuring concentrations of oxygen ,
flammable gases or vapours , H2S,CO, prior to entry into enclosed spaces.
Suitable means shall be provided for calibration.
9. Chapter II-1 reg 2 – definition
Ø IGF code definition is added. IGF code means the international code of
safety for the ships using gases or other low flash point fuels
Ø Low flash point fuel means gaseous or liquid fuel having flash point
lower than 60 degrees

10. Chapter II-1 reg 55 – alternative design and arrangement

Ø For Alternative design and arrangement, an engineering analysis ,
evaluation shall be carried out , and approval of design and
arrangements by administration taking into account the guideliness
developed by organization shall be carried out.

11. Chapter II- 1- reg 57- requirements for ships using low flash point fuels
Ø Ships using low flash point fuels shall comply with the requirement of
IGF code.
12. Chapter II-2 reg 11- structural intergrity
13. Chapter II-2 reg -20 – protection of vehicle , special category and RO-RO
spaces.
Ø In passenger ships , the power ventilation system shall be separate
from other ventilation systems and shall be in operation to ensure
atleast minimum air changes as per regulation when vehicles are in
that spaces. Ducts serving cargo spaces shall be capable of being
sealed. System shall be capable of control from a position outside such
spaces.
Ø In cargo ships , ventilation fan shall be run continuously.
14. Chapter XIV- safety measures for ships operating in polar water
Ø New chapter XIV is added.
Ø EIF 1st jan 2017

Ø Ships constructed before 1 jan 2017 shall meet the requirement of

polar code by 1st intermediate or renewal survey.

15. Chapter II-2 reg 9 containtment of fire

16. Chapter II-2 reg 4- probability of ignition
17. Chapter II-1 reg 56 – application
18. Appendix- record of equipment of cargo ship safety( Form C)
19. Appendix- record of equipment of cargo ship safety( Form E)

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MARPO ANNEX VI
(regulations for the prevention of air pollution from ships)

Chapter I- General
Chapter II- Survey, certification and means of control Chapter
III-Requirements for control of emissions from ships

Ø Reg 12- Ozone depleting substances

The parameters by which installation containing ODS other than Hydro-
chlorofluoro carbons(HCFCs) prohibited for ships constructed on/after 19
may 2005 and ships constructed before 19 may 2005 but equipment
delivered to ship after that.
Installation containing HCFCs are prohibited for ships constructed on/after1 jan
2020 and for ships constructed before that but equipment delivered to ship after
1 jan 2020.
All ships of 400 >=GRT and all drill rigs and platforms are required to maintain a
list of equipment onboard containing ODS , to be provided under section 2.1 in
the supplement to IAPP certificate and Maintain an ODS record book , only if
ship has rechargeable systems onboard containing ODS.
Ø Reg 13- Nitrogen oxides(NOx)
• Applies to engine with power output > 130 Kw constructed within the
time frames specified for each tiers and for engine >130 KW which
undergoes a major conversion on/after 1 Jan 2000.
• TIER I- for ship constructed between 1 Jan 2000 to 1st Jan 2011

17.0g/kwh n<130
45.n^(-0.2)g/kwh 130<n<2000
9.8 g/kwh n>=2000…(n= rated engine speed)

TIER II- ships constructed after 1st jan 2011 (reduction of NOx emission
limit by 20 %)
14.4g/kwh n<130

44.n^(-0.23)g/kwh 130<n<2000
7.7 g/kwh n>=2000…(n= rated engine speed)
TIER III- ships constructed after 1st jan 2016 and operating in witin a nox
ECA, outside NOx ECA ned to comply with Tier II requirement. (Reduction of
Nox by 80 % of the TIER I standard)

3.4g/kwh n<130
9.n^(-0.2)g/kwh 130<n<2000
2.0g/kwh n>=2000…(n= rated engine speed)
pre-2000 engine may now need to comply with TIER I standards when
an “approved method “ (process ,adjustment,reterofit) certified by
Administration. In such case “ Approved method file” needs to be
carried onboard after 1st renewal survey.

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Ø Reg 14-Sox and Particulate matter (PM)

Reg 14 is structured to provide stepped approach , resulting in gradual
reductions of fuel oil sulphur content limits as per following schedule:
• Outside ECA , 4.5 %m.m before 1st jan 2012
3.5%m/m on/after 1 jan 2012
0.5%m/m on/after 1st jan 2020

• In Sox ECA, 1.5 %m.m before 1st July 2010

1.0%m/m on/after 1st july 2010
0.1%m/m on/after 1st jan2015
• Written changeover procedure should be present onboard.
• A review will be conducted by IMO by 2018 , for the purpose of
evaluating the availability of LOW sulphur fuel oils for 2020 Global cap
reduction . based on the result extension of effective date until 2025
will be considered.
• Exhaust gas cleaning systems (EGCS) is considered as specific alternative
measure to achieve compliance with SECA but needs to be approved by
administration and communicated to IMO.
Ø Reg 15 –VOCs
Tanker carrying crude oil to have and implement VOC management plan
approved by RO.
IMO will provide a list of ports where VOC emission control is required
through MEPC circulars, and then Approved vapour collection system will
then be required to be installed onboard such tankers calling those ports
within 3 years after effective date of notification by the parties.

Ø Reg 16- Shipboard incineration

This regulation covers incinerators installed on any ship after 1jan 2000
Inceneration prohibited for
1. cargo residues
2. polychlorinated biphenyls(PCBs)
3. garbage
4. sewage sludge and sludge oil either of which are not generated onboard
5. exhaust gas cleaning system residues
6. petroleum products containing halogen compounds
7. minimum operating temperature is 850 degress for batch loaded type
incinerators(loaded with waste through open doors) and temperature
should reach 600 deg within 5 mins.
8. in continuous feed type waste should feed only above 850degres.

Ø Reg 18: fuel oil availability and quality

Administrator must inform IMO of availability of compliant fuel and also
measures taken when compliant fuel is not available.
Ship should notify the administration, and port state control and provide
detail records and evidences of actions taken to attempt to achieve
compliance with Fuel sulphur compliance.
A fuel oil verification procedure is now introduced .

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Chapter IV- Regulations on Energy efficiency for ships

APPLICABLE: buiding contract after 1 jan 2013

Delivered after 1 jan 2015

Ø Reg 20 – Attained Energy Efficiency design Index (EEDI)

EEDI is to provide basis for comparison of ships fuel efficiency , expressed as gm
co2/ton nm, in order to stimulate the development of more efficient ships and
to establish the minimum efficiency of new ships depending on ship type and
size.
Attained EEDI is EEDI value achieved by individual ship and shall be
calculated specific to each ship, by RO during sea trial.

Ø Reg 21 Required EEDI

Required EEDI is the maximum value of attained EEDI that is allowed.
Required EEDI value of ship is determined by applying a reduction factor
specified in table 1 of reg 21 to the corresponding reference line.
Reference value is calculated by= axb^-c , a,b,c are given for different ship
types
• Attained EEDI<=required EEDI=(1-x/100)x reference line value….(x=
reduction factor as per table 1)
Ø Reg 22- SEEMP
• From 1 jan 2013 – all ships >=500GRT , SEEMP compulsory.
Ø Test cycle and weighting factors
Main engine E2-100%,75,50,25 Aux
engie D2-100,75,50,25,10

Chapter V- Verification of compliance with the provision of this annex

Unified interpretations of annex VI

Appendices

Appendix 5

Information to be included in BDN

1. name and imo number of receiving ship

2. port
3. date of commencement of delivery
4. name,address ,tel number of supplier
5. product name
6. quantity in metric tons
7. density @ 15 deg kg/m3
8. sulphur content (% m/m)
9. a declaration signed and certified by the fuel oil suppliers representative that the
fuel oil is supplied is in conforminty with applicable reg

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DOCUMENTS TO BE CARRIED AS PER ANNEX VI

1. IAPPC
2. EIAPP FOR ME, AEs
3. IEEC
4. ODS RECORD BOOK
5. FUEL CHANGEOVER PROCEDURE AND LOGBOOK
6. MANUFACTURERS OPERATING MANUAL FOR INCINERATOR
7. BDN AND REPRESENTATIVE SAMPLE
8. SEEMP
9. EEDI TECHNICAL FILE
[Link] TECHNICAL FILE
[Link] BOOK OF ENGINE PARAMETERS(IF PARAMETER CHECK METHOD FOR
NOX VERIFICATION ONBOARD)

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SOPEP

PURPOSE: to provide guidance to the master and officers onboard the ship with
respect to the steps taken when an oil pollution incident has occurred or is likely to
occur.

Plan has to be approved by RO on behalf of administration.

Content
1. record of revision
2. reporting requirements- general, when to report, information required ,
whom to contact.
3. Steps to control discharge- general info, operational spills , spills resulting
fron casualties,priority actions,mitigating activities,transfer of bunker/cargo
lightering,damage stability and hullstress calculation,duties and responsibilities
of crew members
4. National and local coordination
5. list of coastal states contacts-listt of national, operational contact point
responsible for receipt,transmission,and processing of urgent reports on
incidents involving oil/harmful substances, list is updated by imo every 3
months.
6. list of port contacts
7. list of contacts
8. pollution prevention team
9. checklist for use in emergency
10. damage stress and stability calculations
11. vessel specific information
12. list of spill response equipment carried onboard and example of
monthly planned maintenance schedule
13. record of pollution prevention drill

MARPOL AMMENDMENTS

1. Annex 1- appendix II: Form of IOPP certificates and supplements, FORM B.

Ø Following paragraphs are added
• Ship is provided with approved stability instrument………….
• Condition for waiver of requirement of 28-6

2. Annex 1- chapter 10 ,annex II-chapter 9, annex III, chapter -2, annex 4-

chapter 6, annex 5- chapter 2 annex VI- chapter -5– verification of
compliance with the provision of this compliance
Ø New chapters added in all annexes for Verification of compliance .
Ø Every party shall be subjected to periodic audits by organization as
per audit standard(III code)

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3. Annex 1- chapter 4- reg 26- subdivision and damaged stability.

Ø New paragraph 6 is inserted
All oil tankers shall be fitted with stability instrument, capable of
complying with intact and damaged stability requirements approved
by administration and document of approval shall be issued.

4. Annex 3- appendix – criteria for identification of harmful substances in

packaged form
Ø Substances other than radio active materials identified by any one of the
methods: acute, chronic 1, chronic 2.- (radio active materials
exception is added.)

5. Annex VI- reg 2- definitions

Ø Definition of fuel oil and marine diesel engine replaced .
Ø in fuel oil definition, gas fuels are also included in addition to
ditilled and residual fuel
Ø in marine diesel engine definition, gas fuelled engine also
included.
6. Annex I, Annex II, Annex IV, Annex V
New chapters added to these annexes to ensure all ships covered by this
annexes also comply with the requirements in international code for ships
operating in polar waters.

7. Annex 1- appendix II: form of IOPP certificate and supplements

Ø Form A, Form B- New section added to identify compliance with II- A
chapter -1 of Polar code.
8. Annex 1- reg 12 tanks for oil residues(sludge)
Ø oil residues from sludge tank may be disposed of directly to
reception facility through standard discharge connection, or to
incinerator, boiler provided it is approved in 3.2 of IOPP
supplement form A or B.
Ø sludge and bilge discharge piping may be connected to common
piping leading to Shore connection , provided such connection
doesnot allow transfer of sludge to bilge system.

9. Annex 1- reg 15 control of discharge of oil

10. Annex V- appendix : form of garbage record book

Ø Requirement of discharge in accordance with chapter 5 of polar

code is also included.

11. Annex V- reg 10

Ø Section 5.2 of part II-A of polar code shall be added in placards ,
garbage management plans , garbage record keeping

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12. Annex 1 reg- 14- oil filtering equipment

Ø Aministration may wave the requirements for ships exclusiverly
engaged in special area or artic waters( artic waters is added)

13. Annex VI-reg 13 – Nitrogen oxides (Nox)

Ø new paragraph is added which states that, the tier and on/off status of
marine diesel engines which are certified to both tier II and Tier III or to
Tier II only shall be recorded in logbook prescribed by the
administration at entry and exits from an ECA-nox area or when the
on/off status changes within such area, together with the date , time and
positionof the ship.
Ø Symbol nox is replaced with No2

SIRE VETTING
(ship inspection report programme)
SIRE was established by OCIMF in 1993

Vessels are periodically inspected by inspectors from oil companies to verify the
compliance with requirements set out in OCIMF vessel information
questionnaire(VIQ).
VIQ is a set of questionnaire based on statutory and industrial standard
guidelines.
Where the vessel doesnot meet the requirements of VIQ inspectors give
observations. A vessel is neither pass nor fail at this stage.
Observations along with other remarks are submitted to OCIMF-SIRE
database.
Operators are give 14 days from the date of submission by inspector to
submit their response to the observation raised.
After operator submit their comments , the report is released on the OCIMF-
SIRE website and becomes available to all oil companies who are member of
OCIMF.
When a vessel is nominated for customer business , the oil company will
download SIRE report from the website. Reference is made to PSC inspection
records , incident history ,officer matrix and few other criteria and based on this ,
customer decides whether to accept the vessel or reject it.

In case of rejectin due to poor SIRE inspection , it is normal that oil companies
will put a cool down period of 3-6 months , during which vessel stands
rejected for that particular customer.

1. General
Ø Last port state inspection report

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2. Certification and documentation

Ø all statutory certificates are checked and observation is recorded ifany
certificate expiring
Ø Is vessels P and I club a member of international group , if not a member
then name of the organization to be recorded.
Ø SMS- comply with ISM code elements, relevant to ship, user friendly,
working language of crew, if available only in computerized version then
ascertain whether there is adequate access for all personnel to computer
and weather adequate training has been given to all personnel in accessing
procedures. If only in electronic format then backup independence means of
power supply to computer shall be provided.
Ø Record of visit of technical/marine supritendent (aleast twice in a year)
Ø Report of last internal audit , non conformities, whether corrective actions
taken in time period and weather procedure for corrective action is there in
sms.
Ø Documentary evidence of Masters review atleast annually and response of
the operators on same.
Ø Certificate of class, class survey status report, condition of class ,
recommendation, memoranda or notation.
Ø Condition evaluation report for ESP ships is checked
Ø Date of CAP survey

3. crew management
Ø cooperation and communication between crew
Ø manning level
Ø work rest hours compliance
Ø Deck officer BRM , BTM course
Ø Officer matrix as per record submitted to SIRE
Ø Endorsement of officers documents by flag state or application of same.
Ø Record of unannounced drug and alcohol test shore and onboard

4. Navigation
Ø Navigation equipments
Ø Navigation policies , procedures and documents
Ø Masters standing orders and bridge orders
Ø Deck and engine bell books
Ø Vessels manoevering characteristic dispayed on bridge
Ø Fire aand safety round records

Ø Prearrival, departure,watch handover , pilot master exchange and pilot

card
Ø Company Guidance on Min under keel clearance
Ø Steering changeover procedure
Ø Charts and publications

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5. Safety management
Ø Safety officer and evidence of duties performed
Ø Ships officer familiar with Fire fighting equipment,life saving,other
emergency equipment
Ø PPE
Ø Safety meeting record
Ø Incident, accidents, near miss reporting and action
Ø Accommodation at positive pressure
Ø Loose gears secured
Ø Checklist for Familiarization of new crew
Ø Record of drills, trainings
Ø Ship security records of last 10 ports
Ø SSO certificate
Ø Enclosed space entry permits, hot work procedures
Ø Gas meters familarization of officers, span gas available
Ø Oxy- acetylene room, clean, caps on, empty , full indication
Ø LSA ,FFA, training manuals
Ø Maintenance and test schedule for life boat, rescue boat,life raft

6. Pollution prevention Ø
ORB part 1, Part 2 Ø
SOPEP
Ø VOC management plan
Ø Pressure testing of bunker line
Ø BWM plan

• Engineroom and steering compartment

v Bilge pumping and isposal arrangement, ows
v OWS overboard notice
v Steering compartment oily bilge disposal adequate
v Garbage management plan, record

7. Structural condition
Hull , weather deck,procedure for inspection of cargo, ballast tanks,etc

8. Cargo and Ballast System and operations

Policies, procedures and documents, Ig system, venting system,pump room

9. Engine and steering compartment

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Ø Instruction and procedures

• Engine room organisation and operation;

• Unmanned machinery space (UMS) operation

• Reporting equipment deficiencies;

• Engine room emergency preparedness and actions in the event of an

emergency;

• Ensuring that all essential engine room equipment is available and fully
operational;

• Planned maintenance;

• The control of spare parts.

Ø Duties of officers and ratings

Ø UMS entry procedures, dead man alarm, engineers call alarm
Ø CE standing order
Ø Procedures to restart essential equipments
Ø Bunker transfer instruction
Ø Fuel change over procedure and record
Ø Planned maintenance system
Ø Inventory
Ø Escape routes
Ø Testing of emergency equipment
Ø Quick closing valves
Ø Emergncy stops of pumps, fans
Ø Fuel leakoff alarms
Ø Lagging
Ø OMD alarm
Ø Gauge glass, sounding pipe
Ø Lifting gear inspection record
Ø Bilge wells, alarms
Ø IG , boiler,incinerator alarms
Ø Emergency man, emergency generator fuel, emergency steering
Ø Earth fault

General condition of hull, machinery, deck, electrical equipment, forecastle,

accommodation, laundries

10. Ice operations for vessel with ice class notation

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DUTIES OF CE

1. test lifeboat and rescue boat engines

2. test emergency generator using 2 starting methods
3. test emergency fire pump
4. check fixed foam,co2 alarm
5. emergency batteries
6. quick closing valves
7. bilge alarms
8. ows 15 pm alarm, 3 way valve
9. steering gear normal and emergency mode
10. emergency air compressor
11. high and low voltage earth leakage alarms
12. cold room alarms
13. engieers call alarms, dead man alarm
14. engine log book
15. PMS
16. Lub oil analysis report
17. Safety equipment test records
18. Arrival departure checklist
19. c/e standing instruction
PSC (PORT STATE CONTROL)

Ø Responsibilty for monitoring the compliance of ships with the international

standards for safety, pollution prevention, and onboard living and working
conditions lies with the flag state. however there has been a serious failure on
the part of a number of flag states to implement and enforce international
standards.
Ø Port state control inspection is for foreign going ships and their crews as a
second line of defence against substandard shipping, which is ensured by
monitoring of compliance with the international standards for safety ,
pollution prevention and onboard living and working conditions.
Ø MOU’ means the Memorandum of Understanding on Port State Control.

Ø Ships shall be subject to periodic inspections at pre determined intervals

depending on their risk profile(type, age, flag state performance, RO , company
performance ,history). The interval between periodic inspections of ships shall
increase as the risk decreases. For high risk ships, this interval shall not exceed
six months.

Ø All inspections begin with an initial inspection. The inspector will, as a

minimum, check relevant certificates and documents , confirm that
deficiencies outstanding from the previous inspection in the region have
been rectified, and look at the overall condition of the ship, including the
engine room, accommodation and conditions of hygiene on board ship.

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Ø Where there is evidence for believing, after an initial inspection, that the
condition of the ship or its equipment or crew does not substantially meet the
relevant standards of a Convention, which in the professional judgement of the
inspector warrants further inspection, then a more detailed inspection of the
ship, its equipment or crew, including compliance with on board operational
requirements will be carried out.

Examples of clear grounds for a more detailed inspection are

1. A certificate has been fraudulently obtained or the holder of a

certificate is not the person to whom that certificate was originally
issued.

2. Evidence of cargo and other operations not being conducted safely, or in

accordance with IMO guidelines, e.g. the content of oxygen in the inert-
gas main supply to the cargo tanks is above the prescribed maximum
level.

3. Failure of the master on an oil tanker to produce the record of the oil
discharge monitoring and control system for the last ballast voyage.

4. Absence of an up-to-date muster list, or crew members not aware of

their duties in the event of fire or an order to abandon the ship.
5. Excessively unsanitary conditions on board the ship.

6. Information or evidence that the master or crew is not familiar with

essential shipboard operations relating to the safety of ships or the
prevention of pollution, or that such operations have not been carried
out.
Clear grounds on security aspect

1. Ship is at lower security level than port

2. Drills related to security of ships has not been carried out.
3. Record of last 10 ship/port interface is not complete
DETENTION:
. Where an inspection reveals deficiencies which in the professional judgment of the
inspector are clearly hazardous to safety, health or the environment, the ship
will be detained or the operation revealing such deficiencies will be stopped.
The detention notice or stoppage of an operation will not be lifted until the
hazard is removed.

Ø In exceptional circumstances where, as a result of a more detailed inspection, the

overall condition of a ship and its equipment, also taking into account the crew
conditions, are found to be obviously substandard, the PSCO may suspend an
inspection. Prior to suspension PSCO should have recorded detainable
deficiencies.

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Provisions for port state control:

1. SOLAS, as modified by the SOLAS Protocol 1988

Regulation 19 of chapter I, regulation 6.2 of chapter IX, regulation 4 of
chapter XI-1 and regulation 9 of chapter XI-2 of
2. Load Lines- article 21
3. MARPOL - Annex I -articles 5 and 6, Annex II- regulation 11 of, regulation
16.9 , Annex III -regulation 8 , Annex IV -regulation 13 , Annex V -regulation 8
and Annex VI -regulation 10
4. STCW- article X
5. Tonnage- article 12
6. AFS- article 11

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FSI (Flag state inspection)

Ø Purpose of FSI is to verify that a vessel is being maintained in substantial

compliance with applicable safety, security, and pollution prevention
requirements pursuant to Flag state and international convention to which
administration is a party.
Ø It is intended to assist operators with their compliance efforts.
Ø FSI consist of report of operational safety inspection and operational
safety inspection supplement
Ø Prior to the arrival of inspector , operational safety inspection
supplement is to be filled by master , which is a checklist containing
• Ship documents
• Publications and manuals
• Equipment service certificate and test dates
• Seafarers certificates
• MLC 2006 requirements
These certificates and documents are checked in random during the inspection.
Ø Report of operational safety inspection:
1. Manning
2. SMS
3. Security
4. Drills
5. Operational tests
6. Bridge and navigation equipment 7.
MLC2006
8. LSA
9. FFA
10. HULL
11. Machinery and electrical
12. Steering

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Difference between Vetting , PSC, FSI

1. Vetting is carried out by OCIMF vetting inspector to verify the compliance

with requirements set out in OCIMF vessel information questionnaire (VIQ).
VIQ is a set of questionnaire based on statutory and industrial standard
guidelines. Where the vessel doesnot meet the requirements of VIQ inspectors
give observations. Operators are give 14 days from the date of submission by
inspector to submit their response to the observation raised. After operator
submit their comments , the report is released on the OCIMF-SIRE website and
becomes available to all oil companies who are member of OCIMF. When a vessel
is nominated for customer business , the oil company will download SIRE
report from the website. Reference is made to PSC inspection records , incident
history ,officer matrix and few other criteria and based on this , customer decides
whether to accept the vessel or reject it. It is important to owner for business purpose.

PSC inspection is for foreign going ships and their crews as a second line of
defence against substandard shipping, which is ensured by monitoring of
compliance with the international standards for safety , pollution
prevention and onboard living and working conditions. PSC inspections are
carried out as per national law of port state. PSC has power to detain the ship
but it doesnot have power to affect certification of a ship.

FSI is to verify that a vessel is being maintained in substantial compliance with

applicable safety, security, and pollution prevention requirements
pursuant to Flag state and international convention to which
administration is a party.

SEA TRIAL
Sea trials of vessel ,machineries and all the systems is carried out to ensure that
performance meets the required standard and specifications and it is witnessed by
yard,owner and class representative.
Tests
A) SCHEME OF SEA TRIAL
1. principal particulars
2. Displacement calculations
Fore draft , aft draft measured and displacement and LCB is calculated from
trim hydrostatic table and compared with the model test condition
B) HULL PART
1. Progressive speed trial
Gives relationship between ships speed and engine load
2. Crash stop astern test
3. Inertial stop test
4. Turning test
5. Williamsons turning test
6. Zigzag test
[Link] test
8. Rescue boat launching test.
Ship speed >= 5 kn
Rescue boat>= 6 kn

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C) VIBRATION TEST
1. Local
At common locations and cabins
2. Torsional
Crankshaft fore end,intermediate shaft,propeller shaft, torsional vibration with one
unit misfiring , gives graph of (engine speed (r/min vs torsional stress mpa,angular dis
mrad) r/min vs axial displacement (mm)

D) NOISE MEASUREMENT- hand held analysers

E) MACHINERY PART
1. ME power measurement(torsion meter) ME
fuel oil consumption
[Link] and generator engine starting test
[Link] minimum revolution test
4. Fresh water generator capacity test
5. Steerig gear test [Link]
steering gear test
7. Dead ship recovery test

F) ELECTRICAL PART
1. ME safety test ,auto slowdown test
2. Bridge manouevering test
3. Nav and radio equipment test
4. Shadow sector and blind sector chart
5. Alarm sound level confirm
6. Electrical sea load measurement
7. Blackout test 8
Lighting test

G) HULL PIPING PART

1. ICCP commissioning checklist
2. Shaft earthing device commissioning checklist

F) ONBOARD TEST PART

1. Remote sounding and draft gauge system

2. Cargo monitoring system
3. Cargo tank overfill alarm
4. Cargo pump
5. Ballast pump
6. Ballast educator
7. Cargo stripping system
8. Fire and fixed foam system
9. Cow/tank cleaning system
10. Steam passing test for cargo heating coil
11. ODME

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SHOP TRIAL
A) The official shop tests are carried out at engine builders test bench ,using engine
builders facilities ,luboil and diesel oil in the presence of representative of
1. shipyard
[Link]
3. Classification society Following
tests are carried out
1. Safety device confirmation test
2. Emergency running test
3. Emergency trip test
4. Astern test at no load
5. Load test- Max tested at 110 % MCR

81.5 % IS NCR

6. Governor test
7. Overspeed test
8. Minimum revolution test under firing condition of all cylinders. 1. Actual rpm
2.T/C rpm 3. Fuel index (same will be confirmed during the sea trial and also
speed of ship at min rpm)

B) After shop tests appearance inspections are to be carried out on following parts.
Crankshaft, main bearing,crosshead pin and bearing,guiderail,crankpin and crankpin
bearing,piston,liner,cylinder cover.

C) Factory acceptance test

SQUAT

Squat may be considered as apparent increase in the draft/reduction in under keel

clearance that results from the reduction in the water pressure acting normal to the
hull when ship is making way.

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The water pressure that acts normal to the ship is static pressure. It is level of static
pressure that will govern the amount the ship will squat.

Total pressure(N/m2)at any point of flow of water between the seabed and ships hull
will be sum of static pressure(Ps) and dynamic pressures(1/2xdensity x square of
(velocity)) and will always remain constant. So if velocity increses , dynamic pressure
will increase and static pressure will reduce hence ship will squat more.

Open water squat (m)=Cbxv2/100 confined water squat(m)=2xcbxv2/100

Factors affecting squat in deep water
1. Ship speed – squat will vary approximately square of V
2. Still water trim- A ship initially on even keel will usually squat more by head
and vise versa.
3. Water depth: When water depth reduce to half the draft , squat effect increased
significantly causing likelihood of bottom damage if speed is not checked. Flow
of the liquid between the sea bed and ships hull will increase resulting in
reduced pressure acting normal to the hull resulting in increased squat effect.
4. Blockage factor-Additional factor like blockage factor ( effective width of free
water In narrow channel . this causes reduced static pressures at the hull sides in
addition to those bellow the hull causing greatest squat effect.
5. Strong tidal current- If a ship is tied alongside and strong current is flowing
, squat effect will take place.
6. Block coefficient-ship with higher block coefficient will experience more
squat- distance travel of water molecules is greater for ships with more Cb
whereas time is same therefore speed increases hence squat effect is more.
7. Ships proportional dimension- L/B- less L/B squat effect will increase.

CODE OF SAFE WORKING PRACTICES FOR MERCHANT SEAFARERS

It is a statutory requirement that seafarers are provided with the information

necessary to ensure their health and safety. all those with specific
responsibilities for safety should have immediate access to this Code, and that it
should be readily available to all seafarers on board

1. the code is published by The Maritime and coastguard agency (MCA) and is
addressed to everyone on ship regardless of rank or rating, and to those ashore
responsible for safety
2. the code details the regulatory framework for health and safety aboard
ship,safety management and statutory duties and the areas that should be
covered when introducing a new safety procedures onboard.
3. The Code provides guidance on safe working practices for many situations
that commonly arise on ships, and the basic principles can be applied to many
other work situations that are not specifically covered

4. the code is endorsed as the best practice guidance for improving health and
safety onboard ship.

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5. CONTENTS: divided into different chapters,
1. MANAGING OCCUPATIONAL HEALTH AND SAFETY
• Company has overall responsibility to establish occupational
health and safety policies, each person understand their duties
and responsibilities.
• Effective RA to be carried out followed by tool box talks
ensuring all involved in work have clear understanding and
awareness of any hazards and associated risks.
2. SAFETY INDUCTION
§ Familiarization onboard before taking over
duties.
3. LIVING ON BOARD- personal cleanliness and hygiene, Smoking
regulations.
4. EMERGENCY DRILLS AND PROCEDURES
5. FIRE PRECAUTIONS
§ good houkeeping
6. SECURITY ONBOARD
§ Isps,stoways
7. HEALTH SURVILLIANCE
§ Duty of employer-Identifying early signs of ill
health.
8. PERSONAL PROTECTIVE EQUIPMENT
9. SAFETY SIGNS AND THEIR USE
§ No hotwork, no smoking,wear mask etc
10. MANUAL HANDLING
§ Correct lifting procedure
11. SAFE MOVEMENT ONBOARD SHIP
§ Lighting,gratig,good housekeeping.
12. NOISE,VIBRATION AND OTHER PHYSICAL AGENTS
13. SAFETY OFFICIALS
14. PERMIT TO WORK SYSTEMS
15. ENTERING DANGEROUS SPACES
16. HATCH COVERS AND ACCES LIDS
17. WORK AT HEIGHT
18. PROVISION, CARE AND USE OF WORK EQUIPMENT
19. LIFTING PLANT AND OPERATIONS
§ Certificate of testing for all lifting gears, valid for
max 5 years.
20. WORK ON MACHINERY AND POWER SYSTEMS
§ Chief engineer /master permission prior any work
on firefighting and safety equipment or any other
equipment which may resuly in hazardous situation.
§ Safety precautions while working on electrical,
chemical.
§ Notices,loto

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21. HAZARDOUS SUBSTANCES AND MIXTURES
§ Identifying of hazardous substances onboard
and RA and precautions.
22. BOARDING ARRANGEMENTS
§ Safe access on ship for boarding
23. FOOD PREPARATION AND HANDELLING IN CATERING
DEPARTMENT
§ Hygiene, safe handling of all equipments
during cooking and cleaning
24. HOT WORK
25. PAINTING
26. ANCHORING MOORING AND TOWING OPERATIONS
27. ROLL ON/ ROLL OFF FERRIES
28. DRY CARGO
29. TANKERS AND OTHER SHIPS CARRYING BULK LIQUID CARGOES
30. PORT TOWAGE INDUSTRY
For seafarer working on tug boats
Proper towing plan,maintenanace of towing equipment
31. SHIPS SERVICING OFFSHORE OIL AND GAS INSTALLATIONS
32. SHIPS SERVICING OFFSHORE RENEWABLES
33. ERGONOMICS
§ Interaction between human and work-
design and environment, work processes
and organization.
§ Familiarise with layout of work area,
evaluate risks, follow procedures.

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ISGOTT( International safety guide for oil tankers and terminals.

1. This guide makes recommendations for tanker and terminal personnel on the
safe carriage and handling of crude oil and petroleum products on tankers
and terminal.
2. Contents are developed based on
• “TANKER SAFETY GUIDE (PETROLEUM) BY INTERNATIONAL
CHAMBER OF SHIPPING (ICS),
• “INTERNATIONAL OIL TANKER AND TERMINAL SAFETY GUIDE” BY OIL
COMPANIES INTERNATIONAL MARINE FORUM” (OCIMF)
REVIEW BY ICS, OCIMF AND IAPH (INTERNATIONAL ASSOCIATION OF
PORTS AND HARBOURS ) TOGETHER

THERE ARE 4 PARTS

1. GENERAL INFORMATION EG definitions,flammability diagrams,properties

and hazards of petroleums,fire fighting etc.

2. TANKER INFORMATION EG
Shipboard systems, operations, equipments, carriage and storage of
hazardous materials.

HOTWORK MINIMUM REQUIREMENTS (on inerted ship)

If hot work is to be undertaken on open deck, cargo and slop tanks within a
radius of atleast 30 m around the working area must be cleaned and
hydrocarbon vapour content reduced to less than 1 % by volume and inerted.
All other cargo tanks in the cargo area must be inerted with opening closed.

3 . TERMINAL INFORMATION EG
terminal management and oraganisation, terminal operation, cargo equiments,
safety and fire protection, emergency preparedness.

4. OPERATIONS CONTROLLED UNDER SHIP/SHORE INTERFACE MANAGEMENT

EG
communication, mooring ,bunkering, ship/shore safety checklist, emergency
procedures.
THRESHOLD LIMIT VALUE- airborne concentrations of substances under which it is
believed that that nearly all workers may be exposed day after day with no adverse
effect. 3 types of TLV
I. TLV-TWA (TIME WEIGHTED AVERAGE)- airborne concentrations of a toxic
substance averaged over an 8 hour period (ppm)
II. TLV-STEL (SHORT TERM EXPOSURE LIMIT)- airborne concentration oftoxic
substance averaged over 15 min period.
III. TLV-C (CEILING)-the concentration that should not be exceeded during any
part of the working exposure.
TLV-TWA- benzene - 1 ppm, H2S - 5 ppm

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PSSA and SPECIAL AREA (PARTICULAR

SENSITIVE SEA AREA)

Ø PSSA is an area that needs special protection through action by IMO because of
its significance for recognized ecological or socio – economic or scientific
reasons which may be vulnerable to damage by international maritime
[Link] great barrier reef, canary island spain, western European waters,

Ø Ecological criteria: ecosystem is unique, high natural biological productivity,

vulnerability, naturalness

Ø Socio, cultural and economic criteria: economic benefit, recreation, human

dependency

Application for PSSA proposal:

1. Initial determination by proposing government that there is a threat from
international shipping. A small team of experts are assembled who can
describe and document characteristics of the area as well as the damage that
has been or could be caused to area.
2. Develop PSSA proposal – objective, location, need for protection and
proposed protective measures.
3. Application Part 1- description ,significance of area and vulnerability
Part 2-appropriate associated protective measures.
Associated protective measures: are limited to actions that are to be taken or
have been adopted by imo,
Ø Designation of an area as special area, or ECA or
Ø Application od special discharge restrictions to vessels operating in PSSA.
Ø Designated as an area to be avoided or it may be protected by other ships
routeing or reporting system.
Ø Development of other measures aimed at protecting specific sea areas
against environmental damage from ships.

(CURRENTLY- 17 PSSA)

SPECIAL AREA:
Ø means a sea area where for recognized technical reasons in relation to its
oceanographically and ecologically conditions and to the particular
character of its traffic the adoption of special mandatory methods for the
prevention of sea pollution by oil ,noxious substance or garbage, as applicable is
required.
Ø Under convention these areas are provided with higher level of protection
than other areas of the sea.

Oceanographic condition: area posses oceanographical conditions which may

cause the concentration of harmful substances in waters or sediments of the
area.(eg particular circular pattern, extreme ice state)

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Annex 1:Mediterranean sea,Baltic sea,black sea,red sea,gulf area,gulf of aden,antartic

,north west European waters,oman area of Arabian sea,southern south American waters
Annex 2: antartic area
Annex 3: Baltic area
Annex 5: medditeranean sea, Baltic sea, black sea, red sea,gulf area,north
sea,antartic area
Annex 6: baltic sea(nox), north sea(nox), north America ECA (nox ,sox,PM). United
states carrabean sea ECA(nox,sox,Pm)

Procedure for Designation of special area:

Proposal shall e send to MEPC and it should contain
1. draft amendment to MARPOL73/78 as the formal basis for designation.
2. Background document setting forth all relevant information to explain the
need for the designation
DIFFERENCE:
Ø PSSA can be protected by ships routing measures such as area to be avoided,an
area within defined limits in which either navigation is particularly hazardous
or it is exceptionally important to avoid casualty and which should be avoided
by all ships or certain kind of ships
Ø In special area no special navigational limitations exists and require discharge
criterions laid down as per MARPOL annexes are to be met when enrouting.
Ø The criteria for the identification of particular sensitive areas and the criteria for
determination of special areas are not mutually exclusive . in many cases a
particular sensitive area may be defined within a special area or vice a versa.

List of adopted PSSAs

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

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REGISTRATION OF SHIPS PROCEDURE

Principal officer of MMD of port act as a registrar, in his absence senior most
surveyor at that port act as registrar.

Company should register with MMD and DGS by applying on a letter head to
principal officer, MMD and DGS for ID and PASSWORD.

Step 1: Application for registry , accompanied by a) Builders certificate signed by the

builder and containing tonnage of the ship as estimated by him , time and place she was
build, name of person whose account it was build , and if there has been any sale then
instrument of sale b) Declaration of ownership by owner

Step 2:After being satisfied by registrar , Ship to be arranged to be surveyed by

surveyor and tonnage of ship ascertained in accordance with tonnage measurement
rules. The surveyor shall grant a certificate of survey specifying the ships tonnage
measured and build and such other particulars descriptive of the identity of the ship.
Certificate of surveyor shall be delivered to the registrar before registry.

Step 3: registrar apply to the Director General for allotment of official number.

Step 4: When official number is allotted, and name approved by director general ,
Registrar issues a carving and marking note(name, official number, port of registry,
GRT, draft marks). The note is to be returned to the registrar after carving and marking
has been duly carried out on the ship in the prescribed manner and certified by a
surveyor.

Step 5: Registrar enters details in the registrar book – name of ship and port where
ship belongs, the ship identification number, details contained in the surveyors
certificate, origin as stated in the declaration of ownership, name and description of the
registered owners.

Step 6: On registry of ship , registrar shall retain in his custody following documents
a)surveyors certificate b)builders certificate c)instrument of sale d)all declaration of
ownership

Step 7: on completion of registry, certificate of registry should be granted by

registrar.
Step 1 for Name approval
• Application (Form 15) alongwith
• DGS and MMD online application no.
• old ship-Copy of previous certificate of registry
new ship- builders certificate
• A copy of memorandum and articles of association of the company
• A vessel of 25 years and above need technical assistance.
• 3 names in hindi and English to be suggested.
• Fees rs 5000/- to pay from deposit account.

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Step 2 for issuance of carving and marking note:

• Application for carving and marking note on letter head of the company
• Approved tonnage computation or tonnage certificate issued by class.
• Fees rs 500/- from deposit account

Step 3 for signing of declaration of ownership

• Declaration of ownership form
• To be signed before principal officer.

Step 4 for survey of carving and marking and ship

• Application for survey of carving and marking onboard ship with online
application.
• Sighting of carving and marking and survey of vessel will be doe by MMD or
calss surveyor
• Certificate of survey

Step 5 for permanent /provisional registry

• Application for registry along with an online application in DGS and MMD
site.
• Provisional certificate can be issued for 6 months if vessel is abroad.

SQUAT

Squat may be considered as apparent increase in the draft/reduction in under keel

clearance that results from the reduction in the water pressure acting normal to the
hull when ship is making way.

The water pressure that acts normal to the ship is static pressure. It is level of static
pressure that will govern the amount the ship will squat.

Total pressure(N/m2)at any point of flow of water between the seabed and ships hull
will be sum of static pressure(Ps) and dynamic pressures(1/2xdensity x square of
(velocity)) and will always remain constant. So if velocity increses , dynamic pressure
will increase and static pressure will reduce hence ship will squat more.

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Open water squat (m)=Cbxv2/100 confined water squat(m)=2xcbxv2/100

Factors affecting squat in deep water
1. Ship speed – squat will vary approximately square of V
2. Still water trim- A ship initially on even keel will usually squat more by head
and vise versa.
3. Water depth: When water depth reduce to half the draft , squat effect increased
significantly causing likelihood of bottom damage if speed is not checked. Flow
of the liquid between the sea bed and ships hull will increase resulting in
reduced pressure acting normal to the hull resulting in increased squat effect.
4. Blockage factor-Additional factor like blockage factor ( effective width of free
water In narrow channel . this causes reduced static pressures at the hull sides in
addition to those bellow the hull causing greatest squat effect.
5. Strong tidal current- If a ship is tied alongside and strong current is flowing
, squat effect will take place.
6. Block coefficient-ship with higher block coefficient will experience more
squat- distance travel of water molecules is greater for ships with more Cb
whereas time is same therefore speed increases hence squat effect is more.
7. Ships proportional dimension- L/B- less L/B squat effect will increase.

GZ CURVE SHOWING POINTS

Ø GZ is plotted against the angle of heel and is drawn by ships officer for each
voyage for particular displacement and KG. location of “G “ is fixed and “B”
changes as the boat heels and immersed section changes shape. As the centre of
gravity and centre of gravity initially moves apart and then converge . so GZ
initially increases and then decreases.

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Ø GZ is calculated using KN /cross curve of stability.

1. Maximum GZ – the value of max GZ and angle at which it occurs are important
values. The max GZ multiplied by displacement of ship gives value of maximum
heeling momemt that a ship can sustain without capsizing. Because beyond this
angle the righting lever of ship decrease drastically.
2. Angle of heel at which max GZ occurs
3. Initial GM-point of intersection of tanget drawn from the initial point and a
verticle through the angle of heel of 57.3 deg.
4. Range of stability: The angle beween the origin and point of vanishing
stability where GZ value is positive is called range of stability.
5. Angle of vanishing stability- angle at which GZ curve meets the horizontal axis
is called the point of vanishing stability, since righting lever becomes zero at this
point. So any heel beyond this angle would result in a condition of negative
stability.
6. Angle of inflexion ( angle of deck immersion)- As the angle of heel increases ,
there comes a point when deck of the ship immerses. This angle is called angle of
deck immersion and the corresponding point is called point of inflection. At this
angle GZ curve trend changes from increasing steepness to decreasing steepness
this is because when deck of a ship immerses , the rate of shift of centre of
buoyancy ( and also righting lever) with further heeling changes. This change in
concavity of the curve.

Ø Why initial GM at 57.3degs?

• At small angle of heel GZ= GM sin(theta), therefore GM=GZ/sin(theta)
• At small angle Sin(theta)=theta therefore GM= GZ/(theta)
• Therefore GM= GZ if theta=1 rad, ie 57.3 deg.
• Since this is true at small angles only and the the GZ curve for few
degrees is considered as straight line (since in rad). Therefore lineis
drawn tangentially from origin. Because at larger angle of heels this
assumptions are no longer valid.
INTACT STABILITY CRITERIA

As the ship is required to comply with 2008 IS code , it is most important to ensure
that in any sailing condition the stability complies with atleast with following
minimum criteria

A- Area under the righting lever curve > 0.055 mrad upto 30 deg angle of heel.
B- Area under GZ curve > 0.090 mrad upto 40 deg angle of heel
C- Area under GZ curve > 0.030 mrad between 30 deg-40 deg angle of heel D-
GZ > 0.20 at angle of heel > 30 deg
E- Max GZ should occur at min 25 deg of heel. F-
Initial GM > 0.15 m

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CROSS CURVE OF STABILITY /KN CURVES

Ø Cross curves of stability were developed so that for any loading condition
(where KG is already known) values of GZ can be obtained from all angles.

Ø For any angle of heel line drawn parallel to GZ from K then the point of
intersection of this line with the vertical line of action of buoyancy , is
represented as N.

KN = Righgting lever at angle with centre of gravity assumed at baseline.

Ø KG is always known to the designer and ships captain at all loading

conditions.
Ø Angle of heel at any condition is also known to the designer and ships
captain.
Ø Only unknown is KN

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So computer generated plot of KN values for a range of displacements is obtained for

different heel angles, and resulting curves are called KN curves or cross curves.

once KN curves are obtained it is now possible for designer to obtain GZ curve for
any loading condition.
Ø 1st loading condition is set , and corresponding KG is obtained .
Ø displacement of ship for a particular loading is also available from
hydrostatic curve.
Ø Once displacement is fixed a vertical line is drawn at the corresponding
displacement on the KN curve intersecting different heel angles.
Ø Thus KN curves enables us to obtain the stability curve at any predetermined as
well as new loading conditions. It is due to this reason KN curves are provided in
the stability booklet , so that in case the ship is operating in a loading conditions
it hadn’t operated in before, the GZ curve can still be obtained easily to
determine the stability of the ship. And same can be compared with Intact
stability requirements.

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CURVE OF STATICAL STABILITY WITH NEGATIVE GM

Ø Since GM is negative , the tangent along which the GZ curve initiallyfollows

runs below the base.
Ø As the vessel heels over to larger angles of inclination the GZ curve departs
from the tangent and where it crosses the base it the angle of loll. This could be
on port or starboard sides.

Fig 1: ship is in an unstable condition if , when heeled by an external force in a still

water to a small angle it continues to heel further when external force is removed.

Fig 2: ship is now heeled by an external force to a small angle of inclination whereby line
of action of the buoyancy force still passes through the initial transverse metacentric
height.

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GZ is negative , it represents capsizing lever

If external force is now removed ship will continue to heel further over.

Fig 3: ship continues to heel over until B attains a position vertically bellow G. it is
now that ship comes to rest at an angle of heel.

Fig 4: if the ship is heeled further by an external force B moves outboard of G. GZ is

now positive which will act to right the ship back to the angle of loll.

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Ø Angle of down flooding:

• Angle at which opening in the hull , superstructure or deck house which lead
below freeboard deck and cannot be closed weather tight immerse.
• Downflooding angle > 40 deg in all loading conditions
• It is given in trim and stability booklet at different draft condition.
• Coordination of critical point is given in strim and stability booklet.

Ø Propeller immersion
• Propeller immersion diagram and table is given in trim and stability
booklet.
• Table consist of propeller immersion at different drafts and trim.

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Significance of propeller immersion:

Propeller immersion is important for the maneuverability of the ship. If it is not fully
immersed thrust will be less and ruder action would be insufficient which could be very
dangerous.
In addition , abnormal vibration, and bearing damage. Minimum propeller immersion of 75 % is
required before leaving a port as per class requirement.

Air draft

• To work out if ship will be able to pass under bridges or power lines , deduct the
ship draft from keel to masthead height to see how high top of the mast is above
the water [Link] is called air draft.
• The chart or a reliable nautical publication is then refered to find out
clearance space.

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CONDITION MONITORING

Ø Condition monitoring tasks are scheduled activities used to monitor machine

condition and to detect a potential failure in advance so that action can be
taken to prevent that failure or discover failures before they impact system
failure.
Ø Potential failure is an identifiable condition that indicates that a functional
failure is either about to occur or is in the process of occurring.
Ø Condition monitoring task should only be choosen when a detectable
potential failure condition will exist before failure and applicable task has
reasonable probability of detecting the failure.
Ø Some condition monitoring tasks may be identified by FMEA conducted
during system design.
Ø Understanding failure rate(operating time before equipment fails) and
pattern(trend of failure rate) is important for condition monitoring.
• Eg Constant failure rate in all operating periods Example: roller/ball
bearings
• High infant mortality followed by a constant or slowly rising failure
rate Example: electronic components
• Baseline data: initial condition monitoring data to which subsequent periodical
data are compared. 1st condition monitoring data when new , or after overhaul or
when equipment entered into condition monitoring system.
• Failure mode : usually described in terms of an observed effect of the
equipment failure eg pump fails off.
• FMECA: Failure mode effects and criticality analysis

Condition monitoring techniques:

1. Temperature measurement
2. oil analysis
3. non destructive testing- hyraullic pressure testing, liquid dye penetrante,
ultrasonicetc
4. electrical testing (megger testing, high potential testing)
5. visual inspection, audio inspection , touch inspection.
6. Engine performance testing
7. Vibration analysis- peak to peak(mm), velocity,mm/s,rms
8. Corrosion analysis (ultrasonic thickness gauging)

Condition monitoring maintenenace:

Condition monitoring will be of no use if condition monitoring maintenance is not
carried out at right time.
Ø There are three important points ,point where failure begins, point at which
onset of failure can be detected and point of functional failure . If any
corrective action is not taken between last two points then ultimately it will
result in failure.

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Potential failure diagram:

Ø Selection of task frequency: if CM task is performed at longer interval than PF

interval then the potential failure may not be detected. Therefore frequency is
usually selected at half of the P-F interval, keeping in mind practicability, cost
effectiveness etc.
Ø It is important to improve the understanding of PF interval by experience.

Crosshead bearing monitor system:

2 sensors are mounted in each cylinder compartment, measures everytime crosshead

passes bottom dead centre. And displays the combined physical wear of crosshead
,crank and main bearing(Proximate sensors.)

break load testing of mooring winch and windlass

Ø is carried out to confirm the maximum brake holding power

Ø Forked lever is secured by means of bolt and nut in the designated slot
provided on the hawser. Hydraulic oil jack is secured with the forked lever on
the one side and stand on the other side. Brake is tightened fully with

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the help of brake adjusting handle. Hydraulic oil pressure is raised creating a
torque until brake starts slipping. The pressure at which the brake slip is
measured and recorded for calculating the maximum brake holding load.

Ø Brake holding force (F2 )= (F,xd!)/d2

F2= Brake slipping pressure X Area of hydraulic jack D2
= radius of drum +radius of steel wire

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RUDDER AND RUDDER STOCK SUPPORT

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LOAD DIAGRAM AND PROPELLER CURVE

engine speed %of M

Line 1: propeller curve through SMCR point M- layout curve for engine
Line 2: heavy propeller curve – fouled hull and heavy seas
Line 3: speed limit- 105 %
Line 4: Torque /speed limit- limit at which ample air supply is available for combustion
and impose limitation on maximum combination of torque and speed. Line 5: MEP
limit- 100 % MEP lines , also an expression of corresponding fuel index of the engine.
Line 6: Light propeller curve – clean hull and calm weather – layout curve for
propeller.- 4% light running
Line 7: power limit for continuous running
Line 8: overload limit
Line 9: sea trial speed limit- 107 %- provided tortional vibration conditions permit.
Line 10: constant MEP lines.

Ø The load diagram defines the power and speed limits for continuous as well as
overload operation.
Ø Continuous service range is limited by four lines 4,5,7,3
Ø Overspeed set point 109 %
Ø Line 8 represents the overload operation limitation. The area between 5,5,7 and
line 8 available for overload running for limited periods only(_1 hour per 12
hour)
Ø In calm weather with loaded ship and clean hull and propeller , the
propeller/engine will run along line 6, in ballast condition it will be closeto the
the line 6 slightly on right side.
Ø After sometime in operation when hull and propeller will get fouled , will result
in a heavier running of the propeller , i.e propeller curve will move to the left of
line 6 towards 2. And extra power will be required in order to maintain ship
speed

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Ø Heavy running of propeller will indicate need for cleaning of the hull and
polishing of propeller.
Ø Area between 4 and 1 is available for operation in shallow water , heavy
weather and during acceleration , ie non steady operation without actual
time limit.
Ø Engine has to follow propeller performance in heavy propeller situation also
therefore enough margin is given between in load area between line 6 and
normal Torque/speed limitation line 4.
Ø To left of line 4 in torque rich operation , the engine will lack air from the
turbocharger to the combustion process i.e the heat load limits may be
exceeded and bearing loads might also become too high.

Torque rich :
Ø Torque rich or over torque for diesel engine is a phenomenon of energy
unbalanced between main engine and ships hull and propeller.
Ø It is a phenomenon that makes reduction of ships speed, overload of main
engine and higher fuel consumption of ship .
Ø In torque rich operation , the engine will lack air from the turbocharger to the
combustion process i.e the heat load limits may be exceeded and bearing loads
might also become too high.
Ø fuel consumption increases and also less air available for combustion hence
black smoke and emmisions such as nox, sox, co, HC increases and therefore
environment will be badly impacted.

Effect:
1. decreasing efficiency of ship propulsion system
2. increase fuel consumption and hence expenses
3. increase emmisions
4. shortening life of ship propulsion system and even damaging components

how to detect:
1. fuel rack higer than normal
2. higher temperature of exhaust gases of all cylinders
3. black colour exhaust gases
4. lower speed of ship 5.

Factors that can influence torque rich condition

1. bad weather conditions such as storm
2. narrow channels
3. deterioration of the performance by ageing of main engine , hull and
propeller.
4. Hull and propeller fouling or shape deformation or damage.
Torque rich treatment:
1. modification of ship propeller- cut slightly and shape the trainling edge side of
the propeller blade to reduce the pitch of the propeller, consequently propeller
becomes lighter and requires smaller power.
2. Propeller diameter cutting
3. Twisting propeller blade.

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MAINTENANCE ON LIFE BOAT

Maintenance , Servicing And Repairs –

• By manufacturers representative or a person appropriately trained and
certified by the manufacturer for work to be done.
• The Administration may authorize RO to perform the functions of the
manufacturer as assigned under these Guidelines, if the manufacturer is
unable to provide the service.

Ø Life boat:

• condition of lifeboat structure including fixed and loose equipment;

• engine and propulsion system;

• sprinkler system, where fitted;

• air supply system, where fitted;

• maneuvering system;

• power supply system.

Release Gear:

• operation of devices for activation of release gear:

• cables for control and release; and
• hook fastening.
• Operational test of on-lad release function
• Operational test of off-load release function
• Davit structure
• functioning of limit switches
• Hydraulic system

Winch

• open and inspect brake mechanism;

• replace brake pads, if necessary;

• remote control system; and

• power supply system

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Ø DYNAMIC WINCH BRAKE TEST

• Annual operational test
• 5 yearly operation test- lifeboat lowered at max lowering speed with
1.1 times the max working load of the winch and brake is applied just
before boat enters the water.
• Following these tests brake pads and other structures to be inspected.

Ø OVERHAUL OF ON-LOAD RELEASE GEAR

Ø When repairs, thorough servicing and annual servicing are completed, a

statement confirming that the lifeboat arrangements remain fit for purpose
should be issued by the manufacturer’s representative.

CO2SYSTEM
➢ Requirements of CO2 Flooding System
o Discharge requirement is, at least 50% of CO2 discharge to be carried out in 1 minute and at
least 85% discharge in 2 minutes.
o Capacity of CO2 in the system to be,
▪ 30% of the gross volume of the largest protected cargo space,
▪ 40% of the gross volume of machinery space excluding engine casings,
▪ 35% of the gross volume of machinery space including engine casings for vessels GT <
20000.
▪ Total amount of CO2 cylinders depends on the highest gross volume out of above 1,2,3 in a
particular ship.
o Safety procedures must be there against unauthorized use of the system.
o Machinery space to be fitted with audio-visual alarm and ventilation blower trip.
o Alarm must trigger well before operation of CO2 flooding system.
o Permanent piping arrangements should be made.
o Manifold, distribution piping to be pressure tested. See Pressure Testing of CO2 Flooding
System below.
o Diameter of associated pipe lines in the system should not be less than 20 mm.
o Copper and flexible pipes are allowed between CO2 cylinder and common manifold.
o Distribution pipes to cargo spaces should not pass through engine room.
o All stop valves to be checked every month to ensure their working and position.
o The CO2 flooding system installation to be checked monthly for any leakages.
o All control valves to be tested annually

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MAINTENENACE ON FIXED CO2 SYSTEM

Ø Monthly, annually , 2-yearly, 5 yearly ,10 yearly

Maintennace to be carried out by service technicians/specialists trained to

standards accepted by the Administration:
Yearly: General inspection of the installation, pipe lines to be checked.

Two – yearly maintenance/ inspections: During SEQ intermediate survey

• All high pressure cylinders and pilot cylinders should be weighed to confirm
that the available charge in each is above 90% of the nominal charge. Cylinders
containing less than 90% of the nominal charge should be refilled

• The discharge piping and nozzles should be tested to verify that they are not
blocked by air or nitrogen

. Five-yearly maintenance / inspections: During SEQ renewal

• All activating heads should be removed from the cylinder valves and tested for
correct functioning by applying full working pressure through the pilot lines. If
manual pull cables operate the remote release controls, they should be checked
to verify the cables and corner pulleys are in good condition, move freely and,
do not require excessive amount of travel to activate the system;
• All cable components should be cleaned and adjusted as necessary, and the
cable connectors should be properly tightened.

• If the remote release controls are operated by pneumatic pressure, the tubing
should be checked for leakage, and the necessary charge of the remote releasing
station pilot gas cylinders should be verified.
• All controls and warning devices should function normally, and the time
delay if fitted, should prevent the discharge of gas for the required time
period; and

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Ten-yearly maintenance/ inspections:

• At the 10-year inspection, at least 10% of the total number provided should be
subjected to an internal inspection and hydrostatic test. If one or more
cylinders fail, a total of 50% of the onboard cylinders should be tested. If
further cylinders fail, all cylinders should be tested.

• Flexible hoses should be replaced at the intervals recommended by the

manufacturer and not exceeding every 10 years;

• Hydrostatic testing for the fixed CO2 system shall be carried out at test
facilities approved by the Chief Controller of Explosives in accordance with the
Gas Cylinder Rules 2004, as amended, and as promulgated by the GOI. The test
shall be witnessed and certificate endorsed by the Competent Person‟, if
approved by the DGS and by a Surveyor of the Administration or recognized
RO as the case may be, if the facility is not approved by the Directorate General
of Shipping.

• Test certificates, duly endorsed by the concerned surveyor must be provided

and kept on board for inspections. Test date and pressure must be stamped on
each bottle. This test shall not be carried out on board;

• For subsequent 10-year services, alternation of the inspected cylinders must be

carried out, i.e. different cylinders must be inspected from those done in

• the previous service, if 100% of them were not inspected during the previous

instance; and

• All Flexible hoses should be replaced at the intervals recommended by the

manufacturer and not exceeding every 10 years;

• All discharge pipe lines shall be tested to a pressure of a maximum working

pressure of the respective sections or as specified by the manufacturer,
whichever is higher.

Certificate : Hydrostatic test certificate , by surveyor of administration or RO or by

competent person if approved by DGS

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DOCKING PLAN
Ø Docking plan is a document that is prepared for every ship during its
preliminary design phase . It consist of curves , drawings ,data, tables
and other information required to bring a vessel to dry dock.
Content

1. Table of hydrostatic and hydrostatic curves:

First few hydostatic that must be checked before a ship enters a drydock are
a) Aft draft, b) forward draft c)LCB d) MCTe) centre of gravity f)
longitudinal centre of floatation g) transverse metacenter.

2. Docking drawing -Elevation view

• Location of longitudinal reference point ( point from which all
longitudinal dimensions are measured)
• Location of aft perpendicular and forward perpendicular
• Location of end of skeg
• Frame spacing
• Longitudinal clearance required for removal of shaft/rudder
• Location of draft marks along the ship
• Location of 1st and last keel blocks.

3. Docking drawing -Plan view

• Location of keel blocks
• Location of every hull opening and hull protrusions are marked.

4. Aft body plan and forward body plan

5. Cross section of propeller
• Clearance between blade tip and dock floor
• Longitudinal Clearance for removal of propeller
6. Keel profile:
• Shows elevation of keel line along the ships length
• Thus this profile is used to determine height of the keel blocks at each
longitudinal position.

7. Bilge keel clearance:

• Distance from bilge keel to the centerline is given
• Heigt of bilge keel from ships keel

8. Load distribution and block pressure

• Load distribution curve for the keel blocks is derived from the
weight curve of the ship , which is comprised of a combination of
distributed and concentrated weight.
• weight of hull girder and superstructure are considered asdistributed
weights along the ships length.
• Weight of machinery, equipment ,transverse bulkheads, fuel oil. Fw, are
considered as concentrated weights.

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• Total weight of ship is supported by total area of block, The weight

curve is high at the mid ship and decreases at forward and aft.
Therefore weight bearing area of the keel block increases as we
move towards the mid ship.
• The pressure exerted on the keel blocks is called the block pressure,
and the average block pressure is the total weight of the ship
divided by total bearing area.

9. List and dimensions of bottom plugs with frame nos

10. List of speed log and echo sounders
11. Details of ICCP system
12. List of sea chest
13. Docking condition
• Ballast condition- how much ballast in no-1 and no 2 ballast tanks
• Displacement
• At draft
• Fwd draft
14. Body plan
15. Anode list
16. Ordinary section
17. Docking block information
18. Draft gauge hole
19. Painting details-
• flat bottom and side bottom total area and coats
• top side total area and coats

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CALCULATION OF LOAD ON BLOCKS IN DRYDOCK

Ø Load on a block are affected upon factors like

• Blocks initial height relative to other blocks
• Bearing area of the block(hull contact area)
• Types of material the block is constructed of
• Position of block under ship
• Weight and LCG of ship
Ø Higher block end up taking more load since the total squeeze of the high
block is greater than the total squeeze of others.
Ø Total load on block = pressure X bearing area of block, so block with smaller
area will take smaller load

By using blocks of similar design and block build to within to proper geight
tollerences these variables can be neglected.

Ø Loads on the blocks can be approximated by their position under the vessel
and the weight of the vessel.
Ø High loads at engine room and machinery compartments and low load at
empty compartments and open spaces.
Ø Ship is a rigid structure whose keel is a straight line that cannot deflect very
much in the distance between the blocks therefore if longitudinal centre of
gravity (LCG) of the ship is directly located over the centre of keel line ,then
ship will squeeze all blocks equally, and all blocks will have same load and load
distribution diagram will be rectangular in shape.

Ø
Ø load per linear foot of the block will be ship weight/keel bearing length
load per foot= W/L(keel)
Ø If LCG of ship is forward or aft of centre blocks, keel causes the blocking line to
squeeze in sloping [Link] causes trapezoidal shaped loading on blocks .

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Ø The further the vessels LCG is from the centre of the keel bearing length , the
greater in the increase or decrease of the load per foot at each end of the block
line.

Trapezoidal loading equation:

Ø the magnitude of load per foot on the keel line can be calculated by trapezoidal
loading equation . the equation determines load per foot on the keel line at the
forward and aft end.

1. At the end of the keel line closest to the LCG :

2. At the end of the keel line farthest from the LCG

W= ship weight in tons

L( keel)= keel bearing length ( distance from 1st keel block to last keel block) e=
distance from centre line of the keel bearing length to the vessel LCG.

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Method 2: Moment area method

is used when keel blocks must be omitted to allow clearances for sonar domes or
other appendegaes.

1. calculation of centre of block area

2. calculation of moment of inertia
3. calculation of block pressure

load on the block = area of the block X pressure of block

DRYDOCKING

STATUTORY REQUIREMENT
Ø Ships <=10 years- every 5 years and underwater inspection every 30-36
months
Ø Ships > 10 years- Every 30-36 months
Ø Maximum extension-2.5 years
Ø Passenger ships bottom has to be surveyed every year, 2 of which should be in
drydock every 5 years.
Ø Drydocking is required for the renewal of the class certificate.

SCOPE
• GENRAL SERVICES
Ø Ascertain movement of vessel ie sea to wet berth,berth to
drydoc,drydock to berth,berth to sea
Ø Shore power
Ø Ballst water
Ø Cooling water for fridge/ac
Ø Firefighting water
• UNDERWATER REPAIRS AND INSPECTION
Ø Sea valves and sea chest cleaning and painting
Ø Sanitary storm valves
Ø Tailshaft ,rudder pintle and jumping clearance,propellers,oil
seals,anchors
Ø anchor cable ranging and calibration Ø
cleaning and painting of chain locker Ø
sacrificial zincanodes
Ø echo sounder transducer
• HULL CLEANING AND PAINTING
Ø Bottom inspection and corrective actions.
Ø Bottom preparation and painting
• MECHANICAL REPAIRS
Ø Repair of pumps,valves,heat exchangers, Engine overhauls, Electrical
machinery
• PIPELINE RENEWALS
Ø Seawater pipes,Hydraulic pipes,

• STEEL RENEWAL

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Preparation:
• Preparation of drydock actually has to start when ship leaves dock, earlier there
used to be a book maintained onboard in which all the defects which cannot be
attended appropriately when ship is in service entered, now a days this
provision is given in PMS system as NAJ(No action jobs).
• At least 6 months before a Dry Docking in connection with a Special
Survey/Renewal Survey the Survey planning documentation shall be prepared
as required by the ships Classification Society under the Enhanced Survey
Program (Class Notation ESP).
• List of certificates required to be renewed and related survey shall be made
and planned accordingly during the drydock.
• Approx. 6 months prior to dry docking of a ship, a preliminary dry dock
specification shall be prepared and submitted to suitable Shipyards in
different geographic areas of the world in order to determine most feasible
docking area.
• Approx. 3 months before the scheduled date, the technical superintendent will
attend the vessel to review the items included in the specification. C/E along with
Superitendent will decide which jobs to be done by ship staff and which jobs to
be done by drydock personnel. As soon as this is completed, the updated dry
dock specification shall be submitted to fleet superintendent, once approved
shall be send to min. 3 suitable shipyards within the agreed geographic area
• On receiving the tender from different shipyards, tech superintendent carry
out detail evaluation of the bids and prepares evaluaton summary and submit it
to fleet manager for further processing.
• C/E to check all spares which will be required and raise indent for same.
• C/E to insure all tools, instruments , drawing and manual available onboard.

DOCUMENTS TO BE SENT WITH TENDER

1. Shell expansion
2. Docking plan
3. Midship profile
4. GA plan
5. Deck profile
6. Pipeline layout
7. Specs with relevant sketches
8. Construction Engine Room and Inner Bottom Construction
Prior entering.
1. tools/special equipments
2. drawings/manuals
3. planning of work done on ship
4. safety precaustions
5. sewage/shore toiles
6. electrical shore connection box

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7. domestic fridge 9. Responsibility of all engineers well understood
/accommodation 10. Tank soundings, no transfer without co perision
8. E/R tank top cleanig
11. All overboard valves tagged
12. Emergency exit well marked
13. Ffa equipment ready
14. All pipelines well understood
After entering:
1. aux shutdown procedure
2. shore meter reading, shore breaker capacity confirm.
3. changeover to shore power or connection of shore water supply for LT
cooler via fire hydrant
4. sounding of all compartment
5. quick condition check of sea chest,anodes,propeller blades, rope guard etc
6. s/t to drain

Repair specification:

• TAILSHAFT

1. tail shaft stern tube seals

maker,
type
model
weight
propeller shaft (L mm x D mm) weight- ……., nut weight-…….

2. Tailshaft wear down check

As soon as the vessel is docked, check and record tailshaft wear down with
“A “ blade in top position , measurements are taken at the oiling hole(TOP)
and drain hole (BOTTOM), submit record to the attending superintendent.
Access work involves removal/refitting of rope guard of fully welded type
.consider to blast and paint the rope guard to same spec as the flat bottom
area.
Staging required & metres high.
Quote separately to fit 5 pieces net cutter blades to the rope guard. Include
costs for necessary staging to carry out.

3. Removal of stern tube aft seals without removing propeller: A:

Aft seal bonding by makers service engineer arranged by owner.

Yard to assist as follows :
Drain out sea oil from aft. Simplex seal box to be disassembled and cleaned. Simplex
seal and gasket to be renewed by bonding method then the simplex seal box to be
reassembled and filled wth ship spare oil. Simplex seal and gaskets will be supplied by
ship.

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• Seal liner to be polished

• Tailshaft wear down measurement before and after seal renewal, report to be
submitted to owner representative and classification society
• Alignment of seal liner and simplex box to be measured and adjusted
• All bolts o be secured with locking wire and plates.

Accessory works.
• Staging to be erected and dismantled
• Rope guard ring to be removed and refitted
• Lifting eye piece to be fitted above the stern for disassembly/assembly of aft
seal box
• Electric power to be arranged for bonding equipment
• Lighting arrangement to be made near the after simplex seal box for any
night work.

B: Forward seal bonding renewal by maker service engineer

Yard to assist as follows
Quote for renewal of forward seal by bonding method using owner supplied new
seal ring and gaskets. Owner will arrange makers service engineer.

Remark: Sterntube and seling oil will be drained by ship staff.

Accessory work
• Electric power for bonding equipment
• Lighting arrangements to be made near the forward simplex seal box.

4. Removal of stern tube aft seal with removal of propeller

Quote for the below job
• Propeller staging to rig and necessary support arranged.
• Remove cement from cone , remove cone nuts, 20 pcs x M27, unship cone
and lay aside. Later replace in good order
• Allow for cement renewal
• Propeller securing nut locking arrangement to remove and propeller witness
marks to note before releasing nut. Turn nut back and insert wood packing
pieces between nut and boss.
• Release aft seal chrome liner from propeller boss and secure with a mounting
strap to the seal housing.
• Use hydraulic pump to float propeller and release from tailshaft taper. Sling
and remove propeller.
• Carry out MPI test on taper as required by class surveyor. Latter refit by class
approved pushup procedure
• Quote for removal of aft stern tube seal unit together with the chrome liner,
install the transport tool, remove bolts for the flange ring, lower down to dock
bottom and transport to workshop. Dismantle all parts, clean and inspect,
assemble with new sealing rings, return to the vessel and install in good order
as per manufacturers recommendations
• Work under supervision of Makers Service Engineer, which together with
spares arranged by Owner.

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All fabrication to be presented to owners representative prior to assembling. Quote

,,all included’’: pipes installing back with new gaskets, bolts and gasket - SY supply, all
involve transport, etc.

Instructions issued to vessel prior to arrival in yard.

Ø Importance of ballast and fuel distribution before during and on

floating from dry dock.
Ø Importance of maximum allowable trim and danger of excessive trim
when sitting on and floating from blocks
Ø Importance of fire safety and precautions to be taken
Ø Vessel to arrive all holds, takes clean, dry and E/R clean
Ø For tankers, all tanks, lines, filters, pump room clean, dry and gas free
Ø Instruction to tanker to empty slop to reception facilities as per H.O.
guidelines
Ø To keep all drawings, such as Docking Plan, midship plan, G.A. plan,
steel expansion. Decks and double bottoms, rudder propeller and
shifting and any other important drawings. Docking plan shows
following details:

SHIP STABILITY CRITERIA FOR ENTERING DRYDOCK

1. Least ballast just to be within the maximum trim limit specified by the Dock.
Less trim so that critical period is less.(usually less than 0.5 m)
2. Positive GM
3. No list
4. Min bunker,min fw, min consumables

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OIL RECORD BOOK

Means of retention, means of disposal of sludge retained in sludge tank is given in

IOPP form B

1. Missed entry

Date code Item Record of operation/signature of officer in

no charge
04-Sep-2017 I Entry pertaining to earlier missed entry
04-oct-2017 C 12.2 0.6 m3 sludge transferred from sludge tank

3.0 m3 retained

To waste oil incinerator tank ,retained in tank

0.9 m3

signed: Ravindra Yadav,ch eng 04-oct-2017

(person making I entry )
Signed: abhijeet singh 3rd 04-oct-2017
(person responsible for missed entry
operation /if not noboard then ch eng)

Debunkering of fuel

Date Code Item # Record of

[Link]
of officer in charge
04-oct-2017 I 100.0 MT of ISO
8217/2010 HFO 2.9
% S debunkered
from tanks:
100.0 MT removed
from no 1 HFO
tank(s),now
containing 1.0 MT

Debunkered to MV
spiga in rastanura

Start: 04-oct-2017,
12:00 stop 04-oct-
2017 14:00

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 PREPARED BY GAMI. ... 259
Signed: abhijeet
singh,3ae 04-oct-
2017
Signed Ravindra
Yadav ch/eng 04-
oct-2017

Transfer of sludge from engine room oil residue (sludge ) tank to deck /cargo
slop tank

of the supplement to the IOPPC that this method is allowed.

Date Code Item # Record of

operation/sign of
officer in charge
04-oct-2017 C 12.4 4.0 m3 of sludge
from sludge tank ,
0.5 m3 retained
transferred to slop
tank (p) retained
in slop tank (P) 10
m3
Signed, abhijeet
singh 3ae, 04-oct-
2017
Signed Ravindra
Yadav Ch eng 04-
oct-2017

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MISCELLANEOUS QUESTIONS

1. DIFFERENCE BETWEEN “ HAZARD “ AND “RISK”?

Ø Hazard: is a source of potential injury , harm, or damage. It can come
from many sources like situations, the environment or a human
element
Ø Risk: Risks has 2 elements 1. Likelihood that harm or damage may
occur. 2. Potential severity of harm or damage.

2. FIVE STEPS TO RISK ASSESMENT?

Ø Step 1- Identify the hazards
Ø Step 2-decide who may be harmed and how.
Ø Step 3-Evaluate the risk and decide on precautions
Ø Step 4- Record your findings and implement them
Ø Step 5- review risk assessment and update if necessary.

3. NEW 3RD ENGINEER JOIN ON SHIP?

Before assigned to shipboard duties , he shall be given familiarization
training and receive sufficient information to be able to’
I. Communicate with other persons onboard on safety matters
and understand safety information symbols,signs and alarm
signals
II. Know what to do if a person falls overboard,fire or smoke is
detected, or fire or abandon ship alarm is sounded.
III. Identify alarm points ,muster and embarkation stations, and
emergency escape routes
IV. Locate and don life jackets
V. Have knowledge of the use of portable fire extinguishers
VI. Take immediate action upon encountering an accidents or
other medical emergency before seeking further medical
assistance onboard.
VII. Close and open fiedoors, water tight doors.
VIII. Able to start emergency generator, lifeboat,rescue boat,
foam/dcp system,hypermist system.

On completion of safety induction he should be given security

training and engine room induction covering
Ø safe working practices Ø
areas of responsibility Ø C/E
standingorders
Ø training and certification requirements to
operate specific machinery or undertake
specific tasks
4. ACCIDENT,INCIDENT,NEAR MISS,
Ø ACCIDENT: accident is undesirable(unexpected)sequence of events
leading to a injury, death,damage to ship or property or the
environment

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Ø INCIDENT: an undesirable event which, under slightlydifferent

circumstances, could have resulted to an accident.

5. FOC
Ø Flag of convenience is defined as “ flag of any country allowing
registration of foregn owned or foreign controlled vessels under
conditions which , for what ever reasons , are convenient and
opportune for the person who are registering the vessel.

Cargo related

1. [Link] is the maximum density of cargo that can be carried on a

product tanker?
• Scantling (framing,girders,I beams) of cargo tanks structural members
shall be in compliance with the requirements of the class based on the
S.G. 1.025 cargo full loading in all cargo tank (P&S) and slop tanks
(P&S).
• The hull structure shall be so designed as to meet the scantling
needed for homogeneously partial loading of S.G. 1.53 cargo in all
cargo tanks up to full deadweight.
• For loading cargo of more density volume needs to be reduced.

2. How do you know if ship is hogging or sagging?

• If the ship is loaded with more weight at the fore and aft
holds/tanks and with less in the middle , this causes to develop a
hog , with plimsoll mark higher out of the water and the fore and aft
draft marks deeper immersed.
• Normally a draft inspector will only consider the marks at Plimsoll
mark but if suspect that the ship has deliberately stowed to create
hog for purpose of taking maximum cargo , he will average all 6 draft
marks and know the hog.

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ASSERTIVENESS

Assertiveness: Being assertive means being able to stand up for your own or other
peoples rights in a calm , positive, direct, honest and appropriate way, without being
either aggressive or passively accepting wrong. Assertive individuals are able to get
their point across without upsetting others or becoming upset themselves.

Those who behaves assertively always respect the thoughts ,feeling, and beliefs of
other people as well as their own.

Too High Authority: Total command expected, lacks communication skills, cannot
delegate, performance oriented, needs to prove himself

Too Low Assertiveness: silenced by superior's authority, unaware of what is

expected, lacks communication and management skills, personality clash.

There is a need of balance between authority and assertiveness;

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 PREPARED BY GAMI.....264
ENHANCED SURVEY PROGRAMME:
➢ Enhanced survey programme is a guideline for shipping companies and owners to prepare their ship for special
surveys to maintain the safety of the ship while at sea or at port.
➢ A new chapter XI is added for special measures to enhance maritime safety under this resolution. According to these
guidelines, it has 2 Annexes
o Annex A: Guidelines on enhance survey programme of inspection during survey of bulk carrier.
▪ Has 2 parts: ESP code should applied to all self propelled
• Part A: Single Skin single /double skin bulk carriers/tankers of 500grt
• Part B: Double skin construction and above
o Annex B: Guidelines on enhance survey programme of inspection during survey of oil tankers.
▪ Has 2 parts:
• Part A: oil tankers with double Hull Tankers
• Part B: Oil tankers other than double hull
➢ Each Part A & B has 9 chapters which are almost similar. The only dissimilarities being operational and
constructional aspects of both type of vessels i.e. oil tankers and bulk carriers
➢ The chapters
o Chapter 1: General application, documentation onboard to be completed prior to the inspection which is to
be served as basis for surveys
o Chapter 2: Renewal Survey.
o Chapter 3: Annual Survey
o Chapter 4: Intermediate Survey
o Chapter 5: Preparation of Survey
o Chapter 6: Documentation on board.
o Chapter 7: Procedure for thickness
o Chapter 8: Reporting and evaluation.

➢ HAVING CONSIDERED the recommendations made by the Maritime Safety Committee at its sixty-second session
and the Marine Environment Protection Committee at its thirty-fourth session
o the Guidelines on the Enhanced Programme of Inspections During Surveys of Bulk Carriers, set out in Annex
A to the present resolution, and
o the Guidelines on the Enhanced Programme of Inspections During Surveys of Oil Tankers, set out in Annex B
to the present resolution

➢ APPLICATION:
o The Guidelines should apply to surveys of hull structure and piping systems in way of cargo holds,
cofferdams, pipe tunnels, void spaces within the cargo length area and all ballast tanks. The surveys should
be carried out during the surveys prescribed by the 1974 SOLAS Convention, as amended.
o The Guidelines should apply to surveys of hull structure and piping systems in way of cargo holds,
cofferdams, pipe tunnels, void spaces within the cargo length area and all ballast tanks. The surveys should
be carried out during the surveys prescribed by the 1974 SOLAS Convention, as amended.

➢ DEFINITION:
o Bulk carrier is a ship which is constructed generally with single deck, top-side tanks and hopper side tanks in
cargo spaces, and is intended primarily to carry dry cargo in bulk and includes such types as ore carriers and
combination carriers
o Representative spaces are those which are expected to reflect the condition of other spaces of similar type
and service and with similar corrosion prevention systems. When selecting representative spaces account
should be taken of the service and repair history on board and identifiable critical and/or suspect areas.
o Close-up survey is a survey where the details of structural components are within the close visual inspection
range of the surveyor, i.e. normally within reach of hand

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Rupesh Pillai
MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 o Suspect areas are locations showing substantial corrosion and/or are consP idReE
rePdAR
byEDthBeYsuGrA
veMyo
I.r....t2o65be
prone to rapid wastage.
o Substantial corrosion is an extent of corrosion such that assessment of corrosion pattern indicates a
wastage in excess of 75% of allowable margins, but within acceptable limits
o Coating conditionis defined as follows:
▪ GOOD - condition with only minor spot rusting;
▪ FAIR - condition with local breakdown of coating at edges of stiffeners and weld
connections and/or light rusting over 20% or more of areas under consideration, but less than as
defined for POOR condition
▪ POOR - condition with general breakdown of coating over 20% or more of areas or hard
scale at 10% or more of areas under consideration.
o Critical structural areas are locations which have been identified from calculations to require monitoring or
from the service history of the subject ship or from similar or sister ships to be sensitive to cracking,
buckling or corrosion which would impair the structural integrity of the ship.

➢ SURVEYORS
o For bulk carriers of 20,000 tons deadweight and above, two surveyors should jointly carry out the first
scheduled renewal survey after the bulk carrier passes 10 years of age (i.e. third renewal survey), and all
subsequent renewal surveys and intermediate surveys.

➢ ENHANCED SURVEY CARRIED OUT DURING PERIODICAL SURVEY

o The enhanced survey may be commenced at the fourth annual survey and be progressed during the
succeeding year with a view to completion by the fifth anniversary date
o The survey should include, in addition to the requirements of the annual survey, examination, tests and
checks of sufficient extent to ensure that the hull and related piping is in a satisfactory condition and is fit
for its intended purpose for the new period of validity of the Cargo Ship Safety Construction Certificate,
subject to proper maintenance and operation and to periodical surveys being carried out.
o All cargo holds, ballast tanks, pipe tunnels, cofferdams and void spaces bounding cargo holds, decks and
outer hull should be examined, and this examination should be supplemented by thickness measurement
and testing as deemed necessary, to ensure that the structural integrity remains effective. The examination
should be sufficient to discover substantial corrosion, significant deformation, fractures, damages or other
structural deterioration

➢ REQUIREMENTS FOR CLOSE-UP SURVEY AT PERIODICAL SURVEYS

Age ≤ 5 years 5 < Age ≤ 10 years 10 < Age ≤ 15 years Age > 15 years
Complete transverse ONE WEB FRAME ALL WEB FRAME RINGS – in ALL WEB FRAME As for ships
web frame ring RING – in a ballast a ballast wing tank, if any, RINGS – in all ballast referred to in
including adjacent wing tank, if any, or or a cargo wing tank used tanks column 3
structural members a cargo wing tank primarily for water ballast Additional
used ALL WEB FRAME transverses
RINGS – in a cargo included as
wing tank deemed
necessary by
A minimum of 30% the
of all web frame Administration
rings in each
remaining cargo
wing tank
Deck transverse ONE DECK ONE DECK TRANSVERSE –
including adjacent TRANSVERSE – in a in each of the remaining
deck structural cargo tank ballast tanks, if any
members
ONE DECK TRANSVERSE –

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Rupesh Pillai
MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 in a cargo wing tank PREPARED BY GAMI.....266

ONE DECK TRANSVERSE –

in two cargo centre tanks
Transverse BOTH TRANSVERSE ALL TRANSVERSE
bulkheads complete BULKHEADS in a wing BULKHEADS – in all
– including girder ballast tank, if any, or a cargo and ballast
system and adjacent cargo wing tank used tanks
members primarily for water ballast
Transverse bulkhead ONE TRANSVERSE ONE TRANSVERSE
lower part– BULKHEAD – in a BULKHEAD – in each
including girder cargo wing tank remaining ballast tank
system and adjacent
structural members ONE TRANSVERSE ONE TRANSVERSE
BULKHEAD – in a BULKHEAD – in a cargo
cargo centre tank wing tank

ONE TRANSVERSE
BULKHEAD – in two cargo
centre tanks
Deck and bottom A minimum of 30%
transverse including of deck and bottom
adjacent structural transverses including
members adjacent structural
members in each
cargo centre tank
Additional complete As considered
transverse web ring necessary by the
frame Administration

➢ REQUIREMENTS FOR THICKNESS MEASUREMENTS AT RENEWAL SURVEYS

Age ≤ 5 years 5 < Age ≤ 10 years 10 < Age ≤ 15 years Age > 15 years
One section of deck plating Within the cargo area: Within the cargo area: Within the cargo area:
for the full beam of the .1 each deck plate .1 each deck plate .1 each deck plate
ship within the cargo area .2 one transverse section .2 two transverse sections .2 three transverse sections
(in way of a ballast tank, if .3 all wind and water .3 each bottom plate
any, or a cargo tank used strakes
primarily for water ballast)
Measurements of Measurements of Measurements of Measurements of
structural members subject structural members subject structural members subject structural members subject
to close-up survey to close-up survey to close-up survey to close-up survey
Suspect areas Suspect areas Suspect areas Suspect areas
Selected wind and water Selected wind and water All wind and water strakes
strakes outside the cargo strakes outside the cargo in full length
area area
1993, IACS introduced ESP for more close up inspections of the ships. But again in 1994 alone, 12 bulk
carriers were lost in the [Link] made to take special measures and to adopt a New SOLAS chapter
XI-I to enhance maritime safety,
ship undergone 4 types of surveys during its 5 yearly cycle of statutory surveys.
1. Annual, 2. Intermediate. 3. Periodical 4.. Renewal
Inspection of ships hull and structures covers- Cargo holds and hatch covers, All pipings,
Ballast tanks, All hull platings, Watertight bulkheads

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

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
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CONTINUOUS SURVEY OF HULL
➢ APPLICATION
o This system covers internal examinations, close-up surveys and thickness measurements of tanks and
spaces and pressure tests of tanks.
o (2) This system is not applicable to oil tankers, bulk carriers, ships carrying dangerous chemicals in bulk and
general dry cargo ships of not less than 500 gross tonnage.
o (3) For ships more than 10 years of age, the ballast tanks are to be internally examined twice in each five-
year class period, ie. once within the scope of the intermediate survey and once within the scope of the
continuous system for the special survey
o CHS is not applicable to ESP ships
➢ DETAILS:
o Each cycle of Continuous Hull Surveys is to be planned to commence at the time of the next survey to
classification survey or any special survey and complete internal examinations (including thickness
measurements) of each tank and space and pressure tests by the completion of the subsequent special
surveys.
o “Continuous Hull Survey Record” survey file is to be maintained on board..
o After confirming that the submitted CHS plan complies with the requirements for all tanks and spaces, the
application is to be approved and returned to the applicant for placing in the onboard survey file. (One copy
is to be forwarded to Classification Department.)

CAP: CONDITION ASSESSMENT PROGRAMME is a voluntary through verification of the

actual condition of hull. This survey is conduted when an owner wishes to document the
condition of his vessels hull which is beyond the requirements of the classification societies.
CAP is designed basically for tankers and bulk carriers more than 15 years of age. CAP
documents the actual condition of the hull at the time of inspection of the vessel and rates it
on a rating scale of 1 to 4( 4 is lowest)
Items rated are: Ships external structures namely main deck, ship sides and bottom, ballast
tanks, cargo tanks, structural strength.
Report helps the owner; a) decision making with regard to investmnet in repair
b) Assessment of the vessel based on it actual condition rather than age.
c)Receiving a documentation of the ships technical condition for use by underwriters, cargo
owners, charterers or prospective buyer

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 PREPARED BY GAMI. ...269

SOLAS
➢ Adoption: 1 November 1974; Entry into force: 25 May 1980
➢ The SOLAS Convention in its successive forms is generally regarded as the most important of all international
treaties concerning the safety of merchant ships. The first version was adopted in 1914, in response to the Titanic
disaster, the second in 1929, the third in 1948, and the fourth in 1960. The 1974 version includes the tacit
acceptance procedure - which provides that an amendment shall enter into force on a specified date unless, before
that date, objections to the amendment are received from an agreed number of Parties.
➢ A SOLAS ship (as defined in Maritime Rule Part 21) is anyship to which the International Convention for the Safety
of Life at Sea 1974 applies; namely: a passenger ship engaged on an international voyage, or. a non-
passenger ship of 500 tons’ gross tonnage or more engaged on an international voyage.
➢ The regulations, unless expressly provided otherwise, do not apply to:
o Ships of war and troopships.
o Cargo ships of less than 500 gross tons.
o Ships not propelled by mechanical means.
o Wooden ships of primitive build.
o Pleasure yachts not engaged in trade.
o Fishing vessels.
➢ Chapter I - General Provisions
o Includes regulations concerning the survey of the various types of ships and the issuing of documents
signifying that the ship meets the requirements of the Convention. The Chapter also includes provisions for
the control of ships in ports of other Contracting Governments.
➢ Chapter II-1 - Construction - Subdivision and stability, machinery and electrical installations
o The subdivision of passenger ships into watertight compartments must be such that after assumed damage
to the ship's hull the vessel will remain afloat and stable. Requirements for watertight integrity and bilge
pumping arrangements for passenger ships are also laid down as well as stability requirements for both
passenger and cargo ships.
o The degree of subdivision -measured by the maximum permissible distance between two adjacent
bulkheads - varies with ship's length and the service in which it is engaged. The highest degree of
subdivision applies to passenger ships.
o Requirements covering machinery and electrical installations are designed to ensure that services which are
essential for the safety of the ship, passengers and crew are maintained under various emergency
conditions.
o "Goal-based standards" for oil tankers and bulk carriers were adopted in 2010, requiring new ships to be
designed and constructed for a specified design life and to be safe and environmentally friendly, in intact
and specified damage conditions, throughout their life. Under the regulation, ships should have adequate
strength, integrity and stability to minimize the risk of loss of the ship or pollution to the marine
environment due to structural failure, including collapse, resulting in flooding or loss of watertight integrity.
➢ Chapter II-2 - Fire protection, fire detection and fire extinction
o Includes detailed fire safety provisions for all ships and specific measures for passenger ships, cargo ships
and tankers.
o They include the following principles: division of the ship into main and vertical zones by thermal and
structural boundaries; separation of accommodation spaces from the remainder of the ship by thermal and
structural boundaries; restricted use of combustible materials; detection of any fire in the zone of origin;
containment and extinction of any fire in the space of origin; protection of the means of escape or of access
for fire-fighting purposes; ready availability of fire-extinguishing appliances; minimization of the possibility
of ignition of flammable cargo vapour.
➢ Chapter III - Life-saving appliances and arrangements
o The Chapter includes requirements for life-saving appliances and arrangements, including requirements for
life boats, rescue boats and life jackets according to type of ship. The International Life-Saving Appliance

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Rupesh Pillai
MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 (LSA) Code gives specific technical requirements for LSAs and is mandatoryPRuE ndPeArRREeDguBlY
atG
ioA
nM34I.,...w
.2h7i0ch
states that all life-saving appliances and arrangements shall comply with the applicable requirements of the
LSA Code.
➢ Chapter IV - Radio communications
o The Chapter incorporates the Global Maritime Distress and Safety System (GMDSS). All passenger ships and
all cargo ships of 300 gross tonnage and upwards on international voyages are required to carry equipment
designed to improve the chances of rescue following an accident, including satellite emergency position
indicating radio beacons (EPIRBs) and search and rescue transponders (SARTs) for the location of the ship or
survival craft.
o Regulations in Chapter IV cover undertakings by contracting governments to provide radiocommunication
services as well as ship requirements for carriage of radiocommunications equipment. The Chapter is closely
linked to the Radio Regulations of the International Telecommunication Union.
➢ Chapter V - Safety of navigation
o Chapter V identifies certain navigation safety services which should be provided by Contracting
Governments and sets forth provisions of an operational nature applicable in general to all ships on all
voyages. This is in contrast to the Convention as a whole, which only applies to certain classes of ship
engaged on international voyages.
o The subjects covered include the maintenance of meteorological services for ships; the ice patrol service;
routeing of ships; and the maintenance of search and rescue services.
o This Chapter also includes a general obligation for masters to proceed to the assistance of those in distress
and for Contracting Governments to ensure that all ships shall be sufficiently and efficiently manned from a
safety point of view.
o The chapter makes mandatory the carriage of voyage data recorders (VDRs) and automatic ship
identification systems (AIS).
➢ Chapter VI - Carriage of Cargoes
o The Chapter covers all types of cargo (except liquids and gases in bulk) "which, owing to their particular
hazards to ships or persons on board, may require special precautions". The regulations include
requirements for stowage and securing of cargo or cargo units (such as containers). The Chapter requires
cargo ships carrying grain to comply with the International Grain Code.
➢ Chapter VII - Carriage of dangerous goods
o The regulations are contained in three parts:
o Part A - Carriage of dangerous goods in packaged form - includes provisions for the classification, packing,
marking, labelling and placarding, documentation and stowage of dangerous goods. Contracting
Governments are required to issue instructions at the national level and the Chapter makes mandatory the
International Maritime Dangerous Goods (IMDG) Code, developed by IMO, which is constantly updated to
accommodate new dangerous goods and to supplement or revise existing provisions.
o Part A-1 - Carriage of dangerous goods in solid form in bulk - covers the documentation, stowage and
segregation requirements for these goods and requires reporting of incidents involving such goods.
o Part B covers Construction and equipment of ships carrying dangerous liquid chemicals in bulk and requires
chemical tankers to comply with the International Bulk Chemical Code (IBC Code).
o Part C covers Construction and equipment of ships carrying liquefied gases in bulk and gas carriers to
comply with the requirements of the International Gas Carrier Code (IGC Code).
o Part D includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and
high-level radioactive wastes on board ships and requires ships carrying such products to comply with the
International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-Level
Radioactive Wastes on Board Ships (INF Code).
o The chapter requires carriage of dangerous goods to be in compliance with the relevant provisions of the
International Maritime Dangerous Goods Code (IMDG Code).
➢ Chapter VIII - Nuclear ships
o Gives basic requirements for nuclear-powered ships and is particularly concerned with radiation hazards. It
refers to detailed and comprehensive Code of Safety for Nuclear Merchant Ships which was adopted by the
IMO Assembly in 1981.

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
➢ Chapter IX - Management for the Safe Operation of Ships PREPARED BY GAMI. ...271
o The Chapter makes mandatory the International Safety Management (ISM) Code, which requires a safety
management system to be established by the shipowner or any person who has assumed responsibility for
the ship (the "Company").
➢ Chapter X - Safety measures for high-speed craft
o The Chapter makes mandatory the International Code of Safety for High-Speed Craft (HSC Code).
➢ Chapter XI-1 - Special measures to enhance maritime safety
o The Chapter clarifies requirements relating to authorization of recognized organizations (responsible for
carrying out surveys and inspections on Administrations' behalves); enhanced surveys; ship identification
number scheme; and port State control on operational requirements.
➢ Chapter XI-2 - Special measures to enhance maritime security
o Regulation XI-2/3 of the chapter enshrines the International Ship and Port Facilities Security Code (ISPS
Code). Part A of the Code is mandatory and part B contains guidance as to how best to comply with the
mandatory requirements. Regulation XI-2/8 confirms the role of the Master in exercising his professional
judgement over decisions necessary to maintain the security of the ship. It says he shall not be constrained
by the Company, the charterer or any other person in this respect.
o Regulation XI-2/5 requires all ships to be provided with a ship security alert system.
o Regulation XI-2/6 covers requirements for port facilities, providing among other things for Contracting
Governments to ensure that port facility security assessments are carried out and that port facility security
plans are developed, implemented and reviewed in accordance with the ISPS Code.
o Other regulations in this chapter cover the provision of information to IMO, the control of ships in port,
(including measures such as the delay, detention, restriction of operations including movement within the
port, or expulsion of a ship from port), and the specific responsibility of Companies.
➢ Chapter XII - Additional safety measures for bulk carriers
o The Chapter includes structural requirements for bulk carriers over 150 metres in length.
➢ Chapter XIII - Verification of compliance
o Makes mandatory from 1 January 2016 the IMO Member State Audit Scheme.
➢ Chapter XIV - Safety measures for ships operating in polar waters
o The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of the International Code
for Ships Operating in Polar Waters (the Polar Code).
➢ Amendments
o The 1974 Convention has been amended many times to keep it up to date.

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 PREPARED BY GAMI.....272
MARPOL
➢ International Convention for the Prevention of Pollution from Ships (MARPOL)
➢ Adoption: 1973 (Convention), 1978 (1978 Protocol), 1997 (Protocol - Annex VI); Entry into force: 2 October 1983
(Annexes I and II)
➢ The Convention includes regulations aimed at preventing and minimizing pollution from ships - both accidental
pollution and that from routine operations - and currently includes six technical Annexes. Special Areas with strict
controls on operational discharges are included in most Annexes.

➢ Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2 October 1983)
o Covers prevention of pollution by oil from operational measures as well as from accidental discharges; the
1992 amendments to Annex I made it mandatory for new oil tankers to have double hulls and brought in a
phase-in schedule for existing tankers to fit double hulls, which was subsequently revised in 2001 and 2003.
o Special Areas
▪ the Mediterranean Sea area
▪ the Baltic Sea area
▪ the Black Sea area
▪ the Red Sea area
▪ the Gulfs area
▪ the Gulf of Aden area
▪ the Antarctic area
▪ the North West European waters include the North Sea and its approaches, the Irish Sea and its
approaches, the Celtic Sea, the English Channel and its approaches and part of the North East
Atlantic immediately to the west of Ireland.
▪ the Oman area of the Arabian Sea
o An International Oil Pollution Prevention Certificate shall be issued, to any oil tanker of 150 gross tonnage
and above and any other ships of 400 gross tonnage and above which are engaged in voyages to ports or
offshore terminals under the jurisdiction of other Parties to the present Convention.
o Regulation 17 - Oil Record Book, Part I (Machinery space operations)
▪ Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above
other than an oil tanker
▪ It shall be preserved for a period of three years after the last entry has been made.
o Regulation 19 - Double hull and double bottom requirements for oil tankers delivered on or after 6 July
1996.
▪ Wing tanks or spaces
• w= 0.5 + (DW/20000) m
o w = 2.0 m, whichever is the lesser
o The minimum value of w = 1.0 m.
▪ Double bottom tanks or spaces
• At any cross-section, the depth of each double bottom tank or space shall be such that the
distance h between the bottom of the cargo tanks and the moulded line of the bottom shell
plating measured at right angles to the bottom shell plating
o h = B/15 (m) or
o h = 2.0 m, whichever is the lesser
o The minimum value of h = 1.0 m.
▪ Turn of the bilge area or at locations without a clearly defined turn of the bilge
• When the distances h and w are different, the distance w shall have preference at levels
exceeding 1.5h above the baseline

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 PREPARED BY GAMI. ...273

o Regulation 26 - Limitations of size and arrangement of cargo tanks

▪ Cargo tanks of oil tankers shall be of such size and arrangements that the hypothetical
outflow Oc or Os calculated in accordance with the provisions of regulation 25 of this Annex
anywhere in the length of the ship does not exceed 30,000 cubic metres or ,
whichever is the greater, but subject to a maximum of 40,000 cubic metres.
▪ The volume of any one wing cargo oil tank of an oil tanker shall not exceed 75 per cent of the limits
of the hypothetical oil outflow
▪ The volume of any one centre cargo oil tank shall not exceed 50,000 cubic metres.
o Regulation 29 - Slop tanks
▪ The arrangements of the slop tank or combination of slop tanks shall have a capacity necessary to
retain the slop generated by tank washings, oil residues and dirty ballast residues.
▪ The total capacity of the slop tank or tanks shall not be less than 3 per cent of the oil-carrying
capacity of the ship, except that the Administration may accept:
• 2% for such oil tankers where the tank washing arrangements are such that once the slop
tank or tanks are charged with washing water, this water is sufficient for tank washing
• 2% where segregated ballast tanks or dedicated clean ballast tanks are provided
o This capacity may be further reduced to 1.5% for such oil tankers where the tank
washing arrangements are such that once the slop tank or tanks are charged with
washing water, this water is sufficient for tank washing
• 1% for combination carriers where oil cargo is only carried in tanks with smooth walls. This
capacity may be further reduced to 0.8% where the tank washing arrangements are such
that once the slop tank or tanks are charged with washing water, this water is sufficient for
tank washing and, where applicable, for providing the driving fluid for eductors, without the
introduction of additional water into the system
▪ Oil tankers of 70,000 tonnes deadweight and above delivered after 31 December 1979 shall be
provided with at least two slop tanks.
o Regulation 37 - Shipboard oil pollution emergency plan
▪ Every oil tanker of 150 gross tonnages and above and every ship other than an oil tanker of 400
gross tonnages and above shall carry on board a shipboard oil pollution emergency plan approved
by the Administration

➢ Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (entered into force 2
October 1983)
o Details the discharge criteria and measures for the control of pollution by noxious liquid substances carried
in bulk; some 250 substances were evaluated and included in the list appended to the Convention; the
discharge of their residues is allowed only to reception facilities until certain concentrations and conditions
(which vary with the category of substances) are complied with.
o In any case, no discharge of residues containing noxious substances is permitted within 12 miles of the
nearest land.

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
o Regulation 6: Categorization and listing of noxious liquid substances and othP erRsEuPbAstRaEnD
ceBs Y GAMI. ....274
▪ Category X: Noxious liquid substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a major hazard to either marine resources or
human health and, therefore, justify the prohibition of the discharge into the marine environment;
• Acetone Cyanohydrin, Carbon Di Sulphide, Nonyl Phenol, Di Butyl Pthalate, Epichlorohydrin,
Ethyl Acrylate Monomer, Vinyl Toluene, Butyl Benzyl Pthalate, Alpha Methyl Styrene,
Calcium Naphthalate
▪ Category Y: Noxious liquid substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a hazard to either marine resources or human
health or cause harm to amenities or other legitimate uses of the sea and therefore justify a
limitation on the quality and quantity of the discharge into the marine environment;
• Acrylonitrile, Biodiesels, Carbon Tetrachloride, Caustic coda, Ethylene di Chloride, MDI, Lub
Additives, Phenol, Sulphuric acid, Benzene, Toluene, Xylene, Ethylene Glycol, Methanol,
Lard, Palm Oils, All VEG OILS and FATS, Hexane, Vinyl acetate
▪ Category Z: Noxious liquid substances which, if discharged into the sea from tank cleaning or
deballasting operations, are deemed to present a minor hazard to either marine resources or
human health and therefore justify less stringent restrictions on the quality and quantity of the
discharge into the marine environment;
• Acetone, Acetic acid, Dodecyl Benzene, Methyl Ethyl Ketone, MTBE, Phosphoric acid, Urea
▪ Other substances: Substances indicated as OS (Other substances) in the pollution category column
of chapter 18 of the International Bulk Chemical Code which have been evaluated and found to fall
outside category X, Y or Z
• apple juice, clay slurry, coal slurry, dextrose solution, glucose solution, kaoline slurry,
molasses, water
o An International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk shall
be issued to any ship intended to carry noxious liquid substances in bulk and which is engaged in voyages to
ports or terminals under the jurisdiction of other Parties to the Convention.
o Regulation 12: Pumping, piping, unloading arrangements and slop tanks
▪ Every ship constructed on or after 1 July 1986 but before 1 January 2007 shall be provided with a
pumping and piping arrangement to ensure that each tank certified for the carriage of substances in
category X or Y does not retain a quantity of residue in excess of 100 litres in the tank and its
associated piping and that each tank certified for the carriage of substances in category Z does not
retain a quantity of residue in excess of 300 litres in the tank and its associated piping
▪ Ships certified to carry substances of category X, Y or Z shall have an underwater discharge outlet
o Regulation 13: Control of discharges of residues of noxious liquid substances
▪ the ship is proceeding enroute at a speed of at least 7 knots in the case of self-propelled ships or at
least 4 knots in the case of ships which are not self-propelled
▪ the discharge is made below the waterline through the underwater discharge outlet(s) not
exceeding the maximum rate for which the underwater discharge outlet(s) is (are) designed;
▪ the discharge is made at a distance of not less than 12 nautical miles from the nearest land in a
depth of water of not less than 25 metres
▪ Discharge of residues of category X
• A tank from which a substance in category X has been unloaded shall be prewashed before
the ship leaves the port of unloading. The resulting residues shall be discharged to a
reception facility until the concentration of the substance in the effluent to such facility, as
indicated by analyses of samples of the effluent taken by the surveyor, is at or below 0.1%
by weight.
▪ Discharge of residues of category Y and Z
• If the unloading of a substance of category Y or Z is not carried out in accordance with the
Manual, a prewash shall be carried out before the ship leaves the port of unloading, unless
alternative measures are taken to the satisfaction of the surveyor.

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Rupesh Pillai
MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 • The resulting tank washings of the prewash shall be dischargePdRtEoPaArReE
ceDpB
tioYnGfaAcM
iliIt.y...a.2t7t5he
port of unloading or another port with a suitable reception facility provided that it has been
confirmed in writing that a reception facility at that port is available and is adequate for
such a purpose
▪ In the Antarctic Area any discharge into the sea of noxious liquid substances or mixtures containing
such substances is prohibited.
o Regulation 14: Procedures and Arrangements Manual
▪ The main purpose of the Manual is to identify for the ship’s officers the physical arrangements and
all the operational procedures with respect to cargo handling, tank cleaning, slops handling and
cargo tank ballasting and deballasting which must be followed in order to comply with the
requirements of this Annex.
o Regulation 15: Cargo Record Book

➢ Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form (entered into force 1
July 1992)
o Contains general requirements for the issuing of detailed standards on packing, marking, labelling,
documentation, stowage, quantity limitations, exceptions and notifications.
o For the purpose of this Annex, “harmful substances” are those substances which are identified as marine
pollutants in the International Maritime Dangerous Goods Code (IMDG Code) or which meet the criteria in
the Appendix of Annex III.

➢ Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003)
o Contains requirements to control pollution of the sea by sewage; the discharge of sewage into the sea is
prohibited, except when the ship has in operation an approved sewage treatment plant or when the ship is
discharging comminuted and disinfected sewage using an approved system at a distance of more than three
nautical miles from the nearest land; sewage which is not comminuted or disinfected has to be discharged
at a distance of more than 12 nautical miles from the nearest land.
o Sewage means
▪ drainage and other wastes from any form of toilets and urinals;
▪ drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and scuppers
located in such premises
▪ drainage from spaces containing living animals; or
▪ other waste waters when mixed with the drainages defined above
o The provisions of this Annex shall apply to the following ships engaged in international voyages:
▪ new ships of 400 gross tonnage and above; and
▪ new ships of less than 400 gross tonnages which are certified to carry more than 15 persons
▪ existing ships of 400 gross tonnages and above, five years after the date of entry into force of this
Annex
▪ existing ships of less than 400 gross tonnages which are certified to carry more than 15 persons, five
years after the date of entry into force of this Annex.
o Regulation 4 – Surveys
▪ An initial survey before the ship is put in service or before the Certificate which shall include a
complete survey of its structure, equipment, systems, fittings, arrangements and material in so far
as the ship is covered by this Annex. This survey shall be such as to ensure that the structure,
equipment, systems, fittings, arrangements and materials fully comply with the applicable
requirements of this Annex.
▪ An additional survey, either general or partial, according to the circumstances, shall be made after a
repair resulting from investigations prescribed in paragraph 4 of this regulation, or whenever any
important repairs or renewals are made. The survey shall be such as to ensure that the necessary
repairs or renewals have been effectively made, that the material and workmanship of such repairs
or renewals are in all respects satisfactory and that the ship complies in all respects with the
requirements of this Annex.

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Rupesh Pillai
MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 o An International Sewage Pollution Prevention Certificate shall be issued, after PaR
n EinPitAiaRl EoD
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neG
wAalMsu
I.r..v..e2y76
o Regulation 11 - Discharge of sewage
▪ the ship is discharging comminuted and disinfected sewage using a system at a distance of more
than 3 nautical miles from the nearest land, or sewage which is not comminuted or disinfected at a
distance of more than 12 nautical miles from the nearest land, provided that, in any case, the
sewage that has been stored in holding tanks shall not be discharged instantaneously but at a
moderate rate when the ship is enroute and proceeding at not less than 4 knots; the rate of
discharge shall be approved by the Administration based upon standards developed by the
Organization; or
▪ the ship has in operation an approved sewage treatment plant which has been certified by the
Administration to meet the operational requirements
▪ the test results of the plant are laid down in the ship's International Sewage Pollution Prevention
Certificate
▪ additionally, the effluent shall not produce visible floating solids nor cause discoloration of the
surrounding water

➢ Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988)
o Deals with different types of garbage and specifies the distances from land and the manner in which they
may be disposed of; the most important feature of the Annex is the complete ban imposed on the disposal
into the sea of all forms of plastics.
o Garbage means all kinds of victual, domestic and operational waste excluding fresh fish and parts thereof,
generated during the normal operation of the ship and liable to be disposed of continuously or periodically
except those substances which are defined or listed in other Annexes to the present Convention.

➢ Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005)
o Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate
emissions of ozone depleting substances; designated emission control areas set more stringent standards
for SOx, NOx and particulate matter. A chapter adopted in 2011 covers mandatory technical and
operational energy efficiency measures aimed at reducing greenhouse gas emissions from ships.
o Regulation 12 - Ozone-depleting substances
▪ Regulation 12 does not apply to permanently sealed equipment where there are no refrigerant
charging connections or potentially removable components containing ODS
▪ Each ship is to maintain a list of equipment containing ODS and also an ODS Record Book, recording
each occasion of actions affecting that equipment such as servicing, maintaining, repairing or
disposing of the system or the equipment containing ODS.
▪ Entries in the ODS Record Book are to be recorded in terms of mass (kg) of the substance and be
completed without delay on each occasion with respect to the following
• Recharge, full or partial, of equipment containing ODS
• Repair or maintenance of equipment containing ODS
• Discharge of ODS to atmosphere - deliberate and non-deliberate
• Discharge of ODS to land-based facilities
• Supply of ODS to ship
o Regulation 13 - Nitrogen oxides (NOx)
▪ This regulation shall apply to:
• each diesel engine with a power output of more than 130 kW which is installed on a ship
constructed or undergone major conversion on or after 1 January 2000; and
▪ The control of diesel engine NOx emissions is achieved through the survey and certification
requirements leading to the issue of an Engine International Air Pollution Prevention (EIAPP)
Certificate
▪ The Tier III controls apply only to the specified ships while operating in Emission Control Areas
(ECA)established to limit NOx emissions, outside such areas the Tier II controls apply.

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ A marine diesel engine that is installed on a ship constructed on PoRr EaPftAeR
r E1DJB
anYuG
arAy M2I0.1...6.27a7nd
operating in the North American ECA and the United States Caribbean Sea ECA shall comply with
the Tier III NOx standards.

Ship Total weighted cycle emission limit (g/kWh)

Tier construction n = engine’s rated speed (rpm)
date on or after n < 130 n = 130 - 1999 n ≥ 2000

45·n(-0.2)
I 1 January 2000 17.0 9.8
e.g., 720 rpm – 12.1

44·n(-0.23)
II 1 January 2011 14.4 7.7
e.g., 720 rpm – 9.7

9·n(-0.2)
III 1 January 2016* 3.4 2.0
e.g., 720 rpm – 2.4
▪ Consequently, a diesel engine having an EIAPP Certificate is approved, by, or on behalf of (since
almost all engine certification work is delegated to Recognized Organizations), the flag State of the
ship onto which it is to be installed, to a stated Tier for one or more duty test cycles, for a particular
rating or rating range, and with defined NOx critical components, settings and operating values
including options if applicable. Any amendments to these aspects are to be duly approved and
documented
▪ For each NOx certified diesel engine there must be onboard an approved Technical
File, NOx Technical Code 2008, regulation 2.3.4, which both defines the engine as approved and
provides the applicable survey regime together with any relevant approved amendment
documentation.
o Regulation 14 - Sulphur oxides (SOx)
▪ Ships trading in designated emission control areas will have to use on board fuel oil with a sulphur
content of no more than 0.10% from 1 January 2015,
▪ Outside the emission control areas, the current limit for sulphur content of fuel oil is 3.50%, falling
to 0.50% m/m on and after 1 January 2020. The 2020 date is subject to a review, to be completed
by 2018, as to the availability of the required fuel oil. Depending on the outcome of the review, this
date could be deferred to 1 January 2025.
▪ an exhaust gas cleaning system, approved by the Administration taking into account guidelines to
be developed by the Organization, is applied to reduce the total emission of sulphur oxides from
ships, including both auxiliary and main propulsion engines, to 6.0 g SOx/kW·h or less calculated as
the total weight of sulphur dioxide emission. Waste streams from the use of such equipment shall
not be discharged into enclosed ports, harbours and estuaries unless it can be thoroughly
documented by the ship that such waste streams have no adverse impact on the ecosystems of
such enclosed ports, harbours and estuaries, based upon criteria communicated by the authorities
of the port State to the Organization.
o Regulation 15 - Volatile organic compounds
▪ This regulation only applies to tankers. However, this regulation also applies to gas carriers only if
the types of loading and containment system allow safe retention of non-methane VOCs on board
or their safe return ashore
▪ There are two aspects of VOC control within this regulation.
• In the first, regulations 15.1 – 15.5 and 15.7, control on VOC emitted to the atmosphere in
respect of certain ports or terminals is achieved by a requirement to utilize a vapour
emission control system (VECS).
• The second aspect of this regulation, regulation 15.6, requires that all tankers carrying
crude oil have an approved and effectively implemented ship specific VOC Management
Plan covering at least the points given in the regulation.

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
o Regulation 16 - Shipboard incineration PREPARED BY GAMI.....278
▪ Shipboard incineration of the following substances shall be prohibited:
• Annex I, II and III cargo residues of the present Convention and related contaminated
packing materials;
• polychlorinated biphenyls (PCBs);
• garbage, as defined in Annex V of the present Convention, containing more than traces of
heavy metals; and
• refined petroleum products containing halogen compounds.
▪ Shipboard incineration of sewage sludge and sludge oil generated during the normal operation of a
ship may also take place in the main or auxiliary power plant or boilers, but in those cases, shall not
take place inside ports, harbours and estuaries.
▪ Monitoring of combustion flue gas outlet temperature shall be required at all times and waste shall
not be fed into a continuous-feed shipboard incinerator when the temperature is below the
minimum allowed temperature of 850 degrees Centigrade. For batch-loaded shipboard incinerators,
the unit shall be designed so that the temperature in the combustion chamber shall reach 600
degrees Centigrade within five minutes after start-up.
o Regulation 18 - Fuel oil quality
▪ details of fuel oil for combustion purposes delivered to and used on board shall be recorded by
means of a bunker delivery note which shall contain at least the information specified
• Name and IMO number of receiving ship
• Port
• Date of commencement of delivery
• Name, address, and telephone number of marine fuel oil supplier
• Product name(s)
• Quantity (metric tons)
• Density at 15°C (kg/m3)
• Sulphur content (% m/m)
• A declaration signed and certified by the fuel oil supplier's representative that the fuel oil
supplied is in conformity with regulation
▪ The bunker delivery note shall be kept on board the ship in such a place as to be readily available for
inspection at all reasonable times. It shall be retained for a period of three years after the fuel oil
has been delivered on board.
▪ The sample is to be sealed and signed by the supplier's representative and the master or officer in
charge of the bunker operation on completion of bunkering operations and retained under the
ship's control until the fuel oil is substantially consumed, but in any case, for a period of not less
than 12 months from the time of delivery.

o Chapter 4 Annex 6
▪ The regulations apply to all ships of 400 gross tonnages and above. However, under regulation 19,
the Administration may waive the requirements for new ships up to a maximum of 4 years

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 PREPARED BY GAMI. ...279
STCW
➢ The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978,
was adopted by the International Conference on Training and Certification of Seafarers on 7 July 1978.
➢ The 1978 STCW Convention entered into force on 28 April 1984. Since then, amendments thereto have been
adopted, in 1991, 1994, 1995, 1997, 1998, 2004, 2006 and 2010.
➢ The 1991 amendments, relating to the global maritime distress and safety system (GMDSS) and conduct of trials,
were adopted by resolution MSC.21(59) and entered into force on 1 December 1992.
➢ The Convention shall enter into force 12 months after the date on which not less than 25 States, the combined
merchant fleets of which constitute not less than 50% of the gross tonnage of the world's merchant shipping of
ships of 100 gross register tons or more, have either signed it without reservation as to ratification, acceptance or
approval or deposited the requisite instruments of ratification, acceptance, approval or accession in accordance
with article XIII
➢ The 1994 amendments on special training requirements for personnel on tankers were adopted by resolution
MSC.33(63) and entered into force on 1 January 1996.
➢ The 1995 amendments were adopted by resolution 1 of a Conference of Parties to the International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers, which was convened by the International
Maritime Organization and met at the Headquarters of the Organization from 26 June to 7 July 1995 (1995 STCW
Conference).
➢ The 1995 STCW Conference adopted the Seafarers' Training, Certification and Watchkeeping (STCW) Code.
➢ The STCW Code contains, in:
o Part A, mandatory provisions to which specific reference is made in the annex to the STCW Convention and
which give, in detail, the minimum standards required to be maintained by Parties in order to give full and
complete effect to the provisions of the STCW Convention; and, in
o Part B, recommended guidance to assist Parties to the STCW Convention and those involved in
implementing, applying or enforcing its measures to give the STCW Convention full and complete effect in a
uniform manner.
➢ The 1997 amendments, to the Convention and to part A of the Code, relating to training of personnel on passenger
and ro-ro passenger ships, were adopted by resolutions MSC.66(68) and MSC.67(68). These amendments entered
into force on 1 January 1999.
➢ The 1998 amendments, to part A of the Code, relating to enhanced competence in cargo handling and stowage,
particularly in respect of bulk cargoes, were adopted by resolution MSC.78(70). They entered into force on 1 january
2003.
➢ The May 2004 amendments, to part A of the Code, adjusting certificates and endorsements, were adopted by
resolution MSC.156(78). The December 2004 amendments, to part A of the Code, taking into account on-load and
off-load devices in the competence relating to survival crafts and rescue boats other than fast rescue boats, were
adopted by resolution MSC.180(79). Both sets of amendments entered into force on 1 July 2006.
➢ The 2006 amendments, to part A of the Code, introducing, inter alia, new measures pertaining to ship security
officers, were adopted by resolution MSC.209(81) and entered into force on 1 January 2008.
➢ STCW 2010 AMMENDMENTS
o The Manila amendments to the STCW Convention and Code were adopted on 25 June 2010, marking a
major revision of the STCW Convention and Code.
o The 2010 amendments are set to enter into force on 1 January 2012 under the tacit acceptance procedure
and are aimed at bringing the Convention and Code up to date with developments since they were initially
adopted and to enable them to address issues that are anticipated to emerge in the foreseeable future
▪ Amongst the amendments adopted, there are a number of important changes to each chapter of
the Convention and Code, including
▪ Improved measures to prevent fraudulent practices associated with certificates of competency and
strengthen the evaluation process (monitoring of Parties' compliance with the Convention);
▪ Revised requirements on hours of work and rest and new requirements for the prevention of drug
and alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers;
▪ New certification requirements for able seafarers

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ New requirements relating to training in modern technology suPcRhEP asAReE
leDctB
roYniGc AcM
haI.r.t..s.28a0nd
information systems (ECDIS);
▪ New requirements for marine environment awareness training and training in leadership and
teamwork
▪ New training and certification requirements for electro-technical officers;
▪ Updating of competence requirements for personnel serving on board all types of tankers,
including new requirements for personnel serving on liquefied gas tankers
▪ New requirements for security training, as well as provisions to ensure that seafarers are properly
trained to cope if their ship comes under attack by pirates
▪ Introduction of modern training methodology including distance learning and web-based learning
▪ New training guidance for personnel serving on board ships operating in polar waters; and
▪ New training guidance for personnel operating Dynamic Positioning Systems
➢ Consists of 8 Chapters
o CHAPTER 1: General Provisions
▪ Regulation I/1: Definition
▪ Regulation I/2: Certificates and Endorsement
▪ Regulation I/9: Medical Standards
▪ Regulation I/14: Company Responsibilities
▪ Total 15 regulations
o CHAPTER 2: MASTER and DECK DEPARTMENT
▪ 5 regulations
o CHAPTER 3: ENGINE DEPARTMENT
▪ Regulation III/1: Mandatory minimum requirements for certification of officers in charge of an
engineering watch in a manned engine-room or designated duty engineers in a periodically
unmanned engine-room
▪ Regulation III/2: Mandatory minimum requirements for certification of chief engineer officers and
second engineer officers on ships powered by main propulsion machinery of 3,000 kW propulsion
power or more
▪ Regulation III/3: Mandatory minimum requirements for certification of chief engineer officers and
second engineer officers on ships powered by main propulsion machinery of between 750 kW and
3,000 kW propulsion power
▪ Regulation III/4: Mandatory minimum requirements for certification of ratings forming part of a
watch in a manned engine-room or designated to perform duties in a periodically unmanned
engine-room
▪ Regulation III/5 Mandatory minimum requirements for certification of ratings as able seafarer
engine in a manned engine-room or designated to perform duties in a periodically unmanned
engine-room
▪ Regulation III/6: Mandatory minimum requirements for certification of electro-technical officers
▪ Regulation III/7: Mandatory minimum requirements for certification of electro-technical ratings
o CHAPTER 4: RADIOCOMMUNICATION AND RADIO OPERATORS
▪ 2 Regulations
o CHAPTER 5: SPECIAL TRAINING REQUIREMENTS FOR PERSONNEL ON CERTAIN TYPES OF SHIPS
o CHAPTER 6: EMERGENCY, OCCUPATIONAL SAFETY, SECURITY, MEDICAL CARE AND SURVIVAL FUNCTIONS
o CHAPTER 7: ALTERNATIVE CERTIFICATION
o CHAPTER 8: WATCHKEEPING
➢ Company Instructions to Masters
o Enforcement of the STCW requirements through the Flag State and Port State Control.
o The importance of ensuring that all seafarer’s certificates of competency, endorsements and seafarer’s
books issued by this Administration and required by the STCW Convention, are in accordance with the
requirements of this Administration and issued on the basis of a recognized valid foreign national equivalent
certificate. All of these certificates must be available in original on board the ship

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 o The importance of ensuring that the number and certificate type held by thePsR eaEfPaA
reRr EseDrvBiY
ngGoAnMbIo.a...r.d28t1he
ship are in conformity with the applicable safe manning requirements of this Administration. All documents
and data relevant to all seafarers employed on board are maintained and accessible
o Requirements to ensure that seafarers are familiarised with their specific duties and obligations on board
before they are assigned to their duties.
o Arrangements to ensure that ships crews are able to coordinate their activities in an emergency situation on
board their ship.
o Arrangements to ensure compliance to the required rest periods to avoid fatigue.
o The provision on board of instructions/guidelines for on board training.
o Arrangements to ensure that all officers on board have appropriate knowledge of the Flag State’s maritime
legislation.
o Arrangements to ensure that officers on board are in possession of the required competence and can
demonstrate it in accordance with the criteria laid down in the Code of the Convention.
o Arrangements to ensure that STCW 2010 related training carried out on board is conducted in accordance
with Reg. I/6 and Section A‐I/6 and is documented in a training record book or an appropriate record book.
o Arrangements to ensure that all seafarers on board, forming part of a watch, are in possession of
certificates in compliance with the requirements of Chapter II and Chapter III of the Convention and that
they are able to meet the minimum standards of competence.
o Arrangements to ensure that the provisions for the maintenance of proper radio watchkeeping and
corresponding personnel is complied with at all times. All officers concerned are to be aware about misuse
of radio equipment and unnecessary false alert of emergency signals.
o Arrangements to ensure that seafarers on board tankers can comply with the requirements as defined in
STCW Reg. V/1‐1 and V/1‐2 and Section A‐V/1 and A‐V/1‐2 when applicable.
o Arrangements to ensure that all seafarers concerned have completed the necessary training and possess
the required certificates under the provisions of STCW Chapter VI (standards regarding emergency,
occupational safety, security, medical care and survival functions). These certificates should be available in
original on board of the ship.
o Arrangements to ensure that watch keeping duties on board meet the provisions of STCW Chapter VIII.
Every effort is to be made to prevent fatigue on board the ship. In observing rest period requirements,
overriding operational conditions are to be construed only to mean essential shipboard work which cannot
be delayed for safety reasons or anticipated at the commencement of the voyage.
o Arrangements to ensure that seafarers are informed of the direct effect of drugs and alcohol on their ability
to perform watch keeping duties. Every effort is to be made to prevent drugs and alcohol from impairing the
ability of watch keeping personnel.
➢ The STCW Code
o The regulations contained in the Convention are supported by sections in the STCW Code.
o Generally speaking, the Convention contains basic requirements which are then enlarged upon and
explained in the Code.
▪ Part A of the Code is mandatory. The minimum standards of competence required for seagoing
personnel are given in detail in a series of tables.
▪ Part B of the Code contains recommended guidance which is intended to help Parties implement
the Convention.
o The measures suggested are not mandatory and the examples given are only intended to illustrate how
certain Convention requirements may be complied with.
o However, the recommendations in general represent an approach that has been harmonized by discussions
within IMO and consultation with other international organizations.
➢ CE DUTIES
o Effective leadership
o Clear orders & communication
o Most effective decision on situations
o Provide necessary support to sub ordinates at all times
o Allocate duties & Evaluate performance of crew

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
o Training objectives & attitude based on competence capabilities PREPARED BY GAMI.....282
o Operation of machineries with applicable rules
o Planning jobs based on priority & available resources
o Operations are demonstrated efficiently

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 PREPARED BY GAMI.....283
OPA 90 and OPRC
➢ OPA 90
➢ AN ACT to establish limitations on liability for damages resulting from oil pollution, to establish a fund for the
payment of compensation for such damages, and for other purposes.
➢ Consists of 9 titles
➢ On March 24, 1989, the Exxon Valdez spilled over 11 million gallons of Alaskan crude into the water of Prince
William Sound. There were many lessons learned the aftermath of the Valdez oil spill. Two of the most obvious
were:
➢ The United States lacked adequate resources, particularly Federal funds, to respond to spills, and
➢ The scope of damages compensable under federal law to those impacted by a spill was fairly narrow.
➢ Although the environmental damage and massive clean-up efforts were the most visible effects of this casualty, one
of the most important outcomes was the enactment of the Oil Pollution Act of 1990 (OPA), which addressed both
these deficiencies.
➢ The Oil Pollution Act of 1990 (33 U.S.C. 2701-2761) amended the Clean Water Act and addressed the wide range of
problems associated with preventing, responding to, and paying for oil pollution incidents in navigable waters of the
United States. It created a comprehensive prevention, response, liability, and compensation regime to deal with
vessel- and facility-caused oil pollution to U.S. navigable waters. OPA greatly increased federal oversight of maritime
oil transportation, while providing greater environmental safeguards by:
o Setting new requirements for vessel construction and crew licensing and manning,
o Mandating contingency planning,
o Enhancing federal response capability,
o Broadening enforcement authority,
o Increasing penalties,
o Creating new research and development programs,
o Increasing potential liabilities, and
o Significantly broadening financial responsibility requirements.
➢ Title I of OPA established new and higher liability limits for oil spills, with commensurate changes to financial
responsibility requirements. It substantially broadened the scope of damages, including natural resource damages
(NRDs), for which polluters are liable.
➢ The total of the liability of a responsible party under section 1002 and any removal costs incurred by, or on behalf
of, the responsible party, with respect to each incident shall not exceed—
o for a tank vessel, the greater of—
▪ (A) $1,200 per gross ton; or
▪ (B)(i) in the case of a vessel greater than 3,000 gross tons, $10,000,000; or
▪ (ii) in the case of a vessel of 3,000 gross tons or less, $2,000,000;
o for any other vessel, $600 per gross ton or $500,000, whichever is greater;
o for an offshore facility except a deepwater port, the total of all removal costs plus $75,000,000; and
o for any onshore facility and a deepwater port, $350,000,000
➢ OPRC 95
➢ Adoption: 30 November 1990; Entry into force: 13 May 1995
➢ Parties to the International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC) are
required to establish measures for dealing with pollution incidents, either nationally or in co-operation with other
countries
➢ Ships are required to carry a shipboard oil pollution emergency plan. Operators of offshore units under the
jurisdiction of Parties are also required to have oil pollution emergency plans or similar arrangements which must
be co-ordinated with national systems for responding promptly and effectively to oil pollution incidents.
➢ Ships are required to report incidents of pollution to coastal authorities and the convention details the actions that
are then to be taken.
➢ The Convention calls for the establishment of stockpiles of oil spill combating equipment, the holding of oil spill
combating exercises and the development of detailed plans for dealing with pollution incidents.

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
➢ Parties to the convention are required to provide assistance to others in the event PoR
fEa PpAoR
lluEtDioB
n Yem
GeArM
geIn...c.y.28a4nd
provision is made for the reimbursement of any assistance provided.

CLEAN AIR ACT

➢ The Clean Air Act (CAA) is the comprehensive federal law that regulates air emissions from stationary and mobile
sources.
➢ Among other things, this law authorizes EPA to establish National Ambient Air Quality Standards (NAAQS) to protect
public health and public welfare and to regulate emissions of hazardous air pollutants.
➢ To protect public health and welfare nationwide, the Clean Air Act requires EPA to establish national ambient air
quality standards for certain common and widespread pollutants based on the latest science.
➢ EPA has set air quality standards for six common "criteria pollutants": particulate matter (also known as particle
pollution), ozone, sulphur dioxide, nitrogen dioxide, carbon monoxide, and lead
➢ The Clean Air Act, originally passed in 1973 and amended in 1990,
➢ The Clean Air Act has helped:
o cut ground-level ozone, a dangerous component of smog, by more than 25 percent since 1980;
o reduce mercury emissions by 45 percent since 1990;
o reduce the main pollutants that contribute to acid rain, sulfur dioxide and nitrogen dioxide, by 71 percent
and 46 percent, respectively since 1980;
o phase out the production and use of chemicals that contribute to the hole in the ozone layer; and
o reduce the lead content in gasoline, which has cut lead air pollution by 92 percent since 1980.
➢ Emissions of dark smoke from a chimney of a vessel for not longer than the period specified in column (2) of the
schedule to these regulations in respect of the class of case specified in column (1) shall be left out of account for
the purposes of section 1 of the Clean Air Act, 1956:
o Provided that—
▪ continuous emissions of dark smoke caused otherwise than by the soot blowing of a water tube
boiler shall not exceed
• in the case of classes 1 and 2, 4 minutes;
• in the case of natural draught oil-fired boiler furnaces in class 4, 10 minutes; and
▪ in no case shall black smoke be emitted for more than 3 minutes in the aggregate in any period of
30 minutes.
o In this paragraph “black smoke” means smoke which, if compared in the appropriate manner with a chart of
the type known at the date of the passing of the Clean Air Act, 1956, as the Ringelmann Chart, would appear
to be as dark as or darker than shade 4 on the chart.

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 PREPARED BY GAMI.....285
NOISE CODE
➢ 1 Annex and 7 Chapter and 4 appendix
➢ The Code is intended to provide standards to prevent the occurrence of potentially hazardous noise levels on board
ships and to provide standards for an acceptable environment for seafarers.
➢ Requirements and recommendations are made for:
o measurement of noise levels and exposure
o protecting the seafarer from the risk of noise-induced hearing loss under conditions where at present it is
not feasible to limit the noise to a level which is not potentially harmful;
o limits on acceptable maximum noise levels for all spaces to which seafarers normally have access
o verification of acoustic insulation between accommodation spaces
• Purpose
o provide for safe working conditions by giving consideration to the need for speech communication and for
hearing audible alarms, and to an environment where clear-headed decisions can be made in control
stations, navigation and radio spaces and manned machinery spaces
o protect the seafarer from excessive noise levels which may give rise to a noise-induced hearing loss; and
o provide the seafarer with an acceptable degree of comfort in rest, recreation and other spaces and also
provide conditions for recuperation from the effects of exposure to high noise levels.
• Application
o The Code applies to new ships of a gross tonnage of 1,600 and above
o The Code does not apply to:
▪ dynamically supported craft;
▪ high-speed craft;
▪ fishing vessels;
▪ pipe-laying barges;
▪ pleasure yachts not engaged in trade;
▪ ships of war and troopships;
• Measuring Equipment
o Measurement of sound pressure levels shall be carried out using precision integrating sound level meters
o Octave filter set
o Microphone wind screen
• Measurement
o This person conducting measurements shall have
▪ knowledge in the field of noise, sound measurements and handling of used equipment;
▪ training concerning the procedures
o Operating conditions at sea trials
▪ Measurements should be taken with the ship in the loaded or ballast condition
▪ Noise measurements shall be taken at normal service speed and, unless otherwise addressed in the
provisions below, no less than 80% of the maximum continuous rating (MCR)
▪ All machinery, navigation instruments, radio and radar sets, etc., normally in use at normal seagoing
condition and levels, including squelch shall operate throughout the measurement period.
▪ Measurements in spaces containing emergency diesel engine driven generators, fire pumps or other
emergency equipment that would normally be run only in emergency, or for test purposes, shall be
taken with the equipment operating
▪ Mechanical ventilation, heating and air-conditioning equipment shall be in normal operation,
▪ Ships fitted with bow thrusters, stabilizers, etc., may be subject to high noise levels when this
machinery is in operation. For thrusters, measurements shall be made at 40% thruster power and
the ship's speed shall be appropriate for thruster operation
o Operating conditions in port
▪ When the noise from the ship's cargo handling equipment may lead to noise above maximum levels
in duty stations and accommodation spaces affected by its operation, measurements should be
taken

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Rupesh Pillai
MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ Where the ship is a vehicle carrier and noise during loading and dischaPrgRiE
ngPA
orRigEin
DaB
teYs G
frA
omMIv.e..h
..2ic8l6es,
the noise level in the cargo spaces and the duration of the exposure should be considered
o Environmental conditions
▪ The readings obtained may be affected if the water depth is less than five times the draught or if
there are large reflecting surfaces in the ship's vicinity
▪ The meteorological conditions such as wind and rain, as well as sea state, should be such that they
do not influence the measurements. Wind force 4 and 1 m wave height should not be exceeded.
▪ Care shall be taken to see that noise from extraneous sound sources, such as people,
entertainment, construction and repair work, does not influence the noise level on board the ship at
the positions of measurement.
• Measurement procedures
o During noise level measurement, only seafarers necessary for the operation of the ship and persons taking
the measurements shall be present in the space concerned
o Sound pressure level readings shall be taken in decibels using an A-weighting (dB(A)) and C-weighting
(dB(C)) filter and if necessary also in octave bands between 31.5 and 8,000 Hz.
• Measurement positions
o If not otherwise stated, measurements shall be taken with the microphone at a height of between 1.2 m
(seated person) and 1.6 m (standing person) from the deck.
o The distance between two measurement points should be at least 2 m, and in large spaces not containing
machinery, measurements should be taken at intervals not greater than 10 m throughout the space
including positions of maximum noise level.
o In no case shall measurements be taken closer than 0.5 m from the boundaries of a space.
o Measurements shall be taken at positions where the personnel work, including at communication stations
o Measurements shall be taken at the principal working and control stations of the seafarers in the machinery
spaces and in the adjacent control rooms, if any, special attention being paid to telephone locations and to
positions where voice communication and audible signals are important
o Measurements from machinery which constitutes a sound source should be taken at 1 m from the
machinery
o Measurements shall be taken on both navigating bridge wings but should only be taken when the navigating
bridge wing to be measured is on the lee side of the ship.
o The number of measurement cabins shall be not less than 40 per cent of total number of cabins. Cabins
which are obviously affected by noise, i.e. cabins adjacent to machinery or casings, must be considered in
any case.
• Noise level limits
o Machinery spaces 110
o Machinery control rooms 75
o Workshops other than those forming part of machinery spaces 85
o Navigating bridge and chartrooms 65
o Cabin and hospitals 60
o Messrooms 65
• Noise Exposure Limits
o within each day or 24-hour period the equivalent continuous noise exposure would not exceed 80 dB(A)
o In spaces with sound pressure levels exceeding 85 dB(A), suitable hearing protection should be used, or to
apply time limits for exposure
o No seafarer, even when wearing hearing protectors, should be exposed to levels exceeding 120 dB(A)

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 PREPARED BY GAMI.....287
MS ACT
➢ Purpose:
o Is to ensure the efficient maintenance of an Indian Mercantile marine and for that for purpose a National
Shipping Board was created with an aim to provide registration, certification, safety and security of Indian
Ship
➢ PART I Preliminary
➢ PART II National Shipping Board
➢ PART III General Administration
➢ PART IV Shipping Development Fund
➢ PART V Registration Of Indian Ships
➢ PART VI Certificates Of Officers
➢ PART VIA Obligation of certain Certificate Holder To Serve Government Or In Indian Ships
➢ PART VII Seamen And Apprentices
➢ PART VIII Passenger Ships
➢ PART IX Safety
➢ PART IXA Nuclear Ships
➢ PART X Collisions, Accidents At Sea & Liability
➢ PART XA Limitation Of Liability
➢ PART XB Civil Liability For Oil Pollutin Damage
➢ PART XIA Prevention And Containment Of Pollution Of The Sea BY OIL
➢ PART XII Investigations And Inquiries
➢ PART XIII Wreck And Salvage
➢ PART XIV Control Or Indian Ships And Ships Engaged In Coasting Trade
➢ PART XV Sailing Vessels
➢ PART XVA Fishing Boats
➢ PART XVI Penalties And Procedure
➢ PART XVII Miscellaneous
➢ PART XVIII Repeals And Savings

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 PREPARED BY GAMI.....288
SAFE MANNING
➢ SOLAS CHAPTER V, REG 14
➢ the principles of minimum safe manning set out in section 3 to ensure the safe operation of ships to which
article III of the 1978 STCW Convention, as amended, applies, and the security of ships to which chapter XI-2 of
the 1974 SOLAS Convention, as amended,
➢ Principle:
• the capability to
▪ maintain safe navigational, port, engineering and radio watches in accordance with regulation
VIII/2 of the 1978 STCW Convention, as amended, and also maintain general surveillance of the
ship;
▪ moor and unmoor the ship safely;
▪ manage the safety functions of the ship when employed in a stationary or near-stationary mode
at sea;
▪ perform operations, as appropriate, for the prevention of damage to the marine environment;
▪ maintain the safety arrangements and the cleanliness of all accessible spaces to minimize the
risk of fire;
▪ provide for medical care on board ship;
▪ ensure safe carriage of cargo during transit;
▪ inspect and maintain, as appropriate, the structural integrity of the ship; and
▪ operate in accordance with the approved Ship's Security Plan; and
➢ The minimum safe manning of a ship should be established taking into account all relevant factors, including the
following
• size and type of ship;
• number, size and type of main propulsion units and auxiliaries;
• level of ship automation;
• construction and equipment of the ship;
• method of maintenance used;
• cargo to be carried;
• frequency of port calls, length and nature of voyages to be undertaken;
• trading area(s), waters and operations in which the ship is involved;
• extent to which training activities are conducted on board;
• degree of shoreside support provided to the ship by the company;
• applicable work hour limits and/or rest requirements; and
• the provisions of the approved Ship's Security Plan

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 PREPARED BY GAMI.....289
UNFCC
➢ The UNFCCC objective is to "stabilize greenhouse gas concentrations in the atmosphere at a level that would
prevent dangerous anthropogenic interference with the climate system"
➢ The parties to the convention have met annually from 1995 in Conferences of the Parties (COP) to assess progress in
dealing with climate change.
➢ Rio de Janeiro from 3 to 14 June 1992, then entered into force on 21 March 1994:
o The framework set no binding limits on greenhouse gas emissions for individual countries and contains no
enforcement mechanisms. Instead, the framework outlines how specific international treaties (called
"protocols" or "Agreements") may be negotiated to set binding limits on greenhouse gases.
➢ The parties to the convention have met annually from 1995 in Conferences of the Parties (COP) to assess progress in
dealing with climate change.
➢ In 1997, the Kyoto Protocol
o was concluded and established legally binding obligations for developed countries to reduce their
greenhouse gas emissions in the period 2008-2012
o The Protocol’s first commitment period started in 2008 and ended in 2012.
➢ The 2010 Cancun agreements
o state that future global warming should be limited to below 2.0 °C (3.6 °F) relative to the pre-industrial level.
➢ Doha Amendment
o The Protocol was amended in 2012 to encompass the period 2013-2020 in the Doha Amendment, which -as
of December 2015- not entered into force.
➢ In 2015 the Paris Agreement was adopted, governing emission reductions from 2020 on through commitments of
countries in ambitious Nationally Determined Contributions
➢ The 2015 United Nations Climate Change Conference, COP 21 or CMP 11
o was held in Paris, France, from 30 November to 12 December 2015.
o The agreement will enter into force when joined by at least 55 countries which together represent at least
55 percent of global greenhouse emissions
o According to the organizing committee at the outset of the talksthe expected key result was an agreement
to set a goal of limiting global warming to less than 2 degrees Celsius (°C) compared to pre-industrial levels.
o The agreement calls for zero net anthropogenic greenhouse gas emissions to be reached during the second
half of the 21st century.
o In the adopted version of the Paris Agreement, the parties will also "pursue efforts to" limit the
temperature increase to 1.5 °C.
o The 1.5 °C goal will require zero emissions sometime between 2030 and 2050, according to some scientists

➢ Market-Based Measures
o MBMs place a price on GHG emissions and serve two main purposes:
▪ providing an economic incentive for the maritime industry to reduce its fuel consumption by
investing in more fuel efficient ships and technologies and to operate ships in a more energy
efficient-manner (in-sector reductions)
▪ offsetting in other sectors of growing ship emissions
o Leveraged Incentive Scheme (LIS) (Japan (MEPC 60/4/37)):
▪ GHG Fund contributions are collected on marine bunker. Part thereof is refunded to ships meeting
or exceeding agreed efficiency benchmarks and labelled as “good performance ships”
o Port State Levy (Jamaica (MEPC 60/4/40)):
▪ Levies a uniform emissions charge on all vessels calling at their respective ports based on the
amount of fuel consumed by the respective vessel on its voyage to that port
o Ship Efficiency and Credit Trading (SECT) (United Sates
▪ Subjects all ships to mandatory energy efficiency standards. As one means of complying with the
standard, an efficiency-credit trading programme would be established.
o

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 PREPARED BY GAMI. ...290
HUMAN ELEMENT
➢ The safety and security of life at sea, protection of the marine environment and over 90% of the world's trade
depends on the professionalism and competence of seafarers
➢ The IMO's International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW),
1978 was the first internationally-agreed Convention to address the issue of minimum standards of competence for
seafarers. In 1995 the STCW Convention was completely revised and updated to clarify the standards of
competence required and provide effective mechanisms for enforcement of its provisions.
➢ The amendments, now referred to as the Manila amendments, which provide enhanced standards of training for
seafarers, entered into force on 1 January 2012
➢ In 1997, IMO adopted a resolution setting out its vision, principles and goals for the human element.
➢ The human element is a complex multi-dimensional issue that affects maritime safety, security and marine
environmental protection involving the entire spectrum of human activities performed by ships' crews, shore based
management, regulatory bodies and others. All need to co-operate to address human element issues effectively.
➢ One key STCW Convention provision requires Parties to provide information to allow others to check the validity
and authenticity of seafarers' certificates of competency. This is important as unqualified seafarers holding
fraudulent certificates of competency are a clear danger to themselves, others on board and the marine
environment.
➢ Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol
abuse, as well as updated standards relating to medical fitness standards for seafarers;
➢ New requirements for marine environment awareness training and training in leadership and teamwork
➢ Vision
o To significantly enhance maritime safety and the quality of the marine environment by addressing human
element issues to improve performance
➢ Principles
o the Organization, when developing regulations, should honour the seafarer by seeking and respecting the
opinions of those that do the work at sea
o effective remedial action following maritime casualties requires a sound understanding of human element
involvement in accident causation. This is gained by a thorough investigation and systematic analysis of
casualties for contributory factors and the causal chain of event
o rules and regulations addressing the seafarers directly should be simple, clear and comprehensive;
➢ Goals
o to have in place a structured approach for the proper consideration of human element issues for use in the
development of regulations and guidelines by all committees and sub-committees
o to promote and communicate, through human element principles, a maritime safety culture and
heightened marine environment awareness;
o to have in place a system to discover and to disseminate to maritime interest studies, research and other
relevant information on the human element, including findings from marine and non-marine incident
investigations; and
o to provide material to educate seafarers so as to increase their knowledge and awareness of the impact of
human element issues on safe ship operations, to help them do the right thing

➢ FATIGUE: The most common causes of fatigue known to seafarers are lack of sleep, poor quality of rest, stress and
excessive workload. There are many other contributors as well, and each will vary depending onthe circumstance
(i.e. operational, environmental).
o There are many ways to categorise the causes of fatigue. To ensure thoroughness and to provide good
coverage of most causes, they have been divided into 4 general categories.
▪ Crew-specific factors
▪ Management factors (ashore and aboard ship)
▪ Ship-specific factors
▪ Environmental factors
o Crew Specific Factors

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ The crew-specific factors are related to lifestyle behaviour, personal haPbRiE
tsPaAnRdEinDdB
ivY GaAl M
idu atIt.r.i.b..2u9te1s.
▪ However, fatigue varies from one person to another and its effects are often dependent on the
particular activity being performed.
• The crew-specific factors include the following:
• Sleep and rest
• quality, quantity and duration of Sleep
• sleep disorders/disturbances
• rest breaks
• Biological clock/circadian rhythms
• Psychological and emotional factors, including stress
• fear
• monotony and boredom
• Health
• diet
• illness
• Stress
• skill, knowledge and training as it relates to the job
• personal problems
• interpersonal relationships
• Ingested chemicals
• alcohol
• drugs (prescription and non-prescription)
• caffeine
• Age
• Shift work and work schedules
• Workload (mental/physical)
• Jet lag
o Management Specific Factors
▪ The management factors relate to how ships are managed and operated. These factors can
potentially cause stress and an increased workload, ultimately resulting in fatigue. These factors
include:
• Organisational factors
• staffing policies and retention
• paperwork requirements
• economics
• schedules-shift, overtime, breaks
• company culture and management style
• rules and regulations
• resources
• upkeep of vessel
• Voyage and scheduling factors
• frequency of port calls
• time between ports
• routing
• weather and sea condition on route
• traffic density on route
• nature of duties/workload while in port
o Ship Specific Factors
▪ These factors include ship design features that can affect/cause fatigue. Some ship design features
affect workload (i.e. automation, equipment reliability), some affect the crew’s ability to sleep, and

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 others affect the level of physical stress on the crew (i.e. noise, vibraPtRioEnP, AaR
ccEoD
mBmYodGaAtiM
onI..s.p..2a9c2es,
etc.).
▪ The following list details ship-specific factors:
• ship design
• level of automation
• level of redundancy
• equipment reliability
• inspection and maintenance
• age of vessel
• physical comfort in work spaces
• location of quarters
• ship motion
• physical comfort of accommodation spaces
o Environmental Specific Factors
▪ Exposure to excess levels of environmental factors, e.g. temperature, humidity, excessive noise
levels,can cause or affect fatigue.
▪ Long term exposure may even cause harm to a person’s health. Furthermore, considering that
environmental factors may produce physical discomfort, they can also cause or contribute to the
disruption of sleep.
▪ Ship motion is also considered an environmental factor. Motion affects a person’s ability to
maintain physical balance. This is due to the extra energy expended to maintain balance while
moving, especially during harsh sea conditions. There is a direct relation between a ship’s motion
and a person’s ability to work. Excessive ship movement can also cause nausea and motion
sickness Environmental factors can also be divided into factors external to the ship and those
internal to the ship.
o Within the ship, the crew is faced with elements such as noise, vibration and temperature (heat,cold, and
humidity).
➢ Mitigate Fatigue
o Steps such as the following are important in the prevention of fatigue on board ship, and are within the Ship
Officer’s ability to influence and implement:
o Ensure compliance with maritime regulations (minimum hours of rest and/or maximum hours of work)
▪ Take strategic naps
▪ Develop and maintain good sleep habits, such as a pre-sleep routine (something that you always do
to get you ready to sleep)
▪ Eat regular, well-balanced meals (including fruits and vegetables, as well as meat and starches)
▪ Exercise regularly
▪ Drink sufficient amount of water
▪ Use rested personnel to cover for those travelling long hours to join the ship and who are expected
to go on watch as soon as they arrive on board (i.e. allowing proper time to overcome fatigue and
become familiarised with the ship
▪ Create an open communication environment (e.g. by making it clear to crew members that it is
important to inform supervisors when fatigue is impairing their performance and that there will be
no recriminations for such reports
▪ Schedule drills in a manner that minimises the disturbance of rest/sleep periods
▪ Establish on board management techniques when scheduling shipboard work and rest periods, and
using watch-keeping practices and assignment of duties in a more efficient manner (using, where
appropriate, IMO and ILO recommended formats – “Model format for table of shipboard working
arrangements” and “Model format for records of hours of work or hours of rest of seafarers”)
▪ Assign work by mixing up tasks to break up monotony and combining work that requires high
physical or mental demand with low-demand tasks (job rotation)
▪ Schedule potentially hazardous tasks for daytime hours

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ Emphasis the relationship between work and rest periods to ensure tPhRatEP adAeRqEuD
atB
e YreG
stAiM
s rIe..c..e.2iv9e3d;
this can be accomplished by promoting individual record keeping of hours rested or worked. Using
(where appropriate) IMO and ILO recommended formats in “IMO/ILO Guidelines for the
Development of Tables of Seafarers’ Shipboard Working Arrangements and Formats of Records of
Seafarers’ Hours of Work or Hours of Rest”
▪ Re-appraise traditional work patterns and areas of responsibility on board to establish the most
efficient utilisation of resources (such as sharing the long cargo operations between all the deck
officers instead of the traditional pattern and utilizing rested personnel to cover for those who have
travelled long hours to join the ship and who may be expected to go on watch as soon as they
arrive)
▪ Ensure that shipboard conditions, within the crew’s ability to influence, are well maintained i (e.g.
Maintaining heating, ventilation and air-conditioning (HVAC) on schedule, replacing light bulbs,and
contending with sources of unusual noise at the first possible opportunity)
▪ Establish shipboard practices for dealing with fatigue incidents and learning from the past (as part of
safety meetings)
▪ Increase awareness of long term health benefits of appropriate lifestyle behaviour (e.g.
exercise,relaxation, nutrition, avoiding smoking and low alcohol consumption)

➢ SOFT SKILLS:
o Situation and risk assessment: to understand the influence of a situation and risk assessment in the
principles and practice of decision making at an operational level.
o Situational awareness: how to acquire and maintain situational awareness and accidents and increasing
safety margins.
o Communication: how to recognise and apply best practice in communication, and be aware of barriers to
communication and how these may adversely affect situational awareness.
o Shipboard training: to understand the aim of shipboard training, the principles of learning and methods of
developing human potential.
o Culture: how to recognise and respond to cultural issues including cultural awareness and bias including
national, organisational, departmental and personal cultural approaches.
o Team working: to recognise team working models and conflict management style.
o Leadership and management: to recognise and demonstrate effective leadership behaviours.
o Workload management: understand the concept of task and workload management and be able to apply it.
Recognising fatigue and stress in yourself and others, and developing strategies for dealing with them.
➢ As per STCW
o Table A-II/1, A-II/2, A-III/1 and A-III/2
▪ Competency : Application of leadership and team working skills
▪ Knowledge, understanding and proficiency :
• Ability to apply task and workload management, including:
o planning and co-ordination
o personnel assignment
o time and resource constraints
o prioritization
• Knowledge and ability to apply effective resource management:
o allocation, assignment and prioritization of resources
o effective communication onboard and ashore
o decisions reflect consideration of team experiences
o assertiveness and leadership, including motivation
o obtaining and maintaining situational awareness
• Knowledge and ability to apply decision-making techniques:
o situation and risk assessment
o identify and consider generated options
o selecting course of action

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 PREPARED BY GAMI.....294
DEFINITIONS
➢ AUDIT
o Audit always forecasts on past activities and then detect the fault and propose the corrective action.
o Audit always focuses on system operation, system procedure and documentation.
o Audit always looks only on the system.
o Audit is focused on software items.
o Audit of entire system is not possible as it is done on sampling basis like surveillance audit
o For example, an auditor will check satisfactory repair of pump and will enquire, find and analyze as to when
pump was last inspected, why deficiency not found before survey etc.
➢ SURVEY
o Survey focuses on future activities so that equipment continues to function for next survey.
o Survey focuses on physical status of machinery or equipment.
o Survey looks on product.
o Survey is focused on hardware
o Survey of entire system is possible like safety equipment survey, main engine performance survey etc
o For example, in a survey of fire pump surveyor will check satisfactory repair of pump and noted deficiency
removed.
➢ MAJOR NON- CONFORMITY
o an identifiable deviation which poses a serious threat to personnel or ship safety or a serious risk to the
environment and requires immediate corrective action; in addition, the lack of effective and systematic
implementation of a requirement of the ISM Code, is also considered as a major non conformity
➢ NON- CONFORMITY
o A non-conformity means an observed situation where objective evidence indicates the non-fulfilment of a
specified requirement of the ISM code.
➢ STRATEGY AND TACTICS
o Tactics are the actual means used to gain an objective, while strategy is the overall campaign plan, which
may involve complex operational patterns, activity, and decision-making that lead totactical execution
o Strategy: To identify clear broader goals that advance the overall organization and organize resources.
o Tactics:To utilize specific resources to achieve sub-goals that support the defined mission
➢ ANGLE OF REPOSE
o Angle of Repose is the maximum slope angle of non-cohesive (i.e. free-flowing) granular material
o It is the angle between a horizontal plane and the cone slope of such material
o The angle of repose is a characteristic of non-cohesive bulk cargoes, which is indicative of cargo stability,
and the purpose of which is to minimize the risk of bulk material shifting; the cargo should be trimmed
reasonably level to the boundaries of the cargo space
➢ AVERAGE ADJUSTER:
o An average adjuster is a marine claims specialist responsible for adjusting and providing the general average
statement.
o Average Adjusters are expert in the law and practice of general average and marine insurance.
o They prepare claimsunder marine insurance policies which generally involve loss or damage to marine craft,
their cargoes or freight
➢ PARTICULAR AVERAGE LOSS
o The damage or loss should be of a particular subject matter in which case the damage suffered cannot be
partially shifted to others and the loss would be borne by the persons directly affected by the damage to the
said cargo.
➢ GENERAL AVERAGE LOSS
o refers to a loss that directly affects two or more interest in a common marine adventure unlike particular
average loss which affects a particular interest only.
o This loss involves an extraordinary sacrifice reasonably made during a peril for the sole purpose of
preserving other properties in a common marine adventure.

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 o This sacrifice could include throwing of some cargo over board (jettison), usingPcRaErgPoAaRsEfD
ueBl,YcuGtA MgI...
tin aw ..2a9y5of
spare or sails etc.
o The act must however be extraordinary, beyond the normal routine work of the ship crew and master and
the peril or danger that warrants such a sacrifice must also be more than the ordinary perils of the sea.
➢ YORK ANTWERP RULE
o There is a general average act when and only when, any extraordinary sacrifice or expenditure is
intentionally and reasonably made or incurred for the common safety for preserving from peril the property
involved in common maritime adventure
➢ DEMMURAGE:
o refers to the amount paid by the charterer of a ship as a compensation to the ship owner for any damage
that may occur due to the charterer’s inability to complete operations on a vessel (loading and offloading)
within the allowable period (lay-days)
➢ DESPATCH
o the money that would be paid to the charterer when he is able to ensure that loading and off-loading of a
chartered vessel is completed before the elapse of the allowable time (lay days) this is however dependent
on the charter party agreement between both parties.
➢ LAYCAN
o Period during which the shipowner must tender notice of readiness to the charterer that the ship has
arrived at the pod of loading and is ready to load.
o This period is expressed as two dates, for example laydays 25 March cancelling 2 April or, when abbreviated
as laycan, laycan 25 March/2 April. The charterer is not obliged to commence loading until the first of these
dates if the ship arrives earlier and may have the option of cancelling the charter if the ship arrives after the
second of the dates, known as cancelling date
➢ LAYTIME
o Time allowed by the shipowner to the voyage charterer or Bill of Lading holder in which to load and / or
discharge the cargo.
➢ LIEN CLAUSE
o Clause in a voyage Charter-Party which entitles the shipowner to exercise a lien on the cargo, that is, to
retain control of the cargo until any freight, dead freight or demurrage which is owing is paid.
➢ CESSER CLAUSE
o Clause in a voyage Charter-Party which seeks to relieve the charterer of all responsibility under the contract
once the cargo has been shipped.
➢ NEW JASON CLAUSE
o provides that the shipowner is entitled to recover in general average even when the loss is caused by
negligent navigation.
o The need for such a clause arises from the decision of an American court that, while American law
exempted a shipowner from liability for loss or damage to cargo resulting from negligent navigation, this did
not entitle the shipowner to recover in general average for such a loss.
➢ STANDING CHARGES
o Standing charges are those which remain constant whether voyage is token or not but these expense have
to be paid. It is known as fixed charges. For example: salary, depreciation, interest, repairs, insurance, etc.
The proportionate expense regarding period of voyage are debited to voyage account.
➢ CONTRACT OF AFFREIGHTMENT
o is a contract between a ship-owner and another person (called the charterer), in which the ship-owner
agrees to carry goods for the charterer in the ship, or to give the charterer the use of the whole or part of
the ship's cargo-carrying space for the carriage of goods on a specified voyage.
➢ NEW JASON CLAUSE
o Protective clause inserted into a Charter-Party or Bill of Lading which provides that the shipowner is entitled
to recover in general average even when the loss is caused by negligent navigation.
➢ OIL CESS:
o There shall be levied on every ship calling at any port in India being a ship which carries oil as cargo, a cess
to be called Oil Pollution Cess at such rate not exceeding fifty paise, --

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ in respect of each tonne of oil imported by a ship into India in bulk as aPR
caErPgoA;RED BY GAMI. ....296
▪ in respect of each tonne of oil shipped from any place in India in bulk as a cargo of a ship

➢ ASPECT RATIO:
o the inlet cross-sectional area divided by the radius from the turbo centerline to the centroid of that area.

➢ LOSS RATIO:
o The loss ratio is calculated by dividing the total incurred losses by the total collected insurance premiums.
o The losses are added to adjustment expenses and then divided by total earned premiums.

➢ DELTA TUNING
o Delta tuning is for wartsila engines. Every unit has 3 fuel valves. So at lower loads only 1 fuel valve is
functional, as the load increases then two fuel valves and then 3 at max load. This combination of fuel valves
in use keeps changing

➢ CTL
o An actual total loss occurs where the damages or cost of repair clearly equal or exceed the value of the
property.
o A constructive total loss is a situation where the cost of repairs plus the cost of salvage equal or exceed the
value.

➢ Liner Trade
o Liner Service – is a service that operates within a schedule and has a fixed port rotation with published
dates of calls at the advertised ports.

➢ Tramp Service
o A Tramp Service or tramper on the other hand is a ship that has no fixed routing or itinerary or schedule
and is available at short notice (or fixture) to load any cargo from any port to any port

➢ CAPTAIN OF THE PORT (COTP)

o is a title held by a United States Coast Guard officer, usually the commander of a United States Coast Guard
sector with the rank of captain (O-6).
o Captain of the port duties involve enforcing within their respective areas port safety and security and
marine environmental protection regulations, including regulations for the protection and security of
vessels, harbours, and waterfront facilities; anchorages; security zones; safety zones; regulated navigation
areas; deep-water ports; water pollution; and ports and waterways safety

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 PREPARED BY GAMI.....297
➢ TORT
o Maritime tort is an injury to person or property of which admiralty will take jurisdiction because of its origin
on navigable waters in a maritime matter.
o It includes torts resulting from malfeasance or negligence, as well as those committed by direct force

➢ LEIN
o Right to keep the property belonging to another person till debt owed is paid

➢ SUE AND LABOUR CLAUSE

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

➢ DEFICIENCY AND NON CONFORMITY:

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

➢ PROTOCOL OF DELIVERY AND ACCEPTANCE

o The document that should be agreed in advance and signed by both parties at the closing table is called a
Protocol of Delivery and Acceptance. This document is a protection for both parties.
o Case in Point: The Buyer and the Seller’s representatives are sitting at the closing table exchanging
documents. Buyer’s representative confirms he is happy with his documents and instructs a wire to be sent
to the Seller. As the Buyer and Seller’s representatives are sitting at the closing table, the vessel (which is
docked at the Seller’s marina) is struck by another vessel. There is extensive damage to the vessel, causing
the vessel to sink. Buyer and Seller’s representatives are sitting at a closing table miles away from the
vessel. The sinking is not reported to the parties until hours after the closing has concluded.
o Exactly who owned the vessel when the accident occurred? Whose insurance company should the accident
be reported to? If you don’t have a signed, sealed and delivered Protocol of Delivery and Acceptance, it’s
anyone’s guess.
o Guessing is not part of a proper closing. ALWAYS ensure a Protocol of Delivery and Acceptance is executed
at closing with the exact date and time
➢ BILL OF SALE
o A bill of sale is a document that transfers ownership of goods from one person to another.
o The Bill of Sale must be produced for the registration anew of the vessel upon change in ownership.

➢ SUBSTANDARD SHIP: -
o A ship whose hull, machinery, equipment, or operational safety is substantially below the standards
required by the relevant convention or whose crew is not in conformance with the safe manning document
➢ UNSEAWORTHY SHIP: -
o means under mentioned items of the ship are such as to make it unfit for the proposed voyage or service
▪ the materials of construction,
▪ her construction,
▪ the qualification of master, the number, description and qualification of the crew including officers,
▪ the weight, description and stowage of the cargo and ballast,

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ the condition of her hull and equipment, boilers and machinery PREPARED BY GAMI.....298
➢ UNSAFE SHIP: -
o means under mentioned items of the ship are such as to make the ship unfit to proceed to sea on the
intended service without endangering human life
▪ Defective condition of her hull, equipment or machinery,
▪ Over loading or improper loading,

➢ “SHORT INTERNATIONAL VOYAGE”

o means an international voyage in the course of which a ship is not more than 200 miles from a port or place
in which the passengers and crew could be placed in safety and which does not exceed 600 miles in length
between the last port of call in the country in which the voyage begins and the final port of destinations

➢ UNIFIED REQUIREMENTS
o Unified Requirements are minimum requirements. Each Member remains free to set more stringent
requirements.
o Unified Requirements are adopted resolutions on matters directly connected to or covered by specific Rule
requirements and practices of classification societies and the general philosophy on which the rules and
practices of classification societies are established
➢ PROCEDURAL REQUIREMENTS
o Procedural Requirements are adopted resolutions on matters of procedures to be followed by Members.
o Procedural Requirements adopted shall be incorporated in the practices and procedures of the members
within the periods agreed by the IACS General Policy Group.

➢ SQUAT
o This is a term used to define changes in draught and trim which occurs when the depth of water beneath
the vessel is less than one and a half time the draught of the vessel when travelling at a significant speed
o When there is a limited clearance under the keel the restriction increases the velocity of water flow which
causes a drop in pressure thereby reducing the buoyancy force on the vessel. This effect is increased still
further when vessel is in the confined channel since the velocity of water flow must increase due to further
restriction.
o Since the weight of the vessel remains unchanged the ship will have to sink further thereby increasing her
draught in order to restore equilibrium
➢ LETTER OF CREDIT
o A letter of credit is a document, typically from a bank (Issuing Bank), assuring that a seller (Beneficiary) will
receive payment up to the amount of the letter of credit, as long as certain documentary delivery conditions
have been met. In the event that the buyer (Applicant) is unable to make payment on the purchase, the
Beneficiary may make a demand for payment on the bank.
➢ PASSENGER SHIP
o Ship carrying more than 12 passenger
➢ PASSENGER
o Any person onboard except
▪ A person employed or engaged in any capacity on boardthe ship on the business of the ship
▪ A person onboard the ship either in pursuance of the obligation laid upon the master to carry ship
wrecked distressed or other persons or by reason of any circumstances which neither the master
nor the charterer, if any, could have prevented or forestalled
▪ Child under the age of 1
➢ TANKER
o “tanker” means a cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an
inflammable nature
➢

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 PREPARED BY GAMI.....299
HAGUE RULE, HAGUE-VISBY RULE
➢ DEFINITIONS:
o "Carrier" includes the owner or the charterer who enters into a contract of carriage with a shipper
o "Contract of carriage" applies only to contracts of carriage covered by a bill of lading or any similar
document of title, in so far as such document relates to the carriage of goods by sea, including any bill of
lading or any similar document as aforesaid issued under or pursuant to a charter party from the moment at
which such bill of lading or similar document of title regulates the relations between a carrier and a holder
of the same
➢ HAGUE RULE
o International Convention for the Unification of Certain Rules of Law relating to Bills of Lading
o The Hague Rules represented the first attempt by the international community to find a workable and
uniform means of dealing with the problem of shipowners regularly excluding themselves from all liability
for loss or damage to cargo.
o The objective of The Hague Rules has to establish a minimum mandatory liability of carriers which could be
derogated from
o Under The Hague Rules the shipper bears the cost of lost/damaged goods if they cannot prove that the
vessel was unseaworthy, improperly manned or unable to safely transport and preserve the cargo, i.e. the
carrier can avoid liability for risks resulting from human errors provided they exercise due diligence and
their vessel is properly manned and seaworthy.
o The carrier shall be bound before and at the beginning of the voyage to exercise due diligence to
▪ Make the ship seaworthy
▪ Properly man, equip and supply the ship
▪ Make the holds, refrigerating and cool chambers, and all other parts of the ship in which goods are
carried, fit and safe for their reception, carriage and preservation.
o Neither the carrier nor the ship shall be responsible for loss or damage arising or resulting from:
▪ Act, neglect, or default of the master, mariner, pilot, or the servants of the carrier in the navigation
or in the management of the ship. Fire, unless caused by the actual fault or privity of the carrier.
Perils, dangers and accidents of the sea or other navigable waters. Act of God. Act of war. Act of
public enemies. Arrest or restraint or princes, rulers or people, or seizure under legal process.
➢ HAGUE VISBY RULE:
o The Rules increase the maximum amount for limitation of liability of a carrier and introduce a new weight-
based criterion
o The unit of account is the
o Special Drawing Rights (SDRs) of the International Monetary Fund (IMF).
o The Rules incorporate a container clause in recognition of the new cargo packaging techniques adopted
throughout the shipping industry. Container Bills of Lading are normally received for ‘shipment bills’ and not
‘ship on board bills’ and it could not be otherwise where the goods are received at a container freight
station inland
➢ HAMBURG RULE:
o The Hamburg Rules constitute a new Convention on maritime transport agreed under the auspices of the
United Nations at a conference at Hamburg on 31st March 1978.
o Their official title is the United Nations Convention on the Carriage of Goods by Sea 1978.
o The Rules were devised with the intention that they should supersede the 1924 Hague Rules together with
the 1968 Visby amendment
o The rules apply to all outward shipments from the U.K. but to imports only if the carriage is from one of the
states has referred to above or the bill of lading was issued in one of those states or clause paramount in
the bill of lading expressly applies them.
o If no bill of lading is issued the carrier is not legally bound to apply them and can be subject to the
applicability of national law.
o These rules do not apply to charter parties (Article V)
o Hamburg Rules applies to all contracts for the carriage of goods by sea between two states (Article II).

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o It can be seen that the application of rules does not depend on issue of bill ofPlRaE
diPnA
g RaE
ndD iB
tYis G
likAeM
ly It.o....a3p0p0ly
for imports as well as exports. The Hamburg rules too are not applicable to charter parties
o Notice of loss or damage must be given in writing by the consignee or carrier no later than 1 working day
after the goods were delivered to consignee, or where the loss or damage is latent, within 15 consecutive
days after delivery to the consignee (Article 19).
o A failure to give such notice is prima facie evidence of delivery in accordance with the document of
transport, of if no such document has been issued in good condition.
o Compensation for loss resulting from delay in delivery may not be provided unless notice has been given in
writing to the carrier within 60 consecutive days after delivery to the consignee
o

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 PREPARED BY GAMI.... 301
CONTINUOUS SYNOPSIS RECORD
➢ Continuous synopsis record is a special measure under SOLAS for enhancing the maritime security at the sea.
➢ According to SOLAS chapter I, all passenger andcargo ships of 500 gross-tonnage and above must have a continuous
synopsis record on board.
➢ The continuous synopsis record provides an onboard record of the history of the ship with respect to the
information recorded therein
➢ Continuous synopsis record (CSR) is issued by the administration of the ship, which would fly its flag.
➢ Following details should be present in the continuous synopsis record (CSR)
o Name of the ship
o The port at which the ship is registered
o Ship’s identification number
o Date on which ship was registered with the state
o Name of the state whose flag the ship is flying
o Name of registered owner and the registered address
o Name of registered bareboat charterers and their registered addresses
o Name of the classification society with which the ship is classed
o Name of the company, its registered address and the address from where safety management activities are
carried out
o Name of the administration or the contracting government or the recognized organization which has issued
the document of compliance, specified in the ISM code, to the company operating the ship.
o Name of the body which has carried out the audit to issue the document of compliance
o Name of the administration or the contracting government or the recognized organization which has issued
the safety management certificate (SMC) to the ship and the name of the body which has issued the
document
o Name of the administration or the contracting government or the recognized organization which has issued
the international ship security certificate, specified in the ISPS code, to the ship and the name of the body
which has carried out the verification on the basis of which the certificate was issued
o The date of expiry of the ship’s registration with the state
➢ The continuous synopsis record shall always be kept on board ship and shall be available for inspection all the time.

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 PREPARED BY GAMI.....302
ISPS CODE
➢ The ISPS Code is implemented through chapter XI-2 Special measures to enhance maritime security in the
International Convention for the Safety of Life at Sea (SOLAS).
➢ The Code has two parts,
o one mandatory and
o one recommendatory.
➢ HISTORY
o Following the tragic events of 11th September 2001, the twenty-second session of the Assembly of the
International Maritime Organization (IMO), in November 2001, unanimously agreed to the development of
new measures relating to the security of ships and of port facilities for adoption by a Conference of
Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 (known as the
Diplomatic Conference on Maritime Security) in December 2002. Subsequently the International Ship and
Port Facility Security (ISPS) Code is developed for the compliance of the contracting governments. The code
is to be globally implemented on 1 July 2004
o Development and implementation were sped up drastically in reaction to the September 11, 2001
attacks and the bombing of the French oil tanker Limburg.
➢ OBJECTIVES OF THE ISPS CODE
o To establish an international framework involving co-operation between Contracting Governments, local
administrations and the shipping and port industries to detect security threats and take preventive
measures against security incidents affecting ships or port facilities used in international trade;
o To establish the respective roles and responsibilities of the Contracting Governments, Government
agencies, local administrations and the shipping and port industries, at the national and international levels
for ensuring maritime security;
o To ensure the early and efficient collection and exchange of security-related information
o To ensure the early and efficient collection and exchange of security-related information
o To ensure confidence that adequate and proportionate maritime security measures are in place.
➢ APPLICATION OF THE ISPS CODE
o The following types of ships engaged on international voyages:
▪ Passenger ships, including high-speed passenger craft
▪ Cargo ships, including high-speed craft, of 500 gross tonnage and upwards
▪ Mobile offshore drilling units
o Port facilities serving such ships engaged on international voyages
➢ NON OPERATIONAL SHIP SECURITY ALERT SYSTEM EQUIPMENT
o The Master/ Company Security Officer shall inform the 24 X 7 DG Commcentre that the ship security alert
system is non-operational.
o If the vessel is in port, every effort shall be made to have the equipment repaired prior to sailing.
o In case it is not possible to have the equipment repaired, the Master/ Company Security Officer shall inform
the DG Commcentre to that effect stating the reasons for the same
o In case the equipment fails at sea, the Master/ Company Security Officer shall immediately inform the DG
Commcentre and thereafter e-mail a position report to the DG Commcentre every 6 hrs. stating the vessel's
position, Course, Speed, name of next port of call with ETA. The security status of the vessel shall be
reported in these messages. These position reports shall be sent till the vessel arrives at the destined port.
o The Company Security Officer shall report to the DG Commcentre immediately if the vessel's position report
is overdue by more than 2 hours
o The ship security alert system shall be repaired at the next port of call and DG Commcentre shall be notified
accordingly.
o Upon completion of repairs, the same shall be tested with the DG Commcentre and compliance obtained
➢ Requirement of SSA
o identification of existing security measures, procedures and operations;
o identification and evaluation of key ship board operations that it is important toprotect;

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 o identification of possible threats to the key ship board operations and thelikePlR
ihEoPoA
d RoEf D
thB
eiYr oGcAcuMrrIe...n..c3e0,3in
order to establish and prioritise securitymeasures; and
o identification of weaknesses, including human factors in the infrastructure,policies and procedures

➢ SUA and ISPS CODE

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

➢ ISPS code weaknesses

o One major weakness of the Code is the inability of the IMO to enforce its Regulations—it can only monitor
compliance.
o Enforcement is the domain of Contracting Governments, most often as a part of Port State Control regimes.
o some Contracting Governments, particularly Flag of Convenience registries, have been identified as either
corrupt (and therefore vulnerable to exploitation by terrorist groups), or as lacking the resources or
expertise to enforce acceptable standards.
o The ISPS Code does not apply to many vessels that are either vulnerable to, or capable of, terrorist attack or
exploitation. These include fishing vessels, high speed container vessels built prior to July 2001, vessels not
engaged in international voyages (including inter-island ferries similar to the ones attacked in recent years
in Southeast Asian waters), and cargo ships less than 500 ton. Part B of the ISPS Code advises Contracting
Governments to establish security measures for vessels not covered by Part A of the Code, however, this is
not mandatory, and is therefore unlikely to be heeded by some nations (particularly Flag of Convenience
registries).
o

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 PREPARED BY GAMI. ...304
DERATING OF ENGINE
➢ A vessel’s engine and propeller are optimized and designed for a given operational and max. speed.
➢ If the operational speed of the vessel is generally lower than the one originally optimized for, it may be beneficial to
consider derating of the main engine and propeller.
➢ Derating as a retrofit product offers reduction of the total fuel consumption by improving the match between the
operational speed and optimization speed.
➢ Derating is usually an attractive option for fuel oil savings if a reduction of 10-15% of the max. speed at SMCR can be
accepted.
➢ It is a techno-commercial concept done at the time where shipping industry is in bad shape
➢ Methods:
o Readjusting fuel timing
o Decreasing compression ratio
o Fuel nozzle size
o Turbocharger matching
o t/c, propeller and shaft matching
➢ Fuel saving originates from
o Optimisation of the engine and propeller layout to the actual operational speed
o Utilisation of the latest engine tuning methods
o Utilisation of state-of-the-art high efficiency propeller design.
➢ Derating projects includes
o Specification of new operating/optimisation speed and max. speed of the vessel
o Engineering
o Design of new propeller
o Derating of the engine
o Rematching of turbocharger(s)
o On board NOx measurements (parent engine)
o New technical file
o Torsional vibration calculation report
o Shaft alignment calculation report.
➢ RATE SHAPING
o A fuel injection rate shaping control system is provided which effectively controls the flow rate of fuel
injected into the combustion chamber of an engine to improve combustion and reduce emissions by
controlling the rate of pressure increase during injection.
o The injection rate shaping control system includes a rate shaping control device including a rate shaping
transfer passage having a predetermined length and diameter specifically designed to create a desired
injection pressure rate shape.
o

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 305
IACS MEMBER and CLASSIFICATION SOCIETY PREPARED BY GAMI. ......
➢ A classification society is an independent, non-government and non-profitable international organization which
establish and maintains minimum standards for construction and operation of ship and offshore structures that do
business in the international waters.
➢ IACS or International Association of Classification Societies is technically a maritime organization which was founded
on September 11, 1968 and which comprises of all the classification societies. There are total 12 members in IACS
and they are the largest maritime classification societies in the world.
o American Bureau of Shipping (ABS)
o Bureau Veritas (BV)
o China Classification Society (CCS)
o Croatian Register of Shipping (CRS)
o Det Norske Veritas Germanischer Lloyd (DNV GL)
o Indian Register of Shipping (IRS)
o Korean Register of Shipping (KR)
o Lloyd's Register (LR)
o Nippon KaijiKyokai (NK/ClassNK)
o Polish Register of Shipping (PRS)
o RegistroItalianoNavale (RINA)
o Russian Maritime Register of Shipping (RS)
➢ How to Become Member of IACS?
o minimum requirements to become a full member of IACS are:
▪ Minimum 30 years of experience.
▪ More then 1500 sea going vessels registered.
▪ All vessels must be over 100 GT with total 8 million GT.
▪ Should have 150 exclusive surveyors and 100 technical staff.
o To become an associate member of IACS it requires the following:
▪ Minimum 15 years of experience.
▪ More then 750 sea going vessel.
▪ Total Gross Tonnage must be minimum 2 million.
▪ Should have 75 surveyors and 50 technical staff.
➢ Scope of classification
o A technical review of the design plans and related documents for a new vessel to verify compliance with the
applicable rules;
o Attendance at the construction of the vessel in the shipyard by a classification society surveyor(s), and at
the relevant production facilities that provide key components such as the steel, engine, generators and
castings, to verify that the vessel is constructed in accordance with the classification rules;
o Upon satisfactory completion of the above, the shipowner’s request for the issuance of a class certificate
will be considered by the relevant classification society and, if deemed satisfactory, the assignment of class
will be approved and a certificate of classification issued;
o Once in service, the owner must submit the vessel to a clearly specified program of periodical class surveys,
carried out onboard the vessel, to verify that the ship continues to meet the relevant rule conditions for
continuation of class
➢ Classification notations
o Classification notations are indicative of the specific rule requirements which have been met.
o main class symbol
▪ The main class symbol expresses the degree of compliance of the ship with specific rule
requirements regarding its construction.
o Construction mark
▪ The construction mark, when assigned, identifies the procedure under which the ship and its main
equipment or arrangements have been surveyed for initial assignment of the class
o Service notations

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ The service notations, when assigned, define the type and/or servicPeRoEfPtA heREshDipBY
whGicAhMhIa..s...3b0e6en
considered for its classification.
o Navigation and operating area notations
▪ limiting areas for navigation (e.g. high seas, coastal waters, and sheltered waters), and/or limiting
environmental conditions for certain types of ships and marine structures.
▪ the service area where the ship (e.g. dredgers, crane pontoons, port tugs) can operate as regards its
assigned class
o Additional class notations
▪ When assigned, an additional class notation gives details of additional equipment or specific
arrangements, which have been specially requested by the owner
➢ Periodical surveys, periodicity and scope
o Class renewal survey / special survey
▪ Class renewal surveys/special surveys are carried out at five-year intervals +3months
▪ The special survey may be commenced at the 4th annual survey and be progressed with a view to
completion by the 5th anniversary date
▪ include extensive examinations to check that the structures, main and essential auxiliary machinery,
systems and equipment of the ship remain in a condition which satisfies the rules.
▪ The examinations of the hull are generally supplemented by thickness measurements and
witnessing of tests as specified in the rules and as deemed necessary by the attending surveyor to
assess that the structural integrity remains effective and to help discovering substantial corrosion,
significant deformation, fractures, damages or other structural deterioration
o Annual survey
▪ Annual surveys are to be carried out within a window from three months before to three months
after each anniversary date.
▪ includes an inspection of the hull, equipment and machinery of the ship and some witnessing of
tests thereof, so far as is necessary and practical in order to check that the ship remains in a general
condition which satisfies the rule requirements
o Intermediate survey
▪ An intermediate survey is to be carried out within the window from three months before the
second to three months after the third anniversary date.
▪ The intermediate survey includes examinations and checks as specified in the rules on the structure
to show that the ship is in a satisfactory condition.
▪ According to the type and age of the ship the examinations of the hull are supplemented by
thickness measurements as specified in the rules and where deemed necessary by the attending
surveyor
o Bottom / Docking survey
▪ A bottom/docking survey is the examination of the outside of the ship's hull and related items
▪ The outside of the ship's hull and related items are to be examined on two occasions in the five-year
period of the certificate of class with a maximum of 36 months between surveys.
▪ The outside of the ship's hull and related items are to be examined on two occasions in the five-year
period of the certificate of class with a maximum of 36 months between surveys.
▪ For ships subject to the Enhanced Survey Programme (ESP) and 15 years of age and above, the
intermediate bottom/docking survey is to be carried out in a dry-dock.
o Tailshaft survey
▪ Tailshaft complete survey
• “Complete” means that the shaft is drawn up for examination or that other equivalent
means of examination are provided.
▪ Tailshaft modified survey
• A modified survey of the tailshaft is an examination which may be accepted at alternate five
yearly surveys for tailshafts provided that the shaft arrangement is in accordance with
specific requirements.
▪ Partial survey

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 • A partial survey allows a postponement of the complete surPvR
eyE,PhAaRvE
inD
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ioM
diIc.i.t..y.3o0f7 5
years, for 2.5 years
o Boiler surveys
▪ Boilers and thermal oil heaters are to be surveyed twice in every five-year period. The periodicity of
the boiler survey is normally 2.5 years. Steam boilers, superheaters and economisers are examined
internally and [Link] completion of the internal survey, the boiler is examined under
steam and fuel oil burners and safety devices checked under working conditions. The setting
pressures of safety valves are to be checked. For auxiliary exhaust gas boilers, if steam cannot be
raised in port, the Chief Engineer is to set the safety valves at sea and record the setting pressures in
the log-book.
o Non-periodical surveys
▪ to update classification documents (e.g. change of owner, name of the ship, change of flag);
▪ to deal with damage or suspected damage, repair or renewal work, alterations or conversion,
postponement of surveys or recommendations/conditions of class;
▪ At the time of port State control inspections
➢ Suspension of class
o when a ship is not operated in compliance with the rule requirements
o when a ship proceeds to sea with less freeboard than that assigned
o when the owner fails to request a survey after having detected defects or damages affecting the class,
o when repairs, alterations or conversions affecting the class are carried out without requesting the
attendance of a surveyor.
➢ Class Is Automatically Suspended
o when the class renewal/special survey has not been completed by its due date or within the time granted in
special circumstances for the completion of the survey, unless the ship is under attendance by the society’s
surveyor(s) with a view to completion prior to resuming trading;
o when the annual or intermediate surveys have not been completed by the end of the corresponding survey
time windows.
➢ Withdrawal of class
o requested by the owner,
o the class has been suspended for more than six months,
o the ship is reported as a constructive total loss and the owner does not give his intentions to repair the ship
for re-instatement of class,
o the ship is reported lost
o the ship will not trade further as declared by its owner
➢ Definition:
o Period of certificate of class
▪ The period of the certificate of class starts either from the date of initial classification, or from the
credited date of the last class renewal/special survey, and expires at the due date assigned for the
next class renewal/special survey
o Anniversary date
▪ The anniversary date is the day and the month given in the certificate of class which corresponds to
the expiry date of the certificate
o Survey time window
▪ The survey time window is the fixed period during which the annual and intermediate surveys are to
be carried out.
o Recommendations/Conditions of Class
▪ are those requirements imposed by the society which will affect the class if not complied with by
the assigned due date
o Memoranda
▪ Other information of assistance to the surveyor and owners may be recorded as ‘memoranda’ or a
similar term. They may, for example, include notes concerning materials, barred engine speed
ranges and other constructional information

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 o Dual Class PREPARED BY GAMI.....308
▪ A dual class vessel is one which is classed by two Societiesbetween which there is a written
agreement regarding sharing of work,reciprocal recognition of surveys carried out by each of the
Societies onbehalf of the other Society and full exchange of information on the classstatus and
survey reports
o Double Class
▪ A double classed vessel is one which is classed by two Societies and where each Society works as if it
is the only Society classing the ship, and does all surveys in accordance with its own requirements
and schedule

➢ CRITERIA FOR CLASS TO BECOME RECOGNIZED ORGANISATION: -

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

➢ PROCEDURE FOR RECTIFYING CLASS AFFECTING DEFECTS

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

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 PREPARED BY GAMI.....309
LLOYD’S OPEN FORM AND SCOPIC CLAUSE
➢ LOF provides a regime for determining the amount of remuneration to be awarded to salvors for their services in
saving property at sea and minimising or preventing damage to the environment.
➢ first official convention to talk about salvage at sea and was based upon the “NO CURE, NO PAY” principle.
➢ The major problem with the Brussels convention was that salvors would not touch a high risk property as because of
being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.
➢ it became a necessity to encourage salvor to take up the high risk salvage contract where potential oil pollution and
marine environment was involved and for this reason a special compensation under article 14 was introduced in
salvage convention
o As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the
environment, salvor is entitled for a special compensation equivalent to his expenses which can be increased
up to 30% to 100% of the expenses under certain circumstances. These expenses were to be born by ship
owners and this was the first time when P&I clubs were also involved in salvage operation as they had to pay
these expenses on owners behalf.”
➢ Both Salvor and the ship owners had few concerns with Article 14.
o Shipowners and P&I clubs were concerned that Salvor could unnecessarily prolong the salvage operation to
claim more expenses under special compensation.
o Also the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as
they would have nothing to lose by delaying their decision.
o Salvor’s concerns mainly were to the applicability of article 14 as this was only applicable in coastal and
inland waters and it only applied if there was a threat to the environment which they had to prove
➢ was finally decided to incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage
convention. LOF is the contract form between the salvor and owner of the ship.

➢ Salvage mean “rescue a wrecked or disabled ship or its cargo from loss at sea”. The party rescuing is called “Salvor”
and the wrecked or disabled ship is called “Property being salvaged”. Simply put, as per salvage convention Salvor
does a work to salvage the property and he gets a reward / Compensation for his efforts to save the property.

➢ The introduction and historical developments in salvage convention apart from listing the duties of various parties,
has been based upon the question of when and how much monetary benefits the salvor should get for his efforts.

➢ was based upon the “NO CURE, NO PAY” principle.

➢ The major problem with the Brussels convention was that salvors would not touch a high risk property as because of
being high risk, their chances of getting monetary benefits as well as to recover their expenses were minimal.

➢ In the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage salvor to take up
the high risk salvage contract where potential oil pollution and marine environment was involved and for this
reason a special compensation under article 14 was introduced in salvage convention which was also the main
distinguishing thing from Brussel’s convention.

➢ As per Article 14 “if the salvor by his salvage operations has prevented or minimised damage to the environment,
salvor is entitled for a special compensation equivalent to his expenses which can be increased up to 30% to 100%
of the expenses under certain circumstances. These expenses were to be born by ship owners and this was the first
time when P&I clubs were also involved in salvage operation as they had to pay these expenses on owners behalf.”

➢ Both Salvor and the ship owners had few concerns with Article 14. Shipowners and P&I clubs were concerned that
Salvor could unnecessarily prolong the salvage operation to claim more expenses under special compensation. Also
the the Hull underwriters might delay the decision to declare the vessel as “Total Constructive loss” as they would
have nothing to loose by delaying their decision.

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➢ Salvor’s concerns mainly were to the applicability of article 14 as this was only apPpR licEaPbAleRiEnDcB
oaYstGaA
l aMnId...i..3
nl1a0nd
waters and it only applied if there was a threat to the environment which they had to prove.
➢
➢ That is when SCOPIC clause came into play.
➢ There were number of discussions to solve the limitations of article 14 and various solutions were discussed
including a revision of existing salvage convention but it was finally decided to incorporate SCOPIC clause in the
Lloyds open form (LOF) with no changes in the salvage convention. LOF is the contract form between the salvor and
owner of the ship.
➢ SCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors.
o One, SCOPIC once invoked was applicable in all geographical locations and was not limited to coastal and
inland sea.
o Also SCOPIC was applicable even if there was no threat to the environment and
o second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the payments
o if SCOPIC clause is invoked and the salvor was able to save property and hence was eligible for award as per
article 13, his reward would be reduced by 25%. So if the salvor is very much certain for success of salvage,
he would not invoke SCOPIC clause.
➢ Article 13 - Criteria for fixing the reward
o The reward shall be fixed with a view to encouraging salvage operations, taking into account the following
criteria:
▪ the salved value of the vessel and other property;
▪ the skill and efforts of the salvors in preventing or minimising damage to the environment;
▪ the measure of success obtained by the salvor;
▪ the nature and degree of the danger;
▪ the skill and efforts of the salvors in salving the vessel, other property and life;
▪ the time used and expenses and losses incurred by the salvors;
▪ the risk of liability and other risks run by the salvors or their equipment;
▪ the promptness of the services rendered;
▪ the availability and use of vessels or other equipment intended for salvage operations;
▪ the state of readiness and efficiency of the salvor's equipment and the value thereof.
o Payment of a reward fixed according to above criteria shall be made by all of the vessel and other property
interests in proportion to their respective salved values. However, a State Party may in its national law
provide that the payment of a reward has to be made by one of these interests, subject to a right of
recourse of this interest against the other interests for their respective shares
o The rewards, exclusive of any interest and recoverable legal costs that may be payable thereon, shall not
exceed the salved value of the vessel and other property."
➢ "Article 14 - Special compensation (safety net)
o If the salvor has carried out salvage operations in respect of a vessel which by itself or its cargo threatened
damage to the environment and has failed to earn a reward under article 13, he shall be entitled to special
compensation from the owner of that vessel equivalent to his expenses as herein defined.
o If the salvor by his salvage operations has prevented or minimised damage to the environment, the special
compensation payable by the owner to the salvor under paragraph I may be increased up to a maximum of
30% of the expenses incurred by the salvor. However, in special cases it may increase such special
compensation further, but in no event shall the total increase be more than 100% of the expenses incurred
by the salvor.
o salvors ('Contractors') could receive Special Compensation (ie their expenses and a fair rate for tugs and
equipment used in salvage operations) in certain circumstances where the salved fund was insufficient to
allow them to recover adequate remuneration under Article 13
o If the salvor has been negligent and has thereby failed to prevent or minimise damage to the environment,
he may be deprived of the whole or part of any special compensation due under this article.
o Salvage claims which have arisen in circumstances where there is no threat to the environment are settled
in accordance with the criteria set out under Art.13.

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➢ Only the owner of the ship is liable to pay special compensation. Cargo interesPtR s EaPrA
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compensation but will contribute to the overall payment to the salvors in the event of an award under Art.13.
➢ P&I Clubs extended their cover to provide for reimbursement of a shipowners' liabilities under Art.14.

➢ SPECIAL COMPENSATION P&I CALUSE (SCOPIC) 2000

o A number of problems became apparent with the operation of Articles 13 and 14, some of which concerned
shipowners and the clubs, and others concerned salvors.
o The clubs were worried that the safety net gave the salvors an incentive to prolong the operation as long as
possible and allowed the property underwriters to delay the decision as to whether the ship would be
accepted as a CTL, with little that the club or shipowner could do to influence the situation.
o Salvors in turn were concerned that Article 14 only applied if there was a threat to the environment, which
had to be proved, and that Article 14 was not relevant outside "coastal or inland waters or areas adjacent
thereto", a geographical restriction.
o All these issues lead to arbitration under Article 14 being long and expensive, costs generally being for the
account of the shipowners and the clubs.
o SCOPIC Clause was developed as an alternative to Article 14 for dealing with special compensation.
➢ The salient features are:
o Salvor has option to invoke SCOPIC at time of his choosing. Assessment of SCOPIC compensation starts from
this time. (Under Art 14, Special Compensation starts from the commencement of salvage operations).
o No need to prove environmental threat and no geographical restriction;
o Owner must provide security of $ 3 million within two working days failing which salvor may withdraw from
the provisions of the SCOPIC clause and revert to his rights under article 14.
o Rates are based on time and materials plus an uplift of 25% in all cases (uplift was fixed at 25 %).
o Salvage services will continue to be assessed in accordance with Article 13, even if the contractor invokes
the SCOPIC Clause.
o SCOPIC remuneration will be payable only to the extent that it exceeds the total Article 13 award.
o If the contractor invokes the SCOPIC Clause and the Article 13 award is greater than the SCOPIC
remuneration, then the Article 13 award will be discounted by 25% of the difference between it and the
amount of the SCOPIC remuneration that would have been assessed had the SCOPIC provisions been
invoked on the first day of the services .
o If there is no potential Article 13 award then the undisputed amount of SCOPIC remuneration is to be paid
by the shipowner within one month of the presentation of the claim.
o If there is a claim for an Article 13 award then 75% of the amount by which the assessed SCOPIC
remuneration exceeds the total Article 13 security should be paid by the shipowner within one month .
o Owner and Salvor both have option to terminate SCOPIC under certain agreed circumstances;
o Owner has right to send on-board Casualty Representative (SCR);
o Underwriters have right to send Special Hull and Special Cargo Representatives;
o Salvage Master to send daily reports to Lloyds and the owner until SCR arrives and thereafter to SCR;
o A non-binding Code of Practice has been agreed between the ISU and the International Group of Clubs.
➢ ADVANTAGES DISADVANTAGES
o For the owner / clubs:
▪ No need for arbitration on Special Compensation;
▪ Control over and knowledge over what happens during salvage;
▪ Clearer right to terminate;
▪ Uplift capped at 25%.
o For the Salvors:
▪ Not necessary to prove threat to environment;
▪ Assured profit bearing rates for tugs etc.
▪ Cash flow problems resolved;
➢ Assurance of Security.
o Salvor may get more for tugs and equipments than under Nagasaki Spirit but this may depend upon
utilization factors;

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 o Loss of defence of non-existence of threat to environment and geographical rP
esRtE
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o Unable to recover in excess of 25%;
o Risk of owner terminating.

➢ LOF 2000
o Lloyd’s Form of Salvage Agreement or “LOF” was first introduced in 1892.
o LOF 2000 comprises a single sheet of paper incorporating essential information as given below
▪ Name of the salvage Contractors: (referred to in this agreement as “the Contractors”) 2. Property
to be salved.
▪ The vessel:her cargo freight bunkers stores and any other propertythereon but excluding the
personal effectsor baggage of passengers master or crew(referred to in this agreement as “the
property”)
▪ Agreed place of safety:
▪ Agreed currency of any arbitral award and security(if other than United States dollars)
▪ Date of this agreement:
▪ Place of agreement:
▪ Is the Scopic Clause incorporated into this agreement? State alternative : Yes/No
▪ Person signing for and on behalf of the Contractors Signature:
▪ Captainor other person signing for and on behalf of thepropertySignature:
o Contractors’ basic obligation: The Contractors agree to use their best endeavours to salve the property and
to take the property to a place of safety.
o Environmental protection: While performing the salvage services the Contractors shall also use their best
endeavours to prevent or minimise damage to the environment.
➢ Duties of property owners: Each of the owners of the property shall cooperate fully with the Contractors. In
particular:
o the Contractors may make reasonable use of the vessel's machinery gear and equipment free of expense
provided that the Contractors shall not unnecessarily damage abandon or sacrifice any property on board;
o the Contractors shall be entitled to all such information as they may reasonably require relating to the
vessel or the remainder of the property provided such information is relevant to the performance of the
services and is capable of being provided without undue difficulty or delay;
o the owners of the property shall co-operate fully with the Contractors in obtaining entry to the place of
safety
o Rights of termination: When there is no longer any reasonable prospect of a useful result leading to a
salvage reward either the owners of the vessel or the Contractors shall be entitled to terminate the services
hereunder by giving reasonable prior written notice to the other.
➢ Deemed performance: The Contractors' services shall be deemed to have been performed when the property is in a
safe condition in the place of safety
➢ For the purpose of this provision the property shall be regarded as being in safe condition notwithstanding that the
property (or part thereof) is damaged or in need of maintenance if (i) the Contractors are not obliged to remain in
attendance to satisfy the requirements of any port or habour authority, governmental agency or similar authority
and (ii) the continuation of skilled salvage services from the Contractors or other salvors is no longer necessary to
avoid the property becoming lost or significantly further damaged or delayed.
➢ Arbitration and the LSSA Clauses: The Contractors' remuneration and/or special compensation shall be determined
by arbitration in London in the manner prescribed by Lloyd's Standard Salvage and Arbitration Clauses (“the LSSA
Clauses”) and Lloyd’s Procedural Rules.
➢ Salvage security: As soon as possible the owners of the vessel should notify the owners of other property on board
that this agreement has been made. If the Contractors are successful, the owners of such property should note that
it will become necessary to provide the Contractors with salvage security promptly.

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 PREPARED BY GAMI.....313
MARPOL ANNEX VI CHAPTER 4
➢ New ship" means a ship:
o for which the building contract is placed on or after 1 January 2013;
o Or
o in the absence of a building contract, the keel of which is laid or which is at a similar stage of construction
on or after 1 July 2013; or
o the delivery of which is on or after 1 July 2015.
➢ The International Energy Efficiency Certificate shall be valid throughout the life of the ship
➢ Regulation 19
o Application
▪ shall apply to all ships of 400 gross tonnage and above
▪ ships solely engaged in voyages within waters subject to the sovereignty or jurisdiction of the State
the flag of which the ship is entitled to fly
▪ Regulation 20 and regulation 21 shall not apply to ships which have diesel-electric propulsion,
turbine propulsion or hybrid propulsion systems
▪ the Administration may waive the requirement for a ship of 400 gross tonnages and above from
complying with regulation 20 and regulation 21; but waiver clause is only upto
• for which the building contract is placed on or after 1 January 2017; or
• in the absence of a building contract, the keel of which is laid or which is at a similar stage of
construction on or after 1 July 2017; or
• the delivery of which is on or after 1 July 2019
➢ Regulation 20: Attained Energy Efficiency Design Index (Attained EEDI)
o Attained EEDI shall be calculated for new ships and ship has undergone a major conversion
o EEDI = (CO2 from propulsion system＋CO2 from auxiliary －CO2 emission reduction)/ (DWT x Speed)
o EEDI = (PME x (CF x SFCME)) + (PAE x (CF x SFCAE)) - CO2 emission reduction

o
o Any innovative power (electric) generation devices on board such as electricity from waste heat recovery or
solar power. These are represented by the third term in the nominator
o Innovative technologies that provide mechanical power for ship propulsion such as wind power (sails, kites,
etc.). This is the last term in the nominator

➢ Regulation 21: Required EEDI

o Required EEDI = (1-X/100) × Reference line value
▪ X is the reduction factor
• Phase 0 1-Jan-2013 to 31-Dec-2014 0%
• Phase 1 1-Jan-2015 to 31-Dec-2019 10%
• Phase 2 1-Jan-2019 to 31-Dec-2024 20%
• Phase 3 1-Jan-2025 onwards 30%
▪ Reference Line = a ×b -c

• a and c constants depending on ship types

• b dwt of ship
➢ Regulation 22: SEEMP
o Each ship shall keep on board a ship specific Ship Energy Efficiency Management Plan (SEEMP).

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EEDI, EEOI, SEEMP
➢ EEOI:
o Management tool to monitor the CO2 emission performance of ships, or fleets, with regards to CO2
emissions
o Directly relates the ratio of mass of CO2 emitted per unit transport work
▪ EEOI = Mass of CO2 / (transport work)
o Objective – to provide an indicator for the energy efficiency of a ship in operation
o In order to establish the EEOI, the following main steps are described as being needed.
▪ define the period for which the EEOI is calculated*;
▪ define data sources for data collection;
▪ collect data;
▪ convert data to appropriate format;
▪ calculate EEOI
➢ EEDI
o The purpose of the EEDI is to establish the minimum efficiency of new ships depending on ship type and
size, provide a fair basis for comparison and to stipulate the development of more efficient ships in general.
o ”Attained Index” for specific ships to be calculated per ship on design data, and to be less than ”Required
Index”.
o Attained and Required EEDI shall be recorded on the International Energy Efficiency Certificate (IEE
Certificate) of the ship
o Ship Design
▪ Hull Form Optimization
• Longer ship reduces wave-making resistance
• Reduction of wetted surface area reduces frictional resistance for slow ship vessels
• Bow and aft optimization for the operational speed
• Minimizing resistance of hull openings
• Use of lightweight material can reduce the ship weight
▪ Propeller Design
• Application of appendages to the propulsion system at the stern of a vessel improves the
water flow and reduces the total resistance of ship
o Kort nozzle
o Mewis Duct
o Wake equalizing duct
o Pre-swirl stator
o Propeller boss cap fins
• Selection of propeller depends on hull resistance and design speed
• Modification of number of blades and diameter of propeller affects the final selection of the
main propulsion system.
• various optimization techniques and new technologies can improve the efficiency of the
ship
o Counter floating propellers (CRPs)
o Propeller-hull interaction
o Propeller-rudder combination
o Advanced propeller blade sections
o Propeller tip winglets
o
▪ Innovative Technology
• Air cavity system provides a thin layer of air over the flat bottom of hull, decreasing hull
friction.
• Use of micro-bubbles air lubrication (disadvantages on stability and bubble formation)
• Hull surface texturing pattern

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 • Different type of wind propulsion technologies may be used toPR reEdPuA
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EHDGBeYmGisAsiM
onI.s ....315
o Towing kites
o Flettner rotor sails, windmills
• Use of photovoltaic power generation system (Solar)
• Heat recovery system
▪ Propulsion Machinery
• Electronic Engines
• MEG Engines
• ME-GI Engines
• Improved Turbochargers
o Hybrid
o VTG
o ETA
o EEDI verification is carried out by flag Administration (and most likely on their behalf by the by the ROs),
using corresponding data and documents and observing the ship’s model tank tests and ship’s
commissioning sea trials.
o Accordingly, the EEDI verification takes place in two stages
▪ Pre-verification
• Pre-verification is done at the ship’s design stage whereas final verification is carried out
after construction and as part of the ship’s commissioning sea trials; at the end of ship
construction. Relevant ship design data, tank test data and speed trial data will be subject to
scrutiny and verification by ROs.
▪ Final Verification
• Sea trails and verification of ship’s speed-power curve is an essential element of the final
verification. As part of the final verification, all relevant aspects of EEDI calculation will be
re-visited and verified. Aspects that need to be considered for sea trail are elaborated
further here using the relevant IMO guidelines

➢ SEEMP
o Purpose is to establish a mechanism for a company and/or a ship to improve the energy efficiency of a
ship’s operation that is preferably linked to a broader corporate energy management policy
o Four step process suggested:
▪ Planning
• a set of Energy Efficiency Measures (EEMs) are identified and documented as part of the
planning phase.
• The SEEMP planning activities do not stop at identification of EEMs but includes dealing
with all aspects of planning for implementation, monitoring and self-assessment of the
identified EEMs
▪ Implementation
• A system for implementation of the selected EEMs needs to be defined via developing the
procedures, tasks and assigning roles and responsibilities. The SEEMP should describe how
each measure should be implemented and who the responsible person(s) is.
• According to IMO guidelines, the planned EEMs should be carried out in accordance with
the predetermined implementation system. Record-keeping for the implementation of each
EEM is beneficial for self-evaluation and should be encouraged.
▪ Monitoring
• To allow for meaningful and consistent monitoring, the monitoring system, including the
procedures for collecting data and the assignment of responsible personnel, should be
developed. The development of such a system can be considered as a part of planning, and
therefore should be completed at the planning stage
▪ Evaluation

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 • To allow for meaningful and consistent monitoring, the monPiR
toErPinAgRsEyD
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procedures for collecting data and the assignment of responsible personnel, should be
developed. The development of such a system can be considered as a part of planning, and
therefore should be completed at the planning stage
o Ship operational aspects
▪ Route planning
▪ Passage speed management
▪ Weather routing
▪ Cargo operations
▪ Ship trim
▪ Electric power management
▪ Use of autopilot
▪ Thruster operation
➢ EEOI
o EEOI is one element of the IMO regulatory framework that is intended to act as an “energy efficiency
performance indicator” during the operational phase of the ship and be used to monitor overall ship energy
efficiency performance.
o The EEOI is expected to assist ship-owners and ship operators in the evaluation of the operational
performance of their fleet
o To help with consistent estimation of EEOI, the following definitions are provided in the EEOI guidelines:
▪ Fuel consumption: Fuel consumption is defined as all fuels consumed at sea and in port or for a
voyage or period in question (e.g., a day), by main, auxiliary engines, boilers and incinerators
▪ Distance sailed: Distance sailed means the actual distance sailed in nautical miles (deck log-book
data) for the voyage or period in question.
o The EEOI should be a representative value of the energy efficiency of the ship operation over a consistent
period which represents the overall trading pattern of the vessel. In order to establish the EEOI, the
following main steps will generally be needed:
▪ Define the period for which the EEOI is calculated
▪ Define data sources for data collection
▪ Collect data
▪ Convert data to appropriate format; and finally
▪ Calculate EEOI.

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 PREPARED BY GAMI.....317
STRATEGY AND TACTICS
➢ Strategic Management is all about identification and description of the strategies that managers can carry so as to
achieve better performance and a competitive advantage for their organization
➢ Strategic management can also be defined as a bundle of decisions and acts which a manager undertakes and which
decides the result of the firm’s performance
➢ They should conduct a SWOT Analysis (Strengths, Weaknesses, Opportunities, and Threats), i.e., they should make
best possible utilization of strengths, minimize the organizational weaknesses, make use of arising opportunities
from the business environment and shouldn’t ignore the threats.
➢ Strategy :
o A method or plan chosen to bring about a desired future, such as achievement of a goal or solution to a
problem.
o To identify clear broader goals that advance the overall organization and organize resources
➢ Tactics:
o an action or method that is planned and used to achieve a particular goal
o To utilize specific resources to achieve sub-goals that support the defined mission.
➢ Example
o Strategy: Be the market share leader in terms of sales in the mid-market in our industry. Tactics: Offer lower
cost solutions than enterprise competitors without sacrificing white-glove service for first 3 years of
customer contracts.
o Strategy: Improve retention of top 10% of company performers. Tactics: Offer best in market compensation
plan with benefits as well as sabbaticals to tenured top performers, source ideas from top talent

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RISK ASSESSMENT
➢
➢ FAILURE MODES AND EFFECTS ANALYSIS (FMEA)
o is a step-by-step approach for identifying all possible failures in a design, a manufacturing or assembly
process, or a product or service.
o “Failure modes” means the ways, or modes, in which something might fail. Failures are any errors or
defects, especially ones that affect the customer, and can be potential or actual.
o “Effects analysis” refers to studying the consequences of those failures.
o When to Use FMEA
▪ When a process, product or service is being designed or redesigned, after quality function
deployment.
▪ When an existing process, product or service is being applied in a new way.
▪ Before developing control plans for a new or modified process.
▪ When improvement goals are planned for an existing process, product or service.
▪ When analysing failures of an existing process, product or service.
▪ Periodically throughout the life of the process, product or service

➢ HAZARD AND OPERABILITY ANALYSIS (HAZOP)

o Systematically identifying and documenting hazards and operability issues
o Safetec is a leading provider of HAZID and HAZOP, conducting over 70 analyses every year for numerous
clients. A HAZOP study is used to verify the integrity of design or procedures with respect to safety and
operability. We have extensive experience and provide highly skilled multi-disciplined teams.
o Why HAZOP
▪ HAZard and OPerability (HAZOP) is a well-known and well documented study.
▪ HAZOP is used as part of a Quantitative Risk Assessment (QRA) or as a standalone analysis.
▪ HAZOP is a more detailed review technique than HAZID.
▪ The purpose of the HAZOP is to investigate how the system or plant deviate from the design intent
and create risk for personnel and equipment and operability problems.
▪ HAZOP studies have been used with great success within chemical and the petroleum industry to
obtain safer, more efficient and more reliable plants.
▪ HAZOP has become a standard method in the design of process system in the North Sea.
o

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ARBITRATION and MEDIATION
➢ Arbitration is an alternative to resolving disputes in court.
➢ The arbitration process allows the parties to select an individual or several individuals with a specialized expertise in
the subject matter of the dispute to listen to the evidence and render a binding decision.
➢ In marine insurance disputes, there will be only one arbitrator and in more complex cases, three arbitrators.
➢ Usually, an arbitration panel consists of three members, called a tripartite panel, one of which is designated as the
chairperson of the panel or chief arbitrator.
➢ The most basic difference between arbitration and mediation is that
o arbitration involves a decision by the intervening third party (neutral) after an evidentiary hearing
where the arbitrator is typically a passive participant whose role is to determine right or wrong
o the mediator by contrast, is generally an active participant who attempts to move the parties to
reconciliation and agreement, regardless of who is right or wrong.
o At the end of a mediation, the parties write up their own settlement agreement with the assistance of
the mediator and
o at the end of a binding arbitration, the arbitrator, usually within 30 days, makes an award to the
prevailing party.
o Both the mediation settlement agreement and the arbitration award are legal documents and are
enforceable in a court of law.
➢ Qualification of Arbitrator
o Every person who is of age and of sound mind can be appointed as an arbitrator.
o Arbitral institutions include in their panel a wide range of experts drawn from various professions, trade
and business.
o Their impartiality is ensured by the Arbitration Committee of the institution which takes care that
persons are chosen for their knowledge, experience, impartiality and integrity.
o Some arbitral institutions conducting international arbitration in India have included in their panel of
arbitrators’ foreigners also, in order to enable foreign parties to choose arbitrators of other nationalities
whom they consider more suitable
o An arbitrator should be fair and absolutely impartial. He should have no bias and should decide the
dispute referred to him in a judicious manner and not capriciously or whimsically.
o He should not disregard the principles of natural justice. He must have scrupulous regard to the ends of
justice
o He should not misconduct himself or the proceedings. Failure to perform essential duties of an
arbitrator is deemed to be a misconduct
o An arbitrator should not engage in private discussion or conference with one of the parties on any
matter connected with the case, in the absence of the opposite party.
➢ Factors taken into consideration by arbitrator or Admiralty Court in awarding salvage:
o Peril to which salved property exposed.
o Nature of services.
o Degree of danger, merit of services.
o State of weather.
o Value of ship, cargo, etc. exposed to peril.
o Value of property saved.
o Measure of success of salvage operations.
➢ UNCLOS Annex VII: ARBITRATION
➢ The Convention on the Recognition and Enforcement of Foreign Arbitral Awards, also known as the "New York
Arbitration Convention" or the "New York Convention", is one of the key instruments in international arbitration.
The New York Convention applies to the recognition and enforcement of foreign arbitral awards and the referral by
a court to arbitration.

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ICS AND BIMCO SHIPPING
➢ The Baltic and International Maritime Council (BIMCO) is the largest of the international shipping associations
representing ship-owners; its membership controls around 65 percent of the world’s tonnage and it has members in
more than 120 countries, including managers, brokers and agents
o The International Chamber of Shipping is the world's principal shipping organisation, representing around
80% of the world’s merchant tonnage, through membership by national shipowners' associations

➢ The association’s main objective is to protect its global membership through the provision of quality information
and advice, and while promoting fair business practices, facilitate harmonisation and standardization of commercial
shipping practices and contracts.
o It is concerned with all regulatory, operational and legal issues.

➢ ICS is unique in that unlike other international shipping trade associations it represents the global interests of all the
different trades in the industry: bulk carrier operators, tanker operators, passenger ship operators and container
liner trades, including shipowners and third party ship managers
➢ BIMCO - Baltic and International Maritime Council
o BIMCO’s core objective is to facilitate the commercial operations of our members by developing standard
contracts and clauses, and providing quality information, advice and education.
o BIMCO promotes fair business practices, free trade and open access to markets and we are a strong
advocate for the harmonisation and standardisation of all shipping related activity.
o BIMCO actively promotes the application of globally agreed regulatory instruments – we are accredited as a
Non-Governmental Organisation (NGO) with all relevant United Nations agencies and other regulatory
entities.
➢ ICS – International Chamber of Shipping.
o The aim of ICS is to promote the interests of shipowners and operators in all matters of shipping policy and
ship operations.
o To that end ICS will:
▪ Encourage high standards of operation and the provision of high quality and efficient shipping
services.
▪ Strive for a regulatory environment which supports safe shipping operations, protection of the
environment and adherence to internationally adopted standards and procedures.
▪ Promote properly considered international regulation of shipping and oppose unilateral and
regional action by governments.
▪ Press for recognition of the commercial realities of shipping and the need for quality to be rewarded
by a proper commercial return.
▪ Remain committed to the promotion of industry guidance on best operating practices.
▪ Co-operate with other organisations, both intergovernmental and nongovernmental, in the pursuit
of these objectives.
▪ Anticipate whenever possible and respond whenever appropriate to policies and actions which
conflict with the above.
➢ ICS is unique in that unlike other international shipping trade associations it represents the global interests of all the
different trades in the industry: bulk carrier operators, tanker operators, passenger ship operators and container
liner trades, including shipowners and third party ship managers
➢ Major difference
o ICS intergovermental organisation
o BIMCO pvt organisation
➢ ICS is consulative member of IMO
➢ Bimco has shipowner and various other people as members.
➢ Ics has shipowner association as member.

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ENGINE RESOURCE MANAGEMENT
➢ Is an approach to achieve a safe navigation by appropriately managing the resources of personnel, equipment and
information in the machinery space and by effectively utilising them
➢ To integrate non-technical skills with technical skills so as to maximise the technical skills
➢ Principles based on STCW Chapter A-III/1
➢ Human elements such as communication, leadership, situational awareness, and others are indispensible in
practicing effective ERM
➢ RESOURCES
o Personnel Resources:
▪ Personnel in resources are a human resource to be allocated for safe navigation and are required to
have competency to manage and utilize other personnel as well as appropriate qualification for
performing tasks
▪ the personnel are required to be well versed in the functions of equipment upon his/her position, to
have the capability to utilize information from the equipment and to confirm the functions are
being demonstrated
o Equipment:
▪ Equipment should be set up and run as required to meet all of the requirements for the safe
operation of the ship and all of the equipment required should be fully functional
o Information
▪ Information comes from many sources: external to the ship, personnel, running and maintenance
records, drawings, instruction manuals and equipment.
▪ There are two types of information from the equipment:
• the information such as alarms and operation data that automatically comes from
equipment, like a monitoring system, and
• the information such as leaking, running sounds and vibrations detected by personnel using
their five senses.
▪ All information must be appropriately understood, shared and utilized for the safe navigation of the
ship.
➢ Requirements of ERM
o Allocation and assignment
▪ It indicates that personnel being assigned tasks upon his/her position should appropriately be
allocated in order to maintain safe navigation
o Prioritization
▪ personnel need to make a prioritization, taking into account its safeness, urgency and adequacy
o Communication
▪ information exchange, there are forms of order, response, provision of information and report
according to the scenes of ship’ s operation, and effective communication means that this
information exchange is being fully carried out
o Assertiveness
▪ Assertiveness generally means a human element that enables personnel to sincerely and equally
communicate with others without violating the right of others
▪ having made a judgment necessary for maintaining safe navigation, personnel have to assert their
judgment without any hesitation, notwithstanding their position and hierarchical relationship within
the workplace.
o Leadership
▪ Leadership is an essential human element necessary for practicing ERM.
▪ Leadership is a skill necessary to achieve joint tasks and requires situational awareness and the
competence to lead, understanding how to influence and motivate other personnel.

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o Situational awareness PREPARED BY GAMI.....322
▪ Situational awareness is a competence available to act proactively in various situations and to
precisely determine the existence of risks, the possibility of environmental pollution, illegal
situations and the likelihood of incidents.
▪ It is essential to have a complete awareness of the situation so that necessary measures and actions
can be taken proactively, in order to prevent the occurrence of incidents and environmental
pollution
o Consideration of team experience
▪ Consideration of team experience means taking into account the experience of all members of the
team in order to achieve safe navigation and watchkeeping.
▪ It may be the case that even a new joiner may have certain experience and skills that could be
useful to the team leader in a certain situation.
▪ It is therefore necessary that the team leaders understand the background and experience of all
members of their team

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LEADERSHIP AND MANAGER
➢ The main difference between leaders and managers is that leaders have people follow them while managers have
people who work for them
➢ Leadership is about getting people to understand and believe in your vision and to work with you to achieve your
goals while managing is more about administering and making sure the day-to-day things are happening as they
should
➢ The manager focuses on systems and structure; the leader focuses on people
➢ The manager asks how and when; the leader asks what and why.
➢ Qualities of Leader
o Honesty & Integrity: are crucial to get your people to believe you and buy in to the journey you are taking
them on
o Vision: know where you are, where you want to go and enroll your team in charting a path for the future
o Inspiration: inspire your team to be all they can by making sure they understand their role in the bigger
picture
o Ability to Challenge: do not be afraid to challenge the status quo, do things differently and have the
courage to think outside the box
o Communication Skills: keep your team informed of the journey, where you are, where you are heading and
share any roadblocks you may encounter along the way
➢ Qualities of Manager
o Being Able to Execute a Vision: take a strategic vision and break it down into a roadmap to be followed by
the team
o Ability to Direct: day-to-day work efforts, review resources needed and anticipate needs along the way
o Process Management: establish work rules, processes, standards and operating procedures
o People Focused: look after your people, their needs, listen to them and involve them
➢ The Core of the Leadership
o Ability to instil respect and command authority
o Ability to lead the team by example
o Ability to draw on knowledge and experience
o Ability to remain calm in a crisis
o Ability to practice tough empathy
o Ability to be sensitive to different cultures
o Ability to recognize the crew’s limitations
o Ability to create motivation and a sense of community
o Ability to place the safety of crew and passenger above everything
o Ability to communicate and listen clearly
o

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 PREPARED BY GAMI.....324
CYBER SECURITY
➢ The Maritime Safety Committee, at its ninety-sixth session (11 to 20 May 2016), having considered the urgent need
to raise awareness on cyber risk threats and vulnerabilities, approved the Interim guidelines on maritime cyber risk
management,
➢ maritime cyber risk refers to a measure of the extent to which a technology asset is threatened by a potential
circumstance or event, which may result in shipping-related operational, safety or security failures as a consequence
of information or systems being corrupted, lost or compromised.
➢ Cyber technologies have become essential to the operation and management of numerous systems critical to the
safety and security of shipping and protection of the marine environment
➢ Vulnerable systems could include, but are not limited to
o Bridge systems;
o Cargo handling and management systems;
o Propulsion and machinery management and power control systems;
o Access control systems;
o Passenger servicing and management systems;
o Passenger facing public networks;
o Administrative and crew welfare systems; and
o Communication systems
➢ Vulnerabilities can result from inadequacies in design, integration and/or maintenance of systems, as well as lapses
in cyber discipline. In general, where vulnerabilities in operational and/or information technology are exposed or
exploited, either directly (e.g. weak passwords leading to unauthorized access) or indirectly (e.g. the absence of
network segregation), there can be implications for security and the confidentiality, integrity and availability of
information. Additionally, when operational and/or information technology vulnerabilities are exposed or exploited,
there can be implications for safety, particularly where critical systems (e.g. bridge navigation or main propulsion
systems) are compromised
➢ CYBER RISK MANAGEMENT
o Senior management should embed a culture of cyber risk awareness into all levels of an organization and
ensure a holistic and flexible cyber risk management regime that is in continuous operation and constantly
evaluated through effective feedback mechanisms.
o Define personnel roles and responsibilities for cyber risk management and identify the systems, assets, data
and capabilities that, when disrupted, pose risks to ship operations.
o Implement risk control processes and measures, and contingency planning to protect against a cyber event
and ensure continuity of shipping operations.
o Develop and implement activities necessary to detect a cyber event in a timely manner.
o Develop and implement activities and plans to provide resilience and to restore systems necessary for
shipping operations or services impaired due to a cyber event.
o Identify measures to back-up and restore cyber systems necessary for shipping operations impacted by a
cyber event.
➢ CYBER SECURITY - INTERIM GUIDELINES APPROVED
o The MSC approved interim guidelines on maritime cyber risk management, aimed at enabling stakeholders
to take the necessary steps to safeguard shipping from current and emerging threats and vulnerabilities
related to digitization, integration and automation of processes and systems in shipping.
o The interim guidelines are intended to provide high-level recommendations for maritime cyber risk
management, which refers to a measure of the extent to which a technology asset is threatened by a
potential circumstance or event, which may result in shipping-related operational, safety or security failures
as a consequence of information or systems being corrupted, lost or compromised.
o The guidelines include background information, functional elements and best practices for effective cyber
risk management.

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 PREPARED BY GAMI.....325
CHARTERING
➢ Chartering
o an agreed deal, whereby the shipowner puts his ship or a part of it at the disposal of the charterer, for the
carriage of goods between named ports.
o Chartering = an agreed deal, whereby the shipowner puts his ship or a part of it at the disposal of the
charterer, for the carriage of goods between named ports.
o The charterer can in turn, sublet the ship or a part of it to a third party, who now becomes the “Disponent
Owner”.
o The chartering agreement is contained in a document, called “Charter Party”.
➢ Voyage Charter, (in the tramp trade) =
o in which a cargo ship is chartered for a one-way sailing trip/voyage between specified seaports, with a
specified cargo at a negotiated and agreed rate of freight (the price per weight ton or volume cbm).
➢ Time Charter=
o the charterer undertakes to hire the ship for a stated agreed period of time or for a specified round-trip
sailing or, occasionally but rare, for a stated one-way voyage, the rate of hire being expressed in terms of so
much per ton deadweight per month,or otherwise agreed.
o Whereas on a voyage charter the ship-owner bears all the expenses of the cargo ship voyage, on time
charter the charterer will be responsible for these bills,(subject to contract terms-conditions).
➢ Contract of Affreightment-COA, =
o is a contract between the shipowner and the charterer in which the shipowner agrees to carry the goods
(the loaded quantities are not taken into account,but the cargo ship space availability) in a certain lump-
sum/fixed price amount from loading location/s to discharging location/s as agreed and accepted by the
parties in the contract.
➢ “GENCON”-
o General Charter Conditions (agreement), or Gencon Charter Party, is the most commonly form of voyage
charter party used worldwide, and particularly known also as “Gencon 1994”.
o Gencon, first issued in 1922 and revised in 1976 and 1994.
o “Gencon 1994” includes two parts.
▪ Part 1;
• Is the “box form” which all the necessary information to be completed by the parties.
▪ Part 2;
• Contains all the standard terms and conditions which are usually non-negotiable.
➢ “CHARTER PARTY”-
o Is a written contract between the Shipowner and the charterer.
➢ TYPES OF C/P BIMCO
o GENCON, GUARDCON, SUPPLYTIME, SHIPMAN, BARECON and SALEFORM. Each contract is accompanied by
explanatory notes to provide the user with a clear understanding of the contractual provisions.
o GUARDCON is designed to be a contract between the owners of the vessel and the security contractors and
that the liability, insurance and other important provisions are constructed on this basis.
o SUPPLYTIME: The charterer remains fully responsible for all losses suffered by all sides as a result of the
carriage of any hazardous or noxious substances as ordered by the charterer
o The SHIPMAN 98 Agreement follows the traditional layout used by BIMCO in the preparation of modern
charter parties and other contract forms for various trades.
o

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 PREPARED BY GAMI.....326
INSURANCE
➢ Marine Insuranceis the method whereby one party, called the assurer or underwriter, agrees, for a stated
consideration known as a premium, to indemnify another party, called the insured or assured against a loss,
damage or expense in connection with the commodities at risk if caused by peril enumerated in the contractknown
as policy of insurance.
➢ "maritime perils" means the perils consequent on or incidental to navigation, including perils of the seas, fire, war
perils, acts of pirates or thieves, captures, seizures, restraints, detainments of princes and peoples, jettisons,
barratry and all other perils of a like kind and, in respect of a marine policy, any peril designated by the policy
➢ A specified perils policy is one in which the insurer agrees to indemnify the assured for losses caused by specific
perils that are identified in the policy.
➢ Underwriters are the entities that agree to indemnify the assured upon the happening of an insured loss. They are
also called insurers. Underwriters can be individuals or corporations
➢ Underwriting agents are entities that have the authority to enter into or sign insurance policies on behalf of the
underwriters
➢ Brokers play an important role in marine insurance. They are the agents of the assured. The broker will meet with
the assured to determine its insurance requirements. The broker will thencanvass the market to find underwriters
willing to insure the assured and will negotiate terms withthose underwriters. The broker may also become involved
in the event of a loss by presenting theloss to underwriters and negotiating on behalf of the assured.
➢ The Marine Insurance Act,1963of India is substantially a reproduction of its English counterpart, The Marine
Insurance Act, 1906
➢ Basic Principles of Marine Insurance:
o Insurable Interest:
▪ The Insured must have financial interest in the object of insurance.
▪ A person has insurable interest in property when he will be financially prejudiced by its loss or
damage and when he will financially benefit from its continued existence.
▪ Every person has an insurable interest who is interested in a marine adventure.
o Indemnity:
▪ If a loss occurs, the Insured will be put back into the same financial position as just prior to the loss.
▪ The Insured must not profit from the loss.
o Utmost Good Faith
▪ Insurer must deal with all claims fairly and expeditiously and be able to pay for potential claims.
▪ Only Insured knows all the facts; he is required to give full information of every material fact in
respect to the risk;
o Subrogation:
▪ The right of an Insurer, after paying a loss, to assume the rights of the Insured to recover this loss
from the responsible party
o Warranty:
▪ Promise by Insured as part of contract that a specified state of affairs will continue to exist for
duration of policy; breach of warranty makes policy voidable from time of breach.
▪ Warranty may be express or implied;
▪ Implied warranties:
• Seaworthiness: Vessel must be seaworthy at commencement of voyage and at start of each
stage of the voyage if conducted in stages. Vessel must be reasonably fit in all respects to
encounter ordinary perils of the insured voyage. After a loss, the onus is on the Insurer to
prove vessel was unseaworthy.
• Legality: Voyage must be lawful and, so far as the Insured can control, carried out in lawful
manner.
▪ Express Warranty:
• Trading Limits
• Ice Zones
• War Zones

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➢ Types of Policies: PREPARED BY GAMI.....327
o Time Policy: Insures property for a period of time.
o Voyage Policy: Insures property from 1 place to another, may include a date limit.
o Mixed Policy: Covers both a voyage and period of time of voyage and in port after arrival.
o Construction Policy (Building Risk): Insures vessel while in course of construction, not for period of time.
o Floating Policy: Cargo policy that insures a number of shipments to be declared.
➢ Cause of Loss
o Proximate Cause:
▪ Immediate and effective cause of loss. Not necessarily the last event before the loss.
▪ Coverage exists only if the proximate cause is an insured peril.
o Remote Cause: A cause other than the proximate cause.
o Immediate Cause: Last event before the loss.
➢ Excluded Losses
o Wilful Misconduct: Loss/damage by wilful misconduct of Insured never recoverable, although cause may be
an insured peril (e.g., Insured deliberately set fire to own vessel). However, other parties will not be
prejudiced by this exclusion
o Negligence: “the omission to do something which a reasonable man would do guided by those
considerations which ordinarily regulate the conduct of human affairs, would do, or the doing something
which a prudent and reasonable man would not do”. Loss/damage due to negligence is covered as long as
not wilful act of Insured.
o Delay: Loss/damage caused by delay not covered unless specifically included by policy.
o Wear & Tear: Loss/damage from wear & tear, ordinary leakage & breakage, inherent vice, and vermin not
covered unless specifically included by policy
o Injury to Machinery: Loss/damage to machinery caused by insured peril covered; caused by defect in
machinery itself not covered
o Sympathetic Damage: Damaged cargo taints other cargo; covered only if original damage from insured peril
and no intervening cause.
o Sentimental Damage: Fear of damage--not covered; cargo that has suffered a casualty will sell at a lower
price even though not damaged as buyers fear it may have been damaged.
➢ Re-insurance
o The International Group arranges a market reinsurance contract to help the Pool deal with claims which
exceed $80 million. This is the largest single contract in the world's marine insurance market
o Practice where an insurance company (the insurer) transfers a portion of its risks to another (the reinsurer).
Legal rights of the policyholders (insureds) are in no way affected by reinsurance, and the insurer remains
liable to the insureds for insurance policy benefits and claims
➢ Types of Loss:
o Total Loss:
▪ Actual Total Loss:
• Loss/damage to entire property (physical total loss)
• Loss/damage to entire property (physical total loss); Can occur 3 ways:
o All property is destroyed.
o Loss of Specie: All property so damaged as to cease to be a thing of the kind insured
(cement damaged by water, becoming concrete).
o Insured irretrievable deprived of all property, even though not destroyed.
▪ Constructive Total Loss:
• Cost to repair/replace exceeds policy limit (commercial total loss).
• Insured may claim for a partial loss or abandon the property and claim a total loss.
• Property must be reasonably abandoned because actual total loss appears inevitable or to
prevent total loss requires an expenditure exceeding the saved value.
• It is a condition precedent to a claim that the Insured unconditionally abandons his interest
to the Insurer.
• Insurer is entitled to take over the property if desired.

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 o Partial Loss: Loss is less than total amount of insurance; loss/damage to some PoRf E
prPoApR
erEtD
y BY GAMI. ....328
▪ Particular Average:
• This is a partial loss or damage caused to any particular cargo or property where the
damage is suffered by a particular interest. The damage or loss should be of a particular
subject matter in which case the damage suffered cannot be partially shifted to others and
the loss would be borne by the persons directly affected by the damage to the said cargo.
• Remember that it is a partial loss hence not the entire cargo or property would be damaged
but a part of it. The damage could either be to the cargo or the ship.
• With regards the ship (hull or machinery), the damage must be caused to just a part of the
ship and not a loss of the entire ship. For instance, damage to the propellers of a ship would
be considered a particular average loss and the insured would be indemnified to tune of the
damage caused.
▪ Sue and Labour Clause
• A standard clause in a maritime insurance policy which allows the insured to recover from
the insurer any reasonable expenses incurred by the insured in order to minimize or avert a
loss to the insured property, for which loss the insurer would have been liable under the
policy
▪ General Average
• There is a general average act when, and only when, any extraordinary sacrifice or
expenditure is intentionally and reasonably made or incurred for the common safety for the
purpose of preserving from peril the property involved in a common maritime adventure
➢ Double Insurance:
o 2+ policies issued on behalf of 1 insurable interest, and total sums insured exceeds indemnity (over-
insurance).
o Usually, both Insurers pay for 50% of claim.
o Can occur in 2 ways:
▪ Purposely: Rare; sometimes a bank refuses to accept policy unless provided by particular Insurers--
another policy is required. No return of unearned premium.
▪ Inadvertently: Sometimes an agent will purchase coverage and principle already has coverage. Both
Insurers return 50% of unearned premium in event of loss.
➢ Subrogation:
o After a claim has been settled and paid, the Insurer is entitled to place himself in the position of the Insured,
to the extent of acquiring the Insured’s rights & remedies in respect of the loss.
o This prevents Insured from collecting for his loss twice, and reduces the total cost of the claim.
o The Insurer will sue a responsible party in the Insured’s name for the loss/damage up to the amount of the
settlement.
o The Insured must not relinquish any rights that he may have against other parties.
➢ Running Down Clause
o Provides limited coverage for liability for damage and legal costs from collision (actual contact only) with
another ship, with a maximum indemnity of 3/4 of the insured value.
o Right of recovery restricted to liability for:
▪ Loss/damage to any other vessel or property on other vessel.
▪ Delay/loss of use of other vessel or property on other vessel.
▪ General Average/Salvage of other vessel or property on other vessel.
o Separate contract from marine policy; claims under clause paid in addition to those recoverable under
policy. Deductible still applies; other restrictions do not.
o No coverage under clause for loss of life/BI, loss/damage to insured vessel, removal of wreck, pollution
liability
➢ Inchmaree Clause
o Protects shipowner against loss/damage directly caused by negligence of master or crew
o Cost to replace component with latent damage not covered--resultant damaged covered.
o Extended to cover other forms of damage by listing additional perils:

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 o Part (a): PREPARED BY GAMI.....329
▪ Accidents in loading, discharging or shifting cargo or fuel
▪ Explosions on shipboard or elsewhere
▪ Bursting of Boilers, other pressure vessels, by insured peril
▪ Breakdown of or accident to nuclear installations or reactors on shipboard or elsewhere
▪ Latent Defect
▪ Negligence of master, officers, crew or pilots, repairers
o Part (b):
▪ Contact with aircraft
▪ Contact with land conveyance, dock, harbour equipment or installation
▪ Earthquake, volcanic eruption, lightning
➢ Reinsurance:
o Insurer cedes part or whole of risk insured to reinsurer.
o Purposes:
▪ Relieve Insurer of excessive liability in any 1 risk or location (spreads the risk, although in most cases
marine policies are on a subscription basis and each underwriter only accepts percentage of risk
desired).
▪ To secure foreign business through reciprocal reinsurance (rare in marine insurance).
▪ Insurer may reinsure for Total Loss only or Free of Particular Average only, so that he is able to
accept more business.
▪ Change in risk due to seasonal or political conditions.
➢ Limitation of Liability
o The following are some typical contracts that a ship owner undertakes and Ship owner may limit his liability
covering: -
▪ Contract with employees:
• undertakes that he will provide the safe plant, equipments and safe environment and
their due care, hence he would like to limit the liabilities with regards to
o Their medical expenses
o Compensations to be paid in case of injury or death
o Breaches to anything intentionally or unintentionally caused by his employees
which could land him in trouble
▪ Contract with flag State administration
• He registers his vessel under flag state administration, hence he undertakes the
responsibility for safe operation and compliances with relevant conventions rules and
regulations.
• Hence he will like to limit his liabilities with regards to
o Any breaches caused by the ship
o Any fines imposed for non-compliance with regards to documents or violation of
rules & regulations
o Oil pollution caused in their territory
o Other expenses involved in landing people and stoways
o Expenses occurred for rendering those states service to ship and its complements
▪ Contract with local agents and agency
• He himself land up in this contract in order to meet local requirement at port of call. He
takes their service, which a ship requires at port of call.
• He would like to limit his liabilities with regards to
o Agency fees
o Claims by agents
o Claim arises when agent breaches the contract
o Any dame injury caused to their personnel
▪ Contract with salver or tug hire:

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 • These services are required by a ship owner during a port oPfRcEaPllAtR o EaDssB
isY
t tGhA
eiM
r sI.h..i.p.33a0nd
during distress when the ship loses its main propulsion plants.
• Hence he would like to limit his liabilities with regard to
o The hire rate
o Damage cause3d to the tug and their personnel
o Salver ‘s award
o Any other claims made by salver in rendering his service
▪ Contract with stevedores and work shops
• In case the ship requires shore personnel services then ship owner land up in these service
contract and would like to limit his liabilities with regards to
o Their hire rate
o Injury medical expenses etc.
o Damage or loss to their equipments
o Any other claims placed by them
▪ Contract with the cargo owner (shipper)
• He undertakes this ―contract of carriage that will carry the goods in a manner received to
the agreed destination within the agreed time frame
• During such contracts he would like to limit his liabilities with regards to
o Loss/ leakage/ damaged caused due the negligence of his employees
o Losses caused to the cargo owner due to delay
o Losses caused to the cargo owner due to delivering the cargo other than agreed
destination
o Any other claim made by cargo owner in this regard. i.e, damage/ loss/ delay to
cargo during the duration when it was under the custody of ship owner.
▪ The ship owner makes contract with others such as class, charterer, pilotage, repair contract etc.
• In all the cases he will limit his liabilities. Apart from these he has to take care of himself.
i.e.,
o Damaged caused to his own ship
o Total or constructive total loss of his vessel
o Freight not paid
➢ The Average Adjuster
o When a casualty occurs, the adjuster should immediately be contacted for advice on what steps should be
taken in connection with the hull and machinery claim and also as to what needs to be done with regard to
other aspects of the casualty, e.g. salvage, collision and third party liabilities.
o It is essential that the adjuster be kept advised of developments as they occur, so that he may provide
guidance from the earliest stages of the casualty. This can greatly reduce the number of problems which
arise subsequently
o Advise owners to inform their underwriters of the casualty direct, or through their brokers, in order that
underwriters may appoint a surveyor to act on their behalf.
o Recommend the appointment of lawyers to advise interested parties on their position vis-a-vis the salvage
under Lloyd's Open Form and the salvage of containers/cargo by local dhow owners. Recommend
appointment of lawyers also regarding collision aspects
o Obtain details of quantity and type of cargo and number of bills of lading evidenced by manifest in order
that the collection of general average security can be put in hand
o Instruct agents or own offices at ports of discharge regarding collection of general average security and
arrange for formal declaration of general average if necessary
o To ensure Protection & Indemnity Association is aware of casualty and advised of its possible involvement.
o To recommend/arrange insurance on cargo whilst stored ashore.
o Correspondence with underwriters' surveyor to confirm agreement to cause of damage and approval of
accounts
o Drawing up of adjustment detailing general average/particular average claim on hull insurers.
➢ FD &D

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o FD&D facility was formed in response to the growing demand by shipping P coRm
EpPaAnRieEsDfoBrYaG'sAtM
anId....a.3lo3n1e'
insurance coverage for legal services, loss prevention, claims assistance and cost containment in the area of
shipping disputes. Under the trade name 'British European & Overseas FD&D' the facility offers a classic
freight, demurrage and defence cover for a very reasonable fixed annual premium.
o Whereas P&I cover insures actual liabilities as well as the legal costs of defending such liabilities, the FD&D
cover insures ship-owners and charterers for legal and other costs incurred in establishing and defending
claims arising out of their business operations, as well as providing claims handling and general advisory
services.
o An Owner faces a large, complex claim in London arbitration proceedings brought by a Charterer, for
example, concerning the deviation of a vessel under a time charter-party. The FD&D Cover will reimburse
the Assured for:
▪ Legal costs necessarily incurred
▪ These may include:
• The costs incurred in retaining an English law firm to represent the Assured in the
arbitration proceedings;
• The Charterer’s recoverable costs should the Assured be unsuccessful in defending the
claim;
• The costs of the arbitration proceedings.
▪ Other costs incurred
▪ These may include:
• The costs of any experts retained to provide evidence and
• The costs involved in investigating and obtaining evidence (e.g. the costs of instructing the
FD&D Facilities correspondents world-wide).

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 PREPARED BY GAMI.....332
P and I INSURANCE
➢ Protection and Indemnity insurance, or “P&I” as it isusually called, is a shipowner’s insurance cover for legal
liabilitiesto third parties.
➢ “Third parties” are any person, apart from the shipowner himself, who may have a legal or contractual claim against
the ship.
➢ P&I insurance is usually arranged by entering the ship in a mutual insurance association, usually referred to as a
“club”.
➢ Shipowners are members of such clubs.
➢ Legal liability is decided in accordance with the laws of the country where an accident takes place.
➢ P&I insurance is an indemnity type of insurance, which means the shipowner (or member of the club) must
demonstrate his loss before the club will pay out (or indemnify him) under the terms of the insurance policy.
➢ It is important to bear in mind that the club never assumes the owner’s liability, therefore technically the owner (or
member) is always responsible for payments (the “pay to be paid” principle).
➢ In practice, the club takes over the business of handling claims and ensuring that payments are correctly made.
➢ RISK COVERED:
o Personal injury to or illness or loss of life of crew members
o Personal injury to or loss of life of stevedores
o Personal injury to or illness or loss of life of passengers and others
o Loss of personal effects
o Diversion expenses
o Life salvage
o Collision Liabilities
▪ One-fourth collision liability
• The English form of hull policy requires the ship's hull underwriter to pay three-fourths only
of the liability of the insured ship in respect of loss or damage to another ship or her cargo
as a result of the collision
• The remaining one-fourth of such liability is insured by the shipowners Club. This one-fourth
usually makes the Club the largest single insurance interest, and in practice the managers of
the Club will usually be asked by the hull underwriters to handle the issue of collision
liability with the other ship and her cargo on behalf of all the underwriting interests
▪ Other risks excluded from the Running Down Clause
• There are a number of important exclusions from the liability of the hull underwriters in the
Running Down Clause.
• For instance, wreck removal liabilities are excluded, as is consequent damage to shore side
structures or to the cargo in the insured ship herself, and pollution from and loss of life or
personal injury on board any ship is involved.
o Loss or damage to property other than cargo
o Pollution
▪ It is well known that there has in recent years been a huge increase in the exposure of shipowners
to liability claims in respect of pollution caused by cargoes from their vessels, in particular cargoes
of oil.
▪ Most such liabilities are imposed by international convention such as CLC, domestic statute such as
OPA 90 or common law, but some have been voluntarily assumed by shipowners in accordance with
schemes such as STOPIA.
▪ All these liabilities are insured by the Clubs, although with a limit in respect of oil pollution claims
which presently stand at US$1bn each entered ship each accident or occurrence.
▪ This oil pollution limit does not apply only to claims that are made directly against the entered ship
by those who suffer the oil pollution, but also embraces those which come indirectly, as, for
example, those which form part of the collision claim of another vessel.
o Towage contract liabilities
o Liabilities under contracts and indemnities

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 o Wreck liabilities PREPARED BY GAMI.....333
o Cargo liabilities
o Cargo's proportion of general average or salvage
o Certain expenses of salvors
o Fines
o "Omnibus" cover
➢ COLLISION CLAUSE:
o The P&I cover may include liability for collisions (“RDC”), for example when the member’s ship is in collision
with another ship, or when the entered ship strikes a fixed object, i.e. a quay, dock or buoy (“FFO”).
o However, collision and striking liabilities are often included in the ship’s hull and machinery cover.
o Therefore, it is important for a Master to ascertain whether his vessel’s collision insurance (collision
between ships) and striking insurance (i.e. when a ship strikes a fixed or floating object which is not another
ship) is covered under his P&I policy or under his hull and machinery policy.
o To be safe, it is always wise for a Master to inform the P&I club, or the club correspondent, if his vessel is in
collision with another vessel or a fixed object.
➢ Exclusion of war risks
o The Clubs' cover does not include liabilities arising from the war risks listed in the Lloyd's Free of Capture
and Seizure Clause.
o Consequently, it is usual for shipowners to attach to their war risks hull insurance policies a special clause
giving cover for P&I risks to the extent that these may arise from such a risk and thus be excluded from the
Club insurance.
➢ MUTUAL P&I INSURANCEACTUALLY WORKS
o Mutual insurance means that the members of the club are its owners and share in its results.
o Therefore, premiums are also mutual and estimated for a given policy year and finally decided when the
year is closed which is minimum (but also normally) three years later.
o Premiums are therefore referred to as “calls”.
o An Estimated Total Call is calculated for any given ship. Calls may be charged all in advance, the full
Estimated Total Call or divided into Advance and Supplementary Calls.
o The benefit of charging Estimated Total Call the first policy year is that the member may be able to fully
budget his costs.
o Before the policy year is finally closed, the club can decide to cover the claims and to charge an Additional
Supplementary Call.
o The reason why accounts are kept open is that cases continue to develop and could over time become
more, or less, expensive than initially anticipated.
o Accordingly, Estimated Total Calls could also be reduced.
o A mutualclub may wish to increase its reserves, but does not make “profits “since there are no owners other
than the members themselves.
o The club has a Board of Directors who, naturally, expect themanagers to do a best possible job. In practice,
this means providinginsurance cover and first-class service, at the lowest possible cost.
➢ UNDERWRITING
o When a shipowner requires P&I insurance for a ship, the club underwriterwill ask for information so that he
can make a risk profile of the vessel
o The underwriter is trying to understand what sort of risk or risks the vessel will represent in its current
trading pattern
o Some of the information he will require is:
▪ The tonnage of the ship in GT (premiums are expressed in USD per GT)
▪ Year of build
▪ Number of crew members
▪ Type of vessel (tanker, dry bulk, reefer, heavy-lift, container, passenger, ro-ro etc)
▪ Type of cargoes to be carried (if a tanker is clean or dirty)
▪ Areas of trading
▪ Liner trade or tramp

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 ▪ Classification society PREPARED BY GAMI.....334
▪ Management expertise
▪ Compliance with national and international legal requirements
▪ How many ships in the company?
▪ Previous P&I history
o information necessary for the underwriter to assess the risk and calculate a fair rate or premium
o The premium should represent a fair charge to cover the risk involved and to make sure that the other
members of the club do not have to subsidise or lose benefits as a result of the new entry.
o The club will often make a company audit with the management company of the ship. This is a very good
opportunity to find out how the management of the ships is carried out and will add valuable information
for the club underwriter.
o It also creates very good contact between the club and the new member which will facilitate future services
when there is a claim or when the club is assisting in loss prevention measures.
o In addition, the club will often require a survey of one or more ships in the new fleet to ensure the quality
and technical standard of the ships.
o Entry into the club is often dependent upon the ship being found satisfactory on inspection. For the club this
is positive information since it will be easier to assist if it should later be involved in a casualty.
o A P&I club will keep records for each individual ship entered with the club. These records are normally
based on the last fi ve insurance years and provide an accurate record of all payments made by the member
in the form of premiums, all monies collected by the member in the form of compensation paid to him by
the club and all other costs.
o The loss record, and more specifically the loss ratio, is often considered as a performance indicator of a
member’s account with the club
o The loss ratio will therefore only be one of the elements that form the basis of the annual renewal process,
where the P&I premiums for the coming year are fixed.
o A high level of claims, and hence a high lossratio, will indicate that premiums may need to be increased and
viceversa, but other risk measures are also used to establish the revisedpremium level.

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 PREPARED BY GAMI.....335
H and M INSURANCE
➢ OBTAINING H and M Insurance
o This insurance covers the ship and her machinery against damage and/or loss up to an agreed value of the
ship and is usually valid for one year between renewals. This policy is contracted through a broker between
the Owner and various underwriters, each one being listed at the end of the policy on a “slip” along with a
share of risk he has undertaken shown as a percentage. The underwriter who has accepted the highest
percentage of risk is known as the lead underwriter.
o Hull and machinery cover is often arranged and placed in the insurance market by a professional insurance
broker. It is quite common that the insurance cover is spread to many insurers in various countries.
o The insurers in the hull and machinery market are either companies or syndicates. The company or the
syndicate will have an underwriter who signs the policy or the slip produced by the broker for his share of
the cover. The biggest single market for marine insurance is Lloyd’s in London. Lloyd’s consists of a number
of syndicates writing shares on insurance covers.
o The company market is dominated by Norway and Scandinavia, but also insurers in USA, France, Italy, Japan
and Korea are very active in the marine market.

➢ Running Down Clause:

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

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 ▪ Stranding PREPARED BY GAMI.....336

➢ Insurer is not liable for loss in following

o Breach of contract ,Warranties& Fundamentals of insurance
o Any loss due to willful misconduct / want of due diligence by assured.
o Ordinary wear and tear, ordinary leakage and breakage, inherent vice or nature of the subject matter
insured.
o Damage to subject matter not proximately caused by maritime perils.
o Any loss proximately caused by rats or vermin.
o The insurer on ship or goods is not liable for any loss proximately caused by delay, although the delay is
caused by a peril insured against.
o Insolvency or Financial default of the owner.
o Claims not made in stipulated time window say within 180 days.
➢ Exclusion in insurance – Common but covered by additional cover
o War & Strike, capture, seizure, detention, arrest, riots, & etc.- ALL
o Terrorist ,Political& Malicious acts - All
o Radioactive, Chemical, Biological, Biochemical, Electromagnetic weapon damages. - All
o Third party liabilities including oil pollution, which arise in connection with the operation of a vessel- By P&I
o Bursting of boiler, breakage of shafts, latent defects, Incompetency- Hulls

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 PREPARED BY GAMI.....337
CARGO INSURANCE
➢ Risk clause C
o Fire or explosion
o grounding/stranding
o over turning/derailment
o Collision with vessel/craft or any object
o Discharge at port of distress
o Earth quake/volcanic eruption
o GA sacrifice
o Washing overboard/jettison
➢ Risk clause- B
o (+C)
o Entry of sea water
o Total loss of any cargo during loading/discharging
➢ Risk clause- A
o (+B+C)
o loss/damage due to GA as well as Salvage charges covered
o Both to blame collision” clauses: - any liability that may arise fromthe carrier, in respect of this clause in the
contract of affreightment willbe indemnified. Insurer also agrees to defend the cargo owner againstany
claim from the carrier.

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 PREPARED BY GAMI.....338
CAPITAL, VOYAGE AND OPERATING COST

➢ CAPITAL COST-
• It depends on mainly two things.
• First is How the ship is financed. If financed by loan, then it will depend on
▪ Size of loan
▪ Source of loan
▪ Interest rate
▪ Terms of loan
▪ Final price of the ship will be; Final Price= Cash price + Interests= Cash price+ n*Installments
• Second capital cost is
▪ Depreciation- Deprecation refers to two very different but related concepts. First is decline in value
of assets and Second is allocation of the cost of tangible assets to periods in which the assets are
used.
▪ Depreciation cost depends on
o Cost of asset
o Expected salvage value of asset
o Estimated useful life of asset
o A method of apportioning the cost over such life

➢ OPERATING COST-
• It consists of the following
▪ Crew Cost: - Crew cost includes direct and indirect costs.
o Direct cost includes
• Wage cost
• Travel cost
• On Board victualing
• Training
• Union fee
o Indirect cost includes
• Recruitment/ Selection of process
• Medical test
• Social dues
• Communication/ Bank charges
• Crew accident insurance payment
• Sick pay
• Port expenses
• Agency fee
o Total crew cost depends on
• Size of crew
• Employment policy of owner/ Operator
• Ships flag
▪ Repair andMaintenance: - It consists of
o Routine maintenance- Maintenance of engine and equipment, Painting etc
o Break downs-- Mechanical failures resolved in repair yards (Loss of trading time)
o Spares, replacement parts cost
o Periodic Maintenance- In repair yards/ Dry dock to maintain seaworthiness(Class) and
obtain certification (for insurance)

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 o Regular maintenance leads to less breakdowns. This cost inPcrReE
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average accumulates for 14% of operating cost.
▪ Insurance: - It varies from ship to ship. This we know in details
o 2/3 H&M (obtained from Marine insurance company)
o 1/3 Third party liability (Obtained from P&I club)
▪ Administration-
o Shore based administration and management charges
o Communication cost
o Agents in ports
o Flag state fee

➢ VOYAGE COST-
o It basically comprises of following
▪ Fuel Cost- It depends on
o Fuel Price
o Engine Power and efficiency-- Only 23% of energy consumed is applied to propelling the
vessel. Rest is lost for cooling the engine, lost as exhaust emission, lost at the propeller &
Hull friction.
o Design and state of Hull
o Ships speed
▪ Port charges: - Fees for the use of facilities and services provided by the port.
o Port dues - General use of port facilities. It depends on
• Volume of cargo
• weight of cargo
• Gross Tonnage
• Net Tonnage
o Service charges include
• Pilotage
• Towage
• Cargo handling
o Canal Charges
• Suez Canal: - Charges are calculated in terms of the Suez Canal net ton.
• Panama Canal- Flat rate per Panama Canal net ton is used.
• Chief engineer role of optimizing the costs incurred in a ship operation basically plays a important role in
reducing the Operating cost by maintaining the engine efficiency and maintenance of all equipment so that
there is no trading time loss.
• He can also optimize the voyage cost by running the engines on economical speed.

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 PREPARED BY GAMI.....340
MARITIME LABOUR CONVENTION
➢ INTRODUCTION:
o The convention entered into force on 20 August 2013, one year after registering 30 ratifications of countries
representing over 33 per cent of the world gross tonnage of ships
o India acceded 9 Oct 2015, will enter into force on 9 Oct 2016.
o It contains seafarers' rights to decent conditions of work and creates conditions of fair competition for
shipowners. It will be globally applicable, easily understandable, and up to date and uniformly enforced and
become the global 4th pillar of the international regulatory regime for quality shipping, alongside SOLAS,
STCW and MARPOL.
o Consists of 16 articles and 5 titles
o The MLC comprises three sections:
▪ Articles: setting out broad principles and obligations followed by
▪ Regulations and a Code: relating to areas of seafarers working and living conditions, inspection and
compliance.
▪ The Regulations, are complemented by a more detailed Code: Part A Standards and Part B
Guidelines.
▪ The provisions are all arranged by subject thus a title comprises Regulations, then the Standard and
finally the Guidelines.
o The Articles contain:
▪ general statements of principles, obligations and rights with specific details within the Regulations
and Code;
▪ provisions relating to legal aspects of operation and application such as definitions, amendments
and entry into force and establishment of the Special Tripartite Committee.
➢ Why was a new Convention needed?
o Seafarers have not always worked under acceptable conditions, affecting their health and safety, well-being,
and safety of board ships.
o Since their working lives are spent outside the home country and their employers are also often abroad,
effective international standards are necessary.
o Standards must be implemented nationally, particularly by governments with a ship registry authorizing
ships to fly their flag (flag States). This is used to ensure safety and security of ships and protecting the
marine environment.
o Many flag States and shipowners actively provide their seafarers with decent conditions of work but face
unfair competition by being undercut by shipowners operating substandard ships.
o ILO was asked to develop an instrument consolidating most of its existing instruments to make them more
relevant to all stakeholders needs.
o The plethora of existing maritime Conventions were very detailed, difficult for governments to ratify and
enforce, out dated and did not reflect contemporary working and living conditions on board ships.
o Many were poorly ratified and there was a need for more effective enforcement and compliance to
eliminate substandard ships to work within the established IMO enforcement system of international
standards. The MLC specifically addresses these concerns and protects seafarers through national level
implementation
➢ THE BASIC AIMS OF THE MLC
o To ensure comprehensive worldwide protection of the rights of seafarer’s rights;
o To establish a level playing field for countries and shipowners committed to providing decent working and
living conditions for seafarers, protecting them from unfair competition from substandard ships.
➢ THE "NO MORE FAVOURABLE TREATMENT" CLAUSE
o This tries to ensure a level playing field for ships of ratifying countries not to be competitively disadvantaged
by ships from non- ratifying countries. Although it could apply in various situations, it primarily relates to
port State control, for ships flying a foreign flag and calling at a port of a ratifying country.

➢ TITLE 1. MINIMUM REQUIREMENTS FOR SEAFARERS TO WORK ON A SHIP

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 o Regulation 1.1 – Minimum age PREPARED BY GAMI.....341
▪ The employment, engagement or work on board a ship of any person under the age of 16 shall be
prohibited
▪ Night work of seafarers under the age of 18 shall be prohibited. For the purposes of this Standard,
“night” shall be defined in accordance with national law and practice. It shall cover a period of at
least nine hours starting no later than midnight and ending no earlier than 5 a.m.
▪ An exception to strict compliance with the night work restriction may be made by the competent
authority when
• the effective training of the seafarers concerned, in accordance with established
programmes and schedules, would be impaired; or
• the specific nature of the duty or a recognized training programme requires that the
seafarers covered by the exception perform duties at night and the authority determines,
after consultation with the shipowner’s and seafarers’ organizations concerned, that the
work will not be detrimental to their health or well-being
o Regulation 1.2 – Medical certificate
▪ Seafarers shall not work on a ship unless they are certified as medically fit to perform their duties
▪ The competent authority shall require that, prior to beginning work on a ship, seafarers hold a valid
medical certificate attesting that they are medically fit to perform the duties they are to carry out at
sea
▪ The medical certificate shall be issued by a duly qualified medical practitioner or, in the case of a
certificate solely concerning eyesight, by a person recognized by the competent authority as
qualified to issue such a certificate
o Regulation 1.3 – Training and qualifications
▪ Seafarers shall not be permitted to work on a ship unless they have successfully completed training
for personal safety on board ship
o Regulation 1.4 – Recruitment and placement
▪ Each Member that operates a public seafarer recruitment and placement service shall ensure that
the service is operated in an orderly manner that protects and promotes seafarers’ employment
rights as provided in this Convention
➢ TITLE 2. CONDITIONS OF EMPLOYMENT
o Regulation 2.1 – Seafarers’ employment agreements
▪ The terms and conditions for employment of a seafarer shall be set out or referred to in a clear
written legally enforceable agreement and shall be consistent with the standards set out in the
Code
▪ Seafarers’ employment agreements shall in all cases contain
• the seafarer’s full name, date of birth or age, and birthplace;
• the shipowner’s name and address;
• the place where and date when the seafarers’ employment agreement is entered into;
• the capacity in which the seafarer is to be employed;
• the amount of the seafarer’s wages or, where applicable, the formula used for calculating
them;
• the amount of paid annual leave or, where applicable, the formula used for calculating it;
• the termination of the agreement and the conditions thereof, including:
o if the agreement has been made for an indefinite period, the conditions entitling
either party to terminate it, as well as the required notice period, which shall not be
less for the shipowner than for the seafarer;
o if the agreement has been made for a definite period, the date fixed for its expiry;
and
o if the agreement has been made for a voyage, the port of destination and the time
which has to expire after arrival before the seafarer should be discharged;

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 • the health and social security protection benefits to be proPvRidEePdAtRoEtDheBYseG
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shipowner;
• the seafarer’s entitlement to repatriation;
• reference to the collective bargaining agreement, if applicable; and
• any other particulars which national law may require
o Regulation 2.2 – Wages
▪ Seafarers shall be given a monthly account of the payments due and the amounts paid, including
wages, additional payments and the rate of exchange used where payment has been made in a
currency or at a rate different from the one agreed to.
o Regulation 2.3 – Hours of work and hours of rest
▪ The limits on hours of work or rest shall be as follows
• maximum hours of work shall not exceed:
o 14 hours in any 24-hour period; and
o 72 hours in any seven-day period
• minimum hours of rest shall not be less than
o 10 hours in any 24-hour period; and
o 77 hours in any seven-day period
▪ Hours of rest may be divided into no more than two periods, one of which shall be at least six hours
in length, and the interval between consecutive periods of rest shall not exceed 14 hours
o Regulation 2.4 – Entitlement to leave
▪ Seafarers shall be granted shore leave to benefit their health and well-being and consistent with the
operational requirements of their positions
o Regulation 2.5 – Repatriation
o Regulation 2.6 – Seafarer compensation for the ship’s loss or foundering
o Regulation 2.7 – Manning levels
▪ Each Member shall require that all ships that fly its flag have a sufficientnumber of seafarers on
board to ensure that ships are operated safely, efficiently andwith due regard to security. Every ship
shall be manned by a crew that is adequate, interms of size and qualifications, to ensure the safety
and security of the ship and its personnel, under all operating conditions, in accordance with the
minimum safe manningdocument or an equivalent issued by the competent authority, and to
comply with thestandards of this Convention.
▪ When determining, approving or revising manning levels, the competent authority shall take into
account the need to avoid or minimize excessive hours of work to ensure sufficient rest and to limit
fatigue
o Regulation 2.8 – Career and skill development and opportunities for seafarers’ employment
➢ TITLE 3. ACCOMMODATION, RECREATIONAL FACILITIES, FOOD AND CATERING
o Regulation 3.1 – Accommodation and recreational facilities
o Regulation 3.2 – Food and catering
➢ TITLE 4. HEALTH PROTECTION, MEDICAL CARE, WELFARE AND SOCIAL SECURITY PROTECTION
o Regulation 4.1 – Medical care on board ship and ashore
o Regulation 4.2 – Shipowners’ liability
▪ To ensure that seafarers are protected from the financial consequences of sickness, injury or death
occurring in connection with their employment
o Regulation 4.3 – Health and safety protection and accident prevention
o Regulation 4.4 – Access to shore-based welfare facilities
o Regulation 4.5 – Social security
▪ To ensure that measures are taken with a view to providing seafarers withaccess to social security
protection
▪ The following list shows the different areas that you need to consider whenchecking what you’re
covered for:
• Medical care
• Sickness benefit

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 • Unemployment benefit PREPARED BY GAMI.....343
• Old-age benefit
• Employment injury benefit
• Family benefit
• Maternity benefit
• Invalidity benefit
• Survivors’ benefit
▪ The MLC aims to encourage wider social security protection for seafarers. States signing up to the
Convention have to provide at least three from the above list, the three recommended areas are:
medical care, sickness benefit and employment injury benefit.
▪ In the event of any dispute over social security provisions, there has to be a fair and effective
settlement procedure

➢ TITLE 5. COMPLIANCE AND ENFORCEMENT

o Regulation 5.1 – Flag State responsibilities
o Regulation 5.2 – Port State responsibilities
o Regulation 5.3 – Labour-supplying responsibilities

➢ DECLARATION OF MARITIME LABOUR CONVENTION

o Ships of 500 gross tonnages and above are required to carry and maintain a Maritime Labour Certificate and
a Declaration of Maritime Labour Compliance (DMLC)
o The ‘Declaration of Maritime Labour Compliance’ (DMLC-Part I) form is to be filled in by the attending
surveyor.
▪ identifies the topics for inspection
▪ lists the relevant pieces of legislation putting the Maritime Labour Convention 2006 (MLC) in place
▪ lists any ‘Substantial Equivalents’ and exemptions that have been granted
o The second part of the ‘Maritime Labour Certificate’, this form (also known as DMLC-Part II) is to be filled in
by by the ship owner.
o The surveyor must confirm that it’s genuine when the first inspection is finished.
o DMLC-Part II:
▪ outlines what the shipowner needs to do to meet the national requirements
▪ shows the measures suggested to make sure that improvement continues
▪ must be written in clear terms
▪ is designed to help everyone involved to easily check that the requirements are being put in place
properly
➢ ADVANTAGES OF MLC
o A comprehensive set of basic maritime labour principles and rights
o Simplification of international requirements
o A strong enforcement regime, backed by a certification system
o Verifiable compliance with basic minimum employment and social requirements
o Application to all ships including those of non-ratifying Members
o Improved working and living conditions for seafarers
o A more secure and responsible maritime workforce
o A more socially responsible shipping industry
o Improved social dialogue at all levels
o Seafarers better informed of their rights and remedies
o Improved supervision at all levels: the ship, the company, the flag state, the port state, and the ILO
o Global and uniform compliance and verification
o Improved possibilities of keeping labour conditions up to date
o Permanent review of maritime labour situation
o Positive impact on safety at sea
o Positive impact on the protection of the environment

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➢ FOR GOVERNMENT PREPARED BY GAMI. ...344
o A comprehensive set of basic maritime labour principles and rights
o Simplification of international requirements
o A strong enforcement regime, backed by a certification system
o Verifiable compliance with basic minimum employment and social requirements
o Application to all ships including those of non-ratifying Members
o Improved working and living conditions for seafarers
o A more secure and responsible maritime workforce
o A more socially responsible shipping industry
o Improved social dialogue at all levels
o Seafarers better informed of their rights and remedies
o Improved supervision at all levels: the ship, the company, the flag state, the port state, and the ILO
o Global and uniform compliance and verification
o Improved possibilities of keeping labour conditions up to date
o Permanent review of maritime labour situation
o Positive impact on safety at sea
o Positive impact on the protection of the environment
➢ FOR SHIPOWNERS
o A more level playing field to help ensure fair competition and to marginalize substandard operations
o Will benefit from a system of certification, including a certification system possible for ships less than 500
GT, if the Shipowner so requests
o A more socially responsible shipping industry
o A better protected and more efficient workforce
o Help ensure that ships are operated safely and securely with few problems and few delays in ports
o New Convention contains minimum standards that are well within the current industry practice and should
easily be met by most shipowners
➢ FOR SEAFARERS
o A comprehensive set of basic maritime labour principles and rights as well as ILO fundamental rights
o Convention spells out in one place and clear language seafarers’ basic employment rights
o Seafarers better informed of their rights and of remedies available
o Improved enforcement of minimum working and living conditions
o Right to make complaints both on board and ashore
o Clear identification of who is the shipowner with overall responsibility, for the purposes of this Convention
➢ OCCUPATIONAL SAFETY AND HEALTH
o Occupational safety and health is generally defined as the science of the anticipation, recognition,
evaluation and control of hazards arising in, or from, the workplace that could impair the safety, health and
well-being of workers.
o This includes the promotion and maintenance of the highest degree of physical, mental and social well-
being of workers in all occupations.
o It also takes into account the possible impact on the surrounding communities and the general
environment.
o The central focus of OSH is to assess and manage occupational risks through the application of preventive
and protective measures.
o The maritime working environment comprises the physical, ergonomic, chemical, biological, psychological
and social elements which could lead to occupational accidents, injuries and diseases.
o Seafarers face demanding working conditions, isolation, long hours of work, rigid organizational structures
and high levels of stress and fatigue.
o They must also learn to communicate with others in multinational crews.
o Alcohol and drug abuse, violence and harassment, and infectious diseases are further potential problems.
o International labour standards, national laws, codes of practice and other specialized guidance documents
provide information on the types of hazards that may be encountered on ships and the relevant preventive

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 and protective measures to help ensure that the working and living environmP enRtEfPoA
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healthy as possible.
o Certain occupational exposures are diffuse and of low intensity, and may be the origin of certain diseases
that may appear years after the end of exposure.
o Seafarers must be physically and mentally healthy to be able to work safely and productively.
o The essential purpose of OSH is to prevent occupational accidents, injuries and diseases by managing
occupational hazards and risks.
o Procedures for hazard identification and risk assessment have to be conducted to identify what could cause
harm to seafarers and property and the environment, especially the working environment, so that
appropriate preventive and protective measures can be developed and implemented.
o OSH management systems may provide a means for assessing and improving seafarers’ safety and health
through the management of occupational hazards and risks.
o They can bebased on the principle of the “plan-do-check-act” (PDCA) approach, designed to continuously
monitor performance.
▪ Plan involves the setting of an OSH policy, including the allocation of resources, acquisition of skills
and organization of the system, and hazard identification and risk assessment
▪ Do refers to the actual implementation and operation of the OSH programme.
▪ Check means measuring both the active and reactive performance of the programme
▪ Act closes the cycle with a review of the system for the purposes of continual improvement and
priming of the system for the next cycle.
o Occupational risk-assessment processes are essential to OSH laws, regulations and other guidance whose
ultimate objective is to protect the safety and health of workers.
o To ensure continuous improvement in safety, the competent authority should ensure that shipowners
develop OSH management systems and risk-assessment procedures to provide a safe occupational
environment for seafarers on ships that fly their flag
o Research should be undertaken to identify trends and hazards in order to create a basis for measures to
promote OSH protection and prevention of accidents, injuries and diseases.
o Shipowners should ensure that masters have adequate support to carry out their responsibility for OSH
management while on board effectively
o Establishing a safety culture with high standards for OSH on board ship requires planning and organization
and the cooperation and support of management and seafarers
o The competent authority should ensure that shipowners:
▪ consult with seafarers and, where appropriate, the representative seafarers’ organizations, on the
drafting and implementation of OSH policies;
▪ establish safety committees as required by the competent authority
▪ establish systems to conduct on-board investigations into occupational accidents, injuries and,
where applicable, diseases, and provide reports to the competent authority;
o Guidance to shipowners on the implementation of OSH policies and programmes may include the following:
▪ that they ensure the design of the workplace on board takes into account prevention principles and
technical progress in the industry, and conforms to relevant international and national laws,
regulations, standards or codes of practice
▪ that they ensure the members of the safety committee:
• have access to the lists and descriptions of occurrences that are required to be reported and
the information required to be included in reports of occupational accidents, incidents and
diseases on board ship and all relevant ship reports
• have access to the information on hazards or potential hazards which are known to the
shipowner and master, and to all relevant publications by the IMO, the ILO and other
international organizations;
• are given opportunities during their working hours to acquire the necessary knowledge or
training on safety and health issues;
o The ship’s master should ensure that

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ the shipowner’s OSH policy and programme is implemented PoRnEPbA
oRarEdD sBhYipGA
anMdI...c..l3e4a6rly
communicated to all crew;
▪ a positive safety culture exists on the ship, including reasonable precautions and continuous safety
improvement to prevent occupational accidents, injuries and diseases on board ship;
▪ seafarers are encouraged to participate actively and express their views on safe and healthy
working conditions and risk assessments, without fear of dismissal or other prejudicial measures;
▪ work is planned, carried out and supervised so as to minimize the possibility of accidents, injuries or
diseases;
▪ seafarers are assigned only to work to which they are suited by age, state of health and skills, and
no seafarer under the age of 18 is assigned inappropriate duties;
▪ appropriate notices and instructions are issued in a clear and easily understood manner, in a
language or languages verified to be understood by the entire crew;
▪ safety equipment, including all emergency and protective equipment, is maintained in good order
and stowed properly
▪ all statutory drills and musters are conducted realistically, effectively and conscientiously at the
required intervals and comply with any applicable rules and regulations;
▪ practice and training is given in emergency procedures and special emergency equipment usage is
demonstrated to the crew at regular intervals;
▪ operating manuals, vessel plans, national laws and regulations, safety procedures and so on are
available to seafarers requiring such information to conduct their work safely
▪ one or more safety representatives are appointed or elected, and regular meetings of the safety
committee are held on board a ship on which there are five or more seafarers.
o Seafarers should:
▪ actively participate in promoting a safety culture and express their views on safe and healthy
working conditions and risk assessments;
▪ participate in OSH meetings and do everything possible to maintain both their own safety and
health and those of other persons on board
▪ properly use the preventive principles and utilize available PPE and clothing as instructed and
otherwise when appropriate
▪ use only machinery that is properly guarded and not render the guards inoperative;
▪ have the right to remove themselves from dangerous situations or operations when they have good
reason to believe that there is an imminent and serious danger to their safety and health.
➢ Cultural Differences:
➢

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ Chain lockers. PREPARED BY GAMI.....347
▪ Scuppers, sanitary discharges and valves
▪ Check the; last anchor chain report and accordingly prepare for anchor and anchor chain inspection
▪
➢ BULK CARRIER

o Definition as per SOLAS Chapter IX:

▪ Bulk carrier means a ship which is constructed generally with single deck, top-side tanks and
hopperside tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes
such types asore carriers and combination carriers
o Definition as per SOLAS Chapter XII
▪ Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk, including such types
as ore carriers and combination carriers
o Damage stability requirements
▪ Bulk carriers of 150 m in length and upwards of single-side skin construction, designed to carry solid
bulk cargoes having a density of 1,000 kg/m3 and above, constructed on or after 1 July 1999 shall,
when loaded to the summer load line, be able to withstand flooding of any one cargo hold in all
loading conditions and remain afloat in a satisfactory condition of equilibrium
▪ Bulk carriers of 150 m in length and upwards of double-side skin construction in which any part of
longitudinal bulkhead is located within B/5 or 11.5 m, whichever is less, inboard from the ship.s side
at right angle to the centreline at the assigned summer load line, designed to carry solid bulk
cargoes having a density of 1,000 kg/m3 and above, constructed on or after 1 July 2006 shall, when
loaded to the summer loadline, be able to withstand flooding of any one cargo hold in all loading
conditions and remain afloat in a satisfactory condition of equilibrium
▪ Bulk carriers of 150 m in length and upwards of single-side skin construction, carrying solid bulk
cargoes having a density of 1,780 kg/m3 and above, constructed before 1 July 1999 shall, when
loaded to the summer load line, be able to withstand flooding of the foremost cargo hold in all
loading conditions and remain afloat in a satisfactory condition of equilibrium
▪ The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an empty hold
shall be assumed as 0.95,
▪ Bulk carriers of 150 m in length and upwards shall be fitted with a loading instrument capable of
providing information on hull girder shear forces and bending moments
o Bulk carriers shall be fitted with water level detectors

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ in each cargo hold, giving audible and visual alarms, one whenPRthEePAwRaEteDr BlY evGelAM
abIo..v..e.34t8he
innerbottom in any hold reaches a height of 0.5 m and another at a height not less than 15% of the
depth ofthe cargo hold but not more than 2 m.
▪ For cargo holds which are used for water ballast, an alarm overriding device may be installed.
▪ The visual alarms shall clearly discriminate between the two different water levels detected in each
hold;
▪ in any ballast tank forward of the collision bulkhead required by regulation II-1/12, giving an audible
and visual alarm when the liquid in the tank reaches a level not exceeding 10% of the tank capacity.
An alarm overriding device may be installed to be activated when the tank is in use;
▪ any dry or void space other than a chain cable locker, any part of which extends forward of the
foremost cargo hold, giving an audible and visual alarm at a water level of 0.1 m above the deck.
Such alarms need not be provided in enclosed spaces the volume of which does not exceed 0.1% of
the ship’s maximum displacement volume.
➢ OIL TANKER

o Crude oil means any liquid hydrocarbon mixture occurring naturally in the earth whether or not treated to
render it suitable for transportation and includes:
▪ crude oil from which certain distillate fractions may have been removed; and
▪ crude oil to which certain distillate fractions may have been added.
o Oil tanker means a ship constructed or adapted primarily to carry oil in bulk in its cargo spaces andincludes
combination carriers,
o Types of Oil Tanker Based on Size
▪ VLCC: Known as Very Large Crude Carriers, these tankers have a cargo carrying capacitance of
2,50,000 tons
▪ ULCC: They are known as Ultra Large Crude Carriers and have a cargo hauling capacitance range up
to 5, 00,000 tons.
▪ Panamax: The classification of tankers that can pass through the Panama Canal is known as the
Panamax.

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪Aframax: The Aframax cargo tankers are that type of tanker ships P wRhE
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inlG
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Mediterranean, China Sea and the Black Sea. These tankers have a dead weight tonnage (DWT)
between 80,000 and 1, 20,000 tonnes
▪ the Suezmax vessels are so called because of their ease in passing through the Suez Canal.
➢ CHEMICAL TANKER
o Chemical tanker is a cargo ship constructed or adapted and used for the carriage in bulk of any
liquidproduct listed in either:
▪ chapter 17 of the International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk
▪ chapter VI of the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals
in Bulk
o Types:
▪ A type 1
• ship is a chemical tanker intended to transport Chapter 17 products with very severe
environmental and safety hazards which require maximum preventive measures to
preclude an escape of such cargo
• The quantity of cargo required to be carried in a Type 1 ship should not exceed 1,250 m3 in
any one tank
• Double side width B/5 or 11.5 mtrs whichever is less.
• DB depth B/15 or 6 mtrs at centre line, but not < 760mm
▪ A type 2
• ship is a chemical tanker intended to transport Chapter 17 products with appreciably severe
environmental and safety hazards which require significant preventive measures to
preclude an escape of such cargo
• The quantity of cargo required to be carried in a Type 2 ship should not exceed 3000 m3 in
any one tank
• Tanks for Type II cargoes should be located at least 760mm from the ship's shell and outside
the extent of assumed grounding damage
▪ A type 3
• ship is a chemical tanker intended to transport Chapter 17 products with sufficiently severe
environmental and safety hazards which require a moderate degree of containment to
increase survival capability in a damaged condition
• There is no filling restriction for chemicals assigned to Ship Type 3
• There is no special requirement for cargo tank location. No limit for size of tank.
o Damage Stability:
▪ In any stage of flooding
• the waterline, taking into account sinkage, heel and trim, shall be below the lower edge of
any opening through which progressive flooding or downflooding may take place.
• the maximum angle of heel due to unsymmetrical flooding shall not exceed 25°, except that
this angle may be increased to 30° if no deck immersion occurs
• the residual stability during intermediate stages of flooding shall be to the satisfaction of
the Administration
▪ At final equilibrium after flooding
• the righting-lever curve shall have a minimum range of 20° beyond the position of
equilibrium in association with a maximum residual righting lever of at least 0.1 m within
the 20° range; the area under the curve within this range shall not be less than 0.0175 m
radians
• the emergency source of power shall be capable of operating.
•

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 PREPARED BY GAMI. ...350
NAVAL ARCHITECTURE

➢ DEFINITIONS
o “margin line” means a line drawn at least 76 mm. below the upper surface of the bulk head at the side of a
ship and assumed for the purpose of determining the floodable length of the ship;
o Permeability” in relation to a space means the percentage of that space below the ships margin line which
can be occupied by water;
o “sub-division load line’ means the load line indicating the depth to which a ship can be loaded having regard
to the extent to which she is sub-divided and to the space for the time being allotted to passengers
o
➢ FUNDAMENTALS OF STABILITY
o Stability:Stability is the tendency of a vessel to rotate one way or the other when forcibly inclined
o INITIAL STABILITY - The stability of a ship in the range from 0� to 7�/10� of inclination.
o OVERALL STABILITY - A general measure of a ship's ability to resist capsizing in a given condition of loading.
o DYNAMIC STABILITY - The work done in heeling a ship to a given angle of heel.
o Metacenter: As the ship is inclined through small angles of heel, the lines of buoyant force intersect at a
point called the metacenter.
o Block Coefficient:
▪ The block coefficient is the ratio of underwater area divided by the multiplication of the
maximum waterline length, breadth and draught. It is an indication of hull fullness.
Cb= ∇/LBd
▪ Higher block coefficients suggest indicate a hull with more interior volume, but very full ends and a
flat bottom—great for a cargo vessel.
▪ Smaller block coefficients suggest a hull with more rounded bilges and/or finer bow and stern
sections.
▪ Hulls with large block coefficients also tend to have poorer directional stability. In other words, they
are harder to keep going on a straight course
▪ The purpose is to determine a vessels most economic hull design for its intended use, and to
determine a hull's flair and amount of freeboard.
▪ Block coefficient affects resistance and ships that favour block coefficient hull designs have vertical
sidewalls below the waterline. Block works best with tankers, as tankers are required to have
double walls and the block method keeps the ballast lower.
o Prismatic Coefficient (Cp)
▪ The prismatic coefficient is the underwater area, divided by the area of a midship section, times the
length of the ship.
▪ It is an indication of hull fineness, and may be broken down into fore & aft components.
▪ This formula can be written as Cp= ∇/AmL
▪ Prismatic coefficient creates a hull with a flared sidewall below the waterline (more trapezoidal
shaped) and a bit smaller wetted surface area
o Midship Sectional Coefficient (Cm)
▪ The midship sectional coefficient is the multiplication of waterline breadth and draught divided by
the area below the waterline of the midship section. This formula may be written as Cm= Am/Bd

➢ ANGLE OF LOLL: -
o initial unstable ship will not be upright. While heeling one side, the angle at which the G & B coincides in
neutral equilibrium.
o If GZ=0 then angle of Equilibrium = angle of loll
o How to Recognize
▪ Vessel will not remain upright and will assume a list to either port or starboard.
▪ Vessel "flops" to port or starboard.
▪ Vessel will have a very long, slow roll period about the angle of list.
▪ A small GM is known to exist, plus any of the above.

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 o ANGLE OF LIST PREPARED BY GAMI.....351
▪ +ve GM
▪ Stable Equilibrium.
▪ G off the Centreline.
▪ Corrected by moving G back to the Centreline by moving/loading weights towards the “high side”.
o Angle of Loll
▪ -ve GM
▪ Unstable Equilibrium.
▪ G on the Centreline.
▪ Corrected by lowering G below M
o CORRECTION OF ANGLE OF LOLL
▪ Moving cargo to a lower position;
▪ Jettisoning top-weight (in an emergency);
▪ Reducing FSE by pressing up/emptying tanks;
▪ Filling low ballast spaces such as DB tanks
▪ top up tanks that are already slack.
▪ Start with the smallest tank on the LOW side first. (If a tank on the high side is filled first, the ship
will start to right herself but will then tend to roll over suddenly in an uncontrolled fashion as she
passes through the upright. She will then „whip‟ through to a larger angle of loll on the other side.
She may even capsize if the momentum gathered is sufficient.) When the low side is filled first, the
angle of list will increase initially, but in a slow and controlled fashion. After some time, the weight
of the ballast water added will be sufficient to lower the ship’s COG (despite the extra FSE), to cause
the angle of list to decrease. By this method the inclining motions of the v/l take place in a gradual
and controlled manner
▪ now fill the opposite tank on the high side.
▪ fill tanks alternately, low side first, until the v/l returns to positive GM.
▪ ensure that all tanks are completely filled.

➢ GZ CURVES OF STABILITY

o Graph where GZ is plotted against the angle of heel.

o Drawn for each voyage condition by the ship’s officer.
o This curve is for a particular displacement and KG.
o From this curve it is possible to ascertain the following:
▪ Initial metacentric height – point of intersection of the tangent drawn to the curve at the initial
point and a vertical through the angle of heel of 57.3° (1 radian)

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ Angle of contra flexure – the angle of heel up to which the rate oPfRin EcPrA
eaRsEeDoBf YGZGA
wMithI..h
...e3e5l2 is
increasing. Though the GZ may increase further, the rate of increase of GZ begins to decrease at this
angle.
▪ The range of stability – where all GZ values are positive.
▪ The maximum GZ lever & the angle at which it occurs.
▪ The angle of vanishing stability – beyond which the vessel will capsize.
▪ The area of negative stability.
▪ The moment of statical stability at any given angle of heel (GZ x Displacement of the ship).
▪ The moment of dynamical stability – work done in heeling the ship to a particular angle.
• Dynamical stability at è = W x A (in t-m-rad)
o W = Displacement (in tonnes)
o A = area between the curve and the baseline up to the given angle of heel (in
metre-radians).
o Assumption:
▪ The ship's center of gravity does NOT change position as the angle of heel is changed.
▪ The ship's center of buoyancy is always at thegeometric center of the ship's underwater hull
▪ The shape of the ship's underwater hull changesas the angle of heel changes.

➢ CROSS CURVES OF STABILITY

o The Cross Curves Of Stability are used to determine the length of the righting arm at any angle of inclination
for a given displacement.
o To draw the curve of statical stability, we need GZ values for various angles of heel.
o For this we use the GZ cross curves of stability.
o These curves are provided for an assumed KG, tabulating GZ values for various displacements and angles of
list.
o Called cross curves because the various curves actually ‘cross’ each other.
o Since the curves are plotted for an assumed KG, if the actual KG differs from this a correction (GG1Sineθ)
needs to be applied.
o This correction is positive if the actual KG is less than the assumed KG and vice-versa.

o After obtaining the GZ values at various angles, the curve of statical stability is prepared

➢ KN CROSS CURVES OF STABILITY

o Same as the GZ cross curves and also used to get the GZ values for making the curve of statical stability.
o The only difference being that here the KG is assumed to be ZERO.
o This solves the problem of a sometimes positive and sometimes negative correction, as now the correction
is always subtracted.
o GZ = KN – KG Sine θ

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
➢ BONJEAN CURVES PREPARED BY GAMI.....353
o Curve plotted on lines plan of ship is calls bonjean curve, here the longitudinal section of the vessel is
divided in 10 stations.
o At each station transverse section and each draft, we calculate e area and moment of area., these moments
then plotted on the lines plan....
o Use: fo calculation of hydrostatics like displacement block coefficient centre of floatation TPC etc.
o Enable the users to calculate the displacement and the centre of buoyancy for a given waterline, in an
upright condition
o curves of areas of transverse sections and their moments about the baseline of a ship used in making
calculations (as to determine the force of buoyancy during launching)
o The Bonjean curve had as its ordinate the cross sectional area at that section, up to the waterline
concerned. Each curve was usually plotted with its axis The vertical axis was traditionally at ship scale.
o Their main uses were for launching (end launching) and longitudinal strength.
o For launching, prior to stern lift, the progressive waterlines would be set up on the ship profile with the
Bonjean curves.
o Where this waterline cut the vertical axis was the local draft at that section. Bonjean area was read at each
such intersection, and then integrated longitudinally for both volume and moment.
o These gave the volume of buoyancy and its longitudinal moment about the fore poppet for each successive
waterline, to match against moment of weight force about the fore poppet, defining the point of stern lift.

➢ HYDROSTATIC CURVES

➢ A series of graphs drawn to a vertical scale of draught and a base of length, which gives values such as the centre of
buoyancy, displacement, moment causing unit trim, and centre of flotation.
➢ In practice tables with hydrostatic parameters calculated for different draughts are used. However, only having
traditional graphs it is possible to observe character of hydrostatic curves and understand ship behaviour

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 PREPARED BY GAMI.....354
➢ INTACT STABILITY CRITERIA:

In port, the initial metacentric height GMo, corrected for the free surface measured at 0° heel, shall be not
o
less than 0.15 m;
o At sea, the following criteria shall be applicable:
▪ A-area under curve up to 30 degrees to be not less than 0.055 metre-radian.
▪ B-area under curve up to x degrees to be not less than 0.09 metre-radian
▪ C-area between 30 degrees and x degrees to be not less than 0.03 metre-radian.
▪ x-40 degrees or any lesser angle at which the lower edges of any openings in the hull,
superstructure or deckhouses which lead below deck and cannot be closed weathertight, would be
immersed
▪ E-maximum GZ to occur at angle not less than 30 degrees and to be at least 0.20 metre in height
▪ the maximum righting arm shall occur at an angle of heel preferably exceeding 30° but not less than
25°
▪ the initial metacentric height GMo, corrected for free surface measured at 0° heel, shall be not less
than 0.15 m
➢ DAMAGE STABILITY
o Oil tankers shall be regarded as complying with the damage stability criteria if the following requirements
are met:
▪ The final waterline, taking into account sinkage, heel and trim, shall be below the lower edge of any
opening through which progressive flooding may take place.
▪ In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not exceed 25°,
provided that this angle may be increased up to 30° if no deck edge immersion occurs.
▪ The stability in the final stage of flooding shall be investigated and may be regarded as sufficient if
the righting lever curve has at least a range of 20° beyond the position of equilibrium in association
with a maximum residual righting lever of at least 0.1 m within the 20° range; the area under the
curve within this range shall not be less than 0.0175 m·rad.
▪ The Administration shall be satisfied that the stability is sufficient during intermediate stages of
flooding
▪ Equalization arrangements requiring mechanical aids such as valves or cross-levelling pipes, if fitted,
shall not be considered for the purpose of reducing an angle of heel or attaining the minimum range
of residual stability to meet the requirements
o For Bulk Carrier: SOLAS CHAPTER XII
▪ Bulk carriers of 150 m in length and upwards of single side skin construction, designed to carry solid
bulk cargoes having a density of 1,000 kg/m3 and above, constructed on or after 1 July 1999 shall,
when loaded to the summer load line, be able to withstand flooding of any one cargo hold in all
loading conditions and remain afloat in a satisfactory condition of equilibrium
▪ Bulk carriers of 150 m in length and upwards of single side skin construction, carrying solid bulk
cargoes having a density of 1,780 kg/m3 and above, constructed before 1 July 1999 shall, when
loaded to the summer load line, be able to withstand flooding of the foremost cargo hold in all
loading conditions and remain afloat in a satisfactory condition of equilibrium
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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ The assumed flooding need only take into account flooding ofPR thEePAcaRrE
goD BhY GAsM
old paIc..e....35T5he
permeability of a loaded hold shall be assumed as 0.9 and the permeability of an empty hold shall
be assumed as 0.95, unless a permeability relevant to a particular cargo is assumed for the volume
of a flooded hold occupied by cargo and a permeability of 0.95 is assumed for the remaining empty
volume of the hold

➢ PROBABLISTIC and DETERMINISTIC APPROACH

o Damage Stability calculations are required in order to achieve a minimum degree of safety after flooding.
o In order to assess the behavior of the vessel after damage two approaches have been developed: -
▪ Deterministic
▪ Probabilistic
o These are to be applied depending on the type of ship.
o Deterministic Approach:
▪ Subdivision is calculated based on theoretical principle
▪ It is based on standard dimension of damage extending anywhere along the ship’s length or
between transverse bulkheads depending on the relevant requirements
• The consequence of such standard of damage is the creation of a group of damage cases,
the no. of which and as well as no. of compartments involved in each case, depends on
ship’s dimensions and internal sub-divisions.
• For each loading condition, each damage case is to be considered and all applicable criteria
are to be complied with.
• Different deterministic methods in damage stability have been developed depending on
ship’s type, on freeboard reduction and the kind of cargo carried.
• The deterministic method to be applied for passenger ships, oil tankers, chemical tankers,
gas carriers and special purpose ships.
• The deterministic method to be applied in cases of free board reduction
o Probabilistic Approach:
▪ The probabilistic method applies to cargo ships of length more than 80 m and for which no
deterministic method applies.
• The probabilistic method was devised in the year 1973.
• This showed a pattern in accidents which could be used in improving the design of the
ships. For eg: Most damage was sustained in the forward part of the ship hence it seemed
logical, to improve the standards of subdivisions forward rather than towards the stern.
• The probabilistic method is based on statistical evidence concerning what actually happens
when ships collide, in terms of sea state and weather conditions, extent and location of
damage, speed and course of the ship and whether the ship survived or sank.
• Therefore probabilistic concept is believed to be more realistic than the earlier
deterministic method, in which ship’s subdivision is based on theoretical principles.
• It is based on three probabilities related to sub-division and damage stability requirements:
o Probability that the ship may be damaged (Probability of occurance)
o Probability as to the location of damage and extent of flooding. Depends on
arrangement of W/T sub-divisions which have a direct influence on the location and
extent of hull damage.
o Probability to assess the ability of the ship to survive in flooded Situation
(Probability of Survival)Depends on the buoyancy and stability in flooded condition
which will further depend on the following:-
▪ Location and extent of damage
▪ Permeability of flooded space
▪ Draft and stability before flooding
▪ Applied forces and moments

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 ▪ The probabilistic method takes the probability of survival after collisioPnRE
asPaAR
mEeD
asB
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fMshIip....s.a35fe6ty
in damaged condition, referred to as ATTAINED SUB-DIVISION INDEX – A and a REQUIRED SUB-
DIVISION INDEX – R which is defined by IMO in terms of persons and size of vessel Criteria

ATTAINED SUB-DIVISION INDEX (A) >REQUIRED SUB-DIVISION INDEX (R)

▪ The damage stability calculations are performed for a limited no. of drafts and relevant GM values
in order to draw a minimum GM curve, where the attained subdivision index – A achieves the
minimum required level of safety R.
▪ For cargo ships, each case of damage is not required to comply with the applicable criteria, but the
attained index – A, which is the sum of contribution of all damage cases, is to be equal or greater
than R.
▪ The subdivision of a ship is considered sufficient if the attained subdivision index A is greater than
the required sub division index R.
▪ The partial indices As,Ap, Al should not be less than 0.9R for passenger ships and 0.5R for cargo
ships.
▪ Requirement for sub-division and damage stabilityAttained sub-division index – A > Required sub-
division index – RAttained sub division index A
▪ The attained sub division index A is obtained by the summation of the partial indices calculated for
the drafts ds, dp& dl as per below formula.
A = 0.4As + 0.4Ap + 0.2A1
Where ds = deepest sub division draft
dp = partial sub division draft
dl = light service draft
▪ Each partial index is a summation of contribution of all damage cases taken into consideration using
the below formula
Where A = ∑ Pi x Si
o i = represents each compartment or group of compartment under consideration
o Pi = accounts for probability that only the compartment or group of compartments
under consideration may be flooded disregarding horizontal sub-divisions.
o Si = accounts for the probability of survival after flooding of compartments or group
of compartments under consideration including effects of horizontal sub-divisions.
▪ Required sub division index R
• The degree of subdivision to be provided shall be determined by the required sub division
index R which is as follows:
For cargo ships greater than 100m in length (Ls)
R = 1 - (128 / Ls + 152)
Which is fixed for the ship as per the size and no of persons.
➢ TRIM AND STABILITY BOOKLET:
o a general description of the ship, including:
o the ship's name and the Society classification number
o the ship type and service notation
o the class notations
o the yard, the hull number and the year of delivery
o the Flag, the port of registry, the international call sign and the IMO number
o the moulded dimensions
o the draught corresponding to the assigned summer load line, the draught corresponding to the assigned
summer timber load line and the draught corresponding to the tropical load line,
o instructions on the use of the booklet
o general arrangement and capacity plans indicating the assigned use of compartments and spaces
o a sketch indicating the position of the draught marks referred to the ship's perpendiculars
o hydrostatic curves or tables corresponding to the design trim,

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MEO CLASS 1 COMBINED NOTE OF RUPESH AND RAVINDRA
 o cross curves (or tables) of stability PREPARED BY GAMI.....357
o tank sounding tables or curves showing capacities, centres of gravity, and free surface data for each tank
o intact stability results (total displacement and its centre of gravity co-ordinates, draughts at perpendiculars,
GM, GM corrected for free surfaces effect, GZ values and curve
o information on loading restrictions
o information concerning the use of any special cross-flooding fittings with descriptions of damage conditions
which may require cross-flooding, when applicable
o information about openings (location, tightness, means of closure), pipes or other progressive flooding
sources

➢ RESISTANCE:
o Total Resistance = Frictional Resistance + Residuary Resistance
o Frictional Resistance
▪ The frictional resistance RF of the hull depends on the size of the hull’s wetted area AS, and on the
specific frictional resistance coefficient CF. The friction increases with fouling of the hull, i.e. by the
growth of, i.a. algae, sea grass and barnacles.
▪ Rf = f S Vn
• f = coefficient of friction = 0.417 + .773/(L+2.862)
• L= length
• S= wetted surface
• V= ship speed in knots
• n= index=1.825
o Residuary Resistance
▪ Residual resistance RR comprises wave resistance and eddy resistance. Wave resistance refers to
the energy loss caused by waves created by the vessel during its propulsion through the water,
while eddy resistance refers to the loss caused by flow separation which creates eddies, particularly
at the aft end of the ship.
▪ Wave resistance at low speeds is proportional to the square of the speed, but increases much faster
at higher speeds.
➢ ADMIRALTY COEFFICIENT
o The Admiralty coefficient A is constant for a given hull and gives the approximate relationships between the
needed propulsion power P, ship speed V and displacement ∇.
o Thus, the constant A is defined as follows:
▪ A = (∇2/3х V3)/P =(∇2/3х V3)/P
➢ POWER:
o Indicated Power, ip: power produced in engine
o Shaft Power, sp : power transmitted to shaft
▪ sp = ip x mech efficiency
o Delivered Power, dp: power developed to propeller
▪ dp = sp x transmission efficiency
o thrust power, tp: thrust exerted by propeller to exceed the total resistance
▪ tp = dp x propeller efficiency
o effective power, ep
▪ Hull Efficiency is defined as the ratio of the effective power for a hull with appendages to the thrust
power developed by propellers
▪ ep = tp x hull efficiency
o Quasi Propulsion Factor: “Quasi-propulsion” coefficient is defined as the ratio of the effective horsepower
to the delivery horsepower.
▪ ep = dp x QPC

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 PREPARED BY GAMI.....358
ADDITIONAL QUESTIONS
➢ HOW CHIEF ENGINEER ASSIST SUPERITENDENT / OWNER IN SHIPS BUDGETING
o Fuel oil price- proper bunker planning and optimum ordering of bunker
o L.O. Price- optimum Quantity to order
o Spare cost- order spare as such to maintain minimum stock of expensive parts
o Maintenance cost- reduce breakdown with proper maintenance and reduce use of shore technician
o Insurance- proper maintenance of machinery and equipment and avoid breakdown
o Dry docking- proper planning
o New regulation- find need for any new installation and changes to comply
o Piracy- maintain security level and security items
o Surveys/ audits/ inspection- ensure all systems in order to avoid any deficiency and delays

➢ TMSA
o OCIMF’s Tanker Management and Self-Assessment programme was introduced in 2004 as a tool to help
vessel operators assess, measure and improve their safety management systems.
o It complements industry quality codes and is intended to encourage self-regulation and promote continuous
improvement among tanker operators.
o The TMSA programme offers a standard framework for assessment of a vessel operator’s safety
management systems.
o The framework is based on 12 elements of management practice, each one associated with a clear objective
and a set of supporting KPIs to help operators assess the level of attainment in their company.
o The benefits of the TMSA to vessel operators are clear:
▪ Helps to drive up the standards of safety management systems, leading to fewer incidents.
▪ Encourages a continuous improvement approach to safety management.
▪ Embeds a preventative approach to maintenance, reducing unplanned stoppages and delays for
repairs.
▪ The reduced the risk of incidents and delays/breakdowns feeds back over time into higher
performance in terms of safety and environmental protection and enhances the reputation of the
company.
▪ Companies that incorporate the TMSA guidelines into their management systems are considered to
have an active assessment process, even if not being inspected under SIRE or having adopted ISM.
▪ Reduced risk of incidents feeds back over time into lower insurance costs and higher earnings.
▪ The process is not imposed upon vessel operators from outside. It is owned and managed by the
operators themselves and the resulting data remains fully under their control

➢ GMDSS SEA AREAS

o Sea Area A1
▪ An area within the radiotelephone coverage of at least one VHF coast station in which continuous
digital selective calling (Ch.70/156.525 MHz) alerting and radiotelephony services are available.
▪ Such an area could extend typically 30 to 40 nautical miles (56 to 74 km) from the Coast Station.
o Sea Area A2
▪ An area, excluding Sea Area A1, within the radiotelephone coverage of at least one MF coast station
in which continuous DSC (2187.5 kHz) alerting and radiotelephony services are available.
▪ For planning purposes, this area typically extends to up to 180 nautical miles (330 km) offshore
during daylight hours, but would exclude any A1 designated areas. In practice, satisfactory coverage
may often be achieved out to around 150 nautical miles (280 km) offshore during night time.
o Sea Area A3
▪ An area, excluding sea areas A1 and A2, within the coverage of an Inmarsat geostationary satellite.
▪ This area lies between about latitude 76 Degrees North and South, but excludes A1 and/or A2
designated areas.

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 ▪ Inmarsat guarantees their system will work between 70 South and P7R 0 ENPoArR
thEtDhoBuYgh
GAitMwIi.l.l...o3f5t9en
work to 76 degrees South or North.
o Sea Area A4
▪ An area outside Sea Areas A1, A2 and A3 is called Sea Area A4.
▪ This is essentially the polar regions, north and south of about 76 degrees of latitude, excluding any
A1, A2 and A3 areas.
➢ LRIT
o
The long range identification and tracking (LRIT) system for ships aims to enhance security for government
authorities.
o LRIT provides ship identity and current location information in sufficient time for a government to evaluate
the security risk posed by a ship off its coast and to respond to reduce the risk if necessary.
o An active and accurate long range identification and tracking system also has potential benefits in terms of
maritime safety, marine environment protection, and maritime search and rescue.
o Accurate information on the location of the ship in distress, as well as ships in the vicinity that could lend
assistance, reduces response time, supporting timely rescues and minimising pollution.
o The LRIT system was set up under the auspices of the International Maritime Organisation (IMO).
o It aims to provide a global system for the identification and tracking of ships.
o The LRIT system is mandatory for all passenger ships, high speed craft, mobile offshore drilling units and
cargo ships of over 300 gross tonnes, and has been in force since July 2009.
o HOW LRIT WORKS
▪ LRIT shipborne equipment transmits position information to the Communication Service Provider.
▪ Communication Service Providers (CSP) provide the communication infrastructure and services to
ensure the end-to-end secure transfer of the LRIT message between the ship and ASP.
▪ Application Service Providers (ASP) provide a communication protocol interface and add
information to the LRIT message between the CSP and the LRIT Data Centre.
▪ LRIT Data Centre collects and provides LRIT information to its users according to the Data
Distribution Plan.
▪ LRIT Data Distribution Plan (DDP) defines rules and access rights (i.e. which users can receive what
LRIT information). The DDP server is managed by IMO and is populated by SOLAS Contracting
Governments, following IMO technical specifications.
▪ International LRIT Data Exchange (IDE) routes LRIT information between LRIT Data Centres
according to the DDP.
➢ SEA STATE
o The Beaufort scale is an empirical measure for the intensity of the wind based mainly on sea-state or wave
conditions.
o The Douglas Sea Scale is a scale which measures the height of the waves and also measures the swell of
the sea. The scale is very simple to follow and is expressed in one of 10 degrees

➢ SHIP ACQUISITION
o As ship owner forecast the growth of their business to accomplish this they order ship or ships. The building
of ships involves the expenditures of enormous amounts of money. Ships are usually built in lot sizes of
several or more.
o The individual cost of ships drops dramatically with the first seven to ten identical ships. Ship owners often
order ships 4, 8, 10, 12 or even 20 at a time. Hence if each ship costs tens or hundreds of millions of dollars,
an order for a fleet of ships can be monumental.
o It is therefore necessary that the acquisition be carried out in a very disciplined, business like and well
planned manner, using all the best practices of project and program management

o STEPS FOR SHIP ACQUISITION

o Planning
▪ Planning is the most important thing to do for any project.
▪ It is thinking, about the future and the action laid down in advance.

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 ▪ Planning is the design of a desired future and of effective ways of bringPiR
ngEPitAaR
bE
ouDt BY GAMI. ....360
▪ Planning includes:
• Set a mission and goal
• assess the environment
• Appraise company's capability
• Craft the strategies
• Implement the strategies
• Evaluate and control the strategies
▪ Applying it business of shipping, the team dedicated to planning should conduct rates, global
economic issues.
▪ At the end of planning phase, the owner should have a clear knowledge of fleet size required, ship
type and size required and time frame to acquire the same.
▪ The demand forecasting must be accomplished
o Design
▪ The second major phase in ship acquisition is design.
▪ means to prepare engineering drawings, specifications and to support these with calculations and
experimental testing as required.
▪ The design phase forms a transition from the requirements of the planning phase.
▪ It lends form and substance to the mission statement by establishing a configuration, form,
dimensions, layout and other characteristics, which can be represented visually.
▪ It is the point at which the centre of effort shifts from management science to engineering,
particularly, naval architecture and marine engineering.
▪ Design includes
• concept
• preliminary
• contract
• detailed
▪ Design types include: - drawings, sketches, diagrams/schematic computer imaging, models etc.
▪ Design engineering needs information on -- Output, capacity, capability, cost and delivery lead time,
weight and center of activity, dimensions, clearance required for maintenance, spare part
requirement, required maintenance, required services
o Commercial
▪ The third phase in ship acquisition process mainly involves commercial activities.
▪ It includes bidding, negotiating, contracting and financing.
▪ It requires expertise of professionals in following areas --
• Selection of yard for invitation
• Request for expression of interest
• Invitation to bid
• Bid analysis, invitation to bid
• Negotiations
• Financing
• Contracting
o
o Production and Post Production
▪ The fourth phase in the ship acquisition process involves the owner's activities during production.
▪ Immediately following the signing of the contract, the initiative in the process shifts from the buyer
(ship owner) to the seller (shipyard).
▪ Project management --
• Fulfill original objectives
• Keep project within budget
• Keep project on schedule

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 • Co-ordinate project team PREPARED BY GAMI.....361
• Detect need for and take corrective action
• Communicate progress to management

o SIX METHODS OF ACQUISITIONS

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

➢ SOLAS REQUIREMENT FOR TANKER

o the main steering gear shall be so arranged that in the event of loss of steering capability due to a single
failure in any part of one of the power actuating systems of the main steering gear, excluding the tiller,
quadrant or components serving the same purpose, or seizure of the rudder actuators, steering capability
shall be regained in not more than 45 s after the loss of one poweractuating system
o the main steering gear shall comprise either
▪ two independent and separate power actuating systems, each capable of meeting the requirements
or
▪ at least two identical power actuating systems which, acting simultaneously in normal operation,
shall be capable of meeting the requirements
o Short circuit protection and an overload alarm shall be provided for such circuits and motors. Protection
against excess current, including starting current, if provided, shall be for not less than twice the full load
current of the motor or circuit so protected, and shall be arranged to permit the passage of the appropriate
starting currents.
o Means for indicating that the motors of electric and electrohydraulic steering gear are running shall be
installed on the navigation bridge and at a suitable main machinery control position

➢ BUNKER
o BDN Contents
▪ Bunker Supplier name
▪ Bunker Supplier address, tel, fax, email
▪ DG Shipping Registration No.
▪ Port: Delivery loactaion
▪ Bunker Barge No
▪ Date of Bunkering
▪ Time Alongside
▪ Vessel IMO No., Name, GT
▪ Date and Time
• Started
• Completed
▪ Owner/Operator
▪ ETD
▪ Next Port
▪ Fuel Characteristic
• Product Name
• Sulphur Content
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 • Flash Point PREPARED BY GAMI.....362
• Water Content
• Density @15 deg C
• Viscosity @ 40/50 deg C
• GOV
• GSV
• Quantity in MT
• Volume Correction Factor
• Weight Correction Factor
o Gross Observed Volume (GOV): The total volume of all petroleum liquids excluding sediment and water and
free water, at observed temperature
o Gross Standard Volume (GSV): The total volume of all petroleum liquids and sediment and water, excluding
free water, corrected to a standard temperature by the appropriate volume correction factor for the
observed temperature and density
o BUNKER DISPUTE:
▪ Dispute in quantity must be submitted by letter of protest at the time of delivery
▪ For claiming the short delivery, the claim has to be presented by the buyer in writing within 15 days
from date of delivery
▪ For dispute with quality, claim has to be made to seller, within 30 days of delivery
▪ The parties shall have the quality of the mutually agreed sample analysed by a mutually agreed,
independent and certified testing laboratory under the national accredited body in accordance with
ISO Standard – ISO 8217. For any grade of bunkers other than the categories specified by ISO 8217,
the quality shall comply with the bunker specifications as agreed by the bunker supplier and the
buyer prior to the bunkering operation
➢ EQUIPMENT NUMBER
o The Equipment Numeral (EN) formula for anchoring equipment required here under is based on an assumed
current speed of 2.5 m/sec, wind speed of 25 m/sec and a scope of chain cable between 6 and 10, the scope
being the ratio between length of chain paid out and water dept

▪ ∆ = moulded displacements, in tonnes, to the Summer Load Waterline

▪ B = moulded breadth, in metres
▪ h = effective height, in metres, from the Summer Load Waterline to the top of the uppermost
house; for the lowest tier “h” is to be measured at centerline from the upper deck or from a
notional deck line where there is local discontinuity in the upper deck.
▪ A = area, in square metres, in profile view, of the hull, superstructures and houses above the
Summer Load Waterline which are within the Equipment length of the vessel and also have a
breadth greater than B/4

▪ a = distance, in metres, from the Summer Load Waterline amidships to the upper deck
▪ hi = height, in metres, on the centerline of each tier of houses having a breadth greater than B/4
o Once we find the equipment number, we can decide the size of anchors, chains, winches etc.
o As per equipment number, the total length of anchor chain is given. Say for particular EN, the min length of
cable required is 21 shackles. One side of anchor is given 10 shackles and another is 11 shackles.

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➢ FUNCTIONS AND DUTIES OF THE MMD PREPARED BY GAMI.....363
o Implementation of the MS ACT1958 as amended
o Registration of sea-going vessels as per the provisions laid down in Part V of the MS Act
o Conduct examinations as required under Part VI of the MS Act
o Ensuring safety of the ships as per the procedures laid down in Part IX of the MS Act
o Conduct investigations and inquiries into shipping casualties on Indian ships in any part of the world and
foreign vessels in India, as a substantially interested state, as required under Part XII
o Implementation of IMO and ILO conventions, recommendation, obligations as adopted by the Government
of India from time to time.
o Conduct audits under the ISM Code and ISPS Code

➢ FUNCTIONS OF DG SHIPPING:
o Formulation of shipping policy and legislation for development of shipping and augmentation of shipping
tonnage.
o Formulation of policy on promotion of maritime education and training.
o Supervision and control of the examination and certification of the merchant navy officers in various grades.
o Regulation of employment of seamen and their welfare.
o Formulation of policy on development of coastal shipping and sailing vessel industry.
o Supervision and control of implementation of various International Conventions relating to safety of ships,
prevention of pollution and other mandatory regulations of the International Maritime Organization.
o Representing India in international forums relating to shipping, maritime training and allied matters.
o Supervision and control of quality assurance in all areas of shipping, merchant navy training, etc.

➢ UN SPECIAL AGENCIES
o At present the UN has in total 15 specialized agencies that carry out various functions on behalf of the UN.
1. Food and Agriculture Organisation (FAO)
▪ The Food and Agriculture Organisation of the United Nations leads international efforts to defeat
hunger. Serving both developed and developing countries
2. International Civil Aviation Organization (ICAO)
▪ It codifies the principles and techniques of international air navigation and fosters the planning and
development of international air transport to ensure safe and orderly growth.
3. International Fund for Agricultural Development (IFAD)
▪ IFAD is dedicated to eradicating rural poverty in developing countries
4. International Labour Organization (ILO)
▪ The International Labour Organization (ILO) deals with labour issues.
5. International Maritime Organization (IMO)
▪ to coordinate international maritime safety and related practices.
6. International Monetary Fund (IMF)
▪ provides monetary cooperation and financial stability and acts as a forum for advice, negotiation
and assistance on financial issues.
7. International Telecommunication Union (ITU)
▪ established to standardize and regulate international radio and telecommunications.
8. United Nations Educational, Scientific and Cultural Organization (UNESCO)
▪ Its stated purpose is to contribute to peace and security by promoting international collaboration
through education, science, and culture in order to further universal respect for justice, the rule of
law, and the human rights and fundamental freedoms proclaimed in the UN Charter.
9. United Nations Industrial Development Organization (UNIDO)
▪ is the promotion and acceleration of industrial development in developing countries and countries
with economics in transition and the promotion of international industrial cooperation
10. Universal Postal Union (UPU)
▪ coordinates postal policies between member nations
11. World Bank Group (WBG)

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 ▪ is to fight poverty with passion and professionalism for lasting resPuRltE
s PaA
nR
d EtD
oBheYlpGA
peMoIp..l.e..3h6e4lp
themselves and their environment by providing resources, sharing knowledge
12. World Health Organization (WHO)
▪ acts as a coordinating authority on international public health and deals with health and sanitation
and diseases and sends medical teams to help combat epidemics
13. World Intellectual Property Organization (WIPO)
▪ encourage creative activity and to promote the protection of intellectual property throughout the
world
14. World Meteorological Organization (WMO)
▪ for modern meteorology (weather and climate), operational hydrology and related geophysical
sciences
15. World Tourism Organization (UNWTO)
▪ serves as a forum for tourism policies and acts as a practical source for tourism know-how.

➢ What are the 4 steps of ship construction in yard?

1. The block stage
2. Pre-erection stage
3. Erection stage
4. Quayside and commissioning

➢ Latest about lifeboat hooks? -

• The amendments, adopted in May 2011, add a new paragraph 5 to SOLAS regulation III/1, to require
lifeboat on-load release mechanisms not complying with new International Life-Saving Appliances (LSA)
Code requirements to be replaced, no later than the first scheduled dry-docking of the ship after 1 July 2014
but, in any case, not later than 1 July 2019.
• The SOLAS amendment is intended to establish new, stricter, safety standards for lifeboat release and
retrieval systems, and will require the assessment and possible replacement of a large number of lifeboat
release hooks.
• the hook assembly shall be designed so that the moveable hook component is kept fully closed by the hook
locking parts capable of holding its safe working load under any operational conditions until the hook
locking part is deliberately caused to open by means of the operating mechanism
• the hook assembly shall continue to be closed and hold its safe working load through rotation of the cam of
up to 45 degrees in either direction
• to provide hook stability, the release mechanism shall be designed so that, when it is fully reset in the
closed position, the weight of the lifeboat does not cause any force to be transmitted to the operating
mechanism;
• if a hydrostatic interlock is provided, it shall automatically reset upon lifting the boat from the water."
•
• Why these requirements are coming? –
▪ Many accidents happened in past specially during boat retrival. MSC did case study of accidents and
proposed amendments.
➢ K value in Turbocharger
• K value, it is a distance between the rotor shaft end and the flange of bearing cover measure at blower side
(axial clearance)
• measure by Depth Gauge (0.2 – 0.3 mm)
• To ensure that rotating impeller does not to touch the stationary blower casing cover in case of thrust
bearing worn out.

➢ P and I insurance
• Loss of life, injury and illness of crew, passengers and other persons
• Cargo loss, shortage or damage

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• Collision PREPARED BY GAMI.....365
• Damage to docks, buoys and other fixed and floating objects
• Wreck removal
• Pollution
• Fines and penalties
• Mutiny and misconduct by crew
• Crew repatriation and substitution
• Damage to property on board the insured vessel
• Quarantine
• Vessel Diversion Expenses
• Unrecoverable General Average contributions
• Vessel's proportion of General Average

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 PREPARED BY GAMI.....366
TECHNICAL QUESTIONS
➢ VIT and SUPER VIT:
• The breakpoint is the point where the maximum cylinder pressure has been reached and the injection
timing is advanced the most. Above the breakpoint the injection timing is gradually retarded back until it
reaches its original setting at 100% MCR load.
• The position of the breakpoint is determined by the layout of the engine. Formerly it was generally
considered to be at approximately 85% MCR load, but it also has to be ensured that the maximum pressure
rise from compression to maximum cylinder pressure is 35 bar or less (recommended by MAN B&W Diesel
A/S).
• Variable injection timing or VIT is the term used to define a fuel injection pump which alters the timing of
the start of fuel injection.
• With jerk type injection pump this can be done by following methods:
▪ By altering the position of the barrel with respect to the plunger.
▪ Using a fuel pump with two plungers.
▪ Altering the fuel cam or cam follower position.
▪ By using specially designed fuel pumps such as sulzer fuel pumps.
• VIT is employed to advance fuel injection timing so that maximum combustion pressure or Pmax is reached
at about 85% load. This gives a more efficient engine by lowering the fuel consumption. See the diagram
below.

• Action of VIT starts at about 40% of engine load. From this load, start of fuel injection is advanced to
increase the Pmax gradually. As the engine load reaches 85%, value of Pmax will be corresponding to the
100% load of the engine, as shown in the figure. From 85% load, start of fuel injection retards to keep the
Pmax constant.
• Hence the purpose of VIT on ships are:
▪ Improve the specific fuel consumption of the engine.
▪ Optimizing the combustion process for different quality fuels
• The super VIT system, fulfil the requirement of maintaining the MCR Pmax under part load, in order to save
fuel
• This is achieved by a mechanism which automatically adjust the commencement of fuel injection, such that
MCR Pmax, is kept constant as engine load is reduced from 100%, down from pre-specified part load, known
as breakpoint
• The pump barrel is moved up and down (relative to plunger) by means of rack and pinion, in combination
with a double thread

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➢ CHALLENGES WITH LOW SULPHUR FUEL OIL PREPARED BY GAMI. ...367
• Low Viscosity
▪ As result internal leakage in FO Pump, increase in flowability of fuel from the fuel injection nozzle
• Low Lubricity
▪ As low sulphur emissions became mandatory, fuel refiners have had to develop new technologies to
reduce the sulphur content in order to meet the emission standards.
▪ The issue is in the refining process used to remove the sulphur. The most cost effective way is to
use a chemical process called hydro-processing.
▪ During hydro-processing the sulphur in the fuel is removed and replaced by hydrogen resulting in a
cleaner burning fuel with improved performance.
▪ Unfortunately, as hydrogen is a highly reactive element it also reacts with other components in the
fuel removing the polar and aromatic compounds that provide conventional diesel fuel with
adequate lubricating capability.
▪ Often relying on hydrodynamic lubrication, the pumps are lubricated by the fuel. Other components
such as injectors, unit injectors, unit pumps and in-line pumps typically consists of a plunger or
needle operating in a sleeve or bore and are boundary lubricated.
▪ In fuel of questionable lubricity, the amount of wear or scarring that will occur between the two
metals can be much greater, leading to higher wear thereby reducing emissions and shortening the
component life.
▪ So ironically, as the sulphur levels have decreased in an ECA so too has the lubricity and a lack of
lubricity can result in increased emissions through wear. A conundrum in itself.
▪ Taking this together with increased fuel consumption from excessive pump wear and even potential
catastrophic failure means that vessel managers are duty bound to do something to aid lubricity as
a fundamental of responsible vessel management, this is no longer a ‘nice to have’ it’s a must have.
▪ Inspectors regularly test the sulphur content in fuels ensuring suppliers are meeting the low sulphur
legislation; however, they are not duty bound to check the level of lubricity, leaving the supplier to
honour the specifications. Responsible suppliers will add lubricity to the minimum specification but
as in many cases for every one responsible supplier there are many irresponsible suppliers focusing
more on the bottom line than on the specification especially with today’s oil prices with low
margins.
▪ Lubricity can be checked using equipment called an HFRR. Producing a “Wear Scar” result. In Europe
this is 460 microns, but most manufacturers would want to see 400 microns as the repeatability of
the test is +/- 60 microns. So although a responsible supplier has added the minimum additive to
meet the ISO specification of 460 microns the fuel could still fall short of having adequate lubricity.
(The lower the number the better the lubricity).
▪ Ensuring your Fuel Maintains Lubricity
• DieselAid-L : is a lubricant additive to combat the known problems with Low Sulphur Diesel
as discussed above, specifically for ships that bunker frequently and do not hold fuel in
storage for long. For approx. 0.3% increase in the cost of fuel it can save many thousands of
dollars in worn components.
• DieselAid LD: as above but also a deposit control to keep the fuel system clean and efficient
to maintain fuel consumption and an essential component to help meet ECA legislation
after a passage on heavy fuel.
• Ships equipped with large diesel tanks only need lubricity although with today’s modern
common rail engines and extremely fine tolerances whilst DieselAid L will keep them
lubricated DieselAid LD deposit control stops gumming, trumpets and the new IDID from
forming on nozzles, but that’s a whole new story
• Acidity
▪ With reduction in sulphur content, the amount of sulphuric acid generated also reduces
▪ When cylinder oil with high alkali base number for heavy oil is continuously, deposits may be
formed and abnormal wear of sulphur will occur

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 PREPARED BY GAMI.....368

➢ NDT TECHNOLOGY
• Traditional Methods
▪ Radiology
▪ Ultrasonic
▪ Visual Inspections
▪ Magnetic Particle
▪ Penetrant Testing
▪ Eddy Current Testing
▪ Painting and coating Inspection
• Advanced Technology
▪ Phased Array Ultrasonics Time of Flight Diffraction
• OFD is usually performed using longitudinal waves as the primary detection method.
Ultrasonic sensors are placed on each side of the weld.
• One sensor sends the ultrasonic beam into the material and the other sensor receives
reflected and diffracted ultrasound from anomalies and geometric reflectors.
• TOFD provides a wide area of coverage with a single beam by exploiting ultrasonic beam
spread theory inside the wedge and the inspected material.
• When the beam comes in contact with the tip of a flaw, or crack, diffracted energy is cast in
all directions.
• Measuring the time of flight of the diffracted beams enables accurate and reliable flaw
detection and sizing, even if the crack is off-oriented to the initial beam direction.
• During typical TOFD inspections, A-scans are collected and used to create B-scan (side view)
images of the weld.
• Analysis is done on the acquisition unit or in post-analysis software, positioning cursors to
measure the length and through-wall height of flaws.
▪ Automated and Remote Ultrasonic Testing
• AUT works by using a scanner which is held on to the equipment with magnetic wheels,
emitting ultrasonic waves that propagate through the vessel.
• These waves then travel through the material until they encounter a surface; this causes
some of the energy to be reflected.
• Once acquired, the amount of reflected energy can then be measured and, from this, the
thickness of the component and the size of any flaws can be detected.
• Compared to other inspection techniques, AUT has a high degree of repeatability and
multiple scans can be taken over time to track the progress of corrosion.
▪ Magnetic Flux Leakage
▪ Internal Rotation Inspection Testing
▪ Computerized Radiology
▪ Alternative Current Field Measurement
▪ Guided wave Ultrasonics
▪ Acoustic Pulse Reflectometer
▪ Rapid Gear Scan

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 PREPARED BY GAMI.....369

➢ CO2 CAPTURE
• Carbon capture and storage is a complex, emerging process currently being put through its paces at various
pilot power plants around the world. In its originally intended form, the basic CCS process involves the
separation of CO2 from a fossil fuel power station's post-combustion flue gas, removing its emission from
the power generation cycle and transmitting it for storage or industrial use.
• "The big challenges are that you have a limited amount of space, a limited availability of resources, and of
course the constant movement of the vessel,"
• Carbon Capture and Storage (CCS) is a technology that can capture up to 90% of the carbon dioxide (CO2)
emissions produced from the use of fossil fuels in electricity generation and industrial processes, preventing
the carbon dioxide from entering the atmosphere
• CCS includes a portfolio of technologies, involving different processes for CO2 capture, separation, transport,
storage and monitoring
• There are three main CO2 capture systems associated with different combustion processes, namely, post-
combustion, pre-combustion and oxyfuel combustion.
▪ Post-combustion
• This process removes CO2 from the flue gas after combustion has taken place.
• Post-combustion technologies are the preferred option for retrofitting existing power
plants.
▪ Pre-combustion
• In this process, the fuel (normally coal or natural gas) is pre-treated before combustion
• CO2 separation technologies
▪ the main CO2 separation technologies that can be applied to isolate the CO2 from the flue/fuel gas
stream prior to transportation.
▪ Advanced technologies, such as wet scrubber, dry regenerable sorbents, membranes, cryogenics,
pressure and temperature swing adsorption, and other advanced concepts have been developed.
▪ Absorption
• A liquid sorbent is used to separate the CO2 from the flue gas. The sorbent can be
regenerated through a stripping or regenerative process by heating and/or depressurization
• One important challenge for the large deployment of this technology for CCS is its potential
amine degradation, resulting in solvent loss, equipment corrosion and generation of volatile
degradation compounds, while that atmospheric degradation has not been included.
• Moreover, amine emissions can degrade into nitrosamines and nitramines, which are
potentially harmful to the human health and the environment.
• Chilled ammonia process uses aqueous ammonium salts (such as ammonium carbonate) to
capture CO2 that can make use of waste heat to regenerate the CO2 at elevated
temperature and pressures to reduce downstream compression [42].
• This process will generate less problem as compared to those that amine is facing with
degradation
• Adsorption
▪ In contrast to absorption processes which use a liquid absorbent, a solid sorbent is used to bind the
CO2 on its surfaces.
▪ Large specific surface area, high selectivity and high regeneration ability are the main criteria for
sorbent selection.
• Membrane separation
▪ Membranes can be used to allow only CO2 to pass through, while excluding other components of
the flue gas.

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 ▪ The most important part of this process is the membrane which is maPdReEoPfAaRcEoDmBpoYsiG
teApMoIl.y.m
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which a thin selective layer is bonded to a thicker, non-selective and low-cost layer that provides
mechanical support to the membrane
▪ Membrane/solvent systems employ membranes to providea very high surface area to volume ratio
for mass exchangebetween a gas stream and a solvent resulting in a very compactsystem.
▪ This results in a membrane contactor system in whichthe membrane forms a gas permeable barrier
between a liquidand a gaseous phase.
▪ In general, the membrane is not involvedin the separation process.
▪ In the case of porous membranes,gaseous components diffuse through the pores and are
absorbedby the liquid; in cases of non-porous membranes they dissolve inthe membrane and
diffuse through the membrane.
▪ The contactsurface area between gas and liquid phase is maintainedby themembrane and is
independent of the gas and liquid flow rate.
▪ The selectivity of the partition is primarily determined by theabsorbent (solvent). Absorption in the
liquid phase is determinedeither by physical partition or by a chemical reaction.
▪ Operational problems avoided include foaming, flooding entrainment and channelling, and result in
the free choice of the gas and liquid flow rates and a fixed interface for mass transfer in the
membrane/solvent system. Furthermore, the use of compact membranes results in smaller
equipment sizes with capital cost reductions

➢ GREEN ENGINES:
• The ‘G’ prefix before an engine means it has a design that follows the principles of the large-bore, Mark 9
engine series that MAN Diesel & Turbo introduced in 2006 with an ultra-long stroke that reduces engine
speed, thereby paving the way for ship designs with unprecedented high-efficiency.
• Specification of G-80ME-C9
▪ Power kW/cyl : 4,450
▪ Engine speed rpm : 68
▪ Stroke mm : 3.720
▪ MEP bar 21
▪ Mean piston speed m/s : 8.43
▪ Length mm (7 cylinder) : 12.500
▪ Dry mass ton (7 cylinder) 960
▪ SFOC, L1 (g/kWh) 167
• The G-type achieves SFOC reductions through a combination of several factors, such as:
▪ increased scavenge-air pressure
▪ reduced compression ratio (twostroke Miller timing)
▪ increased maximum combustion pressure
▪ adjustments of compression volume and design changes.
• The G-type engine is characterised by:
▪ low SFOC and superior performanceparameters thanks to variable,electronically controlled timing
of fuelinjection and exhaust valves at anyengine speed and loadappropriate fuel injection
pressureand rate shaping at any engine speedload
▪ flexible emission characteristics withlow NOx and smokeless operation
▪ perfect engine balance with equalisedthermal load in and betweencylinders
▪ better acceleration in ahead andastern operation and crash stop situations
▪ wider operating margins in terms ofspeed and power combustions
▪ longer time between overhauls
▪ very low speed possible even forextended duration and Super DeadSlow operation manoeuvring
▪ individually tailored operating modesduring operation
▪ fully integrated Alpha Cylinder Lubricators,with lower cylinder oil consumption
▪ an engine design lighter than its mechanicalcounterpart.

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 ➢ MILLER CYCLE: PREPARED BY GAMI.....371
• In the Miller cycle, the intake valve is left open longer than it would be in an Otto cycle engine. In effect, the
compression stroke is two discrete cycles: the initial portion when the intake valve is open and final portion
when the intake valve is closed. This two-stage intake stroke creates the so-called "fifth" stroke that the
Miller cycle introduces.
• As the piston initially moves upwards in what is traditionally the compression stroke, the charge is partially
expelled back out through the still-open intake valve. Typically this loss of charge air would result in a loss of
power.
• However, in the Miller cycle, this is compensated for by the use of a supercharger. The supercharger
typically will need to be of the positive displacement (Roots or Screw) type due to its ability to produce
boost at relatively low engine speeds. Otherwise, low-rpm power will suffer.
• In the Miller cycle engine, the piston begins to compress the fuel-air mixture only after the intake valve
closes; and the intake valve closes after the piston has traveled a certain distance above its bottom-most
position: at around 20% to 30% of the total piston travel of this upward stroke.
• So in the Miller cycle engine, the piston actually compresses the fuel-air mixture only during the latter 70%
to 80% of the compression stroke.
• During the initial part of the compression stroke, the piston pushes part of the fuel-air mixture through the
still-open intake valve, and back into the intake manifold.
•

➢ CORIOLIS EFFECT
• When the fluid is flowing, it is led through two parallel tubes. An actuator (not shown) induces a vibration of
the tubes. The two parallel tubes are counter-vibrating, to make the measuring device less sensitive to
outside vibrations. The actual frequency of the vibration depends on the size of the mass flow meter, and
ranges from 80 to 1000 vibrations per second. The amplitude of the vibration is too small to be seen, but it
can be felt by touch.
• When no fluid is flowing, the vibration of the two tubes is symmetrical, as shown in the animations.
• When there is mass flow, there is some twisting of the tubes. The arm through which fluid flows away from
the axis of rotation must exert a force on the fluid to increase its angular momentum, so it is lagging behind
the overall vibration. The arm through which fluid is pushed back towards the axis of rotation must exert a
force on the fluid to decrease the fluid's angular momentum again, hence that arm leads the overall
vibration.
• The inlet arm and the outlet arm vibrate with the same frequency as the overall vibration, but when there is
mass flow the two vibrations are out of sync: the inlet arm is behind, the outlet arm is ahead. The two
vibrations are shifted in phase with respect to each other, and the degree of phase-shift is a measure for the
amount of mass that is flowing through the tubes.

➢ PROPELLER CURVE
• The relation between power and propeller speed for a fixed pitch propeller is as mentioned above described
by means of the propeller law, i.e. the third power curve:
Pb = c x n3 , in which:
• Pb = engine power for propulsion
• n = propeller speed
• c = constant
• The power functions Pb = c x ni will be linear functions when using logarithmic scales.
• Therefore, in the Layout Diagrams and Load Diagrams for diesel engines, logarithmic scales are used, making
simple diagrams with straight lines.

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 PREPARED BY GAMI. ...372

• Propeller design point

▪ estimations of the necessary propeller power and speed are based on theoretical calculations for
loaded ship, and often experimental tank tests, both assuming optimum operating conditions, i.e. a
clean hull and good weather. The combination of speed and power obtained may be called the
ship’s propeller design point (PD), placed on the light running propeller curve 6.
• Fouled hull
▪ When the ship has sailed for some time, the hull and propeller become fouled and the hull’s
resistance will increase. Consequently, the ship speed will be reduced unless the engine delivers
more power to the propeller, i.e. the propeller will be further loaded and will be heavy running (HR).
• Sea margin at heavy weather
▪ If, at the same time the weather is bad, with head winds, the ship’s resistance may increase
compared to operating at calm weather conditions. When determining the necessary engine power,
it is therefore normal practice to add an extra power margin, the so-called sea margin, which is
traditionally about 15% of the propeller design (PD) power.
▪ Compared to the heavy engine layout curve 2 we recommend to use a light running of 3.0-7.0% for
design of the propeller, with5%as a good average.
• Engine margin
▪ Besides the sea margin, a so-called “engine margin” of some 10% is frequently added. The
corresponding point is called the “specified MCR for propulsion” (MP), and refers to the fact that
the power for point SP is 10% lower than for point MP. Point MP is identical to the engine’s
specified MCR point (M) unless a main engine driven shaft generator is installed. In such a case, the
extra power demand of the shaft generator must also be considered.
• Light running margin (LR)
▪ The recommended light running margin originates from past experience. It varies with specific ship
designs, speeds, dry docking intervals, and trade routes. Therefore, the ‘light running margin’
required will be 5 to 6 %. This is the sum of the following factors:
• 1.5–2 % influence of wind and weather with an adverse effect on the intake water flow of
the propeller.
• 1.5–2% increase of ship’s resistance and mean effective wake brought about by:
o Rippling of hull (frame to frame).
o Fouling of local, damaged areas, i.e. boot top and bottom of the hull.
o Formation of roughness under paint.
o Influence on wake formation due to small changes in trim and immersion of
bulbous bow, particularly in the ballast condition.
• 1% frictional losses due to increase of propeller blade roughness
• 1% deterioration in engine efficiency such as:
o Fouling of scavenge air coolers.
o Fouling of turbochargers.
o Condition of piston rings.

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 o Fuel injection system (condition and/or timing). PREPARED BY GAMI.....373
o Increase of back pressure due to fouling of the exhaust gas boiler, etc.
• INFLUENCE OF PROPELLER DIAMETER AND PITCH ONTHE OPTIMUM PROPELLER SPEED

▪ In general, the larger the propeller diameter, the lower is the optimum propeller speed and the kW
required for a certain design draught and ship speed, see curve D
▪ The maximum possible propeller diameter depends on the given design draught of the ship, and the
clearance needed between the propeller and the aft-body hull and the keel
▪ Once an optimum propeller diameter has been chosen, the pitch in this point is given for the design
speed
• LOAD DIAGRAM

▪ Line 3 represents the maximum acceptable speedfor continuous operation, i.e. 105% of A.
▪ During trial conditions the maximum speed may be extended to 107% of A, see line 9.
▪ The above limits may in general be extended to 105%, and during trial conditions to 107%, of the
nominal L1 speed of the engine, provided the torsional vibration conditions permit
▪ Line 4: Represents the limit at which an ample air supply is available for combustion and imposes a
limitation on the maximum combination of torque and speed.
▪ Line 5: Represents the maximum mean effective pressure level (mep), which can be accepted for
continuous operation

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 ▪ Line 7: Represents the maximum power for continuous operation. PREPARED BY GAMI.....374
▪ Line 8: Represents the overload operation limitations

➢ DEVELOPMENTS IN PROPELLER
• Before the propeller
▪ Pre-swirl Stator (PSS)
• It consists of a set of blades right infront of the propeller. The aim is to reduce the rotational
losses in the propeller slipstream by introducing a rotation in the inflow to the propeller.
PSS increases the hull efficiency and hence the total propulsive efficiency. DNV classification
society has reported a 6% power saving
▪ Becker Mewis Duct
• It is a Pre-swirl Stator with Accelerating Duct. The role of the duct is to homogenize the axial
wake component. It increases the efficiency of the pre-swirl fins by providing a more
important water inflow to the stator. Also the duct contributes to the total thrust by virtue
of the lift created by the accelerating flow over its walls.
▪ Schneekluth Wake Equalising Duct (WED)
• It aims to improve the overall propulsive efficiency by reducing the amount of separation
over the afterbody of the vessel by helping to establish more uniform inflow into the
propeller by accelerating the flow in the upper part of the propellerdisc and minimizing the
tangentialvelocity components in the [Link] also helps in the selection of
largestpossible propeller diameter
• At the propeller
▪ Propeller Boss Cone Fins (PBCF)
• The idea of fitting fins to the cone of the propeller, is to enhance the efficiency of the screw
propeller by reducing the energy loss associated with the propeller hub vertex
▪ Unconventional Propellers (Kappel propeller)
• The pressure on the suction and discharge side of the propeller at the tip equalises due to
the tip vortex and hence the efficiency of the tip region is low. Kappel propeller minimises
the flow over the tip and the outer region of the propeller therefore retains high efficiency.
The efficiency of Kappel propeller is appreciably more than the efficiency of the
conventional propellers.
• Behind the propeller
▪ Rudder Bulb
• It comprises of a large bulb having a diameter of about 30-40% of the propeller diameter
which is placed on the rudder close behind the propeller boss. It is aimed to prevent flow
separation and excessive vorticity behind the hub by effectively extending the propeller
boss.
➢ Measures for improving the Propulsion Engine Efficiency
• Optimisation of Performance at Low load operation
▪ Slow steaming of the vessels is the most efficient measure to save fuel. Traditionally engines have
been optimised at 85% MCR.
▪ Main engine Derating
• The concept here is to fit the engine on its lower MCR than its design MCR.
▪ Exhaust Gas Bypass (EGB)
• The concept here is to optimise the turbocharger for gas flow at low load operation
▪ Variable Turbine Area (VTA) technology
• The concept here is to optimise the turbocharger efficiency by increasing the charge air
pressure on low loads by adjustable vane nozzle rings.
▪ Electronically Controlled Engine

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 • These are common rail direct injection system that features hPigRhEp
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individual valves. Electronic control unit governs the injection. This unit allows load
independent control of injection timing and exhaust valve timing
• Waste Heat Recovery
▪ A waste heat recovery system in the form of economiser is very popular on vessels and it provides
all the heating steam in sea passages. Waste heat recovery system is also designed to produce
electrical power by using the exhaust gas from the engine to generate steam for a turbine-driven
generator.
• Measures to improve the operational efficiency
▪ Voyage speed optimisation
▪ Weather Routing
▪ Engine tuning
▪ Performance Monitoring

➢ DEVELOPMENTS IN TURBOCHARGER
• “VTA” (Variable Turbine Area) technology
▪ The VTA system consists of a nozzle ring, equipped with adjustable vanes which replaces the fixed-
vane rings used in MAN Diesel’s standard TCA and TCR turbochargers.
▪ Adjusting vane pitch regulates the pressure of the exhaust gases impinging on the turbine to vary
compressor output.
▪ The quantity of charge air can be more precisely matched to the quantity of injected fuel, resulting
in reduced specific fuel consumption and emissions, in combination with improved dynamic
behaviour of the engine-turbocharger system
▪ In order to minimize thermal hysteresis and improve adjustment accuracy, each vane has a lever,
which is directly connected to a control ring.
▪ The control ring is actuated by an electric positional motor with integrated reduction gear whose
development was an integral part of MAN Diesel’s VTA solution
• HYBRID TURBOCHARGER
▪ Hybrid turbochargers utilize a portion of the rotational output of the turbocharger turbine (derived
from exhaust gas energy) to drive a generator, thus providing a type of waste heat recovery system.
▪ The generator is positioned within the turbocharger silencer, but since the silencer itself lacks
sufficient rigidity to support the generator, a two-part (upper and lower) cast steel shell is attached
to the compressor scroll to compensate for this
• POWER TURBINE GENERATORS
▪ The increasing efficiency of modern turbochargers means that there is a portion of unused exhaust
energy available. The Turbo Compound System Power Turbine and Generator (TCS-PTG) makes use
of that excess exhaust energy.
▪ The system diverts excess exhaust, up to 13 per cent of exhaust gas flow, from the exhaust gas
receiver to a power turbine that is inserted parallel to the turbochargers. The turbo performance
and main engine output is not affected by the use of the PTG which can extract up to five per cent
of additional power with a maximum of 4,700 kW, depending on the size of the main engine.
• ELECTRO-ASSIST TURBOCHARGERS
▪ The auxiliary blower performance, reliability and economic efficiency had not been very important
because the engine operation at such a low load had been limited to the time of departing and
arriving in port. Slow steaming has become the main stream of shipping for the reduction of fuel oil
cost, and the continuous operation of the auxiliary blower is sometimes required.
▪ The EAT unit consists of a specially designed high speed permanent magnet motor directly mounted
to the turbocharger rotating assembly. The high speed motor applies torque to the turbocharger
rotor enabling it maintain or vary rotor speed at low engine exhaust flow rates in order to supply
sufficient charge air to maximize engine performance.

➢ BEARING WEAR MONITOR

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 • The KONGSBERG Bearing Wear Monitoring System - BWCM, measures and dPisRpE laPyA
sRthEeDcB
omY bGin
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wear of crosshead-, crank- and main bearings, providing early bearing seizure warnings if problems occur
during engine operation.
• The sensors are specifically designed to provide reliable and accurate measurements over years of
operation inside the engine.
• The bearing wear monitoring system uses two sensors mounted in each cylinder compartment, measuring
every time the crosshead passes bottom dead centre.
• These sensors perform individual compensation for engine speed, engine crank case temperature and
engine deflections due to vessel manoeuvring or cargo loading.
• The BWCM system is one of the required systems in order to avoid open up inspections. The following
systems are part of a class survey arrangement:
▪ BWCM system
▪ Water in Oil sensor
▪ Shaft Earthing Device (owner or yard supply)
▪ Computerised Planned Maintenance System
• BENEFITS
▪ Significantly reduced risk of unforeseeable repair costs
▪ Unique long-term measuring accuracy
▪ Compact and simple installation and cabling on the engine
▪ Stand-alone or fully integrated with the alarm monitoring system

➢ FRAMO PUMP
• Framo is a double lip seal teflon ring.
• PURGING
▪ Purging to be carried out at regular intervals for the purpose of:
• Leakage rate detection
• Condition monitoring of the shaft seal system
• Avoid that leakages are blocking the cofferdam
▪ HOW TO PURGE THE COFFERDAM
• Place a suitable container underneath the exhaust trap to collect the leakage.
• Check that drain valve at bottom of exhaust trap is not blocked.
• Drain the purging medium supply line for condensed water.
• Connect purging hose (max. supply pressure 7 bar)
• Start the purging by opening the valve at purging medium supply line.
• Purge cofferdam in several sequences if required. Drain exhaust trap between each
sequence.
• Disconnect purging hose.
• Close exhaust trap drain valve.
• Log the amount of leakage, -evaluate the result
• OPERATION
▪ Purge cofferdam, before during and after use.
▪ Check back pressure in return filters and in oil cooler.
▪ Refill the oil tank through the filter box.
▪ Drain off any water or sediment in the oil tank.
▪ Slow down pump when tank cleaning.
• Air in the system is indicated by –
▪ Back flow into the system when at standstill
▪ Great difference in tank level at low and high system pressure
▪ Foaming
▪ Discoloured oil

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➢ ALTERNATE FUEL PREPARED BY GAMI.....377
• Currently, there are liquid fossil fuels, liquid biofuels, and gaseous fuels that are in use or can be used by
ships for compliance with the existing and forthcoming environmental air pollution requirements
• There are liquid biofuels and fossil fuels that are low in sulphur and can satisfy the fuel sulphur
requirements of the ECAs and MARPOL Annex VI. In lieu of using low‐sulphur fuels, another option is to use
scrubbers fitted in the engine exhaust to remove the SOx.
• The Effship Project investigates methanol and dimethyl ether (DME) as alternative fuels. The fuel options
mentioned are LNG, methanol, DME, and gas‐to‐liquids (GTL) formulations.
• Liquid biofuels available for marine use are biodiesel, FAME, algae fuels, methanol, hydrogenation‐derived
renewable diesel (HDRD), which is also known as second‐ generation biodiesel, and pyrolysis oil.
• Soy bean oil has been used by the MolsLinien (Ferry line) in Denmark. Fish and chicken oils have also been
tested.
• Drawbacks of these fuels are limited miscibility with IFO fuel, sensitivity to frost, and the problem of
conservation.
• Biodiesel (FAME), algae fuel, methanol, HDRD, and pyrolysis oil are virtually sulfur free. The algae and HDRD
fuels are compatible with diesel engines and their associated shipboard fuel systems. Biodiesel (FAME) is
not compatible with certain nonmetallic and 25 metallic materials and usually requires modification of
current engines and shipboard fuel systems.
• FAME
▪ FAME is a well‐known and proven blending component for road‐based diesel machines but has not
found its way into use as a marine fuel.
▪ Within the ISO 8217 framework, FAME is currently being adapted as a blending component for
heavy marine fuel.
▪ Fatty acid methyl esters are a refined version of vegetable oils or animal fats
▪ The main problem with FAME is sustainability because FAME production relies heavily on palm oil
production, which is often in conflict with the preservation of natural rain forests. Therefore, FAME
is generally not seen as a viable long‐term option.
• Biocrude (Pyrolysis Oil)
▪ The feedstock can be either solid biomass or sludge. Like fossil crude, biocrude can also be refined
into gasoline or diesel‐like products
▪ The main challenges are its:
• Low cetane number
• High water content
• Poor lubricity
• Gaseous Fuels
▪ Gaseous fuels available for marine use are natural gas and propane (i.e., LPG).
▪ These fuels are not only very low in sulfur content but they also combust such that NOx, PM, and
CO2 are reduced.
▪ Natural gas can be carried in a compressed state called compressed natural gas (CNG) or in a liquid
state called liquefied natural gas (LNG).
▪ propane is heavier than air and thus presents an explosive safety hazard if it were to accumulate in
the bilges or low sections of a ship’s engine room in the event of a leak in the fuel system; thus, it is
not considered safe for shipboard use
▪ LNG is one of the most promising alternative marine fuels. It takes up about 1/600th of the volume
of natural gas in the gaseous state. Hazards include its flammability and low freezing temperature
(−163°C (−260°F), such that marine regulations require extra safety precautions like double wall
piping, gas detections systems, etc., in engine rooms
▪ For economic reasons, LNG conversions generally require that 30–40% of the operation is located
within ECA areas. Otherwise, the capital investment will be too heavy
• Exhaust Gas Treatment Systems (EGTSs)

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 ▪ An alternative to using low‐sulfur fuels for reducing the SOx emittedPiR n EthPeAR
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exhaust gas using scrubber technology.
▪ This technology is proven for use at shore-side power stations worldwide.
▪ These systems can clean the exhaust to the SOx level that is equivalent to the required fuel sulfur
content.
▪ Using a SOx scrubber offers shippers the flexibility of using either a low‐sulfur fuel or higher‐sulfur
fuel.
• Algae Fuels Advantages
▪ When hydrotreated, it is a drop‐in fuel in terms of compatibility with the fuel system and engine
components.
▪ Algae fuels have slightly lower heating values than those of petroleum diesel and lower aromatics.
Blending with petroleum diesel negates these drawbacks so the blended fuel’s performance
compares favorably with petroleum diesel
▪ Commercial availability is limited.
▪ The current cost is prohibitive for general commercial use
• Hydrogenation‐Derived Renewable Diesel (HDRD)
▪ HDRD is produced by refining fats or vegetable oils in a process known as fatty acids‐to‐hydrocarbon
hydrotreatment.
▪ Diesel produced using this process is called renewable diesel to differentiate it from biodiesel, which
is a product of the transesterfication of animal fats and vegetable oils
▪ HDRD has an identical chemical structure with petroleum‐based diesel as it is free of ester
compounds and, when produced from animal fat wastes, has low carbon intensity and is referred to
as “advanced” renewable diesel.
▪ Current availability is limited.

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