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. Explain the key features of UNCLOS. Enumerate the key areas covered under the convention.

Ans UNCLOS stands for ‘United nations convention on laws of the sea’. This is an evolution of the ‘Law of sea’ convention i.e., the means for ensuring freedom of navigation at sea. This leads to the need for establishing an internal law to determine the status of sea areas and the governance or the inter relationship of countries using the world’s ocean.

Key features of UNCLOS This was basically an attempt to codify the international law of the sea It is a treaty document of 448 articles grouped under 17 heads and 8

annexes. It was an outcome of the 1982 UNCLOS and came into force on 16th

Nov 1994 Sets the width of a territorial sea as 12nm with the contiguous zone as

24nm from the base line. Also defines ‘innocent passage’ thro territorial seas and transit passage

through international sea. Defines archipelagic states and allows for passage thro archipelagic water. Establishes EEZ an attending to 200Nm from the base line.

Defines the legal status of being on the ‘High seas’ and regulations for the control of marine pollu0tion.

Key areas covered under the convention 1. Territorial Sea2. Contiguous Zone3. Exclusive economic Zone4. Continental Shelf5. High Seas

Territorial Sea:Extends to 12 nm from the baseline foreign flag vessels have a ‘Right of Innocent passage’

thro it. The passage is considered ‘innocent’ as long as it is not prejudicial to peace, good order or security of the coastal state.

‘Right of innocent passage’ can be suspended it is essential for the protection of coastal state it’s security or for weapons exercise.

In internal waters the coastal state can exercise jurisdiction overall vessels. In territorial seas, it should both exercise criminal jurisdiction except:-

1. If the consequences of crime extend to the coastal state.2. If crime disturbs the peace of the country or good order of the sea3. If master of a vessel or an agent of the flag state, requests the coastal

state to exercise jurisdiction4. If jurisdiction if necessary to suppress illicit traffic of narcotic drugs.

Contiguous Zone:Extends 12nm beyond the territorial sea limit coastal state must exercise controls necessary

to prevent infringement of its customs fiscal immigration or sanitary laws and regulations within its territories.

Vessels covering noxious dangerous substances or waste may be turned away on public health or environmental grounds

Exclusive Economic Zone:Extends to a maximum of 200 nautical miles from the baseline covering and managing the

natural resources whether living or non-living of the waters adjacent and of the sea bed and its subsoil.

State has jurisdiction, with regard to installation marine scientific research and protection and preservation of the marine environment. All other states enjoy the freedom of navigation, laying of submarine cables and pipelines.

Continental Shelf: The outer limit of the continental shelf shall not exceed 350nm from the baseline or shall not exceed 100nm coastal state has exclusive rights for exploring and exploiting its natural resources. The state also has the exclusive rights to authorize and regulation drilling on the shelf for all purposes.

High Seas: Part of the sea that is not included in the exclusive economic zone in the territorial sea or in the internal waters of a state or in the archipelagic waters of an archipelagic state. High seas are open to all states for freedom of navigation, freedom of over flight freedom to construct artificial islands installation, freedom of fishing, freedom of scientific research. High seas shall be reserved for peaceful purposes other high seas precautions are prevention of slave trade, piracy, seizure of ships, illicit narcotics trafficking and unauthorized broad casting. For enforcement purposes, There are provisions for relevant rights of visit seizure, arrest and hot pursuits.

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2. What are the UNCLOS provisions concerning ship’s flag and nationality? In observation of UNCLOS what the duties are of flag States and how is it enforced?

Ans. The United Nations conference convention on the laws of the sea (UNCLOS) was an outcome of the third UN conference in 1982 and entered into force on 16th November 1994.

The UNCLOS provides a universal legal frame work for the rational management of marine resources and their conservation. The treaty document consists of 446 articles grouped under 17 part headings and 9 Annexes.

SHIPS FLAG AND NATIONALITY

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

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

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

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

Duties of flag state:

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

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

2. State should maintain a register of ships flying its flag i.e. names and particulars of ships.

State should assure jurisdiction under its laws over ships flying its flag its master officers and crew in respect of Administrative technical and social matters concerning the ship.

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

Construction equipment and seaworthiness of ships.

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

Use of signals maintenance of communications and prevention of collision.

4. Such measures shall include these necessary to ensure:

That each ship before registration and thereafter is surveyed by a qualified surveyor and has onboard charts publications and equipment as are appropriate for safe navigation of ship.

Each ship is in charge of master / officers / crew having appropriate qualification and numbers with regards to the type due, machinery and equipment of the ship.

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

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

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

ENFORCEMENT BY FLAG STATE

Article 217 makes the following provision.

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

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

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

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

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

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

vii) Flag state should be prompt in addressing any requests for information by any other state.

It should inform competent international organizations about action taken and the outcome. Such information should be made freely available to all flag states.

vii) Flag states must impose adequate penalty for any vessel relating the law to discourage further violation.

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3. Describe the salient considerations leading to first United Nations Conference on The Law of the Sea. When it was provisionally accepted and when it entered into force? What is meant by Avid Pardo and the –Common Heritage of Mankind-Principle?

Ans.

Salient considerations leading to first United Nations Conference on the Law of the sea:

The ocean is vast, covering 140 million square miles, some 72 per cent of the earth’s surface. Climate and weather, even the quality of the air people breathe, depend in great measure on interplay between the ocean and the atmosphere in ways still not fully understood. Not only has the oceans always been a prime source of nourishment for the life it helped generate, but from earliest recorded history it has served for trade and commerce, adventure and discovery. It has kept people apart and brought them together. Even now, when the continents have been mapped and their interiors made accessible by road, river and air, most of the world’s people live no more than 200 miles from the sea and relate closely to it.

For centuries the doctrine that governed ocean spaces and resources was “freedom of the seas”. Coastal state claims were restricted within narrow limits. The first change in this regime came with the emergence of the doctrine of the continental shelf, spurred by the development of offshore oil and gas fields. The US in 1945, was the first to proclaim jurisdiction over the natural resources of its continental shelf “beneath the high seas” (beyond US territorial limits). Other nations were quick to follow suit. Many of them were seeking to extend their jurisdiction over fisheries.

The UN in 1958 convened the first conference on The Law of the Sea. The initial conference approved conventions on the continental shelf, fishing, the high seas, and territorial waters and contiguous zones, all of which were ratified by the mid-1960s. A further attempt made in 1960, at the second conference on the Law of the Sea, failed to define the territorial sea.

Mr. Arvid Pardo, permanent representative of Malta to United Nation, delivered a speech in Nov. 1967. He warned the United Nation General Assembly that there was a danger that advanced, industrialized countries, who were so equipped, might wish to exploit the ocean floors for their national use, not only to develop its immense resources but also for defense and other purpose. Reacting to his call, the general assembly set up a Seabed Committee to study the various aspects of the problem and to indicate the practical means to promote international co-operation.

The committee’s work was adopted by the general assembly in 1970, proclaiming that the seabed and ocean floor and its resources beyond the limits of national jurisdiction “are the common heritage of mankind” and that no nation should exercise sovereignty or right over any part of the sea. The declaration also called for the establishment of an international regime to govern the exploration and exploitation of the sea’s resources for the benefit of the mankind. The Seabed Committee, in

preparation for the conference, also had to deal with not only with international seabed but also with such issues like the regime of high seas, the continental shelf, and territorial sea (including the question of limits, fishing rights, preservation of marine environment, scientific research and access to the sea by land locked states.

Thus a third UN conference on the Law of the Sea was convened to prepare a single comprehensive treaty and is generally known as UNCLOS. Some 140 countries have ratified the resulting Law of the Sea Treaty (1982). This has gained nearly universal acceptance since its entry into force on 16 November 1994.

The 1982 United Nations Convention on the Law of the Sea provides, for the first time, a universal legal framework for the rational management of marine resources and their conservation for future generations. Rarely has such radical change been achieved peacefully, by consensus of the world community. It has thus been hailed as the most important international achievement since the approval of the United Nations Charter in 1945.

UNCLOS attempts to codify the international law of the sea. It is a treaty document of 446 articles grouped under 17 part headings and 9 annexes.

UNCLOS I was at Geneva in 1958.

UNCLOS II was also at Geneva in1960.

UNCLOS III was again at Geneva in 1974. It was adopted in 1982, ratified by 140 countries and entered into force on 16th November 1994.

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Oceans always have been a prime source of nourishment for life. Climate and weather changes depend on the interplay between oceans and the atmosphere. They also serve as a convenient medium for trade, commerce, exploration, adventure and discovery.

As the mysteries of the oceans gave way to their mastering, a lot of customers’ traditions and laws arose defining the rights of the ship and the marines what plied the waters of the ocean.

Attempts were made to regulate the use of ocean by conventions acceptable to all nations. The UN has made considerable progress in developing and …….... the laws of the sea. There UNCLOS (United Nations Convention on the Law of the Seas) have been convened

UNCLOS I at Geneva in 1958UNCLOS II at Geneva in 1960

International conferences approved conventions which covered the continental shift, Fishing, High seas, Territorial waters and contiguous zones. During the 1970, it came to be accepted that the sea bed is a common heritage of mankind and should be administered by an international authority.

UNCLOS III was at GENEVA in 1974 which discussed issues on navigation, pollution and the breadth of territorial waters. It entered into force

On 16th Nov 1994 UNCLOS provides a universal frame work for the management of marine resource and their conservation, govern all aspects of the oceans, such as environmental control, marine scientific research, economic and commercial activities, transfer of technology and settlement of disputes relating o ocean matters. UNCLOS is a treaty of 446 articles grouped under17 part heading and 9 annexes.

1) TERRITORIAL SEAS: Extends to 12 Nautical miles from the baseline foreign flag vessels have a ‘Right of Innocent Passage’ through it. The passage is considered ‘innocent’ as long as it is not prejudicial to peace, good order or security of the coastal state.

‘Right of innocent passage’ can be suspended if it is essential for the protection of the coastal state its security or for weapons exercise.

The internal waters the coastal state can exercise jurisdiction over all vessels. In territorial seas, it should not exercise criminal jurisdiction except.

a) If the consequences of crime extend to the coastal state

b) If crime disturbs the peace of the country or good order of the sea

c) It master of a vessel or an agent of the Flag State requests the coastal state to exercise jurisdiction

d) If jurisdiction is necessary to suppress traffic of narcotic drugs.

2) CONTIGUOUS ZONE: Extends 12 nautical miles beyond the territorial sea limit

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

III. EXLUSIVE ECONOMIC ZONE (EEZ)

It extends to a maximum of 200 nautical miles from the base line, covering and managing the natural resources whether living or non living of the waters adjacent and of the sea bed and its subsoil.

State has jurisdiction, with regard to installation marine scientific research and protection and preservation of the marine environment.

All other states enjoy the freedom of navigation, laying of submarine sables and pipelines

IV. CONTINENTAL SHELF:

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

V. HIGH SEAS:

Part of the sea that is not included in the exclusive economic zone in the territorial sea or in the internal waters of a state or in the Archipelagic waters of an archipelagic state.

High seas are open to all states for freedom of navigation, freedom of over flight, freedom to lay submarine cables and pipelines, freedom to construct artificial islands and installations, freedom of fishing freedom of scientific research.

High seas shall be reserved for peaceful purposes. Other high seas precautions are prevention of slave trade, privacy, seizure of ships, illicit narcotics, trafficking and unauthorized broad casting

For enforcement purposes, there are provisions for relevant rights of visit, seizure, arrests and hot pursuits.

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5. Explain the key features of the United Nations Convention on the Law of The Sea? When this convention was opened for signature and when it entered into force? How many articles and annexes it contains? Enumerate the areas covered under this convention?

Ans UNCLOS: It is the abbreviation of united nation conference on law of the sea. Three conferences an UNCOLS have been convened so far.

UNCLOS I: At Geneva in 1958UNCLOS II: At Geneva in 1960

UNCLOS III: At Geneva in 1974, which produced a convention document called “UNCLOS”

UNCLOS governs the law of sea for mutual benefit of all members’ states

Necessity of UNCLOS was in order

1. To promote peaceful uses of the seas and ocean2. To facilitate international communication3. To enable equitable and efficient utilization of oceans resources4. To protect and preserve The marine environment5. To protect promote maritime safety

Important highlight/salient features of UNCLOS are as follows1. It defines international law of the sea2. Sets widths of the territorial sea at 12Nm with a contiguous zone at 20Nm3. Sets Transit passages through international straits and territorial sea4. Sets exclusive economic zone extending 200 Nm5. It defines continental self and jurisdiction over the resources of the shelf

beyond 200Nm where appropriate6. It defines legal status of the high seas and establishes regulations for the

control of the marine pollution7. It allows dispute to be settled in the international court of justice

It was outcome of 1982 UNCLOS III and come into force internationally on 16th Nov 1994. It is a treaty document of “446” articles grouped under “17” parts and “8” annexe Areas covered under this convention:A) UNCLOS provisions relating to zones of coastal state jurisdiction and high seas

1. UNCLOS sets the width of the “territorial sea” 12Nm with a “Continuous Zone” at 24 NM from the lease line.

2. It defines “innocent passage” through the territorial sea and defines transit passage through international straits.

3. it defines archipelagic state and allows for passage through archipelagic waters

4. UNCLOS established exclusive economic extending to 200 NM from baseline

5. It defines “continental self” and extends jurisdiction over the resources of the shelf beyond 200Nm where appropriate

6. UNCLOS defines legal status of the “high seas” and establishes regulations for the control of used for the purpose of committing one of one acts mentioned a leave

7. On the high seas, or in any other place outside the jurisdiction of any state, every state may seize a pirate ship and arrest the person and seize property on toward.

8. The courts of the state which carried out the seizure may decide upon the penalties to be taken with regards to the ships, aircraft, and property subject to the rights of third parties acting in good faith.

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. Procedure for adopting a convention:

This is the port of the process with which IMO as an organization is most closely involved. IMO has six main bodies concerned with the adoption or implementation & conventions. The Assembly and council are main organs, and the committees involved are the maritime safety committee, Marine environment protection committee legal committee and the facilitation committee. Developments in shipping and other related industries are discussed by member states in these bodies and the need for a new convention or amendments to existing conventions can be raised in any of them. Normally the suggestion is first made in one of the committees, since these meet more frequently than the main organs. If agreement is reached in the committee, the proposal goes to the council and, as necessary, to the Assembly. If the Assembly or the council as the case may be gives the authorization to proceed with the work, the committee concerned considers the mater in greater detail and ultimately draws up a draft instrument. The draft convention, which is agreed upon is, reported to the council and assembly with a recommendation that a conference be convened to consider the draft for formal adoption. Invitations to attend such a conference are sent to all member state of IMO. Before the conference opens, the draft convention is circulated to the invited Govts. and organizations for their comments. The draft convention, together with the comments thereon from Govts and interested organizations is the closely examined by the conference and necessary changes are made in order to produce a draft acceptable to all or the majority of the Govt. present. The convention this agreed upon is then adopted by the conference and deposited with the secretary-General who rends copies to Govts. The convention is opened for signature by states, usually for a period of 12 months. Signatories may ratify or accept the convention while non-signatories may accede. The drafting and adoption of a convention in IMO can take several years to complete although in some cases, where a quick response is required to deal with an emergency situation, Govts. have been willing to accelerate this process considerably.

Before the convention comes into force that is, before it becomes binding upon govt., which have ratified it, it has to be accepted formally by individual Governments.

Accepting a convention does not merely involve the deposit of a formal instrument. A Govts. acceptance of a convention necessarily place on it the obligation to take the measures required by the convention. Often national law has to be enacted or changed to enforce the provisions of the convention. Adequate notice must be given to ship owners, ship builders and other interested parties so they make, take account of the provisions of the Convention in their future acts and plans. At present IMO conventions enter into force within an average of five years after adoption.

Tacit acceptance Procedure: Technology and Techniques in the shipping industry change very rapidly. As a result, not only are new conventions required but existing ones to be kept up to date.

IMO had no authority to adopt let alone amend conventions. Its mandate allowed it only to "Provide for the drafting of conventions, agreements or other instruments and to recommend those to governments and to Inter governmental organizations and to convince such conferences as may be necessary." IMO convention specifically stated that IMO's functions were to be "consultative and advisory." the organization could arrange a conference but it was up to the conference to decide whether the convention under discussion should or should not be adopted and to decide how it should be amended. Most of IMO conventions could only be updated by means of "classical" (passive) amendment procedure. The number member states of IMO were rising all the time as new countries emerged and began to develop their shipping activities. As the number of parties rose, so did the total required to amend the convention. The problem was made worse by the fact that governments took for longer to accept amendments than they did to ratify the parent convention. The amendments adopted to the 1960 SOLAS convention in 1966, 1967, 1968 and 1969 had failed to enter into force till 1971. It was felt that unless the International maritime community was sufficiently responsive to these charged circumstances states will once again revert to the practice of unilaterally deciding what standards to apply to their owners shipping and to foreign flag shipping visiting their ports. Studies were made on alternative amendment procedures.

The main reason why amendments took so long to enter into force was the time taken to gain acceptance by 2/3 of contracting Governments. One way of reducing this period would be by "specifying a date of entry into force after adoption by the Assembly, unless the date of amendment is explicitly rejected by certain number or contracting Govts." The body which adopts the amendments at the same time fixes a time period within which contracting parties will have the opportunity to notify either their acceptance or their rejection of the amendment, or to remain silent on the subject. In case of silence the amendment is considered to have been accepted by the party. This is known as the "tacit" or "passive" acceptance procedure.

Convention: is a set of rules which are adopted by all countries and comes into force on agreed date. Any changes in above conventions after date of enforcement are done through various amendments.

Rule: is a governing authority.

Regulation: is a generally accepted condition or course of action.

Protocol: If a majority of changes are required is a convention which has been adopted but not in force, then those are incorporated in the convention and it is called PROTOCOL.

e.g.: the Marpol Convention 1973 has also been amended by means of protocols. The 1978 marpol protocol made major changes to Marpol.

It also absorbed the parent convention and ensured that the combined Convention / Protocol instrument (called Marpol 73/78) would enter into force at an earlier date then the present convention would have done alone (Marpol 73/78 come into force on 2nd Oct 1983).

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7. Explain the procedure and the role played by main bodies/organs of IMO towards adopting a convention from the suggestion from one of the committees of IMO. How much time is allowed for the convention to be open for signature by attending states? Explain the term (i) Signature (ii) Ratification as followed by a state to express its consent to be bound by a treaty.

Ans. :- IMO :- International maritime organization.

Organization structure of IMO consist of

1. Assembly

2. Council

3. Five main committees

a) Maritime safety committee (MSC)

b) Marine environment protection committee (MEPC)

c) Legal committee

d) Technical co-operation committee

e) Facilitation committee & no. of. Sub committees.

IMO come into existence in 1958. but before that General conventions already been

developed.

Adoption of IMO convention

This is the part of process with which IMO as an organization is most closely

involved. IMO has six main bodies concerned with adoption or implementation of

conventions. The assembly and council are the main organs and above mentioned

committees are involved in adoption of conventions. Development in shipping and

other related industries discussed by member states in these bodies, & the need for

new convention amendments to existing convention can be raised in any of them.

Normally suggestion is first made one of the committee; since they meet more

frequently than council. If agreement is reached in committee, the proposal goes to

council and then to assembly.

If the assembly/ council as the case may be, give the authorization to proceed with

the work, the concerned committee consider the matter in greater detail and

ultimately draw up a draft instrument.

In some cases the subject may be referred to specialized subcommittee for detail

consideration.

Work in the committee & subcommittee is undertaken by the representatives of

member state of organization.

The views and advise of intergovernmental & international non – governmental

organization, which have working relationship with IMO are also welcome in these

bodies. Many of these organizations have direct experience in the various matters

under consideration hence able to work with IMO in a practical way. The draft

convention which is agreed upon is reported to council & assembly with

recommendations for conference to be convened to consider the draft for formal

adoption.

Invitation to attend such conferences are sent to all member states of IMO & also to

all state which are members of UN or any of its specialized agencies. In addition,

organization of the united nations system & organization in official relationship with

IMO are invited to send observer to the conference to give the benefit of their expert

advice to the representative of governments. Before conference opens, the draft

convention is circulated to invited governments and organizations for their comment

the said draft and suggestions are closely examined by conference and necessary

changes are made in order to produce draft acceptable to all majority of governments

present. Convention thus agreed upon is then adopted by conference and deposited

with Secretary General who send copies to governments. The convention is opened

for signature by states usually for period of 12 months.

Signatories may ratify or accept the convention while non – signatories may accede.

The drafting and adoption of convention may take several years. Though in some

cases where quick response is required to deal with an emergency situation,

Governments have been willing to accelerate this process considerably.

Ratification :-

Before convention entry into force, that is, before it becomes binding on

governments, which have ratified it, it has to be accepted formally by individual

governments.

Each convention includes appropriate provisions; stipulated conditions which have to

be met before it enters into force. These condition vary but generally speaking, the

more important and more complex the document then more stringent are the

conditions for its entry into force.

When the appropriate conditions have been fulfilled, the convention enters into force

for the states which have accepted. Generally after period of grace intended to

enable all the state to take the necessary measures for implementation.

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8. Discuss the procedure of entry into force of a convention after its adoption? State the provision and its importance towards entry into force of the convention. For a convention of important technical nature state the general rules/ conditions observed by the states for its entry into force. Explain the terms (i) Accession (ii) Signature subject to Ratification, acceptance or approval.

Ans. Usually, a convention enters into force according to procedures set out in the convention itself. For instance, a convention may provide that it shall come into force (i.e. become binding on the countries that have ratified it) after a certain specified number of countries with the stipulated minimum tonnage have ratified it. If no such provision exists, then the convention enters into force after all the negotiating parties have formally conveyed their consent. It may be interesting to note that some conventions have not come into force even after a lapse of many decades (e.g. Conventions on Maritime Liens & Mortgages 1967 & 1993).

The adoption of a convention is only the first stage of a long process. Before the convention comes into force, which means before it becomes binding upon Govts. (which have ratified it), it has to be accepted formally by individual Govts.

Each convention states the conditions which have to be met before it enters into force. These conditions vary with conventions but, generally speaking, the more important and more complex the document, the more stringent are the conditions for its entry into force. For example, the SOLAS convention provided that entry into force requires acceptance by 25 states whose merchant fleets comprise not less than 50% of the world’s gross tonnage; and (2) the International Tonnage convention required acceptance by 25 states whose combined merchant fleets represent not less than 65% of world tonnage.

When the stated conditions have been fulfilled, the convention enters into force for the states which have accepted it. Between the date on which conditions are fulfilled and the date of coming into force, there is usually a graced period which enables all the states to take the necessary measures for implementation. E.g. Annexe 4 of Marpol (sewage) was accepted by Norway in Sept 2002, thus completing the required number of states and the tonnage. This Annexe will come into force in September 2003 after 1 year grace period.

Accession:-Most conventions are open for signature for a specified period of time. If a state

did sign the convention within this period, Accession is the method used to become a party to a treaty. Technically, accession requires the state in question to deposit an instrument of accession with the IMO.

Signature subject to ratification, acceptance or approval:-Most mutilated treaties contain a clause providing that a state may express its

consent to be bound by the instrument by signature subject to ratification. In such a situation, signature alone will not suffice to bind the state, but must be followed up by the deposit of an instrument of ratification with the depository of the treaty.

The words acceptance and approval basically means the same as ratification, but they are less formal and non-technical and might be preferred by some states which might have constitutional difficulties with the term ratification.

Many states nowadays choose this option ( i.e. signature subject to ratification, acceptance or approval) , as it provides them with an opportunity to ensure that any necessary legislation is enacted and other constitutional requirements fulfilled before entering into treaty commitments.

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9. With reference to IMO conventions discuss (i) Amendment (ii) Tacit Acceptance (iii) Enforcement. Should an offence occur by a ship within the jurisdiction of another state, state the provisions kept under the “enforcement” of conventions to counter the offence.

Ans) (i) Amendment: Amendment refers to the formal alteration of treaty provisions, affecting all the parties to the particular agreement. They are made to conventions protocols of their annexes after discussion, agreement and adoption by the IMO assembly. Such alterations must be effected with the same formalities that attended the original formation of the treaty. Many multilateral treaties lay down specific requirements to be satisfied for amendments to be adopted. In the absence of such provisions, amendments require the consent of all the parties,

(ii) Tacit Acceptance: Most of the IMO conventions could only be updated by means of the “classical” (positive) amendment procedure. The number of IMO member states was rising all the time as new countries emerged began to develop their shipping activities. As the number of parties rose, so did the total required to amend the convention. The problem was made worse by the fact that Governments took for longer time to accept amendments than they did to ratify the parent convention. The amendments adopted to the 1960 SOLAS conventions in 1966, 1967, 1968 and 1969 had failed to enter into force till 1971. it was felt that IMO would have to tackle serious institutional problems. It was felt that unless the international maritime community was sufficiently responsive to these changed circumstances states will once again revert to the practice of unilaterally deciding what standards to apply to their own shipping to foreign flag ships visiting their ports studies were made on alternative amendment procedures. The main reason why amendments took so long to enter into force was the time taken to gain acceptance by two-thirds of contracting governments. On way of reducing this period would be by “specifying a date of entry into force after adoption by the Assembly unless the date of amendment is explicitly rejected by a certain number of percentage of contracting Governments”.The body which adopts the amendments at the same time fixes a time period within which contracting parties will have the opportunity to notify either their acceptance or their rejection of the amendment, or to remain silent on the subject. In case of silence, the amendment is considered to have been accepted by the party. This is known as the tacit or passive acceptance procedure. This procedure has the advantage that all contracting Governments would be able to advance the preparatory work for implementing the amended regulations and the industry would be in a position to plan accordingly members agreed that tacit acceptance should apply only to the technical content of conventions, which was often contained in annexes. The non-technical articles should continue to be subject to the classical (or “Positive”) acceptance procedure.(iii) Enforcement: Contracting Governments enforce the provisions of IMO conventions as far as their own ship’s are concerned and also set the

penalties for infringements, where these are applicable. They may also have certain limited powers in respect of the ships of other Governments. In some conventions, certificates are required to be carried onboard ship to show that they have been inspected and have met the required standards. These certificates are normally accepted as proof by authorities from other states that the vessel concerned has reached the required standard, but in some cases further action can be taken.IMO has no powers to enforce conventions. However, IMO has been given the authority to vet the training, examination and certification procedures of contracting parties to the International Convention on Standards of training, certification of Watch-keeping for seafarers (STCW) 1978. This was one of the most important changes made in the 1995 amendments to the conventions which entered into force on 1st February 1997. Governments will have to provide relevant information to IMO’s Maritime Safety Committee which will judge whether or not the country concerned meets the requirement of the conventions.The criminal jurisdiction of the coastal state would not be exercised on board a foreign flag ship passing through the territorial area/sea for arresting any person or to conduct any investigations in convention with any crime committed on board the ship during its passage except in following areas. a) If the consequences of crime extend to coastal state. b) If the crime disturbs the peace of country or the good order of the territorial area.c) If the assistance of local authorities has been requested by the master of the ship, or consular officer of the flag stated) If such measures are necessary for the suppressions of illicit traffic in narcotic drugs.The coastal state shall, if the Master so requests notify a diplomatic agent or officer of the flag state, before taking any steps and shall facilitate contact between such an agent or officer and the ship’s crew. In case of emergency, this notification may be communicated while the measures are being taken.The coastal state should not stop or divert a foreign flag ship passing through the territorial sea for the purpose of executing civil jurisdiction in relation to a person on board the ship.Should an offence such as oil pollution accidents or other damages occur within the jurisdiction of another state, that state can either cause proceedings to be taken in accordance with its own law or give details of the offence to the flag so that the latter can take appropriate action.

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Background of ILOWorld War I transformed the world’s social and economic map. The International

Labour Organization (ILO) emerged together with the League of Nations from the treaty of Versailles in 1919. It gave expression to the concern for social reform that grew with the industrial revolution and the conviction that realistic reform had to be conducted on an international plane. The members of the ILO were to be countries of the world member states.

Created to develop international labour standards and to ensure their application, the ILO devoted the bulk of its energies to this major task during its firs forty years. During the twenty year period from 1919 to 1939. 67 conventions and 66 recommendations were adopted.

Originally, standards focused on working conditions. The first convention in 1919 dealt with hours of work, the famous eight-hour day and forty eight hour week.

In 1926, an important innovation was introduced when the International Labour Conference set up a supervisory system on the application of standards which still exists today. It created a committee of independent jurists responsible for examining government reports on the application of conventions ratified by them and presenting its own report each year o the conference. Its mandate has since been broadened to cover reports on ungratified conventions and recommendations.

In 1944, delegates to the International Labour Conference adopted the Declaration of Philadelphia which annexed to the constitution, still constitutes the charter of the aims and objectives of the ILO. The declaration opens with a reaffirmation of the fundamental principles on which the ILO is based notably that

“Labour is not a commodity”“Freedom of Expression and of association is essential to sustained progress” and “poverty anywhere constitutes a danger to prosperity everywhere”The declaration anticipated and set a pattern for the United Nations Charter and the Universal Declaration of human Rights.In 1946 the ILO became the first specialized agency of the newly formed United Nations organizations.In 1969, on its 5oth Anniversary, it was awarded with the Nobel peace prizeThe ILO: How it worksThe International Labour office in Geneva is the permanent secretariat of the International Labour Organization, its operational headquarters research centre and publishing house. Administration and management are decentralized in regional area and branch office in more than 40 countries.Under the leadership of a Director general who is elected for a five year renewable term. The office employs some 2500 officials and experts at Geneva headquarters and in more than 40 field offices around the world.Regional meetings of the ILO member states are periodically held to examine the matters of special interest to the regions concerned.

The work of the governing body and of the International Labour office is aided by tripartite committees covering major industries and by committees of experts on such matters as vocational training, management development, occupational safety and health industrial relations workers education and special problems of certain categories of workers (young workers women, the disabled etc). The International Labour office maintain a very comprehensive website at http://www.ilo.org/The international labour conference meets annually. It provides an international forum for discussion of world labour and social problems and sets minimum international labour standards and broad policies of the organization.Every two years, the conference adopts the ILO’s beneficial work program and budget which is financed by member states.Each member country has the right to send four delegates to the conference:Two from the government and one each representing workers and employers each of whom may speak and vote independently.The ILO is unique among world organization with its “tripartite structure” in that employer and workers representatives the “social partners” of the economy have an equal voice with those of governments in sharing its policies and programs. The ILO encourages triparteism within member states as well by promoting a “social dialogue” which involves trade unions and employers in the formulation and where appropriate, implementation of national policy on social and economic affairs and a host of other issues.Between the conferences, the work of ILO is guided by the governing body. Comprising 28 government members and 14 worker and 14 employer members. This executive council of the ILO meets three times a year in Geneva. It takes decisions on action to give effect to ILO Policy prepares the draft program and budget which it then submits to the conference for adoption and elects the Direct General.Ten of the government seats are permanently held by states of chief industrial importance (Brazil, China, France, Germany, India, Italy, Japan, Russian federation, United Kingdom, and United States).Representatives of other member countries are elected by the government delegates at the conference every three years, taking into account geographical distribution. The employers and workers representatives elect their own representatives in separate electoral colleges.The international Labour conference meets in June each year in Geneva; delegates are accompanied by technical advisor. As well as the government delegates, the cabinet minister responsible for labour affairs in their countries also generally attend the conference and take the floor. Employers and workers delegates can express themselves and vote independently of their governments. They may well vote against each other as well as their government representatives.One of the ILO’s oldest and most important functions is the adoption by the tripartite International labour conference of conventions and Recommendations which set international standards. Through ratification

by member states, conventions create binding obligations to implement their provisions. Recommendations provide guidance on policy legislation and practice.Each member state is required to submit all conventions and recommendations adopted by the conference to the competent national authority for a decision to be taken number of ratifications of these conventions have continued to increase. The ILO has established a supervisory procedure to ensure their application in Law and practice. It is based on the objective evaluation by independent experts of the manner in which obligations are complied with and on examination by the organizations tripartite bodies.Mandate of the ILOThe ILO formulates International labour standards in the form of conventions and recommendations setting minimum standards for basic labour rights:

Freedom of association Right to organize Collective bargaining Abolition of forced labour Equality of opportunity and treatment and other standards regulation

conditions across the entire spectrum of work related issues.

It provides technical assistance primarily in the fields of:

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

It promotes the development of independent employers and workers organizations and provides training and advisory services to those organizationsWithin the UN systems, the ILO has a unique tripartite structure with workers and employers participating as equal partners with governments in the work of its governing organs1996 maritime Session of the International Labour Conferencethe 84th (Maritime) Session of the International labour Conference concluded its work in October 1996 with the adoption of three conventions three recommendations and a protocol concerning the living and working conditions of seafarers.The conference revised and adopted the following international legal instruments:Seafarers’ hours of work and the Manning of ships convention

Seafarers’ wages, hours of work and the manning of ship recommendation 1996

Labour inspection (seafarers) convention and recommendation 1996

Recruitment and placement of seafarers’ convention (revised) and recommendations 1996

1996 protocol to the Merchant Shipping (Minimum Standards) Conventions 1976

Seafarers hours of work and the manning of ships conventionThe conference revised the wages, hours of work and manning (sea) convention and recommendation 1958 (No. 109). It adopted the new seafarers hours of work and the manning of ships convention 1996 which establishes specific daily and weekly limitations on hours of work or conversely daily or weekly minimum rest periods for seafarers with the aim of preventing fatigue associated with excessive work.It calls upon member states which ratify it to acknowledge that normal work hours shall be based on an eight hour day with one day of rest per work and then provides that maximum limits shall not exceed 14 hours per day and 72 hours in a week. Alternatively, member sates may define working time through a minimum of ten hours of rest per day or 77 hours in a week. These limitations are to be posted in an easily accessible place on board the ship.Records of daily working hours or periods of rest are to be maintained and the competent authority is to examine and endorse these records at appropriate intervals in order to monitor compliance and if the records indicate infringements of the provisions governing hours of work or rest requires measures to be taken to avoid infringements.The new convention has also been included in the protocol to the Merchant Shipping (minimum Standards) conventions 1976 (No.147). This means that, following sufficient ratifications, this instrument may also be subject to port state control.

Seafarers wages hours of work and the manning of ships recommendation 1996The accompanying recommendations which focuses on compensation for overtime and other wage issues is a comprehensive instrument which will serve to clarify wage issues for seafarers and ship-owners. It retains the ILO minimum monthly basic wage figure for able seamen a figure which has long served as an international bench mark for the industry. This is currently (as from 1st January 2003) US $ 465 per month.

Labour Inspection (seafarers) convention and recommendation, 1996International provisions for labour inspection on board of ships were strengthened by the adoption of the labour inspection (seafarers) convention. The first international convention on maritime labour inspection. The preamble of the convention states that measures only apply to flag state control- i.e., subject to inspection by the ships own flag state and not port state control.Recruitment and placement of seafarers’ convention (Revised) and recommendation 1996

The international labour conference also adopted a convention and recommendations on the placement of seafarers revising the placing of seamen convention 1920 (No.9). The original 1920 convention (No.9) – one of the first conventions adopted at the IMO-related to seamen which included all persons except officers employed as members of the crew engaged in maritime navigation.The new convention allows private placement services provided that they are “in conformity with a system of licensing or certification or other form of regulation”. Ratifying member states shall “ensure that no fees or other charges for recruitment or for providing employment to seafarers are borne directly or indirectly in whole or in part by the seafarer”The accompanying recommendations set out guidelines for effective co-operation among the different recruitment services, ship-owners and seafarers. Among other tasks the competent authority should approve or prescribe standards for the operation of recruitment and placement services and encourage the adoption of codes of conduct for these services.1996 Protocol o the Merchant Shipping (Minimum Standards) convention 1976The Merchant Shipping (Minimum Standards) convention 1976 (No.147) has become the basic point of reference in the industry for minimal acceptable standards of safety and health, social security and living conditions of seafarers.The conference adopted an optional protocol to the 1976 convention allowing states to accept new obligations but retaining the flexibility for the convention still to be ratified in its existing form. A supplementary appendix which can be accepted by the ratifying state includes ILO conventions regulating accommodation of crew, hours of work and manning seafarers’ identity documents workers representatives’ health protection and repatriation.

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11.State the Maritime Declaration of Health and the requirements of International Health Regulations for persons employed on board ship. State the steps taken by you as Chief Engineer on board for an Engine Room personnel suffering from a contagious disease while on a voyage ?

Ans World Health organization is a specialized agency of United Nations established in 1948. WHO’s objective is the attainment by all peoples of the highest possible level of health.

WHO’s objective is the attainment by all peoples of the highest possible level of health.

WHO collaborates with member governments, United Nations agencies and other bodies to develop health standards. Control communicable diseases and promote all aspects of family and environmental health.

Purpose: WHO regulations were adopted and came into force in 1959, as international sanitary regulation which later renamed in International health regulation in 1969.

Its purpose is to ensure the maximum security against the international spread of diseases with

minimum interference with world traffic.Maritime declaration of health.

At every port of call master of ship has to give a declaration of health to authorized offices which states

1. Particulars of ship2. Ships crew and officers are fit for service on board3. During the voyage any case of suspected case of plaque cholera or yellow

fever.4. Any illness of infectious nature, death of any person on board during the

voyage otherwise than as a result of accident.5. Ship is free from rodents and deratting certificate or exemption is valid.

International Health regulations were originally intended to help monitor and control six serious infectious diseases: cholera, plague, yellow fever smallpox, relapsing fever and typhus.

Today only cholera plague and yellow fever are notifiable diseases.

Article 81 of IHR states that “No health document other than those provided for in these regulations shall be required in internal traffic”.

Separate vaccination certificates were once required for small pox, cholera and yellow fever. The eradication of small pox was confirmed by WHO more than 10 years ago. It also states that vaccination against cholera cannot prevent the introduction of infection into a country and the WHO therefore amended the international health regulations in 1973 so that cholera vaccination should no longer be required of any traveller. A

certificate of vaccination against yellow fever is the only certificate which should be now required.In case of Engine room personnel suffering from a contagious disease while on voyage.

1. He should be examined by ships designated medical officer2. After confirmation, master should be informed and the patient should be

shifted to hospital3. Ensure that Air from the hospital is not recirculated in the ships A/C system4. Having listed all symptoms and findings relevant section of (shipmaster’s

medical guide) to be consulted and recommended treatments to be followed5. When patient is ill visitors should be discourages when the patient shows

signs of improvement the above ban can be relaxed.6. willing shipboard personnel must be deputed after taking all possible

precautions to attend the patient and monitor his progress7. Disposable utensils for drinking, eating must be used.8. all used bed linens and towels must be sterilized and should not be washed

with the common linen9. If the conditions of patient does not improve, radio medical advice should be

sought10.All actions to be recorded in medical log book and company should be

informed for each happening

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12.Underline the importance of IMO Convention concerning minimum standards merchant ships, 1976 (No. 147) and its protocol 1996. Also give a brief description of other relevant IMO conventions ?

Ans. Merchant Shipping (minimum standards) Convention 1976 applies to every sea going ship. Each member which ratifies this convention undertakes:-

(a) To have laws or regulations laying down, for ships registered in its territory. (i) safety standards including standards of competency, hours of work &

manning, so as to ensure safety of life on board ship. (ii) appropriate social security measures (iii) shipboard conditions of employment & shipboard living arrangements, in

the opinion of the member are not covered by collective agreement or laid down by competent courts in a manner equally binding on the ship owners and seafarers concerned & to satisfy itself that the provision of such laws and regulations are substantially equivalent to the conventions

(b) To exercise effective jurisdiction or control over ships which are registered in its territory in respect of:-

(i) safety standards, including standards of competency, hours of work & manning, prescribed by national laws or regulations

(j) social security measures prescribed by national laws or regulation(k) shipboard conditions of employment and living arrangements

prescribed by national laws or regulations or laid down by the competent courts in a manner equally binding on the ship owner & seafarers concerned

(c) To satisfy itself that measures for the effective control of other shipboard conditions of employment & living arrangements where it has no effective jurisdiction, are agreed between ship owners or organisations & seafarers organisations constituted in accordance with the substantive provisions of the freedom of association and protection of the right to organise convention 1948, and the right to organise and collective bargaining convention 1949.

1996 Protocol to the Merchant Shipping (minimum standards) Convention:- Most of the standards covered by the merchant shipping convention 1976(No.147) are defined in terms of ILO conventions. Convention No.147 has become the basic point of reference in the industry for the minimal acceptable standards of safety and health, social security and living & working conditions of seafarers. The conference adopted an optional protocol to the 1976 convention allowing states to accept new obligations, but retaining the flexibility for the convention still to be ratified in its existing form. The supplementary appendix which can be accepted by the ratifying state include ILO conventions regulating accommodation of crews, hours of work & manning, seafarers identity documents, workers representations, health protection & repatriation. Member states who have ratified convention No.147 may take measures necessary to rectify any conditions on board foreign registered ships entering their ports which are clearly hazardous to safety and health. If there is a complaint or evidence that the ship does not conform to the standards of this

convention. Since its adoption the convention has strengthened substantially the international will to eliminate the operation of sub-standard ships. Despite the accelerated transfer of ships from one register to another, the ratification rate of convention No. 147 covering more than 50% of the world fleet remained stable between 1993 & 1996. It is referred to by many as one of the most significant & influential maritime standards. Some important maritime ILO conventions are:-

1) Merchant Shipping (minimum standards) Convention No.1472) Medical examination of seafarers convention(1946); No.733) Minimal age convention (1973); No.1384) Seafarers hours of work & safe manning levels convention

(1996); No.1805) Officers competency certificate convention(1936); No.536) Repatriation of seafarers convention(1987); No.1667) Accommodation of crew convention(1970); No.133

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13.How many maritime labour conventions have been in force concerning seafarers? Highlight Merchant Shipping (Minimum Standards) 1976 and its protocol and its contribution to uplifting the working condition of seafarers on board.

Ans. The ILO has adopted various conventions dealing with issues affecting the seafarers. These conventions are developed through a joint Maritime Committee and special maritime sessions of ILO. There are 36 conventions developed by ILO over the years covering employment, medical fitness, wages, hours of work, repatriation etc. Besides these there are 4 other labour standards which apply to all workers including seafarers. ILO also has developed certain recommendatory conventions (26 in no.) which serve as guidelines on work hours, manning, employment & wages.

Merchant Shipping (minimum standards) convention 1976: This convention attempts to combine various ILO conventions & recommendations in a single convention. Thus this convention becomes the basic reference point in shipping industry for minimal & acceptable standards for the safety, health, social security, living & working conditions for seafarers. This is ILO 147 convention commonly known as Minimum Standards Convention. This convention has 11 Articles, the important provisions contained in these articles are:-

(a) Applies to all sea going ships thus no tonnage limits/types are applicable

(b) Requires every member to have laws or regulations for ships registered in its territory for :-

(i) Safety standards, including std. of competency, hours of work & manning, so as to ensure safety of life on board.

(j) Appropriate social security measures.(k) Ship board conditions of employment & ship board living

arrangements, in so far as these are not covered by CBA or laid down by courts.

(c) The members should also exercise effective jurisdiction or control over ships registered in its territory as regards the above points

(d) Every party must ensure that :-(i) Adequate procedures exist for engagement of sea farers on

ships registered in its territory & for complaints arising in that connection.

(j) Adequate procedure is provided for receiving complaints by its seafarers employed on foreign ships & mechanism is formed to forward the complaints to competent authority of flag state of ship with a copy to DG of International Labour Office

(e) Seafarers employed on ships registered in its territory are properly qualified & trained for duties with regard to vocational training of seafarers

(f) To verify by inspection or other appropriate means that ships registered in its territory comply with applicable ILO conventions.

(g) It must hold an official enquiry into any serious marine casualty involving ships registered in its territory, particularly those involving loss of life, the final report of such enquiry should be made public.

(h) Article 4.1 of this convention is of particular importance as it gives powers to port state to check & verify compliance with these procedures & to take any measure necessary to rectify any conditions on board which are clearly hazardous to safety & health.

(i) This convention will come in force 12 months after the date on which these have been registered, ratified by at least 10 members with a total world tonnage of 25% or more

The conference adopted an optional protocol to the 1976 protocol allowing states to accept new obligations but retaining flexibility of original convention. A supplementary appendix which can be accepted by ratifying states includes ILO conventions regulating accommodations of crews, hours of work & manning, seafarers identity documents, health and repatriation.

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14.State the number of articles present in Merchant Shipping (Minimum Standards) Convention 1976 and briefly explain the purpose of each article.

Ans. The ILO has developed a number of conventions and recommendations relating to seafarers working on board the ship. The ILO conventions adopted are binding on every member state which ratifies them. India has ratified some of the conventions. The requirements mentioned in these international conventions are compiled according to Indian situation by incorporating relevant provisions in the MS Act 1958.

ILO Convention No. 147 :- It is commonly known as a minimum standards convention. It has 11 articles.

Article 1 The Convention applies to every sea going ship Article 2 Each member which ratifies this convention undertakes: (a) to have laws and regulations laying down for ships registered in territory— (i) safety standards, including standards of competency, hours of work

and manning so as to ensure the safety of life on board (ii) appropriate social security measures (iii) shipboard conditions of employment and shipboard living

arrangements (b) to exercise effective jurisdiction and control over the ships which are

registered— (i) safety standards, including standards of competency, hours of work &

manning prescribed by the national laws & regulations. (ii) social security measures prescribed by national laws and regulations (iii) shipboard laws and conditions of employment and shipboard living

arrangements prescribed by national laws and regulations.(c) to satisfy itself that measures for the effective control of other shipboard

conditions of employment and living arrangements where it has no effective jurisdiction are agreed between ship owners or their organisation or seafarers organisation constituted in accordance with the substantive provisions of the freedom of association and protection of the right to organise convention 1948 and right to organise and collective bargaining convention 1949.

(d) To ensure that(i) adequate procedures exist for engagement of seafarers on

ships registered in its territory and for the investigation of complains arising in that connection

(ii) adequate procedures exist for investigation of any complaint made in connection with and if possible at the time of engagement in its territory of seafarers of its own nationality on the ship registered in the foreign country and that such complaint made in connection with is promptly reported by its competent authority of the country in which ship is registered with a copy to DG of ILO.

(e) seafarers employed on ship are properly trained and qualified for their duties for which they are engaged

(f) to verify by inspection or by other appropriate means that ships registered in its territory comply with the applicable ILO convention in force which it has ratified.

(g) To hold an official inquiry into serious marine casualty involving ships registered in the territory

Article 3Any member which has ratified the convention shall in so far as practicable advise its nationals on the possible problems of signing on a ship registered in a state which has not ratified the convention until it is satisfied that standards equivalent to those fixed by this convention are being appliedArticle 4(1) If a member which has ratified this convention & if other ships do not

conform to the standards of this convention, after it has come in to force, it may prepare a report addressed to the government of the country in which the ship is registered with copy to DG of ILO & may take measures to rectify any condition on board which are clearly hazardous to safety or health

(2) In taking such measures the member shall forthwith notify the nearest maritime consular or diplomatic representative of the flag state & shall if possible have such representative present – it shall not unreasonably detain or delay the ship.

(3) For the purpose of this article, complaint means information submitted by a member of crew, a professional body, an association, a trade union or generally any person with an interest in the safety of the ship including an interest in safety or health hazards to its crew.

Article 5 1. This convention is open to the ratification of members which:- (a) are parties to the international convention for the safety of life at sea

1960, or the international convention for the safety of life at sea 1974. (b) are parties to the international convention on Loadline 1966 or any

other convention subsequently revising that convention, and (c) are parties to or have implemented the provision of the regulations for

preventing collisions at sea of 1960 or the convention on the international regulations for preventing collisions at sea 1972

2. This convention is further open to ratification of any member which on ratification undertakes to fulfil the requirements to which ratification is made.

3. The formal ratification of this convention shall be communicated to the DG of the International Labour Office for registration.

Article 61. This convention shall be binding only upon those

members of the International Labour Organisation whose ratification have been registered with DG.

2. It shall come into force 12 months after the date on which there have been registered ratifications by at least ten members with a total share in world shipping of gross tonnage of 25%

3. Thereafter this convention shall come into force for any member 12 months after the date on which ratification has been registered

Article 7

1. A member which has ratified this convention may denounce it after the expiration of ten years from the date on which convention first comes into force. Such denunciation should not take effect until one year after the date on which it is registered.

2. Each member which has ratified this convention & which does not within the year following the expiration of the period of ten years mentioned in the preceding paragraph, exercise the right of denunciation provided for in this article will be bound for another period of ten years, and thereafter may denounce this convention at the expiration of each period of 10 years, under the terms provided for in this article

Article 81. The DG of the IL Office shall notify all members of ILO of the

registration of all ratifications & denunciations communicated to him by the members of the organisation

2. When notifying the members of the organisation of the registration of the second ratification communicated to him, the Director General shall draw the attention of the members of the organisation to the date upon which the convention will come into force

Article 9 The DG of the IL Office shall communicate to the Secretary General of UN

for registration of all ratification & acts of denunciation registered by him in accordance with the provisions of preceding article

Article 10 At such times as may consider necessary the governing body of IL Office

shall present to the General Conference a report on the working of the Convention & shall examine the desirability of placing on the agenda of the Conference the question of its revision in whole or in part.

Article 111. Should the Conference adopt a new convention revising this

convention in whole or in part, then unless the new convention otherwise provides:

a. the ratification by a member of the new revised convention shall involve the immediate denunciation of this convention

b. as from the date when the new revised convention comes into force, this convention shall cease to be open to ratification by the members

2. This convention shall in any case remain in force in its actual form & content for those members which have ratified it but have not ratified the revised convention.

ILO has no enforcement powers of its own, but provisions are contained in ILO 147 to allow for Port State Control measures

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15.Address the salient issues as underlined in the Health Protection and Medical Care (Seafarers), 1987 convention of ILO. As a Chief Engineer comment its contribution to the improvement of medical care of seafarers on board ships.

Ans. ILO means International Labour Organisation, which was created in 1919 to develop international labour standards and to ensure their application. The organisation standard includes related social policies, human and civil rights matters. These standards have resulted from international tripartite agreements on these matters. The ILO standards take the form of around 30 international conventions and about 20 recommendations. These apply exclusively to merchant shipping. A new consolidated ILO Convention covering all present conventions is planned for the future.

Health Protection and Medical care (seafarers), 1987 Convention: Convention No. C 164 Date of Adoption: 08.10.1987 Came in to force: 11.01.1991 The general conference of ILO having been convened at Geneva by the

governing body of ILO office, and having met in 74 th session on 24th September 1987. Noting that the following standards have accordingly been framed with the co-operation of the IMO and the WHO (World Health Organisation) and it is proposed to seek their continuing co-operation in the application of these standards with regard to health, protection and medical care for seafarers, which is the 4th item on the agenda of the session.

This convention has total 21 Articles. Salient Issues Underlined In This Convention: Article 3: makes ship owners responsible for keeping ships in proper sanitary

and hygienic conditions Article 4: Aim at providing seafarers with health, protection and medical care

as comparable, as possible to that which is generally available to workers ashore. Guarantee seafarers the right to visit a doctor without delay in ports of call where practicable. Ensures medical care is provided free of charge to seafarers.

Article 5: Every ship to which convention applies shall be required to carry a medicine chest. The contents of the medicine chest and the medical equipment carried on board shall be prescribed by competent authority taking in to account such factors as the type of the ship, the number of persons on board and nature, destination and duration of voyage. Above equipments and chest should be properly maintained and inspected at regular intervals not exceeding 12 months, by responsible person. Expiry dates of medicines to be checked. The competent authority shall ensure that the contents of medicine chest are listed and labelled with generic names in addition to any brand names.

Article 6: Every ship is required to carry a ship’s medical guide, which will explain how the contents of the medical chest are to be used. Authority shall ensure that most recent edition of International Medical Guide is available on board.

Article 7: The competent authority ensures by a pre-arranged system that medical advice by radio or satellite communication to ships at sea, including specialist advice, is available at any hour of the day or night, free of charge to all ships irrespective of the territory in which they are registered.

Article 8: All ships carrying 100 or more seafarers and engaged on international voyages of more than 3 days duration, shall carry a medical doctor as member of crew responsible for providing medical care

Article 9: Ships which do not carry doctor will carry one or more specified persons in charge of medical care and these persons shall have to do a course approved by competent authority, regarding theoretical and applied training in medical skills.

Article 11: Any ship ≥ 500 GRT, carrying 15 or more seafarers and engaged in voyage of more than 3 days duration, a separate hospital accommodation shall be provided. Some relaxation can be given for ships operating in coastal trade. Hospital accommodation shall not be used for other than medical purposes.

Article 12: A standard medical report form shall be adopted by authority. The information contained in medical report shall be kept confidential and shall be used for no other purpose than to facilitate the treatment to seafarers.

Comments: The main contribution of this convention is it has made the employer to ensure for the health and safety of seafarers on board and to ensure ships are kept in proper sanitary and hygienic condition.

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16.Explain (i) WHO International Health Regulations (ii) ITU International Tele- communication Regulations. What impact these treaties have on modern shipping ?

Ans) WHO: World Health Organisation

The world Health Organisation, the United Nations specialized agency for health was established in 1948. WHO’s objective, as set out in its constitution, is the attainment by all people the highest possible level of health. Health is defined in WHO’s constitution as a state of complete physical, mental and social well being and not merely the absence of disease or infirmity. It collaborates with member Govt., UN agencies and other bodies to develop health standards, control communicable diseases and promote all aspects of family and environmental health. WHO is governed by 192 member states through the World Health Assembly. The Health Assembly is composed of representatives from WHO’s Member States.

WHO’s International Health RegulationsIn 1951 WHO member states adopted the International Sanitary Regulations, which were

renamed the International Health Regulations (IHR) in 1969. It’s purpose is to ensure the maximum security against the international spread of diseases with minimum interference with world traffic. The IHR were originally intended to help, monitor and control six serious infections diseases cholera, plague, yellow fewer, small pox, relapsing fever and typhus. Today, only cholera, plague and yellow fever are notifiable diseases.

Article 81 of the IHR states that no health document other than those provided for in there Reg shall be required in international traffic separate vaccination certificates were once required for small pox cholera and yellow fever. The eradication of small pox was confirmed by WHO more than 10 years ago. It also states that vaccination against cholera cannot prevent the introduction of the infection into a country and the WHO therefore amended the IHR in 1973 so that cholera vaccination should not longer be required of any traveller. A certificate of vaccination against yellow fever is the only certificate that should now be required, if any, for international travel. Most European countries have no vaccination requirements for international travellers, while most Asia and African countries require a yellow fever vaccination.

Article 54 of the International Health Regulation requires every ship to be either permanently kept in such a condition that it is free of rodents on the periodically deratted.

ITU: The International Telecommunication UnionOn 24th May 1844, Samuel Morse sent his first public message over a telegraph line between

Washington and Baltimore and through that simple act, ushered in the tele-communication age. Barely ten years later, telegraphy was available as a service to the general public. In those days,

however, telegraph lines did not cross national borders and because each country used different system, messages had to be transcribed, translated and handed over at frontiers, then re-transmitted over the telegraph network of the neighbouring country. Given the slow and unwieldy nature of this system, many countries eventually decided to establish arrangements which would facilitate interconnection of their national networks. However, because such arrangements were managed by each country at a national level, setting up telegraph links often required a huge number of separate agreements. To simplify matters countries began to develop bilateral or regional agreements so that by 1864 there were several regional conventions in place.

In 1865, the first International Telegraph Convention was signed in Paris by the 20 founding members, and the International Telegraph Union (ITU) was established to facilitate subsequent amendments to this initial agreement. Today, some 135 years later, the reasons which led to the establishment of ITU still apply, and the fundamental objectives of the organization remain basically un changed.

Following the patenting of the telephone in 1876 and the subsequent expansion of telephony, the ITU began, in 1885 to draw up international legislation governing telephony. With the invention in 1876 of wireless telegraphy. With the invention in 1896 of wireless telegraphy- the first type of radio communication and the utilization of this new technique for maritime and other purposes, it was decided to form a preliminary radio conference in 1903 to study the question of international regulations for radio telegraph communication. The first Int. Radio Telegraph conference in 1960 in Berlin signed the first Int. Radio Telegraph convention.

Under an agreement with the newly created United Nations, it became a UN specialized agency in 1947 with its headquarter in Geneva. In 1957, the first satellite, sputnik-1 was launched and began the space age. In 1963, the first geostationary communication satellite synom-1 was put into orbit. Conferences made allocations and put in place regulations governing the….. by satellites of the radio frequency spectrum and associated orbital slots. In 1992, allocations were made for the first time to serve the needs of a new kind of space service using non-geostationary satellites.

The ITU is unique among international organization in that it was founded as the principle of cooperation between governments and the private sector. With a membership encouraging telecommunication policy-makers and regulators, network operators, equipment manufacturers, hardware and software developers, regional standards making organizations and financing institutions. ITU’s activities policies and strategic direction are determined and shaped by the industry it serves.

ITU publishes books and documents used by ships radio operators, including:

1. ITU manual for use by the Maritime Mobile and Maritime Mobile- Satellite services 1992

2. ITU list of coast stations3. ITU list o ship’s stations4. ITU list of radio determination and special services and5. ITU list of call signs and numerical table of identities of stations used by the

Maritime Mobile and maritime Mobile-Satellite services

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

The main IMO conventions regarding safety, welfare and working conditions of

seafarers onboard are given below:-

1) SOLAS – 74 and its amendments and protocols.

Entered into force 25th may 1980,

It has two parts. Part I contain 12 chapters Part II certain 4 annexure.

The main chapter which deals with safety and working conditions of

sea farers are:

Chapter II – Constructional safety with respect fire, stability and flooding

Chapter III – life saving appliances and arrangements

Chapter V - safety of navigation

Chapter VII – Carriage of dangerous goods

Chapter IX – Management for the safe operation of ships

Chapter XI-1 - Special measures to enhance maritime safety

Chapter XI-2 - Special measurers to enhance maritime security

2) L L 1966 and Amendments

In force 21st July 1968

Limits by means of minimum free boards, drafts to which ships may be

loaded prescribe minimum standard for internal weather tight and

water tight integrity and security for personnel

3) STP 1971 ( Special trade passenger ships agreement)

In force 2nd Jan 1974

Complemented by protocol on space requirement for special trader

passengers ships.

STP 71 regulates the carriage of large numbers of unberthed

passengers in special trades such as pilgrim trades.

4) COLREG – 1972

In force 15th July 1977

Amended in 1981, 1987, 1989, 1993 and 2001

38 rules divided in to 5 sections and four annexes.

Deals with rules and regulation for preventing collisions and technical

details

5) INMARSAT – 1976 International Maritime Satellite Organization

Entered into force 16th July 1979

Define the Inmarsat purpose as being to improve maritime

communication there by assisting in improving distress and safety of

life at sea, communication, the efficient management of ships,

Maritime public correspondence services, and radio determination

capabilities.

INMARSAT’S obligations to provide maritime distress and safety

services via satellite were enshrined within 1988 amendment

(GMDSS) to SOLAS.

6) STCW 1978 – International convention on Standards of Training, Certification

and Watch keeping for seafarers.

Entered into force 28th April 1984

1995 amendment including STCW code entered into force on 1st Feb

2002

It establishes minimum international standard requirements for training

certification and watch keeping, replaced national set standards.

Applies to ships of non party states, when visiting ports of party states.

7) SAR1979 - International convention on Maritime Search and Rescue 1979

Aims at developing an international search and rescue plan,

irrespective of location of accidents, SAR operations will be

coordinated by SAR organizations.

Entry into force 22nd June 1985

Parties must have adequate SAR services in their coastal water and

to cooperate with other SAR organization.

8) PAL 1974 – Convention relating to the carriage of passengers and their

luggage by sea called Athens convention

In force 28th April 1987

Protocol in 1976, 1990 and 2002

Establish liability regime for damage suffered by passengers carried

on seagoing vessel.

9) SUA 1988 ( Convention for the suppression of unlawfull acts against the safety

of maritime navigation

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

Aims at ensuring that appropriate judicial action is taken against

persons committing acts against ships, which includes seizure of ship

by force, act of violence against persons onboard ships and the

placing of devices on board a ship which are likely to destroy or

damage it. Obliges contracting governments to prosecute alleged

offenders

1988 Protocol provide similar regulation relating to fixed platform

located on the continental shelf.

The main ILO convention related to safely, welfare and working conditions of sea

farers on board ship are as follows (About 30 convention related to seafarers)

1) ILO -147 Minimum standards convention

In force in Nov 1981

It is the minimum internationally accepted labor standards in merchant

ships.

It aims to eliminate operation of substandard ship, Aim to improve the

efficiency and safely of navigation, Aim to enhance measures to

protect the marine environment and aim to advance sea farers interest

in the filed of health, safety, working conditions and trade union rights

Convention requires flag states to adopt minimum standard relating to

safety, social security and shipboards condition of employments and

living arrangements.

2) ILO -178 Labor Inspection convention 1996

3) ILO -73 Medical Examination ( Sea fares) convention 1946

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

In force 17th Feb 1973

5) ILO - 138 Minimum Age Convention 1973

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

7) ILO -133 Accommodation of crews convention 1970

8) ILO – 163 Sea farers welfare at sea and port convention 1987

9) ILO – 164 Health protection and medical care convention 1987

10) ILO –165 Social security for sea farers convention 1987

11) ILO -166 Repatriation of sea farers convention 1987

12) ILO – 146 Sea fares Annual leave with pay convention 1976

13) ILO -91 paid vacation ( Sea farers) convention 1949

14) ILO -74 certification of able sea man convention 1946

15) ILO – 22 Seaman’s Article of agreement conventions 1926.

16) ILO -56 Sickness insurance (Sea ) convention 1936

17) ILO – 87 Freedom of association and protection of the right to organize

Convention – 1948.

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18.Under “Indian Merchant Shipping Act”, explain (i) Indian Courts and their procedures towards a major casualty on a foreign flagship (ii) Arrest of Maritime property (iii) Arbitration (iv) Liens

Ans 1) Indian Courts and their procedures on India we have the following Judicial system

i) Lower Courts: For small Cities/ Townsii) High Courts: in each stateiii) Supreme Courts: in new official language of high court and supreme court is

English.A part of civil law that deals with shipping field regarding collision damage of

cargo, salvage, arrest of ships etc. is called admiralty law. All cases that fall in this category are heard by admiralty court.

At the time of independence only high courts of Mumbai, Chennai and Kolkata had admiralty jurisdiction. By a judgement of Supreme Court, all the cases regarding shipping field can be heard in the other high court.

Any suits against foreign ships owned by foreign companies which do not residues or business in India are liable to proceed in the admirably side of high court

The high court possesses jurisdiction over1) MSAC Merchant Shipping Act 581 part ix safety any claims regarding.a) Building, Equipment or repairing of a shipb) LSA, FFA

2) MSA part X, collisions, accidents and liability any claims to damage one by ship, loss of life or property due to collision

3) MSA pad XIII, Salvage, any claims in nature of salvage services

4) MSA part VII seaman and apprentices any claim by master or crew …… wages agreements

5) MSA paid XII, investigation and inquiries any claims lot shipping causalities1) Vessel registered in India2) Any foreign vessels. India on India terrestrial wages

ii) ARREST OF MARITIME PROPERTY: Any ship that is not considered fit for the proposal voyage or if she is a danger to the environment or vehicle for life in any aspect that ship will be considered unseaworthy and she can be arrested Any ship which is in India water can be arrested if required laid down by MSA S8 are not fulfilled.

1) MSA part IX safety

a) If ship does not comply with the requirements for hull, equipment and machinery

b) Does not comply with cautious regulations regarding lights to be carried and exhibited distress signals to be observed and followed.

c) Ship not provided with proper LSA and FFA

d) If a ship has deficiency in radio telegraph its installation and operations on a signalling ..

e) Does not carry valid certificates

2) MSA Part VI certificates of officers, if ship does not carry the minimum mandatory requirements and their required certificates are not as per STCW 95

Ship can be given provisional detention by a surveyor of D.G. Shipping detention to master in case of making the ship unseaworthy. The copy of this report must be given to the officer concerned if the ship is a foreign flag.

The owner/circular officer can appeal against this report to court of survey for the port where ship is detained. The owner may appoint an independent assessor who must be recognized by both the surveyor as well as he independent assessor agree on declaration/release of ship than the vessel will be accordingly declared as released.

The D.G. Shipping may at any have order the official release …. With as without conditions if satisfied that the detailed ship is not longer considered.

It is appears that there was not reasonable cause for provisional detention the central govt. shall be liable to pay the vessel owner his costs incidental to detention and survey by owner. If the vessel is however proud has to pay on costs, expenses and fines to control govt. in addition the owner must repair or remove the cause of detention at his own cost.

Arbitration

MSA 58 does not say much about arbitration. But is 1996 the Indian parliament passed the arbitration and convention Act. This act recognizes the need of an arbitration award. It is the resolution of the dispute, by one or more arbitration appointed by parties is disputed

The advantages of arbitration are:

1. Fast settlement2. Low cost3. Less formality

But it has disadvantages which are:1. Difficult points of law may need to be revert to a court2. No right of appeal to the result

3. Foreign courts may not be allowed to enter the arbitration award. LIENS:- (To have a right to keep something until debt is paid)

Lien is a claim or charge upon property, securing the payment of some debt or the satisfaction of some obligation or duty. There are two classes of lien concerning ship:-

1) possessory liens2) maritime liens

Possessory Lien :- A lien is a right to retain possession of a movable property(ships as well as goods), pending the discharge of an obligation incurred for services rendered to or in respect of the movable property.

It must be noted that the right to retain the property is based on possession; ON SURRENDER OF POSSESSION THE RIGHT IS LOST; e.g. Port lien on the ship for services provided to her. A

carrier(the owner or charterer who enters in to a contract of carriage with a shipper) by sea, has in common law, a possessory lien on goods in his possession in three cases:-

1) to recover unpaid freight (but not dead freight, demurrage or damages for detention, for which a lien for recovery must be specifically contracted for)

2) to recover expenses incurred in protecting cargo(since the master may have acted as an agent of necessity for the benefit of cargo owner)

3) to recover a General Average contribution due from cargo(although in practise cargo is normally released once a General Average bond or guarantee has been signed or security has been provided)

Possession of the goods may be actual (i.e. where the goods are on board the carrier’s vessel) or constructive (i.e. where they are not on his ship but still under his control e.g. in a warehouse etc awaiting delivery)

A charter party usually has a lien clause.

Maritime Lien: Maritime lien is a claim on a ship, her cargo, or both, as well as on the freight she will earn, in respect of a service done to or injury caused by any of them. A maritime lien is enforceable by proceedings “in rem” i.e. against the property involved, and not against any person or persons who might own or manage or have possession of the property.

The lien can be enforced by arrest and sale of the property(unless security is given) and the lien accordingly travels with the ship or cargo whenever possession of it changes, and is good against a bonafide purchaser without notice, it is not dependent on possession.

Maritime lien survives even after the property passes into the hands of a bonafide purchaser even though he neither knew about the lien nor could have known of it even after exercising reasonable care.

So unlike mortgages, maritime liens are difficult to detect as they are not registered. The purchaser of a vessel often comes to know of the existence of a maritime lien only after a claim is made on the vessel by the concerned interests. For this reason, maritime liens are often hidden or invisible liens.

No precise definition of a maritime lien is provided either in the domestic legislation in India or in any source of international law including the relevant conventions of 1926, 1967 & 1993.

Advantages of Maritime Liens to lienee:-

1. He is provided with security up to the value of the res(property or thing)

2. He remains unaffected by his inability to trace the defendant.3. When there are a no. of claims against the same res(property), the

claim of a maritime lienee generally rules first in priority over other claims

Equitable Lien: An equitable lien is not dependent on possession. The person entitled to receive money for goods (or services supplied) is entitled to receive the money due to him, by sale of the property, after following due process of law, even though he is not in possession of the property.

However, equitable lien is lost by sale of the property to a bonafide purchaser for value provided the purchaser did not know about the lien attached to the property or could not have learnt of it by exercising reasonable care before purchasing the property

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19.An Indian flag vessel collided with another vessel off the coast of India, as a result few lives were also lost and vessel damaged. In accordance with the provisions under the Merchant Shipping Act, what steps should be initiated and who should initiate such steps for the safety of the ships and the marine environment

Ans. Whenever a shipping accident takes place and comes under the purview of M.S.Act as a shipping casualty, the master, the pilot or persons in charge of ship at the time of casualty is required to give notice of this casualty to officer appointed by the government under the section 358(2) of the M.S.Act. The proper officers appointed by the government are notified in the official gazette.

Preliminary enquiry:- When an officer appointed under the Act received information about the shipping casualty, he is required to conduct a preliminary inquiry about the accident. The purpose of the preliminary enquiry is to establish the following:

(j) A shipping casualty has occurred within the meaning of Act.(k) The details of the voyage leading to the casualty.(l) Events that led to the casualty(m)Extent to which loss of life or loss of property has occurred due to

shipping casualty(n) The causes that led to the casualty including act of incompetency,

negligence or misconduct of person or persons is concerned The preliminary enquiry, which is held under section 359 of M.S.Act is

departmental enquiry and the proceedings of such enquiries are not released to public. In conducting the preliminary enquiry, the officer has the following responsibilities:(1) To inform the central government and the state government concerned

where necessary of the detail of the shipping casualties occurring within their jurisdiction

(2) To go on board the ship and inspect the same including machinery and equipment, but not unnecessarily detaining or delaying her from proceeding on any voyage

(3) To enter and inspect any premises to facilitate the completion of the preliminary enquiry

(4) To summon persons he thinks to take statement to complete the preliminary enquiry

(5) To demand the production of all log books, documents or papers he considers necessary for the enquiry

(6) To submit the report to central government If any person refuses to attend and answer or to produce necessary evidence or to impede the enquiry, officer should call his attentions to the power given to him. In case he still refuses, he can take action under chapter X of the Indian Penal Code. Persons who may be present at the examination; where the owner or agent of a ship, a casualty to which is being investigated signifies his desire to be present but only while witness belonging to the ships at which he is directly interested are being examined, and he must be requested to remain silent. He may take note of evidence, if he desires but should not interfere examination of witnesses. Barring this, no person is to be present in room

during the examination of the witness excepting the deponent. The officer conducting the enquiry and his clerk and if necessary an interpreter. Professional lawyers are not admitted in to the proceedings of preliminary enquiry or formal investigation. Whenever it appears that the event leading to ship casualty, demand a formal investigation by court, the D.G.Shipping, by virtue of power delegated to him under section 360 of M.S.Act may direct the same to be held. On receipt of the order of director general the proper officer shall make an application to the court of empowered under 361. the objective of court empowered under 361 is not to punish anyone who may have been at fault, but to throw light on the cause of casualty and to consider steps to prevent such casualties in future. Only first class magistrates are empowered to conduct these formal investigations. The courts are assisted by assessors having the requisite technical knowledge and are independent of all the interest concerned. The assessor are appointed by the court out of the list which is maintained by the directorate. Where formal investigation involves or appears likely to involve any question regarding cancellation or suspension of certificate of competency of master, mate or engineer, the court shall be assisted by not less than two assessors having the requisite experience in merchant marine service. Apart from the officer on whose application this investigation is undertaken, any person upon whom a notice of investigation has been served, any other interested parties may be permitted to appear at investigation and become a party to the proceedings. On the appointment time and place for holding investigation, the court can proceed with investigating witness the parties upon whom notice of investigation have been served are present or not. Report of court, unless the cancellation or suspension of any officers certificate is not involved, the court need not tell its decision in open court. It may send or deliver to the parties a copy of the report as required by 369 of M.S.Act to be transmitted to the central government. The court should submit its report to the central government in duplicate. Where cancellation or suspension of officers certificate of competency is involved, the court may deliver its decision in open court and also send or deliver to the parties a copy of the report to be transmitted to the central government. Where the certificate is suspended and the court has recommended a certificate of lower grade should be issued, the same shall be issued by D.G.Shipping through the principal officer concerned. The power to cancel certificate of competency – The certificate of competency may also be cancelled by central government under provision of 373 of M.S.Act

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. Normally an Indian ship is registered in any of the following ports in India i.e. Mumbai, Calcutta and Chennai. At each port, the principal officer (P.O.) of the MMD is the registrar for that ship. The registrar has a book called The Register book which carries entries made regarding the registration of ship.

Following Documents are required for registration of the ship.a) Surveyor’s Certificate

b) The Builder’s Certificate

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

d) All declarations of ownership.

1) Surveyor’s Certificate:

The owner of the ship which is to be registered in India makes the arrangements for the vessel to be surveyed by a surveyor, who then ascertains the tonnage of the ship. The surveyor grants a certificate, specifying the ships tonnage and other particulars. This certificate is delivered to the Register for purpose of registry.

2) The Builders Certificate:

In case the ship is built in India, a Builders Certificate i.e. true account of proper denomination and the tonnage of the ship as estimated and the name of the person, if any, on whose account the ship was built o be submitted to the Registrar. If the ship is built outside India, the same evidence should be produced as in case of a ship built in India. If the place and time of her building are not known or if the builders’ certificate cannot be produced, then the instrument of sale under which ship was sold earlier is required.

3) If the ownership of the ship has been changed in the past. Those instrument of sale is required at the time of registry.

4) Declaration of Ownership :

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

a) Statement containing citizenship of India.

b) A statement of the time and place where the ship was built. If the ship was built outside India. and time and place are not known, a statement to that effect must be given. In addition, in case of a ship previously registered outside India, a statement of the previously registered name and other particulars.

c) Name of her master

d) The number of shares (of the ship) held by the individual / company ( as the case may be) and

e) A declaration that the particulars stated are true to the best of his / her knowledge and belief.

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

On being satisfied that the ship, on the strength of evidence placed before him is entitled to be Indian ship, Registrar arranges for a surveyor for the determination of her tonnage in accordance wih the merchant shipping (Tonnage measurement) Rules 1987, as amended from time to time, for the purpose of issue of a certificate of survey.

After the formalities enumerated above have been gone thro’, Registrar issues a carving and marking note. This note is o be returned to the registrar after carving and marking have been duly carried out on the ship in the prescribed manner & certified by surveyor. It involves carving of name of the ship conspicuously on each side of her bows as well as insertion permanently on her stern the name of the intended port of Registry.

After entering the required particulars of the ship in the register, the registrar issues a certificate of Registry to the owner.

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21.An Indian shipping company is running at considerable loss for consecutive years and desires to put some of their vessels in mortgage. Identify the parties to whom the vessel can be mortgaged and in extreme measure when the shipping company fails to repay the mortgaged loan, describe the modalities for recovering.

Ans. The main source of ship finance in India is now “ The Shipping Credit and Investment Corporation of India”, and the Nationalised Banks. The Shipping Development Fund committee provided for continuous & non-lapsable source of finance to shipping until its abolition in 1986.

A registered ship or a share therein maybe made a security for a loan or other valuable consideration and the instrument creating the security is called a mortgage.

Mortgage constitutes an ideal form of security since it allows the mortgager to continue his business as a going concern, at the same time subjects the mortgaged property to some sort of control by the mortgagee.

It enables the mortgagee to take possession and realise the security if the owner/debtor defaults or jeopardises the value of the security.

Mortgages are visible claims as national laws generally provide for registration of mortgages with the registrar of ships & when the ship is mortgaged to more than one party, the priority between them is determined by the date of registration & not according to the date of mortgage itself.

From the date of registration, mortgagee is protected against all unregistered mortgages or charges as well as against its trustee in bankruptcy.

Section 47 & 54 of M.S. Act 1958 & M.S Rules 1960 contains provisions related to mortgages of ships. Under section 51 as amended in 1993 details of rights of mortgagee is described.

When there is only one registered mortgagee of a ship or share, he shall be entitled to recover the amount due under the mortgage by selling the mortgaged ship or share without approaching the high court.

When there are two or more registered mortgagees of a ship or share, they shall be entitled to recover the amount due under the mortgage in the high court, and when passing the decree or thereafter, the high court may direct that the mortgaged ship or share be sold in execution of the decree.

Every registered mortgagee of a ship or share who intends to recover the amount due under the mortgage by selling the mortgaged ship or share shall give an advance notice of fifteen days relating to such sale to the registrar of ships port of registry. This notice shall be accompanied with the proof of payment of the wages and other amounts due to seamen in connection with their employment on that ship in accordance with the provisions of the M.S. Act 1958

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1) When a seaman dies during a voyage on Indian Coast & ship proceeds to a port in India, Master shall within 48 hrs after his arrival at his port of destination in India, pay and deliver any property to Shipping Master at that port.

2) Deduction made by master in such account shall not be allowed unless verified by an entry in official log book, and also by such vouchers, if any, as may be reasonably required by shipping master.

3) A shipping master in India shall grant to a master upon due compliance with such provisions of this section as relate to acts to be done at port of destination a certificate to that effect.

4) Shipping master to whom effects of a deceased seaman are delivered, or who take charge of such effects under this act may if he thinks fit, sell the effects & proceeds of any such sale shall be deemed to form part of property of seaman.

5) Before selling any valuables, shipping master may try to endeavour to ascertain the wishes of next of kin of deceased seaman as to the disposal of such valuables, if practicable and lawful, comply with such wishes.

6) If seaman engaged in any ship, voyage of which is to terminate in India, dies during that voyage, master of ship shall report death to next of kin of seaman and to shipping master at his port of engagement and shall take charge of any money or effects belonging to seaman. Master shall enter in official log book, the following particulars:-

i) a statement of amount of money and detailed description of other effects. ii) a statement of sum due and amount of deduction if any. 7) The said money, balance of wages and other effects are in this act referred

to as property of seaman or apprentice. 8) If master fails to comply with provisions of this act, he shall be accountable

for such property to the shipping master, and shall pay and deliver accordingly. 9) Where any property of a deceased seaman is paid or delivered to a shipping

master, the shipping master, after deducting for expenses incurred in respect of that seaman or of his property such sums as he thinks proper to allow may pay and deliver the residue to claimants who can prove themselves to the satisfaction of said shipping master and said shipping master is discharged from all further liability.

10) Where no claim to property is received within one year, shipping master shall sell the property and pay proceeds of the sale into public account of India.

11) If after proceeds of sale, any claim is made to the satisfaction of shipping master, claim shall be paid and if claim is not established, claimant can approach court.

12) After expiration of 6 yrs, from receipt of such property by shipping master, no claim to such property shall be entertained without enacting of central government.

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3. Under maritime law, in case of a collision, explain (i) apportionment of damages (ii) proportionate fault (iii) collision liabilities (iv) presumptions of fault (v) jurisdiction in collision cases.

Ans) (1) Apportionment of Damages: When ship collides, most important aspect is to come to the degree of blame attaching to each ship, which is arrived at an the basis of faults in navigation of each ship for instance 60-40, 70-30 etc., each ship is responsible to that percentage of the total claim.(2) Proportionment fault: Proportionment fault is the degree of blame attaching to ship(3) Collision liabilities: In case of collision the …….. doing ship is liable to make good all damages/less suffered by the other ship. This includes cost of repairing the other vessel cost of cleaning pollution caused by collision removal of wreckage and also loss of earnings of the other ship(4) Proportionment fault: In certain countries both vessels are presumed to be negligent on 50-50 bases(5) Jurisdiction in collision case: Jurisdiction in case of collision means which country’s law will apply. Generally the law of the country where they sue of filed applies. But by agreement generally it is United Kingdom jurisdiction, because the clubs who are active in determining collision liabilities they prefer London jurisdiction.

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24.What are the various collision liabilities under international maritime law? How the economic laws in ship collisions are assessed? Highlight your views on “ collision and conflicts of law “?

Ans. Collision Liability

When ever by the fault of two or more ships, damage or loss is caused to one or more of them or to the cargo of one or more of them or to any property onboard one or more of them the liability to make good the damage or loss shall be in proportion to the degree in which each ship was at fault. If it is not possible to establish different degree of fault, the liability shall be apportioned equally.

Salvage or other expenses, consequent upon that fault, recoverable in law by way of damages.

When ever loss of life or personal injuries are suffered by any person onboard a ship owing to the fault of that ship and of any other ship or ships, the liability of the owners of the ship concerned shall be joint and several.

When a proportion of the damages is recovered from the owner of one ship, which exceed proportion in which she was at fault, the said owner may recover by way of contribution the amount of the excess from the owner of the other ship or ships to the extend to which those ship were respectively in fault.

In every case of collision between two ships it shall be duty of the master or person in charge of each ship, if and so far as he can do so without danger of his own ship, crew & passengers if any as to rendered to the other ship, her master crew & passengers if any.

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

b) To give to the master of other ships the name of his ship and of the port to which she belongs and also name of port from where she comes.

Immediately after collision occurrence, cause a statement thereof to be entered in official log book, signed by master and also by mate or one of the crew.

When ship has sustained or caused loss of life or any serious injury to any person or material damage or hull damage, effecting seaworthiness, the owner or master shall with in 24 hours transmit to the central Govt. or the nearest PO with full ship details non appearance of the ship, owner shall inform Govt. in writing with all ship details name, official no. port of Registry etc. Internal convention for unification of certain Rules of law with respect to collision between vessels, 1910 (Brussels) Ratified by India.

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

2. In case of doubt or force majored damages are borne by those who suffered them even if one of them is at anchor or made fast.

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

4. If two or more vessels at fault liabilities in proportion to the degree of faults resp. committed. If in doubt, liability is equal (MS act section 345).

5. Applicable to vessels, cargo, property of crew, passengers, other persons onboard, even third party and damages caused by death or injury (MS Act s-346)

6. Limitation of liability of ship owner to persons on board is left to each country (MS act s-345).

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

8. Right of action for recovery not subject to fulfillment of any special formality.

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

10. Master is bound to render assistance to vessel, crew and passengers of other vessels, exchange names, port of Registry and ports from and to (MS Act s-348)

11. Without prejudice to ship owners limitation of liability or obligations arising from contracts of carriage (MS act -345)

12. Application for damages even when no collision actually takes place.

3/4 Collision Liability : Clause -6

Provides that underwriters will pay for 3/4 of any.

Loss or damage to another vessel or property on it.

Delay to or loss of use of another vessels or property on it.

General average of another vessel or property on it.

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

Where the payment by the assured is a result of a collision with the other vessel.

Can be extended to 4/4 th cover (if clause 40 is expressly agreed to in writing by the underwriters.

was formally called, and is still often referred to as, the running down clause or (RDC).

was originally intended by under writers to make ship owners more careful with the navigation of there vessels, since they would be carrying a quarter of the risk themselves.

The one fourth of liability not covered by the underwriters under the policy is normally insured under the ship owner's normally insured under the ship owner's P & I club policy.

Sister ship : Clause 7 :

Allows vessels owned wholly or party by the same owner, or under the same management, to be treated in the event of collision or salvage as if they were owned by different companies. In such cases liability is to be referred to a mutually agreed rule arbitrator.

Conflicts of law : When collision take place in international water, it become difficult to decide that which ships, flag / state law will apply or law of near coastal / state will apply.

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25.Differentiate between official logbook, deck and engine room log books. Highlight their salient features and differences. Also, enlist the number of documents, which are handed over by relieved Chief Engineer during signing off from a vessel.

Ans) Official log book

1) Must be kept on every ship, unless exempted it is available with engagement and discharge documents from concerned flag state offices

2) Must be completed in accordance with M.S. (official log book) regulation 1981, as amended

3) Must be kept in one book covering all seaman onboard and remains in force from time of opening crew agreement until closure of crew agreement.

4) It must be delivered on closure to flag state concerned

5) It must be produced by Master, if demanded to the superintendent/surveyor or port authorities

6) Each entry must be dated and the master commits an offence if an entry is not made, signed and witnessed in accordance with the regulations and the schedule.

Supplementary officials logs and records:a) Officials log book (part II passenger ships only)

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

b) Radiotelegraph (W/T) wg

it includes routine tests of equipments in part ‘1’ and part ‘2’ records duty of radio officer and particulars of messages transmitted and received.

c) Radiotelephone (R/T) log

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

d) GMDSS Log

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

1) Summary of communications relating to distress urgency and safety traffic

2) Important incidents connected with ratio service

3) The position of ship at least once a day

e) Oil record Book:-

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

Deck and Engine room logs:

In addition to usual entries of course, speed, weather etc entries should be made regarding:-

Switching on and off of navigational lights Changing from automatic to hand steering and vice-versa Exaggerated entries of weather conditions or other circumstances should be

made Entries should be made of all extraordinary happenings and all matters

effecting owners interest, likely to arise. Machinery breakdown, stranding and grounding etc. Searches for stow-ways, drugs or contraband Bunkering operations in detail(commencement, completion etc) Passage through oil slicks Time of arrival, berthing and serving and receipt of readiness Particulars of delays in loading or discharging etc

The E/R and Mates log book should be signed by chief engineer and chief officer, ensuring correctness of its contentsa) Bridge books and movement bookRecord entering and leaving of port, engine movements, change of course etc.Cargo Record Book

It is required as per regulations. It is a requirement under chemical and gas carriers codes, as well as for ships carrying noxious liquid substances.

Number of documents handed over by chief engineer during sign off:1. List of status of surveys/certificates , quarterly listing2. ‘Condition of class’ (stated) if any3. Handing over report4. Fuel oil, diesel oil/lube oil soundings confirm actual figures5. Voyage requirements for fuel. Lubes6. Bunkers expected and consumption record7. Oil record book8. ‘PMS’ status of main, auxiliary and electrical machineries9. Spares onboard10.Stores onboard11.Alarm checklist12.Critical equipment checklist13.Special and precision equipment onboard

14.Records of port state inspections-LSA/FFA15.Cargo equipment maintenance records16.Technical file: list of critical components/spares affecting NOx/SOx17.Bunker delivery receipts18.Special tools19.List of manuals and drawings available on board20.Training records

All other documents pertaining to the particular type of ship.

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26. State the Importance of maintaining log book records during a watch and vessels stay in port. Elucidate the procedures involved relating to the entries made for the data during watch – keeping. Which data records concerned with main engine you find most important and why ?

i) The log book serves as a legal document in the event of an incident to prove the functioning of equipment.

ii) It serves as evidence of various requirements of different states regarding tests / checks to be carried out prior arrival of their waters (These should be logged accurately).

iii) Recording of various parameters of machinery helps in identifying a trend. And deviation them normal parameters would point an impending breakdown of machinery.

iv) Logging of the parameters terms an important part of the condition monitoring process and hence plays a important role in the preventive maintenance.

v) Last but not the least, it ensures that watch keepers take diligent care in checking the equipment / condition of machinery as they sigh the entries in the log book for their watch thereby taking responsibility of the watch.

Procedures relating to entries in the log book.

i) Entries to be made neatly clearly and legible.

ii) It there is any need for cancellation the previous entry is to be legible and countersigned by the person carrying out the cancellation.

iii) As far as possible readings to be taken from the local instruments and not the remote gages.

iv) Entries to be accurately made and filled in the relevant column / row.

v) All the entries relevant to the machine to be made as far as possible.

vi) Additional operations / incidents to be logged down in the reruns / column.

All operating parameters of operating machinery should be logged down in the respective columns or spaces reserved for them. The flow meters should be logged down to enable calculation of consumptions other than the above C/E will log down following after calculating.

F.O. consumption for M/E, A/E & Aux blr.

Engine rpm

Distance by engine observation

Propeller ship.

F.O. / L.O. / FW ROB

The most important parameter regarding M/E would be the main L.O. pressure.

Maintaining the L.O. pressure within the specified range would ensure proper supply to the bearings sliding surfaces, thrust pads, pistons etc. If the L.O. pressure is lower than what is required,

starvation of oil would lead to damage to bearing chances of hot spot and crankcase explosion. There by putting the main propulsion machinery out of action.

Other than the above, the other parameters are

i) Exhaust temperatures.

These would indicate proper combustion

ii) Scavenge pressure and temperature

iii) Engine load (fuel index)

iv) Piston cooling temperatures.

v) Jacket water temperatures.

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27.An accident with a ship relates with a grounding while approaching a port. On an inspection made by a team of surveyors, you are to submit the relevant Log book records for formulating an opinion regarding cause of grounding. Taking figures from real life situations present a case study to underline that machineries were functioning satisfactorily.

Ans.

Case Study: Grounding of the MONCHEGORSK, Bridge Team Management, and Passage Planning.

Some general characteristics of the MONCHEGORSK.

Length: 177 meters (581 feet)

Beam: 23 meters (74 feet)

Draft: 6.5 meters forward; 8 meters aft

Deadweight: 19,943 tons

Gross Tons: 18, 627 tons

Year Built: 1983

Main Engine: 15,446 kW (20,999 bhp)

General Cargo Ship with Ro/Ro side ramp and icebreaking capability. Single screw, CPP, geared to two main engines.

Crash Stop (Maneuvering Full Astern both Engines)

From Full Ahead

Ballast: 0.55 NM Loaded: 0.85 NM

Time: 3 minutes 10 seconds

From Slow Ahead

Ballast: 0.35 NM Loaded: 0.5 NM

Time: 2 minutes 30 seconds

• The MONCHEGORSK was in an partially loaded condition with a draft of 6.5 meters forward and 7.95 meters aft.

• Loaded the ship draws 8.5 meters.

• The ship was carrying 52 containers, 2 vehicles, and 10 break bulk cargoes on this voyage.

• The ship’s capacity is 140 cars, 36 trailers, and 576 containers (TEU).

Turning Circles

Full Ahead

Ballast Advance: 0.31 NM Transfer: 0.16 NM

Loaded Advance: 0.29 NM Transfer: 0.15 NM

Slow Ahead

Ballast Advance: 0.27 NM Transfer: 0.14 NM

Loaded Advance: 0.25 NM Transfer: 0.14 NM

• Turning circle information needs to be considered based on partial load and intermediate speed 9 to 11 knots.

• ”Full Ahead,” both engines on line, with a pitch setting of “10,” and 540 rpm is listed on the maneuvering diagram as 18.1 knots.

• ”Slow Ahead,” both engines on line, with a pitch setting of “4,” and 420 rpm is listed on the maneuvering diagram as 11.4 knots.

• These reflect a loaded condition.

• The maneuvering diagram indicated 1 to 3 knots of additional speed for a ballast condition.

All these data were confirmed by the surveyors by checking manuals, log book records and planned maintenance. They found that the engine condition was satisfactory at the time of incident.

Not for navigational use.

Nisqually Reach

the Nisqually Flats which is a National Wildlife Refuge.

Balch Passage, between McNeil and Anderson Islands, was the path the Pilot intended to take from the start of the transit.

Nisqually Reach, south of Anderson Island, was the track the Master understood the vessel would follow.

The Pilot: Master 1600 gross tons, Second Mate any gross tons, Oceans. First Class Pilot any tons, Puget Sound. Sixteen years experience as pilot. No other incidents.

The Master: Master’s license (Russia). Reported working as a pilot in Murmansk for five years. Worked aboard MONCHEGORSK before. Russian was first language, scored well on English language proficiency test. No interpreter necessary.

The Chief Officer: Master’s license (Russia). Worked aboard MONCHEGORSK before. Russian as first language, scored well on English language proficiency test. No interpreter necessary.

The Helmsman: Able-Bodied Seaman. Worked aboard MONCHEGORSK before. Russian was first language. Required an interpreter for interview.

The Chief Engineer: Class 1 license (Russia). Worked aboard MONCHEGORSK before. Russian as first language, scored well on English language proficiency test. No interpreter necessary.

Course recorder information had to be adjusted for both course and time because the Chief Officer did not start it before the MONCHEGORSK departed the dock. He annotated the time as 1737. Using the ship’s position as recorded by the Chief Officer on the chart, an additional correction of 2 to 3 minutes was found to be necessary. A suggested 6-minute adjustment was checked but did not correlate well with other data. The 32-degree course correction was derived from the recorded heading versus the observed grounded heading.

Extract from the bell logger tape. Note the slowing of the MONCHEGORSK’s engines starting at 1820 as the ship rounded Devil’s Head. Note also the one-minute backing bell at 1826.

Error Chain Indicators

Some of the error chain indicators that were present as the MONCHEGORSK grounding played-out.

• Ambiguity. The track to be followed by the MONCHEGORSK was not clear to all members of the bridge team prior to departure.

• Distraction. The Pilot stated that he was concerned with small vessel traffic.

• Inadequacy and Confusion [loss of control]. The Pilot said he knew the heading had gotten too far over and realized he needed to come hard to port or stop the vessel. The Helmsman stated he knew the ship had to proceed more to port, but he received starboard helm orders. The Chief Mate said he wondered about the Pilot’s starboard turn order, and attempted to contact the Master regarding the order.

• Communication Breakdown. The Chief Mate did not call the Master upon learning of the Pilot’s intent to deviate from the intended route. The Chief Mate was apparently unaware of the Pilot’s concern for small vessel traffic in Drayton Passage.

• Non Compliance with Plan. The planned route was not followed.

• Procedural Violation. The Chief Mate did not call the Master about the deviation from the intended route despite a standing order to the contrary.

The engine room log book, pms records were thoroughly checked. The chief engineer was interviewed to find out any malfunctions with the engine or steering, or any stoppages or breakdowns before the incident. It was also checked whether any maintenance work was carried out on main engine or steering prior departure. The main engine trying out record in ahead and astern directions, and steering and emergency steering trying out prior departure port records were verified and were found satisfactory.

Alarms and controls trying out records in pms were also checked. Hence it was confirmed that the machineries were running satisfactorily at the time of incident.

Lessons-Learned

• Passage plans should be reviewed and discussed by the bridge team (including the pilot) when the pilot boards the ship. Any changes foreseen at that time should be evaluated, plotted on the chart, and made known to all bridge team members.

• Changes to passage plans should be evaluated to determine their impact on the composition and duties of the bridge team.

• Communication is critical to the bridge team. It maintains the situational awareness of bridge team members and ensures that developing error chains are interrupted.

• Standing orders should be consistently followed.

 

Investigation Notes

• Multiple-investigating agencies: Pilotage Commission, Ecology and U.S. Coast Guard

• Sorting out timing of events from recorded information - course recorder, engine logger interpretation.

• Differing recollections of apparently credible individuals - the Chief Officer and Pilot offered differing accounts of the who gave the various engine orders that were recorded.

• Interview timeliness. Some witnesses interviewed a month after the grounding.

• Willingness of interviewees. Pilot reluctance to give statement to U.S. Coast Guard during initial investigation.

• Alcohol testing was not conducted due to equipment problems. Alcohol could not be ruled out categorically as a factor.

• Voyage Data Recorders - should help sort out events during future incidents once the requirement is implemented internationally.

• Fatigue - The Chief Officer offered a question to US Coast Guard investigators that raised the possibility that he may have been fatigued at the time of the grounding.

 

The Washington State Board of Pilotage Commissioners issued a reprimand to the pilot for his role in the grounding. In addition, the Board required him to take additional Bridge Resource Management training (at his own expense) and levied a monetary fine. An additional fine and suspension of his license were issued as a suspended sanction for a period of one year.

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28.Describe the objective for maintaining records onboard. What are its categories? Enlist the record keeping items under each categories substantiating with reasons. Give an example by which the records generated by the shipboard maintenance activities may also be seen as a data base from which valuable management information can be retrieved.

Ans. The objective of maintaining record onboard is to 1) Meet with the requirements of the various International regulations & 2) reduce the down time which may be involved during "critical maintenance ' or break downs" The records of regulatory certificates reveals the certificates due for renewal before their expiry date. Action for their renewal can be therefore taken well in advance, thereby ensuring continued seaworthiness of vessel. Basically "Records" reveal the information for planning maintenance in next ports and surveys to be carried out. There are two categories of records maintained onboard.

Externally generated and internally generated records.

Externally generated records are :

1) Class survey records, reports and certificates

2) Statutory records of reports and certificates

3) Port state control reports / records

4) Report of vetting organization

"Internally" generated Records are :

1) Records of routine, inspection and maintenance work.

2) Record of testing alarms, and emergency shutdowns.

3) Superintendents visit and inspection records

4) Internal and external audit reports

5) Records of non-conformity and corrective action taken .

6) Records of accidents and Hazardous occurrences

7) Spares and store maintenance records

8) Delivery Notes

9) Personnel records comprising of

i) Seaman's Document (CDC, PASSPORT etc.)

ii) Medical fitness certificate Report.

iii) Certificate of competency of officers / ratings

iv) Statutory courses Attended.

Externally" generated records can assist giving following valuable management information :

Class survey records / Reports :

Continuous survey and inspection of machinery within the stipulated period should always be compared with or else the ship cannot ply (or) claim any insurance. Therefore 'Records of class certificates help us to plan and organize the surveys due thereby maintaining the vessel in "class" at all times.

Statutory survey certificates / Records :

All safety, pollution prevention and critical equipment onboard has to be periodically inspected by the administration and certified well kept records will enable this inspection to be carried out prior to expiry of the certificates, so that the vessel trading in the international water in not effected.

PSC inspection records :

All the PSC inspections reports shall be recorded and the latest PSC records deficiency shall be rectified within the accepted time frame and PSC should be informed. If any vessel undergoes PSC inspection of one port, it need not be inspected by another PSC within a period of 6 months from that date, unless otherwise any specific reason is established this can be proved only when we have the previous records. This will be sufficient to show weather recommendations of previous PSC inspection have been fulfilled / completed with.

Vetting Inspection Records :

Vessels in the tanker trade need "vetting records" to be maintained it is the critical inspection of shipboard safety and operational procedure w.r.t. preventive maintenance plan, regulatory compliance plans and crew training programs.

Many tanker charter parties now certain venting clauses that mention owners warrant that the vessel, at all times shall be accepted by major oil companies under their vetting program. Owners to arrange for inspection as and when required at their time and expense.

INTERNALLY Generated Records

i) Records of Routine (Log Books), inspection and maintenance :

This helps the vessel in general up-keep in normal operating conditions the records unable us to plan when to carry out different types of routines inspection and maintenance. Previous records also help us to know any special produce or tools to be used for maintenance pertaining to that particular machinery. Therefore previous records (history book) should be referred, before planning any maintenance.

ii) Records of safety and emergency equipment :

To ensure the safety of life and property on board all safety and emergency related equipment should be tested and recorded, there should be sufficient spare onboard (known from the previous consumption) and it any deficiency / shortage is observed indents must be placed.

iii) Superintendent inspection and internal / external audit records :

As per ISM (SMS) requirements a vessel shall be inspected by a company official every 3 months; there must be a documented evidence and his reports recorded.

Reports of Internal / External Audit as per 15 m (SMS) should be documented and should be readily available in case of a PSC inspection.

iv) Spares and store Inventory Records :

These records very closely depend upon the maintenance records. So proper maintenance will reflect the requisition to be made for indenting spares and stores which should be received well in time before the date of planned maintenance.

v) Delivery Notes :

When receiving F.O. or L.O. bunkers 'Delivery notes' shall be signs by both the parties and one copy kept on board as a record and other one should be sent to the company.

The 'note' should have all details like grade, properties, time of supply, made of supply, name of supplier or any short supply. Any dispute should be recorded. If any enquiry occurs for whatsoever reactions the 'delivery note' will play a vital role as a record of proof.

Personal Records :

All personnel onboard shall be in possession of required certificates / mandatory courses as per STCW-95 and medical fitness certificate the records will shown the status / details of all the personnel and that the immigration requirements have been met with. The validity of the certification immigration requirements have been met with. The validity of the certificate should be taken into account when planning sign off/ on. All overtime records of crew shall be maintained as per 'ILO' requirements.

Maintenance records may be seen as database from which valuable management information can be retrieved. An 'example' is given below :

Consider a particular records of maintenance of any equipment, from this the company superintendent, can come to a conclusion that the maintenance period should be increased (or) decreased.

We have take an example of cleaning of waterside of sea water cooled L.O. cooler of an Auxiliary engine. Now say if ship is operating along the Indian coast them due to muddy water; water side of the cooler will become dirty very soon and the performance of cooler will deteriorate faster, where as when the ship is beastly plying an high sea the performance of coaster will be normal for longer period of time.

So from previous maintenance records we can alter the maintenance plan for sea water coolers i.e. vaulting in optimum efficiency and savings of the men working hours.

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29.With reference to record keeping onboard, discuss (i) the necessity of proper filing (ii) efficient control of follow up and verification activities (iii) accident investigation.

Describe a situation onboard, which will highlight the importance of record keeping of above three cases.

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

- Reduces the time to find out document in less time- Once document is found it reduces irritation- Looks impressive & show system is organized.- Becomes very easy for quick reference, survey etc.

(i) Efficient control of follow up & verification :- follow up means keep your self updating regarding the inquiry you have sent for answer it to know progress. If this communication is a paper correspondence it is very important to have initial letter no or reference no. if it is an e-mail that it is always better the whole correspondence should be sent every time if on communicate.

When you receive any correspondence it is equally important to verify it by sending a small note that you have received so & so. If follow up for the queries are kept then it makes easy for the replaying person & it helps in quick decision so saving time.

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

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

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

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

To highlighted the importance of record keeping let us take an examples of head inquiry due to breaking of helmets by falling hammer. (Requisition filed) we received helmets in store, the received ones were not of same standards we have asked for (invoice filed)

- Office was informed regarding this- Follow up done & continued - In between helmet was used & a hammer fall on the helmet breaking it sand piece

of hard plastic piercing in the head (log book entry)- Incident report made & officer informed about this.

During accident investigation the requisition checked standard checked, invoice checked, office correspondence & follow up checked log book only & incident reports wee studies & report cause find and.

All the documents were filed um proper order so a smooth investigation was followed

Hence Record Keeping in day to day life is very very important.

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30.How to distinguish between necessary and unnecessary records on ship? How the control of record keeping maintained onboard? How the old and unnecessary records are identified and dealt with?

Ans. The objective of maintaining records on board is to reduce the downtime which may be involved during critical maintenance or breakdowns. The records of regulatory certificates reveal the certificates due for renewal before their expiry date. Action for removal can therefore be taken well in advance thereby ensuring continuous seaworthiness of the vessel. Basically records reveal the information for planning, maintenance in next ports & surveys to be carried out.

Almost every activity on a sailing ship demands for records or recording that activity. Some of them requires time together with authorised personnel notification and some of them are only important for the date of the activity or task. It is such a broad term that single line definition is not viable.

To differentiate between necessary records and unnecessary records there is not a demarcation line but we can say that certificates do have a validity period and must be kept on board for that validity. Once it expires we can still keep till new certificate is issued and after that the old one can be discarded, within the accepted time frame & PSC shall be informed. If any vessel undergoes PSC inspection in one part it need not be inspected by another PSC within a period of six months from that date unless otherwise any specific reason is established.

Vessel in tanker trade need “vetting records” to be well maintained. It is the critical inspection of ship board safety and operational procedures with respect to preventive maintenance plan and crew training programs many tanker charter parties now contain vetting clauses that mention owners warranty that the vessel at all times shall be accepted by major oil companies and chemical companies under their vetting program. Owners to arrange their inspection as and when required at their time and expense.

Internally generated records:-1) Records of routine inspection and maintenance work2) Records of testing alarms and emergency shut downs3) Superintendents visit and inspection records.4) Internal and external audit reports.5) Reports of non conformity and corrective action taken6) Records of accidents and hazardous occurrences7) Spares and stores maintenance records8) Delivery notes9) Personnel records comprising of—

a) Seaman’s documents(COC, passport, courses)b) Medical fitness certificate reportc) Certificate of Competency of Officers/Ratingsd) Statutory Courses attended, etc.

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

1. Voyage Charter2. Time Charter3. Bare boat Charter

Freight:The fright is expressed as per ton loaded cargo. This is usually expresses in dollars per MT or long ton. Freight is the remuneration payable by charters to the owners for the performance of the contract and may be called charter party freight. This is normally payable in accordance with the terms of a freight clause which stipulate the amount of freight the time for payment and the method of payment.

This is often payable under the charter party terms partially or fully in advance e.g., on loading on issue of Bill of LadingDead freight is not genuine freight but owners compensation for loss of freight, payable by charterers on a quantity of cargo short shipped i.e., a quantity they agreed upon but failed to load3) BARE BOAT OR (DEMISE CHARTER)

A bare boat charter may also be called a charter by demise or demise charter and is often described as a type of ship financing arrangement.

It will be generally on the BARE CON 89 charter party form It is used by owners such as banks/finance organization who may not be

prepared to operate or manage ships themselves. It is a contract for the lease of a ‘vessel for an agreed period’. The legal owner

ship continues to vest in the owner but her physical possession, operation (including manning) and commercial exploitation are the responsibility of and are the benefit of the charterer.

They often have a purchaser option at the expiry of the charter period and are frequently linked to management control.

Any bills of lacking for cargo are issued by or on behalf of the charterer and not on behalf of the legal owner.

The chartered usually pay the owner a fixed hire per month in advance as detailed in agreement.

4) BILL OF LADING

The bill landing is the declaration of the master of the vessel by which the acknowledges that he received the goods on board of his ship and assures that he will carry the goods to the place of destination for delivery, in the same condition as he received them against handing of the original bill of landing. The definition of a bill of lading given in the “HAMBURG RULES” is the following.

“BILL OF LADING” means a document which evidence a contract of carriage by sea and the taking over of loading of the goods by the carrier, and by which the carrier undertakes to deliver the goods against surrender of the document.

A provision in the document that the goods are to be delivered to the order of a named person, or to order or o bearer, constitutes such an undertaking.

The bill of lading serves as a

a) A receipt of the goods by the shipowner acknowledging that the goods of the stated species, quantity and conditions are shipped to a stated destination in a certain ship or at least received in custody of the ship owner for the purpose of shipment.

b) A memorandum of the CONTRACT OF CARRIAGE by which the master agrees to transport the goods to their destinations all terms of the contract which was in fact concluded prior to signing of the bill of loading are repeated on the back of this document

c) A document of little to the goods enabling the consigner to dispose of the goods by endorsement and delivery of the bill of lading.

LAY TIME: The lay time is the allowed time for loading and unloading of the vessel. The lay time is determined in the charter party. If this time excelled by the charterer he has to pay the owner compensation called the

DEMURRAGE: On the other hand if the ship has loaded or discharged quicker than foreseen then the owner will have o pay the charter a compensation called dispatch. Lay time consists of a specific number of days “DAYS” means a period of 24 consecutive hours running from 0000 to 2400 hrs.

DEMURAGE: Rate of amount payable per “weather working day” a portion thereof to the shipowner by the charter as penalty for the letters failure to load or discharge cargo within the lay time specified in the charter party provided however that the delay was not due to circumstances within the control of shipowner or beyond control of the chartered.

OFFHIRE:It is the responsibility of the owner to provide the vessel in a seaworthy condition for the purpose of the contract and the time of contract making. Owners usually agree to exercise due diligence to make the vessel seaworthy for each voyage during the charter period.

A term charter party usually contains an undertaking by owners to maintain the vessel in a good condition throughout the charter period and owners may be required to keep the vessel in the condition she was stated to be in when the contract was made. The term off hire means that in certain circumstances for which the charterer is not responsible, the hire will be temporarily suspended. So the hire of the vessel is suspended when the charterer cannot use the vessel for which he had hired it.

The circumstances in which “off hire” is allowed are given in the charter party.(eg- dry docking, strike of officers, crew, breakdown of machinery, to maintain efficiency of the vessel, deficiency of owner stores etc.)

The boiler and piston cleaning is included to allows owners to carryout maintenance of machinery. This period is normally 48 hours per year. The vessel goes off hire if period of maintenance is exceeded.

If deviating for owners purpose eg-landing a sick man, repairs, dry dock the vessels will be off hire from the moment of deviation until she is ready to resume service in a position not less favourable to the charterers.

A deduction of hire is calculated on the basis of fuel used in deviation including F.O and D.O at the port deviated to.

But if deviation is for the charterer purposes eg.: stress of weather the vessel will remain on hire.

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

Ans. :- Contract is an agreement enforceable by law and exists between owner and ship manager if any.

Owner, manager and any ship broker fixing the ships employmentOwner, manager and any charterer of the vessel.Owner, manager and agent appointed at each port.Master and his employerLegal carrier and each shipper of goods on vessel.Owner, manager and various parties engaged during a voyage such as ship

chandlers.Repairing parties, tug owners, pilotage authorities, port authorities, stevedores.Individual crew members and their employers.Ship owners and charterers.Charterers and sub-charterers.Ship owners and owners of cargo

Ship owners ( or carriers ) and passengers ( contracts of passage )

- Contracts of carriage by sea are normally made between a shipper or charterer & a ship owner or carrier, by brokers acting as agents on their behalf. ( For brokers services a separate contract is made ).

An agent normally has the legal capacity to bind his principal to any contract made on the principal’s behalf, although he must always act within his authority.

A master normally has no capacity to make or alter a contract of carriage made by his employer except in except in exceptional circumstances. ( e.g. when making a salvage contract in time of peril, or in circumstances where he becomes an agent of necessity when unable to communicate with its principal.

Time Charter :- is a contract for the services of the vessel for a specified period of time which could vary from one trip ( trip time charter ) to as much as a few years. The owners retain possession of the vessel & provide the master & crew, provisions, insurance deck and engine stores & have the responsibility of maintaining the vessel in an efficient state in hull, machinery & equipment. The charterers provide and pay for fuel, port and canal charges, pilotage, tugs, agency fees & commissions. The time charter forms in common use are NYPE, BALTIME, ASBATIME, SHELLTIME, INTERTANKTIME & SUPPLYTIME. The charterer-hire is generally on a daily rate & is usually payable in advance every fortnight/every month.

Bareboat Charter or Demise Charter :- Is rather more in the nature of a ship financing agreement for the services of the ship. In this arrangement the legal ownership continues to vest in the owner but her physical possession, operations ( including manning ) & commercial exploitation are the responsibility of & are for the benefit of the charterer. Bareboat charters often have a purchase option at the expiry of the charter-period & are frequently linked to a management contract. The owners are often banks or investment companies who do not have the expertise to operate or manage ships. Any Bills of Lading for cargo loaded are issued by or on behalf of the charterer & not

on behalf of the legal owner. The most-often used form for this type of agreement is “Barecon-89” published by BIMCO. The charter hire is generally payable in advance on the basis of per annum..

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The duties of the ship-owner/carriers are covered under Article (iii) of Hague Visby rules.

I) The carrier is obliged to exercise due diligence before and at the beginning of the voyage in respect of the following:

(a) to make the ship seaworthy(b) to properly man, equip and supply her

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

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

be deemed to be the number of packages as far as these units are concerned.

RESPONSIBILITIES OF SHIPPER(i) The shipper is the person who has a legally binding contract with the carrier. It is the shipper’s responsibility to provide accurate information about the cargo.

(ii) Following information must be included in the B/L (a) Shipper’s identity (b) Vessel name

(c) Port of loading (d) Port of discharge

(e) Quantity of cargo.As far as possible the master should insert words viz., ‘shipper figures’ or ‘shore figures’ or ‘weight and quantity unknown’ to protect he carrier from claim short loading date of loading (g) condition of goods (h) freight (i) condition of carriage(iii) The shipper has to clearly declare, the nature of goods being shipped when goods are being shipped without the knowledge of consent of carrier, the carrier is free to jettison land or destroy the goods without any liability.(iv) The shipper is responsible for all damages and expenses resulting from the shipment of dangerous goods, even when such goods are shipped with carriers knowledge. The carrier can deal with the goods when they become dangerous to the ship without any liability except general average. But in such a case, the shipper is not liable for any consequential loss.

LIABILITIES OF SHIPPER1. If the value of goods has not been declared in the B/L the shipper will

get only 666.6 SDR’s per package or 2 SDR’s per kg2. In case of loss or damage, written notice must be served on the carrier

within are year of delivery of goods.

DIFFERENCE BETWEEN HAGUE RULES AND HAGUE VISBY RULES1) Under Hague rules (framed in 1920’s) carriers liability was restricted to GB pounds 100 (gold equivalent) per package.Under Hague-Visby rules, this limit was raised to 10,000 francs (gold equivalent) per package or 30 francs per kg2) As per Hague Visby rules, the carrier loses his right to limit liability, if the damage to cargo resulted from an act or omission of the carrier, done with the intent to cause such damage. As per Hague rules, no such provision were provided. Thus the carrier could limit his liability to 100 GB pounds even if the damage caused to cargo was done intentionally with the intent to cause damage.

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34.Elaborate the influences of a Charterer on operation of propulsion and other shipboard machineries during a voyage. A ship on a time- charter if met with several unforeseen machinery breakdowns due to which the scheduled date cannot be met with, stale the different options and actions a Chief Engineer on-board should undertake.

Ans. The different types of charter parties are :- (1) Voyage Charter (2) Time Charter (3) Bareboat Charter. In case of a voyage charter and time charter, it is the responsibility of

owner to take care of ships propulsion machinery and other machineries on board.

In case of any breakdown :(a) In case of voyage charter in breakdown if laycan is not met i.e. at

agreed time if the vessel is not presented at agreed port or place, the charterers are entitled to reject the vessel and cancel the charter.

(b) In case of time charter, loss of time governed by the so called off hire clause. This clause provides that time charter shall not be required to pay hire for such time as is caused by breakdown of machinery or repairs.

(c) In case of bareboat charter all responsibilities regarding navigation, propulsion and maintenance of shipboard machinery remains with charterer itself.

Prior taking a ship on charter following things (but not limited to ) are taken in to consideration by the charterer:

(2) Description of the vessel name, flag, ownership, class, gross and net tonnage, cargo capacity and horsepower etc.

(3) Speed and fuel consumption in function of determined weather conditions (in good weather & smooth water)

Time charter has a major concern in speed of the ship and fuel consumption as it determines the time period between ports and also the expenses to be incurred on fuel in the voyage. Minimum speed agreed in charter party has to be achieved and any deviation in case of speed or fuel consumption if any, then the owner has to pay compensation to the charterer.

Voyage charter has stipulated laycan so in order to meet that a minimum agreed speed has to be achieved/maintained during the voyage otherwise charterer is entitled to reject the vessel and cancel the charter.

(3) Apart from propulsion machinery the charterer can also ask for following reports:

a) Aux. eng. fuel consumption per day b) Conditions of hatches/tanks c) Boiler fuel consumption d) DO cons. in IGG (gas ships) e) Cargo machinery f) Mooring & windlass g) Navigation h) General condition of vessel i) Vetting inspection defect list j) CAP survey reports of hull and machinery

For delivering the cargo at agreed terms and conditions in charter party, other machinery also play vital role.

Time Charter:- This means a vessel is to be operated for a period of time under charter without undertaking either the financial commitments of ownership or responsibilities of navigation and management of vessel.

If too much unforeseen machinery breakdown have occurred and ship cannot meet with the scheduled date, a chief engineer on board should undertake following options and actions:

In case of time charter a period of 48 hrs is allowed for the shipowner per year to carry out maintenance jobs on boiler and main engine.

So in case the breakdown is on ME or boiler, the C/E must ensure that maintenance is carried out within the stipulated time by charter party. To expedite the work, the option of making two teams to work on ME can be considered in that when one group is working the other can take rest and work goes on continuously till the job is over, to ultimately avoid the possibility of off-hire vessel.

In case of breakdown:- 3) Company must be informed regarding the breakdown machinery and

proposed maintenance action must be reported also4) Any special assistance required like some spare parts/stores or

technicians must be discussed with company5) Anticipated time for carrying out the maintenance must be reported to

company6) Make separate teams to work on the machinery so that work is in

progress all the time till maintenance is over and machine is ready to start

7) Motivate the crew and engineers and be a part of team. This will be an encouraging factor to all and work can be done efficiently and effectively

8) Appreciate and encourage the crew and engineers If the breakdown is not over within time stipulated by charterparty, after

discussion with company the following action may be taken – (a) Speed of ship may be increased within safe limits. This should be done

in consultation with the company because increase in speed increases fuel consumption which may deviate from that mentioned in charterparty.

(b) The load on diesel generator should be reduced if possible to compensate for increase in fuel consumption.

(c) After discussion with master the course of ship may be altered keeping in mind the safety of ship

(d) A more vigilant watch must be kept on the machinery to avoid further breakdowns and engineroom to be manned at all times.

Company to be well informed about the condition of machinery.

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. Charter : is the contract between the ship owner and the chatterer for the use of a ship or her cargo space for a particular voyage or for series of voyages, or for a stipulated period of time.

o Contracts for carriage of specified quantities of cargo in specified vessels between specified ports i.e., voyage charter.

o Contracts for hire of specified vessels, including

o time charters

o bare boat charters (also know as "demise charters).

Bareboat charter :

is a contract for the hire of a vessel for an agreed period during which the charterers acquire most of the rights of the owners.

is most usually on the BARECON 89 charter party form

is used by owners such as banks & finance houses who are not prepared to operate or manage ships themselves.

may be hinged to a purchase option after expiry of the charter or during the hire period.

In essence the vessel owners put the vessel at the complete disposal of the charters and pay the capital costs, but no other costs. The charters have commercial and technical responsibility for the vessel, and pay all costs except capital costs.

The "BARECON A" from under which the owners bear responsibility for insurance premiums, was designed by BIMCO for short period chartering.

The "BARECON B" form was designed as a long-period, financial type of contracts, mainly for new buildings although it can be modified for second -hand tonnage. The charters are responsible for insurance premiums.

BARECON 89 is an amalgamation of the BARECON "A" and "B" forms.

There will be an arrangement for on hire survey.

In the case of new ship building the survey procedures can be done in the yard itself according to the agreement. Other cases there is a thorough examination considering the following points.

- Bunkers on board

- Stores & spares on board.

- General condition of the vessel.

- Certificates validity

- Tanks condition

- Sea worthiness.

As a Chief engineer, he is responsible for maintaining the equipment in good condition. Bunker on board to be properly calculated and kept ready for the surveyors to check cleanliness and proper P.M.S. system has to be maintained in view of seaworthiness. It is a more stringent survey since the charter take the responsibility of the vessel in full respect except capital cost. All crew members to be aware of the safety procedure and safe working practices according to the company's quality management system. In this regard proper training and briefing to be given before surveys.

Voyage Charter : is a contract for the carriage by a named vessel of a specified quantity of cargo between named posts or places.

The ship owner basically agrees that he will present the named vessel for loading at the agreed place within an agreed period of time an following loading, will carry the cargo to the agreed place, where he will deliver the cargo.

The charter agrees to provide for loading, within the agreed period of time, the agreed quantity of the agreed commodity, to pay the agreed amount of freight, and to take delivery of the cargo at the destination place.

In effect the chatterers hire the cargo capacity of the vessel and not the entire vessel.

The owner must provide the master and crew, act as carrier and pay all running and voyage costs, unless the charter party specifically provides otherwise.

The survey under voyage charter is not very strict as compared to other charter party : The charter mainly interested on sea worthiness and condition of the cargo space. The surveyor look for whether the vessel can carry the

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cargo of particular quantity and to be able to discharge within an agreed period of time.

As a Chief Engineer he should take care of cargo hold/ tank, cargo gear condition.

It any repairs to be necessary to keep in good condition, that has to be carried-out. He has to prove that the ship is able to carry the cargo safely and vessel able to reach in proper time which is agreed.

Time charter : is a contract for the hire of a named vessel for a specified period of time.

The charters agree to hire from the ship owner a named vessel, of specific technical characteristics, for an agreed period of time, for the chatterers purposes subject to agreed restrictions. The hire period of time, for the charters purposes subject to agreed restrictions. The hire period may be the duration of one voyage (a "trip charter") or anything up to several years ("period charters")

The ship owner is responsible for vessels running expenses i.e., manning repairs and maintenance, stores, masters and crews wages, hull and machinery insurance, etc. He operates the vessel technically, but not commercially. The owner bear no cargo handling expenses and do not normally appoint stevedores.

The charters are responsible for the commercial employment of the vessel, bunker fuel purchase and insurance, port and canal dues (including pilot age, towage, linesmen etc.), and all loading stowing / trimming / discharging arrangements and costs.

A directions and logs clause requires the charters to provide the master with all instruction and sailing directions and the master and Chief Engineer to keep full and correct logs accessible to the chatterers or their agents so that they can monitor the vessels efficiency stevedoring damage notification forms and log abstracts will usually be required to be rent to the chatterers.

On-hire survey and delivery certificate : There will be usually an agreements that there will be an on-hire survey or delivery survey to establish :

Bunkers remaining on board (R.O.B.) in order to determine the quantity the chatterers will have to pay the owners for.

The general condition of the vessel

That tanks or holds are fit for the carriage of the contemplated cargoes.

Holds of a dry cargo vessel must be dry and swept clean, etc. and tanks for oil or chemicals must pass survey and be certified fit.

The on-hire survey is usually carried out by jointly approved surveyors, paid for 50/50 by the owners and the chatterer. Time spent on the survey is normally at the owner's risk, i.e., the vessel is not on -hire until passing of the survey.

A delivery certificate should be issued by the surveyor to confine the date and time of hand-over, bunkers R.O.B. and the condition of holds or tanks. The certificate should be attached to the survey report and is a vital document for the assessment of hire payments due and the commencement of various chatterer liabilities.

The on hire survey should not be confused with the condition survey that may be required by a prospective chatterer, particularly where this is an oil company or in the case of older tonnage.

As a Chief Engineer, one should calculate the bunker on board correctly and to keep all machinery in good condition. He has to prove that ship is able to satisfy charter party requirement regarding fuel consumption and speed. Any maintenance required for cargo holds or tanks to be carried-out prior survey to keep them in good condition.

OFF HIRE SURVEY AND REDELIVERY CERTIFICATE :-

The chatterers must normally re-deliver the vessel in the "same good order as when delivered to the chatterer, fair wear & tear excepted." In the event of redelivery not being in the same good order and condition, the charters would be liable for the costs of repairs. If the chatterers are given the option of redelivering the vessel "dirty" a sum in compensation to the owners will be provided for.

The off hire survey will normally be carried out by an independent surveyor to ascertain the extent of damage done during the charter, bunkers R.O.B. etc. The redelivery clause may provide that repairs necessary to make a vessel sea worthy must be done

immediately on redelivery, and any other repairs at a more convenient time, e.g. at the next dry-docking.

The off-hire survey is similar in scope to the on-hire survey Bunkers r.o.b. are measured so that they can be "brought back by the owners. The condition of the vessel and her cargo spaces is examined for damage attributable to chatterers operations. A redelivery certificate should be issued to the master.

As a Chief Engineer, he should check the bunkers r.o.b. and condition of the cargo spaces. If any repairs to be done has to be notified to the surveyor.

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5. Explain the following;(a) World scale (b) Responsibilities of a shipbroker

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

The basis of world scale is that the particulars of a standard tanker of 75000 tons DWT have been chosen for making round voyage calculation for practically all known tanker trades with the comparatively few. In these calculations specified figures have been used for all items involved, e.g. a distance of 15000 nautical miles, port cost, port time(hour/days) bunker cost, etc. and the additional fictional cost element of 12000 dollars/day. In this way the freight/MT required by the standard ship in each trade has been calculated and these freighted figures are printed in World Scale as a certain dollars/ton. These values are called world scale 100 or world scale in short. In practise, reference is made to these world scales in other freight negotiation and market reports. The prevailing market levels, the actual ship size, the type and quality of product to be supplied and also the loading place, then determine how for above or below the reference level of WS 100, the fixture will be calculated. In other words what percentage of the tabulated freight figure will be used for calculating the freight to be paid, e.g. in a fixture covering 10000 tons DWT from Gulf to Western Europe made at WS 80 means that the owner will be paid a freight equal to 80% of the freight per ton tabulated in the world scale table for the trade in question. The freight rates are normally negotiated on a fixture, using world scale for the basis of negotiations. It is called the world scale freight rate.

Advantages:

10)Simplified negotiations for tanker charterers.

11)A simple reference covers all possible voyages within the agreed trading areas.

12)Facilitate ready and quick comparison of fixture.

Disadvantages:

1) World Scale is not a substitute for voyage estimating

2) It does not allow for income or freight tax etc.

3) World Scale is only a method of comparison and tool for negotiation, not a substitute for risk management and/or business forecasting.

Responsibilities of a ship broker: Ships are normally fixed on charters, between ship owners and charterers by shipbrokers acting as negotiator for the two parties. Many ship brokers are self employed, while others work in large firms active in several of above disciplines. Shipbrokers are

remunerated by commissions called brokerage, payable by the ship owner to each broker involved in arranging a contract. In a voyage or time charter, the brokerage payable is stipulated in brokerage clause and is normally 1.25% of the ship owners gross receipts from hire, freight, dead freight and demurrage, payable to each broker involved.

The professional body for ship brokers worldwide is the London based Institute of Chartered Shipbrokers. The institute sets and monitors professional standards for shipbrokers through annual examinations. Its tutorship correspondence courses enable shipbroking students (including mariners) to study for the institute’s annual exams(from which qualified mariners are granted some exemptions).

London is still the hub of international ship broking community and many individual brokers and broking firms are members of Baltic Exchange, which is essentially a ship broking market place. Most shipbroking today is conducted via the international telecommunication network.

Such specialists may be engaged by a shipowner are customarily referred to as chartering agents or chartering brokers and are paid a commission for their services (usually paid by shipowner unless otherwise stipulated) which customarily is 1.25% of the gross revenue and any demurrage. When two or more brokers are involved, duplicate (double) brokerage is normally paid. Shipbrokers include:-

9) Owners brokers, who find and arrange employment for their principal ship.

10)Charterers brokers, who fix ship to carry out their principal requirements.

The principal functions performed by the shipbrokers are:-

1) To determine the form of charter and special provisions that must closely meet the needs of particular transactions.

2) To facilitate the negotiations of the terms and broker the charter on behalf of the principals

3) To chart the vessels position and availability for loading and to coordinate delivery of cargo to shipside.

4) To ensure that the required notices for readiness are given, that the election of loading or discharging parties or brokers are declared, and appropriate insurance coverage is obtained.

5) To supervise the preparations of dispatch, demurrage and loading statement, payment of dues and customs at various ports and settlement in so far as possible of disputes arising in this connection.

6) To obtain certification of freight invoices, arrange for surrender, bill of lading, facilitate collection of freight, etc.

7) To arrange for appointment of port agents and to issue appropriate instructions.

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37. Company is planning to buy and old ship stationed at a foreign port and to put the vessel immediately on bareboat charter. On your placement as Chief Engineer on the said vessel, enlist and explain the series of inspection / examinations / inventories you will make towards preparation of such charter voyage.

Ans. Bare boat chartering is hiring of the ship for long time which gives charterer a possession & control of ship including the right to appoint master and crew. The vessel owner puts the vessel without any crew at the complete disposal of charterer. Owner pays only the capital cost of the ship and no other costs. Usually charterer has the commercial and technical responsibility for the vessel. He will pay all the costs like voyage costs, running cost, administration cost etc. The bare boat charter pays for bunker stores, spares, lubes stationery . provision, wages of crew, survey fees for classification society & flag state registration fees.

As the concerned vessel is an old ship, it will be already having all the certificates, class survey status, flag state certificates, insurance, provisions, stores, spares, lubes bunker on board. Examination of all certificates of class and stature is made as well as its status. Any outstanding recommendation regarding specified deficiency and its due date is checked. If any extension for the above is needed then flag state is requested for extension survey. ISM certification needs an attention. As bareboat charterer is responsible for operating and technical management, ISM certification needs to be refreshed. An interim certification needs to be carried & for that DOC and interim DOC for this type of ships needs to be existing. Initial verification of SMS, internal audits from company plans within 3 months, initial audit plans needs to be prepared. Any non conformity observation and defects of previous ISM certification needs to be corrected by following corrective action recommended.

Inspection of the whole ship for its seaworthiness and cargo worthiness will be carried out. Ship needs to be fit for the normal perils of the sea. All her watertight and weather tight closures will be inspected. Condition of cargo holds or tanks and water tightness of hatch cover examined by carrying out hose test. Condition of rubber packing for ventilators intactness of vent pipes & drips trays, their corrosion condition. Strengthening members and tanks as far as possible will be checked . All eng. equipment and life saving appliance & FFA will be checked for their condition & operating status. Running test of the eng. machineries like em. fire pump, lifeboat engine emergency generator engine etc will be carried out.

E/R ventilation system & its isolating mechanism inspected . Thorough round of E/R is taken and as far as possible satisfactory running tests of all the machinery with normal working parameters is checked . All pollution prevention equipments like oily water separator & incinerator certificate are checked & condition enquired . E/R log book is studied to find any abnormality in the operation of the power plant . Inventory of store room & spare parts will be properly checked & critical level of spare parts needs to be maintained at all times. Major spares of M/E. like liner, cyl. Head, exhaust V/VS. various

bearing , chain length, thrust pad, will be enlisted . Current stock of lub oil and fuel oil. inventory will be taken . Company needs to know the brand of L.O. being used on board & its possible compatibility with the company’s brand of L.O. studied.

Grade of F.O. in different tanks is noted and any empty tank for next bunker is allocated . Maintenance status of all machinery & their history are collected & calibration, inspection and maintenance reports will be properly taken over from the current staff.

Dry dock specification file of previous company will be studied and any item to the recommended will be added after inspection & examination of E/R. Any requirements of bare boat charterers for dry docking of ship prior putting it on sailing enquired & accordingly preparation of dry dock started . Immediate requisition for store , spare , gas , lubes, f.o. / D.o. sundry oil, chemicals , stationary is made & sent to the company

Extensive preparation for on hire survey will be carried out. Special attention is given to bunkers. Major spares & stores, sea worthiness of the vessel. Proper documentation concerning all above are made ready for the inspection by bareboat charterer surveyor.

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38.Differentiate between Voyage Charter and Time Charter of a vessel. Underline the changes in responsibilities and the scope of activities for a Chief Engineer in each case.

Ans. A charter is a contract for the hire of a vessel for carriage of goods/cargo for a specific voyage or series of voyages(voyage charter) or for specified period of time)time charter)

Nature of a voyage charter:- A voyage charter is a contract for the carriage of a specified quantity of

cargo by a named vessel between named ports or certain range of ports. Under the voyage charter, the ship owner agrees to present the named vessel for loading at agreed place or port within an agreed period of time, & following loading will carry the cargo and deliver it to the agreed place. The charterer on the other hand agrees to provide specified quantity of agreed cargo & to pay the agreed freight. In effect the charterer hires the cargo capacity of the vessel and not the entire vessel.

Nature of a time charter:- A time charter is a contract for the hire of a named ship for a specified

period of time. The hire period may be the duration of one voyage(trip time charter) or anything up to several years(period time charter). Under the time charter, the ship owner is responsible for vessel’s running expenses such as manning, repairs, maintenance, stores, spares, crew’s wages, hull & machinery insurance etc. In short, the ship owner operates the vessel technically but not commercially. The charterers on the other hand, remain responsible for commercial employment of the vessel, bunker fuel purchase & insurance, port and canal dues, pilotage and all cargo handling arrangements and costs. The time charterers normally provide the master with all instructions and sailing directions.

Charter Party clauses specific to voyage charter:- Freight:- This clause specifies the freight rate, how the freight will be

calculated, when it must be paid etc. Freight is the remuneration payable by the charterers to the owners for the performance of the contract. In voyage charter , freight is paid on the cargo carried & is directly proportional to the volume of the cargo carried. At times ‘dead-freight’ may be payable to the owners by the charterers. It is not a genuine freight, but owner’s compensation for lost freight payable by the charterers on a quantity of cargo short-shipped, i.e. a quantity which charterer agreed but failed to supply.

Loading & Discharging costs clause:- This clause allocates the responsibility for the costs of cargo handling. The responsibility for cargo handling can be of the charterers which is termed as FIO, or it can be the owner’s responsibility.

Provisions regulating the rate of loading & discharging:- This clause covers demurrage & despatch claims. Demurrage is an agreed amount payable to the owner in respect to the delay beyond the laytime, for which owners are not responsible.

Despatch:- if the cargo operations are completed before expiry of laytime, a monetary reward is normally payable by the owners to the charterer. Despatch is defined as an agreed amount payable by the owners if the vessel completes loading or discharging before the laytime has expired.

Preamble:- This clause identifies parties to the contract, specifies the identity of the vessel(name, flag, cargo capacity, class etc.)

Charter Party clauses specific to time charter:- Hire:- This clause specifies the charterer’s obligation to pay hire at the

specified rate, until redelivery. In case of time charter, the hire paid is dependent on the period of hire. The volume of the cargo carried has no relation to the charter hire & is directly proportional to the period of the charter.

Cargo handling:- In time charters, the responsibility of cargo handling lies on the charterers. The time charterers normally appoint stevedores for cargo handling

Charterer’s to provide:- This clause specifies the obligation of the charterer to pay for port charges, pilotage, canal dues, tug assistance etc.

Bunkers:- Under time charter, the charterers provide the bunkers to the vessel. This clause obliges the charterer to buy the bunkers r.o.b. at the time of delivery, obliges the owners to buy back the bunkers r.o.b. at the time of re-delivery. It specifies the minimum quantity of bunkers to remain on board at re-delivery.

Owners to provide:- Obliges the owners to pay for running expenses like wages, provisions, stores, insurance, repairs and surveys, etc.

Preamble:- This clause identifies the parties to the contract. Identifies the vessel(name, flag, ownership, class, tonnages, horsepower etc.) Speed and fuel consumption are given in the charter party in function of determined weather conditions.(e.g. in good weather and smooth waters.) and are always (about) allowing a certain margin. Speed and fuel consumption are vitally important for determining whether the vessel is performing the contract efficiently. Charterers provide the master with all voyage instructions & sailing directions. Vessel’s deck and engine room log books are to be kept available for charterer’s inspection.

Off-hire clause:- This clause provides that no hire will be paid for any time in excess of the stated no. of hours, if the vessel goes out of service due to machinery breakdown, shortage of stores, dry docking etc.

The scope of activities of a Chief Engineer & his responsibilities on a ship under voyage charter:-

o Initially when the ship has to be presented to the charterers, i.e. in an on-hire survey the C/E should pay attention to the general condition of vessel’s machinery & machinery spaces. Cargo gear should be working satisfactorily

o During the ship under voyage charter, the C/E should always make sure that the vessel is seaworthy at all times in respect of the vessel’s machinery.

o A reasonable & careful inspection of all the machineries on board should be done by the C/E before commencement of a voyage.

o If cargo handling responsibility lies with the ship owner, than C/E should ensure that vessel’s cargo gears are properly maintained & in working condition. The cargo gears include deck cranes for a bulk carrier & COP’s in case of a tankerThe scope of activities of a chief engineer & his responsibilities on a time chartered vessel:-

At the time of on-hire survey, the C/E should accurately calculate the bunkers r.o.b. so that there is not any discrepancy in the bunker quantity.

Since the charterers provide bunkers to the vessel, C/E should always calculate the quantity of bunkers at all times.

The vessel’s speed & fuel oil consumption are dictated by the charterers, the C/E should make every effort to oblige the charterer’s demands in respect to the speed of the vessel and fuel oil consumption; e.g. charterers may want the vessel to proceed with economical speed or stipulated full speed etc. Such things should be clearly taken in to account.

A particular attention is to be paid to main propulsion machinery & any equipment which is important for full operation of the vessel, so as to minimize/reduce the breakdown, so that the vessel is kept operational for the charterers use, reducing the downtime required for maintenance, during which the vessel remains off-hire.

The C/E should keep engine room log books available and accessible for charterers or their agents.

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Bill of lading :

- is a receipt for goods either received or shipped on board.

- is good evidence of the existence and terms of contract between the shipper and carrier.

- is a document of title, signifying that the holder has the LEGAL RIGHT TO POSSESSION of goods it describes.

Bill of lading and related documents:

1. Exporter / shipper makes a goods sales contract with an overseas buyer / consigner.

2. Carrier (ship) is chartered, proceeds to loading port arrives at berth.

3. Shipping note containing details of goods (as stated by the shipper) is presented to chief mate or MASTER.

4. Goods are loaded on ship and are tallied.

5. Chief mate compares ships tally or in taken cargo tonnage with details on shipping note and issues mate's receipt from ship's TRIPLICATE BOOK. Master's receipt contains accurate and truthful details of quantity and condition of goods i.e. their "apparent order and condition" with reference to any shortage or damage.

6. Shipper obtains a full set of "BLANK BILLS OF LADING" from carrier, types in detail of shipped goods exactly as stated in mate's receipt. Set most often comprises of 3 originals.

7. Shipper tenders all originals bills for signing on behalf of the carrier i.e. by carriers head office, agent or ships master.

8. Person authorized to sign, carefully checks details inserted by shipper to see that they correspond to those in ship's copy of mate's receipt, stamps / writes any required endorsements, then signs all original bills in set.

9. Full set of signed original bills is issued to shipper together with copies as required. Master retains one copy of bill of lading as on board as "captain's copy".

10. Ship sails from loading port.

11. Shipper sends full set of bill of lading to consignee. At least one bill should be posted in a later post than others. In case all are lost / stolen.

12. Ship arrives at discharge port.

13. Consignee or receiver acting as consignee's agent proves his identity to port agent and present one original bill of lading duly endorsed to him. Freight, demurrage or other charges owed to the carrier are paid to the agent.

14. Agent stamps presented bill of lading "ACCOMPLISHED" all other original bills of lading in set are now legally VOID. Agent issues delivery order to consignee or receiver to enable collection of goods.

15. Delivery order to warehouseman (ship and goods are released into possession of consignee or receiver and become legally delivered).

The above is a simplification of procedure in modern shipping operations. Documentary credit system is often buyer and this complicates the journey of the bills of lading, since the original bills must be transferred to specified banks as security for their credit advances, made out in such a way that each bank involved has a good legal title in the goods represented by bill of lading.

Obligations of carrier and shipper :

There sets of rules are in the use in international transport industry which contains minimum terms and conditions and where a bill of lading is issued.

* The Hague rule.

* The Hague Visby Rule

* The Hamburg rule

Carrier's obligations : (Under Hague Visby Rule)

* To ensure vessel's seaworthiness.

* To care for the cargo.

* To issue a bill of lading where the shipper request over carrier must before and at the beginning of voyage exercise due diligence to (SEAWORTHINESS)

* Make the ship seaworthy.

* Properly man, equip and supply the ship.

* Make the holds, refrigerating and cool chambers and all other pants of the ship in which goods are carried fit and safe for their reception carriage and preservation.

Care for the cargo :

The carrier must 'properly and carefully' load handle, stow, carry, keep, care for and discharge any goods carried. Unlike seaworthiness this duty extends throughout the voyage and implies a greater degree of care than exercising due diligence. Following are certain examples where cargo is not taken care properly.

* Contamination of other goods.

* Inadequate or no ventilation

* Dry cargo damaged by liquid cargo.

* Vehicles secured only by their brakes.

The carrier must have a proper system for looking after the cargo when stowed. He has a duty to use all reasonable means to ascertain the nature characteristic of the cargo and to take care of it accordingly, although the shipper should give a special instructions where special care is required.

Obligation to issued bill of lading :

After receiving the goods into his charge, the carrier, the master or the carriers agent must if the shipper demand issued a bill of lading to the shipper.

* All leading marks for identification of goods as stated by shipper before loading provided these are visible on the goods or their coverings.

* Either the no. of package or pieces or quantity of weight as stated by shipper

* the apparent order and condition of goods

* the carrier or master or agent need not insert any inaccurate statement on the bill of lading or give any details which he cannot reasonably chock

* Any bill of lading thus issued will be prima facie evidence of receipt of goods by the carrier as described but proof to the contrary will not be admissible if bill of lading is transferred to a third party in good faith.

* Any bill of lading issued after loading must be shipped bill of lading if the shipper demands, provided he surrenders previously issued document of title.

P & I club cover for liabilities :

The contract of carriage of most ship owner carriers incorporate either the Hague or Hague Visby rules, and in those rules. Provided such a contract is used, then even where a count with proper jurisdiction refuses to recognize the defenses under the rules the ship owners liabilities will be covered by his P & I club. However where he uses a contract incorporating terms less favorable than those of Hague or Hague - Visby rule the club will normally refuse to cover liabilities arising under the contract.

Masters should therefore ensure, especially where less favorable rules like Hamburg rules are mentioned in the contract terms as applying, that the owners, P & I club approves of their incorporation.

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40. Differentiate between “third party liability” and “contractual liability”. When may the ship owner seek to limit his liability?

Ans. THIRD PARTY LIABILITY:- When an agreement is signed by the parties(may be 2 or more) they agree on certain conditions and goals written in agreement. They also get certain liability to wards each other for successful achieving of the goals. But by any reason, a third party gets affected, then liability towards the third party is called THIRD PARTY LIABILITY. E.g. compensation required to pay to affected cost during oil pollution becomes third party liability. There is no such agreement between ship owner and coast; cause may be any line operational accident, but coast get affected due to pollution. So ship owner takes P&I insurance cover in respect to third party liability during ship operation. Hence he would give to limit his liability(third party) with regard to:-

1) Collision liability, ¼th that is not covered in H&M insurance policy.

2) Liability of damage to its cargo of the vessel in case of collision

3) Damage done by ship to other floating/fixed installations

4) Pollution damage caused by his ship and cost involved in oil clean up & other persons property

5) Third party injuries/death claims etc.

6) Wreck and salvage liability

7) Diversion expenses

8) Fine and penalties for not following rules etc.

9) Any other claims made by third party

CONTRACTUAL LIABILITY:- During any agreement both parties agree for certain terms and conditions for achieving particular goals and interests. So some liabilities are set towards achieving goals. As agreement is signed by them, the liabilities are called Contractual Liabilities. Liability does not come in picture if everything runs smoothly, but if anything goes wrong then liability comes into picture.

Ship owner takes following types of contract:

1) With employee

2) With flag state administration for safe operation, to compliance with national/international regulations/conventions

3) Contract with cargo owner4) Contract with salver or tug owner5) Contract with class and his fees and survey

6) Repair contract etc.So there is no mandatory requirement for party to take any type of policy except civil liability for oil pollution damage.

Rest is all up to ship owner and cargo owner or other party involved in maritime adventure to cover for various liabilities or bear themselves.

Ship owner may limit his liability covering:-

(1) With Employee:- Ship owner provides safe plant equipment and safe environment policy and their due care so that he would like to limit his liability regarding;-

(a) Their medical expenses(b) Compensation to be paid in case of injury or death(c) Breach to anything intentionally or unintentionally by employee which would

land him in trouble(2) With flag state/administration :- Registering vessel under administration, responsibility

for safe operation and compliance with relevant rules and regulations. So would like to limit his liabilities regarding:-

(d) Any breach caused by ship(e) Oil pollution caused by ship in their territory(f) Other cost involved in landing sick people or stevedore or other services

(3) With local agency:- would like to limit his liability regarding:-

(g) Agency fee(h) Claim by agent(i) Claim arises if agent breaches the contract or any conflict(j) Any damage or injury caused to their personnel

(4) With salver or tug agency:- Ship requires their services often, so owner would like to limit his liability regarding:-

(k) Tug hire rate(l) Damage caused to tug and their personnel(m) Salver’s award or any claim made by salver in rendering his services.

(5) With Class:- Ship requires class for trading so having contract with class, owner can limit his liabilities.

(6) Repair Contract:- M/c is running, so requires maintenance; hence having contract with repair party, ship owner can limit his liability.

For eg. Pay annual fee for repair and maintenance of particular m/c instead of only calling for visit every time.

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41. What is a general average act? Name the essential features of a general average act.

Ans. A general Average Act is defined in rule A of the York Antwerp rules 1994 Marine insurance Act as follows:

“There is general average act when any extraordinary sacrifice or expenditure is intentionally & reasonably made on incurred for the common safety for the purpose of presenting from peril the property involved in a common maritime adventure”.

Essential features of General Average Act:

In order to have a right to claim a contribution from other parties to the ‘common maritime adventure’ the owners at the vessel which together with as cargo & any other properly have been from danger, must be able to show that there was a general average act.

So essential elements are

1) There must be a sacrifice on expenditure

2) The sacrifice or expenditure must be extraordinary

3) The sacrifice or expenditure must be intentionally made

4) The sacrifice is reasonably made as incurred

5) The sacrifice is in order to benefit the common venture

6) The sacrifice is for the purpose of preserving the property from peril.

1 SACRIFICE OR EXPENDITURE

Examples of sacrifices that may be allowed under ‘Act’ are

(i) Cargo jettisoned to refloat a grounded vessel or prevent capsizing of dangerously lighted vessel.

(ii) M/C damage sustained during refloat operation examples of expenditure.

(iii) Cost of salvage expenditure include the salver award

(iv) Costs of entering, staying & leaving a port of refuge

2. EXTRAORDINARY NATURE OF SACRIFICE OR EXPENDUTURE:-

It must be extra ordinary nature & not an ordinary or every day loss or expenses, incurred in running a ship & carrying cargoes for e.g. losing an anchor in attempting to prevent a ship from running aground is not “extra ordinary” losing on anchor during a refloat operation could be extra ordinary & may be allowed in general average act. E.g. Damage to marine engine though over working while trying to prevent rounding would not be extra ordinary where as damage alone during a deflating operation would be extra ordinary & may be allowed in ‘general average act’ A wide variety at costs even including small expenses such as superintendents taxi fare to the yard at a port of refuge may be regarded as extra ordinary & may be recoverable as general average expenditure.

3. SACRIFICE OR EXPENDITURE INTERNATIONAL MAD EOR INCLUDED

For E.G. when a ships Co2 cylinders are discharged to put out fire onboard as international expenditure is incurred which will usually be allowed in general average act. For e.g. cline cost of reflections in accidentally grounded ship would be allowed in general average since the act of reflections is intentional. The cost of damage done during running aground however would not be allowed in general average act.

4. SACRIFICE OR EXPENDITURE REASONABLY MADE OR INCURED

For eg. More cargo is jettisoned than was necessary to reflect a grounded ship the excess would probably not be allowed in ‘General Average Act’

Eg: Expenditure at a port of refuse even or above reasons expenditure would not be allowed in ‘General Act’

5. SACRIFICE OR EXPENDITURE FOR THE COMMON SAFETY

& not for the benefit of only one party.

Eg. Where the refrigerating m/c of a loaded reefer vessel breaks down during a voyage through tropical waters making if imperative for the sake of cargo to put into a port for repairs. The threat of loss is limited to the owners of the cargo & perhaps the freight. As far as the ship itself is concerned, could quit safety continue so the cost of deviation to the repair port would not be allowed in the general average.

6.SACRIFICE OR XPENDITUE TO PRESERVE THE PROPERTY FROM PERIL

i) The peril must have been real & substantial although if need not have been imminent. A Vessel which lost M.E. power to mid ocean would be in PERIL even though the weather at the time might be good & there seemed to be me immediate threat. Sooner or later however ships & cargo would come to grief, either by running aground & breaking up or foundering it. So the cost of a tow to a port of refuge would normally be allowed on general average act.

ii) It might be agreed that expenses incurred in taking shelter from tropical storm during a voyage should be allowed in General Average Act. Since only tropical storm constitutes a real & substantial peril & the action of sheltering is for the preservation at all property involved. Such action however would be ordinary practice of prudent sea men. It would not be extraordinary & would therefore not meet all the criteria necessary to be allowed in General Average.

42.

42.State the different types of Marine Insurance policies that could be undertaken by owners, shippers or other related parties Explain the salient

liabilities and exclusions related with each case for an insurer.

Ans. There are various types of marine insurance policies available and they could broadly be classified into 5 types.

1. Time policy - Insures property for a period of time.

2. Voyage policy - It insures property from one place to another it may include a date limit.

3. Mixed policy - It covers both a voyage and a period of time of voyage and in port after arrival.

4. Construction policy - It insures vessel while in course of construction not for a period of time.

5. Floating policy - cargo policy that insures a number of shipments. In Canada & US this policy is continuous and covers all shipments to a limit of liability for any 1 loss.

The marine insurance policies that a ship owner can take are

1) Hull & machinery policy

2) Protection & indemnity cover.

The insurance policies for a cargo owner include

1) Marine cargo insurance

2) Goods in transit insurance.

Hull and machinery policies :

These are usually time policies with a maximum period of 12 months. Normally the items covered will be clearly stated in the clauses of each policy. Any extra port to be covered will raise the insurance premium.

Perils include 1) Peril of seas 2) Fire / explosion 3) theft from outside 4) Jettison 5) Piracy 6) Earthquake volcanic eruption, lightening 6) accidents during loading or discharging 7) Machinery damage 8) Latent defects in machinery or hull 9) Negligence of master, officer or crew 10) 3/4

collusion liability items not covered under insurance include 1) loss / damage eg insurer deliberately set fire to ship caused by willful misconduct willful negligence by owner. 3) loss of charter hire due to delays 4) loss due to wear and team 5) war risk cover.

6. Cost for scraping & painting vessel underwater part due to fouling

7. Valuation clause i.e. in case the vessel is a constructive total loss, salvage values are not considered.

8. loss / damage from nuclear weapon or by radioactive material.

P & I cover is available fro the following

1) Cargo claims 2) crew claims 3) claims for various fines eg. customs times immigration fine for improper documentation fine due to misconduct of crew etc 4) Collision liability covering the 1/4 liability not covered by H & m insurance 5) liability against collision with fixed or floating objects 6) third party injury & death claims 7) oil pollution liability 8) miscellaneous claims.

Restrictions on P & I cover include :

1) Deviation 2) delivery of cargo at port other then port specified in the contract of carriage. 3) failure to arrive or late arrival at port of loading 4) delivery of cargo without bill of lading 5) Out dated bill of lading 6) clean bill of lading in respect to damaged cargo 7) arrest or detention.

Cargo insurance policies :

The policies will incorporate institute of cargo clause A B or Institute of cargo clause C : This covers only against major casualties eg fire, explosion, grounding or vessel stranded, sinking or capsizing, collusion or contact disc at port of distress general average sacrifice and jettison.

Institute of cargo clause B : In addition to the above will also cover casualties like earthquake, volcanic eruption, lightening strike washing obd entry of sea.

Institute of cargo clause A - Offers cover against all possible risks.

Items excluded from maritime cargo insurance policy are

1) Claims resulting from insufficient or in suitable packing or protection of matter insured.

2) Claims for loss or damage arising from financial default of owners company cannot be responsible for performance of the carrier and this exclusion is aimed at encouraging the use of reputable company.

3) Claims arising from use of nuclear weapons.

4) Claims arising from damage by terrorists or politically motivated groups.

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

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(a) Port of refuge : It is a port on place that a vessel diverts to when her master considers it unsafe to continue the voyage due to a peril that threatens its safety.

Where such a deviation is for the preservation from peril of the property involved is a common maritime adventure, it will generally constitute a general average act.

Where the ship-owner or carrier is a party to a contract of carriage, discontinuation of the voyage is deviation from the contract.

A deviation to a pent of refuge will be regarded as a justifiable deviation if the reasons for the deviation can be shown to be a valid one within the terms of the contract. In such a case all contractual rights will be unaffected.

Valid reasons for deviating to a port of refuge usually include:

(i) Weather, collision or grounding damage affecting the seaworthiness of the ship

(ii) A serious Fire

(iii) Dangerous shift of cargo

(iv) Serious machinery breakdown

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

(vi) Shortage of bunker

Paragraph (a) of Rule X – Expenses at pent of refuge etc – of the York- Antwerp Rules 1994 provides that ‘when a ship shall have entered a port of refuge fro any of the above mentioned reasons, the expenses incurred shall be admitted as General Avg.’

A pent or place where a vessel seeks temporary shelter is not a port of refuge (Eg. Due to adverse weather) since running for shelter is ‘ordinary practice and not extraordinary’ in context of Rule A of the York Antwerp Rules.

Particular Average and general AverageA marine loss may be either:-1. A total loss or2. A partial loss (termed average)

Partial LossA partial loss may be either:

1. Particular average (PA) i.e., accidental partial lossor 2.General average(GA) i.e., intentional partial loss

1. Particular Average:

It is a partial loss, proximately caused by a peril insured against and which is not a General average loss. Thus, structural damage proximately caused by collision, grounding, heavy weather etc. (perils of the seas) would normally be caused as a ‘PA’ loss .

2. General Average:

General average is an ancient form of spreading the risk of sea transport and existed long before marine insurance. General average means ‘general loss’, as opposed to a particular loss under marine insurance.

It is a system, in which all interests involved in the adventure, viz., Hull and Machinery, cargo and Freight at risk must contribute to the losses voluntarily incurred to save all interests on board.

The principle is ‘That which has been sacrificed for the benefit of all, shall be made good by the contribution of all, that got the benefit from the General Average Act’ The object of ‘GA’ is to ensure, that the owner of the ship or cargo, who has incurred an expenditure or suffered a sacrifice of his property, in order to extricate the ship (and the cargo) from a perilous position, receives a contribution to his loss, from all those who have benefited from this action A ‘GA’ loss is a partial loss, incurred through a deliberate act performed with the intention of protecting the interests of all involved, in a voyage from a danger, which threatens them all. ‘GA’ losses are shared equally by all parties to the ‘common adventure’ each contributing in proportion to his percentage of Net arrived values.

The five major component of a general average loss are therefore

a) an extraordinary sacrifice or expenditureb) which action taken was intentional or voluntary and not inevitablec) and reasonably maded) against a perile) in order to benefit the common venture

e.g., Damage done when over working a ships engine while afloat to prevent grounding in ‘ordinary’, whereas damage done to engines, when already aground, in attempting to re-float the vessel is a ‘GA’, since this is an extraordinary Act.

Total loss and constructive lossA total loss may be either:

1) An Actual Total Loss (ATL) or2) A constructive Total Loss (CTL)

Actual Total Loss:There is an Actual Total Loss, where the subject matter of insurance is completely destroyed or so damaged as to cease to be a thing of the kind insured, on where the insured is irretrievably deprived of it or where properly is posted ‘missing’e.g. when a ship is missing, viz., has not repented for several weeksConstructive Total Loss:As per the Marine Insurance Act, a Constructive total Loss occurs, when an assured is deprived of possession of his ship on goods by a penil insured against and where the subject matter of insurance is reasonably abandoned by the Insured, on account of its actual loss appearing unavoidable, because it could not be prevented from Actual Total Loss without expenditure that would exceed its value after expenses have been incurred.After ‘valid’ abandonment, the Insurer is entitled to take over the interests of the Assured in whatever remains of the insured property including proprietary rights viz.,The right to any freight, that was in the course of being earned when the casualty occurredThe right to take over the ship or its goodsThe right to dispose of the ship or its goods as they think fit and to retain all the proceedings (even if this is more than the claim actually paid)

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44. Why does a ship require Marine Insurance cover? Explain Hull Claims and Cargo Claims related with Marine Insurance. State the related documents and information required from the ship in this regard highlighting their validity.

Ans. Marine Insurance is a method where by one party called assuror or underwriter, agrees for a stated consideration known as a premium, to indemnify another party, called the insured or assured, against loss, damage or expense in connection with the commodities at risk if caused by perils enumerated in the contract known as a policy of insurance. The policy pledge to compensate the insured by does not guarantee the continued existence or the replacement of the good itself.

Insurance provides individuals and organisations with financial protection against the outcome of events which involve monetary loss or liabilities which could not be predicted or anticipated and over which they have no effective control. In the case of ship-owner or ship manager insurance is usually confined to financial consequences of damage to its own ship, damage to the peoples property or death or injury to people all ship-owner and shipping merchants should insure this property against the loss or damage. They are not legally bound to insure except for liability of oil pollution claim. However the modern methods of financing trade and shipping makes it essential that they do so. The capital exposed to loss in modern ship is so huge that no company can afford to bear the liability incurred. Besides most of the tonnage is mortgaged to banks and other financial institutions and they require insurance as collateral security.

Hull Insurance claims :Following any cases of Hull damage e.g. collision, grounding etc. ship

owner/managers insurance dept. will normally immediately inform H & M lead underwriter via broker. As per clause 49 of IHC 1.11.02, lead underwriter will instruct a surveyor to ascertain the nature, cost and extent of the damage, necessary repairs and fair and reasonable cost there of and any other matter which leading underwriter or surveyor considers relevant. The lead underwriter will make decision in respect of any claim within 28 days of receipt by them of the appointed average adjusters final adjustment or, if no adjuster is appointed, a full document claim presentation sufficient to enable the underwriter to determine their liability in relation coverage and quantum. The underwriter all discharged from the liabilities of the claim if it is not notified within 180 days of the assured becoming aware of accident or occurrence. Documents and information required from the ship.

In addition to copies of the relevant insurance policies (which will be supplied by the owner), documents and information listed below may be required to accompany a claim lodged by owners against underwriters

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

Master’s and / or chief engineers detailed report (as appropriate)

Relevant letters of protest.

Protest and extended protests.

Underwriter’s surveyor’s report

class surveyor’s report

owner’s superintendent’s report.

Receipt and account for repairs.

Accounts covering and drydocking & general expenses.

Details of E/R stores and spares consumed.

Cargo Claims :1) When cargo loss or damage is discovered a delivery note or consignment

note will be claused with a note of the loss or damage.2) The cargo owners will immediately inform his insured if it is outside UK, this is

done thro’ the local Lloyds’ agent in case of Lloyds’ policy.3) If loss or damage is extensive underwriters will normally ask for a survey

report. This is arranged by Lloyd’s agent, who can appoint surveyor and pay small claims locally.

4) After the claim is quantified and documented the underwriter settles the claim thro Lloyd’s agents,

5) Underwriter then decides (under the doctrine of subrogation) whether or not claim is worth pursuing against carrier.

6) If he decides to pursue the claim be immediately makes a written claim on the carrier, failure to claim may prejudice his right of recovery.

7) The claim (including surveyor’s fee) is settled by the carrier in the currency stated in the policy or on the certificate of insurance.

8) The carrier if a PI member then claims on his club policy.

Documents usually required are :Bill of landing / Airway bill, commercial invoice, insurance certificate, copy of

Notice of claim reported against carrier, Documentation related to outturn / receipt of goods, local carrier’s way bill where applicable, copy of temperature records, where available copy of instructions to carrier regarding carriage temperature, where applicable invoices to confirm salvage / sale price.

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45. Salvage can be described as a service rendered to save maritime property in danger. Salvage can be characterized by the following:

1. Salvage service must be voluntary2. Salvage property must be recognized maritime property3. Subject must be in danger4. Salvage must be successful.

Let us look at above … in detail-1) Vessel crew pilot cannot claim salvage as they are bounded by contract to

protect the vessel and its cargo from danger. Tugs arranged previously for to wage cannot claim salvage. However tugs called in an emergency tacs claim salvage.

2) Subject can be vessel cargo special equipment on board ship boundaries as any other maritime property out risk of being lost if salvage is not rendered. Provisions crews effect etc o not qualify for salvage

3) Dangers must be ……… at commencement of salvage. However it might not be immediately present or imminent eg., a vessel which has lost its propeller is not if any immediate danger, if it is at sea however, if may taken lead to grounding.

4) Salvage claim is paid out of the value of the property saved hence salvage must be successful (at least partly). Hence the term ‘No cure’ no pay viz if salvage operation is unsuccessful there can be no value to effect payment.

Beneficiaries of salvage are liable to pay salvage

These includes1. Owner of vessel2. Owner of any special equipment fitted on board3. Charters of vessel4. Owners of ‘salved’ cargo5. Owners of bankers on board

GENERAL AVERAGE ACT:

Principles and object of 6.AThat which has been … for the benefit of all shall be made good by the contribution of all.The object of 6.A is to ensures that the owner of a vessel or cargo who has incurred an expenditure the vessel from a previous position receives a contribution o his loss from all those who have benefited from the actionThe York Antwerp rules 1974, ……………….. act as “There is a 6 A out when and only when, any extraordinary sacrifice as expenditure is …………………. Made or incurred for the common safety for the purpose of preserving from peril the property involved in a common maritime adventure”“ A common maritime adventure” is a voyage in which several parties have some financial interest. The policies to a common maritime adventure would include the ship owner.(i) General Average Adjustment

Assessment of each party’s contribution is caused on average adjustment Governed by York Antwerp Rules 1974 The rules ensure that all the average adjustments. To as international

standard The adjustment is made by an average adjuster The average adjuster is appointed by the ship owner to collect all the facts

surroundings the incident to collect various parameters from various policies before the cargo is discharged and to ensure payment of contribution

The adjuster … have all the facts and figures at his disposal In addition to calculating contributions due from each party he will be

frequently requested to adjust any types of claim. The declaration of G-A is normally made by shipowner, but in criteria

countries any one of the interest parties may initiate an adjustment A declaration must be made before cargo is discharged and to ensure

payment of contribution Ship owners will usually allow the discharge of cargo when owner interested

parties to the ventures provided suitable security.

(ii) Artificial 6.A: is the ….. of a claim for 6A when even when one of the fine basic principle found in Rule A of the York Antwerp Rules is not present claims for 6A were originally for .. of cargo cutting away of anchor cables etc.

carried out for the common safety in order to avoid imminent ship wreck caused by a peril of sea

The creation of artificial 6.A was part of slow evolution favouring ship owners If peril was an essential ingredient of G.A if was reduced in importance by

“Safe prosecution” rule and peril did not have to be immediate provided that it was real and not imaginary.

Some numbered rules and do not retain interpretation rule of Rule paramount. Thus it is not dear weather the principles in act 193 have precedence over the rules in out 194 or vice versa. Articles 203allows particles to opt out of changes 10 by agreeing to a different set of rules.

Because their was no specific peril read. In rule x(b) and x1(b) claims may be made for there is no peril. This is G/a by agreement as artificial G.A

(iii) Entitlement to 6/A: A claimant is entitled to obtain contribution from other parties to the common venture (cargo as the ship). But a carrier is not entitled to obtain contribution in 6A from cargo if the peril arises as a result of his actionable faults as negligence in law as that of his employees

(iv)Contestation to 6A: GA has been in subject to dissatisfaction for the following main 6 reasons

1. Exoneration of carriers for the faults of master and crew under the hague of MV rules, carrier is exampled from liability for the negligence of its employee

2. interpretation of rules: Numbered Rules …… lettered rules3. emergency of marine insurance has made GA reluctant4. Expenses and delay in adjustments5. Problems in collision of G A contribution 6. Small G A

46

Write short notes on the following:

(a) Lloyd’s Open Form (b) General Average (c) Particular Average

Ans. (a) Lloyd’s Open Form:- The first modern text of the Lloyd’s form of Salvage Agreement known as Lloyd’s Open Form or LOF was adopted in 1892. Since then Lloyd’s Open Form has undergone ten revisions; the current version is LOF 2000. LOF is the most widely used no-cure-no-pay Salvage Contract. In return for salvage service, the salver receives a proportion of salved values, the value of the ship, its bunker & cargo. Traditional removal depends upon success, and the recovery of property. In the past, if there was no recovery, there was no payment; whatever the expenses of the operation. This has changed in recent years so that whenever there is a threat of damage to the environment, the salver can expect a fair return for his efforts, even in high risk and low property value situations.

(b) General Average:- GA is one of the oldest forms of spreading of risk by all the interest of a maritime adventure – namely ship, cargo, freight (if at risk). Freight is at risk when it is to be paid at destination. Thus when freight is pre-paid it is not at risk.

The sacrifice or expenditure must be of extraordinary nature. Damage to a ship, her machinery or equipment whilst being used for the purpose for which they are intended, would not amount to general average. On the other hand using a ship’s engines in an effort to re-float when stranded would if the engine were damaged as a result, be an extraordinary sacrifice.

(c) Particular Average:- This is defined by the marine insurance as a particular loss of the subject matter insured caused by a peril insured against which is not a general average. It may perhaps be more directly described as a partial loss arising from any kind of accident. General Average, sacrifices and expenditures, particular charges and salvage charges do not arise by accident; and therefore are not included in Particular Average. A Particular Average loss falls directly upon the party interested in the subject matter. In the case of accidental or fortuitous damage to the ship, it is the ship owner, or, to the extent that he is insured against such loss, his underwriters, who must bear the loss. Similarly in the case of accidental damage to cargo, the loss rests with the cargo owner or his underwriter.

There are innumerable variations of particular average, including such things as:-

o Stranding of ship in bad weathero Loss of masts or spurs through heavy weathero Damage to hull, machinery or cargo due to heavy weather or fire

47

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

Contribution Clause

Ans) The Marine Insurance Act 1963 (N/A 1963) of India is substantially a reproduction of its Engine counter parts, the Marine Insurance Act 1906. The Act codifies the law relating to marine Insurance i.e., it defines various terms of the contract and their amplified contents.

Insurance provides individuals and organizer with financial protection against the outcome of events which involve monitory loss or liabilities which were not anticipated or protected and over which they have no effective control. In case of ship owner or ship manager insurance is usually confined to the financial consequences if damage to its own ship, damage to other people, property or death/injury to people.

Warranties: Section 33(1) of the N/A defines a warranty as a promissory warranty, i.e., to say the warranty by which the assured undertakes that some particular things share or shall not be done, or that some condition shall be fulfilled, or whereby he affirms or negatives the existence of a particular mate of factA warranty may be expressed or impled.Express Warranty: An expressed warranty must be written into the policy in any form of words or contained in some document incorporated by ref. into the policy. An express warranty does not override an amplified warranty unless the two conflict.Implied warranty: There are not written in the policy but are implied by law to exist in the contract. There are 2 major important warranties in marine insurance policy.(a) Seaworthiness: The hip at the commencement of the voyage be seaworthy, for

the purpose of the particular voyage insured in “voyage policy”. Where with the assured knowledge and consent, a ship is sent to sea in unseaworthy state, the insurer is not liable for any loss attributable to unseaworthiness.

(b) Legality: There is an implied warranty that the adventure insured (voyage time are mixed policy) is lawful and that so far as the assured can control it. The adventure will be carried out in a lawful manner. If the adventure is illegal at the time of the insurance is effected, the policy will be void. Thus drug running or gun running trips or voyages to countries or ports subject to a Govt. embargo would be deemed unlawful).

WAR RISK CLAUSE: marine I A includes war perils within he meaning of the term (Maritime perils).

With respect to the hull insurance in order to cover war risks it was at one time customary to delete the (free of capture and seizure) clause (fc & s) and institute the war clause. When the ordinary marine insurance market found itself unable to give adequate cover on account of the enormous losses suffered during the war. So the cover was obtained by mutual insurance through P&I club. During 1st world war a scheme was brought into operation under which vessel could be

covered 80% by the Govt and 20% by the clubs. At the end of war Govt dropped out.

With respect to cargo insurance goods are ….. insurable against war risks in any part of the world by the simple expedient of deleting FC&S clause in the cargo policy and institute war clause on the contract of insurance. Premiums would be adjusted accordingly. There are also special war clauses drafted to suit the requirements of particular traders.

Charter Contribution ClauseWhere there is 6A loss (general average loss or a personal loss) followed as a direct consequence of 6/A act. It states that cohere any extraordinary sacrifice or expenditure is voluntary and reasonably made or incurred in time of peril for the purpose of preserving the property imperelled in the common adventure.It should be noticed that the 6/A act embraces both a general average sacrifice and a general average expenditure. When there is a 6/A loss the party on whom it falls is entitled to a ratable contribution from the other interested parties. The parties benefiting by the sacrifice or expenditure may be:

1. The ship owner for the value of the ship saved2. Cargo owner for the value of the cargo saved3. The ship owner in respect of freight payable by charter party or bulls of

leading or charter here money4. The charter under a time charter, for freights payable under bills of lading.

Each will be called upon to contribute according to the value of his interest saved as a result of the sacrifice or expenditure, the main contributing interest are therefore ship, freight and cargo. All there contribute to their net values at the place where the voyage ends or is abandoned. Such values are called contributory values.Deviation: As per the MIA section 46(1) where a ship worthout lawful excuse, deviates from the voyage contemplated by the policy, the insurer is discharged from liability as from the time of deviation and it is immaterial that the ship may have regained her route before any loss occurs.Section 46(2)There is a deviation from the voyage contemplated by the policy (a) Where the course of the voyage is specifically designated by the policy and that coarse is departed from or (b) Where the course of voyage Is not specifically designated by the policy, but the usual or so many course is departed from.Section 46(3)The intention to deviate is immaterial; there must be deviation in fact to discharge the insurer from his liability under the contract.The next section 47(1) of N/A which requires consideration is that relating o a voyage when there are several ports of discharge.Where several ports of discharge are specified by the policy, the ship may proceed to all or any of them, but in the absence if any usage of sufficient cause to the contrary. She must proceed to them or such of them as he

goes to, in the order designated by the policy. If she does not than there is a deviation.47(2) Where policy is to ports of discharge within a given area which are not named the ship must in the absence of any usage or sufficient cause to the contrary proceed to them, or such of them as she goes to, in their geographical order. If she does not there is a deviation. The section 48 deals with voyage policy. In case of a voyage policy, the adventure insured must be …………. Throughout its course with reasonable dispatch and if without lawful excuse it is not so prosecuted, the insuler is not discharged from liability from the time when the delay becomes reasonable.Section 49(1)Deviation or delay in prosecuting the voyage contemplated by the policy is excused.

a) Where authorized by any special term in policyb) Where caused by the circumstances beyond the control of the master and his

employerc) Where reasonable necessary in order to comply with an express or implied

warranty.d) Where reasonably necessary for the safety of the ship or subject matter

insurede) For the purpose of saving human life, or aiding a ship in distress where

human life may be in dangerf) Where reasonably necessary for the purpose of obtaining medical or surgical

aid for any person on board the ship

Section 49(2)When the cause excusing the deveator or delay ceases to operate, the ship must resume her course and prosecute her voyage with reasonable dispatch.

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

Ans. There are various types of marine insurance policies available and they could broadly be classified into 5 types.

1. Time policy - Insures property for a period of time.

2. Voyage policy - It insures property from one place to another it may include a date limit.

3. Mixed policy - It covers both a voyage and a period of time of voyage and in port after arrival.

4. Construction policy - It insures vessel while in course of construction not for a period of time.

5. Floating policy - cargo policy that insures a number of shipments. In Canada & US this policy is continuous and covers all shipments to a limit of liability for any 1 loss.

The marine insurance policies that a ship owner can take are

1) Hull & machinery policy

2) Protection & indemnity cover.

The insurance policies for a cargo owner include

1) Marine cargo insurance

2) Goods in transit insurance.

Hull and machinery policies :

These are usually time policies with a maximum period of 12 months. Normally the items covered will be clearly stated in the clauses of each policy. Any extra port to be covered will raise the insurance premium.

Perils include 1) Peril of seas 2) Fire / explosion 3) theft from outside 4) Jettison 5) Piracy 6) Earthquake volcanic eruption, lightening 6) accidents during loading or discharging 7) Machinery damage 8) Latent defects in machinery or hull 9) Negligence of master, officer or crew 10) 3/4 collusion liability items not covered under insurance include 1) loss / damage eg insurer deliberately set fire to ship caused by willful

misconduct willful negligence by owner. 3) loss of charter hire due to delays 4) loss due to wear and team 5) war risk cover.

6. Cost for scraping & painting vessel underwater part due to fouling

7. Valuation clause i.e. in case the vessel is a constructive total loss, salvage values are not considered.

8. loss / damage from nuclear weapon or by radioactive material.

P & I cover is available fro the following

1) Cargo claims 2) crew claims 3) claims for various fines eg. customs times immigration fine for improper documentation fine due to misconduct of crew etc 4) Collision liability covering the 1/4 liability not covered by H & m insurance 5) liability against collision with fixed or floating objects 6) third party injury & death claims 7) oil pollution liability 8) miscellaneous claims.

Restrictions on P & I cover include :

1) Deviation 2) delivery of cargo at port other then port specified in the contract of carriage. 3) failure to arrive or late arrival at port of loading 4) delivery of cargo without bill of lading 5) Out dated bill of lading 6) clean bill of lading in respect to damaged cargo 7) arrest or detention.

Cargo insurance policies :

The policies will incorporate institute of cargo clause A B or Institute of cargo clause C : This covers only against major casualties eg fire, explosion, grounding or vessel stranded, sinking or capsizing, collusion or contact disc at port of distress general average sacrifice and jettison.

Institute of cargo clause B : In addition to the above will also cover casualties like earthquake, volcanic eruption, lightening strike washing obd entry of sea.

Institute of cargo clause A - Offers cover against all possible risks.

Items excluded from maritime cargo insurance policy are

1) Claims resulting from insufficient or in suitable packing or protection of matter insured.

2) Claims for loss or damage arising from financial default of owners company cannot be responsible for performance of the carrier and this exclusion is aimed at encouraging the use of reputable company.

3) Claims arising from use of nuclear weapons.

4) Claims arising from damage by terrorists or politically motivated groups.

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

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49.How many types of warranties are there in Marine Insurance? Give an example of each type with reference to a hull and machinery policy of insurance [Express, Disbursement, Seaworthiness, warranty of Legality

Ans) Warranty is the term used in formatting the WARRANTY:- A warranty is a promise by the insured that a specified state or condition will continue to exist for the duration of the policy.[A breach of warranty makes policy void from time of breach (Notes)]. A breach would entitles the infured (others) party to claim damages from the party breaching the warranty and the contract remains in force.Warranty may be

1) Express Warranty2) Implied Warranty

1) Express Warranty:- Specifically it is written into the policy or contained in some document (e.g. institute warranties). An expressed warranty does not overside an implied warranty unless the two conflict.

2) Implied Warranty:- [Understood, seaworthy and Legality if all activities are done into a legal way then it is covered by warranty]. These warranties are not written in the policy but implied by law to exist in the contract. They must be strictly complied with in the same way as express warranties. These are two major implied warranties in marine insurance policies covering seaworthiness and legality.

A) SEAWORTHINESS:Under the M/A 1963 ship should be seaworthy at the commencement of voyage

for the purpose of the particular voyage insured. Thus a ship is deemed to be seaworthy when reasonably fir in all respects to encounter the ordinary perils of the seas of the Adventure insured where ship is sent to sea unseaworthy with assured knowledge the insurer is not liable for any loss if the ship sent to sea unseaworthy condition with the knowledge of the owners senior management knowledge would include both express, clear knowledge (e.g. after defects have been reported in writing by Master or Surveyor) and deliberately turning a blind eye cover would only be lost where the known unseaworthiness had caused the loss.

B) LEGALITY:There is an implied warranty that the adventure insured is lawful and that so far as

the assured can control it, the adventure will be carried out in a lawful manners. If the adventure is illegal at the time the insurance is affected, the policy will be void. Thus drug running or gun-running trips or voyages to countries or ports subject to a Govt. embargo, would be deemed unlawful.

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50.List the differences of a Marine Insurance compared to a General Insurance at shore. Discuss its applicability in a new ship and an old ship procurement.

Marine Insurance:It is conducted on the principal of agreed value. This means that the value as fixed by the insured (shipowner) at the time of insurance is final. This means that incase of a total loss the agreed value will be paid in settlement of the claim unless of course there is fraud.There are rules how a shipowner may arrive at the value of a vessel for the purpose of insurance. In short shipowner can insecure the vessel to the extent of the amount he would loose if the ship sinks. Shipowner cannot make profit out of the loss.In case the value of the vessel changes during the currency of the policy he is expected to make upward or downward adjustment as may be appropriate.GENERAL INSURANCE: In this case, say fire insurance, the claim is paid to the extent of the value of the building on the date of fire but in no case in excess of the sum insured. In other words if insured value is less, the insured will get lesser amount if however the actual value is more than the sum insured then they will get only sum insured.In marine insurance the principal “New for Old” its applicableIn short this means that no depreciation is deducted from the claim in respect of repairs as is done in case of motor insurance. In case of repuirso to hull following grounding of old vessel say a 20 year old vessel, the insurance company will pay new plates although the damaged plates were 20 years old.In case of marine insurance (say marine hull insurance) when a vessel is old the policy is automatically terminated. The buyer takes a fresh policy from his owner. In case of motor insurance when the car is sold the policy can be transferred to the buyer.

APPLICABILITY:In case of a new vessel the value is determined by taking into account the following:

1) Cost of vessel is purchase price2) Expenses incurred by shipowner during the construction period is cost of

superintendent standing by.3) Cost of all equipment, fuel, ropes in short everything that goes onboard before

the vessel sails. (NOT CARGO). In other words which is required for all purpose of voyage.

4) Shipowner can also include the insurance cost(i.e., premium) in the value of the vessel. This amount gets reduced every month by 1/12th .in case of old ships principal is the same of value will include a) PURCHASE PRICE

B) Same as above p+3, whatever is required for purpose of voyageC) Same as above p+4 In case of older ships the premium rate will be higher as compared to new vessel

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51.Give a brief history of P & I Clubs highlighting its inception, and growth. It is said “ Rebirth of P & I Clubs is due to growth of Third Party Liabilities”- Elucidate.

Ans. Shipowners insure against loss of or damage to their ships with hull underwriters. They look to the P&I Clubs for insurance against their liabilities to others. P&I stand for Protection and Indemnity. Shipowners take P&I insurance cover in respect of third party liabilities and expenses arising from owning ships or operating ships as principals. An insurance mutual, a Club, provides collective self-insurance to its members. The membership is comprised of a common interest group who wish to pool their risks together in order to obtain “at cost” insurance cover.

The beginning of the P&I Clubs

The present P&I Clubs are the remote descendants of the many small hull insurance Clubs that were formed by British shipowners in the 18th century. These were set up by groups of shipowners, drawn in each case from a small geographical area, who were dissatisfied with the scope and cost of the hull insurance then provided by the two companies who had been granted in 1720 a statutory monopoly which excluded other companies from such business, namely the Royal Exchange Assurance and the London Assurance, and by individuals operating in London from, for example, Lloyd’s Coffee House. These hull Clubs were essentially unincorporated associations or co-operatives of shipowners who came together to share with each other their hull risks on a mutual basis, each being at the same time an insured and an insurer of others - still the basic concept of the present P&I Clubs, despite the fact that they are now incorporated so that in law it is the Club and not the individual Members who provide the insurance.

Temporary decline of the P&I Clubs

After the removal in 1824 of the company monopoly in favor of the Royal Exchange and the London Assurance, greater competition had a salutary effect on the rates, terms of cover and service offered by the commercial market and by Lloyd’s underwriters. The hull Clubs became less necessary and went into decline. A few exist today, but their share of the total market is not very significant.

Rebirth due to Growth of Third Party Liabilities

But as the hull Clubs declined, shipowners found the need to create similar associations for a different purpose. The need sprang partly from the steady increase from the middle of the 19th century onwards in the burden upon British shipowners of liabilities to third parties. It became more usual for injured crewmembers to seek compensation from their employers, and claims by dependants of crewmembers who were killed were facilitated by Lord Campbell’s Act of 1846. The possibility of claims by passengers was greatly increased by the same

Act and by the vast numbers of passengers who constituted the flood of emigrants to North America and Australia in the second half of the century. Shipowners needed cover against these risks. They were also becoming increasingly aware of the inadequacy of the insurance cover that they did have in respect of damage caused by their ships in collisions with other ships. The usual cover for claims by other ships and their cargo for damage caused in collision excluded altogether one fourth of such damage and, more seriously, was limited in amount (apparently the maximum recovery under the policy, including both damage to the insured ship and liability for the damage it had caused, was the insured value of the ship).

Eventually, in 1855, the first protection association was formed. This was the Shipowners’ Mutual Protection Society, the predecessor of the Britannia P&I Club. It was intended to operate like a mutual hull club, but to cover liabilities for loss of life and personal injury and also the collision risks excluded from the current marine policies, particularly the excess above the limits in those policies. Other similar associations were formed.

In 1874 the risk of liability for loss of or damage to cargo carried on board the insured ship was first added to the cover provided by a protection Club. The values of cargoes had risen and cargo underwriters had become keener on recovering their losses from shipowners, in which they were encouraged by a somewhat more sympathetic approach by the courts. After 1874 many Clubs added an indemnity class to provide the necessary cover. Subsequently, most of these separate classes have been amalgamated with the class reserved for the original protection risks, and today the distinction between the two classes has virtually disappeared within the P&I Clubs.

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

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52.What is a P & I Insurance ? How these clubs operate worldwide ? Connected with P & I Clubs, explain control, dividends, scope of cover and letters of undertaking.

Ans. P & I stands for ‘Protection’ and ‘Indemnity’. Here protection is ship owner's protection from third party liabilities i.e. the 1/4th of collision liability traditionally H & M insurer did not cover.

'Indemnity' refers to clubs indemnity' or compensation for liability to cargo under the contract of carriage.

So ship owners take P & I insurance cover in respect of third party liabilities and expenses arising from occurring ships as principals. An insurance mutual, a club provides collective self insurance to its members. The membership is comprised of a common interact groups who wish to pool their risks together in order to obtain "at cost" insurance over.

How these clubs operate world wide ?

P& I club are associations of member ship owners and charters; which are owned and controlled by the insured ship owners or charters members for the purpose, precisely of mutual insurance against third party liabilities which arise in connection with the operation of ships.

P & I clubs operate on non-profit making basis.

For their management, these clubs do hire an organization or agency which can be an insurance company or a Law firm for their day to day management. For this the manager or management agency charges the managing fees from the club :

For their operation P & I clubs retain correspondents at numerous ports world wide. In some countries the correspondent may be a firm of insurance specialist acting for more than one club or alternatively a ship broking or insurance company or law firm with maritime law practitioners. P & I clubs issues handbooks containing club rules and list of correspondents which care very useful to a master seeking advice and assistance when in any kind of trouble.

There are 13 P & I clubs belonging to the International group clubs. Together these clubs insure over 90% of the worlds blue water tonnage.

Connected with P & I clubs Explain :

CONTROL : Ship owners who are the members of the P & I club are required to maintain their ships as per clubs rules.

Club may subject a ship of member for random inspection. If on the basis of random inspection there are reasons to believe that vessel is not being of random inspection there are reason to believe that vessel is not being operated as per clubs rule. Then ship will be subjected to more intense condition survey by independent surveyors called by the club manager.

An owner who fails to keep his vessel in the continuous required by the clubs rule may be expelled from the club.

DIVIDENDS : As the P & I clubs do operate on non-profil making basis, there is no policy of giving dividends to club members or manager of the club.

SCOPE OF COVER :

P & I clubs may cover their members exposure to claims for damage of compensation of the following :

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

Personnel Injury to or loss of life of stevdores.

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

Loss of personnel effects

Ships Diversion expenses including running expenses and port charges incurred solely for this purpose.

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

One fourth collision liability

Oil pollution

o Standard oil pollution cover

o Oil pollution cover for USA

Liabilities under contracts and indemnities

Wreaks liabilities

Cargo liabilities

The members liability for cargo loss, shortage, damage or delay occurring in relation to the carriage of cargo on the entered vessel.

Cargos proportion of general average or salvages.

Certain expenses of salvers

Fines

Legal Cost

Omnibus Cover : In recognition of the fact that the list of liabilities to which ship owners are subjected is constantly increasing in unforeseen ways, the valves of the clubs give their directions discretion to pass for payment certain claim that are not expressly covered by any of the heads of cover set out in their rules provided that they are within the general scope of the club cover and are not expressly excluded elsewhere within the rules.

Letter of Undertaking :

When there is an incident of pollution following a bunkering accident or jelly damage to jelly caused by the ship then club may be required to post the bond to avoid the arrest of the ship which can lead to delay of ship schedule.

To avoid this the correspondent of the club can offer a letter of undertaking on the instruction of club; to pay for the possible liabilities of the ship arising from the accident or damage.

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

Ans) Introduction:- P&I clubs properly called “Pollution and indemnity associations”

Protection in the little originally referred to shipowners protection from the ¼ of collision liability that traditionally. London Hull and machinery I owners did not cover while “indemnity” referred to club indemnity or compensation for liability to cargo under a contract of carriage.

P&I clubs are association of members ship owners and charteres, owned and controlled by the in oured shipowner or chatered members for the purpose of basically of mutual insurance against their party liabilities which arise in connection with the operation of ship.

P&I club include 13 members of the international group of P&I club and their 4 associates clubs

Service philosophyP&I club offer shipowners and characters various classes of over eg. Protection

and indemnity strike freight demurrage and damage etc. Most clubs offer two principal classes of …

a) PROTECTION AND INDEMNITY KNOWN AS CLASS Ib)FREIGHT, DEMURAGE AND DEFENCE (fdd) KNOWN AS CLASS II

protection and Indemnity cover includes the following liabilities1) Cargo claims:- For shoot delivery, loss or damage to cargo2) Crew claims:- Medical expenses, repatriation, substitute expenses, compensation

for death and injury3) Collision liability: To the extent that the claim is not covered under hull policy4) Fixed and floating objects: damage to clocks, wharfs and buoys5) Third party injury and death claims: From stevedores crew members and

passengers6) Oil pollution liability: And liability from pollution by other substances7) Special compensation: payable in accordance with article 14 of the international

convention of salvage 1999 including payments to assessed under the scopic clause

8) Miscellaneous claims: Including fries for innocent breaches of regulation, diversion and other expenses incurred in landing refuges, sick persons, stowaways, contractual liability including those of customary towage, unrecoverable general average when in excess of the insured valve.Salvers expenses under Lloyds opens forum and wreck removal ….

9) Freight, Demurrage and damage: This cover indemnifies members of legal and related expenses incurred in connection with disputes under character parties and other contracts as define in club rules but does not extend to the principal amount in dispute.

OMMI Bus Cover: In recognition of the fact that the list of liabilities on a ship owners are constantly increasing in unforeseen ways the rules of the clubs give their director discretion to pass for payments, certain claims that are not expenses by covered by any of the heads of cover set out in their rules, provides they are with in the general scope of the dust cover and are not expressly excluded elsewhere within the rules.

This is a most ……………. Provision and is a reminder that the club exists, not us a profit making insurance company but also an organization for the benefit of the ship owners who are members

LIMITS AND RESTRICTIONS OF P&I COVERThe board of directors will determine what limits and restrictions should be placed on the cover offered to members (their decision usually taken and announced shortly before the next annual renewal date of 2oth Feb. following are some examples1) Liabilities arising from towage of an entered ship may only be covered if the

member has become liable under the terms of towage contract for normal port towage of unneutered large. For covers on other types of towage the members must advise the dub in advance.

2) When the member vessel is touring another vessel, loss or damage to low or cargo on the tow or wreck removal of the low and cargo is only covered if towage contract is approved by the managers.

3) Liabilities arising under indemnities in respect of delivery of cargo requested at a port other than that stated in the bill of lading or without production of bill of lading may be covered only on approval of the club management and of terms of indemnity have been approved by the diet.

4) Liability to resumes under a crew contract are carried only if the contract has been approved in writing by the manger. This also applies to cover for repatriation loss of seamen effect of ship wreck, unemployment indemnity.

5) Liability arising from carriage under bills of lading are normally only covered if the bills of lading are subject to the hague rules or Hague Visby rules

6) The board of directors of each club will usually determine in accordance with the club rules the limit of the club liability in respect of any and all claims for oil pollution for next policy your. The discussion bring taken towards the end of a current year.

{Some clubs impose a limit of 1000 million USO for each accident or occurrence in respect of each ship entered on behalf of owner, demise or bare boat charter}

WORK ON A DAY TO DAY BASIS WORLD WIDEP&I clubs retain correspondents at numerous ports world wide. In some countries the correspondent may be firm of insurance specialities acting for more than are club or alternatively a ship broking or insurance company only handling occasionally……..In all cases correspondents1) Are for legal reasons, representations and not agents of the club

2) Will attend member vessels when so requested by the master or agent in order to protect members interests.

3) They are generally well acquainted with the club rules and policy4) Will report any occurrence likely to result in a claim on the club to the club

managers, but will generally be able to anticipate the managers reply and instructions

5) May be instructed by club to offer letter of undertaking in cases of possibilities liability

[In most cases where there is a pollution following bunkering accident or jelly damage caused by as ship this will avert the need for a bond to be posted to avoid arrest]Most clubs provide each entered ship with a list of correspondent for the use of the muster. In the absence of a list on board the port agent should be able to furnish the name of nearest correspondent of most clubsReimbursement of claim costs by p& I ClubsWhere a member of P&I club makes any claim against the club1)The first 5 million will be met by the clubs own resources barring the members owns deductible2) 5 million USD to 30 million USD are compensated under group market reinsurance arrangements also called excess of loss reinsurance contract(total Commercial market reinsurance is 2000 million USD)3) Should a claim err exceed the upper limit of excess of loss contract it would then

full back on the pool and be borne by each club on Pro-rata basis (according o its entered tonnage)

such as claim is called overspill claim and would be funded by each club from club reserves or by making a special “overspill call” on the membershipP&I Club Control and ManagementP&I clubs are controlled by boards of directors representing the ship owners members large claims are examined and approved by the directors at regular melting before payment is madeAre managed by firms of ………. Experts maritime lawyers and marinersOperated on a non profit making basisClub members entered ships may be subjected to random ship inspection concentrating on management of vessel. If failed a more intensive condition survey by independent surveyors may be called by the club manager.An owner who fails to keep the vessel in condition required by the club rules may be compelled from the clubMangers generally strive to keep the “calls” on members to a minimum e.g., through loss prevention methods and such as information on bulletins, handbooks and videos aimed at owners and ship officers[these should be on board entered ship and not kept in owners/managers office]

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54.With reference to P &I Club explain(a) International group (b) Re- Insurance (c) Representative Function

Ans (a) International Group: Although the clubs compete with each other for business, they have found it beneficial to pool their larger risks under the auspices of the International Group (I.G). the I.G is an association of 13 leading P&I clubs and their associates (i.e., a club of clubs). The I.G. Provides a forum for discussion of legal and technical issues affecting the member clubs, to provide a mutual re-insurance scheme for the member clubs through the I.G. agreement. The contractual agreement defines the risks that are to be pooled and exactly how these are to be shares between the member clubs. The pool provides a mechanism for sharing all claims in excess of U.S. $6 million up to a limit of about U.S. $4.5 billion. For a layer of claims between U.S. $50 million and U.S. $ 2.3 billion, reinsurance is purchased from the commercial market. The pooling system provides member clubs with reinsurance protection at cost to much higher levels than would normally be available in the commercial insurance market. I.G. clubs share their claims through the pooling system which has a common interest in loss prevention and control and in the maintenance of quality standards throughout the membership. The I.G. provides on effective voice for the shipowner and charterer members of the individual clubs, particularly on new conventions and legislations effecting ship owners and charterers liabilities and the insurance thereof. It carries out this unction in relation to inter-governmental bodies like IMO and UNCTAD as well as national governments. The I.G. provides a useful forum for sharing information on matters of concern to the clubs. These include general issues like oil pollution and personal injury as well as current problems in certain ports or in relation to carriage of particular cargoes strategic and policy issues of concern to the I.G. are determined by each club individually. Its for the board of directors (or committee) of each club individually. Its for the board of directors (or committee) of each club to decide upon the extent o which it deserves to delegate authority to its managers to deal on its behalf on particular matters. Routine business is usually dealt with by correspondence between the managers of I.G. clubs and their representatives who also meet in committees to analyse and clarify more complex issues, with a view to formulating recommendations for the individual clubs to consider. The I.G. club managers or their representatives working together examine any proposed alterations or extensions to the cover being provided by each club to access the continuing compatibility of the risks that are to be pooled. They also review the accounting policies of each member club to enable other clubs to monitor its financial strength. They also operate the contractual machinery for sharing pool claims with the ……. Of producing on equitable financial result as between the participating clubs. Finally, they co-ordinate the detail of the pools reinsurance, the contract itself being annually placed by brokers acting on behalf of all member clubs. The I.G. includes the following clubs: The ship owner club, The Standard club, The American club, The U.K. club, The London club, The North of England club, The west of England club, The West of England club, The

Japan club, The Swedish club, The Britannia, Standard Bermuda, Standard London, Steamship Bermuda, Steamship London, Gard and skull.

(b) Re-Insurance: the various reasons why an underwriter may find it prudent to re-insure part or all of a risk for when he has accepted liability are:-

(i) He may find that his commitments on any one ship or in any locality have become too burdensome. Declarations under open covers or floating policies and acceptances by his agents in other markets may give him an accumulated liability considerably in excess of his usual retention.

(ii) He may have accepted a line on “all risks” terms and then desire to re-insurance in respect of total loss only.

(iii) There may be a possibility of placing the risk in some other market at a profit.

(iv)He may have decided after due consideration that his acceptance of a particular risk was an error of judgement. By section 9 of the U.K. Marine Insurance Act 1906 the insurer has an insurable interest in his risk and may re-insure in respect of it. Unless the policy otherwise provides, the original assured has no right or interest in respect of such re-insurance. Hence if any action is brought by the original assured against his insurer, the latter can’t bring his re insurer is entitled, when sued, to insist upon strict proof of the loss and of the reassure’s liability.

An underwriter may re-insure in the following ways:(i) Facultative: Facultative re-insurance is the direct re-insurance of individual

risks through a broker in the same way as the original insurances are placed. The re-insuring underwriter may fix the rate of premium or, if the re-insurance is affected on the identical conditions of the original policy, he may be content to accept the original premium of the re-insured. The speculative re-insurance of an overdue vessel or a vessel which is known to have met with same casualty may be affected in this way. In the early stages, the original underwriter may be able to re-insure at a reasonable commensurate premium, but if with the passage of time no good news is received then re-insurance rates would increase and should the vessel be eventually posted as “missing” she may well become uninsurable.

(ii) Open cover re-insurance: It’s often used by underwriters in respect of their cargo business, say to re-insure their interest on particular voyages, commodities or types of vessels. Such open covers may be effected on free from particular overage conditions at lower rates of premium than the original insurances effected on more comprehensive terms.

(iii) By means of a re-insurance treaty: Re insurance treaties can be used for either hull or a cargo reinsurance. They are usually very elaborate contracts between insurance companies providing for the session of some proportion of the whole of the re-assurer’s business to the re-insuring company at the original premiums less an over-riding commission.Irrespective of which of the three methods of reinsurance is used, the original underwriter has a choice of reinsuring on a first interest basis, a quota-shore basis or an excess basis. If an underwriter accepts $2,000 on a vessel and re insurers $ 1000 on a first interest basis and only $1600 is finally “closed” to the underwriter, the re-insurer’s line would still remain at $1000. if the re-insurance is placed on quota share basis, the re-insurers line would be reduced to $ 800. If the same re-insurance were arranged “excess of $1000”,

the re-insurer’s liability would be $600, whilst the reassured would retain $1000. Re-insurance policies are in virtually the some form as original policies but with the addition of the Re-insurance clause. The usual wording of this clause is “Being a re-insurance and subject to the same clauses and conditions as the original policy and to pay as may be paid thereon”. Where reinsurances are effected on restricted conditions, the clause is qualified by adding suitable words e.g., w.r.t hull re-insurance there may be added “but against total and/or constructive and/or arranged total loss only”. When a P&I club member makes a claim against his club the first 5 million, is met by the clubs own resources claims in excess of $5million up to $30 million are divided among the members of the I.G. pool for claims in excess of pool limit, the I.G. arranges on excess of less re-insurance contract in the market which currently provides over for $2billion in excess of $ 30 million in relation to all types of claims except oil pollution where the limit is $1 billion.

(c) Representative function: P&I clubs retain correspondents at numerous ports worldwide. In some nations the correspondent may be a firm of insurance specialists acting for more than one club, or alternatively a ship broking or insurance company only occasionally handling P&I business. In the USA a correspondents if often a law firm with maritime law practitioners. In all cases correspondents:

1. Are for legal reasons, representatives and not agents of the club2. Will attend members vessels when so requested by the master or agents in

order to protect a member’s interests. 3. Are well acquainted with the clubs rules and policy etc.4. Will report only occurrence likely to result in a claim on the club to the club’s

managers, but will generally be able to anticipate o the manager’s reply and instructions

5. May, pending instructions, appoint surveyors to inspect damage etc.6. May be instructed by the club to offer a letter of undertaking in cases of

possible liability. In most cases, e.g., where there has been pollution following a bunkering accident or jetty damage caused by a ship this will avert the need for a bond to be posted to avoid arrest.

Most clubs provide each entered ship with a list of correspondents for the use of the master. In the absence of such a list on board the port agent should be able to furnish the name of the nearest correspondent of the club.

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55.What are the salient differences of Marine Insurance with a shore based installation Insurance? With respect to Marine Insurance explain:

(a) Agreed Value and ACV Policies (b) P & I Liability (c) Water craft Liability (d) Hull Coverage

Ans. Salient differences between Marine Insurance and shore based insurance are:-

Marine Insurance Shore based Insurance

In this, there exists, an agreed value between insurer and insured; of a ship or cargo, etc;

Here valuer goes to site or to a property and value is obtained by insurer, i.e. he is not dependent upon insured about value of property

In hull policy, if damaged plate is: if renewed or old plate fitted, no depreciation is taken into account; i.e. full payment for new plate or old plate, etc;

Depreciation is always taken into account, i.e. payment made will be dependent on value of property at that time; viz, in car insurance plastic renewal is 50% and steel renewal is 100% paid

These policies, as their nature of cause, are made for sinking, fire and weather etc.

These are for lightening, fire and burglary etc.

If ownership, flag or class changes; then policy also to be renewed

In this case, policy need not be renewed; only name of insured changed

Third party liability is not mandatory by law, only for oil pollution liability to be there

Third party liability is mandatory by law

(a) Agreed Value and ACV Policies:- Agreed Value Contracts or policies will insure properties for an amount which is agreed to by insurer and the insured at the time the contract is made; in the event of a total loss a definite amount will be paid by insurer. These policies are used for insuring items that are difficult to evaluate after a loss.

Actual Cash Value (ACV) :- In these policies, in case of a loss, the insured will be put back in to same financial position as just prior to the loss. The insured must not profit from loss, hence these policies are on actual cash value i.e. the value of an equivalent piece of property of the same age and condition and subject to the same wear and tear as the property that was lost or destroyed.

(b) P&I Liability:- Ship owners insure against loss or damage to their ships with hull underwriters. They look to the P&I clubs for insurance against their liabilities to others. P&I stands for Protection and Indemnity. Ship owners take P&I insurance cover in respect of third party liabilities and expenses arising from owning ships or operating ships as principals. This is based on the principle of mutual interest

between members in a club having common interests and risks in order to obtain “at cost” insurance cover.

List of P&I clubs:- There is no Indian P&I club. There are 13 P&I clubs belonging to the International Group Clubs. Together these groups insure over 90% of worlds blue water tonnage. List of members of International Group Clubs is given below:-

(1) American Steamship Owners Mutual Protection & Indemnity Association

(2) Britannia Steamship Insurance Associations Ltd.

(3) The Japan Ship Owners Mutual Protection & Indemnity Association.

(4) The London Steamship Owners Mutual Insurance Associations Ltd.

(5) The North of England Protection & Indemnity Associations (Luxemburg)

(6) Etc.,

P&I club Insurance Cover:- Damage & Compensation in respect of following are covered

(1) Crew :- The member’s liability for injury, illness or death, hospital and medical expenses arising from injury, illness or death, costs of repatriation and maintenance ashore resulting from injury, illness or death, the costs of funeral or sending home of the coffin or ashes, and personal effects of a deceased crew member, cost of repatriation incurred as a result of leave to attend the funeral of a close relative who has died or become seriously ill after crew member signed on, wages to serving crew member or if deceased, their dependents as a result of injury, illness or death, compensation for loss of employment to serving crew member as a result of being signed off due to a major casualty to a vessel, which renders the vessel unseaworthy and costs of providing a substitute crew member required as a result of injury, illness or death of a crew member or repatriation.

(2) Personal injury to or loss of life of stevedores

(3) Personal injury to or illness or loss of life of passengers and others

(4) Loss of personal effects

(5) Diversion expenses :- The ship owner may suffer losses through having to divert his ship in order to obtain treatment for an injured or sick person on board or for the purpose of landing stowaways. It covers port charges also.

(6) Life salvage :- A ship owner may become obliged to pay a life salvage onward to a person who has saved or attempted to save the life of persons on board the salvaged vessel.

(7) ¼th Collision Liability :- The hull policy covers ¾th of collision liability, rest ¼th is covered under P&I liabilities.

(8) Oil Pollution :- Standard oil pollution cover, actual or threatened escape or discharge from the entered vessel of oil or other polluting substances, costs of measuring reasonably when taken for the purpose of preventing &

minimising pollution or any resulting from damage together with any liability for loss or damage caused by the taking of such measures, costs incurred in order to comply with an order of any government or authority for the purpose of preventing or minimising actual or threatened pollution; is covered.

(9) Oil Pollution Cover for USA :- Separate cover has to be taken for oil pollution incident in USA, extra premium is to be paid under OPA 90 and COFR (Certificate of Financial Responsibility) requirements

(10) Liabilities under Contracts and Indemnities

(11) Wreck Liabilities

(12) Cargo Liabilities

(c) Water Craft Liability :- This liability is vast in its nature as there are many kinds of water crafts to be insured such as (i)sail boat (ii)power boat (iii)yacht insurance (iv)water craft insurance (v)charter boat insurance (vi)charter fishing insurance and (vii)motor boat insurance.

In water craft liability, following are the different covers which an owner enjoys:-

(1) Third Party Coverage:- In this, damage or injury to other persons or property is covered. This policy is mandatory by law.

(2) Agreed Value Coverage:- In this there is an agreed value between owner and insurance company of water craft i.e. in case of total loss of craft that value will be reimbursed to owner.

(3) Actual Cash Value:- In this, depreciation is taken into account and re-imbursement is done; taken into consideration of actual value of craft at that particular time.

(4) Hull Coverage on Property damage:- In this, damage to boat, machinery, sails, spars etc. are covered.

(5) Personal Property Coverage:- Covers for clothing, personal effects, fishing gear & sports equipment.

If a water craft is chartered, to anybody else, then charterer is made responsible for insurance premiums etc. There are many different clauses for chartering also. It depends upon owner and insurance company to come to a conclusion what kind of responsibility is given to charterer. For larger crafts P&I Club coverage is also available.

(d) Hull Coverage :- This coverage comes under Institute Time Clauses – Hull 1.11.95. :- These clauses are 27 in number and named standard clauses with effect from 1st Nov 95. They are numbered as follows:-

(1)Navigation (2)Contamination (3)Breach of Warranty (4)Classification (5)Termination (6)Perils (7)Pollution Hazard (8)¾th Collision Liability (9)Sister ship (10)General Average and Salvage (11)Duty of assured(Sue and Labour) (12)Deductible (13)Notice of Claim and Tenders (14)New for Old (15)Bottom Treatment (16)Wages and Maintenance (17)Agency Commission (18)Unrepaired Damage (19)Constructive Total Loss (20)Freight Waiver (21)Assignment (22)Disbursement Warranty (23)Return

for Layup and Cancellation (24)War Exclusion (25)Strikes Exclusion (26)Malicious Act Exclusion (27)Radioactive Contamination Exclusion

Above stated clauses are very vast and cover almost every thing related to hull. Important statements are:- ¾th Liability for Collision; New plates for old plate renewal is paid etc.

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51.A serious fire has taken place in the bridge of a vessel arising out of short circuit. Describe the type of insurance coverage the ship is entitled to and what type of policy will cover the maximum damage recovery? What is uninsured boater coverage?

Ans.:- As the case is of a serious fire taken place on the bridge of a vessel, it will be considered as a partial loss of Particular Average nature.

Particular Average is a partial loss, proximately caused by a peril insured against & which is not a general average loss. It does not include particular charges.

Particular Average may consist in a loss of quantity, sometimes referred to as a partial loss, or a loss of quality, or a combination of the two.

Whether or not Particular Average is recoverable under a policy depends upon the terms of the insurance. If the terms are Free of Particular Average (F.P.A.) will not be recoverable. If the terms are F.P.A. Institute Clause a Particular Average is recoverable provided the vessel has been stranded, sunk or as in our case burnt or damage has been caused by fire. There need not be any connection between the Particular Average damage & burning of the vessel. Under these terms underwriters also pay the insured value of any packages lost in loading, transhipment or discharge.

The merchant whose vessel has been damaged by a fire insured against, has on his hands a vessel which is not capable as she was before of carrying cargo and earning freight. The only way to indemnify the ship-owner is to restore the vessel to her former capability by repairing her. In consequence, the measure of Particular Average on vessel is the reasonable cost of repairing her and restoring her to her former efficiency.

As the vessel is classed with any of the Classification Society, the society is also notified of the survey so that it may attend to make sure that such repairs are made as are necessary to enable the vessel to meet the society’s requirements. The vessel’s logbooks should be available to the surveyors at time of survey. Surveyors are not presumed to have any knowledge of insurance conditions and have no power to commit underwriters to the payment of any loss. Their approval of repair costs is always without prejudice & subject to the terms and conditions of the insurance policies.

Policy of Marine Insurance for this incident which will cover maximum coverage :- A policy of marine insurance is an instrument embodying a contract of Marine Insurance. It must specify the assured (principal or agent), the underwriter, the subject matter and peril insured against, the amount, the beginning & end of the risk 7 underwriter’s undertaking to indemnify the assured.

The Policy must be :-1) Interest Policy as Wager policies are not recognised by the courts2) Unvalued or Open Policy – Instead of valued policy (that specify the

agreed value of the subject matter), it has to be unvalued one, leaving the value of the subject matter to be determined in accordance with the law in case of necessity.

3) A policy may be for a voyage or for a period of time or may be mixed voyage or time.

4) Named Policy showing name of the concerned vessel instead of floating policy, in which carrying vessels are mentioned only in general terms.

Special clauses adapting general instruments to the requirements of the specific risk like fire are added by being written or stamped on the face of the policy or attached to it.

Uninsured Boater Coverage :-Since boat liability insurance is not mandatory, there are many boaters

operating without liability coverage. Uninsured boater coverage is designed to compensate you for injuries to persons aboard your boat that are caused by an operator of another boat who has no liability insurance. If you are legally entitled to recover damages from the other uninsured boater, or if you or your guests on your boat are the victims of a hit-and-run boater who cannot be identified, this coverage can help ease the financial impact of those injuries. Many watercraft liability policies do not include uninsured boater coverage.

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57.Define Marine Insurance. Highlight the importance of Marine Insurance cover requirements for owners and Shippers. Underline the risks/liabilities involved in cargo transportation for a ship not covered under insurance.

Ans) Marine insurance is the method whereby one party called the assurer or underwriter, agrees; for a stated consideration known as a premium, to indemnity another party, called the insured or assured, against loss, damage or expenses in connection with the commodities at risk if caused by perils enumerated in the contract known as the policy of insurance. This policy pledges to compensate the insured, for damage derived from the loss of or injury to the property insured, but does not guarantee the continued existence or replacement of the goods itself. The insured must not profit from the loss. Policies are on an actual cash value (ACV) basis i.e., the value of an equivalent piece of property of the same age and condition and subject to the same wear and tear as the property that was lost or destroyed.

All ship owners and Shipping Merchants should insure their property against losses or damages. They are not legally bound to insure except for liability for oil pollution claims. However, the modern methods of financing, trade and shipping make it essential that they do so. The capital that is exposed to loss in modern ships is so huge that no shipping company can afford to bear the liability incurred. Besides, most of the tonnage is mortgaged to banks and other financial institutions and they require insurance as collateral security.Insurance provides individuals and organizations with financial protection against the outcome of events which involve monetary loss or liabilities which were not anticipated or predicted and over which they have no effective control. In the case of a ship owner or ship manager, insurance is usually confined to the financial consequences of damage o its own ship, damage to other people’s property or death or injury to people. Charters insurance requirements particularly a time charterer’s are similar in many respects to those of the ship owner. Cargo owners requirements are usually confined to loss or damage of its cargo.Risk/liabilities involved in cargo transportation that are not generally covered under insurance are as follows:

1) Damage due to war, hostile acts, capture, seizure, arrest, strikes etc. are excluded from insurance policy. The ship owner may obtain cover for these risks by taking insurance under institute and war and strike clause.

2) Third party liabilities, including oil pollution removal wreck etc which arise in connection with the operation of a vessel. This is done by becoming a member of a ‘P &I’ club and taking suitable insurance cover. For a ship involved in cargo transportation, the following risks/liabilities are covered under insurance.

a) Perils of the seas, rivers, lakes or other navigable watersb) Fire, explosionc) Violent theft by persons from outside the vesseld) Jettison

e) Piracyf) Contact with land conveyance dock or harbour equipment or installationg) Earthquakes, volcanic eruption or lightingh) Accidents in loading, discharging or shifting cargo fuel, sores or partsi) Contact with satellites, aircraft, helicopters or similar objects or objects

following there from.j) Bursting of boilers or breakage of shafts but excludes the cost of repairing

or replacing the boiler which bursts or the shaft which breaks.k) Any latent defect in the machinery or hull but only to the extent that the

cost of repairing the loss or damage caused thereby exceeds the cost that would have been incurred to correct the latent defect.

l) Negligence of Masters, Officers, crew or pilotsm) Negligence of repairers or charters provided such repairers or charters are

not an assured under this insurance

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58.Specify the related bodies and their objectives in Marine Insurance market. Highlight the purpose and objective of P & I club insurance. What are it’s limitations?

The related bodies of marine insurance market and their objectives are as follows :-

1. Syndicates :- Are group of members who band themselves into joint ventures. Each

syndicate has a professional underwriter and support staff.

2. Under Writers : - Are insurance professionals, who on behalf of their syndicates,

asses risks involved in insuring and charge premiums accordingly. They directly deal

with brokers who bring them ships containing information on risks due to be insured.

3. Managing Agents :- Supervise the syndicates, employ the underwriters and provide

administrative back up.

4. Member Agents :- Advise individual member on their underwriting commitments and

provide a link between them and their syndicates.

5. Brokers : - Are the intermediaries between the general public and the market who

supplies business to the market. They give advice to their principals on premiums

and policy types, and buy insurance from underwriters after face to face negotiation

with them. They may also place business with insurance companies.

P & I Clubs :

Are properly called “Protection and Indemnity association” Protection means ship

owners protection from ¼ th on collision liability which traditionally, London H & M

insurer did not cover. Indemnity refers to club’s indemnity or compensation, for

liability to cargo under a contract of carriage.

It is an association of member ship owners and charters, owned and controlled

by insured ship owner and charterer for the purpose of basically “mutual

insurance against third party liability” which arise in connection with the operation

of ships.

Includes 13 members of international group of P & I club, 4 associate members

and no of small independent clubs. Charterer P & I Club Offer cover for lime and

voyage charterers

mostly offer two types of principal covers :-

1. Protection and indemnity

2. FDD ( Freight, Demurrage and Defence )

-- Retain representatives called “ Correspondents” in many ports as well as

lawyers and surveyors.

-- Issue books containing “Club rules” and list of correspondence

-- Issue master hand books, which are very useful to a master seeking advice and

assistance when in any kind of trouble on board the ship eg in case and

pollution incident, casualty, when under arrest, when under pressure to sign “

Clean BOL “ etc.

-- Circulate loss prevention information in circulars, bulletins, booklets and videos

etc aimed to keep members premium down.

-- Produce standard forms of letter of indemnity and protest.

P & I Covers include:-

1) Cargo claims – Short cargo, loss or damage of cargo

2) Crew claims – Medical expense, Repatriation, compensation for death or

injury

3) Collision liability ¼ th of collision liability which H & M does not cover

4) Fixed and floating objects – Damage to docks, buoys, wharves etc.

5) Third party injury and death claims – Stevedores, crewmembers, passengers

etc.

6) Oil pollution liability

7) Special compensation

8) Miscellaneous claim – Innocent breaches of regulation, expense incurred

landing refugees, stowaways, sick person etc, unrecoverable gen avg.

contribution.

FD & D Covers

Legal and related expenses incurred in connection with dispute under Charter Party

and other contracts as defined in club rules but do not extend to the principal amount

in dispute.

Limitations and Restrictions of P & I cover

Board of directors will determine what limits and restrictions should be placed on the

cover offered to members, usually done and announced shortly before the next

annual renewal date of 20th Feb. A club’s rule book will reflect the current position in

the club.

Examples of cover restrictions

1. Liabilities arising during towage of an entered ship may be covered if the

liable is under the terms of towage contract for normal port towage

2. When the member vessel is towing another vessel, loss or damage to tow or

cargo on tow, or wreck removal of tow and cargo is only covered if the towage

contract has been approved by managers.

3. Liabilities arising under indemnities ( delivery of cargo requested at a port

other than the port described in Bill of Lading or without production of BOL)

may be covered only on approval of club’s management. However club

directors unlikely to give discretion in favour of owner for such liabilities even

if the indemnity in approved form and signed by a first class bank.

4. Liability to seaman arising under crew contract is covered only if contract has

been approved by managers. This applies to repatriation, loss of seamen’s

effects and ship wreak unemployment indemnity.

5. Liability arising from carriage under BOL is normally covered only if BOL is

subjected to Hague rules or Hague Visby rules.

Clubs will not cover

1) Ad valorem bill of lading

2) Deviation

3) Delivery of cargo at a port other than specified in contract of carriage

4) Failure to arrive or late arrival at the port of loading

5) Delivery of cargo without production of BOL

6) Post dated or ante dated BOL

7) Clean BOL in respect of damaged cargo

8) Deck cargo carried on terms of an under – deck BOL

9) Arrest or detention of an entered ship

The only fines covered by clubs are

1. Custom fines

2. Immigration fines

3. Fines for failure to have proper documentation on board

4. Fines for breaching regulation relating to construction, adoption, alteration etc

of an entered ship.

5. Fines incurred as a result of conduct of crew or agent of the member

6. Fines failure to maintain safe working condition

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59.Underlining Marine Insurance Cover, explain (i) Hull & Machinery cover, (ii) P & I Insurance, (iii) Cargo Insurance, (iv) Pollution Liability Insurance.

Ans) Hull and Machinery cover :- Hull & Machinery (H&M) insurance covers the ship itself and equipment on

board the ship including propulsion and auxiliary machinery, cargo handling and navigation equipments. Marine Hull policy is usually a time policy. The maximum period of insurance is usually 13 months. Most policy of H&M insurance are based on the institute of time clauses of hulls which was revised and renamed as International Hull Clauses on 21/11/2003. The H&M insurance covers loss or damage by:

1) Perils of the sea, rivers, lakes or other navigational waters2) Fire & explosion3) Violent thefts by persons from outside the vessel4) Jettison5) Piracy6) Contact with land conveyance, dock or harbour equipments or

installations7) Earthquake , volcano eruption or lightening8) Contact with aircrafts, satellite, helicopter or similar object falling on or

from9) Accidents in loading/discharging or shifting of cargo or fuel 10)Bursting of boilers, breakage of shafts or any latent defects in the m/c

or hull11)Negligence of masters, officers or crew operations12)Negligence of repairers or charterers provided such repairs are not

assured under this insurance13)Leased equipment not owned by the assured but installed for use on

board14)Parts taken off the vessel where such loss or damage caused by a peril

insured under this insurance15)Loss or damage caused by any government authority to prevent or

mitigate a pollution hazard or damage to environment or threat thereof16)¾th of collision liability, i.e. third party damage17)Sister ship clause18)General Average and Salvage of vessel contribution

An H &M policy covers physical damage o the vessel, its machinery and equipment. In addition, the policy normally covers general average, salvage, sue and labour and collision liability. Coverage for a vessel under on H&M policy is written with a vessel value, which has been agreed upon between the ship owner and the policy underwriters. Most H&M policies include a deductible for partial losses. Often a ship owner may elect to cover a portion of the value of a vessel for total loss only. This is done using an increased value policy, which usually costs significantly less than a full form H&M policy. There are several factors taken into account when determining the rate being charged for an H&M policy. They include the type of vessel, the value, the owner/operators experience, the less record, the size of the deductible and the intended trade. H&M policies can

be written to cover a single vessel or an entire fleet. The different types of H&M policies a vessel owner can purchase to insure a vessels are:-a) Navigation policy: it provides coverage when vessels are used in maritime

operationsb) Port risk policy: Used when a vessel is expected to be laid up or non

operational for an extended period of timec) Builder’s Risk policy: Used to cover a ship being built from the time its keel is

laid until the ship is completed and accepted by the owner including sea trials d) Work Risk Policy: Covers damage to the vessel for war and other risks

excluded from the H&M policy by the war, strikes and related exclusions clause. This policy also covers damages caused by strikes, lockouts, labour disturbance riots and civil commotions, which may be important in a port

environment.

(ii) Protection and Indemnity (P&I) Insurance: Ship owners take P&I insurance cover in respect of third party liabilities and expenses arising from owning ships or operating ships as principals The insurance club provides collective self insurance to its members. The membership is comprised of a common interest of group who has to pool their risks together in order to obtain insurance cover. P&I club may cover their members to claims for damage or compensation in respect of the following:-1) Crew members liability for injury, illness or death, hospitalisation & allied expenses.2) Personal injury to or loss of life of stevedores3) Personal injury or illness or loss of life of passengers or others.4) Loss of personal effects5) Diversion expenses incurred for the ship in order to obtain treatment for an

injured or sick person on board or for the purpose of landing stowaways6) ¼th of collision liability7) Oil pollution liability8) Liabilities under contracts & indemnities9) Wreck liabilities10) Cargo liabilities11) Cargo’s proportion of General Average or Salvage12) Certain expenses of Salvers13) Fines14) Legal costs15) Omnibus coverA P&I policy is purchased in conjunction with a hull insurance policy to provide liability protection not found in the hull policy. This type of coverage is usually placed either through a mutual P&I club or with individual stock insurance companies. P&I policy provides coverage should on insured vessel cause damage to piers, whoever, bridges cable or other fixed or removable objects. Also covered are the cost of raising, destroying or removing a wreck. Which is sunk and which constitutes a hazard to navigation, bodily injury, loss of life and sickness of seamen, passengers, ship visitors, stevedores etc, coverage for the repatriation expenses of seaman who become ill and injured during a voyage and collision risks not fully covered under a hull policy. P&I policy provides coverage for damage to cargo caused by the insured vessel should the damage arise from the negligence of the vessel operator and for pollution risks. Operators often use

this coverage to meet the requirements of the coast guard to obtain certificates of financial responsibility. Domestically (in U.S) many operators purchase pollution protection coverage through the water quality Insurance Syndicate. For those ship owners who are not members of a mutual P&I club, the amount of insurance.(iii) cargo insurance: Cargo Insurance (also called marine cargo insurance or

goods in transit insurance) covers physical damage to or loss of goods whilst in transit by land, sea and air. There is no statutory requirement to obtain insure goods in transit, but in international sale the seller and buyer will usually agree that one party or the other will obtain cargo insurance. Cargo insurance can be obtained directly from an insurance company, from underwriters in the Lloyd’s and/or companies markets (through a broker) from freight forwarders and from some carriers in the liner traders. There’s no standard cargo policy most being tailored to meet individual risks. But most policies incorporate. Oil bulk as cargo must carry a certificate of Insurance or other financial security in respect of civil liability for oil pollution damage, also called oil pollution Insurance certificate (OPIC). For a U.K. ship OPIC must be issued by MCA. In case of a ship registered in a CLC party state, OPIC must be issued by the administration (flag state) and in case of a ship registered in a non-party a state, it must be issued either by the MCA or by or under the authority of any other CLC party state U.S. federal low required ships using U.S. navigable waters must carry a certificate of financial responsibility (COFR) as evidence of financial responsibility for oil pollution certain U.S. states require carriage of a state COFR. P&I club cover for prolusion liabilities is usually to the extent that pollution is a result of an escape or discharge or threatened escape or discharge of oil or any other substances

In the process of transportation, storage, loading and unloading, the cargo is exposed to various hazards like theft, breakage or damage. This loss is taken care by marine cargo insurance. The cargo insurance is covered under the Institute of Cargo Clauses A, B and C.

Institute of Cargo Clause C covers under mentioned risks:-a. Fire and explosionb. Vessel or craft stranded or grounded, sunk, capsized or collisionc. Discharge of cargo at port of distress, jettison, General Average

sacrifices. Institute of Cargo Clauses B covers the risks under ICC – plus earthquake, lightning, washing overboard, entry of sea, lake or river into the vessel. Total loss of package in loading or unloading.

ICC – A covers all risks or damages except those which are especially excluded plus malicious damage or piracy

An open cover is a commonly used form of long term cargo insurance contract covering all goods, shipments forwarded by an assured during the period of open covers

Pollution Liability Insurance:- International Convention on Civil Liability & Oil Pollution Damage 1969 as

amended in 1992 (CLC92) requires ships carrying more than 400 tons of oil cargo to maintain insurance against oil pollution damage up to CLC 92 limit (82 min dollars as on March 2003). All these liabilities are insured by the clubs.

A certificate will be issued by the contracting govt. which attesting that the insurance is in accordance with the provisions of this convention. This certificate shall be carried on board the ship.

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60.Explain losses and it’s categories with respect to Marine Insurance. Why and where particular average and general average are of importance in Loss Claims?

Ans. Marine losses may be either :-

1) A Total loss or

2) A Partial loss ( termed Average)

Further a total loss may be categorized under :-

1) An Actual total loss (ATL) or

2) A Constructive total loss ( CTL)

ACTUAL TOTAL LOSS: :

There is a total loss, where the subject matter of insurance is completely destroyed

or so damaged, as to cease to be a thing of kind insured, or when the insured property is

posted ‘missing’

CONSTRCUTIVE TOTAL LOSS :

As per marine insurance act, a constructive total loss occurs, when the assured is

deprived of possession of his ships or goods, by a peril insured against and where the

subject matter of insurance is reasonably abandoned by the insured on account of its total

loss appearing unavoidable because it could not be preserved from actual total loss without

expenditure, that would exceed its value after expenses have been incurred.

Partial Losses

A partial losses may further be sub divided into

1) Particular Average ( PA) i.e. accidental partial losses or

2) General Average ( GA) i.e. intentional partial losses.

a) Particular Average

It is a partial loss, proximately caused by a peril insured against and which is not a

general avg. Thus structural damage proximately caused by collision grounding

heavy weather etc ( perils of the sea ) would normally be classed as particular

average.

b) General Average:-

It is a system, in which all interests involved in adventure viz hull and machinery,

cargo and fright at risk must contribute to losses voluntarily incurred, to save oil

interests on board.

The principal is that which has been scarified for the benefit of all, shall be made

good by the contributions of all, that got benefit from the general average act.

A GA loss is a partial loss, incurred through a deliberate act performed with the

intention of protecting the interests of all involved in a voyage from danger which

threatens all. GA losses are shared equally by all parties to the adventure.

Example:- Damage done when overworking a ships engine while afloat, to

prevent grounding is ordinary whereas damage done to engines when already

aground in an attempting to refloat the vessel is GA since this is an extraordinary act.

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Marine hull policies are usually time policies, the maximum period of insurance being 12 months. It comes last damage suffered to a ship and machinery hull, the hulls, machinery, materials and financial interests of all oceangoing vessels/ ……../

dredges/tugs/salvage/vessels/launches/ferry/ steams/boats/yachts/other pleasure craft/self propelled bays/lights craft and other country craft can be insured marine hull cover is generally arranged by brokers.

The insurance of goods in transit from one place to another by any single mode or combined modes of sea, rail, road, air and inland waterways under marine cargo export and

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

Open cover:An open cover is a commonly used farm of long term cargo insurance contract

covering all goods shipments forwarded by an assured. The period of open comes is generally fixed at 12 months with a 30 day notice period for cancellation

Documents and information required from the ship:The addition to copies of the relevant insurance policies (which will be supplied

by owners), the documents and information listed below may be required to accompany a claim lodged by owners against underwriters. If an adjustment is prepared, the adjuster will extract the required information from the documents and incorporate it in the adjustment. But they can any time see the originals

General documents are:

1. Deck and Engine log books covering the casualty and the repair period2. Masters and/or chief Engineers details report (as appropriate)3. Relevant letters of protest4. Protests and extended protests5. Underwriters surveyors report6. Class surveyors report7. Owners superintendents report8. Receipted accounts of repairs and/or any spare parts supplied by owners, in

connection with repairs, endorsed by underwriters surveyors as being fair and reasonable

9. Accounts covering any dry docking and general expenses relating to the repairs endorsed as above

10.Accounts for all incidental disbursements at the part of repair eg: for port charges, watchmen, communication expenses, agency fees etc

11.Details of fuels and E/R stars consumed together with the cost of replacement12.Accounts for owners repairs effected concurrently with damage repairs

13.Copies of faxes and telexes sent and details of long distance calls made in connection with the casuals.

14.Accounts for the outward port charges at the last port prior to the repair part, inward and outward part charges at the repair part, and, if the vessel returns to her original part from which she originally manned, inwards part charges at that part.

15.Portage bill showing the officers and the crew during the removal to the repair part and also for the return passage if the vessel returns to her original part.

16.details of adapters of original/dep at the relevant parts17.Accounts in respect of and temp repairs effected solely to enable the vessel to

move to the repair port

Information required after a collision1. Details of steps taken to establish liability for the collision and the

essential settlement made between the two parties2. A detailed copy of any claim received from the other vessel together

with details of which items included in the claim have been agreed3. I a recovery has been attempted against the colliding vessel, a detailed

copy of the claim

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62.What are the main statutes of marine insurance? Explain with reference to marine insurance (i) Direct Action (ii) Reinsurance (iii) Marine insurance and conflict of laws.

Ans. Main Statutes of Marine Insurance Act 1963 A) Insurable Interest :- Before anyone may enter in to marine insurance he must

have or expect to acquire, an insurable interest in the property at risk i.e. he must stand to benefit by safety or due arrival of insurable property or may be prejudiced by its loss, or damage or detention. Essential features are, subject matter insured must be physical objects exposed to peril and assured must have some legal relationship to it, and must stand to benefit by its preservation or losses by its loss or damage. If assured has no insurable interest in marine insurance contract, the policy is deemed to be a “gaming or wagering contract”. Such contract is illegal and void.

A carrier has insurable interest in goods because of his liability to goods owner. A shipper has insurable interest in respect of any advance freight paid but not earned. Insurer has insured interesting the risk he has written, allowing him to reinsure and spread the risk. Master or any crew of ship has an insurable interest in respect of his wages.

B) Indemnity:- Marine insurance defines contract of marine insurance as contract whereby the insurer undertakes to indemnify the assured, in manner and to the extent thereby agreed, against marine losses i.e. the losses incident to a marine adventure. Here insurer will indemnify the assured against losses he has suffered and will restore him to the position he was in. Financially, immediately before the loss occurred , the insurer must not profit from the loss.

Contribution:- is sub-principle of indemnity whereby assured cannot claim more than once on same risk. Thus if assured has two insurers covering same risk, each makes a pro-rata contribution to settlement.

Subrogation:- is another sub-principle of indemnity whereby the assured cannot recoup his loss from another party after insurer has settled the claim.

C) Utmost Good Faith:- Contract of marine insurance is based on utmost good faith, if it is not observed by either party, contract may be avoided by other party. Here assured should disclose, to the insurer, before the contract is concluded, every material circumstances which is known to the assured, so that premium can be fixed.

D) Warranty:- Promise by insured as part of contract that 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 expressed or implied.

1) Direct Action:- In marine insurance, a victim can take direct action against insurer or the guarantor and the defences available to guarantor for a cargo claim. Compared to a system where insurer has to reimburse the liable party for what he has paid the victim, the direct action provides protection against fraud by the liable party. HNS, CRTD & CLC all recognise a direct action against the guarantor.

The issue of defences available to the insurer is distinct from that of direct action. The insurer can in any event invoke the defences which the liable party can invoke against the victim. It is however, common in this respect to broaden the victims right by not allowing the insurer to oppose

against the victim all the defences the insurer might have opposed against the insurer himself, on the basis, e.g. of the insurance contract or principles of insurance law.

2) Re-insurance:- It is the insurance of insurance. It is the insurance arranged by an insurer to cover all or part of cost of claims that it may incur under contracts of insurance it may have written. Insurers reduce their exposure to risk by insuring themselves against claims. The practice is known as re-insurance. General insurance corporation was designated as the “Indian re-insurer” in November 2000 by act of parliament to function exclusively as Life and Non-life Reinsurer. The reinsurance regulation of the country aims at maximum retention of insurance premium within the country. As per existing statute, GIC is entitled for 20% obligatory cessions on risk underwritten by the non-life insurers in India. The legislation also provides for utilising GIC’s capacity before any risk is offered to the international market. Being an Indian reinsurer, GIC plays the role of reinsuring facilitator for the Indian insurance companies.

3) Marine Insurance & Conflicts of Law:- In case of any disputes related to marine insurance the resolution is by mediation or other form of alternative dispute resolution. Subject to overriding provisions of clause 1.3 disputes between assured and underwriters may if not settled amicably by negotiations, be referred at the request of assured or the underwriters to mediation or other form of alternative dispute resolution and, in default of agreement as to the procedure to be adopted, any such mediation or other form of alternative dispute resolution shall be in accordance with the current CEDR Solve model procedures.

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63.With reference to P&I club, write short notes on (i) Medical payment coverage (ii) Uninsured Boater coverage (iii) Towing coverage

Ans) Ship owners insure against loss of or damage to their ship with hull under writers. They look to the P&I clubs for insurance against their liabilities o others P&I stands for protection and indemnity ship-owners take P&I insurance cover in respect of third party liabilities and expenses arising from owing ships or operating ships as principals an insurance mutual a club provides collective self insurance to its members. The membership is comprised of a common interest group who wish to pool their risk together in order to obtain at cost insurance cover.P&I clubs may cover their members exposure to claims for damage or compensation in respect of:

(1) Medical Payment Coverage: The members liability for injury illness or death hospital and medical expenses arising from injury illness or death cost of repatriation and maintenance ashore resulting from injury illness or death. The clubs also cover personal injury to or loss of life of stevedores and personal injury to or illness or loss of life of passengers and others.

Uninsured boater coverage: Since boat liability insurance is not mandatory there are many boaters operating without liability coverage uninsured boater coverage is designed to compensate you for injuries to persons on board all boat that are caused by an operator at another boat. Who has no liability insurance if you are legally entitled to recover damages from the other uninsured boater or if you or your guests on your boat are the victims of a hit and run boater who cannot be identified. This coverage can help in covering the financial impact of these injuries many water craft liability policies do not include uninsured boater coverage.

Coverage that is a secondary medical payment coverage for the insured only. If you are injured by an uninsured boater or a hit and run vessel, Uninsured Boater Coverage will pay the insured for any medical expenses above and beyond the Medical Payment Coverage limit. Many watercraft liability policies do not include Uninsured Boater coverage

Uninsured Boater Bodily Injury coverage pays for medical treatment, wage loss and other damages you would have received from the other person's insurance company, had they been insured. Damages are covered up to the limit of coverage you select.

When the person at fault for an accident does not have insurance, Uninsured Boater Bodily Injury will cover injuries and damages you incur that the at-fault party is legally liable for, such as medical treatment and lost wages.

If your injury expenses exceed the at-fault party's Liability limits, you can use Underinsured Boater Bodily Injury coverage to pay for the amount not covered by the at-fault person's insurance. Similar to Uninsured Boater coverage, Underinsured Boater coverage is designed to cover the gap between the other person's Liability limits and the amount of your injury expenses, up to the Underinsured Boater limits you select.

Example: A boater who has no insurance bumps your boat when he is preparing to dock, which causes you to fall out of your boat and break your ankle on the planks. Your medical bills total $5,000 because of the injury. Your Uninsured Boater limits are $20,000/$40,000, which means your injuries fall within your Uninsured Boater limits and will be covered.

Uninsured boater coverage is a great way to ensure that both you and your passengers are protected from financial loss if hit by an uninsured boater.

Uninsured Boater Coverage Does Not Apply To :

• Claims settled without company’s written consent

• Any uninsured vessel owned by a governmental body.

• Any vessel owned by or furnished for the regular use of any insured or family member.

• Any insured while using a vessel without permission.

• Your boat while it is being chartered.

• Any loss where no evidence of physical contact exists between your watercraft and either an uninsured or a hit and run craft.

• You can’t get paid twice for the same loss under the Uninsured Boater Coverage and liability coverage of the policy – you choose the limits for this coverage and the insurance company will not pay more than that amount for all injuries arising out of any one accident or event, regardless of the number of persons injured, claims made or vessels involved.

Towing Coverage: The liabilities of a ship owner towards the expenses occurs towards towing a vessel in case of her main propulsion system becomes in operational are covered by the P&I clubs. Under this coverage it a vessel has to be towed because of machinery failure or because of collision or any other. Such perils then the vessel has to be taken to the nearest repair clock or dry dock then any such financial expenses which will be incurred by the ship owner or any such liabilities towards the towing company shall be covered by the P&I insurance cover.

This coverage applies to any service charge the insured may incur by receiving marine assistance. This may include coverage for a service charge for towing due to engine failure, mechanical breakdown, grounding and delivery of fuel.

However, the least expensive towing and assistance comes from membership in a towing service.

Towing and Salvage are two different “beasts”

Towing coverage applies only when:-

• you are out of fuel

• the engine breaks down (or simply won’t start)

• you are lightly aground (or “soft grounding)

• Or any situation in which you can’t get the boat to go on it’s own power

Rescue from being hard aground, or from any stage of sinking is salvage work and is generally not covered by towing insurance or basic membership in a towing service.

In a salvage situation, you will have to negotiate directly with the salver that comes to your aid, though some insurance companies might negotiate for you and will pay the resulting fee to the limits of your policy if you have Salvage Coverage.

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64.What are the general considerations in international maritime law? What are the general considerations in regard towage and salvage? Explain life salvage and time for suit.

Ans. Salvage is a service rendered by a person who saves or helps to save maritime property in danger. Salvage must be considered from three legal aspects :

(a) Common law aspects (b) Statutory aspects and (c) The contractual aspects Common law aspects of salvage : In common law any salvage service rendered will not qualify for a

salvage reward unless the following conditions are all met : (1) The salvage service must be voluntary, i.e. the person rendering

salvage service must be “volunteer”, i.e. he must be under any pre-existing contract or statutory duty to render the service. E.g. tugs called out in an emgy.

(2) The salvage service must be rendered to the recognized subject of the salvage, i.e. maritime property at risk of being lost if salvage service is not rendered.

(3) The subject of salvage must be in danger, i.e. the real peril must be threatening the property at the commencement of salvage, but need not to present.

(4) The salvage must be successful. Since the salvage reward is payable out of the value of property saved. This is what is meant by well known “no-cure, no-pay” salvage.

These common law principles would be applied by court in the absence of any express contract terms and where no overriding statutory provisions applied.

The main provisions of International Convention on Salvage 1989 which entered in to force 14th July 1996 :

(1) Salvage operation means any act or activity undertaken to assist a vessel or any other property in danger in navigable waters or in any other waters.

(2) Standard Towage conditions provides that Towage means any operation in connection with the holding, pushing, pulling, moving or guiding of or standing by the hirers vessel in return for fixed remuneration.

(3) Mere difficulty in the performance of towage does not automatically convert towage in to salvage.

(4) Towage and Salvage cannot be performed concurrently. Where for example a ship under tow runs aground and requires salvage services, the towage contract must terminate before the salvage service starts or must be superseded by the salvage services.

(5) Unless expressly stated to the contrary in the towage contract, salvage service will not normally be contemplated by the hirer or tug owner as being within the service contracted for. Furthermore, the agreed towage fee will cover only those services described in the definition of “towing” and will not usually be regarded as reasonable remuneration for any extraordinary services.

(6) In determining whether services performed by the tug owner were towage or salvage therefore, two rules must be applied in each case :

A Were the services performed by the tug owner of such extraordinary nature that they could not have been within reasonable contemplation of the parties to the original towage service.

B Would the Salvage service in fact performed and the risks in fact run have been remunerated if the contractual remuneration only was paid for towage service

(7) Standard Towing Conditions provide that nothing contained in the conditions will limit, preclude any legal rights which the tug owner may have against the hirer of tug including any rights which the tug owner or his servants or agents may have to claim salvage compensation or remuneration for any extraordinary work rendered to vessels or anything aboard vessels by the tug.

(8) Article 17 of International Salvage Convention 1989, provides that no payment ( of Salvage or special compensation) is due under the provisions of this convention unless the services rendered exceed what could be reasonably considered as due performance of a contract entered into before the danger arose.

LIFE SALVAGE :- The saving of life, called “ Life Salvage” may qualify, provided the property also saved from which a life salvage award can be made.

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What do you understand by state controlled salvage? In context to salvage explain the key issues of ” The 1994 York / Antwerp Rules “ and “The Nordic and Chinese Maritime Codes “

Ans. Salvage can be described as a service rendered to save a “maritime property in danger”. The salvage undertaken by the state or/and controlled by the state in its water or near its coast is known as state controlled salvage. This also means that the operation of salvage has to be controlled and guided by the state which has initiated to undertake the same.

The salvage can be characterised by the following:-

1) Salvage service must be voluntary2) Salvage property must be a maritime recognised property.3) Subject must be in danger4) Salvage must be successful.

Details with example:

1. Vessels crew or pilot cannot claim salvage, as they are bound by contract to protect the vessel and its cargo from danger. Tugs are arranged previously for towage cannot claim salvage. However tugs called in an emergency can claim salvage.

2. Subject can be a vessel, cargo, special equipment on board a ship, bunker or any other maritime property at risk of being lost, if salvage is not rendered. Provisions, crew’s effects etc. do not qualify for salvage.

3. Danger must be threatening at commencement of salvage. However it might not be immediately present or imminent e.g. a vessel which has lost its propeller is not in any immediate danger, if it is at sea. However, it may lead to grounding later.

4. Salvage claims are paid out of the value of the property saved, hence salvage must be successful (at least partly). Hence the term ‘No Cure No Pay’ – viz, if salvage operation is unsuccessful there can be no value to effect payment.

Beneficiaries of salvage are liable to pay salvage. These include:-

1) Owner of the vessel2) Owner of any equipment fitted on vessel3) Charterer of vessel4) Owners of salved cargo5) Owners of bunker on board

Salver’s Maritime Lien:

Salver’s Right to a “Reward” is protected by his lien (i.e. his claim) on the maritime property. He is paid a security deposit by the beneficiaries, pending the actual outcome of the salvage award. If no deposit is forthcoming, salver can enforce his lien by retaining possession of the maritime property salved on applying to the Maritime Courts to have the property arrested and sold.

-- The York Antwerp rules in context with salvage referred in Maritime contracts for the purpose of adjustment of G.A. These rules provide a uniform method of adjustment of G.A. and are usually used by the Average Adjuster for preparing the statement of Adjustment.

The York Antwerp rules comprise of the “lettered rules” and the “numbered rules”. The former pertain to the principles of G.A. while the latter to the practise of G.A.

YORK ANTWERP RULES 1994

The general average shall be adjusted according to the lettered rules –

In context with salvage Rule B of above refers which is stated below.

There is common maritime adventure when one or more vessel are towing or pushing another vessel or vessels, provided that they are involved in commercial activities and not in salvage operation. When measures are taken to preserve the vessels and their cargoes if any, from a common peril these rules shall apply.

A vessel is not in common peril with another vessel or vessels if by simply disconnecting from the other vessel or vessels she is in safety; but if the disconnection is itself a general average act the common maritime adventure continues.

Rule VI of the same refers i.e. Rule VI – Salvage Remuneration –

(a) Expenditure incurred by the parties to the adventure in the nature of salvage, whether under contract or otherwise, shall be allowed in G.A. provided that the salvage operations were carried out for the purpose of preserving from peril the property involved in the common maritime adventure.

Expenditure allowed in general average shall include any salvage remuneration in which the skill & efforts of the salvers in preventing or minimising damage to the environment such as referred to in Article 13 paragraph 1(b) of the international convention on salvage 1989 have been taken into account.

(b) Special compensation payable to a salver by the ship-owner under article 14 of the said convention to the extent specified in paragraph 4 of that article or under any provisions similar in substance shall not be allowed in G.A.

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Annual Survey : The purpose of annual survey is to do the general inspection of items

relating to particular certificate to ensure that they have been maintained and remain satisfactory for the service for which ship is intended. Annual surveys are to be held within ± 3 months of each anniversary date of initial classification survey or the completion of the last special survey. It consists of examination for the purpose of ensuring as far as practicable that hull equipment and related piping are maintained in satisfactory condition.

Items to be checked for annual survey :- (A) Hull Survey – for Cargo Ships (a) protection of cargo hatch opening :- No unapproved changes have

been made to the hatch covers, hatch coamings, their securing and sealing devices.

(b) examination of mechanically operated steel covers. This includes hatch covers, stiffeners, gaskets, compression bars, drainage channels of longitudinal, transverse and intermediate cross junctions. Clamping devices, retaining bars, chains, ropes, pulleys, guides, guide rails, tracks, wheels, stoppers, tensioning devices – like gypsies, wires, safety locks. Loading pads/bars and side plate edge, chocks, drainage channels & drain pipes.

(c) all mechanically hatch covers should be operating satisfactory (d) protection of other openings. This includes :-

Hatchways, manholes, and scuttles in freeboard and superstructure decks

m/c casings, funnel annular spaces, skylights portholes and all openings ventilation, air pipes, together with flame screens, scuppers watertight bulkheads, bulkhead penetrations, details in

enclosed superstructures(e) freeing ports :- together with bars, st.(f) protection of crew :- guard rails, stanchions, life lines, gangways,

ladders, deck houses(g) confirmation of loading guidance and stability data.(h) No alterations have been made to hull or superstructure (relating to

load line)(i) Anchors and chain cables(j) Confirmation of operation of manual/automatic fire doors(k) Salt water ballast spaces :- for corrosion and thickness measurement

(B) For Tankers – Hull Survey includes :-(a) cargo opening including gaskets, covers and coamings(b) p/v, v/vs, flame arrestors and flame screens(c) cargo and crude washing equipments, tank vent piping system above

weather deck(d) electrical equipment :- intrinsically safe, explosion proof areas, physical

condition of cables, cable supports and means of cable protection from mechanical damage

(e) gas detection system in pump room

(f) confirmation of not having potential source of ignition in pump room or cargo area

(g) pump room ventilation system(h) cargo discharge pre-judge level indicators are operational(i) area designated for helicopter operations

(C) For Chemical Tankers – Hull Survey includes(a) verification of gas and vapour tightness of doors and air ports.(b) Cargo handling piping to be examined(c) Ventilation system :- all spaces of cargo area, cargo pump room, cargo

control room, closing devices of all air intakes and opening into accommodation service.

(d) Cargo tank liquid level indicators, alarms for cargo tanks.(e) Environmental control of vapour space in cargo tanks and void spaces

surrounding tanks(f) Pump and pipeline identification.(g) Electrical bonding(h) PPE and fire protection

Annual survey of machinery space includes :-(7) machinery and boiler spaces inspection.(8) Main and auxiliary steering gear(9) Testing of communication means between bridge, ECR and

steering gear(10) Emergency escape routes(11) Bilge pumping system and bilge wells.(12) Boiler pressure vessel and external mountings(13) Electrical machinery, emergency source of power(14) Fire extinguishing apparatus – fire hoses, nozzles, applicators(15) Testing of emergency fire pump(16) Fire extinguishers, their testing, inspection(17) Examination of fixed fire fighting system and fire smoke detection

system.

Annual Audits :- Annual surveys include annual audits to maintain validity of ‘PMS’. This includes records of performance test , maintenance records, written details of breakdown and malfunctioning.

Condition of Class :- When conducting surveys, any damage , defects, or breakdown is noticed which is of such nature that does not require immediate permanent repair but is sufficiently serious to require rectification by a prescribed date in order to maintain ‘class’, suitable “condition of class” will be imposed by the surveyor.

Where adequate repair facilities are not available, consideration may be given to allow the ship to proceed directly to complete the voyage by imposing this “condition of class”.

Where ‘condition of class’ is imposed, a due date will be assigned for completion and ships ‘class’ will be subject to a suspension procedure if “condition of class” is not dealt with. “condition of class” can be postponed by agreement.

If it is ascertained that the owner has failed to comply with regulation of the ‘class’ on reported conditions of hull or equipment or machinery of the

ship before the due date assigned by audition of ‘class’ the ‘class’ will be suspended or withdrawn. The suspension or withdrawal of ‘class’ may be extended to include other ships controlled by same owner, when failure to comply with these requirements of ‘class’ imposed are sufficiently serious. A vessel must be in ‘class’ at all times to be covered for insurance and employment.

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67.A second hand single hull VLCC built in 1990 is to be acquired by your Company. The vessel is to be registered under Indian flag As Chief Engineer / Owner representative, what aspects you would look for, with respect to:

(a) SOLAS 74 (b) MARPOL 73/78 [CAS 13G] (c) Crew accommodation (d) Machinery/ boilers (e) Previous survey report

Ans. (1) SOLAS 74:- w.r.t. to Solas 74 is will look in IGS requirement is

≤ 8% in tank

≤ 5% in scrubbers

Check all IGS Trips and Alarm’s

Alarm’s

1) Oxy high / 100 alarm2) Scrubber water high / low3) Deck gear water low.

Flue gas vv / 500t blowing interlock .

Single hull construction

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

MARPOL 73/78:- Annex – 1 Reg. 9 deal’s with discharge criteria.

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

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

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

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

Reg 13 G Since it is a single hull tanker it is allowed to operate as double hull tanker for 25 years and comply with Regulation 13G. As per this I will check carried out and also survey DOCUMENT FILE is on board. The survey document file contains

a) Plan for enhance surveyb) Access and lighting arrangement during surveyc) Area for which close up survey should be carried out close up survey is (it arm’s

length).d) Thickness measurement.e) Ships inspection report of cargo comportments and Ballast tanks Regulation 26 –

Check SOPEP is on board,Regulation 20 – Oil Record book (Old Record to keep on board till 3 years).

SOPEP MUST be stamped and approved by Govt of India, DGS surveyor.

CREW ACCOMODATION:- the Indian Govt has regulations in Merchant Shipping Act because India complies with ILO Convention No. 55 which gives details of accommodation of crew, each cabin should be marked as fit for seamen etc. and should comply with the requirements of size cabin sanitary arrangements etc.

In addition recreation facilities, mess room and washing and drying facilities are required which I will check whether are satisfactory as per Merchant Shipping Act.

MACH / BOILER:- Boiler should have enough capacity of steam production capacity so as to meet the need’s

a) COPS TURBIMESb) CARO HEATING SYSTEM

c) PRODUCTION OF INERT GASd) On many tankers the deck machinery was also seam (driven specially on

old ships)

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

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

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

EX – IOPP

SAFCON

SEQ

ILLC

However certificate of class may continue enforced if classification society is not changed.

Therefore continuous Survey of Machinery Record quarterly listing record, will check.

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

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Classification societies are organisations that establish and apply technical standards in relation to the design, construction, and survey of marine related facilities including ships and off shore structures. The vast majority of ships are built and surveyed as per standards laid down by classification societies. These standards are issued by classification societies as a published rules A vessel that has been designed and built to the appropriate rules of a society may apply for a certificate of classification from that society may apply for a certificate of classification from that society such certificate is an attestation that a vessel is in compliance with the standards that have been developed and published by the society issuing the classification certificate.

In UNCLOS convention of IMO responsibilities of flag state granting the registration of a ship are outlined. Under article 94, the flag state must “effectively exercise it’s jurisdiction and control in administrative technical and social matters over ships flying it’s flag........” many flag state countries in the world don’t have sufficient expertise, experience and technical manpower to carry out the responsibilities of flag state nation regarding maintaining the standards of ships flying their flag so SOLAS and other international conventions permit the flat Administration to delegate the inspection and survey of ships to “Recognised Organisation”.

Requirements for Recognised organisation are as follows :1) R. O. must have established rules for design, construction and

maintenance of a ship.2) Government representation is necessary

Classification society organisation structure must include a representative from flag state nation placed at higher level in organisational hierarchy.

3) R. O. should have adequate resources financial / personal.4) Society must have internal audit equivalent to ISO 9001-20005) Society must present itself to external audits by auditing body approved by

flag state govt.So classification societies fulfilling above criteria’s will be given status of

recognised organisation by flag state to do duties on their behalf.

Limitations to the role of classification societies as R. O.:1) Though many flag status delegate their authority of surveys and

certification to classification societies, flag state may not delegate all it’s authority to class what all authorities are to be given to class will be clearly mentioned in the agreement between flag state and class.

In some cases for e.g. class may undertake the survey of vessels under certain convention i.e. SOLAS (surveys for safety construction, safety radio and safety equipment) but class is not authorised to give certificates to vessels under that convention. But under other conventions like MAROL, L.L. , or Tonnage class can give certificate as well as carry out surveys also.

This will be mentioned in the agreement between flag state and class.

2) Certain flag states e.g. India require that any statutory deficiency observed by class surveyor during the survey of a vessel must be

reported o flag state and it’s permission taken for issuing ‘outstanding recommendation’ to the vessel for allowing the vessel to sail. Vessel will be given certain period of time within that she has to fix that problem.

3) Many flag states don’t allow class to carryout ISPS survey. As these are country specific (port facilities are also involved in ISPS survey) And due to security reasons flag state prefer to carry out ISPS survey reasons lag state prefer to carry out ISPS survey themselves instead o delegating it to class.

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

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

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

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

completion of significant repairing

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

(1) When Main engine and/or Propulsion shafting system and/or Main generator and/or

Prime mover for Main generator and/or Boiler and/or Steering gear were overhauled for

repairing or inspection.

(2) When docking work was conducted for two weeks or longer.

It may be allowed to conduct mooring run for dock trial of Main engine, Propulsion

shafting system and Main boiler. But, in principle, dock trial must be conducted prior to

sailing, and at least start engine / stop engine, change of ahead / astern and low load

operation must be conducted at the dock trial. The operational test of the machinery

concerned may be acceptable at the discretion of the attending surveyor only for

repairing of Main generator and/or Prime mover for Main generator and/or Auxiliary

boiler and/or Steering gear.

-2. If the following significant repairs are carried out to main or auxiliary machinery or steering

gear, consideration is to be given to a sea trial.

(1) The welding works for cracks of frame or bed plate of Main engine and/or Prime mover

for Main generator.

(2) Renewal or repair of Crankshaft of Main engine and/or Prime mover for Main generator.

(3) The repairing work for Camshaft and/or Camshaft driving device of Main engine and/or

Prime mover for Main generator.

(4) Renewal or repair of main parts for Main engine and/or Prime mover for Main generator.

(5) The repairing work for power transmission system of Propulsion shafting system.

(6) Repair of Propulsion shafting system.

(7) The welding work for Boiler plates subjected to internal pressure.

(8) The repairing work for Propeller blades affected to the balancing of Propeller.

(9) The repairing work for main power transmission part of Steering gear including Rudder

stock.

(10) Renewal of Main engine and/or Propulsion shafting system and/or Prime mover for

Main generator and/or Boiler and/or Steering gear.

(11) Other significant repairs found.

The extent of sea trial and survey items depend on at the discretion of attending surveyor in

addition to consideration of contents of the repairing work.

When repairing work for Main generator and/or Prime mover for Main generator and/or

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

machinery instead of sea trial.

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ANNUAL, INTERMEDIATE, RENEWAL/SPECIAL SURVEY

OCCASSIONAL SURVEYS

Certificate of Classification

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

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

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

Class Maintenance Surveys

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

(1) Periodical Surveys

(a)Annual Surveys

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

fire-fighting equipment, etc. as specified in Chapter 3 of this Part.

(b) Intermediate Surveys

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

(c) Special Surveys

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

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

(d) Docking Surveys

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

(e) Boiler Surveys

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

(f) Propeller Shaft and Stern Tube Shaft Surveys

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

(2) Planned Machinery Survey

(a) Continuous Machinery Survey (CMS):The Survey consists of open-up examinations of machinery and equipment specified in Chapter 9 of this

Part which are to be carried out systematically, continuously and sequentially so that each survey interval for all CMS items does not exceed five years.

(b) Planned Machinery Maintenance Scheme (PMS):

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

(c) Preventive Machinery Maintenance Scheme (PMMS):The Survey consists of open-up examinations of machinery and equipment specified in

Chapter 9 of this Part which are to be carried out on the basis of the results of regular condition monitoring and diagnoses according to the

machinery maintenance scheme approved by the Society.

(3) Occasional Surveys

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

STATUTORY SURVEYS

(1) SAFETY CONSTRUCTION -Initial Survey: The initial survey shall include a COMPLETE INSPECTION of the structure, machinery and equipment. this survey shall be such as to ENSURE that the arrangements, materials, scantlings and workmanship of the structure, boilers and other pressure vessels, their appurtenance, main and auxiliary machinery including steering gear and associated control systems, electrical installations and other equipment COMPLY with the requirements of the regulations, are in SATISFACTORY and are fit for the service for which the ship is intended and that the required stability information is provided. In case of tankers such a survey shall also include an inspection of the pump rooms, cargo, bunker and ventilation piping systems and associated safety devices.

(2) Renewal and Periodical Surveys

Shall include an INSPECTION of -------- referred to in para (1) to ENSURE that it COMPLIES with the relevant requirements of the present regulations.

(3) Annual Survey

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

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

The survey shall include an INSPECTION of (------ ) to ensure that they remain SATISFACTORY for service for which the ship is intended. In the case of tankers, the survey shall also include an inspection of the pump rooms, cargo, bunker and ventilation piping systems and associated safety devices and testing of insulation resistance of electrical installations in dangerous zones.

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71.During Periodic survey of a crosshead bearing of main engine, a condition of class was imposed by the survey authorities and the vessel was allowed to sail under said status till the next port of call. As a Chief Engineer of the vessel enumerate and explain the consequences and actions to be reciprocated on behalf of owner of the ship and also what all penalties are attracted if these are not duly followed up?

Ans) Crosshead bearing is one of the most critical component on the ships propelled by slow speed marine diesel engines. I is a must ship to have atleast one set of open crosshead bearings on board. When a survey of crosshead bearing is carried out care should be taken to open one bearing at a time so that if it is found damaged it can be replaced with spare one. But under certain circumstances it may be possible considering the commercial aspect that more than one bearing is surveyed when more than one bearing is surveyed and they are found to be damaged during periodical survey than only one of the damaged bearing can be renewed. In practice no clarification society forever could allow the ship to sail or proceed for voyage until the damaged bearing is either renewed or attended by the manufacturer and certified for further emergency use.In this case it is assumed that either due to bad planning the … bearing is not on board or more than and bearing are surveyed and of which one is renewed and the other one is suspected under such condition a class surveyor is satisfied that as engine was running before the survey without any trouble and if the bearing is not appreciably damaged, then may allow the vessel to sail under verbal agreement that in case of any trouble the C/E will proceed to the return voyage with one unit cut off class surveyed thereby expenses condition of class. This permits the owner same time to arrange a new set of crosshead bearing at the next port from the makers. Therefore C/E must forward the … of the said bearing to the company without delay for procurement he must also send a detail report o the company specifying the impartation of CoC.During such a voyage care must be taken to monitor he temp of the bearing shoe, with the therneosensor, to achieve this C/E may be allowed to even stop the engine and carryout c/case inspection o ascertain that no further damage has taken place to the bearing during refitting.In case such a component is not readily available with the manufacturer, the production will take time,then the company may look for another such breaking on its sister vessel. If transportation is feasible, they will go by the cost factor. In case a new spare bearing cannot be arranged at next port of call, then either classification society may be allow the ship to sail until the damaged bearing is renewed or may conduct another subsequent survey to analyse further damage o the bearing on ship owners request. If on a subsequent survey bearing condition is found to be unchanged bearing monitoring during the voyage is found to be satisfactory then under the prevailing conditions the surveyor may extend the deadline of COC.In case the vessel is not allowed o sail, then vessel will choose its charter or the caterers may offhire the vessel unnecessary port charges are

imposed on the vessel/owner for lays-ups apart from losing freight/per day. The class may be surepended and certification withdrawn act this will account o a huge cost to the owner. He may fire the managers or the C/E for inefficient and incompetent performance if I is established due to poor management

72

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

Ans. The salient items to be injected on a vessel scheduled to make a voyage from India to US coast are:-

I.S.M. Code

(a) Confirm that there is a Company Safety & Environmental Protection Policy on board & that all the key Personnel are familiar with Safety Management System (SMS).

(b) Ensure the Safety Management Documentation & Manual are upto date & reality available.

(c) All personnel should be able to give the identity at D.P.A. (Designated Person Ashore) who is to be contacted for a energy ensure procedure are in place to establishing to maintaining contact with shore management through the DPA in an emergency.

(d) Records for maintenance, periodic testing, training drills, books & safety register are to be updated.

(e) Ensue that you (C/E) are familiar with any non conformity that has been reported to the company & what corrective action is to be taken.

Communication:-

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

Fire drills & Fire equipment:-

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

- the doors, including remote operation (if applicable)- fire dangers & smoke pips, quick closing valves; spicy stops of fans & F.O. pumps; Fire

detection & Fire alarm system; Main & Spicy fire pumps.

Bunkering Operation:-

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

Control of oily mixtures from machinery spaces:-

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

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

2) The capacity at sludge & bilge water holding tanks

3) The capacity at oily water separator / incinerator. Ensure both OWS & incinerates are functioning properly.

4) Check that oil record book is upto date & correctly filled up.

5) Ensure correct use at reception facilities, inadequate facilities noted & reported by the master to the has state

6) Ensure that responsible persons are familiar with the procedure for handling sludge & bilge water.

Operation of Machinery Installations:-

1) Emergency & stlby sources at electrical power to be listed but they are readily available. Especially in a black art situation stand by generator engines automatic start to be tried out.

2) Check that the load sharing system at generators is tested is functioning correctly.

3) Confirm Emergency stop for pump & blower functioning properly.

4) Emergency generator, Emergency Air Compressor, Emergency steering arrangement Emergency bilge suction & bilge pumps to be working with record of all maintenance upto date .

5) Try out M.E. start from local control station.

6) Check life boat & rescue boat engines are working correctly.7) Check proper functioning of safety cut-outs of ME; Aux / engine & boiler.

Basically the most important aspect at ship operation is conformance at ISM on board as any deviation will mean a major non conformity.

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

Most common emergencies on board is a fire hence impacting knowledge about fighting fire & its equipments is paramount in savings line ship.

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

Lastly keeping all machinery installations up to the mark with documentations can enable satisfactory peacefully sailing for Chief Engineer & all onboard

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Highlight the role of Classification Societies in providing set of standards for sound merchant ship construction. Also state the importance of International Association of Classification Societies and how they contribute in improving standards of hull and machineries?

Ans) Role of classification societyThe classification society, publish rules and regulations concerning:-1) The structural strength of (and where necessary the water tight integrity of) all essential ports of the hull and its appendages2) The safety and reliability of the propulsion and steering systems and those other features and auxiliary systems which here been built into the ship in order to establish and maintain basic conditions on boards

3) All machineries (including electrical)4) Materials of construction5) Rules for special type of vessels6) Rules for ships equipments etc.

Classification societies service to vessels trading in International waters is mainly on setting/updating, and monitored application of standards for hull structures and essential shipboard engineering system during and construction and through out a ship’s service life. They have a dual role. They deliver classification services by providing third party engineering analyses, followed by periodical verification of the ship’s hull structure and mechanical and electrical systems and provide statutory certification in requirements on behalf of flag administrations.The main areas of classification societies activities are:1) Ship classification service

Classification societies establish and continually update standards and guideline for the structural and

engineering design, construction and survey of ships and other marine structural units, such as mobile

offshore units.

The classification certificate is the document which confirms that a ship has been designed and built

in accordance with society’s rules. A vessel must be in ‘class’ at all times while in service; vessel

must be surveyed annually, with major surveys every five years

2) Statutory ServiceThough its extensive resources of manpower, expertise and technology, the

classification society

have the capability to undertake surveys, maintain records and conduct the technical reviews to

fulfill the right of various IMO International Conventions and Codes.

Based on national standards of the flag states, classification society work on behalf of IMO member

states. Over 100 members states/ Government bodies delegate this authority to classification society.

The most common authorization is loadline, SOLAS, MARPOL, Tonnage convention as well as ISM

Code.

3) Research & DevelopmentClassification society role in R&D is more prominent in ship’s structure,

engineering design and

other safety aspects e.g.,

Fatigue damage assessment procedure Advanced fracture mechanics Structural performance of bulk carriers Hull condition monitoring

4) Technical Advisory ServicesClassification societies aim to provide a variety of technical services to ship owners

and operators

e.g.,

International conventions and national regulations Statutory surveys and certification Contingency Plannings Hull and Performance monitoring

International Association of classification societiesAns) ‘IACS’ was formed initially by seven leading societies on 11 th

September 1968. in the year 1969, ‘IACS’ was given consultative status with IMO, and its first permanent representative appointed in 1976. it remains the ‘only’ non government organization with observer status which is the able to develop and apply rules for structure, equipment and machinery. More than 90% of world cargo carrying tonnage is covered by the classification design, construction and through life compliance rules and standards set by the member societies and associates.‘IACS’ frequently provides technical input to IMO-notably for studies into specific ship types and various safety and pollution prevention issues. ‘IACS’ is also playing a vital role in the introduction/implementation of ISM code.‘IACS’ has also been publishing a series of manuals with the in tension of giving guidelines to assist the surveyors of ‘IACS’ members societies and other interested parties involved on the surveys, asseeement and repair of hull structure for certain ship types.‘IACS’ liaisons closely with numerous maritime safety organizations, shipping interest griups and other associations, including the ICS, OCIMF, BIMCO.

The guidelines focus to the ‘IACS’ member societies the survey procedures, and are also informative to provide inspection/examination schemes of other regulatory bodies, owners and operators, e.g. The ‘IACS’ early warning scheme “EWS” with emphasis on the proper reporting, will enable the classification societies, to analyse the problems as they arise.The programme of periodical hull survey consists of Annual, intermediate and special surveys. These are carried out to assess any damage or defect which would impair the structural capability or water tight integrity of hull.Besides above, surveys in New construction are carried out-ships’ are built under supervision; for this the constructional details and all necessary particulars relevant to hull, equipment and machinery are submitted for approval of classification society before work is commenced. Materials used and workmanship should be satisfactory accordingly to rules.Under ‘IACS’ the following parts/Machinery of ship are notified as follows:A - Mooring & Anchoring

D - M.O.D.U

E - Electricity

F - Fire Protection

G - Gas Tankers

K - Propellers

L - Subdivision, Stability and Loadline

M - Machinery installations

N - Navigation

P - Pipe and Pressure vessel

S - Strength of ships

W - Materials and welding

Z - Surveys and certification

5) Strength of shipThere are unified rules for thickness measurement and how much deterioration in

thickness of various shell plating is permitted.

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UNCLOS

. The united Nations convention on the law of the sea (UNCLOS) is an umbrella convention concerned with many aspects of the sea and its uses, including the granting of registration of a ship by a state. Once a ship is registered, the flag state has certain duties laid out in UNCLOS.

In particular under Article 94 the flag state must effectively exercise its jurisdiction and control in administrative technical and social matters over ships flying its flag and take such measures for ships flying its flag as are necessary to ensure safety at sea and protection of the marine environment.

International conventions have been agreed, setting out uniform standards to facilitate acceptance of a ship registered in one country, in the waters and parts of another and in general furtherance of safety at sea and protection of Marine environment. These standards are commonly referred to as statutory requirements Broadly they cover three distinct areas.

i) Aspects of the ships design and its structural integrity load line and stability in the intact and damaged condition, essential propulsion steering equipment etc.

ii) Accident prevention including navigational aids and pollution and for prevention.

iii) The situation after an accident (tere flooding) including containment and escape.

iv) Manning of ships labor conditions and the training of crews.

The above mentioned areas need inspection to ensure that each ship

i) Is constructed and equipped as appropriate for safety at sea pollution prevention and safe navigation of the ship.

ii) Is manned by master / officers and crew appropriate in number and qualification.

iii) and that master officers and crew are fully conversant with the requirements of applicable international regulation concerning safety of life at sea prevention of collisions prevention / reduction and control of marine pollution.

The responsibility of implementation of international conventions and codes lies with individual governments. In additions for maritime countries which have experienced administrations the survey and certification of ships did not represent great difficulties for other nations however, these tasks caused a demand on technical skills which most governments found and still find difficult to fulfill, bearing in mind the number of existing international conventions and codes and their revisions.

SOLAS and the other International conventions permit the flag Administration to delegate the inspection and survey of ships to a Recognized organization. The organization is empower to require repairs or other corrective action to a ship and in most cases to with draw or invalidate the relevant certificate if the necessary action is not taken.

IMO Resolution A 739 (18) lays down minimum standards. It requires organisation to demonstrate its technical competence and be governed by the principles of ethical behaviour.

Resolution A 789 (19) presents specification on the survey and certification functions of R.O. Both those resolutions provide the criteria and framework to which a flag must be certified that their RO's meet.

Following are some salient point regarding delegation of statutory surveys to classification so

Due to the international nature of shipping the ship may not call its port at registry or the country for years. Hence surveying such ships would be difficult by the flag state.

International presence of classification societies at many ports around the world.

Good experience and technical expertise of the classification sureties.

Statutory regulations are built on the classification foundation class rules are a vital part of the statutory legislation.

A holistic approach to the constructional safety of the ship benefits from one organization verifying compliance with both statutory and class requirements.

IACS is the only non-governmental organization with observer status at IMO able to develop rules. These rules implemented by its member societies are accepted by maritime community as technical standards.

Some of the surveys entrusted to classification are

i) International load line

ii) Safety Equipment

iii) Safety construction ship safety

iv) Safety Radio

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75. If a period of a statutory Certificate has just expired on your joining a vessel in a port having inadequate survey facility, state the actions you will take to revalidate.

Ans. If a statutory certificate has just expired and the vessel is in a port having inadequate survey facility, then the Class or the concerned authority should be notified immediately upon which the Class or concerned Authority will extend the period of validity of the certificate.

Extension of Certificates:

Extension of certificates in India - In Indian waters

Whenever a vessel is in port in India with an expired statutory certificate and it is not possible to carry out the survey due to non-availability of necessary repair facilities or other causes, the Principal Officer concerned may permit the ship to proceed from that port to another port of survey in India. Such extensions shall not exceed a period of one month.

Extension of certificates abroad -

Whenever an Indian ship arrives at a port abroad and her certificate is likely to expire, the Master shall intimate the nearest Indian Consular officer authorized to deal with extension of certificates telegraphically giving him details of further voyage. The Consular Officer on receipt of this information shall extend the certificate for an adequate period to enable the vessel to return to a port in India but in no case shall such period exceed five months. Where a vessel is not likely to return to India, the Consular Officer may either request the local administration at that port for a survey and issue of an appropriate certificate on behalf of the Government of India or extend the certificate to enable the vessel to reach her next port of call where such survey facilities are available.

All statutory certificates for cargo ships, tankers, containers, refrigerated vessels, will be valid for a maximum period of 5 years. For passenger ships validity will be 1 year.

Ships have to follow Harmonized system of surveys and certification (HSSC).

Every six-month: De-ratting certificate. May be extended by one month. Under PSC, ships to be considered for priority inspection.

Every Year: Annual surveys / Endorsements of all statutory certificates and class certificates. Window period is ( + 3 months).

Every 30 months: Intermediate survey. Window period is ( + 6 months).

Every five years: Certificates to be renewed

76

76.A vessel having continued and repeated crosshead bearing failures of main propulsion engine was allowed to reach the one leg of its voyage with a Condition of Class. The condition of the said bearing is suggested to be in more degraded condition. As a Chief Engineer, describe the action you will initiate for successful return leg journey.

Ans. As the condition of the one of the cross head bearing has degraded further, when the condition of class was applied chief engineer has to take a decision so as to maintain the seaworthiness of the vessel and at the same time has to ensure that the condition of the bearing does not degrade further.

If the vessel is on a port where classification surveyor can visit the ship, he should ask the agent through the company to arrange for the classification surveyor to visit the vessel. He should also forward the report of the inspection of said bearing to the classification society and to technical superintendent of the vessel (i.e. company)

After the comments of the classification surveyor he should take the necessary step if due to any reason classification surveyor cannot visit the ship, then he should ask the company to get the feed back from the classification society.

Now depending on classification society comments he should do the needful if the classification society says to use your own judgment and plan the action for the safer return voyage then chief engineer should check with the master and if time permits and he has spare x-head bearing shell on board, then he can plan to renew the bearing.

But before renewing the bearing he should try to find out the actual cause for the frequent damage of the bearing. He should check the oil flow around the bearing and the condition of lubricating oil.

He should check the x-head bearing pin for its surface finish. If only damage has been done to the pin surface then he should decide about the renewal of the bearing. He should take the photographs of the old bearing in place and after fitting new bearing shells to show these to the classification surveyor. On the completion of the job he should inform the class and should request the company to arrange for the bearing survey at the next port if not possible on the repair port.

If commercial aspects of the vessel, non-availability of the spare x-head bearing shell, condition of the x-head pin surface finish, does not allow for the renewal of the bearing, then to prevent further damage to the bearing and x-head pin, he should cut off the affected unit. He should ask the company to arrange necessary spare's and workshop if assistance required on the next port. He should try to complete the return leg by cutting off the affected unit. He should keep the load on the engine as per the instructions of makers operating manual and should inform the master about RPM that will be available. When the engine is running with one unit cutoff, normal watch should be maintained in the engine room and attention has to be paid to the thermal stresses coming on to the engine parts and the vibration of the engine. These should be maintained within limits by adjusting the R.P.M.

Whatever action is taken for the safer return voyage, classification society have to be informed about that and only after the permission of the class vessel should sail out of the port.

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CODE OF ETHICS ( IACS)

1. Classification Societies live on their reputation. Acceptance of their technical work can only be maintained by continuously proving integrity and competence.

2. The decisive bodies by which demand for work and therefore for the existence of the Classification Societies is ultimately governed are National Administrations and Underwriters.

3. The Societies cover fields with their classification work which are theirs for historic reasons. Recognized Classification Societies’ basic requirement for structural strength, and mechanical and electrical systems have thus been made mandatory.

National Administrations delegate some of their responsibilities to Classification

Societies. However the ultimate responsibility of the ships under its flag

lies with the administration

4. Therefore the Societies shall consider all submitted information and survey reports to be proprietary and the contents or copies shall not be made available to another party, except as defined in the Rules of the Society required by applicable legislation court order, legal proceedings, adherence to Flag State request, or by Owner’s authorization.Any information published in the Register, including due dates of periodical surveys, are considered public information and available to any interested parties.

5. The Societies shall honour the confidentiality provision of IACS Procedural Requirements (and as may be amended subsequently).

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78.Underline the validity of the following statements:i) Classification body as survey societies ii) Classification society as

neutral third partyiii)Classification society as “Recognised Organisation” iv) Classification

society and duty of confidentiality.

Ans. Classification Societies are organisations that establish and apply technical standards in relation to design, construction and survey of marine related facilities including ships and offshore structures. These standards are issued by the Classification Society as published rules. A vessel that has been designed and built to the appropriate rules of a Society may apply for a Certificate of Classification from that Society. The Society issues this Certificate up on completion of relevant Classification surveys.

This Certificate is not an express warranty of safety, fitness for purpose or seaworthiness of ship. It is an attestation only that a vessel is up to that standard.

(1) Classification Society as survey bodies :- As an independent, self regulating body, a classification society has no commercial interests related to ship design, ship building, ship ownership, ship operation, ship management, ship maintenance, or repairs, insurance or chartering. In establishing its rules, each society may draw upon the advice and review of members of the industry who are considered experts in their field.

A ship built according to standards of a society will be assigned a class designation by the society on satisfactory completion of relevant survey. For ships in service, the society carries out survey to ascertain that the ship remains in compliance with those rules. Should any defects present which affect class, should be promptly attended to and rectified.

A ship is maintained in class provided that the relevant rules have been complied with and surveys carried out in accordance with its rules. The surveys normally falling under the category of class are:-

(a) Continuous Survey of Machinery, etc. A classification survey is a visual examination that normally consists of

An overall survey of the items for survey

Detailed checks of selected parts

Witnessing tests, measurements and trials where applicable.

A “condition of class” provision is given to owner for a specified job which is to be carried out within specified period of time. Each classed vessel is subject to a specified program of periodic surveys after delivery. These are based on a 5 yr cycle and consists of annual surveys, an intermediate survey and a class renewal/special survey(held every 5 yrs). The rigor of each specified survey increases with the age of the vessel.

Special Surveys :- These are very strict and extensive surveys normally in dry dock or maybe in water also. Main and auxiliary machineries are also checked. Hull survey requires ultrasonic thickness measurements in presence of surveyor mostly. Purpose is to assess whether the structural integrity

remains effective and to identify areas that exhibit substantial corrosion, significant deformation, fractures, damages or other structural deterioration. Depending upon size and type of vessel it may take several weeks to complete.

The Intermediate Survey :- It is held halfway approximately between special surveys. Ultrasonic thickness gauging is done to find out whether plates are within limits, where necessary surveyor attends gauging.

Annual Survey :- Ship is generally examined. The survey includes an external, general inspection of the hull, equipment and machinery of ship and some witnessing of tests; so far as is necessary and practical in order to determine whether the ship remained in a general condition which satisfies the rule requirements. Older ships of certain types may also be subject to a general examination of some internal areas of the hull. It generally takes several hours to a few days.

(2) Classification Society as neutral third party :- The responsibility of safe operation of a ship lies squarely with the ship owner. If a vessel is to operate successfully, it is necessary to demonstrate that it is being maintained properly and is fit for its intended purpose from the perspective of insurers, cargo shippers, administrative authorities and other parties. Ship owners own declaration of condition of ship may not be acceptable to insurers and cargo interests. Knowing that the insurer or other third parties may not be in agreement with his above assurance, the owner often engages a classification society to survey and class the ship. The classification society, as an independent neutral third party with broad technical knowledge and expertise in naval architecture and shipbuilding, confirms or declines to confirm the acceptable condition of the ship according to classification society standards.

(3) Classification Societies as Recognised Organisation :- United Nations convention on the law of the sea has empowered all contracting governments to exercise its jurisdiction and control in administrative, technical and social matters over ships flying its flag. Such measures are necessary to ensure safety at sea. That is why UNCLOS is also termed as UMBRELLA CONVENTION giving shelter to all other IMO conventions.

SOLAS Chapter II-1, Reg 3-1 states that, in addition to the requirements of the other SOLAS regulations; ships shall be designed, constructed and maintained in compliance with the structural, mechanical and electrical requirements of a classification society which is recognised by the Administration in accordance with the provisions of regulation XI-1 or with applicable national standards of the administration which provide an equivalent level of safety.

Where the classification survey is taken as evidence of compliance with flag state; administration immediately issues a statutory certificate. And if a ship is served a Condition of Class or suspension, immediately administration withdraws its statutory certificate concerning construction and equipment i.e. SAFCON and SEQ certificates.

Conclusively, SOLAS and other international conventions permit the flag state to delegate the inspection and surveys of ships to a Recognised Organisation(RO). IMO resolutions A739(18) lays down minimum standards

for RO’s. fundamentally it requires their competence(technical) on the basis of ethical behaviour. IACS (International Association of Classification Societies) members have been found to meet criteria for Resolution A739(18) by all the administrations(approx.100) that are parties to SOLAS.

(4) Classification Society and duty of confidentiality :- Classification Societies have recently supported to disclose class information. In addition to disclosing information when required to do so by law, they readily disclose information when providers/owners give consent to do so. They provide details of the due dates of surveys and status of ships under ‘class’. According to IACS, societies are not in a position to disclose all information provided by clients. IACS says such calls for transparency should be directed et the parties who provide such information to ‘class’ – that is ship owners, ship builders, manufacturers and others. If the consent of these parties is obtained, there would be no resistance whatsoever on the part of ‘class’ to the disclosure of such information.

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79.As a Chief Engineer on a fully loaded ship you are stranded in an island near UK coast having no survey facility where the forepeak of the vessel is severely damaged. Explain your reciprocatory actions with reasons and the procedures to be adopted for making a safe return voyage to India.

Ans: Under such a condition the master of the vessel should inform the class. Each classification society has got an emergency cell for such accidental incident. Like NKK has ETAS (Emergency Technical Assistance Services) and Lloyds has Ship Emergency Response Services. This cell of the class should be contacted and a reciprocatory actions established accordingly.

The company’s emergency code procedures contain checklist of actions to be taken in case of grounding or stranding. Master or chief engineer should take action based on structured approach such as contingency plan.

A prompt re-floating is critical to reduce risks to the environment and to the structural integrity of the vessel. P&I clubs recognise the urgency attached to their emergency situation and protect an owner against the financial consequences associated with the need for the master to make decisions without the benefit of cost estimates. Master should not delay his decision in asking for outside help to re-float the vessel.

In case of stranding, attempts should not be made to re-float the ship under her own power if wind and sea conditions indicate the possibility of ship working harder aground, pounding or breaching to sea. Anchors to seaward should be quickly laid if possible to prevent the ship from washing further ashore. Ship should be weighed down and not alighted in an effort to help keep the ship from working harder on the beach and secondly to prevent damage caused by working and pounding ship on the bottom.

In consultation with the emergency technical assistance service or class, repair for the damaged fore peak tank should be carried out for surveyor in the next port. Keep record of all the inspections and work carried out including photographs wherever possible. The diver will go in and assess the extent of damage. If the extent of damage is such that it affects the seaworthiness of the ship, then with the temporary repairs she should sail to nearest port (or ask for the use of tugs to tow the ship to the nearest port if necessary) of refuge for further and permanent repairs. If class allows ship to sail in such conditions to India with temporary repairs then chief engineer should take under mentioned precautions:

DB tanks to be kept filled at all times, ship’s draft should be monitored, shaft generators should not be used, low sea chest to be used, engine room to be manned, regular tank soundings to be taken, regular checks of affected area by senior officers, etc.,

To return to India the safest route shall be via Gibraltar so the draft must be adjusted accordingly. Isolate all the electrical power to forward like IPCC, windlass, lighting etc. In some ships fresh water tanks are in the forward. In that case all the fresh water will have been lost so FWG is to be run continuously (control water supply if need be). The engine speed must be adjusted so as to keep the scavenge pressure minimum because blower may not be rated to run continuously. Engine must be run 75% MCR maximum.

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80. FLAG STATE QUALITY CONTROL (FSQC)

World Scene

There are many international Conventions in force or waiting to come into force today. And yet,

ships are often found not fully complying with the requirements in the Conventions. Flag State control is identified as inadequate in many instances causing the problem. As a result, the international community is prompted to carry out Port State Control (PSC) inspections to alleviate the problem but realizing that PSC regime is an imperfect test. The ultimate solution should come from proper flag State implementation.

Reasons for Changes Made to the Hong Kong Shipping Register

Hong Kong is a responsible flag administration. She had inherited the British practices in dealing with registration and ship inspection. The general attitude in MD was one of strict regulation

enforcement with customer convenience coming second. This attitude was not helpful in attracting new tonnage to the register.

As a Flag State, Hong Kong always ensures that ships registered with the register are meeting

international standards and the RO's, who are delegated with the powers, are carrying out their work satisfactorily. Some statutory inspections were carried out by MD(Marine Department) which served to monitor the work of ROs and to ensure the safety standards of the ships. Inspections carried out by MD were more costly than ROs. Technically speaking, these inspections duplicated the work of ROs at the expense of the ship-owners. Ways had to be found to reduce the cost to ship-owners while adhering to our international obligations.

The objective of maintaining the Hong Kong register is not to obtain financial gain for the Hong

Kong Special Administrative Region (HKSAR) Government through the registration service but to

enhance the status of Hong Kong as an international maritime centre and the consequent economic benefits arising from being such a centre.

Hong Kong Shipping Register

It was realised that the traditional ship inspection schemes followed by all advanced maritime

administrations were costly and user unfriendly.

The Hong Kong Shipping Register reformed its operation based on the total flag State quality

control philosophy. A scheme known as the Flag State Quality Control (FSQC) System was developed under the philosophy. Quality ships are believed to be the products of the hard work of four parties, namely, crew, ship-owners, ROs and the flag administration. The main elements of the scheme are:

* The flag State should take the responsibilities in ensuring the safety of its ships.

* All inspection and certification functions should be delegated to ROs to minimize flag State interference on the efficient operation of the vessels.

* Monitoring can be carried out through the information from ROs, Port State Control inspections, casualties etc. The information is analysed to identify ships which qualities are declining.

* After the analysis, the bottom 10% of ships and their operating companies will be identified and selected for inspections (FSQC inspections) by MD. However the cost of such inspections will not be passed on to the ship-owners but absorbed by the revenue generated by the HKSR.

* FSQC inspections will concentrate on management deficiencies rather than

rectification of the technical deficiencies found.

* Reports of FSQC inspections will be sent to the relevant ship operators and ROs and

meetings held with them to discuss the findings and for the remedial actions.

The implementation of the FSQC System has made it possible to monitor the performance of

the ships, recognized organisations (ROs) and ship management companies better. The ability to

select ships and inspect them on our own accord has made it possible to assess the true quality of

ships. The performance of both the ships, ROs and ship management companies can be assessed

more accurately than in the previous practice of inspecting all ships at regular intervals.

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80.What is meant by FSQC ? How this is maintained by classification bodies ? Explain the area of related services as offered by classification bodies in case of (i) Towing voyage inspection (ii) Equipment approval

World Scene –There are many international conventions in force or waiting to come in to force

today. And yet, ships are often found not fully complying with the requirements in the conventions. Flag state control is identified as inadequate in many instances causing the problem. As a result, the international community is prompted to carry out Port State Control (PSC) inspections to alleviate the problem but realizing that PSC regime is an imperfect test. The ultimate solution should come from proper flag state implementation.

Reasons for changes made to the Hongkong Shipping Register :-Hongkong is a responsible flag administration. She had inherited the British

practices in dealing with registration & ship inspection

The FSQC system is introduce in 1999 & is a systematic & interactive system. It stresses on assuring that ship management company discharges its responsibilities properly and that recognised organisation carries out effective & decent surveys as well as audits on Hongkong registered ships. The FSQC system is supported by a computer based information system to monitor the quality of Hongkong registered system. With the information collected & analysed, a ship being suspected of undesirable conditions will be identified & selected for a flag state inspection.

All FSQC ship inspections & company audits are free of charge initially but the ship owner will be charged if re-occurrence happened. If a HK registered ship is detained abroad with serious deficiencies under PSC inspection or subjected to a serious accident, the Director of Marine may request a special inspection of the ship by a Marine Department’s surveyor. If deemed necessary, the safety management of the company may also be audited to verify compliance with ISM code. A fee will also be charged for such ship inspections & company audits.

Recognised Organisations:-Under the FSQC system, the Marine department will not be directly involved in the

surveys & issue relevant certificates to HK registered cargo ships except when requested by the ship owners. The following Classification Societies are authorised to carry out statutory surveys & issue related certificates on behalf of the flag administration:-

American Bureau of Shipping Bureau Veritas China Classification Society Det Norske Veritas Germanischer Lloyd Korean Register of Shipping Llyods Register Nippon Kaiji Kyokai Registro Italiano Navale (RINA)

Surveyors of the Classification Societies also provide the following services:-

1) Type-Rating of officers manning gigh speed crafts2) Assessment of failure mode & effect analysis (FMEA) for high speed craft3) Towing Voyage Inspection4) Assessment & issue of minimum safe manning certificate 5) Equipment Approval

Towing Voyage Inspection:-This includes inspection:-

1) in all respect capable of maintaining safe control over the oil barge in all foreseeable conditions during the intended voyage, &

2) the towing equipment, including towline, winches, tow hook, chains, bridles, shackles & associated gear, is in all respects adequate for the intended operation & is maintained to a high standard of reliability.

3) that the towing vessel is properly equipped to pick up the floating messenger line from the sea, & to haul aboard & properly secure the emergency towline, &

4) that all gear provided is compatible, one part with another.5) All vessels engaged in towing operations and in navigating to comply with

Colreg,19726) When a manned tow is planned, National Administration must be consulted

and it’ll be necessary to comply with Statutory safety requirements including those for life-saving, fire appliances & radio

7) Route to be followed by tow is to be planned taking into account factors such as weather, tidal streams & currents, the size, shape and weight of the tow and the navigational hazards to be avoided. Careful consideration is to be given to the number of towing vessels to be employed

8) There is to be contingency planning to cover the onset of bad weather particularly in respect of arrangements for heaving to or taking shelter.

9) The towing arrangements are to be suitable for the particular tow and the towing gear is to be adequate & of suitable strength

10)The towing operation is to be in the care of a competent tow master. Other towing personnel are to be suitably experienced & sufficient in number

11)Wherever practicable, secondary or emergency towing arrangements are to be fitted on board the tow so as to be easily recoverable by the towing vessel in the event of a breakage of the prime towing wire or ancillary equipment

12)The tow must exhibit proper navigation lights and shapes and if manned, make proper sound signals as set out by Colreg, 1972, as amended. Similarly towing vessel must also exhibit proper navigational lights & sound signals.

The durability/reliability of the lights to function for long unattended periods should be considered. It is desirable to provide lights in duplicate

13)Prior sailing, watertight integrity of the tow should be assured by an inspection of the closing arrangements for all hatches, valves, air pipes, and any other openings through which water might enter the hull.

The tow should be at suitable draft for the intended passage. Where the tow is manned, there should be adequate arrangements for ballasting it to a condition in which it’ll survive bad weather.

14)The securing arrangements for the cargo and stores carried on the tow are to be carefully examined to ensure that they are adequate for the duration of passage, especially on an unmanned tow. The deck cargo should be so stowed as to provide the tow with adequate stability.

15)Where appropriate the rudder is to be secured in the amidships position & measures to be taken to prevent the propeller shaft turning

16)Life saving appliances in the form of life jackets & life buoys must be provided whenever personnel are on board the tow even if only for short periods

17)To minimize risk of pollution, the amount of oil carried on tow should be limited to what is required for the safety of the tow & its normal operations.

18)Before departure, the towing vessel and tow, and the towage and stowage arrangements are to be inspected by the tow master and another competent person who are to agree that everything is satisfactory

19)Where tow presents a potential hazard to shipping, off-shore structures or marine environment, the accompanying towing vessel should immediately take steps to broadcast an urgency signal

Equipment Approval:-Certain equipment & materials not required by regulation to be approved may be

“accepted” by the commandant for use aboard inspected vessels, uninspected vessels, & boats after certain control actions have been taken. Unlike approved equipment & materials, “accepted” items are not normally published in the Federal Register. However, they are listed in Equipment Lists & in the proceedings of the Marine Safety Council. E.g. valves, fittings, flanges can be accepted on an affidavit basis if certain regulatory requirements are met. Welding filler metals, elect. equipment, ships stores & supplies to be of approved type. Each item approved is assigned a basic approval number. This includes the number of the CFR subpart under which an item was approved, thus identifying the general requirements for its approval.

e.g. a) Approval of Equipment & Materials (General) – 46 CFR Part 159

Certification & Approvals:-Manufacturers of items considered satisfactory for the purpose(s) intended are

issued an approval certificate by the CS Notice of the approval & the item’s approval no. are published in the Federal Register & Equipment Lists. The approval number applies only to an item that is manufactured in accordance with approved plans, specifications, or other data submitted during the approval process. An item that is manufactured with changes in design, or with materials that are not previously approved by the CS, is not “approved” under the approved number listed for a particular item.

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81.What are the principle functions conducted by a classification body towards survey/ management of high-speed crafts? In which way these surveys differ from conventional ship surveys?

Ans) Traditionally, ships have been built of steel and with minimum of operational controls. The requirements for ships engaged on long international voyages are therefore framed in such a way that providing the ship is presented for survey and a ship safety certificate is issued, the ship may go anywhere in the world without any operational restrictions being imposed.

The traditional method of regulating ships should not be accepted as being only possible way of providing an appropriate level of safety. Numerous new designs have been developed and have been in provide demonstrating their ability to operate at an equivalent level of safety when engaged in restricted voyages under restricted operational weather conditions and with approved maintenance and supervision schedules.High Speed Craft Code (HSC Code) 1994, means the International Code of Safety for High Speed Craft was derived from the code of Safety for dynamically supported Crafts (DSC Code) adopted in 1977, recognizing that safety levels can be significantly enhanced by the infrastructure associated with regular service on a particular route.The safety philosophy of this code is based on the management and reduction of risks as well as the traditional philosophy of passive protection in the event of an accident. Risk management through accommodation arrangement active safety systems, restricted operation. Quality management and human factors engineering should be considered in evaluating safety equivalent to current conventions applications of mathematical analysis should be encouraged to assess risk and determine the validity of safety measures.Failure Mode Effects Analysis (FMEA)Analysis of failure performance is used to assess the safety operations of HSC’sFMEA fot HSC is based on a single failure concept under which each system at various levels, a systems’ functional hierarchy is assumed to fail by one probable cause at a time.The effects of postulated failures are analysed and classified according to their severity. Any failure mode which may cause a catastrophic effect to the craft shall be guarded against by system or equipment redundancy unless the occurrence of such probable failure is extremely improbable. Results of FMEA are to be implemented while designing and manufacturing the craft.The HSC is of light displacement compared with conventional ship. The advantages are high reserve buoyancy reducing the hazards addressed by ILL, 1966 height displacement is required for higher speeds which necessitate the use of non-conventional ship building materials

I) All craft classed with the society are to be subjected to the following periodical surveysa) Annual Surveysb) Intermediate Surveysc) Special Surveys

d) Propeller shaft and stern tube shaft surveys.

II) All craft classed with the society are to be subjected to planned machinery surveys

III) All examinations and tests in accordance with the requirements in this chapter are to be carried out to the satisfaction of the surveyor

Docking : For periodical surveys, Annual, Intermediate or special surveys the craft is to be dry docked or placed on blocks of sufficient height and proper stagring except where-in-water surveys is requested by the owner and approved by the society and substitution for surveys in dry docks or on shipways. Any consecutive in water survey is not accepted.Propulsion Systems: HSC’s are normally shallow draft crafts water jet propulsion is widely used in such crafts.The HSC requires the following rules:

a) the craft will take a proper step, for e.g., refuge or declaration when the craft runs into a sudden storm.

b) the craft will at all times be in reasonable proximity to a place of refugec) adequate communication facilities, weather forecasts and maintenance

facilities are available within the area of operation.d) in the intended areas of operation, there will be suitable rescue facilities

readily available.e) the stability requirements are framed for craft having appropriate stability in all

conceivable conditions. Special attention is o be paid to the stability by the builders in design and construction stage and by the craft owners and craft masters while in service.

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Classification society are neutral third party survey organization under taking ship survey in support of insurers. The societies are the primary means by which the shipping industry regulates itself and verifies the maintenance of ship safety. Classification society establish and apply technical requirements for the design, construction and survey of marine related facilities. The requirements are published as classification rules.

SOLAS and other International conventions permit the flag administration to delegate inspection and survey of ships to classification society. Thus a classification society becomes a recognized organization by the flag state. When issuing or endorsing statutory certificate on behalf of the flag administration verify that the condition of ship confirms with relevant rules and regulations of the flag state (i.e.) it performs a Governmental function). However, it needs to be clearly understood that the primary objective of a classification society is to undertake ship survey in accordance with the class rules.

Maintenance of class depends on the program of periodical Hull and machinery surveys, being carried out within stipulated periods. Survey programmes comprise of special, annual and Intermediate surveys.

Classification societies however, are private entities and class surveyors are not a substitute for governmental officials who have enforcement powers.

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

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

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

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

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

6. Continuous survey of machinery : are carried-out every 5 years, with parallel arrangement as for the hull.

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

Confirmatory surveys may be held at annual intervals.

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

9. I. G. System Survey : Annual survey. In addition, on ship to which IGS notation has been assigned, a special survey of the IG plant must be carried out every 5 years.

LIMITATIONS OF CLASSIFICATION SOCIETY

While the authority to carry-out statutory surveys and inspections on behalf of flag administration may be delegated to the RO, the powers of enforcement of R.O. are limited when required repairs or corrective actions are not carried out or a survey is not passed satisfactorily, R.O.'s do not have the powers need to detain the ship. At the most R.O. can withdraw the statutory certificates or declare them invalid, and notify the ships flag state and the port state where vessel happens to be located for further action.

Also, classification societies are not guarantors of safety of life at sea or the seaworthiness of vessel because classification society has no control over how a vessel is operated and maintained in between the periodic surveys which it conducts. Therefore, responsible ship owners employ highly qualified superintendents, carry out vessels maintenance on a regular basis and ensure that their ships undergo all class surveys and retain class.

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83.Differentiate between statutory, classification and regulatory surveys. List under these categories the surveys which are to be conducted (i) every six months (ii) every year (iii) every thirty months (iv) every four years & (v) every five years.

Ans. STATUTORY:- Surveys/Certificates issued are those which must comply with the law. The flag state lays down the rules/regulations as how the ships must be built/equipped with regard to structure, equipment and machinery. Those rules in various flag states are similar to each other as they have been based on IMO Conventions. These are carried out by a government surveyor or as authorised by the govt./administration to Classification Societies.

CLASSIFICATION: Classification Society may be defined as an independent third party body which develops and updates adequate published rules, regulations and standards for the safe design, construction and periodical maintenance of ships which are capable of trading internationally. Though “Class” has no legal status, a vessel must be in ‘Class’ at all times so that it is covered for employment and insurance. As they work in interest of ship owner, their fee and expenses are paid for every visit on ship. Classification Societies recommend that periodical surveys for the issue of Statutory Certificate be carried out concurrently with the Classification Special Survey so that anniversary dates of both Statutory and Classification Certification coincide.

REGULATORY: Regulatory Surveys are those which are required by Class, various conventions etc., and are necessary to be complied and fulfilled with. Harmonized Survey and Certification System is planned to operate for SOLAS and LOAD LINE Convention surveys.

OWNERS & SHIPS RESPONSIBILITIES: To maintain validity of any SOLAS or MARPOL certificate the owner and master must ensure that the vessel and its equipment are properly maintained. No material changes are made to the vessel after survey without notifying the flag state. Any accident or defect is reported to the flag state or authorised Classification Society (any of whom may decide whether a survey is needed)

STATUTORY SURVEYS: They include the following types of surveys and inspections-

5) Initial survey6) Mandatory annual surveys7) Intermediate surveys8) Periodical surveys9) Additional surveys and General inspections.

They do not include: Cargo hold or tank surveys other than statutory

inspections of hazardous cargoes or their stowage arrangements etc.

Draft Surveys Application for survey should be made to the flag state

by the owner or manager well before the survey is due. Records of survey of ship are enclosed by the surveyor

on the appropriate certificate stating that as completion of the surveys the ships complied with the relevant provisions of the appropriate regulation.

Initial Survey: This is a detailed examination including tests when required of a ship and its equipment in accordance with the provisions of the appropriate convention or other instrument to enable the relevant certificates to be issued for the first time. Typically the survey will include a complete examination of the structure, equipment, systems, fittings, arrangements and ships materials.

Intermediate Survey(every 30 months): This is an examination of the ship and its equipment at specified periods between periodical surveys. An intermediate survey in respect of a 5 year certificate is normally held within 6 months either side of midpoint of the validity period of the CERTIFICATE i.e. between 24 months and 36 months. This allows the intermediate survey to coincide with due date of either the second or third mandatory annual survey, which reduces the survey burden on owners. Ends of “Falls” used in lifeboat davit must be turned at intervals of 30 months.

Mandatory Annual Survey(every year): This is an annual general examination of a ship and its equipment. It may include operational tests of the ships systems and equipments to the extent necessary to confirm that the ship and its equipment remain satisfactory for the service for which the ship is intended. Normally an annual survey is required within 3 months before or after the anniversary date of the relevant CERTIFICATE i.e. between 21 months and 27 months.

Periodical Survey : This is a survey which will be carried out at a maximum of 5 years from the date of completion of the initial or last periodical survey. For passenger ships it will be 12 months.

Periodical Inspection : This is a general examination under the Load Line Convention of the ship to ensure that no alteration has been made and that routine maintenance has been carried out. It is equivalent to an annual survey.

Additional Survey : This is a survey either general or partial – after repair resulting from an investigation or whenever any repairs or renewals are made which materially affect the safety and condition of the ship. The survey ensures that the repairs or renewals has been effectively made, that the materials or workmanship are satisfactory and that the ship is fit to proceed to sea without presenting an unreasonable threat or harm to safety or the marine environment.

HSSC : Amendments to SOLAS, MARPOL & LOAD LINE have allowed for Harmonisation of Surveys and Certification required by these conventions permitting all SOLAS Certificates other than the passenger ship safety certificate to become 5-year certificates like MARPOL & LOAD LINE Certificate.

Special Surveys : By Classification special surveys of the hull are carried out at 5-yearly intervals, in order to establish the condition of the hull structure; to confirm that the structural integrity is satisfactory in accordance with the Class requirement and will remain fit for its intended purpose until the next spl. survey subject to proper maintenance and operation. Spl. surveys of machinery are carried out at the same intervals, periodic inspection of Falls used in launching (LSA) and their renewal at intervals of not more than 4 years.

Every Six Months : Article 53 of International Health Regulation (IHR) provides that every ship must be, either permanently kept in such a condition that it is free of rodents and plague-free or periodically de-ratted. A de-ratting certificate or re-ratting exemption certificate will be issued by Health Authority for a port approved for that purpose under article ‘17’. This certificate will be valid for 6 months.

Every Year :

6) Annual Surveys : Endorsement of all Statutory certificates and Class certificates,

Window Period -- ± 3 months Issuing Authority – ADMN/CLASS on behalf7) Renewals of Regulatory Certificates such as Medical Chest Locker,

Annual Cargo Gear inspection etc.Issuing Authority – As authorised by IMO/Flag State.

Every Thirty Months : (j) INTERMEDIATE SURVEY

Window Period ± 6 monthsAuthority – Admin/Class on behalfScope of survey – As per rules

(k) MAIN BOILER SURVEYValidity – Up to 8 years every 30 monthsAfter 8 years – every yearIssuing Authority – ClassificationScope – As per rules

(c) AUXILIARY BOILER SURVEYValidity – Every 30 months

Issuing Authority – Classification Scope – As per rules Every Five Years : ALL STATUTORY CERTIFICATES, namely

(i) Load Line Certificate (1966) – LL Convention, Art 16, 1988 LL Protocol Art 18Issuing Authority – AdministrationScope of Survey – Covers watertight integrity of vessel which includes all openings on deck, hatch covers, watertight doors, etc.

(j) Cargo Ship Safety Construction Certificate (SAFCON) – SOLAS 1974, Reg I/12 as amended by GMDSS amendments 1998, SOLAS Protocol, Reg I/12Issuing Authority – AdministrationScope of Survey – Construction of hull, special survey and CSM without and COC. Class will recommend to Administration to issue SAFCON. In this memo last bottom survey (DRYDOCK) which is not older than 3 months is included.

(k) IOPP CERTIFICATE – MARPOL 73/78, Annex I, Reg 5Issuing Authority – AdministrationScope of Survey : 1) Oily Bilge Separator – Operation 2) Sludge Tank Operation and Outlet Connection 3) Oil Record Book inspection 4) ODMCS Operation (for tankers) 5) Cargo Record book

(d) ISPP CERTIFICATE – MARPOL 73/78, Annex IV Reg 5; MEPC Cir 408

Issuing Authority – Administration Scope of Survey: As per Reg 4; survey shall cover complete survey

of its structure, equipment, systems, fittings, arrangements and material.

(e) DOC (OFFICE) – SOLAS 74, Reg IX/4, ISM Code, Para 13

Issuing Authority – Administration Certified by Initial Audit; Annually audited by Company HO (f) SMC (Ship) – SOLAS 74, Reg IX/4, ISM Code, Para 13 Issuing Authority – Administration Initial Audit is carried out before issue of SMC (interim). After 3

months operation of SMS on board/office , the SMC is issued and window period for intermediate audit is ± 6 months

(g) ISSC – SOLAS 74(2002 Amendments)Reg XI -2/ 9.H;ISPS Code Part A Section19

Issuing Authority – Administration/ R.O. on behalf Scope : Security Audit as per ISPS Code (h) FOR CARGO SHIPS, Cargo Ship Safety Certificate – in lieu of SAFCON, SEQ & SR

Certificate 1988 SOLAS Protocol Reg 1/1 (2000

amendments) Issuing Authority – Administration (i) FOR PASSENGER SHIPS, Passenger Ship Safety Certificate – SOLAS 74, Reg I/12 as

amended by GMDSS amendment, 1988 SOLAS

Protocol, Reg I/12 (2000 amendments) SPL Trade Passenger Ship Safety Certificate – STP 71, Rule 5 SPL Trade Passenger Ship Space Certificate – SSTP 73, Rule 5 Issuing Authority – Administration (j) IAPP CERTIFICATE – MARPOL 73/78, Annex VI, Reg 6 Issuing Authority – Administration Scope – Reg 5, Annex VI (k) CHEMICAL TANKERS – MARPOL 73/78 Annex II Reg 11/12A Noxious Liquid Substance Certificate Issuing Authority – Administration Scope – Reg 8 of Annex II, MARPOL 73/78 (l) BOTTOM SURVEY (DRYDOCK) – 2 times within 5 year period. Issuing Authority – Classification Society The interval between two successive dry dockings not to exceed 3

years Scope – Bottom inspection & steel renewals, sea suction/discharge

valves, storm valves, rudder pintle clearance, propeller inspection, anchor chain calibration, hull cleaning & painting.

(m) TAIL SHAFT OR PROPELLER SHAFT SURVEY : Issuing Authority – Classification Society Scope – inspection to inspect any corrosion hair line cracks, lignum

vitae or oil cooled stern tube condition 3 years/5 years respectively and 7 years for monitored oil lubricated stern tube.

(n) CARGO GEAR LOAD TEST & INSPECTION Issuing Authority – Classification Society / Dock Safety Manager Scope – Load testing of cranes or derricks and inspection of

blocks. (o) SPECIAL SURVEY HULL (SS) Issuing Authority – Classification Society

Scope – Renewal survey in 5th year of validity. It includes : 1) dry dock bottom survey 2)closed inspection of hull

internal parts, hold, cargo tanks, db tanks, tests. 3)as per thickness gauging as required under the rules. All hull equipment items. 4)CSM cycle to be completed with no COC.

(p) CSM – Survey of all m/c in e/r, steering pumps and rams, windlass, mooring

winch m/c, all m/c items to be examined in dismantled condition.

(q) CLASS CERTIFICATE Issuing Authority – Classification Society Scope – Ship Type Notation, survey during construction notation. It

signifies Vessel is fully safe for navigation / propulsion / steering.

84

84.“Document File” is a vital tool required during survey. Briefly explain its purpose, containment and support documentation. What is the process of identifying a survey in the “Document File”

Ans. A ‘document file’ is prepared for the survey or before survey to enable quick access to all documents available to the surveyor to carry out the tasks. It saves valuable time of ship as well as surveyor the loss to the owner is minimum. Also it helps shipboard personnel to know what all things are involved during the survey. Generally a questionnaire as regards to the requirements of documentation will be sent on board before considerable time, so that ships crew can arrange accordingly beforehand and last minute running can be avoided. The following documents kept on board are to be presented to the attending surveyor prior to the surveys: 1. Certificates a) Certificate of Class b) Registration Certificate c) Statutory Certificates

Cargo ship safety construction certificate Cargo ship safety equipment certificate Cargo ship safety radio certificate International Load line Certificate International Pollution Prevention certificate IMO fitness certificate

d) Condition Evaluation report (Executive hull survey)e) Cargo gear booklet

2. Survey record files a) Black file (for class survey record) b) Blue file (for statutory survey record of ships other than Japanese flag

ships) c) Green file (for condition evaluation report of ships to which ESP has

been applied. 3. Finished plan of hull, machinery and equipment, approved manuals and

documents (loading manual, stability information etc.) 4. Service records/maintenance records. a) Hull thickness measurement record b) Periodical inspection table for automatic and remote control system. c) Insulation resistance test record d) Chief engineers report for continuous machinery survey e) Others 5. Enhanced survey programme (ESP) a) Condition evaluation report (Executive hull survey) b) Main structural plans of hull c) Cargo and ballast history d) Repair history e) Thickness measurement reports f) Survey programme g) Planning document h) Inspection report by ship staff with reference to

Structural deterioration in general

Leakage in bulkheads and pipings Condition of coating and/or corrosion prevention systems if

any Record of use of ‘IGS’ and ‘COW’ system (if provided in oil

tankers) The surveys are to be identified in a document file because the survey

can be done on behalf of classification society to maintain class, a survey can be done by classification society on behalf of administration of flag state for statutory certificates or a survey can be done by classification society on behalf of the flag state to which the owner is a nationality. In such cases, if the surveys are clearly class coded, then it becomes very convenient to distinguish in the document and need not go through again if it is not required.

85

85.During inspection of propellers in the dry dock, a surface crack has been noticed on one of the blades. State the steps taking by you as chief engineer for successful handling of the situation. Also if some surface cracks are noticed on the keyway of a tail-end shaft, state the steps taken by you for tackling the problem.

Ans. Surface cracks have been noticed on one of the propeller blades :- As soon as a crack has been observed on the propeller blade, the head

office as well as the Classification Society must be notified. The services of a propeller expert would also be needed in certain cases.

Cracks on a propeller surface may be due to:-19)Physical damage20)Faults during casting

Physical Damage:- These types of cracks generally occur on the tips and the leading edge of the propeller. Pitting may occur near the tips on the driving face and on the whole of the fore side due to cavitation. Propeller blades are sometimes damaged by floating debris which is drawn into the propeller stream. Such damage must be made good as it reduces the propeller efficiency, while the performance is improved by polishing the blade surface. If a built propeller is fitted, it is necessary to ensure that the blades are tight and the pitch should be checked at the same time. Small surface cracks can be ground out. Cracks at the blade tips may require the cropping of the blade section. If this is carried out, a matching section on the opposite blade would also have to be cropped in order to maintain balance. Since thrust developed by such a cropped propeller would be reduced, the main engine rpm will have to be adjusted to compensate for the loss. All actions must be taken in consultation with the classification society and propeller experts. It must be noted that most classification societies do not permit any welding on the propeller as heat treatment and annealing is an extremely complicated process. Therefore in extreme cases of cracks, it may be necessary to replace the entire propeller

Cracks due to Faulty Casting:- These are extremely small cracks of the order of length 3mm and depth 1mm. the region of the blade most prone to such cracks are within o.2 – 0.4 of the radius of the propeller. These cracks are extremely difficult to spot when the propeller is stationery. The cracks only open when the propeller develops thrust in operation due to the bending moment induced. The only lasting solution to such a faulty fabricated propeller is to change it with a new one.

Surface cracks on the keyway of a tail-end shaft:- The area of the cracks is to be inspected visually as well as ultrasonically (or with dye penetrant) to detect all the cracks. Causes of this are quoted as inadequate force fit between propeller and tailshaft causing loss of peripheral grip which allows propeller to move and make contact with key. This causes excessive dynamic load to fall on key and shaft adjacent to keyway. This causes incipient cracks (small and superficial) which usually begin at high stress concentration areas i.e. around the leading edge of the keyway. Fatigue failures may occur due to corrosion and temperature variations in seawater, altering the force fits.

The key is also to be inspected for any damage. Also the dimensions of the key must be accurately measured to ensure no play is present between key and keyway. Abrupt changes of shape of section cause stress concentration to build

up due to interruption of the stress flow lines. This build up in stress causes cracks to develop and supports crack propagation. With this in mind it can be seen that shapes or sections which may be subject to great stresses; should be well rounded or gradually tapered off to give smooth stress flow.

Round end keys should be used, and the keyway in propeller boss and cone of the tailshaft are to be provided with a smooth fillet at bottom of keyways, fillet radius at least 0.0125 of shaft diameter at top of cone. Sharp edges at top of keyway to be removed. Two screw pins should secure key in keyway and forward pin should be at least ⅓ of key length from forward end. Pin holes should have a depth not exceeding pin diameter. Hole edges to be bevelled.

The cracks in the keyway can be ground depending on the depth of the cracks. Large cracks would require welding and machining. Welding will only be carried out after appropriate heat treatment and annealing. The annealing period required for a tail end shaft of a large ship may extend up to 7 days. It must be noted that, in a tailshaft with key and keyed propeller, the thrust of the propeller is not absorbed by the key but by the shrink fit between propeller hub and shaft. Therefore cracks in the keyway of the tail end shaft do not pose as much a problem as cracks on the shaft itself or cracks on the propeller

86

86.Foreign going vessels are required to possess a valid safety equipment certificate renewed at intervals after survey of safety equipment. Compile a list of items that are contained in the safety equipment survey. From the above list, select two ship systems, explain how they would be examined and identify possible defects.

Ans) Safety equipment Certificate: Issued by P.O. of MMD. Issued under sec 300(1) of M.S. Act 1958 surveyed as per M.S. (L.S.A) rule 1982. M.S. (fire appliance) rules 1969 as amended in 1977 M.S. (Prevention of collision at sea) regulation 1975 and amended 1983 to SOLAS 1974.Validity: 2 yrs subjected to annual mandatory survey. Basically deals with maintenance of the LSA’s FFA’s emergency equipment like emergency fore P/P etc. the equipments contained in safety equipment survey are:

1. Alarm and shut down testing2. quick closing valves3. engines trips4. telephone/talkleacks5. fixed fire detection system and auto ……. System6. emergency fire pump7. emergency air compressor8. emergency generator/auto start9. portable safety equipments10. fixed safety equipments11. fire flaps12.electrical emergency stops13.remote … valve operation14.Bilge injection valves15.Emergency steering gear16.Engine side control (Local maneouvering)17.Standby equipments18.Alarm bells19.watertight doors

Examination of Steering System1) Ships must have a man and an auxiliary steering gear, arranged so that the

failure of one does not render the other operative. An auxiliary steering gear need not be fitted, however when the main steering gear has two or more identical power unit and is arranged such that after a single failure in its piping system or one of it power units, steering capability can be maintained. To meet this latter alternative the steering gear has to comply with the operating condition of paragraph 2 in the case of passenger ships while any one of the power units is at of operation. In the case of large tankers chemical tanker and gas carriers the provision of two or more identical power units for the main steering gear is mandatory.

2) The main steering gear must be able to steer the ship at maximum ahead service speed and be capable at this speed, and at the ship’s deepest service draught, of

putting the rudder from 35o on one side to 30o on the other side in not more than 28 sec.

3) The auxiliary steering gear must be capable of being brought speedily into operation and be able to put the rudder over from 15o on one side to 15o on the other side in not more than 60 secs with the ship at its deepest service draught and running ahead at the greater of one half of the maximum service speed at 7 knots.

4) It must be possible to living into operation main and auxiliary steering gear power units from the navigating bridge of power failure to any one of the steering gear power units or to its control system must result in an audible and visual alarm on the navigating bridge and the power units must be arranged o restart automatically when power is restored.

5) Steering gear control must be provided within the bridge and in the steering gear room for the main steering gear. In case the main steering gear comprises two or more identical power units there must be 2 independent control systems both operable from bridge.

6) The law level alarm of the header tank should be tried out. Check for any leakages in the hydraulic system.

7) Where the rudder stock is required to be over 230mm diameter at the tiller an alternative power supply capable of providing automatically within 45 seconds.

Except in case of ships regularly engaged on short voyages, the steering gear should be thoroughly checked and tested with 12 hrs before departive.Every 3 months an emergency steering drill should be held and should include direct control from within the steering compartment at which time the use of communication procedure with the navigating bridge should be practiced.Examination of Lifeboat

1) Check the condition of lifeboat externally (No cracks or damages)

2) Check the davit condition3) Check that the wires have been greased and renewed at

stipulated intervals4) Check the launching procedure is posted5) Check the life boat engines, UT engines, FO flash point

43oC. If power then 2 rechargeable servers should be provided should start at 15oC in 2 muter

6) Ensure that ……….. routines are regularly carried out7) All items (pyrotechniques, ration, Immersion suit, TPA etc)8) Ships call sign is posted on top of the lift boat by retro

reflective tape.9) Ensure life boat is lowered upto embarkation …. every month

upto the water level every 3 months10)Check the lights are in working condition

87

87.Differentiate between harmonised system of surveys and enhanced hull survey system. Since when these systems have come in force. What all statutory certificates are issued under HSSC ? List the periodicity of all certificates issued under HSSC.

Ans) Harmonized system of surveys (HSSC) HSSC entered into force on 3rd February 2000 as a result of the protocol adopted on 11th Nov 1988 by the International Conference on the Harmonized System of Survey and certification (1988 SOLAS Protocol) Resolution A 883(21) which introduces Global and uniform and implementation of the HSSC other than the 1988 SOLAS and load line protocol amendments has been adopted to introduce HSSC in the system.

1) Annex I & II of MARPOL 73/78 by resolution MEPC39(29)2) International code for construction and equipment of ships carrying

dangerous chemical in bulk (IBC code) by resolution MEPC 40(29) and MSC 16 (58)

3) International code for construction and equipment of ships carrying liquefied gases in bulk (IGC code) by resolution MSC 17(58) and

4) Code for construction and equipment of ships carrying dangerous chemicals in bulk (BCH code) by resolution MEPC 41(29) and MSC 18(58)

The global and uniform implementation of the HSSC and certification it should be applied to all types of ships and in respect of all relevant instruments. All statutory certificates for cargo ships tankers containers, refrigerated vessels will be valid for a maximum period of 5 years for passenger vessels validity will be one yearThis system provides for a one year standard interval between surveys based on initial annual intermediate periodical and renewal surveys as appropriate. The scheme also provides the necessary flexibility for exception of each survey with the provision that the renewal survey may be completed within 3 months before expiry of the existing certificate with no loss of its period of validity.External inspections of ships bottom are required for all cargo ships. A minimum of two such inspections are required during a five year period and the interval between any two such inspections shall not exceed 36 months. Various certificates issued under HSSC are:1. International Loadline certificate - 5 years2. IOPP certificate - 5 years3. Passenger Ship Safety certificate - 1 year

4. SAFCON certificate – 5 years5. Safety Equipment certificate – 5 years6. Ship Radio Telegraphy – 5 years7. EAIPP and IAPP certificate – 5 years8. ISSC – 5 years9. International pollution certificate for Noxious liquid substances in bulk – 5

yearsCertificate of fitness for carriage of dangerous chemical in bulk - 5 years

Enhanced hull survey system: There has been pressure on the shipping industry to improve the ship’s structural integrity by more stringent survey methods. A specification for such a method was derived from discussion with owners classification and regulatory bodies. The stresses subjected to a ships hull due to extreme climatic conditions improper loading cargo handling berthing corrosion have resulted in the earlier years loss of ships due to structural failures.In order to prevent such occurrences an enhanced hull safety program for bulk carriers has been made mandatory. SOLAS chapter XI-1 reg2 in accordance to the guidelines adopted by the assembly of the organization by resolution A 744(18). Chapter XII of SOLAS specifies these survey requirements for bulk carriers.The program gives special attention to cargo holds and ballast tanks. Further ships carrying high density cargoes are subjected to more stringent surveys. These require close up surveys of the welded attachment of side shell frames inspected holds and thickness measurements regulations 136 of MARPOL 73/78 provides that crude oil tankers at 20000 dwt and above shall also be subject the enhanced program of inspection.Guide lines for bulk carriers are given in Annex A of IMO resolution A 7444(18) whereas guidelines for tankers are in ANNEX B of IMO resolution. The rules applicable in 20 years special survey for bulk carriers have been enhanced so that these are applicable/ carried out when the vessel dry docks in the 171/2 intermediate period of dry docking. The survey/inspection comprised of:

1) Overall survey of all cargo holds ballast tanks.2) Close up examination of sufficient extent to establish the condition of lower

region of shell frames and their end attachments in a …… cargo hold. It remedial measures are needed here there all holds should be surveyed for tankers the survey includes examination of cargo tanks openings including gas nets cover flame screen P.V. valves. vents COW vent piping systems pump rooms examination of bulkheads for signs of oil leakage/fractures sealing arrangements at all penetration of bulkheads.

In general areas found suspect should be subject to thickness measurement to determine both general and local corrosion levels.The owner has to maintain documentation onboard as follows:

a) Survey file comprising reports of structural survey then new measurements and executive hull

summary

b) Support documents consist of:1) Structural plans of cargo tanks2) Previous repairs history3) Cargo and Ballast history4) Reports on leakage in bulkheads and piping system5) Condition of coating or corrosion prevention system6) Information to help identity critical areas7) Survey programme prepared 6 months in advanced including the

proposals for survey

means of providing access for close up survey thickness measurement and tank testing

88

88.To ensure that a ship remains worthy of its 100 A1 classification, annual and special surveys are carried out by classification surveyors. Detail the parts of the ship that would be examined during each of the following (a) annual survey (b) special survey.

Ans. According to load line convention 1966 ships are divided into types A and B freeboard computation Type A is the ship designed to carry only liquid cargos in bulk.

Type B-All ships which do not come within the provisions of type A ships.

All closed ships will be assigned with character symbols.

100 A1 ships - 100 to all ships considered suitable for sea going.

A - To all ships which have been build or accepted into class in accordance with LR rules & regulations.

1 - ships having good & efficient condition anchoring and /or mooring equipments in accordance with rules and hence these ships are classed for special service.

Vessel are surveyed annually to ensure that they fulfill condition of assignment.

These are the conditions which must be met before is issued. After issuing load line certificated ships are enable to engrave load line & marks.

o Condition of assignment are related to water tight integrity of the ship

o They state details for

a) Strength

b) Height of comings and closing arrangements of items such as superstructures, end bulkheads, hatch ways machinery opening.

The ship must have sufficient strength, (structural) stability and ability to withstand flooding of compartments.

Condition of Assignment deed periodic inspection to ensure that ship conditions are such that the above mentioned items are maintained in good order.

Annual Surveys :

o Purpose of annual survey is to do the general inspection of items in relation to particular certificate.

o General inspections of items are done to determine if they are maintained in good condition so that they can fulfill the functional requirements for which they are installed on the vessel.

o If all items are in good condition ship will remain in good condition to render services required from her.

o Annual surveys are carried out at anniversary date with window period of ± 3 months.

o Annual survey of how surveyor will examine hull & its closing appliance to ascertain watertight integrity of the ship.

Items included

a) Water tight bulkhead penetrations.

b) Hull openings on freeboard decks, superstructures ventilators, air pipes.

c) Hatch openings, tank domes.

d) Machinery operated hater covers, rubber, sealing.

e) Freeing ports.

f) Confirmation of loading guidance & stability data.

g) No alternation made to hull or superstructure related to load line.

h) Anchor chain cables.

i) Sea water ballast spaces for corrosion & thickness measurements.

j) Vent pipes of all bunker tanks, flame screen, of oily water, oily ballast slop tanks.

for tankers

i) Cargo tanks opening on freeboard deck (Tank domes).

ii) P. V. valves, flame arresters, flame screen.

iii) Cargo & crude oil washing equipments.

iv) Pipe ducts, vault piping on weather decks.

Annual survey of machinery includes

1) Machinery & Boiler space inspection

2) Emergency escape routes.

3) Main and auxiliary steering gear.

4) Testing of communication between bridge ECR & SG.

5) Bilge pumping system & bilge well.

6) Boiler pressure vessel & external mounting.

7) Electrical machinery & emergency source of power.

8) Fire extinguisher apparatus, fire hoses nozzles & applicators.

9) Testing of emergency fire pumps.

10) Examination of fixed fire fighting system & fire smoke detection system.

Special survey : Whenever it is required to renew the class of the ship renewal survey is carried out hence it is called class renewal survey or special. This survey is carried out by class surveyor.

Renewal survey comes under statutory survey and done by administration and special survey comes under class survey and done by classification society.

These surveys are carried out at the interval of 5 yrs. with special giant of 3 months can be given by classification society under exceptional circumstances.

o These surveys includes extensive inspection to check that

o Ships structural strength, watertight integrity stability.

o Main and auxiliary machinery system and equipment remains in condition which satisfies the rules.

o Ships hull examination is supplemented by thickness measurement and witnessing of test as specified in the rules.

o Main aim to asses that the structural integrity remains effective.

o To help discovering substantial corrosion significant determination of fractures, damage or other structural deteriorations.

o This survey is more stringent than annual or intermediate survey.

89

89.Differentiate between continuous hull surveys (CHS) and enhanced hull survey system. What advantage CHS provides to the ship owner ? Underlining the salient features of enhanced survey programme and explain “Planning of Survey”, “Close- up Examination” and “Overall Survey”.

Ans. Continuous Hull Survey are permitted on all ships other than bulk carriers, combination carriers, chemical tankers and oil tankers, which are subjected to Enhanced Survey. In Continuous Hull Survey, all compartments of hull are opened for survey and testing, in rotation, with an interval of 5 years between consecutive examinations of each port. In general, approximately 1/5th of the Special Survey is to be completed each year and all the requirements of the particular hull special survey must be completed at the end of the 5 year cycle. Enhanced surveys are mandatory for bulk carriers and tankers under Solas Chapter XI-I (Special measure to enhance maritime safety). In this survey programme ship is subjected to annual, intermediate and renewal or periodical surveys. During periodical surveys all cargo hold/ tanks, ballast tanks, pipe tunnels, cofferdams and void spaces surrounding cargo holds/tanks, decks and outer hull should be examined, and this examination should be supplemented by thickness measurements and testing as deemed necessary to ensure that the structural integrity remains effective. The examination should be sufficient to discover substantial corrosion, significant deformation, fractures, damages or other structural deterioration.

In CHS planning of surveys is done using mandatory minimum survey programme which is worked out for ship taking in to account the mandatory minimum requirements for overall examination, close-up survey and thickness measurements that have been prescribed by the classification society. Preparation to be carried out and equipment required is also described. While Enhanced Survey programme is based on survey planning document, which identifies critical structural areas on an individual ship which are high risk based on vessels structural features, operational features and its damage/repair history. It stipulates the location, extent and means of close-up examination of the areas. In Continuous Hull Survey reports basically report on the deficiencies and repair on ship. In the absence of these, it is generally assumed that the condition of the ship is to surveyors satisfaction. While in Enhanced Survey System reporting is expanded to include statements concerning:-

(i) Extent of survey (including location, means of access, whether close-up or overall etc)

(ii) Coating condition of each space(iii) Structural conditions of each space and identifying the spaces

actually found satisfactory(iv) Thickness measurement report

In Enhanced Survey system requisite documents are to be maintained on board for the lifetime of the ship which also contains Condition Evaluation reports. It forms the basis of future surveys

Continuous Hull Survey Advantages:- It was required by the ship-owner to open up every tank, space and equipment and produce it for survey to the class surveyor. This caused a huge workload and delay to the ship at the time of survey. To avoid this, the continuous hull survey and continuous machinery

survey system was developed. This system is of great advantage to the ship-owner as he does not have to open up equipment, and hold up the vessel every year and every 5 year for the purpose of classification society surveyor. Instead different items are opened up and inspected on a continuous basis during a period of 5 years at the ship-owners convenience. The society provides a quarterly report to ship of the items that are due for survey during that quarter.

Salient features of Enhanced Survey Programme are:-1) Survey Planning2) Document File maintained (on board)3) Improved procedures for thickness measurement4) Harmonization between dry dock and renewal surveys5) Extended intermediate survey6) Possible annual examination of tanks/spaces7) Phase-out of Continuous Hull Survey arrangements

The basic purpose of Enhanced Survey is an extensive examination of the hull.

Planning of Survey:- It is expected that the quality of the survey will be improved by the proper planning and co-operation between the owner and the administration and classification society. A specific survey programme should be worked out in advance and submitted to the classification society for approval

Proper preparation must be carried out by cleaning, gas freeing, descaling and safe access

One of the following means of access, acceptable to the surveyor will have to be provided by the ship, together with proper illumination

(h) permanent or temporary stages(i) lifts or movable platforms(j) boats and rafts(k) other equivalent meansPlanning of Survey is based on survey planning document approved by administration. It identifies critical structural areas on an individual ship which are high risk areas based on vessel structural and operational features and its damage/repair history. It stipulates the location, extent and means of close-up examination of the areas. Where a proper survey planning document is established for a ship, a provision exists for reduced examination of low risk areas during the renewal survey provided the condition of the vessel is good after inspection of the high risk areas. The Survey Planning Document contains:-

(1) Main particulars of the ship(2) Plans of tanks/holds with information on their use, cathodic

protection and condition of coating(3) Corrosion risk nomination of tanks(4) Design risk nomination of structures(5) Tanks and areas nominated for close-up examination(6) Structures and sections nominated for thickness measurement(7) List of acceptable corrosion allowance for different structures.

Close-Up Examination:- It is one where details of structural components are within the inspection range of the surveyor i.e. normally within reach of hand

Overall Survey:- It is intended to report on the overall conditions of the tank/hold/hull structure and determine the extent of additional close-up surveys.

89 - CONTINUOUS HULL SURVEY

Continuous Hull Surveys

-1. Application

(1) This system covers internal examinations, close-up surveys and thickness measurements

of tanks and spaces and pressure tests of tanks.

(2) This system is not applicable to oil tankers, bulk carriers, ships carrying dangerous

chemicals in bulk and general dry cargo ships of not less than 500 gross tonnage.

(3) For ships more than 10 years of age, the ballast tanks are to be internally examined twice

in each five-year class period, ie. once within the scope of the intermediate survey and

once within the scope of the continuous system for the special survey.

In other words CHS is not applicable to ESP ships (For ESP ships refer A.744(18)

-2. DETAILS:

(1) Each cycle of Continuous Hull Surveys is to be planned to commence at the time of the

next survey to classification survey or any special survey and complete internal

examinations (including thickness measurements) of each tank and space and pressure

tests by the completion of the subsequent special surveys.

“Continuous Hull Survey Record” survey file is to be maintained on board..

(2) After confirming that the submitted CHS plan complies with the requirements for all tanks

and spaces, the application is to be approved and returned to the applicant for placing in the onboard survey file. (One copy is to be forwarded to Classification Department.)

90

90. COMPUTER AIDED SURVEYS

Critical Structural Areas [ A.744(18)/ 1.2.10]:

These are locations which have been identified from calculations, monitoring or from the service history of the subject ship or from similar or sister ships to be sensitive to cracking, buckling or corrosion which would impair the structural integrity of the ship.

Thickness measurements taken during following surveys will enable specific software programmes developed by the classification societies to forecast structural soundness of the ship.

1. Bulk Carrier Safety : Cargo Hold No. 1 with corrugated WT Bulkhead STRENGTH MEMBERS / bulk head plate thickness / stiffeners scantlings/ stool strength/ DB under hold strength members.

These readings are taken to determine if the ship can load cargoes with densities more than 1.78t/m3

2. Strengthening of frames of ‘Other Cargo holds ‘.Readings are taken to assess strength as per UR S31

3. Thickness measurements at Intermediate, Special Surveys, CAS surveys to assess longitudinal strength.

4. CAP to carry out Fatigue analysis.

5. Analysis carried out at any structural failure.

Above referred surveys provide input data for structural analysis carried out by soft ware programmes developed by each Classification Society.

These inputs acquired are:

1. Fatigue Analysis is computed on basis of the design and application of finite element analysis to arrive at fatigue life of various structural strength members. Such theoretically derived data is validated and cross checked by actual results emanating from surveys.

2. Results of thickness measurements obtained at instances mentioned above give residual strength.

Above data is used during the surveys by surveyors to concentrate on areas of concern.

91

91.Protective coating has come into a lot of debate in recent years. With reference to seawater ballast tanks how the condition is assessed for paint coatings and how grading is done by society surveyors. Outline the problem that occur with self polishing copolymer paints when a vessel is at anchor for long periods or proceeding at reduced speed.

Ans. Marine paints are solvent based heavy duty paints. The deterioration of condition of ballast tanks is not due to sea water which contains salt, but also partially filled tanks contain air and climatic condition which adds to the corrosion problem. Applying coatings to the complex structure found in ballast tanks is never easy and dry film thickness which is 3 to 4 times higher than the specification are typical on areas such as welds and corners. Common sense may suggest that “more is better” but this is not the case with many coating systems. Excessive DFT can give rise to stress within coating, which can cause cracking, detachment and subsequent corrosion. There is realistic ballast tank cycling test to assess the performance of coatings at high DFT. Each system is applied to welded T pieces at 3 times the recommended DFT. The test pieces are then cycled in natural seawater followed by hot and humid atmospheric exposure and checked at the end of every two months cycle for cracking, detachment and corrosion.

Using a very simple & highly indicative test method called a “DFT ladder” it is possible to compare the various coating long term anti corrosive performance in relatively short period of time. The test involves application of a single coat to suitably prepared steel or shop primed panels at range of DFTs. The panels are then immersed in seawater & the degree of rusting and blistering is monitored with time.

The other factors to be checked are integrity of coating; this gives an idea as to how well the paint has adhered to the surface and how uniform are paint layers. Thickness of coating; the initial thickness of paint is about 300µ which reduces over a period of time. The condition of scantling, frames, portion, corners are checked. The scratch test also gives fair idea of adherences of paints to the surface

The above tests and inspections gives the idea of coating inside tanks. This is then compared with the standard paint chart available and is then graded accordingly.

Premature failure of protective coatings is often found in ballast tanks of ships in service and as a consequence will lead to rapid corrosion of unprotected steel. Following coating breakdown it is extremely difficult, if not impossible to repair or reinstate the coating to new building standard. The IMO committee felt that the best way to achieve this would be the development of mandatory performance standards, including minimum target life, for ballast tank coatings. MSC 76 in December 2002 noted that SOLAS regulation II-1/3-2 made the coating of dedicated sea water ballast tanks mandatory for oil tankers and bulk carriers with reference to the guidelines for the selection, application and maintenance of corrosion prevention systems of such tanks. The committee considered prevention systems of such tanks. The committee considered that there was a need for international performance standard for protective coatings and requested its sub-committee on ship designed and equipment (DE) to develop such standards.

Inspection of surface preparation and coating process shall be agreed between the shipowner, the shipyard and the coating manufacturer and presented to the administration or its recognized organization for review.

Clear evidence of these inspection shall be reported and be included in the coating technical file (ITF) which documents the specification of the coating system applied to the sea water ballast tanks and double side skin spaces, record of the shipyards and ship-owner’s coating work, detailed criteria for coating selection job specifications, inspection maintenance and repair of coating systems will be developed by DE sub-committee (DEGO) in March 2007

Coating inspectors shall inspect surface preparation and coating application. During the water process by carrying out as minimum, inspections of primary surface preparations, thickness block assembly and erection o ensure compliance with the standard. Results from the inspection shall be recorded by the inspector and shall be included in the coating technical

file.

As per IMO standards mentioned in A.744 (18) grading is done in three types:

Good : light spotting

Fair : local area cannot have wastage more than 20% R 50% and general wastage <10%

Poor : Local wastage > 20%

General wastage > 20%

And hard Scale < 10%

As per IACS standards URZ 10 grading is done by society surveyors as

(i) Good : Local Wastage < 20%

General Wastage < 3%

Fair : Local Wastage 20-50%

Hard Scale < 10%

General Wastage < 10%

Poor : General wastage > 20%

Local Wastage > 20%

Hard Scale > 10%

Self-polishing copolymers(SPC) are paint polymer or binder system is made soluble in seawater by hydrolysis. This is a controlled chemical reaction and only occurs at the surface of coating. SPC technology combines controlled polishing rate and optimum biocide release with inherent self smoothing for hull roughness control & maximum fuel efficiency. Leached layer are always thin <15µ providing the smooth surface. The two most important factors which determines the effectiveness of any biocide anti-fouling are the type and quantity of biocides in formation. The delivery mechanism used to control the release of biocides.

The problems that occurs with self-polishing copolymer paints when vessel is at long anchorage period or proceeding at reduced speed are:-

(8) Decrease in speed of vessel(9) Specific fuel consumption increases.

This is basically due to hull roughness. Hull roughness is defined as maximum peak to trough height expressed in microns, for any given length of 50mm along the underwater hull. There are two main types of roughness, biological and physical. Biological roughness is accumulation of plant or animal growth on ships hull(fouling). Physical roughness can be attributed to vessel age and design plus the type of coating system used. This includes anti-corrosive, abrasion resistance and anti-fouling coatings. Increased physical roughness commonly result from mechanical damage, poor maintenance practise. Both the types of hull roughness however will increase frictional resistance or vessel drag resulting in additional power requirement and increased fuel cost to maintain vessel speed. TBT free SPC anti-foulings are formulated to provide high levels of biological roughness control and through self-polishing & smoothing, high levels of physical roughness control.

92

92.Enlist the salient items consisting additional survey for tankers. On examination of tankers hull in a dry dock some areas covered with paint were found damaged. Describe a procedure for repair of the said area and precautions taken thereof.

Ans. Additional survey for Tankers :Normal initial, annual, intermediate and special / renewal surveys are

applicable to all the tankers for ensuring their compliance with all statutory and class requirements.

Occasional or Additional surveys are carried out in the event of any accident, modifications or repairs carried out on a ship. In this case classification society has to be informed about the repair / modification of ship. The repair / modificaiton will be attended by the surveyor. It should be accomplished to the satisfaction of surveyor.

In addition, oil tankers are also subjected to enhanced program of surveys under marpol 73/78 enhanced surveys should be carried out during the periodical annual and intermediate surveys prescribed by the MARPOL and SOLAS conventions. The related guidelines on the enhanced surveys pay special attention to corrosion coatings and tank corrosion prevention systems must be thoroughly checked and measurements must also be carried out to check thickness of the plates.

Repair of Damaged hull :Following course of Action can be taken to repair damaged portion of hull in

d/dock.

i) During docking survey, careful examination of the ship’s hull structure should be carried out to note any defects, damage occurred.

ii) If any defect / damage is noticed on the hull, that area must be thoroughly cleaned of the paint so that the damage is clearly visible

iii) Carry out various tests like magnetic particle test, dye penetrant test, thickness measurement to know the extent of damage.

iv) Take photographs of the damaged area which will be useful for record of the repair, inform superintendent.

v) Inform class surveyor taking his advice decide upon how the repair will be carried out.

vi) Superintendent will make the repair request to the shipyard.vii) Carry out the repair with due care and precautions. i.e. Take hot work

permit from yard.Ensure all combustible material in the vicinity removed

Keep fire watch

Check periodically atmosphere inside the tank to ensure safe

atmosphere

viii) After repair call the surveyor he will inspect and approve the repair if it is done up to his satisfaction.

ix) Take photographs after repair for record keeping.

x) Create a detailed report of the repairs which will be useful in future as a record.

93

93.Describe the differences and features of hull surveys of a very large crude carrier compared to a conventional one. Which zone/ tanks/ components are awarded special precaution while carrying out bulk carrier survey ?

Ans. Hull survey is done during every special survey and the intermediate survey. This includes examination, tests and checks of sufficient extent that the hull and related piping is in satisfactory condition and it is fit for its intended purpose for the new period of validity of the cargo ship safety construction certificate. All cargo holds, ballast tanks, pipe tunnels, cofferdams and void spaces bounding cargo holds, decks and outer hull should be examined, and this examination should be supplemented by thickness measurement and testing as deemed necessary, to ensure that the structural integrity remains effective. The examination should be sufficient to discover substantial corrosion, significant deformation, fractures, damages or other structural deterioration. This can be part of Enhanced Survey Program. For different types of ships there are different critical areas/zones which should draw special attention during the hull survey. The VLCC and smaller tankers differs in this respect at cargo area side structure and transverse bulkhead structure. Following are the critical areas in each situation:

MIDSHIP SECTION for DOUBLE HULL TANKERS up to SUEZMAX size – Critical areas for side structure Stress concentrations at :-

21)joining of bottom hopper plate with side longitudinal bulkhead & tank top

22)joining of web transverse for centreline bulkhead to tank top23)joining of transverse bottom bracket to tank top & centreline bulkhead24)joining of transverse web to side longitudinal bulkhead at the top25)joining of transverse bracket to centreline bulkhead at the topcritical areas in transverse bulkhead1) join of vertical corrugated bulkhead with upper & lower stool2) join of vertical corrugated bulkhead with external deck girders3) join of vertical corrugated bulkhead with horizontal stringersMIDSHIP SECTION OF DOUBLE HULL VLCC – Critical areas for side structure1) all joins of cross ties in centre tank 2) all joins of cross ties in wing tankcritical areas in transverse bulkhead1) all joins of cross ties in centre tank 2) all joins of cross ties in wing tank

For the survey of the bulk carrier the due attention to be given to cargo holds, ballast tanks, pipe tunnels, cofferdam and void spaces bounding cargo holds, decks, and outer hull.

Thorough attention to be given particularly in bulk carriers in place of hatch covers and its coaming.

Random checking of the satisfactory operation of mechanically operated hatch covers should be made. Thickness measurement of the hatch covers and coaming plating and stiffeners be carried out.

94(a)

INTERNATIONAL CONVENTION ON LOAD LINES, 1966, or

PROTOCOL OF 1988 RELATING TO THE INTERNATIONAL CONVENTION ON LOAD LINE, 1966

RECORD OF CONDITIONS OF ASSIGNMENT

TERMINOLOGY “CONDITIONS OF ASSIGNMENT “REFER TO INTERNATIONAL LOAD LINE CONVENTION.

“Conditions of Assignments” deal with following in order to determine the load lines. Master of the ship must be provided with information on conditions implemented on their ships.

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

REG – 10 _- REG 26

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

2. SUPERSTRUCTURE END BULKHEADS (Reg. 11)

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

3. DOORWAYS IN SUPERSTRUCTURES, EXPOSED MACHINERY CASINGS AND

DECKHOUSES PROTECTING.

4. OPENINGS IN FREEBOARD AND SUPERSTRUCTURE DECKS .

5. HATCHWAYS AT POSITION 1 AND 2 CLOSED BY PORTABLE COVERS AND

SECURED WEATHERTIGHT BY TARPAULINS AND BATTENING DEVICES (Reg.

15)

6. VENTILATORS ON FREEBOARD AND SUPERSTRUCTURE DECKS (POSITION 1

AND 2) (Reg. 19).

7. AIR PIPES ON FREEBOARD AND SUPERSTRUCTURE DECKS (Reg. 20)

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

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

10. SIDE SCUTTLES (Reg. 23)

11. FREEING PORTS (Reg. 24)

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

13. TIMBER DECK CARGO FITTINGS (Reg. 44)

95

95.You have been appointed as the Chief Engineer of an older vessel which is in dry dock and recently been purchased by your shipping company. Describe in a letter addressed to Engineering Superintendent, your inspection to ensure that the conditions of assignment are satisfactorily complied with.

Ans) It has been recognised that situation in the draught to which a ship may be loaded makes a significant contribution to hell reserve buoyancy and hence the safety of a ship. These limits are given in the form of freeboards.Freeboards should also ensure adequate stability and avoid excessive stress on ships hull as a result of overloading.Freeboards are assigned to ships according to the rules of load lines convention 1966. The convention deals with determining the freeboards by sub-divisible and damage stability calculations. The regulations take into account the potential hazards present in different zones and different seasons.Condition of AssignmentThese are the conditions which must be met by any ship, before the freeboard is assigned and load line certificate is issued.Initial survey of the ship is carried out by an authorized classification society prior to the issue of international load line certificate (1966) to ascertain condition of assignment of freeboard are fulfilled.

From Mr. S.S. KumarChief EngineerM.V. DamatoSambhavang ShipyardSingapore

To,The Mr. Ravi ShankarTech SuptEngineering DeptDing Dong Shipping Co.Pvt. LtdHong Kong

Subject: Condition of assignment for freeboard

Dear Sir,As per your instructions to me in the head office during my visit regarding the

condition of assignment please find the following;

Following checks were carried out

1. A complete and thorough examination of the ships structure, both internally and externally

2. Hatchways3. Openings in the ships tide, below the freeboard deck and in the sides and

ends of the enclosed super structure4. Machinery casing, companion ways and deck houses5. Freeing ports and shutters6. Ventilators and air pipes7. An examination of all fittings and appliances for the protection of opening

giving access to spaces below the freeboards and superstructure decks the guard rails and of access to the crew quarters

8. Examination of the stability and loading and ballasting information9. The determination of are necessary data required for the computation of

freeboard

After carrying out the above inspection the load line certificate was checked and found to be satisfactory. The ship complies with the highest standard of structured strength required by the rules. I hope above is in order and to the satisfaction of the company.

96

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

Sr. No. Name of Certificate Reference1.

2.

3.

4.

5.

6.

7.

8.

International Tonnage certificate 1969

International Load line certificate

International load line exemption certificate

Intact stability Book let

Damage control Plans & Booklets.

Minimum safe manning document.

Fire safety Training manual

Fire control Plan / Book let

Onboard Training & Drills Record.

Tonnage convention Article 7

L.L. convention (1966) Article 16

L.L. Protocol (1988) Article 18

L.L. convention (1966) Article 6

LL. Protocol (1988) Article 18

Solas (1974) Reg. II-1/22 & II - 1/25 - 8

L.L. Protocol (1988)

Regulation 10

Solas 74 Reg. II - 1/23

2-3-1, 25-8

MSC / Circ 919.

SOLAS 74

2000 Amendment

Reg. V/14-2

Solas'74 (2000 Amend)

Reg. II 2/15.2.3

Solas 1974 (2000 Amend)

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

Fire Safety Operational Booklet

Certificates for masters, officers or Ratings.

International oil pollution Prevention Certificate.

Oil Record Book

International sewage pollution prevention certificate.

Garbage uanacement Plan

Garbage Record Book

Voyage data recorder system certificate of compliance

Document of compliance

Reg. II-2 / 15.2.4

Solas'74 (2000 Amend't)

Reg. II-2 / 15.2.25

Solas '74 (2000 Amendt)

Reg. II-2/16-2

STCW 1978 Art VI Reg I/2

STCW Code Sect A-I/2

Marpol 73/78

Annex I, Reg. 5

MARPOL - 73/78

Annex I Reg. 26

MARPOL 73/78

Annex IV Reg.5

MEPC / circ 408

MARPOL 73/78

Annex V Reg. 9

MARPOL 73/78

Annex V Reg. 9

Solas 74 Reg.

V / 18-8

SOLAS 74

Reg. IX / 4

ISM Code, Para 13

A. Additional certificates carried by the vessels carrying Dangerous Goods.

1. Document of compliance :

With the special requirements for ships carrying dangerous goods as per SOLAS 1974 (2000 Amendments) regulation II-2/19.4.

The administration shall provide the ship with an appropriate document as evidence of compliance of construction and equipment with the requirements of regulations II-2/19 of solas 1974.

2. Dangerous Goods manifest or STOWAGE PLAN Detailed in IMDG code.

B. Additional certificates carried by the vessels carrying NOXIOUS LIQUID CHEMICAL SUBSTANCES IN BULK.

1. International pollution prevention certificate for the carriage of Noxious Liquid substances in Bulk (NLS Certificate)

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

2. Cargo Record Book

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

C. Additional Certificates carried by Gas Tankers

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

This certificate should be issued after an initial or periodical survey to a Gas carrier which complies with the relevant requirements of the Gas carrier code (G.C. Code) Section 1.6.

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

This certificate should be issued after an initial or periodical survey to a gas carrier which complies with the relevant requirements of the International Gas carrier Code.

The code is mandatory under Chapter VII of SOLAS 1974 for gas carriers constructed on or after 1 July 1986.

Reference : IGC Code Section 1.5

IGC Code as modified by

resolution nsc 17 (58)

Section 1.5

97

96.What are the primary strategies for coping with stress affected personnel? How these elements can be best implemented in ships personnel motivating them, for better teamwork?

Ans)Now-a-days it I major problem regarding stress. Everyone is stress affected to some extents (with stress stages). In Shipping people work in isolation as man is a social animal so it leads to dissatisfaction and unnecessary stress. Companies often employ multinational crew, which create a interpersonal conflict and it also leads to stress. As man power is also less on board so if any thing goes wrong then manpower is not sufficient to deal with the problem. This is the main reasons leading to stress which could either be physical or psychological.

Coping the stress:- There are some strategies to managing stress:1) Effective coping strategies2) Ineffective coping strategies: Research has shown that social and emotional

cop with stress. Person maintaining close interpersonal relations with friends and family are able to use more appropriate strategies to cop with the stress social support includes material support (providing resources) and emotional support (listening to person and encouraging him/her) studies have shown that when one does not want support, if given it may prove negative consequences.

Approaches or effective strategies of coping stress includes:-1) Efforts to increase physical and mental preparedness for coping by

(a) Physical exercising (b) Yoga (c) meditation (d) diet management

2) Creative diversions for emotional enrichment(a) Music (b) Art (c) Theatre etc.

3) Strategies of dealing with basic problem causing stress + Collaborative work strategies to overcome stress application (i.e.,) how to overcome pain/ grief etc. which has been caused by stress

Take a hard cook at yourself Determine from where stress originated Initially examine your own contribution to stress experienced by others around

you. Stay alert:- To thing other than you job Takes risks Avoid isolation withdrawing from task Keep communication with colleagues, friends and family Update knowledge and skills to take the challenges brought by changing

technological environmentBesides the above mentioned strategies to overcome stress, all persons should progress stress safety valve. It serves almost two important functions.1) Enable one to escape the direct pressure of work load.2) Counteract the biochemical and psychological changes that occur when

mobilized to deal with stress

Few safety valve’s are suggested below:- Changing gears:- Shifting from one work to another Exercise Pampering yourself Get involved Warm up slowly Cut back on excessive work hours

Now-a-days, rules/regulations by ILO (International Labour Organiation) IMO, WHO etc also helping to overcome stress.For example: In ILO there are lots of convention line(a) Working hours (minimum) and rest(b) Accommodation with facilities(c) Responsibilities for each person companies are also helpful to overcome stress

i) With telephone/email facility (one can talk to home/friends/relatives) so good communication is helpful (in all levels)

ii) Training of ship personneliii) Developing good plans for safe operation of shipiv) Checklists for safe workingv) Providing gymnasium (sport, exercising etc) welfare club (movies, magazines,

newspapers etc)vi) Previleges to go ashore (boat services or other assistance etc) so it can be

said that if a person is provided support (financially guidance, understanding and looking after etc) then stress levels can be reduced to some extent.

Motivation theory: This theory can be applied to such persons (stressed) to change them by using:1) Loyalty: creating greater trust, better communication and sharing problems. The

sense of belonging will motivate the person to work for a team2) Understanding needs/grievances with respect to

money/wages/appraisal/promotion, special recognition for good work by seeking to clear a more transparent atmosphere, so that no ambiguities remain.

3) Rewarding performance which will motivate the performances to work harder and create an environment of “willingness to improve”

4) E40 is he key factor of motivationPraise raises their self esteem and encourages them to work

5) Making responsible: Assigning responsibility for doing a particular job makes a person feel important

6) Encourage interaction7) Genuine empathy: Understanding the person will improve relationships and

hence the performance of every individuals in the team.8) Providing rest when no requirement for work9) Making proper plans/guideline for doing a task and also providing necessary

resources10)To share the work load

As per “Maslow” theory : Maslow he one of the best framework by which one can understand employees, needs and use the motivation theory to help the individuals satisfy needs while helping the person to satisfy its own need

98

Most of the merchant ships trade internationally all over the world. Many companies today employ multinational crew on board. People from different countries not only have different cultures but have different beliefs values and attitudes. This kind of backgrounds can lead to differences in opinions / perceptions which may create problems on board ships.

While satisfying organizational needs, A person in addition will try to satisfy his own individual needs. As a result of this individuals join together knowingly or unknowingly to form groups and social systems. Being a social animal, he has to interact with other fellow working men. Hence there are chances of interpersonal conflict.

Attitude and behavior makes a person liked or disliked among others in a group. This results in the formation of groups with like minded people. Wherever there are groups, there are different arms and goals. Hence chances of conflict.

In an organization conflicts can be due to

Unnaturally competitive environment

Differences in values, goals, attitudes expectations

Stereotyped behavior stubbornness unfair decisions or wrong judgement due to some prejudices.

Someone taking under advantage and not sharing in team work.

Misunderstanding lack of understanding or communication

Ego.

Conflicts may be actual or even threatened with the misuse of force, which proves hindrance in any continuing social or working relationship interpersonal conflicts creates an unhealthy atmosphere on board. It not only affects the efficient running /operation of the vessel but could also become a safety hazard.

Strategies for Interpersonal conflicts resolution

There are lot of theories about interpersonal conflict resolution. A few of them are :

i) Lose - Lose : wherein both parties lose

This could be achieved by

a) Compromise

b) Pay off one of the party

c) Arbitration or the use of outside party

d) Resort to bureaucratic rules.

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

iii) Win - Win : This is the most desirable strategy of conflict resolution from a human and organizational stand point. Energies and creativity are aimed at solving the problem rather

than defeating the other party. The needs of both parties in the conflict situation are met and both parties receive rewarding outcomes. Win-win decision strategies are associated with better judgments, favourable organizational experience and more favourable bargains.

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

Amicable solution could be found where acceptance of differences can be agreed upon.

Interpersonal conflict can be resolved by developing a co-operative relationship based on job related performance rather than on communal / race basis.

To avoid interpersonal conflicts or to minimize

A biased approach should be avoided

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

Individual must be respected for his skill / effort.

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

Instructions / Directives should be clearly explained to all.

99

99. State the elements of strategies needed for improving performance from a team member of engine room personal looked upon as an organization. Underline the steps taken to reduce mutual conflict and clarify their role responsibility.

Ans.

The elements of strategies needed in a good manager / chief engineers are

Inspires a Shared Vision 

An effective manager / chief engineer is often described as having a vision of where to go and the ability to articulate it. Visionaries thrive on change and being able to draw new boundaries. A U.S. Senator once said that a leader is someone who “lifts us up, gives us a reason for being and gives the vision and spirit to change.” Visionary leaders enable people to feel they have a real stake in the project. They empower them to experience the vision on their own. According to Bennis “They offer people opportunities to create their own vision, to explore what the vision will mean to their jobs and lives, and to envision their future as part of the vision for the organization.” 

Good Communicator 

The ability to communicate with people at all levels is almost always named as the second most important skill by managers and team members. Leadership calls for clear communication about goals, responsibility, performance, expectations and feedback. There is a great deal of value placed on openness and directness. The manager / chief engineer is also the team’s link to the larger organization. The leader must have the ability to effectively negotiate and use persuasion when necessary to ensure the success of the team. Through effective communication, manager / chief engineer support individual and team achievements by creating explicit guidelines for accomplishing results and for the career advancement of team members. 

Integrity

One of the most important things a manager / chief engineer must remember is that their actions, and not words, set the modus operandi for the team. Good leadership demands commitment to, and demonstration of ethical practices. Creating standards for ethical behavior for oneself and living by these standards, as well as rewarding those who exemplify these practices, are responsibilities of manager / chief engineer. Leadership motivated by self-interest does not serve the well being of the team. Leadership based on integrity represents nothing less than a set of values others share, behavior consistent with values, and dedication to honesty with self and team members. In other words the leader “walks the talk” and in the process earns trust. 

Enthusiasm 

Plain and simple, we don’t like leaders who are negative-they bring us down. We want leaders with enthusiasm, with a bounce in their step, with a can-do attitude. We want to be believed that we are part of an invigorating journey-we want to feel alive. We tend to follow people with a can-do attitude, not those that give us 200 reasons why something can’t be done. Enthusiastic leaders are committed to their goals and express this commitment through optimism. Leadership emerges as someone expresses such confident commitment to a project that others want to share his or her optimistic expectations. Enthusiasm is contagious and effective leaders know it. 

Empathy

What is the difference between empathy and sympathy? Although the words are similar they are, in fact, mutually exclusive. According to Norman Paul, in sympathy the subject is principally absorbed in his or her own feelings as they are projected into the object and has little concern for the reality and validity of the object’s special experience. Empathy, on the other hand, presupposes the existence of the object as a separate individual, entitled to his or her own feelings, ideas and emotional history (Paul 1970). As one student so eloquently put it “it’s nice when a manager / chief engineer acknowledges that we all have a life outside of work”.

Competence

Simply put, to enlist in another’s cause, we must believe that that person knows what they are doing. Leadership competence does not however necessarily refer to the manager / chief engineer’s technical abilities in the core technology of the business. Having a winning track record is the surest way to be considered competent. Expertise in leadership skills is another dimension in competence. The ability to challenge, inspire, enable, model and encourage must be demonstrated if leaders are to be seen as capable and thus competent. 

Ability to Delegate Tasks

Trust is an essential element in the relationship of a manager / chief engineer and their team. You demonstrate your trust in others through your actions. How much you check and control their work, how much you delegate and how much you allow people to participate. Individuals who are unable to trust other people often fail as leaders and forever remain little more than micro-managers, or end up doing all of the work themselves. As one management student put it “a good leader is a little lazy.” An interesting perspective! 

Cool Under Pressure 

A leader with a hardy attitude will take problems in stride. When a leader encounters a stressful event, they consider it interesting, they feel they can influence the outcome and they see it as an opportunity. “Out of the uncertainty and chaos of change, leaders rise up and articulate a new image of the future that pulls the project together” (Bennis 1997). And remember, “never let them see you sweat”. 

Team Building Skills

A team builder can best be defined as “a strong person who provides the substance that holds the team together in common purpose toward the right objective”. In order for a team to progress from a group of strangers to a single cohesive unit, the leader must understand the process and dynamics required for this transformation. He or she must also know the appropriate leadership style to use during each stage of team development. The leader must also have an understanding of the different team players styles and how to capitalize on each at the proper time, for the problem at hand. 

Problem Solving Skills 

Although an effective leader is said to share problem solving responsibilities with the team, we expect our manager / chief engineers to have excellent problem solving skills themselves. They have a “fresh, creative response to here-and-now opportunities”, and not too much concern with how others have performed then.

EARNED VALUE MANAGEMENT

Earned Value Management is a methodology used to measure and communicate the real physical progress of a project taking into account the work complete, the time taken and the costs incurred to complete that work.

Earned Value helps evaluate and control project risk by measuring project progress in monetary terms.

We spend time and materials in completing a task. If we are efficient we complete the task with time to spare and with minimum wasted materials. If we are inefficient we take longer and waste materials.

We also plan how we will accomplish the task. How long it will take, the resources we need and the estimated costs.

Following the above strategies and making each individual aware of these strategies can reduce mutual conflicts amongst staff.

Also the individual should be motivated and make them realize the importance of their job for the ship.

Teamwork should be explained to them as:

Team building is a process of awareness building.

It’s helping people to understand that they are greater collectively than individually.

It is an understanding that all of our decisions will be better when some degree of collaboration is applied.

THERE IS NO “I” IN TEAM.

100

100. As Chief Engineer Officer how will you motivate good inter personal relationships and teamwork.

Ans. A Chief - Engineer officer has to be a good manager to achieve his goals safely and successfully. On board a vessel, chief engineers’ goals are mostly related to physical work such as maintenance of machinery and running of engine room operation smoothly etc.

Jobs involved on board ship cannot be done alone or just with the involvement of 2 or 3 persons. If needs 'team work' and good 'Inter personnel relationship' among the team member to complete a job smoothly and safety so it becomes very important for chief engineer to inculcate good inter personal relationship and team work in the engine room staff to get the job done.

But there are some factors which causes dissatisfaction and de motivation on-board. Chief Engineer should try to remove the causes for this dissatisfaction and de-motivation to achieve his goals as teamwork.

Following are the reasons for dissatisfaction and denomination:-

1) Multinational crew onboard: Difference of culture, values language religion and poor understanding of each others problem.

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

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

4) Frequent port of Call: Duties at port require more physical effort and longer working hours.

All these factors lead to do silly mistakes by a person. He adopts shortcuts to finish his job.

Following factors also leads to psychological stress and ultimately to de-motivation.

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

2) Not being relieved on time.

3) Difference of opinions among colleagues

4) Dissatisfaction with company policies / arguments with regard to salary / promotion / leave and found on board.

Inter personnel Relationship : The key to good inter personnel relation ship is that the people should know each other well so that they are able to understand the values, knowledge and the skill other people do have. For this to happen people should come together so that they can interact with each other. So chief engineer should try to ensure that people interact with each other. Quite often this can be done by:-

i) Morning tool Box meeting : Should involve whole engine room staff during assigning the daily E / Room work, safety precautions to be taken and suggestion for the improvement of work process should be discussed.

ii) During tea Breaks : All E/Room personnel shook sit together for tea in the tea break session during working hours where crew can discuss the work in progress or other things which they feel to discuss.

iii) There should be training session onboard in which all crew sit together and in safety committee meeting should try to ensure the participation of the maximum no of crew.

iv) People should sit together in officer lounge or crew lounge to watch movies or play games.

v) In a month there can be kept a day for sport where all the people should participate.

vi) Parties and get together should be organized so that people can inter act with each other.

If these above mentioned problems are addressed a good team work can be obtained while maintaining good inter personnel relationship and goals can be achieved safely within time frame and peacefully using resources properly.

To motivate the good inter personnel relationship and team work C/E should do the following.

1) C/E has to communicate with people onboard (E/R staff) one should create a trust in him of others. C/E should understand the problems of individuals through open communication. Good communication skills help to interact with each other and create good harmony among the team.

2) C/E should understand needs / grievances with respect to money / wages approval / promotion, special recognition for good work by seeking to create a more transparent atmosphere so that no ambiguities remain.

3) Recording Performance: Which will motivate the performer to work harder and create an environment of "willingness to improve".

4) Assigning responsibilities to an individual / team for doing a particular job makes him feel important (Give feeling of an important part of team and perform with greater skill and efficiency).

5) Justifiable praising: which should be specific to his / her actual performance this makes performer feel good" often a pat on back works under this motivated person will work harder than who works for money

6) Conduct small gathering / parties / meeting: this makes the people to feel a part of the team, interact and understand the others it helps in good inter personnel relationship and motivation.

7) Discuss problems regarding signing off, payment and through master contact the company office to solve the problems.

8) Use common language which every crew understand, while communicating with others onboard.

9) Also try to ensure that food is served onboard without any discrimination.

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101. As Chief Engineer on board stress the issues you will address for lack of motivation, differences in attitude and to increase sense of competitiveness for better management and effective control? Also formulate a flow chart for a work programme to be availed within a target date from a group of Engine Room Personnel of above mentioned mixed thought processes.

Ans. Lack of Motivation: - Man is a social animal and to make him work in isolation will lead to dissatisfaction and unnecessary stress. Companies often employ multinational crew, which may lead to potential conflicts. In order to improve profitability, companies try to reduce the number of crews on board to a minimum. In case every thing works properly, there is no perceived problem. In case something should go wrong, the manpower available is not sufficient to deal with the problem. This is one of the main reasons leading to stress, which would either be physical or psychological.

Reasons leading to physical stress & then to lack of motivation could be reduction in manpower on ships to reduce costs or frequent calling at ports. This leads to an imbalance in the human biological clock, when working/rest hours (in port) are different from those at sea... Duties in ports may require far more physical effort and longer working hours due to the work load – completing the work to sail.

Therefore officers and crew members, working in above environment, will reveal typical symptoms of fatigue. Reasons leading to de-motivation could be:-

Problems at home/family endNot being relieved on time which could lead to home sickness.Differences of opinion among colleaguesJob pressuresDissatisfaction due to company’s policy; arguments with regards to salaries/promotion/leave etc.,

Issues and reasons related to differences in attitude:- INTEREST: - Different people have different interests in a work organisation.

In ships environment different people like different jobs. Some people are expert in finding out solutions to a problem, some are very good in workmanship, and some are good in planning. But, the problem is usually confronted when these interest are not met. Thus attitude of a person changes. KEITH DAVIS (professor of management in the School of Business Indiana University) said, “Human relations, an area of management practise, are the integration of people in to work situation in a way that motivates them to work together productively, cooperatively and with economic, psychological and social satisfaction.” It simply means that there should be no diversity in interest; but an attempt should be made to integrate the interest of each person with the interest of all others in the organisation.

COOPERATION: - No objective can be achieved without cooperation among people. In shipboard management also if subordinates are not satisfied with cooperation of their superiors, attitude of a person is bound to change as a result, a problem of disobedience, lack of interest or even confrontational behaviour itself will be evident. In KEITH DAVIS’ definition; secondly, principal

PHYSIOLOGICAL NEEDS

SECURITY NEEDS

BELONGINGNESS NEEDS

ESTEEM NEEDS

SELFACTUALIZATION NEEDS

food

stability

friendship

status

achievement

objectives of integration should be to secure the willing cooperation of the employees. As a result of sincere efforts on the part of management, the workman can be motivated to offer their willing cooperation for achieving the targets of greater, better and cheaper production. In ships, an environment of cooperation is essential due to diversity in kind of work/jobs required on board at a given time. To do this, personnel have to understand each others comfort and care for their help in any situation.

PERCEPTION: - Human beings react to different situations differently. Even the same human beings may react to different situations differently at different points of time. The way a human being looks at a thing is called “perception”. It is worth noting that perception of a fact may not be the fact itself. Then reality as it is and the reality as we see it may be quite different. As a matter of fact we see realities in our own way and consider that to be the only way.

There are various need levels which a human being attempts to satisfy through work; which was first written by Mr. A. H. MASLOW, known as MASLOW’S NEED HEIRARCY 1943:-

Maslow viewed human motivation as a hierarchy of five needs, ranging from the most basic physiological needs to the highest needs for self actualization.

Physiological needs are the most basic physical needs for food, water shelter, etc. On shipboard environment, engine room temperature, proper ventilation/E/R blowers; engine control room A/C not working and accommodation A/C not functional or food served is not of taste, then attitudes of people are definitely bound to change.

Security needs are the needs for a safe and secure environment in the work place. If people are not happy with wages, bonuses, etc; their behaviour will show in negative approach towards job requirements.

Belonging needs relate with their relationship with other ship staff. If people are involved in backbiting, lot of politics, then people’s

behaviour will not be in favour of ships efficient running. Hence atmosphere has to be guarded against these factors

Esteem needs relate to pat on the back when certain jobs are done. This creates lot of wonders. Every one wants word of appreciation from others/superiors. That creates a lot of faith between themselves.

Self actualization need relate to peoples self fulfilment. This is highest & most matured approach towards a situation/persons. In this, person wants to help others; impart some knowledge to them; guide them and be happy in himself. These types of people to be regarded in same manner

As a manager, I have to be seeing always above stated needs when dealing with persons on board. I have to see that where a person concerned stands and accordingly I have to make an atmosphere of cooperation, to increase fair competitiveness to achieve another step in the hierarchy triangle. Once faith is established, manager has full control over situations/persons. People may have their own mixed thought processes; that means in a group of people, some may be on first step or others may be on say second or third step; but as far as manager knows where they stand and why a particular person behaves in a particular manner. He has to act according to that. Here, mixed thought processes and different attitudes can be turned around to make positive effect on efficient running of ship. FLOW CHART: - for a work program to be availed within a target date from a group of engine room personnel of mixed thought processes. Liner renewal within 12 hoursShip Name :- M. V. Darya GanjCo. Name :- Chellaram Shipping (HK) Ltd., Hong KongLast departure port :- GOA (INDIA)Arrival Port :- DALIAN (CHINA)ETA :- 15th May’07 @ 0200 hrsEngine :- 6S42MC, MAN B&WBHP :- 8370Personnel :- C/E, myself, INDIAN; age – 34 yrs :- 2/E, Bangladeshi, -- 39 yrs :- 3/E, Ukrainian, -- 39 yrs :- E/O, INDIAN, -- 50 yrs :- Fitter, INDIAN, -- 45 yrs :- Oiler, INDIAN, -- 50 yrs :- Tr. Wpr. 1, INDIAN, -- 22 yrs :- Tr. Wpr. 2, INDIAN, -- 22 yrsPerceived behavior & thinking of E/R personnel:-2/E: - is in the company from long time, wants to pursue a career with company and wants to become chief engineer as fast as possible. Full of motivation, fast worker, but expects others also to be in same speed, but looses control if expectations are not met. Do not get along well with fitter and 3/E.3/E: - is new in company and due for sign off; hence has casual attitude and lacks in interest, motivation. Do not believe in PMS. Believes that “if this is working OK, why to open it.” Very hard working but chooses work

according to his wish. Small jobs, he does not consider for himself. He is not always obedient to me and 2/E.E/O: - Old hand of company. Specialist in deck cranes and other electrical jobs. Has good knowledge and experience. Has drinking habit, due to which is not reliable. Does not like late night or early morning working. Has complaining nature. Do not get along with C/O. But, gets along nicely with 2/E and 3/E.Fitter: - Old hand of company. Very hard working and full of motivation, but highly short tempered. Likes others to work/help with him; especially 2/E. He wants superiors to give ideas for work. Does not like only orders, expects others to have a discussion prior bigger, technical jobs. Does not like late evening and early morning working.Oiler: - Old hand. Not much interested in jobs. Wants to finish his time for the day and leave E/R. Does only jobs which are ordered. Sometimes shows short temper. Does not participate in technical job discussion. Wants good overtime. Always complains about tr. wprs. Is not interested in their training also.Tr. wprs: - Both are young and obedient and hard working. Cannot be given independent jobs, and they are under training. On 1st May’07, while making/checking maintenance status of Main Engine, found out that a liner renewal is coming due this month. Spare new liner is found OK after calibration. New piston rings made ready and put in spare piston with new stuffing box after calibrations. During sailing itself, spare piston removed and kept on cyl. head platform, i.e. on 14/05/07 pm. I have checked tools with the help of 2/E. 1) Liner measuring tool 2) Feeler gauges 3) Liner lifting tool 4) Hydraulic jacks 5) Hydraulic p/p and pipes 6) All required spanners(told to fitter) 7) Crankcase job to 3/E; his spanner and jacks are made ready with him. As he likes working independently, he himself has prepared for the job. But, 2/E is in between checking all the tools. I have personally told 3/E that night 12 o’clock will be 2 hrs notice; hence he can take leave from E/R @ 1500 hrs, after preparing for crankcase job with oiler. He has prepared and left, very happy as he is signing off and new 3/E (with higher ticket) is signing on. I have clearly communicated to Co. that new 3/E must be sent in the morning or may be up to noon; so that new 3/E gives hand to old 3/E and handing over-taking over is done timely. Since job is lengthy and requires continuous stressful working, fitter is also given rest @ 1500 hrs. 3/E @ standby has to call me and 2/E in the morning. Job is scheduled to start @ 0630 hrs. My effort has been to make engine room personnel happy and sufficiently rested before starting job. 2/E will stay up to 1730 hrs, put watch in 3/E cabin and take leave. Now all tools ready, job planning is:-0630 to 8000 hrs – cyl. head out & banjo bolts for quills out.1000 hrs – piston out

1200 hrs – cyl. liner out1300 hrs – new cyl. liner in (people have lunch one by one and work continues)1400 hrs – spare piston in1500 hrs – spare piston tightened and quills bolts tightened1600 hrs – cyl. head tightened1700 hrs – all connections finished1800 hrs – water opened up1900 hrs – engine to try out. 3/E is conveyed that, since he will depart @ 2000 hrs only and since he has been working very hard and I had been happy with his jobs; hence not to loose interest in the job; finish it with all his vigor and interest and utilize new 3/E also fully. New 3/E is told you have to help him as he is signing off and you have to face the problem; if anything goes wrong and he has been offered a promotion by Co. when present 2/E signs off. Hence he will be thorough with all the jobs of Main Engine and fully responsible for this job. He is not given the impression that I will be judging him for his promotion, and this fact is communicated that I have all the faith in him (by body language), but simultaneously watching him also. The entire job finished at 2000 hrs as jacks started leaking. Liner came out easily and new one went in easily. In between 2/E took over crank case job and I was at cyl. head. 3/E took over fully. It has taken 13½ hrs. 3/E has signed off happily with a warm hug by me and 2/E. Happiness was there on every face and one tr. wpr. and fitter; 2/E & E/O went out together for relaxation. Although people are of mixed thinking, but if faith is developed and love and affection is communicated honestly it does wonders

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

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

ii) Understanding needs / grievances w.r.t. money / wages apparel / promotion, special recognition for good work by seeking to create a more transparent atmosphere, so that no ambiguities remain.

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

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

v) Responsibility helps the person to participate willingly as responsibility imparts a sense of importance.

vi) Encourage in action thereby facilitating team work.

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

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

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

4. Attitude and motivation development : Shipping companies are trying various theories to develop individual's attitude and motivation by applying techniques like positive reinforcement, behaviour modification, stress relief etc. It may be in manner of continuous employment in company and on rotation basis, so that the individual can

plan his leave and come back on finishing his leave, for better prospect and need of money, self esteem, security etc. As a chief engineer, one should deploy techniques to identify and slowly change the behaviour of dissatisfied personnel. Due to the complexity of the world and increase in personal needs, competition is also increasing. One has to prove that he can fit into any organization. The attitude and motivation is also improving by the fear of losing job.

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

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

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

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103. What planning means for a Chief Engineer being the technical head on board ships and how he can determine in advance of a personnel programme that will contribute to goals established for the vessel?

Ans. Role of Chief Engineer:- Chief Engineer being the ‘head’ of engine room department, can play a vital role in enforcing the elements of STCW training such as:-

1) Identifying/training all seafarers who are newly employed on board ship before they are assigned any duties.

2) Providing an opportunity to all newly joined seafarers to – a) Visit the spaces in which their primary duties will be performed, b) Get acquainted with the location, controls and display features of the equipment they will be operating or using c) Activate the equipment when possible & perform the function using the control on the equipment & clearing any doubt about the operation/safety precautions to be followed3) C/E should establish a time period, within which a newly joined person is fully acquainted

with area of his work, safe operation & maintenance procedures of equipment, specific watch keeping, safety and environmental procedure

4) He can designate an officer who is responsible for giving training to a newly joined person5) He should make sure that drills are carried out in a realistic manner & during drills he can judge the persons performance. If some crew members are not performing up to the required standard additional training can be given to them.6) Seafarers should be invited for discussion in meetings like safety meetings, to make him feel he is part of this important system7) Any short comings of an individual must be brought to his notice & further training required on board given to him.8) Regular training sessions should be conducted on board & crew member should be invited to participate in the meeting

STCW 95 – Section A- 1/6, deals with the training & assessment of seafarers. It states that training and assessment of seafarers should be structured in accordance with written programs which include methods/media of delivery procedures and course material as are necessary to achieve the prescribed standard of competency. Also Section B- 1/6 deals with the qualification of instructors and assessors. It says that each party should ensure that instructors and assessors are appropriately qualified and experienced, for the particular types & levels of training or assessment of competence of seafarers.

A Training Program can be structured for an engine room personnel on board in a following manner:- Safety First :- Observe safe working practices

(a) Importance of safety(b) Ship familiarization hazards(c) Nature of ship board hazards(d) Personal Protective Equipment

(e) Use of demonstration of L.S.A.(f) Checklists for hazardous operations like ‘hot work permit’, ‘enclosed

space entry’(g) Loading and unloading cargo(h) Handling deck machineries

Operation & Maintenance of All Machineries :- (a) Starting & stopping of M.E. (b) Starting & paralleling of generators(c) Operation & maintenance of auxiliary machineries including pumping

and piping system, auxiliary boiler plant, steering gear system, ref. & a/c plant

(d) Manage F.O. & L.O. operations such that pollution of marine environment is prevented

(e) Operation of all internal communication systems on board(f) Methods for pollution prevention, pollution avoidance and

containment of pollutants(g) Pollution by sewage from ships, pollution by garbage from ships,

pollution by oil from ships etc(h) Contents of maintenance of log books, chemical consumption book,

spare part consumption book, work done book, oil record book.

Complying with Emergency Procedures :-(a) Explain the term Emergency; as a situation which is a threat to life,

property or environment(b) Types of emergencies i.e. fire, collision, grounding, piracy, terrorism,

flooding, electrical system failure resulting in black out, oil pollution etc.

(c) Ship board contingency plans for response to emergencies(d) Drills, musters & review to combat emergency situations(e) Value and need of drills and training.

Understand orders and be understood in relation to ship board duties :-(a) Importance of communication(b) Methods of communication(c) Barriers in communication(d) Effective transmission skills(e) Consequences of wrong & ineffective communication

Contribute to Effective Human Relationships on board ship :-(a) Interpersonal relationships(b) Team building & team work(c) Health & hygiene on board.

If engine room personnel do not attain the standards within the specified time periods of a well structured training program, the person/s may need special shore-based training and the proposal should be forwarded to the ‘training cell’ of the company. The company can then make sure that the person gets appropriate shore-based training & can rejoin the ship later.

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104. State definition of organisation and its key components. As a Chief Engineer on board perceive how this issue can be best addressed for effective crew and engine room management?

Ans. Organising is the process of arranging and allocating work, authority, and resources among an organisation’s members so they can achieve an organisation’s goals efficiently. Different goals, of course, require different structures. E.g. an organisation that aims to develop computer software needs a different structure than a manufacturer of blue jeans. Both requires organising teams of professional having different skills. Thus managers must match an organisation’s structure to it’s goals and resources, a process called organisational design.

Key components of organising:-

1) list the work that needs to be done to accomplish organisation goals.

2) Division of work – Divide the total work load into tasks that can logically & comfortably be performed by individuals or groups.

3) Departmentalisation – Combine tasks in a logical & efficient manner. The grouping of employees & tasks is generally referred to as departmentalisation.

4) Coordination – Set up mechanisms for coordination. This integration of individual, group & department efforts makes it easier to achieve goals.

5) Monitoring – Monitor the organisational structure’s effectiveness & make adjustments as needed.

In view of organising, the tasks/goals of a chief engineer are multi-faceted:-

Know and understand team members.

Assess, analyse & determine each individual member’s strengths & weaknesses.

Help team members in developing specific skills, based on various situations encountered, in order to address the various challenges likely to be faced.

Set goals, for the development of each member of the team.

Motivate by setting an example for others.

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105. Establish relationship between power and control underline the various potential barriers that must be overcome for successful implementation of crew management on board ships?

Ans) Power may be defined as the ability or the potential ability of a person or a group to influence another person or group. A key component of that definition is the concept of influence as the means for affecting others. Another critical dimension of the definition is the notion of the potential to influence others whereas control may be viewed as the process by which management assures that the actual activities conform to what was planned. Controlling assures that the right things are done in the right manner and at the right time.

Control is the managerial process for measuring progress towards planned performances and when required taking corrective actions. Whereas power is found in individuals who are managers or informal leaders. Scholars debate as to how pervasively power networks affect any organisation, but same believe that almost all interpersonal relationships are affected by power or by its potential.

In an organizational context, many people prefer to work for a superior, who’s successful at getting things dare and is able to obtain support from others. Such a superior has power or “clout” and as a result can get:

(i) Better than average pay for subordinates(ii) Good jobs and promotions for subordinates(iii) Early warnings on policy shifts and procedural changes(iv) Resources and expenditure approvals that exceed budget(v) Personal access to top management decision makers

Control fulfills a member of organizational purposes. First, control helps to merge short range and long range plans into a state of greater consistency. It makes certain over long periods of time, that original goals and plans are still being followed:Second, control helps bring consistency to the activities and accomplishments throughout the organization in an ends means manner i.e., the final outcome of one work unit becomes, the means or input by which the next work unit begins.Third, control can help bring individual behaviors in line with organizational goals by monitoring absenteeism working hours and performanceThus, control is the mechanism by which organisations adapt to changing conditions in the business environment mistakes and errors organizational complexity, costs and delegation etc.Man is a social animal and to make him work in isolation will bad to dissatisfaction and unnecessary stress. Companies often employ multinational crew, which may lead to potential conflicts. In order to improve profitability companies try to reduce the numbers of crew on board to a minimum. In case everything works properly there is no

perceived problem. In case something goes wrong, the manpower available is sometimes insufficient to deal with the problem. This is one of the main reasons leading o stress which could either be physical or psychological.Reasons leading to physical stress could be reduction in man power on ships to reduce costs or frequent calling at ports. This leads to an imbalance in the human biological clock, as working/rest hours (in port) are different from those at sea.Duties in ports may require for more physical effort and longer working hours due to the work load – completing the work in time to sail. Hence, officers or crew members working in the above environment, will reveal typical symptoms of fatigue like.]a) Lack of invest/motivation b) Tendency to take short-cuts to somehow complete the work on time c) Short tempers leading to conflicts over trivial issues. d) Doing silly mistakes, out of carelessness/due to overwork.Such a person could now be a potential hazard on board ships.Reasons leading to psychological stress could be:a) Problems at home/family endb) Not being relieved on time, which could lead to home sicknessc) Differences of opinion among colleaguesd) Stringent dead-lines at work, job pressurese) Dissatisfaction with company policies with regard to salaries, promotion, leave etc.

Officers/crew under psychological stress will reveal particular symptoms like(i) Repeating mistakes(ii) Become quarrelsome or obstructive(iii) refusal to follow instructions(iv) Reduced interaction/remaining in solitude ‘withdrawal’ symptoms(v) Reduced output/work efficiency some other potential barriers are as discussed

below:

a) Lack of adequate and clear knowledge of the subject: This requires specific details about the topic you wish to communicate without which you cannot guide anyone properly.b) Too much detailed communication whereby the message can become too complex to be comprehensible only relevant material must be included, otherwise the communication will end up being unnecessarily confusing and vague.c) Lack of transparency in dealing with the crew should be avoided. Developing a cooperative relationship, based on job related performance rather than a command/race basis with motivate people to work as a team in a healthy atmosphere.A common language should be used for communication to reduce the possibility of misunderstanding orders. Team work and cooperation should be emphasized when addressing a group.If you have reason to believe that two or more people do not get along well together, either get them to sort out their differences or, they should

not be put together for any particular task. They must be made to realize that we must always see each others strength and not weakness. This can go a long way in overcoming the potential barriers leading to an effective crew management.

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106. As a team leader and resource manager identify the issues that could be addressed for maximum utilisation of potential of technical personnel on board ships. Examine the development in compensation and benefit practices and trends followed thereof?

Ans. Resource management as a team leader is very important and can be discussed under the following heads.

1. Incentive programmes.

2. Long term personal development concept

3. Human Resource quality assurance

4. Attitude and motivation development

5. Emergency Responses.

1. Incentive programme :- Incentive is normally a reward that encourages on action or efforts on board various motivating procedure and techniques are followed to encourage people to carryout their work. Hard work should always be recognized and appreciated person can be various types on board for eg a person can be given early off. Once he reaches target job for the day.

He can also be given little extra overtime for quality & quantity of job input for the crew hours is not just the sum of money. It's the port of recognition.

2. Long term personal development concept:- It is gaining attention in all the industries service providers sector especially. In shipping most of the company follow the practice of keeping personal on contract basis and one the contract is over company has nothing to do financially with the seafarer. It is difficult to retain talent as people get altercated to the monitory benefits offered by other companies so it is essential for the companies to retain talent for long term use and their personal development.

Different methods & means are employed by the companies to retain seafarers like for eg pay round the year wages or put the seafarer to the same vessel or sister vessel etc.

Small favors done by companies can go a long way in developing personnel relationship between company and seafarers.

Human Resource Quality Assurance

It is notified that 20% of the accidents in shipping are caused by human error. He operating hands are more valuable concern than the equipment quality of personal employed onboard is achieved by following techniques of management with respect to selection of seafarer. Training of seafarer and subsequent exposer of seafarer with the environment.

Manning dept need to asses the potential of seafarer prior selecting them.

Various psychological, professional & aptitude tests are carried out followed by through personal interview. Right person for the right job at right time is selected.

Altitude and Motivation Development

Most successful leaders have learned to understand the concept of human motivation and are able to use that understanding to achieve high standards of subordinate work performance.

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107. As a Chief Engineer how do you perceive an error committed by an engine room staff? While classifying an error common onboard ships state a modality to prevent such occurrence.

Ans. As a chief engineer, perception of an error committed by an engine room staff depends on whether the staff member is a rating or an officer. If the staff is a rating, then the chief engineer need not take it so seriously since the rating need not have much expertise and responsibility. The rating needs to be told to be careful the next time he does something. Preferably, he should do it under the supervision of an officer till the rating gains enough confidence to do the job alone.

If the error is committed by an officer, it should be viewed with seriousness especially if the officer is a senior person. This is because an officer should have sufficient expertise and responsibility to do the job correctly on his own and also to guide his juniors.

Irrespective of whether an officer or a rating is involved, if there is evidence or suspicion of foul play, the matter should warrant a serious investigation and consequent disciplinary action against the guilty party.

MODALITIES TO PREVENT ERRORS If a person on board is under-performing, he/she needs to be politely but

firmly told that such a state of affairs will not be tolerated. The person who is at fault, should never be humiliated in front of his juniors or in front of others. This will only lead to loss of self esteem and a vindictive attitude. It will not improve his performance. Instead, he should be told in private about the error. Constructive criticism should be offered. The sandwich treatment should be meted out, i.e. praise, then criticise, then praise again. The person should be made to understand that his wrong action, is being targeted and not he as a person. Proper communication skill should be used in dealing with the concerned person. Make sure that the person understands what he is told. Find out the reason why the error was made. It could be because of lack of knowledge, reluctance to do that job, lapse of concentration or some personal problem or some health problem. The underlying cause should be identified and corrective action taken. Another way to prevent error is for an officer to use his judgement while allocating work. People who have difficulty in getting along with each other should not be made part of the same team. Before allocating work, see whether the concerned person is capable of doing the work alone or he needs supervision or assistance. Also, people who have a liking for a particular job, should, as far as possible, be given that job. E.g. a rating who likes to overhaul an auxiliary engine cylinder head, should be allocated that work; while some other rating can be made to clean the engine room.

109

109. Classify the common type of technical and humane crisis situation prevalent on board ships? In each case as a Chief Engineer how do you propose to plan, manage and handle such situations arising on board?

Ans. The common types of situations are as follows:-1. Deficiency in Knowledge and skill: There could be bad relationship of a

subordinate with his/her immediate superior or with co-workers; e.g. a person having insufficient knowledge or poor skills could be unaware that his/her work is not up to the mark. This could lead to erroneous perception, that he/she is being ‘victimised’ by the superior.

2. Different styles of functioning: This may happen, when a superior doesn’t make expectations/style of functioning clear upfront. E.g. a new chief engineer joins a vessel and starts pushing his staff for not providing him the required inputs, which he has not specified, unaware that his methods are different in comparison with the outgoing chief engineer who preferred to collect data himself and neglected to train staff in doing the same.

3. Breakdown of Support system:- This could arise if there is poor technical support or lack of communication with the ship staff, which would then be de-motivated, i.e. not interested in communicating/completing the work assigned to them.

4. Broken promises:- Integrity means that you “Do what you say”. Don’t make promises that you cannot keep. If this happens then the team will loose all enthusiasm to perform their duties as they loose trust in your words. Examples of such promises could be; those made for promotion after a short interval, but finally not granted during the contract, refusal of overtime/allowances which were earlier given, refusal of supply of personal protective equipment, when same is needed as per SMS, budgeting supply of important spares, etc,. If something is not in your power to grant, make this known in your dealings, so that it should not be misunderstood as a broken promise.

Success is the achievement of one’s goals. All the above listed issues are important for safe running of the ship & profitability of ship’s operations.Safety on a ship is critically dependent on not just the safe running of various machinery, but also on the existence of the values and relationships the officer and crew have with each other. It is not always the tech savvy approach that makes the difference in safety, but the relationship the people build that may play a greater role.Failures of any machinery item, may not necessarily lead to an accident. As a matter of fact, in the majority of accidents reported the single largest cause is mistake done by staff despite knowing how and when a task is to be done! This is difficult to pinpoint. One of the likely cause is in the wrong attitudes of people, like lack of motivation.A chief engineer has a very important role as a manager basically to keep conflicts among his staff to minimum, so that it doesn’t affect working atmosphere in the engine room.Interpersonal conflict can occur due to:

A. Personality clashes

B. Human expectationsC. Lack of communication skillsD. Poor organisationE. Wrong style of functioningF. Limited resourcesG. Drug and alcohol abuse

Such matters which may lead to conflict, should be taken by the chief engineer and resolved at the earliest by holding a joint meeting between the concerned parties. He should make them understand the importance of team in running the vessel and how their conflicts may lead to safety being jeopardised. Both parties must be led as far as practicable to a win-win situation. A close interpersonal relationship is maintained by building trust, acceptance and support.

Apart from the above the C/E must:- Ensure healthy environment on board ship Have good managerial skills to get best out of the limited manpower Have good technical skills to advice his staff in proper running and

maintenance of ship machinery Ensure good planning and proper utilisation of time(work/rest hours) Select right person for a particular job Conduct training sessions to ensure competency of his staff Management of spares & stores efficiently and economically Manage F.O. & L.O. consumption, record regularly and investigate any

deviation from normal Communicate effectively from time to time with the office to avoid

unnecessary reminders Ensure proper housekeeping

There is no thumb rule or formula to resolve conflicts and one should go by his/her own judgements and experience. Adopt strategies based on rather than prejudices, to achieve trouble free peaceful relationships, which would yield positive results

110

110. What is perception and perceived behaviour? As a Chief Engineer on board how do you foresee such issues can be a critical area in man management?

Ans. Perception:- is the set of processes by which an individual becomes aware of and interprets information about the environment. Basic perceptual processes that are particularly relevant to organisation are:- (1) Selective Perception and (2) Stereotyping

Selective Perception:- is the process of screening out information with which we are uncomfortable or that contradicts our beliefs, e.g. suppose manager is exceptionally fond of particular worker. The manager has a very positive attitude about the worker and thinks he is a top performer. The manager may notice the worker goofing off. Selective perception may cause the manager to quickly forget what he observed. Similarly manager might form a negative image of a particular worker. In such case the manager may not recognize the good job done by the same worker; hence it may be quite detrimental.

Stereotyping:- is the process of categorizing or labelling people on the basis of single attribute. Common attributes from which people often stereotype are face and gender. Of course, stereotypes along these lines are inaccurate and can be harmful. For example, suppose that manager forms the stereotype, that women can perform only certain tasks and that men are best suited for other tasks. This can affect managers hiring practices. On the other hand, certain forms of stereotyping can be useful and efficient. Suppose manager believes that common skills are important for a particular job and that communications majors tend to have exceptionally good communication skills. As a result, at the time of interviewing he pays close attention to speech communications major.

As a chief engineer, selective perception will affect the performance of his staff. Say even though third engineer is doing his job satisfactorily, but to chief engineer has already made up his mind. This will not help the full potential of third engineer to be exploited. The company on the other hand may loose this person’s service in future. Senior management personnel must judge person based on the facts rather than selective perception.

Stereotyping perception; say a person may not be able to express himself properly even though he understood his job. Well , in such case chief engineer has to judge person at work rather than judging him on the basis of his communication skills.

Stereotype perception of his boss may dissuade him from taking initiative. Sometimes it is necessary for chief engineer to leave his office, if not always to evaluate competence of his team on site. At other times chief engineer may have come across different nationalities of crew on board. Under such circumstances it becomes all the more important to exercise professional judgement based on facts rather than perception to deal with people on board and run engine room.

111

111. Perceived threat is a critical issue in Organisational Management. Underline how this issue can affect the day- to- day functioning of Engine Room and ship and also instability arising out of it. How the situation may be countered?

Ans) Modern day seafarers work in multi-cultural environment. People from different cultures have different beliefs values and attitudes such delivered backgrounds can lead to differences of opinion/perception of any situation. Since different persons may perceive a situation differently which may create problems on shipGenerally attitude and behaviour make a person liked or disliked among others in a group. Like minded people tend to form closer association at the work place. This could be viewed as grouping by others. Especially in a multi national set up such diverse behaviors can lead to conflicts.This gets more pronounced when a superior may not approve of a subordinate who is not another culture although they appear to be working together towards similar goals the work can be hampered by these perceived differences. Since both may perceive a situation differently even though the end goal is the same. These conflicts and divisions on board a ship can seriously hamper not just the team effort but also become a safety hazard and cal also affect the day to day functioning of the engine room and the ship as a whole. These inter personal conflicts can be resolved by taking into consideration the nature of differences between people of different nationalities/cultures working together on board a ship. As far as possible an amicable solution could be found where acceptance at differences without conflict can be agreed upon.Developing a cooperative relationship based on job related performance rather than on communal/race basis will motivate people to work as a team in a healthy atmosphere. As far as possible a biased approach should be avoided by examining your own behaviour and prejudices so that these should not come in the way of a fair treatment to all. Everybody resents unfairness your dealings should be transparent and based on tact such that there is no ambiguity or scope for bias. A common language should b used for communication to reduce the possibility of misunderstanding orders. Team work and cooperation should be emphasized when addressing a group although individual efforts are also important. Every individual must be respected for his/her skill and effort irrespective of nationality and culture. This will increase trust and will finally result in dedication towards duties assigned.If you have reason to believe that two or more people do not get along well together either get them to sort out there different or they should not be put together for any particular task. They can be advised in confidence about how their conflicts and resentment can atleast others and hamper cooperation they must be made to realize that we must always see each other strength and not weakness. This can go a long way in resolving interpersonal conflicts and bring a harmonious atmosphere on board. A chief engineer must lead by example.

112

112. Continued physical and psychological stress is a common phenomenon on board ships. State the salient indicative changes in crew behaviour criterion to identify such problems and formulate a strategy to best encounter such a situation at sea.

Ans) Man is a social employ multinational crew, which may had to potential conflicts.In order to improve profitability, companies try to reduce the number of crew and manpower available is not sufficient to dial with the problem. This is one of the main reason leading stress which could be either physical or psychological.Reasons leading to physical stress could be reduction in man power on ship to reduce cost ore frequent calling at port. This leads to imbalance in human biological clock, when working rest hours in port are different from the those at sea.Duties in port require for most physical efforts and longer working hours due o the work load.Therefore officers and crew members working in above environment will have typical symptoms of fatigue/stress likea) Lack of interest/motivation

b) Tendency o take short cuts o some how complete the work at time

c) Short tempers

d) Doing silly mistakes out of carelessness/due o over work

e) Frustration

f) Blaming people or colleagues for mistakes

Reasons leading to psychological stress could bea) Problem at home, family and

b) Not leaving relived on time lead to home sickness

c) Difference of opinion among colleagues

d) Job pressure

e) Dissatisfaction with company policies, arguments with regard to salary/promotion leave etc

f) Dissatisfaction with food quality

g) Dissatisfaction with the welfare provisions i.e., entertainment onboard.

Officers and crew under psychological stress will reveal particular symptoms like:a) Repeating mistakes

b) Become quarrel some or obstructive

c) Refusal to follow instructions

d) Reduced interaction /withdrawl symptoms

e) Reduced output/work efficiency

motivation theory can be applied to such persons to change them by asinga) Loyalty: Creating greater trust, better communication and sharing problems. The sense of belonging will motivate the person may work for themb) Understanding nuds, grievances with respect to money/wages, appraisal/promotion, special recognition for good workc) Rewarding performance, which will motivate the performer o work harder and create an environment of willingness to improved) Justifiable praising which should be specific to his/her actual performance. This make the performance feel good. The motivated person works harder than one who is only doing it for moneye) Responsibility: This helps the persons to willingly participate. This is an important factor, greatly affecting motivation assigning responsibility for doing a particular job makes a person feel importantf) Encourage interactions: This is to help the member in sorting out is uses amongst themselvesg) Genuine Empathy: Understanding the person, will improve relationship hence the performance of every individual in the team.

LESS “FEED BACK” MORE

LESS SELF D

ISCLOSO

RE

M

ORE

ARENA

SHARED MUTUALLY HELD, PUBLIC INFO, FEELINE, MOTIVES ETC

BLIND SPOT

UNSUSPECTABLE INFO FEELINGS, RELATIONS ETC, KNOWLEDGE TO OTHER PARTIES

CLOSED

HIDDEN INFO, MOTIVES ETC

KNOWN ONLY TO SELF

DARK

UNDISCOVERED POTENTIAL CREATIVE RESERVIOR KNOWN NEITHER TO SELF OR TO OTHERS

114

114. Define Communication and its importance? How it can be the root of all personnel problems arising onboard ships ?

Ans. Communication:- It is the transfer of one’s ideas to another for mutual benefit. Communication is said to be effective when delivered at the right time. Communication provides a means by which human element of the system can be motivated such that the plans are executed willingly and enthusiastically; thus more effectively. Hence communication plays vital role in motivating a person even though there are differences in attitude of people. If communication is not established properly, then lack of motivation can result in the group. This is known as “communication barrier”. These are as follows:-

Badly expressed message Defective and faulty translation/interpretation Media transmission loss(attenuation) Inattention of receiver Premature evaluation Distrust between the communicator and recipients of the message Unclassified assumptions by the sender as well as the receiver Failure to communicate in time Insufficient adjustment period for the receiver and sender All above stated shortcomings can be overcome by:-

1. Immediate feedback and verification2. Communicate face to face as far as possible3. Be sensitive to receiver’s reaction4. Time your communication carefully5. Reinforce words with actions6. Use simple language7. Convey in symbols as far as possible and also be aware

of symbolic meanings8. Provide proper orientation9. Have informal relations10.Reorganize wherever necessary11.Ensure against redundancy.(Repetition of same things)

Then there are certain guidelines for effective communication:- Plan your communication properly Know your own abilities and limitations Cash on your abilities and weakness of opponents Verify your ideas before communication Consult others where necessary Communicate at right time Put right information in right amount Be consistent with follow-up action and feedback Make your message original, colourful and interesting Gain interest and attention first Execute thoroughly

As communication structure has 3 kinds of flow of communication; which may be called official:-

1) Downward2) Upward3) Lateral But 3rd one is most important i.e. INFORMAL Hence communication has to be properly utilised among colleagues as well as superiors and subordinates; to create an atmosphere full of faith, trust and competiveness.

115

115. State the types of communication envisaged on board ? Analyse its flow and how they can be best improved which generally experienced onboard ships ?

Feed back is important to make sure other person is understood your intentions & your ideas are explained properly.

To avoid misinterpretation. To know the status of the given command or request to make sure,

involvement of both the parties. For continuous improvement in the system.

It is always advisable of having close loop communication instead of open loop communication to avoid communication barriers to effective executive of command / Idea.

If the communication is open loop, then there are certain barrier which can lead to any miss-happenings or accidents. Ex. Fear barrier, anxiety barrier. psychological barrier, physical barrier, social barrier; language barrier; cultural barrier; economic barrier, & barrier of hierarchy etc.

Eg. : On board the ship during de-ballasting operation, chief officer or duty officer asked the duty engineer from tank 1p to 2p but because of no feed back communicate from the engine side due to the engine room noise, duty engineer by mistake change over the tank to 3 port which was already empty during previous de-ballasting operation & on deck chief officer, on assuming that the tank is full & will take certain time for the sounding to go down; he didn’t check the sounding; but as the tank was already empty the pump runs dry for a long time leading to over heating of the parts & ultimately to the seizure.

Now after doing the case study it was found that there was no feed back from the duty E/R Engineer & because of bad or lack of communication, he changed over the wrong tank which leads to an accident. Had he given the feed back, then duty officer would have corrected then & there to prevent any breakdown.

The table below gives the information richness & different media.

information richness Medium feedback type of communication

language source

High face to face immediate Personal body, natural

High / Moderate Telephone personal / written

fast personal Natural

Moderate formal / written slow personal Natural

Moderate / slow Formal / written Very Slow Impersonal Natural

Low Formal / Numeric Very slow Impersonal Natural

116

116. With the advent of information technology there had been a revolution in communication between ship to shore personnel. Discuss its types, barriers, problems arising thereof and ways of improving such issues?

Ans. Now a days information Technology has entered the field of marine communication as well. Things which were thought to be impossible have become possible today due to advent of information Technology in maritime communication. Communication now a days have become economical, easier and more reliable information Technology can be used for nautical communication and achieve safety needs at sea. Various types of communication achievable through it are GPS, GMDSS, fleet tracking, vessel monitoring, messaging and communication technologies that will keep the ship in touch with feet and shore organisation it provides reliable and high value communication.

Companies like inmarsat, network innovations, iridium are active players in maritime communication e. g. network innovations has different communication systems suitable for different uses like few are more suitable for ocean going vessels and other for near coastal vessels. prominent features of some of reputed omm. systems like fleet 77, fleet 55, fleet 33 are

High speed communication too (128 kbps with ISDN connection)

Provides with phone, Fax, email, Internet services (24/7)

Meets with latest GMDSS requirements

Global voice distress function.

Email

Fax, Voice calls, Distress calls, VPN & LAN connections

Video conferencing

Position Reporting

Onshore management system

GMDSS

Problems, causes and remedies in communication :As these communication systems are used on the ships which move around

the globe and can be at the middle of the oceans, thousands of miles away from land, these systems have to be highly reliable. Only specialised companies do this job of providing uncompromising services.

Main problem areas are familiarising the ships crew with correct operational procedures of the equipment. Main problems occur due to improper, handling of the equipment. Crew should be trained, familiarised with equipment and operation procedures using the Application notes, user manuals and service

guides provided by the maker, only competent persons should be allowed to handle the equipment.

Minor problems can be solved using the trouble shooting guidlines given by the maker of the equipment.

These ompanys have a 24/7 monitoring and technical support system operational for a problem which can not be tackled onboard the maker company should be contacted. They will suggest a solution of send a person to help the ship ASAP contact details for this technical support should be always kept ready. If it is a high priority matter, it should be specially mentioned in the support request made to the maker company.

C/E C/O CREW

2/O

3/O

2/E

3/ECREW

4/E

117

117. Underline the general procedures followed for flow of information among ships personnel. Considering you being the Chief Engineer on a ship having multinational crew how the process of effective information to the team can be approached by you and also how a certain instruction received by you from shore office for engine management can be best utilised?

Ans. General flow of information on board from office or vice versa is as follows:-i. E-mailsii. Telexiii. Faxiv. Telephonev. Technical circulars, videos, etc.

Information received on board is sorted out and routed by master to various persons

Master

Master sorts out the information received from shore/office to engineering and deck departments and pass it on to responsible persons as the case may be.

Certain information not required to pass to crew, master discusses the matter with departmental head as may be. Information regarding safety, pollution prevention, security related issues can best be conveyed by conducting ship’s crew meeting. In these meetings issues can be discussed and difficulty of crew in understanding any of the matter can be addressed & resolved.

Certain meetings must be conducted before arrival port. Master must address crew regarding the port schedule, loading/discharging etc.

From office, various circulars are sent to ships regarding pollution prevention, safeties, various incident reports. Such circulars must be kept available at common place so that people during free time, go through it. Such circulars must be read and signed by crew & same matter can be discussed during safety committee meeting for proper understanding & implementation. Also feedback can be taken from crew for implementing previously discussed topics, any problems therein have to be resolved.

Information can be passed on showing videos & followed by feedback session.

In case of multi-national crew, understanding the matter becomes difficult. Then as a chief engineer following ways can be used:-

a. Paste the important safety instructions translated in their language.

b. Showing them drawings, photographs.c. If at all instructions are in English, it should be simple, short

and to the (not descriptive)d. Proper meetings to be organised by chief engineer for engine

room staff explaining them the scope of information. Requirements from ship personnel & feedback taken from them to ascertain that information is understood clearly by each of them.

As a chief engineer he has to make sure proper information is conveyed to the staff, understood by them and complied with as required.

118

118. Why is feedback so important to communication? Considering a common example of an incident onboard ships list some guidelines for the effective use of feedback ?

Ans. Definition of Communication :

Any act by which one person gives to or receives from another person information about that person's needs, desires, perception, knowledge or affective states. Communication may be intentional or unintentional, may involve conventional or unconventional signals, may take linguistic or non linguistic forms and may occur through spoken or other modes,

Feed back is communication to a person or a team of people regarding the effect their behavior is having on another person.

Feedback plays a very imp role in successful communication. Without feedback, one may be able to convey his message across but may not be sure whether the other person has understood the message the way he wanted to. There should always be a two-day communication for better results.

Effective feedback is specific and not general. It is always on a specific behavior. It involves sharing of information and observations. It doesn't include advice unless you have permission or advice was requested. Effective feedback is well timed. The main purpose of constructive feed back is to help people understand where they stand in relation to expected job behavior.

An example of on board ship incident will help us understand better.

Consider a situation where a decarburization of a generator needs to be done while sailing. The chief engineer asks the 4th eng to be prepared in all aspects and to report to him after consulting with the 2nd eng. Here he conveys his message across to the 4th eng. Now if the 4/e asks him back about the time and date he would want to carry out the decarb so that he can well prepared availability of essential spares and tools required for decarb without which the entire process would not take place.

Guideline for effective use of feedback.

To be most effective feedback should be

1. timely

2. Specific

3. 'owned' by giver

4. understood by receiver

5. delivered in a supportive climate

6. followed up with an action plan.

119

119. Briefly summarise the four ‘selfs’ in the Johari Window. What Implications does each have for interpersonal conflict onboard?

Ans) In any management it is very important to develop Interpersonal skills for manager while there are many methods skills, that a manager has to develop to attain the goals assigned developing interpersonal skills is considered to be meet important.

The quality of ‘Interpersonal relationship’ is largely affected by the manner in which parties relate to each other. How to relate to or affect another person, reflects our personality. In order to develop a close and binding relationship all parties must expose themselves to each other, so that they can really get o know each other’s strengths and weakness.

‘Joseph luff’ and ‘Harry Ingham’ developed a conceptual way of developing ‘Inter personnel skills’

The ‘Johari Model’ reflects how people ‘expose’ themselves to each other and receive feedback in there interpersonal relationship.

In this model a square box has been made and divided into 4 equal parts.ARENA (Information/feelings known neutrally and shared with others)BLIND-SPOT (Known duly to others)CLOSED (Known duly to self)DARK (Unknown to self or others)

LESS “FEED BACK” MORE

LESS SELF D

ISCLOSO

RE

M

ORE

UNKNOWN TO OTHERS KNOWN TO SELF UNKNOWN TO SELF

JOHARI AWARENESS MODEL OF INTERPERSONAL PROCESS

ARENA

SHARED MUTUALLY HELD, PUBLIC INFO, FEELINE, MOTIVES ETC

BLIND SPOT

UNSUSPECTABLE INFO FEELINGS, RELATIONS ETC, KNOWLEDGE TO OTHER PARTIES

CLOSED

HIDDEN INFO, MOTIVES ETC

KNOWN ONLY TO SELF

DARK

UNDISCOVERED POTENTIAL CREATIVE RESERVIOR KNOWN NEITHER TO SELF OR TO OTHERS

Every person has to develop in such a manner that the area marked arena increases which will result in the decrease of other areas i.e., the blind …, closed and dark areas i.e., keep decreasing. A good manager has to develop the Arena as much as possible

Implications of the model:--

Whenever the Arena is small, free and spontaneous interactions will be minimum. If the Arena is large there will be a greater chance of participation, in any relationship, to make any perceptual judgement of each other. This perceptual judgement helps the parties to achieve/develop realities and mutual expectations meeting these expectations improves relationships. As arena increases closed area or private self shrinks. It does not become necessary to hide or deny things especially or known matters.

‘Self disclosure’ is the act of showing respect for an sharing intimacy with another person. Such an act of sharing requires much trust in another person and is likely to encourage the another person to follow suit in trusting you. There can be no team work without trust.

‘Feed back reduces’ blind spot area help to increase our self awareness. Others see us by our actions which may not be clear to the self. Unless we receive this feedback we will not know, as to how our behaviour/ actions have influenced others. Without any feedback we are likely to be blind o their feelings and reaches

120

120. What are the various kinds of conflict? Explain any one of them experienced onboard ships and means to prevent the same?

Ans. A conflict may be defined as a disagreement between individuals or groups or a process in which a person makes an effort to offset the work of another person, depriving him/her of the wanted result. This leads to frustration and gives birth to a conflict between the two persons. A conflict can also be described as the actual or threatened use of force in any social relationship.

Conflicts are normally expected in a group, especially in the early stages of group formation. Conflicts have been found to have a strong negative influence on organisational performance. The causes of interpersonal conflicts on board can be:-

1. Limitation of Resources: On board a ship, the organisational resources can be information, materials or human resources etc. An example of material resource limitation can be a lack of some particular spare parts on board which are required for overhauling of some equipment. The C/E on board wants to start the job but 2/E is against it as spares are not available. An example of human resource limitation may be that simultaneously 2 or 3 operations are going on, and due to the shortage of crew members, one of the operations are getting affected; and the person in charge for the particular operation is getting overloaded. Above situations may lead to conflict. As a good manager one has to keep in mind these factors and should discuss and plan things according to the availability of resources.

2. Competition:- If the competence of only one person is rewarded, this may create some dissatisfaction among others. For example if someone gets good appraisal report or gets a promotion, then some other persons on board may feel isolated or overlooked. In such cases, a face to face confrontation could be best way to resolve the conflict. Or unfair competition need not be practised to avoid the start of a possible conflict.

3. Personality Clashes: - These occur due to differences in (a)values (b)goals (c)attitudes (d)expectations. Due to such differences person cannot get along with each other or do not seem to agree on anything. Special management skills are required to resolve such problems.

4. Communication Breakdown: - Defective or inadequate communication may cause misunderstanding and conflicts may occur among people and groups. To resolve the conflict communication needs to be restored.Resolving Conflict::- Conflict is a natural ingredient in every organisation, so the manager must have to resolve it to achieve the organisational goals. The following strategies may be used:-Constructive Confrontation: It is a deliberate attempt to help another person examine his behaviour. It provides feedback that is useful and harmless. In shallow relationships one party may ignore the behaviour of the other, but in mature relationships, this is not the case and constructive confrontation is helpful in fortifying the relationship on board a ship. If two persons are having a conflict, as a manager one should engage the persons concerned in such activity and supervise the proceedings if required. Another path could be to confront the persons involved

separately and resolve the conflict. As a manager in this situation, one should be completely impartial. Since the total no. of persons on board is very less and is continuously being reduced or changed, it is very important that deep rooted relationships are made and harmony must exist so that organisational goals can be achieved smoothly. This requires the top management personnel on board to be good managers themselves and maintain good relations among themselves as these helps in better inter-departmental co-operation. Communication barriers must be removed to the extent possible. Social gatherings must be organised as they help in strengthening the relations. Sufficient rest must be given to personnel as far as possible, lack of which can generate stress inducing behavioural changes leading to conflicts. Other strategies are use of power, i.e. superiority of rank are also there, but such practices lead to dissatisfaction of at least one of the parties and hence must not be used. Open discussions involving all crew members may prove helpful in cementing the relationship and reduction of conflict.

121

121. Describe the elements in management to counter sources of conflicts in an Organisation? Considering such conflict has arisen on a ship due to cultural and social diversity.

Ans) When trying to resolve conflicts the strategies adopted should always aim at achieving a “win-win” situation, unlike most cases where people think “win-lose” which actually turns out to be “lose-lose” because the lack of teamwork causes combine effort to be ineffective.Present days seafarers work in multi-culture environment. Onboard people are from different beliefs values, attitudes and background which may create conflict among them. These conflicts onboard ship can seriously hamper not just the team effort and efficient running of the vessel, but could also become a safety hazard.This ‘Interpersonal Conflicts’ can be resolved by taking into consideration the nature of differences between people of different nationalities/cultures working together onboard a ship. As far as possible, an amicable solution could be found, where acceptance of differences without conflict can be agreed upon.Developing a cooperative relationship, based on job related performance rather than on communal/race basis will not motivate people to work as a team in a healthy atmosphere. As far as possible a biased approach should be avoided by examining your own behaviour and prejudices so that these should not come in the way of fair treatment to all your dealing should be transport and based on fact.A common language should be used for communication to reduce the possibility of misunderstanding orders. Team work and cooperation should be emphasized when addressing a group although individual efforts are also important. Every individual must be respected for his/her skill and effort, irrespective of nationality and culture. This will increase trust and will finally result in dedication towards duties assigned.If you found two or more people do not get along well together, either get then to sort out differences or do not allot task together. They can be advised in confidence about how their conflicts and resentment can affect others and hamper cooperation. They must be made to realize that we must always see each others strength and not weakness. This can go a long way in resolving ‘Interpersonal Conflicts’ and bring a harmonious atmosphere on board.

122

122. Considering Engine Room operation as a vital system onboard, discuss the influence of human factor in the same? What will be the common characteristics of such a system- Explain with example prevalent on board?

Ans. An organized enterprise doesn't exist in a vacuum. Rather, it is dependent on its external environment, it is a part of larger systems such as the industry to which it belongs the economic system. Thus the enterprise receives inputs, transforms them and exports the outputs to the environment. Any organisation must be described by an open system model that includes interactions between the enterprise and the external environment. Considering the ship, the Engine room is a subsystem responsible for propulsion power and maintenance of all machinery or the ship. The inputs from the external environment may include people, capital, managerial skills as well as technical knowledge and skills.

Consider the human factor one of the inputs to the system i.e. the engine room on board a ship.

The individuals involved have needs and objectives that are important to them some of the needs are

Basic material (food, shelter, security)

Job security

Needs of affiliation acceptance esteem

Self actualization

Many companies today employ multinational crew our board. People from different countries not only have different cultures, but have different beliefs, values and attitudes. This kind of backgrounds can lead to differences in opinions perceptions which may create problems on board ships.

In an organization conflicts can be due to

Unnaturally competitive environment

Differences in values, goals, attitudes expectations.

Stereotyped behavior stubbornness unfair decisions or wrong judgment due to some prejudices.

Misunderstanding lack of understanding or communication.

Ego

Conflicts may be actual or even threatened, with the misuse of force, which proves a hindrance in any continuing social or working relationship Interpersonal conflicts create an unhealthy atmosphere on board. It not only affects the efficient running / operation of the vessel but could also become a safety hazard.

Man is a social animal to make here work in isolation will lead to dissatisfaction and unnecessary stress. On board a ship, a persons place of work and rest is the same. As a result of which there is dissatisfaction stress and demonstration.

Some of the reasons for dissatisfaction are :

Multinational crew on board (deff. in culture values, language beliefs)

Reduced manpower (overwork)

Commercial pressures (user / faster)

turn around times

Frequent part of calls.

Also a person can get demonstrated because of the following personal reasons.

Family problem

Not being relieved in time

Diff in opinion among colleagues.

Dissatisfaction with company polices.

123

123. What is understood by an open and a closed system? For effective maintenance of ships machineries and fruitful teamwork which system you will prefer and why?

Open System - A system that must interact with the environment to survive.

Contingent / Dependent. Resource consumption and exportation. Dynamic. External focus.

Closed System - A system that exists without dependence on its environment.

Autonomous / Independent. Enclosed / Non-interactive with external environment. Stable. Internal focus.

 

Do on your own: choose a tool or tools to create more of the desired culture.

• Choose Open culture tools to promote more honest interaction, dialogue and collaboration.

• Choose Closed system tools to build efficient processes and structures.

• Choose Synchronous culture tools to get people on the same page.

• Choose Random culture tools to promote more flexibility, creativity and individual action.

For effective maintenance of ships machinery and fruitful teamwork a good system that suits the environment should be selected. In management we talk about flexibility, so sticking to one system may rule out the benefits of other. Although open system is the current way of thinking about organizations, closed system cannot be disregarded completely.

A good system possess following characteristics:

1. Effective: A system is effective to achieve the pre-designed goal within a stipulated time.

2. Efficient: A well-designed system can materialize the desired goal at a cost less than the value of the output with a minimum deviation.

3. Reliable: A well-designed system is reliable to show desired results with a minimum loss of time and cost.

4. Simple: A good system is necessarily simple since simplicity makes the system easy to understand and operate.

5. Acceptable: A well-designed system is acceptable to the employees. If employees do not accept the system then it is a failure.

6. Economic: A well-designed system is economical as it uses the organizational resources appropriately.

7. Flexible: A well-designed system is flexible enough to be useful in an unusual circumstance.

8. Logical: An effective system is always logical. 9. Adaptable: A well-designed system is adaptable, since changes in it do not

create difficulties in its functioning.

124

124. “Mechanistic approach to personnel as opposed to Scientific Movement is an evolution from industrial re- valuation”, which is true for the systems existing onboard ships. Establish with example.

Ans. Before going with the statement that what is true with regard to system existing onboard I would like to explain the term "scientific movement" and "mechanistic approach"

Scientific management : It can be regarded as the management which conducts a business or affairs by standards established by facts or truths gained through systematic observation, experiment or reasoning so scientific management involves.

Develop a scientific method for each job with standardized work implements and efficient methods (through complete time and motion study)

Select workers with skills and abilities that match each job and then train them in most efficient way to complete task.

Ensure co-operation through incentives and provide the work environment that reinforces optional work results in scientific manner.

Divide responsibility for managing and for working while supporting individuals in work group for what they do best some people are more capable of managing whereas other are better at performing tasks aid out for them.

Mechanical Approach : In the mechanistic approach job experience is considered as a criterion for the reliability and skill of the workforce. It is based on idiom "practice makes a man perfect".

People are selected on the basis of their qualification as per the requirement of the job and after initial training (on job training) he is made to work as per the training or experience he get during the job then he haves skills with the experience and learn from his mistakes may be required to do different job as per organizational requirement.

Approach to personnel on board therefore can be considered as a combination of both i.e. mechanistic as well as scientific approach.

Now a days crew is selected as per the job requirements and they are provided initial basic training as per STCW 95 requirement ashore and on board ship then they are but on board for their job. Their skills are upgraded continuously by onboard or ashore trainings. This is where the scientific approach toward personnel onboard ends.

After this there comes the mechanistic approach. As with the increasing cost of putting extra crew onboard. One person has to do different jobs. For example i.e. an engineer officer has to keep an engineering watch, he has to carryout maintenance work on different equipment of and connections he may have to do welding job. As per scientific approach we should put different individuals for the different jobs so as to optimize the work process. But due to work economies one person is during different jobs which he might not be able to do with the same perfection as an individual who shelties only in one job as a welder or a service engineer for the maintenance of a equipment.

125

125. A successful voyage for a Chief Engineer is a combination of trouble free run of machineries, optimum use of fuel, minimum interpersonal conflicts and less intervention from shore authorities. Considering the ship as an Organisation how this can be best achieved?

Ans. Conflict is a process in which an effort is purposely made by 'A' to offset the offset of 'B' That will result in frustrating 'B' in attaining his goals or frustrating his interest. It would also be defined as the actual or threatened use of force in any continuing social relation ship conflict surface due to :

1) Limitation of resources

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

3) Competitive environment as in any organizations competency is rewarded.

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

5) Biased behaviour

6) Habit of taking under advantage of others.

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

i) Importance of relationship

ii) Use of empathy, View the problem from the confutes perspective

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

iv) Focusing on behaviour. Focus your feedback on specific behaviour rather than the person.

v) Use the I language such as words like I, me or we to reduce the defensiveness of confronted your language is more closely to related to criticism.

vi) Use of descriptive statements. Describe how you are and fact about the situations Evaluating Judgmental statement can easily evolve defensive behaviour because such statements can be interpreted as criticism.

vii) Exploring alternative behaviour Instead of suggesting any specified solution to the problem help the person to explore various means of overcoming it.

viii) Importance of Privacy : confront the person in private. Open confrontation can be taken as a personal attack rather than helpful encounter.

ix) Use of non verbal behaviour use of non-verbal behaviour which speaks louder than words to express yourself to others. Eye contact, appropriate tone of voice and correct posture can all add the effectiveness of confrontations.

x) Selection of time since time is important for as effective confrontation select a time when the confrontee is released or more open to receive feed back without being defensive.

Rules and procedures should be established in advance which will regulate interdepartmental contact.

Hierarchy : This condition is achieved by referring the problem to the common superior in the organization (ship).

Planning : If each workgroup has specific goals for which they are responsible then each know what it is supposed to do. Intra group tasks that create problem are resolved in terms of goal & contribution of each group.

Potential source of conflict and dissatisfactions should be avoided and properly taken care of These sources are as follows.

i) Inadequate training program and familiarization

ii) Poorly designed equipment and technology.

iii) Wrong choice of person for a particular job.

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

v) Personality clash.

vi) Use of alcohol

vii) Insecurity of employment

viii) Class structure and attitude

ix) Failure or insensitivity to appreciate social, personal and community relation.

Efficient of economical running of equipments / machineries.

To achieve the efficient and economical operation the following stops should be observed.

1) Ensure a good healthy atmosphere or ship

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

3) Chief Engineer should try his best for economy and maximum possible output. Wastage of material, time, money should be avoided.

Wastage of time can be avoided by minimizing fatigue and proper planning of job.

Ability of C/E to take proper decision at proper time will save lot of man house and avoid lot of machinery breakdown.

4) Right selection of passes for a particular job is very important as it will help in completing the job efficiently and quickly.

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

6) All machineries to be properly run and maintained so as to give optimum performance.

7) Planned maintenance system and conditions monitoring system to be followed strictly to minimize the machinery breakdowns.

8) Spares and stores to be consumed only when required.

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

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

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

126

126. With respect to engine room man management enlist the key issues you will address with proper justification in the following areas

(a) Training programmes (b)Long term personnel development concept (c)Attitude and motivation development

Ans. A man being a social animal does not like to work in isolation working an a ship is somewhat skin to working in isolation which leads to discontent away the workers and may lead to a stressful environment.

To reduce this companies need to reduce the discontent & motivate the people. This can be done by

(i) Loyalty: creating trust, better communication & sharing problems. The sense of belonging motivates the person to work.

(ii) Understanding needs, grievances w.r.t. wages, appraisal / promotion etc locates * at creating more transparent atmosphere

(iii) Rewarding performance, thus motivating the person.

(iv) Giving more responsibility helps the person to participate more in the activities.

(v) Encouraging interaction among people & departments leads to teamwork

(vi) Showing genuine empathy improves relationships & individual performance.

(vii) Upgrading skills & giving necessary training manpower the quality of work

As regarding shipping training is continues process and every day persons to learns something .

Drills for emergencies should be regularly conducted and in realistic manner. Training programmes make people more confident in carrying out the various aspects of then jobs & enhances then competencies.

A varity of methods & means can be adopted for training purpose an boad the ships this can include

1) Hands or training 2) Video or audio3) Giving short lecturers4) Practical demonstration etc.

A well established and thought out training programme for junior officers & crew can should be used so that it improves their knowledge & competence regarding the various aspects of their jobs.

Now a days CBT or computer based training programme are available which enables easy & effective training of personnel

b) Long term personnel development concept

A person is judged for his knowledge, skills and job competence. If any special skills & innovative jobs have been carried out then they should be appreciated and recognised. This can be entered in his appraisal report for further development without delay & can be recommended for promotion. If a person is appreciated and this needs are fulfilled by the employer then a transparent environment conductive to his growth is developed and this will lead to a long term interpersonal relationship development.

a) Attitude & Motivation development

Some theories like positive reinforcement behaviour modification, stress relief etc. are being implemented by various companies for developing an individuals attitude and motivating him. If can be in a manner of continuous employment in company & an rotation being so that the individual can plan his leave & join back after finishing his leave. This is done for better prospects, need for monetary gains, self-esteem & security are should deploy techniques to identify & slowly change this behaviour of dissatisfied personnel. Due to the complexity of would increase in consumerism etc. competition is an the rise. A parson has to prove that the can fit in

any organisation due fear of loosing a good job weights more an a person mind and thus leads to attitudinal change & motivation

127

127. A successful voyage for a Chief Engineer is a combination of trouble free run of machineries, optimum use of fuel, minimum interpersonal conflicts and less intervention from shore authorities. Considering the ship as an Organization, give in detail how can this be best achieved.

Ans. As a Chief Engineer all the listed are including in requisites of the job they can be achieved by:-

1. A clear understanding of all the elements involved this being

Chief Engineer

Personnel Equipment Egos, Human elements Efficiency

Company

This is achieved by:

2. Knowledge / Experience / Competence:

This is subjective to the person involved however they can be added upon by keeping an open eye and ears to other people, their experience, knowledge and this will only be showed with the Chief Engineer if he is a good listener who encourages his to are to come up with solutions involves their in the decision making, makes than feel important and encourage participation.

3. Equipment: machineries, equipments can be run with as less trouble as possible by:

a) having a good knowledge of the systems, their strengths and weaknesses.

b) A very good panning, with time personnel spares allocation, this planning should also be allowing for breakdown and unscheduled maintenance.

Plan, work, stores, spares, personnel such that the will be minimum interruption to normal (commercial operations of the vessel keeping safety as the top priority

Personal conflicts : This can best be avoided by or at least mitigated by skills man-management understanding the basic psyche of the team involved this might necessitate encouraging someone, training some one restraining anthers "cracking the with" with someone else, however in some cases it might also be necessary to keep same individuals out of each others preferential interaction .

Fuel consumption / efficiency

Personnel Equipments Planning

Chief Engineers

Planning

Efficiency

All the elements in the organization if harnessed by the Chief Engineer should enable him to increase the efficiency of the shipboard organization.

128

128. With respect to engine room man management enlist the key issues you will address with proper justification in the following areas (i) incentive programmes (ii) Long term personnel development concept (iii) Human resources quality assurance (iv) attitude and motivation development (v) Emergency response.

Ans. As a chief engineer, following issues will be addressed with an objective of safe, efficient & effective team management in consideration with relevant compliance with international regulations.

(1) Incentive Programmes – Incentive programmes, especially safety incentive programmes have their intended effect : a reduction in the loss due to accidents. They also have positive side effects. For one thing, they are a profitable proposition in industry, as the savings usually exceed the costs. Incentive programmes can help improve the general organisational climate &, therefore, make a positive contribution to productivity over & above the gain due to accident reduction. Reinforcing safe acts removes the unwanted side effects with discipline & the use of penalties; it increases the employee’s job satisfaction; it enhances the relationship between the supervisor & employees. E.g. gift for reporting near-misses.

This is one of the methods of motivation. This can be effective in the sense that people will work hard, thereby improving the performance of the team, due to either greed or some need. Many companies have framed an incentive program for the ships crew on a quarterly basis which is entirely based on their performance. Crew members are rewarded by either giving them extra overtime, bonuses etc. Junior officers may work that much harder when promotion is used as an incentive, which would also bring better wages.

(2) Long term personal development concept – The success of any industry do not only depend on the technical qualification of existing & potential employees but also on the social competence, decision making qualities, team spirit, guidance qualities, ability to communicate etc. Senior management on board must observe the performance of the engine room personnel in due regard with the above mentioned criteria. Accordingly, crew must be advised to improve upon the area which they are lacking by providing them the respective assistance. Moreover, company must be informed for the specific training requirement of the concerned crew by Appraisal Report. In due course, resources invested in long term personnel development programme earns higher return by the service of the effective & efficient personnel involved.

An individual is judged for his skill and special work in a particular field or an innovative job performed by him should be recognized & the same can be entered in his appraisal report for further deployment without delay & can be recommended for promotion. By developing such a transparent atmosphere, an individual will look at a long term personal development concept as beneficial to his own needs

(3) Human Resource quality assurance:- Human resource quality refers to the competence of the personnel involved in any of the specific job on board. STCW (adopted on 7th July 1978) was the first convention to establish mandatory minimum requirements on training, certification and watch-keeping for seafarers

on an international level. In due respect to the code, companies have to assure that they employ the personnel in compliance with the code:-

Chapter 1 – deals with general provisions & includes mandatory medical standards, communication skills, simulator training, revalidation of certificates, companies’ responsibilities etc.

Chapter 2 – gives mandatory minimum requirement for master & deck department officers/ratings.

Chapter 3 – deals with engine department officers/ratings.

Chapter 5 – deals with special training required for personnel on certain type of ships.

Chapter 6 – deals with emergency, occupational safety, medical care & survival functions.

Chapter 7 – deals with alternative certification.

Several shipping companies are very particular while recruiting personnel for deployment in their ships. The background of the person is checked, his qualifications and last company records scrutinized as well as the reasons for leaving his last company. There are also some computer based test programs that are conducted to ascertain his knowledge & skill as also interviews conducted to check that he will fit into the new organization. These techniques are working and quality of personnel on board are substantially increasing. Also an individual is assessed based on his on board performance in the form of an appraisal report & mentioned whether any additional shore based training (value added courses) is required or not

(4) Attitude & Motivation development:- It seems likely that people’s attitude all cohere, in other words they fit together without contradicting one another. They do not contradict one another, because they derive from underlying core system of values. This view of the internal consistency of attitudes seems to be supported by liberal-conservative factor. Shipping companies are trying various theories to develop an individuals attitude and ways to motivate him to perform better. A persons attitude is influenced by various factors such as his needs, his state of mind i.e. stress levels, feeling of security, self esteem etc. The most important step before trying to develop an individuals attitude & to motivate him is understanding. Only after understanding him & realizing his needs, aims etc. can one go about trying to improve his attitude & motivate him. The feeling of belonging / incentives, both promotion & monetary wise / recognition of a job well done etc. go a long way in improving an individuals attitude & thereby also motivating him to give more to the team.

For developing attitudes, it is essential to know following – Assuming that we can actually determine what people’s attitudes are in the first place, then it seems that attitudes work best as predictions of behaviour when:-

1) they are strong and consistent

2) they are based on and related to personal experience

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

Common barriers in attitude change:-

1) they are likely to have arisen at an early age and are therefore virtually personality traits.

2) because each attitude is correlated with others in the whole scheme of attitudes & is therefore likely to be difficult to change piecemeal.

Motivation Development:- Five factors stood out as strong determiners of job satisfaction –

Achievement Recognition Work itself Responsibility Advancement

The last three factors were found to be most important for bringing about lasting changes of attitude. Recognition here refers to recognition for achievement as opposed to recognition in the human relations sense.

The determinants of job dissatisfaction were found to be :-

Company policy Administrative policies Supervision Salary Interpersonal relations Working conditions

Motivation development, henceforth, must be issued keeping following two-dimensional need structure :- 1) one need structure for the avoidance of unpleasantness, &

2) a parallel need system for personal growth

Corrective Motivation is :-

Job enrichment : adding different tasks to a job to provide greater involvement and interaction with the task

Job loading : adding meaningful tasks that will lead to growth Monetary incentives Support style of leadership techniques

(5) Emergency response:- By assigning every person on board a particular duty for different emergencies & also responsibilities, every individual will know exactly what to do in a given situation. Drills & pre & post drills briefing/debriefings also help the crew members understand what is expected of them & where they could improve. Drills should be made as realistic as possible & not made a routine that persons labour through. Different emergencies at different locations should be practiced so that crew members are exposed to as far as possible all the emergencies they may be faced with. By doing this the response of the crew members will be swift as they will know what is expected of them in any given emergency.

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

o Composition and duties of each person in various .o Procedure for mobilisation

o Procedure to be followed in response to different types of accidents & hazardous occurrences.

o Procedure for establishing & maintaining contact between ship & shore based management.

o Availability of ships particulars, plans & stability information, safety & environmental protection equipment on board.

o List of contact names & telecommunication details of all relevant parties, who may need to be informed & consulted.

o Reporting methods for both ship & shore based management.o Procedure for notifying with next of kin of the persons on board.o Backup arrangement for company’s initial response in the event of

a protected emergencyo Procedure for issuing information bulletin to media & answering

queries from media & public.

129

129. You are required to send a Voyage abstract to the head office containing all salient data as per regulatory feature. For making the spreadsheet, underline the specific computer application tools you will use and formulate a format for the abstract, which will show the salient data within available format of software to the best advantage. Use realistic data.

Ans. Specific computer application tools that will be for making the voyage abstract spreadsheet is Microsoft Office software and in that we will use Microsoft Office Excel.

The abstract of the voyage should contain all salient data pertaining to a particular voyage. The abstract is sent to head office, hence it should have all items which can give a fair idea to owners/managers/charterers about the voyage, related to but not necessarily limited to fuel consumption of each machinery, different grades of lube oil consumption and their ROB’s, running hours in that voyage of important machineries, any major breakdown or repair during voyage, any stoppages etc. A format of abstract which will show the salient data of a voyage abstract is drawn below.

Name of Company Ship NameMV Canmar Pride Date

24/01/07

Anglo-Eastern

Abstract Voyage No. 004/ L LADEN BALLAST

Departure from BITUNG Date DEC,17FEW hrs 21:30

Arrival to ROTTERDAM Date JAN, 24

FEW hrs 12:30

Displacement t 54150

sea passage miles 9906

Mean Draft m 11.8

sea passage revs.

4857980

Sea Passage hrs h 713

propeller pitch m 4.08

Maneuvering hrs h 27average rpm 113.63

anchorage/harbor hrs h 145

average speed 13.9

total voyage hrs h 885 %age slip 7.44

M.E.HFO cons. Sea passage tons 863.2

M.E.HFO daily cons 29.08

M.E.HFO cons. Maneuvering tons 9.7

M.E. cyl. Oil cons for passage ltrs 7750

M.E.cyl oil daily cons 261.05

M.E. lube oil cons for passage ltrs 1000

M.E.lube oil daily cons 85

Voyage running hours

Running hours since decarb.

L.O. cons

Aux. Eng 1 460 1410 285

Aux. Eng 2 440 1030 275

Aux. Eng 3 480 600 300

Aux. Eng 4

Shaft Gen.

A/E HFO total cons. tons 73 cons/day 2.1

A/E lube oil total cons. ltrs 860 cons/day 23.8

F.O. / L.O. STATUS

TypeROB before Quantity Bunker ROB end sp.gr. total

voyage bunkered Port voyage cons.

HFO 326 1697 Singapore 9190.989

7 1104

DO -- -- -- -- -- --

MGO 109 102 7

Cyl Oil 16500 15250 24000 7750

C/Case Oil 30000 29000 1000

A/E Oil 15000 14140 860

Hyd Oil 8200 8000 200

Gear Oil 3050 3000 50

Grease 200 185 15

130

130. Detail the inspection that you as the new Chief Engineer of a passenger ship, would make on joining the ship with regard to (i) Stability (ii) Damage control (iii) Fire fighting (iv) Critical Machinery and equipment installed.

Ans. As a New Chief Engineer on joining I will check w.r.t. to stability following

1) Stability :- I will check if chief officer has the book called Trim and Stability which give details of GM, GZ area under GZ curve and other parameter’s for different conditions.

I will check whether the basic intact stability criterion for passenger ship is being complied with .

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

a) Damage Stability for:- Damage Stability Passenger ship has to comply with Solas Chapter II – 1 for adequate stability in damaged condition from this I will know the nimbersand location of the transverse bulkhead’s which divide the hull.

b) Damage Control:- A passenger ship must have a damage control plan and damage control booklet.

These documents will contain boundaries of water tight compartment’s location of water tight doors, pumping out arrangement’s cross flooding arrangement’s etc.

I will check that all the water tight door’s in water tight bulkhead’s are in good working order & check the controlling and indicating panel’s which will be found in central control station.

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

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

I will also ensure that damage control equipment for structure welding equipment Nut’s, bolt’s studs, canvas are available for stopping any leaks and carrying any damage repair.

c) Fire Fighting :- (a) Fire plan – I will study the fire plan, check the maintenance Register’s for which 3 rd

officer / 2nd Engineer may be responsible officer and no urgent fire fighting stores are outstand ting.

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

As per Solas Chapter II – 2 FSS – fire safety system & FTP – Fire Test Procedure are mandatory w.e.f. 1.7. 2002.

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

d) Critical Machinery :- As per safety management system required by ISM Code element ‘10’ maintenance, E/R should have a list of critical item’s of machinery and procedures for inspecting and maintaining such machineries such as.

1) Steering gear 2) Emergency comp 3) Emerges 4) Emerge Fire P/P 5) Breathing air comp

6) Anchor handling equipment

7) Cargo gear

8) Main & Aux machinery

9) All ISA / FFA items

10) SOPEP

11) Water fight door’s

12) Anti pollution comp.

13) Bilge / ballast pumping & separator system

14) Navigational equipment’s

15) Fire gas and heat detection system

16) I.G. System.

17) Communication equipment.

Critical spare list

1) At least one liner (spare)2) At least one spare (cylinder head complete)3) At least one lubricator4) Some mechanical seals5) Some fuel pump plunger’s6) Bilge alarm’s 7) Calibration equipments for thermometer’s and Pr – gauges.

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

131

131. Detail the inspection that you as the new CE on an Oil Tanker / Gas carrier would make on joining the ship with regard to (i) Stability (u) Damage Control (iii) Critical Machinery

Ans. With regard to stability most important document provided on board of ship is stability booklet which gives an accurate guidelines regarding the stability of ship under various conditions of service. Chief Engineer must have knowledge of details given in stability booklet. If any alternation is made to ship then C/E should ensure that amended stability booklet is availability. He should ascertain the validity of oil Tanker / gas carrier safety load line certificate watertight integrity of peak & space bulk heads, drainage & scupper arrangements must be checked look for cracks, deformation or repairs carried out, if any. Ensure that these are no opening for manhole, ventilation, pipe cable in collision bulkhead check the effectiveness of stern tube sealing management stability aspect of oil container / gas carrier is dealt. With in detail in SOLAS.

As stability & damage is concerned all tankers gas carrier are safest as they have zero permeability all tight integrity of deck and low free surface effect double her requirement for oil tanker / gas carrier provided then extra buoyancy but this lead to high permeability due to double hulls.

Damage control : This is in dealt with SOLAS Ch-2 C/E should aware of permanently exhibited & readily available damage control plan on navigation bridge for guidance of officers. A plan showing clearly each tank double bottom boundaries of water tight compartments opening wherein means of closers & position of any controls there of arrangement of correction of any hit due to flooding. All ballasting, de-ballasting & bilge arrangement should be properly studied. Most important is emergency power supply CE should check handing over reports, condition of class, previous dry dock reports for any damage faced by vessel in history damage plates or structure should be verified.

Critical Machinery : New CE for tanker & gas carrier test out critical machinery operating procedures for along with out going CE & deficiencies rectified if any. He should thoroughly undergo with part stay control & class surveyor inspection reports superintendent give quite close picture of these machinery Saturday routine books should be check for proper working of these emergency machinery. Responsible person should be concerned for any deficiencies for operational problems. As soon as possible all emergency equipment must practically tried out for e.g. main engine change or procedure to emergency mode from remote / bridge control.

- Emergency steering gear.

- Fire pumps & emergency fire pumps.

- Emergency generated & emergency batteries.

- Emergency air compressor, these taken for filling up emergency air battle.

- Sprinkler, S.W. pumps, cut in / out & compressor lifeboat engines.

Water tight doors & their indicator mechanics

- O.W.S.

- Indicator

- Sewage Treatment plant.

132

132. Suggest with reasons, why each of the following courses of action are appropriate if a ship operating in heavy seas: (a) frequently sound all hold bilges (b) frequently sound bilges in chain locker, fore and aft peak tanks, cofferdams and other void spaces (c) sound all fuel, fresh water and ballast tanks (d) if satisfied with (a), (b) and (c) trim ship by the stern and correct any list (e) reduce speed of the main engine.

Ans (a) If a ship is operating in heavy seas, there is more likelihood of structural damage to the hull, hatch covers, ventilators, etc. due to green seas. This could allow water ingress in to the hold & there will be an increase in the mean draft, as a result of flooding, to make up for the lost buoyancy. In addition, if the centre of buoyancy of the intact volume after bilging does not lie in the same transverse plane as the centre of gravity, there will be a change in trim, and if the bilged space is asymmetrical with respect to the centreline of the ship, the ship will heel till the centre of buoyancy of the intact underwater volume lies in the same fore and aft plane(perpendicular to the equilibrium water line) as the centre of gravity. If the metacentric height GM in the flooded condition is negative, the resulting moment will cause the vessel to heel to the angle of loll, even though the bilged space is symmetrical with respect to centreline. This is a permanent list, due to instability due to shift of centre of gravity.

The result of heel and trim may also result in further entry of seawater through non-watertight openings which would further aggravate the situation; by causing loss of stability by flooding and free surface effect & could cause cargo damage. So frequent soundings of the bilges give an indication of any such damage

(b) Again, checking and sounding bilges in chain locker, fore and aft peak tanks, cofferdams and other void spaces for water ingress will indicate any structural damage affecting watertight integrity, e.g. chain(spurling) pipe covers to the chain locker, air pipes to the tanks. The effect on stability would be the same as in case of (a) above & there also may be a problem of increased trim by head, with more green seas being taken at forward, aggravating the problems.

(c) Checking for watertight integrity problems & particularly with fuel tanks & fresh water tanks for sea water contamination. Fuel oil contamination with seawater would increase the amount of water & sodium content in the fuel oil. The presence of sodium is determined for main engine, when sodium to vanadium ratio increases more than 1:3, this could lead to main engine components failure due to hot corrosion with serious consequences. Fresh water tanks contamination would lead to water shortage on board. Flooding of ballast tanks will affect the stability of the vessel due to free surface effect and unbalanced moments. So sounding of all above mentioned tanks is important for vessel safety.

(d) Generally even keel is the desirable sailing condition, but in heavy seas if a trim by stern is maintained particularly in ballast condition, then there would be less likelihood of propeller/rudder emerging out of water. Thus propeller racing and engine load fluctuation is avoided giving better power and steering. A trim by the head would cause more green seas to be taken over the bows

making the condition worse. Any list would reduce the roll angle necessary for deck immersion, hence any list should be corrected.

(e) Reduction in main engine speed would lower the effect of green seas & thus reduce the possibility of structural damage, particularly at the fore end. Ship motion(rolling, pitching, etc.) would generally be better & the change in speed would cause a change in the periodic time of wave encounter; which would reduce resonant motions & vibrations if they had been occurring.

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133. Describe the responsibilities of a Chief Engineer under the relevant requirements of the International Convention on Load Lines. In case of a debate arising out of tonnage calculation for a ship in transit through a canal, describe the modalities a Chief Engineer can adopt.

Ans. According to 1996 Load Line convention adopted by IMO the freeboard of tankers is determined by subdivision and the damage stability calculations, while the earlier convention was based on the reserve buoyancy.

According to this new convention different hazards that could be present in different zones in different seasons are taken into account. Different measures are taken into account to ensure that the watertight integrity of the ship is maintained below the freeboard deck.

According to this convention the duties of the chief engineer would be the safeguard of the items listed below:

He has to make sure that the hatchways, doorways and the ventilation are kept free of obstruction and they could be made watertight shut. Also the air pipes, scuppers and the discharges should be maintained so that there is no ingress of water. This is done because the freeboard is computed assuming the ship as watertight and weathertight envelope. It states that adequate protection and means of closure should be provided for all openings in the ships hull and superstructure with a view to prevent seawater entering the ship thereby reducing the reserve buoyancy. Also the regulation states that freeing ports should be put in the bulwarks to prevent water accumulating on the deck. Also guard rails and walk ways to be provided for safe passage of ships personnel.

The freeboard marks are calculated according to the geometry of the ship. Thus the minimum computed summer freeboard (corresponding to maximum summer draft) is known as the minimum summer geometric freeboard. Before assigning this and prior to establishing condition of assignment regarding protection and closure of openings and protection of crew, it must be confirmed that the ships strength is adequate for corresponding max summer draft. This is not always the case since a ship carrying a light density cargo may not attain the max obtainable draft when fully laden. In such case the owner may choose not to incur the expenses involved in the provision of adequate strength for the deepest draft and have a greater than minimum geometric freeboard corresponding to a maximum permissible draft for strength purposes, known as the scantling draft. In most cases however the maximum scantling draft is as same as that corresponding to the minimum geometric summer freeboard. The minimum geometric summer freeboard is computed first by taking a freeboard for a standard ship of the same length and correcting it for those geometric properties of the ship which differ from those of the standard ship. The geometric corrections prescribed in the regulations are those for block coefficient, depth, superstructure trunks and sheer. There is also a regulation which stipulates a minimum bow height. Once the summer freeboard mark has been established it is a simple matter to further compute the additional marks for fresh water, tropical fresh water and WNA.

International Load Line convention: It has long been recognised that limitation on the draft to which a ship may be loaded makes a significant contribution to her safety. These limits are given in terms of freeboard which constitute besides external weathertight and watertight integrity. The main objective of the load line

convention to accordingly the ships are assigned load lines depending upon the type of cargo they carry and watertight integrity they maintain. It is the responsibility of the company as well as the ship staff to maintain the watertight integrity and condition of assignment to retain its certificate. In this context master and c/e play a key role. Condition of assignment is applied to any required opening and prescribed means of protection and closure of such opening which alternately guard or take care of watertight integrity of ships. As a c/e one should know in detail the requirement to be fulfilled to retain the certificate. It is master and c/e responsibility to maintain all the means which constitute the condition of assignment.

Following are the areas to be directed and maintained for compliance under international load line convention listed under chapter II, conditions of assignment of freeboard.

They include the watertight integrity of hull and machinery spaces and requirement for strength and height of hatch coaming and closing arrangement of superstructure and bulkheads hatchways machinery space opening in freeboard and superstructure deck, ventilator and vent pipes, cargo ports, freeing ports, side scuttles, scuppers, inlet and discharge.

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134. Detail the inspection that you, as the new Chief Engineer of a Ro-Ro passenger ship, would make on vehicle decks. The followings headings are suggested:

(i) Stability (ii) Damage control (iii) Fire fighting (iv) Machinery

Give reasoning in each clause of your inspection.

Ans. IMO - Ship constructions standard for passenger ship:- Standards for the

construction of the equipment of passenger ship on international voyage are set out in

Solas chapter II–1 (Construction, structure, Fire fighting, Protection, Fire detection and

fire extinction regulations imposed for the supervision on their closing. They also impose

requirement for the control of watertight and weather tight door fitted in bulkhead above

the bulkhead decks.

1. Stability: Under stability the subdivision load lines applicable under the different type

of voyages depending on the number of passenger carrying or cargo carrying in

passenger spaces. Regulation 31 of the MS Regulation Act 1998 provides that every

subdivided ship of the classes III, IV, V or VI (A) on completion must be inclined and

the elements of her stability determined.

For passenger ships, the angle of heel due to crowding should not exceed 10o

Similarly, the angle of heel due to turning should not exceed 10o. RoRo ship

has to conform to the Severe Wind Rolling Criterion as ships has high windage

factor.

2. Damage Control: Solas Regulation chapter II- 1B damage control plan shall be

permanently exhibited for the guidance of officer in charge of the passenger showing

clearly for each deck and hold. The boundaries of water tight compartment, the

openings therein and means of closure the arrangement for correction of list due to

flooding. In addition to damage control plan booklets containing the same information

must be made available by the owners for the use the officers of the ship. Ramp door

seals are satisfactory and in accordance with the regulations.

3. Fire Fighting: Prior to being assigned ship board passenger ships (as per regulation

II-1) seafarer must have completed the following training:-

- Training in crowd management.

- Training in passenger safety and hull integrity.

- Training in crisis management and human behavior and other training like the

standard modular courses for all ship types as per STCW-95.

The Chief Engineer to understand that fire protection for Ro-Ro spaces comes under

Special Category ships, requiring horizontal zoning as vertical zoning is not

possible

The Chief Engineer to ensure following safety and fire-fighting items to be ready for

any emergency use:

1. Sprinkle system.

2. Co2 flooding system.

3. Familiarization with all portable and fixed fire extinguisher.

4. Location of fire hoses and hydrants.

5. SCBA fireman outfit &its location.

6. Familiarization of all areas of E/R, accommodation & cargo spaces.

7. Fire pumps & emergency fire P/P.

8. Location of fire dampers.

9. Location of quick closing valves and remote stops for fire control station.

10. Location of water tight door local and remote operation and their control room.

11. Location of fire control plan and with international shore coupling.

The following items to be inspected for condition and operation:-

1. Confirming that the fire control plans are properly posted.

2. An examination of the fire main system and confirming that each fire pump including

emergency fire P/P can be operated separately so that required jet of water can be

produced simultaneously from different hydrants and different pumps

3. An examination as far as possible and testing of the fire and/or smoke detection

system.

4. Confirming as far as practical that remote control for stopping fan and fuel P/P and

for shutting off fuel supplies in machinery spares are in working order.

5. An examination of the closing arrangement for ventilators, funnel flaps skylights door

ways etc.

4. Machinery(including critical machinery): The new Chief Engineer for passenger

ship should list out critical machinery operating procedure along with out going C/E if

any deficiency observed should be rectified.

1. Main engine change over procedures to emergency mode from remote / bridge

control.

2. Emergency steering gear.

3. Fire pumps and emergency fire P/P.

4. Emergency generator and emergency battery.

5. Emergency air compressor, time taken for filling up the emergency air bottle.

6. Sprinkler sea water P/P in/ out and compressor.

7. Satisfactory operation of bow thrusters (if any fitted)

8. Satisfactory operation of fin stabilizers (if any fitted)

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The only way to increase the ships dead weight without increasing her length is to increase her draught without compromising the safety to achieve a smaller free board by improving the condition of assignment of free board.

1. Structural Strength and Stability: The ship is required to have the necessary structural strength for the free board assigned. Certain criteria with regard to the stability must be met by changes in design and an inclining experiment must be carried out in order to demonstrate compliances with regulations.

2. Superstructure and Bulkheads: Bulkheads for enclosed superstructures must be adequately constructed. Any opening must have a minimum …… height of 380 mm above deck.

3. Hatchways: Efficient closing arrangements for hatches ensures minimum permissible free board substantial coamings if M.S. or equivalent material must be fitted to all hatchways. Minimum heights as 600mm in position 1 and 450mm in ………..

4. Machinery Space Opening: These must be efficiently framed and plated for strength. Minimum sill height for water tight doors to be 600 mm in position-1 and 380 mm in position 2. all other openings are to have attached steel covers which can be secured weather tight if required

5. Side Scuttles: Every side of Scuttle below the free board deck is to be fitted with a hinged cover plated all dead weight which may be securely closed and made water tight

6. Ventilators: Minimum height should b 900 mm in position 1 and 760 mm in position 2

7. Air pipes: Air pipes must be of efficient construction and have a permanently attached means of closing. The opening height must be minimum of 760mm above the free board deck and 50mm above the super structure deck.

8. Scappers inlet and discharges: All o/b discharges either from above or below the free board deck of enclosed spaces and to have an efficient non return arrangement fitted arrangement and their control are specified accordingly to the distance of the o/b discharge from the summer load water line scappers from open spaces may be led directly over board.

9. Freeing Ports: Where bul works on provided on any exposed decks they must be provided with an efficient means for rapidly freeing any accumulated sea water on deck.

The lower edge of freeing area should be located near the lowest point of the sheer curve where sheer exists on the deck. Railings in place of ‘closed’ bul works increases the efficiency.

10.Protection of the crew: All exposed free boards and super structure deck must have bulk works or guad rails fitted at their perimeter with a

minimum height of 1m where rails are fitted. The deck and lower rail capacity must not exceed 230mm and other rails 380mm.

Effective protection and safety in the form of gang ways, passages and any other means of access required in the course of work must be provided for the safety of the crew.

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136. Underline the factors, which is required for quantitative evaluation of ship’s intact stability. On a ship where you are appointed as Chief Engineer, describe the procedure you will adopt, for computing intact stability of the vessel. Conclude your assessment with some realistic data.

Ans. Intact stability for all types of vessels is covered under a single IMO Instrument Resolution A. 749 (18), adopted on 4th November 1993, which is known as the Code of Intact Stability.

Intact Stability criteria : 1) Area under GZ curve not less than i) 0.055 m-rad up to 30o

ii) 0.09 m-rad up to 40o or down flooding angle whichever is earlier iii) 0.03 m-rad between 30o and angle mentioned in ii)

2 )Max. GZ ≥ 0.20 m at preferable > 30o but not < 25o

3) Initial metacentric height GM ≥ 0.15 m In addition to above for passenger ships :4) Angle of heel on account of crowding of passengers to one side ≤ 10o

5) Angle of heel on account of turning ≤ 10o For above purposes, the down flooding angle (θf) is defined as the angle of heel at which openings in the hull, superstructure or deck houses which cannot be closed weathertight immerse. Small openings through which progressive flooding cannot take place need not be considered as open.Factors for quantitative evaluation of intact stability :

A)Standard loading conditiona. Ship fully laden with cargo/passengers, full stores

& fuelb. Ship is fully laden arrival condition with cargo, passengers and

10% fuel & storesc. Ship in ballast departure condition without cargo/passengers but

with full stores & fueld. Ship in ballast arrival condition without cargo/passengers & 10%

fuel & stores

B) Assumption1) with or without cargo/passengers2) arrival or departure3) ballast4) cargo assumed to be homogenously distributed5) change of trim6) free surface effect correction7) all conditions of cargo transfer operation, ballasting de-ballasting

operation8) watertight integrity for hatchways, machinery space openings,

doors, cargo port, side-scuttles, window scuppers, inlets and discharges, other deck openings, ventilators, air pipes & sounding devices, freeing ports.

C) Drawing of stability curves to assess intact stability for standard loading condition.

As a chief engineer on a ship, follow the below mentioned procedure for computing intact stability of the vessel :

Locate the intact stability booklet (usually in the custody of the master). This booklet contains all the information relating to the stability of the ship. This information is determined on the basis of an inclining experiment. It will contain information regarding.

a) light ship weightb) longitudinal centre of gravityc) vertical centre of gravityd) also the LCG & VCG for all cargo holds, tanks & other

spaces will be given Check that all the assumptions mentioned before are valid Checking the soundings of tanks & other spaces, we then calculate

the VCG & LCG of the ship under various conditions of loading Draw the curve of statistical stability ( GZ v/s angle of heel) from the

cross curves of stability. This curve gives the range of stability, angle of vanishing stability, initial metacentric height, max. GZ, dynamical stability (area under the curve)

Compare with the intact stability criteria mentioned at the start, to check whether the ship meets with the intact stability criteria.

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137. What is parametric rolling of a ship? How it is originated? Under what consideration it has become important in today’s scenario? Considering a post Panamax Container vessel carrying a load of 1300 containers is overtaken by a hailstorm. Enlist the effects on the ship due the condition under parametric rolling. Justify your answer with reasons.

Ans. The term Parametric Roll is used to describe the phenomenon of large unstable roll motion, suddenly occurring in head or stern seas. Due to its violent nature, the large accelerations associated with the onset of parametric roll cause concern for the safety of container ships. Possible consequences include loss of containers, machinery failure, structural damage and even capsize.

Parametric Roll is a threshold phenomenon. This means that a combination of environmental, operational and design parameters needs to occur before it is encountered. Parametric rolling is an unstable phenomenon which can quickly generate large roll angles that are coupled with significant pitch and yaw motions when the following requirements are satisfied:

1. The ship is in head or near head seas2. The natural period of roll is equal to about twice the wave encountered

period3. The wave length is of the order of the ship length4. The wave height exceeds the critical level5. The roll damping is low

The rolling occurs in phase with pitch and on container ship introduces high loads in to the containers and their securing systems. It appears that post-Panamax container ship may be particularly prone to this behaviour. This is an important issue considering the large number of these vessels scheduled for delivery in the next few years. In October 1998, a post-Panamax C- 11 class container ship encountered extreme weather and sustained extensive loss and damage to deck stowed containers.

A transversely symmetrical ship moving in pure head or following long crested seas, will have motions of pitch , heave and surge but will experience no transverse roll moment. Nevertheless, under certain conditions of encounter frequency, a rolling motion can exist. The roll motion once started, may grow to large amplitude limited by roll damping and in extreme conditions, may result in danger to the ship or its contents. This phenomenon is referred to as auto parametrical excited motion. The term describes a state of motion that results not from direct excitation but by a time varying external force or moment, but from the periodic variation of certain numerical parameters of the oscillating system.

For a ship in head or stern seas the uneven wave surface together with the pitch heave motion of the ship results in a time varying underwater hull geometry. This varying geometry, in turn results in time varying changes in the metacentric height, i.e. the static roll stability.

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138. Differentiate between static and dynamic stability? Can a ship, high on GM, be low on stability? Justify your answer with reasoning. Enlist the governing factors you will inspect, while taking over a new ship in shipyard as Chief Engineer for having optimum stability in both categories. Substantiate your answer with reasons.

Ans. The differences between statical stability and dynamical stability are as follows:

Statical Stability Dynamical Stability1) Statical stability is defined as the

ability of a ship to regain its upright equilibrium position, after the removal of the external factor which caused the vessel to heel at an angle

2) It gives the stability information of a vessel under the condition that the outside water is static(i.e. still)

3) It is expressed in terms of metacentric height i.e. GM (for angle of heel up to 10o )and righting lever GZ (for angle of heel above10o)

4) Its unit is meters5) The static stability at two different

angle of heel can be the same

GZ value at 10o & 58o angle of heel are same i.e. static stability is same

1) Dynamical stability is defined as the energy required to heel the ship from upright equilibrium till the angle of heel in question

2) It gives the stability information of a vessel considering dynamic behaviour of the sea.

3) It is expressed in terms of the area under righting moment curve(or GZ curve multiplied by displacement of the ship in tons)

4) Its unit is ton-meter-radian5) The dynamic stability at two different

angle of heel cannot be the same

Area under the GZ curve up to 10o angle of heel is far less than the area up to 58o angle of heel i.e. dynamical stability are different

A value of metacentric height is usually found only for the zero heel condition. Hence, it is an accurate measure of stability only for small disturbances

GM

GZ(m)

20O 40O 60O

Angle of Heel

1.0

2

3

4

– i.e., one that causes heeling of no more than about 10o. For larger angles of heel, the righting arm GZ is used to measure stability. In any stability analysis, the value of GZ is plotted over the entire range of heel angles for which it is positive or restoring. The resultant curve of statical stability shows thereby the angle beyond which the ship cannot return upright and the angle of heel at which the restoring moment is maximum. The area of the curve between its origin and any specified angle is proportional to the energy required to heel the ship to that angle.

The off-shore supply vessels that are built with high foc’le and low working after, posses a large upright GM value due to a generous beam to length ratio, but heel angles of maximum and vanishing stability are relatively low. This is due to the free trim affect i.e. heeling of these vessels produces a trimming moment by the stern. These vessels will suffer a significant trimming moment by the stern when heeled over beyond a certain point. The resulting loss of stability beyond this angle of heel, is partly compensated for by the relatively large beam that such ships tend to be built with, which is an operational requirement to provide the ship with a large working deck area aft for cargo stowage.

Such ships usually have to operate with a trim by the head and this must be

allowed for in the vessels design. While taking over a new ship in shipyard as chief engineer, the following

governing factors for having optimum stability in both the categories(i.e. statical & dynamical) should be inspected:-

(i) The new ship must fulfil six criteria of intact stability as follows:- (1) The area under GZ curve should not be less than 0.055 meter-radian up

to 30o heel

(2) The area under GZ curve should not be less than 0.090 meter-radian up to 40o heel

(3) The area under GZ curve between 30o heel and 40o heel should not be less than 0.30 meter-radians

(4) The angle of heel for the maximum GZ must be at least 25o and preferably >30o

(5) The righting lever GZ should be at least 0.20m at an angle of heel ≥ 30o

(6) The minimum upright GM value must not be less than 0.15m (ii) Where anti-rolling devices are installed in a ship, the above intact stability

criteria must be met when the device is in operation(iii) A number of influences such as beam winds on ships with large windage

area, icing of topsides, water trapped on deck, rolling characteristics, following seas etc. adversely affect stability, same to be taken in to account as far as is deemed necessary.

(iv) Provision should be made for a safe margin of stability at all stages of voyages; regard being given to addition of weights such as those due to the absorption of water and icing and to losses of weights, such as those due to consumption of fuels and stores.

(v) For ships carrying oil based pollutants in bulk, the above intact stability criteria should be met during all loading and ballasting operations.

(vi) For ships carrying passengers, in addition to the general intact stability criteria, the angle of heel on account of turning of the ship through rudder should not exceed 10o. Also, the angle of heel on account of crowding of passengers to one side should not exceed 10o.

(vii) For all the loading conditions, the GM and GZ curve should be corrected for the effect of free surfaces of liquids in tanks.

After inspecting all the data and provisions, the vessel will be considered to be sea worthy, when all the conditions mentioned above are met with. Thus we can say that the vessel has adequate optimum stability in both categories.

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139. Explain damage buoyancy and damage stability. Highlight “One compartment” standard for ships towards damage control. ‘Ships carrying liquid cargo are at hazard from groundings and explosions, but their sinking from collisions is very rare’ – Justify the statement with reasoning.

Ans) Damage stability and buoyancy are indications of the ability of the ship to survive a collision, grounding or explosion in which the hull is breached and water enters one or more compartments of the ship.There are two methods for damaged stability condition calculationsa)Deterministic calculation in which a limited number of important compartment or combination of compartments are flooded after which the floating position of the ship and remaining positive stability are assessed.b) Probabilistic calculation in which a all compartments or all combination of two or three compartments are flooded after which the floating position of the ship and the remaining positive stability are assessed. The results of these calculations are corrected for the chance that a damage occurs and the corrected outcome is compared with a prescribed minimum.

ONE COMPARTMENT STANDARD FOR SHIPS TOWARDS DAMAGE CONTROLThe most likely cause of sinking ship would be branching of the hull envelope by collision. The consequences of the resulting flooding are minimized by subdividing of the hull into compartments by watertight bulkheads. The extent to which such bulkheads are fitted is determined by IMO standards that are based on the size and type of ship.At minimum ships that must have a high probability of surviving a collusion are built to the one compartment “standard” meaning that at least one compartment bounded by watertight bulk head must be flooded without sinking the ship.A two “compartment” standard is common for larger passenger carrying ships a measure that presua… protects the ship against a collision at the boundary between two compartmentsTitanic the victim of the most famous sinking in the North Atlantic was built to the two compartment standard, but it collision with an iceburg just before midnight, ripped open at least five compartments. Thus titanic could not survive the damage, but its many water tight bulkhead did retared the flooding so that the ship required two hours and forty minutes to sink.To build a passenger ship that would survive all possible floodings is impractical, since the required five subdivisions would preclude effective use of the interior space. On the other hand a ship carrying liquid cargo can be subdivided quite finely, since most of its interior space is an advantage. Such ships are at hazard from groundings and explosions but their sinking from a collision is very rare.In contrast to the titanic the lusitamia a passenger line of similar size and type sank within 20 min after being hit by two torpedoes on May 7, 1915.

its fault lay not in sufficient subdivision but in lack of damage stability. Longitudinal bulk heads in the vicinity of the torpedo hits limited the flooding to one side causing the ship to fuel quickly to the point where normal hull openings were submerged.

As a consequence of this disaster, commercial ships are now forbidden from having internal structures that in pale flooding across the hull. An exception to his regulation is tanker, whose subdivision is fine enough that flooding of several side tanks in insufficient to capsize the ships. One important hazard in considering damage stability is the surface effect

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140. Explain ‘ship squat’ and its relevance on super tankers or OBO vessels. What are the factors governing ship squat ? Using relevant diagrams explain your answers.

Ans) When a ship proceeds through shallow water, it ‘pushes’ water aside. This volume of water must return down. The sides and under the bottom of the ship. The streamlines of the return flow are speeded up under The ship. This causes a pressure drop, which results in the ship ‘dropping’ (vertically) in the water.Besides the dropping vertically the ship generally trims either forward aft. The overall decrease in the static underkeel clearance (UKC) forward or aft, is referred to as the phenomenon of ship squat. It is not just the difference between the draughts when stationery and when the ship is moving ahead.The squat depends on the square of the speed hence a super tanker/OBO moving forward at a comparatively slow speed, in shallow water, would have a marginal drop in under keel clearance due to squat. A passenger/ cruise ship, on the other hand, moving at a very high speed, in the water of the some depth, would experience a drastic ‘drop’, which would result in the vessel running aground, even with a comparatively higher static under keel clearance as in the case of the Queen Elizabeth, when she touched bottom with several damage to her hull.Thus ship squat has been marginal on smaller and slower vessels, even when underway. These squats have been a matter of a few centimetres and thus had been considered in consequential. However, with the growth of ship size, as in the case of modern super tankers i.e., VLCC’s/ULCC’s (3,50,000-5,50,000t DWT) which have almost outgrown the ports they visit, resulting in small static under keel clearance (of 1.0 to 1.5m) this can be a cause fro concern.As a static even keel/under keel clearance have decreased and the service speeds have increased, ship squat has gradually increased. This can now be of the order of 1.5m to 1.75m by no means inconsequential.For ‘full form’ vessels such as supertankers or OBO’s grounding will occur generally at the low, while ‘fine form’ vessels, such as cruise ships or container ships, risk grounding generally at the storm. This is assuming they are at ‘even keel’ when stationery.In the last few decades, ships types have tended to be greater in length (LBP) and wider in breadth (moulded). This has led to reported groundings at the bilge strake, at or near amidships, when slight rolling motions have been present.Signs that a ship has entered ‘’shallow water” condition can be seen from one as more of the following:

1. Wave making increase, especially at the forwarded end of the ship2. V/L becomes more sluggish to manoeuvre. To quote a pilot “almost like

sailing through porridge”3. Draught indicator on the bridge or echo sounders will indicate changes in the

end draughts.

4. Propeller RPM (tachometer) will show a decrease. If the ship is in ‘open waters’ i.e., without breadth restrictions, this decrease may be upto 15% of the service rpm in deep water. If the ship is in a confined channel, however this decrease in rpm can be upto 20% of the service rpm.

5. There will be a drop in speed. If the ship is in open water conditions, this decrease may be upto 30% if the ship is in a confined channel, such as a rites or a channel, then this decrease can be upto 60%

6. The ship may start to vibrate suddenly. This is because of the entrained water effects, causing the natural hull frequency to become resonant with another frequency associated with the vessel. The engines load indicator will show an increase.

7. Any rolling pitching and heaving motions will be reduced as the ship moves from deep to shallow water conditions. This is because of the cushioning effects, produced by the narrow layer of water under the bottom shell of the vessel

8. The appearance of mud could show in water around the ships hull in the extent of passing over a raised shelf or a submerged wreck.

9. Turning circle diameter (TCD) increases, TCD in shallow water, could increase by 100%.

10.Stopping distances and stopping times increase, compared to those in deep water.

FACTORS GOVERNING SHIP SQUAT: 1) The main factor is ships speed: squat varies approximately with the square of the speed. If we double the speed the squat increases four times. Here speed is the ship’s speed relative to the water, i.e., effect of current (tide with or against the ships direction of motion) must be taken into account.2) Another factor is the block coefficient ‘CB’ squat varies directly with CB. Oil tankers, having a greater CB will have comparatively more squat than a containers ship at the same speed3) Blockage factors ‘S’. this is the immersed cross section of the ships midship section divided by the cross section of water within the canal or .4) The presence of another ship, in a narrow rises will also effect squat, so much so, that squat can even divide in value as you pass (cross) the other vessel.Formulae have been developed for estimating the maximum ships squats, for vessels operating in confirmed channels, as well as in ……….. conditions. These formulae have produced several graphs of maximum squat against ships speed. Three items of information are needed to use this diagram first, an idea of the ships CB value, secondly the speed and thirdly to whether the ship is in open water or in confined rives/ canal conditions

The conclusion, it can be stated that if we can find the maximum ship squat, for a given situation then the following advantages can be gained:

1. The ships operator will know which speed to reduce to, in order to prevent running aground and thus ensure the safety of the vessel. This could save the cost of a very large repair bill.

2. The ships officers could safely load the ship to the maximum up to the load line limits, thus giving the ship on extra earning capacity.

3. There is no loss of earnings grounding could lead to the ship being ‘off hire’4. when a vessel goes aground there is a high possibility of oil leakage/pollution

resulting in serious claims which will have to be paid by hips owner.

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141. Enlist the factors of capsizing of a vessel. Give your observation with reasoning that a smaller vessel is more prone to capsize than a bigger one. State the actions that can undertaken for improving resistance of a vessel against capsizing?

Ans. Following are the factors for capsizing of a vessel:-e. FREE SURFACE EFFECT:-Large free surface effect , owing to the

presence of slack tanks and improper subdivision of tanks (no longitudinal bulkhead, which results in reduction of metacentric height, GM, and hence the possibility of capsizing). Certain tankers designed with no longitudinal bulkheads in cargo tanks, are more prone to capsize due to large free surface effect. Sometimes, when deeply laden, in heavy weather, large amounts of water are shipped. If not drained quickly(if freeing arrangements not adequate), may cause a considerable free surface effect.

f. SHIFTING OF CARGO:- Shifting of cargo can result in a heavy list, which may increase the progressive rolling and this can capsize the vessel. To avoid this by good design, hopper tanks are provided, in bulk carriers.

g. NATURE OF CARGO:- Some types of bulk cargo are susceptible to absorbing moisture(hydroscopic). When moisture content rises above the safe limit, the cargo behaves like a liquid cargo, giving rise to high free surface effects.

h. GROUNDING:- If the vessel runs aground, at a spot off the centreline, and if the water level further drops, there is a virtual rise in the centre of gravity, thus there is chance of the metacentric height becoming negative, resulting in the vessel capsizing. Hence, if the vessel slides of upright, there is sometimes a chance of the vessel capsizing, while trying to pull off the ground.

i. FLOODING:- Any flooding due to internal or external reasons, will result in loss of buoyancy. If this loss is greater than the reserve buoyancy of the vessel, the vessel will capsize.

j. HEAVY WEATHER DAMAGE:- Any heavy weather damage that leads to progressive flooding will cause loss of buoyancy. If this loss is greater than the reserve buoyancy of the vessel, the vessel will capsize.

k. SYNCHRONOUS ROLLING:- Every vessel has a natural rolling period, which is inversely proportional to the square root of the metacentric height and directly proportional to the beam. If the vessel encounters a series of swells, in such a manner, that a wave period matches the rolling period, the vessel will have no time for righting itself, before the next wave strikes. This situation, if not corrected, can result in capsizing.

l. PARAMETRIC ROLLING:- This phenomenon has been observed in large container vessels, when the length is comparable to the length of the hull, which flares at a higher level. Parametric rolling is known as such, because it is caused by changes in the parameters of transverse stability. It is a common belief, that the vessel’s roll is maximum, while encountering a beam swell; this is not always true. The maximum rolling maybe experienced in the following cases:

e) When angle of encounter is such that the crest of the wave strikes the vessel, at the same frequency, as the vessel’s natural rolling period.

f) A long ship has its ends supported by crests, while the midship section is in a trough or vice versa. These situations occur alternatively, depending on whether the ship is encountering ‘head’ sea or ‘following’ sea. In following seas, vessels need a much longer righting lever, as the stability provided by the flare is lost. The water plane area is reduced, so the BM and righting lever will reduce. This combined with synchronous rolling, results in very heavy rolling, which can cause a capsize.

SMALL VESSELS ARE MORE PRONE TO CAPSIZE:-1) Surface of the wave is trochoidal in cross section, having sharp crests

and diffused troughs. This gives a semi circular profile to the waves. When a small vessel rides over such a wave, she acquires a circular motion, which reduces her weight(virtually). This in turn, reduces the righting moment and may result in capsizing.

2) Drastic change in water plane area: Smaller vessels, such as supply vessels, have rapid changes in the water plane area, especially during pitching. At high angles of heel, the BM makes a measured contribution to the righting lever, GZ=sinθ(GM +½BMtan2θ). Since BM is dependent upon water plane area, so the righting lever can be considerably reduced. Thus there are more chances of capsizing.

ACTIONS TO IMPROVE RESISTANCE AGAINST CAPSIZING:-The resistance against capsizing can be improved by minimizing the factors responsible for capsizing as follows:-

a) Cargo Loading:- Cargo should be trimmed properly to prevent the cargo from shifting.

b) Slack tanks should be avoided, to reduce free surface effects. Longitudinal subdivision of tanks reduces the free surface effects drastically. Single longitudinal subdivision reduces the free surface effect by a factor of 4(1/4 of original without subdivision). Twin longitudinal sub-divisions would reduce it to 1/9 and so on.

c) The speed and direction of the ship can be checked, so as to avoid ill effects of synchronous rolling

d) Proper weather routeing to avoid heavy weather.e) Adequate vigilance to ensure no grounding occursf) Hull watertight and weathertight integrity to be maintained at all times

GZ

GZmax

10o

GM

30o 60o

Increasing GZ Decreasing GZ

GM= Slope of GZ curve at originTanθ= Value of GZ at 57.3o = value of GZ1(radian)1. Area under GZ curve shall not be less than 0.055 meter-radian up to

30o; 0.09 meter-radian up to 40o or down flooding.0.03 meter-radian between 30o to 40o

2. GZ> 0.2 m at 30o

3. GZmax must be at an angle greater than 30o

4. GM ≥ 0.15 m

Angle of heel

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142. Explain transient flooding phenomenon. Underline the risk involved with transient flooding. Considering that transient flooding condition may lead to capsizing of a vessel, explain the phases of ship’s movement from upright to overturn position due to transient flooding?

Ans. Transient flooding phenomena are related to the initial stages of flooding of a damaged ship. They could be defined, in terms of time, as phenomena occurring in the time period required for the damaged compartment to become fully flooded in case of a damage opening starting from the intact ship conditions. The risks associated with transient flooding are the large intermediate heeling angles that could lead the ship even to capsize, before it reaches a static equilibrium after damage and the prolongation of the time of ship exposure to wind and waves at undesired heeling angles. The latter risk is met especially in cases of slow flooding where a long time is required to complete the flooding.

During the transient flooding the ship generally moves under the action of the unbalanced flood water moments and environmental forces. As the water flows in to the damaged compartment and considering the compartment’s geometry it will be first distributed in an asymmetrical unbalanced way. Even in symmetrical spaces, free surface effects and the time lag observed from the instance of water passing the damage opening until it is spread to the whole compartment (noting the effect of internally fitted equipment), unbalanced distribution will arise causing heeling moments. Internal phenomena increase the moments acting on the damaged ship, affecting her motions. Therefore, the ships heeling in transient flooding is clearly a dynamic phenomenon. The ship heels under the action of various time dependent moments, absorbing potential energy to the extent available. The magnitude of ship’s heel motion depends on the amount of the instantly flooded water related to damage geometry, ship’s inertia and hydrostatic characteristics as well as energy dissipation components of ships hull that act as damping forces on the ship, e.g. rudder, bilge keels. Because of the continuous kinetic-potential energy balance, the ship’s mean position (especially her hull) deviates from the position it could reach, if moving hydrostatically.

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144. State the factors on which damage stability of the vessel is dependent. State the principle consequences of flooding ships hull. Defining floodable length, illustrate how a floodable length curve can be used to test the locations of the subdivision bulkheads in a ship

Factors on which damage stability of the v/l is dependent are :

1) Type of ship, length of ship, form of ship, permeability of compartments, draft and other characteristics of ship, and ship’s nature of service

2) Beam wind on ships with large 'windage area', icing of topsides, water trapped on deck, rolling characteristics, following seas adversely effect the stability & hence should be taken into account.

3) Addition of weights such as absorption of water and icing, & loss of weights such as fuel and water consumption.

4) Effect of 'free surfaces' of liquids in tanks.

5) Loading condition of ship.

6) Openings in superstructure deck, small openings on deck such as for passages of wires, tackles and anchors.

7) Trunks & hatchways & their closures water tight integrity.

8) Heel of vessel due to crowding of passengers on one side

9) Heel of vessel due to turning

Principle consequences of flooding :-

1) Change of list, trim due to flooding; ship will sink more in water & depending on flooding, ship will have trim or list which can make it impossible to launch a life boat.

2) Loss of GM :- As the compartment gets flooded, there's loss of buoyancy. This loss of buoyancy is covered by loosing reserve buoyancy and hence loss in free board.

3) Any water flooding the compartment will reduce the GM due to the free surface effect & actual loss of GM depends on permeability of the compartment.

4) Due to ingress of water, there is possibility of collapsing of bulkhead, which may increase the extent of flooding and hence damage the structure of ship, or result in total loss of ship.

5) Flooding may cause undue stresses on structure of ship, due to weight of water. Because of unbalanced forces, Bending Moment. may lead to deformation of structure, which further reduces the strength and ability to survive.

Floodable length : Floodable length at any point along the length of ship is the maximum length (fore & Aft) with its centre at a given point, which can be flooded, without the ship being submerged beyond the margin line.

Floodable length at various points along the length of the ship hull will be different. Its calculation is done using standard floodable length curves, given for a ship of standard shape. To find for a specific condition, we must use numerous other curves to correct the floodable length found from standard curves, to suit the free board, sheer profile and block co-efficient.

The figure shows a floodable length curve. Ordinate at any point represents the length which can be flooded, with the centre at that point concerned. It is the floodable length at point A, the position of b/heads giving the required compartment length are given by setting off distances L/2 either side of point A. The lines, at the end of the curves are caused as forward and after terminals. The permeability's out average permeability figures for machinery spaces and compartments forward & aft of it. This leads to 3 curves for the complete ship as shown in the figure.

A factor of subdivision should be applied, to the floodable length curve, to give permissible length of the compartment. The factor is to be sub-divided, which depends on the length of the ship. So the sub-dividing bulkheads can be located, at permissible lengths apart, from each other giving required sub-division.

Permissible length = Floodable length X factor of sub-division. Permissible length is always less than F.L. to give factor of safety for flooding of the compartment.

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Considering an adequate standard of damage stability protection for Ro-Ro ferries following amendments have been made by (i) IMO to 1974 SOLAS Convention

The 1981 amendmentsAdoption 20 November 1981Entry into force: 1 September 1984 Chapter II-1 and II-2 were re-written and updatedRegulation 8Stability of passenger ships in damaged condition

1.1- Sufficient intact stability shall be provided in all service conditions so as tonnable the ship to withstand the final stage of following of any one main compartment which is required to be within the floodable length.1.2- Where two adjacent main compartments are separated by a bulkhead which is stepped unclear the conditions of regulations 7.5.1. the intact stability shall be adequate to withstand the following of those two adjacent main compartments.1.3- Where the required factor of subdivision is 0.5 or less but more than 0.33 intact stability shall be adequate to withstand the flooding of any two adjacent main compartments.1.4- Where the required factor of subdivision is 0.33 or less the intact stability shall be to withstand the flooding of any three adjacent main compartments.

The 1988 (October) amendmentsAdoption: 28 October 1988Entry into force: 29 April 1990

Some of these amendments also resulted from the Herald of free enterprise disaster and included details of how stability of passenger ships in a damaged condition should be determined and a requirement for all cargo loading doors to be locked before a ship leaves a berth. The amendments also made it compulsory for the passenger ships to have a light weight survey at least every five years to ensure their stability as not been adversely affected by the accumulation of extra weight or any alterations to the superstructures.

The November 1995 amendments (conference)Adopted: 29 November 1995Entry into force: 1 July 1999

The most important changes relate to the stability of ro-ro passenger ship built since 1990, was extended to existing ships in accordance with an agreed phase-in programme. Ships that only meet 85% of the standard had to comply fully by 1 October 1998 and those meeting 97.5% over above, by 1 October 2005. The SOLAS 90 standard refers to the damage stability standard in the 1988 (October) amendments to SOLAS adopted 28 October 1988 and entering into force on 29 April 1990.The conference also adopted a new regulation 8-2, containing special requirements for ro-ro passenger ships carrying 400 passenger or more.

This is intended to phase out ships built to a one compartment standard and ensure that they can survive without capsizing with two main compartments flooded following damage.

(ii) By IACS on flood control doors

DOOR CLASSIFICATIONType A a door which may be left open

Type B a door which should be closed. It may remain open only whilst personnel are working in the adjacent compartment

Type C a door which should be closed. It may only be opened for sufficient time to permit through passage

SPEED OF OPERATIONAll power operated door must be capable of being closed from the remote position within one minute

Alarm 10-20 secClosing time 20-40 sec

Doors must be closed promptly in a emergency to prevent progressive flooding potentially very hazardous specially on ro-ro ships. Doors should be closed in not less than 20 seconds, but not more than 40 secs.

TESTING AND INSTRUCTIONSW.T. doors and controls gear must be inspected at least once every week.

All doors in normal use should be opened and closed daily

All crew members should be instructed on the safe operation of W.T. doors

Written instructions must also be available posted

When more than 5 doors are fitted all doors must be capable of being closed simultaneously from central control with open/closed indicators. This central control position gives quick, convenient, simultaneous closing of all doors.All doors must be closed in a potentially hazardous situation except for the passage of personnel.A potentially hazardous situation occurs when

i. in condition of restricted visibilityii. in port limits of compulsory pilotage limitsiii. where adopt of water is less than 3 times draughtiv. in proximity of underwater hazardsv. density of traffic if high

any other factor constitutes a hazard

146

146. Describe the amendments made in SOLAS Chapter II-1 Parts A, B and B-1 towards consideration of trim in the calculation of attained subdivision A. What are the provisions made thereof for passenger ships? What provisions made against intermediate stages of flooding?

Ans) Chapter II-1 of SOLAS was revised by the amendments of May 2005 with entry into force set for 1 Jan 2009. The revision of SOLAS Chapter II-1 Part A,B,and -1 will be applicable to new ships built after the expected entry into force date of 1 January 2009. The amendments which have been intensively developed are based on probabilistic methods of determining damage stability.

The amendments made in part A regulation 1.3.4 states that the expression alterations and modifications of major character means in the context of cargo ship subdivision and stability and modification to the construction which effects the level of subdivision of that ship. Where a cargo ship in subject to such modification, it shall be demonstrated that the AIR ratio calculated for the ship offer such modification is not less the AIR ratio calculated for the ship before the modification. However, in those cases when the ship A/R ratio before modification is equal to or greater than unity it is only necessary that the ship after modifications has an A value which is not less than R. calculated for the modified ship. Chapter II-Part B Regulation 4 was amended as mentioned below.

The ship shall be efficiently subdivided as is possible having regard to the nature of service for which they are intended. The degree of subdivision shall vary with the subdivision Length (Ls) of the ship and with the service in such a manner that the highest a degree of subdivision corresponds with the ships of greatest subdivision Length (Ls) primarily engaged in the carriage of passengers.

The amendments carried out in chapter II-1-B-1 with respect to trim in regulation 5-1-4 which sags that for ships which have to fulfill the stability requirements of B-1 information referred to in paragraph 2 are determined from considerations related to the subdivision index in the following manner minimum required for the three draughts ds,dp and de one equal to the am (or Ka value) of corresponding loading cases used for the calculation of survival factor for intermediate draughts, values to be used shall be obtained by union interpolation applied to an value only between the deepest subdivision draught and the partial subdivision draught and between the partial load line and the light service draught respectively. Intact stability criteria will also be taken into account by retaining for each draft the maximum among minimum required am values on the minimum of maximum permissible KG values for both criteria. If the subdivision index is calculated for different trims, several required am curves will be established in the same way.

Chapter II-1-B-1 regulations 8 given the requirements for passenger ships according to which

A passenger ship carrying more than or 400 passengers shall have water light subdivision abaft the collision bulkhead so that sc=1 for three loading condition

A passenger ship should be able to withstand the damage along the side shall to an extent specified in paragraph 3 of the regulation.

Paragraph 3 is regarding evaluation of extent of damage to be assumed when demonstrating the compliance with paragraph 2. it depends on both N as defined in regulation 6 an Ls as defined in regulation 2

Regulation 8-1 was modified which is regarding system capabilities after a flooding casuality on passenger ships..

According to the above regulation a passenger ship shall be designed so that the system specified in regulation II-2/21-4 remains operational when the ship is subject to flooding of any single water tight compartment.

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A collision bulkhead is a watertight bulkhead installed at the forward part of the vessel to

protect the vessel from flooding in case of damage to the bow.

Peak and machinery space bulkheads, shaft tunnels, etc.

1 A collision bulkhead shall be fitted which shall be watertight up to the bulkhead deck.

This bulkhead shall be located at a distance from the forward perpendicular of not less than 0.05L or 10 m whichever is the less, and, except as may be permitted by the Administration, not more than 0.08L or 0.05L + 3 m, whichever is the greater.

2 Where any part of the ship below the waterline extends forward of the forward

Perpendicular, e.g., a bulbous bow, the distances stipulated in paragraph 1 shall be measured from a point either:

.1 at the mid-length of such extension;

.2 at a distance 1.5% of the length of the ship forward of the forward perpendicular; or

.3 at a distance 3 m forward of the forward perpendicular,

Whichever gives the smallest measurement.

3 the bulkhead may have steps or recesses provided they are within the limits prescribed in paragraph 1 or 2.

4 No doors, manholes, access openings, ventilation ducts or any other openings shall be fitted in the collision bulkhead below the bulkhead deck.

5.1 Except as provided in paragraph 5.2, the collision bulkhead may be pierced below the bulkhead deck by not more than one pipe for dealing with fluid in the forepaw tank, provided that the pipe is fitted with a screw-down valve capable of being operated from above the bulkhead deck, the valve chest being secured inside the forepaw to the collision bulkhead. The Administration may, however, authorize the fitting of this valve on the after side of the collision bulkhead provided that the valve is readily accessible under all service conditions and the space in which it is located is not a cargo space. All valves shall be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or similar material are not acceptable.

5.2 If the forepeak is divided to hold two different kinds of liquids the Administration may

allow the collision bulkhead to be pierced below the bulkhead by two pipes, each of which is fitted as required by paragraph 5.1, provided the Administration is satisfied that there is no practical alternative to the fitting of such a second pipe and that, having regard to the additional subdivision provided in the forepeak, the safety of the ship is maintained.

6 Where a long forward superstructure is fitted the collision bulkhead shall be extended weathertight to the deck next above the bulkhead deck. The extension need not be fitted directly above the bulkhead below provided that all parts of the extension, including any part of the ramp attached to it are / it is located within the limits prescribed in paragraph 1 or 2 with the exception permitted by paragraph 7 and that the part of the deck which forms the step is made effectively weathertight. The extension shall be so arranged as to preclude the possibility of the bow door or ramp, where fitted, causing damage to it in the case of damage to, or detachment of a bow door or any part of the ramp.

7 where bow doors are fitted and a sloping loading ramp forms part of the extension of the collision bulkhead above the bulkhead deck the ramp shall be weathertight over its complete length. In cargo ships the part of the ramp which is more than 2.3 m above the bulkhead deck may extend forward of the limit specified in paragraph 1 or 2. Ramps not meeting the above requirements shall be disregarded as an extension of the collision bulkhead.

[In passenger ships constructed before [1 July 1997], if any part of the ramp is attached to the extension, it shall not extend forward more than 1 m forward of the forward limit specified in paragraph 1 or 2.]

8 The number of openings in the extension of the collision bulkhead above the freeboard deck shall be restricted to the minimum compatible with the design and normal operation of the ship. All such openings shall be capable of being closed weathertight.

9 Bulkheads shall be fitted separating the machinery space from cargo and accommodation spaces forward and aft and made watertight up to the bulkhead deck. In passenger ships an afterpeak bulkhead shall also be fitted and made watertight up to the bulkhead deck. The afterpeak bulkhead may, however, be stepped below the bulkhead deck, provided the degree of safety of the ship as regards subdivision is not thereby diminished.

10 in all cases stern tubes shall be enclosed in watertight spaces of moderate volume. In passenger ships the stern gland shall be situated in a watertight shaft tunnel or other watertight spaces separate from the stern tube compartment and of such volume that, if flooded by leakage through the stern gland, the bulkhead deck will not be immersed. In cargo ships other measures to minimize the danger of water penetrating into the ship in case of damage to stern tube arrangements may be taken at the discretion of the Administration.

SOLAS Regulation XII/13.1 reads:

1. On bulk carriers, the means for draining and pumping ballast tanks forward of the collision bulkhead, and bilge’s of dry spaces any part of which extends forward of the

foremost cargo hold, shall be capable of being brought into operation from a readily accessible enclosed space, the location of which is accessible from the navigation bridge or propulsion machinery control position without traversing exposed freeboard or superstructure decks. Where pipes serving such tanks or bilges pierce the collision bulkhead, as an alternative to the valve control, valve operation by means of remotely operated actuators may be accepted, provided that the location of such valve controls complies with this regulation.

MSC/Circ. 1069 reads:

1. The spaces where availability of pumping systems is required in accordance with paragraph 1 of SOLAS regulation XII/13 should be the same watertight spaces where water level detectors are required in accordance with paragraph 1.3 of SOLAS regulation XII/12.

2. This means that paragraph 1 of regulation XII/13 does not apply to the enclosed spaces the volume of which does not exceed 0.1% of the ship’s maximum displacement volume and to the chain locker.

2. Under this SOLAS regulation XII/13.1:

2.1 the valve specified under SOLAS regulation is to be capable of being controlled from the navigation bridge, the propulsion machinery control position or enclosed space which is readily accessible from the navigation bridge or the propulsion machinery control position without travelling exposed freeboard or superstructure decks. In this context, a position which is accessible via an under deck passage, a pipe trunk or other similar means of access is not to taken as being in the “readily accessible enclosed space”;

2.2 the valve is not to move from the demanded position in the case of failure of the control system power or actuator power;

2.3 positive indication is to be provided at the remote control station to show that the valve is fully open or closed;

2.4 local hand powered valve operation from above the freeboard deck, as permitted under SOLAS regulation is requested, but is not an acceptable alternative to SOLAS regulation XII/13.1.

3. The dewatering arrangements are to be such that any accumulated water can be drained directly by a pump or eductor.

4. The dewatering arrangements are to be such that when they are in operation, other systems essential for the safety of the ship including fire-fighting and bilge systems remain available and ready for immediate use. The systems for normal operation of electric power supplies, propulsion and steering should not be affected by the operation of the dewatering systems. It must also be possible to immediately start fire pumps and have a ready available supply of fire-fighting water and to be able to configure and use bilge system for any compartment when the dewatering system is in operation.

5. Bilge wells are to be provided with gratings or strainers that will prevent blockage of the dewatering system with debris.

6. The enclosures of electrical equipment for the dewatering system installed in any of the forward dry spaces are to provide protection to IPX8 standard as defined in IEC Publication 60529 for a water head equal to the height of the space in which the electrical equipment is installed for a time duration of at least 24 hours.

The length definition issue for application of damage stability requirements:

The location of the collision bulkhead is determined by first determining the Length Between Perpendiculars (LBP). LBP is the horizontal distance measured between perpendiculars taken at the forward most and after most points on the waterline corresponding to the deepest operating draft.

The collision bulkhead must be located between 5% and 15% of LBP as

measured aft of the forward perpendicular.

148

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

Main Objects : Of the convention is

1) To specify the minimum standards for the construction, equipment and operation of ships, and their reliability toward safety.

2) Flag states are responsible for ensuring that ships under their flag, comply with its requirements.

3) A no. of certificates are prescribed in the convention as a proof of compliance.

4) Control provisions allow contracting governments to inspect the ships of other contracting governments if their are clear grounds for believing that the ship and its equipment do not substantially comply with the requirements of the convention this procedure is known as PORT STATE control.

RESPONSIBILITIES & CONTROL PROVISIONS

Chapter 1 : General provisions of the SOLAS 1974 convention includes provisions for the control of ships in ports of other contracting Governments.

a) The contracting governments undertake to give effect to provisions of the present convention and the Annex there to, which shall continue an integral part of the present convention

b) The contracting governments undertake to promulgate all laws, decreases, orders and regulations and to take all other steps which may be necessary to make the present convention effective, so as to ensure that the safety of seafarer’s on board is not impaired and the ship is fit for the service for which it is intended.

CHAPTER OF SOLAS

The current SOLAS convention articles setting out general obligations, amendments procedure and so on followed by an annexure divided into 12 chapters.

CHAPTER General Provisions

This Chapter includes regulations concerning the survey of the various types of ships and the issuing of the documents signifying that the ship meets the requirements of the convention. This chapter also include the provisions for the control of the ship in the ports of the contracting governments.

Chapter II - 1 Construction : subdivision and stability machinery and Electrical installations.

The Subdivision of passenger ships into watertight compartments must be such that after assumed damage to the ships hull the vessel will remain afloat and stable. The degree of sub division measured by the maximum permissible distance between two adjacent bulkhead varies with ships length and the service in which it is engaged the highest degree of subdivision apply to passenger ships.

Requirements covering machinery and electrical installation are designed to ensure that the services which are essential for the safety of the ship are maintained under various emergency conditions.

CHAPTER 2-II Construction : Five protection, Five detention and fire extinction

This chapter includes detailed five safety provisions for all ships and specific measures for passenger ships, cargo ships and tankers they include the following principle.

1) Division of ships into main and vertical zones by thermal and structural soundness.

2) Separation of the accommodation spaces from the reminder of the ship by thermal and structural boundary.

3) Restricted use of combustible materials

4) Detection of any five in the zone of origin.

5) Containment and extension of five in the space of origin.

6) Protection of the means of escape of excepts for fire fighting purpose

7) Ready stability of fire extinguishing appliances

8) Minimization of the possibility of ignition of flammable cargo vapor.

CHAPTER - 3 Deal with the life saving appliances and arrangements for passenger and cargo ships

CHAPTER - 4 Deals with Radio communications provision of radio communication services, GMDSS and ship requirements

CHAPTER - 5 Deals with the safety of navigation which includes navigational warnings, life saving signals, ship reporting system ship meaning, carriage requirement for ship borne navigational systems.

CHAPTER - 6 Deals with carriage of cargoes which deal with special provision for bulk cargo other then given are carriage of grains.

CHAPTER - 7 Deal with the carriage of dangerous goods which includes carriage of delivery goods in packaged form, in solid form in bulk, covers construction of ships carrying dangerous liquids chemicals in bulk and construction of ship carrying liquefied gasses in bulk,

CHAPTER - 8 Nuclear ships : Give requirement for nuclear powered ships and is particularly concerned with reduction hazards.

CHAPTER - 9 Management for safe operation of ships. The chapter makes mandatory the international safety management (ISM) code, which requires a safety management system to be established by the ship owner or any person who how taken responsibility of managing the ship.

CHAPTER - 10 Safety measures for High speed craft

CHAPTER - II - I Deals with special measured to enhance maritime safety which include enhanced surveys, ships ID number PSC operational requirement.

CHAPTER II - 2 Deals with special measures to enhance maritime security which includes 'ISPS' codes and responsibility of company, ship and port.

CHAPTER 12 Deals with additional safety measures for bulk carriers which include damage stability requirement applicable to bulk carriers & structured strength of Bulk carriers.

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149. Highlight the following amendments to IMO Conventions and its effects in ship operation thereof. Mention their date of entry into force

(a) CLC and Fund Convention (b) SOLAS-IMDG Code

An older version of CLC convention was adopted by IMCO in 1969 and came into force on 19-6-75. An amendment was adopted in 1992 and entered into force on 30th May 1996. In October 2002 another amendment, giving the new limits for liability was adopted and entered into force on 1-11-2003.

Objectives:1. Ensure adequate compensation is available to persons who suffer from oil pollution by ships even if the owner is unable to pay the same.

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

3. To encourage government and others to feel more confident in taking early and decisive action in containing / minimizing the adverse effects of oil pollution .

Salient features of this convention :

The owner of every tanker is liable for pollution damage caused by his tanker (even though he may have taken all possible care and precautions) unless the damage is caused by reasons external to (i.e., not connected with) the ownership and operation of the tanker) This strict liability is based on the principle "polluter may pay.

The owner of every tanker may limit his total liability in the following manner. For a ship not exceeding 500 gt liability is limited to 4.51 million SDR.

For a ship 5000 to 140,000 gt liability is limited to 4.51 million SDR plus 631 SDR for each additional gross tonnage over 5000.

For a ship over 140,000 gt liability is limited to 89.77 million SDR (1 SDR = 15 GF, 1 GF = 65.5 mg of Gold of 900 fineness).

No claim can be made against the charter include Bare boat, master, pilot crew, salver or agent of the ship.

After a pollution incident, if owner wishes to avail of the benefit of limitation as described above, he deposits a run equal to its maximum liability either with the court or with any other competent authority of the country.

If the owner incurs any expenses to prevent or minimize pollution damage, then such expenses are deductible from the amount deposited by the owner in the same ratio as other claims on the fund. The object of this provision is to encourage immediate

measures by the owner to minimize / contain damage and be willing to spend money therefore.

Every tanker of 2000 GT and above has to maintain an insurance or other financial security (such as a bank guarantor) to ensure that the tanker can meet her pollution damage liabilities to the extent indicated above.

The flag state shall issue a certificate to each ship after she has complied with the above condition regarding financial security.

The certificate must be carried on the ship and must show the name of the insurer etc., giving security in respect of the ship certificates by all countries that have ratified the convention.

The liability insurer (P & I clubs) of the ship owner usually provides the proof of insurance policy / financial security. On the basis of this document the flag state issues the "certificate of civil liability of oil pollution damage" (CLC certificate)

The certificate shall not be valid beyond the validity of the insurance policy.

Any one who suffers loss due to oil pollution from a ship may she either the owner of the V/L or even the insurer who has issued the policy within three years of the loss. Ever if the owner goes into liquidation, the insurer continuous to be liable to those who may have suffered a loss.

Fund Convention was first adopted in 1971. This was amended and renamed in 1992. Entered into force 30-5-96. Aim of this convention is to provide compensation for losses due to pollution where the security provided by the 1992 CLC convention is inadequate. Fund provides supplementary compensation to oil pollution disasters. The fund convention is an attempt to ensure that losses due to oil pollution damage are borne not only by the shipping industry, but in part also borne by the cargo interests.

Salient features : 1. All persons / companies in any country importing more than 150,000 tons of oil in any year shall make contributions to the fund. This fund is managed as an independent entity under the overall supervision of al director who is appointed by and responsible to IMO.

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

Effects of CLC and fund convention in ship operation :

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

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

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

4. These conventions encourage government and others to take early and decisive action in containing or minimizing the adverse effects of oil pollution, because these conventions ensure adequate compensation. If owner incase any expenses to prevent of minimize pollution damage, then such expenses are deductible from his total liability.

IMDG Code :

The IMDG code was developed as a uniform international code for the transport of dangerous goods in packaged form by sea covering such matters pas packing, container traffic and stowage with particular reference to the segregation of in compatible substances. The IMDG code lays down basic principles; detailed recommendations for individual substances, materials and articles and a number recommendations for good operational practices including advice on terminology, packing, labeling, storage, segregation and handling and energy response action.

The IMDG code was made mandatory from 1st Jan. 2004 by IMO, by adopting SOLAS chapter VII on 24 May 2002.

This code applies to all ships carrying dangerous goods in packaged form. Provisions of this code do not apply to ships stores.

Effects of IMDG code in ships operation.

1) In documents relating to the carriage of dangerous goods, a proper shipping name of this goods shall be used.

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

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

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

5) Administration shall issued detailed instruction on emergency response guide and medical first aid guide relevant to incidents involving dangerous goods.

150

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

Ans. Originally grain was carried in sacks

Then Bulk carrying concept

Sinkage

1948 & 1960, Solas required expensive temporary fittings

and/or bagged grain

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

Because it underestimated the ‘Sinkage’

IMO assembly in 1969 adopted new resolution

‘1969 equivalent grain regulation’

These (1969 rules) were adopted in Solas 1974

IMO also adopted - ‘Code of safe practice for Solid Bulk Cargoes’

which was adopted in 1965

It categorized cargoes

highlights dangers associated with shipment of particular cargo.

Gives properties of different cargoes and handling procedures.

It emphasis the need to ‘distribute cargo’ throughout the ship to avoid

overstressing and improve stability.

‘Cone’ when loaded

Angle between slope of cone and bottom of hold is called ‘angle of repose’

Iron has – high angle of repose

Grain has – low angle of repose – (more shifting ability)

hence more prone to dry surface movement

o To overcome this code states that cargo should be trimmed reasonably level

and all spaces should be filled as fully as possible.

o Use of shifting boards or bins

No. of accidents dropped during 1980’s and it seemed to many that the problem of

bulk carriers safety has been solved.

Until: 1990 20 Bulk carrier sank – 94 lives lost

1991 24 Bulk carrier sank – 154 dead

Investigation proceeded :-

1. Importance of age:-

There was a clear link between accidents and age of bulk carriers

o 1990 – 18/20 ships lost were over 18 years old

o In 1995 LR of shipping published a table giving details of accidents involving

88 Bulk carriers between Jan 1990 and Dec 1994 only 3 ships were less than

10 years old and nearly half were over 20 years

2. Corrosion and fatigue:-

The main reason why age is so relevant here is that corrosion and general

fatigue increases as ship grows older.

This is partly because of stress to which the ship is inevitably subjected by

routine operation, cargo handling, weather, waves and partly due to sea water effect

on steel.

Bulk carriers is great lakes – survive to 50 or 60years sulphur residues present in

coal also aggravate the corrosion.

Intercargo investigations shows:-

of 15 losses in 1994 40% were caused by plate failure followed by

ingress of sea water.

6 - 7% losses never explained because ships

disappeared too quickly.

70% losses occurred in heavy weather

American B.S. in 1991 said

“The recent spate of casualties on conventional bulk carrier appears to be directly

traceable to failure of cargo hold structure.

L.R said :that prime cause of most casualties is the inability of the side structure to withstand

the combination of local corrosion, fatigue cracking and operational damage.

Operational Factors:-

Corrosion was important so was physical damage suffered during operations.

Loading pattern can make the effect worse.

A) Dense cargoes like iron ore often carried in alternate holds to raise (CG). This

according to LR increases the stress on inner hull components (Bulkheads etc)

B) Cargo handling method:-

For faster turn-around the loading rate is increased some terminals can

load up to 16000 ton / hr. iron ore. ‘IACS’ in a report said high cargo rates

under uncontrolled process could result in an over loading which can cause

local or global damage.

1994 - One proof was when vessel ‘TRADE DRINKING’, Cyprus, 1974, 145000 dwt, breaks

at Ponta Madeira

July 1993 - wreck of Derbyshire (went down Sept 1980)

1991 – Mineral Diamond (Anglo Eastern) but in 1976 all 26 died

In a study by ‘IACS’ showed that a

5% overload increases still water bending moment by 15% & shear forces

by 5%

10% overload increases still water bending moment by 40% and shear force by

20%

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

with capacity of 16000 t/hr

Last of the cargoes are removed by bull dozers and hydraulic hammers fitted to

extended arms of tractors

Question of attitude

Owners try to run ships where Port State Controls are relaxed

High tensile steel:-

In early 1980’s increasing use has been made of high tensile steel, especially

in construction of bulk carriers. As thinner plates can be used without loosing any

strength.

A normal MS plate will be 24-29 mm thick, using HT steel this can be reduced to

20mm. The weight saving might amount to several thousand tons. This cuts building

costs and enables to carry more cargo. But there is a price to pay one simple fact

that HT corrodes just as quickly as MS. As HT plates are thinner, corrosion is likely to

reach danger point more quickly.

IACS observed that most common example where failure had occurred on HTS built

bulk carriers was at side longitudinal connection to web frame.

According to LR in Sep 1995, HTS ships are also prone to a phenomenon known as

‘springing’

Chapter XII:- (13 Regulations)

1. Enhanced survey schedule

2. Old – fore most cargo hold flooding

New – any cargo hold flooding

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

4. Any restriction of cargo type.

5. Loadicator

6. Bilge Alarms

7. Pumping system

151

151. List the amendments to the existing Conventions of IMO to come into force in the year 2005. Briefly describe the amendments. What changes are likely to be foreseen on ship operation worldwide on implementation of these amendments?

Ans) The amendments to the existing conventions of IMO to come into force in the year 2005 are as under:-

2) MARPOL 73/78 (Adopted: 4 Dec 03, Enforced: Apr. 05)Annex I - Phasing out cat 1 tanker 2005 from 2007 cat 2 & 3 tanker 2010 from

2015

CAS for all single hull tanker more than 15 yrs new reg 13H

3) LL 1966 ( Adopted: jun-03, Enforced:1 Jan 05)Amend to annex B

4) FUND 1971 (Adopted:16 May 03, Enforced : 3 Mar 05) supplementary fund

1)MARPOL 73/78 (Adopted 1 Apr 04, Enforced: 1 Aug 05) amend annex IV and V

5) MARPOL 73/78 (Adopted: 26 Sept 97, Enforced 19 May 05) Protocol of 1997 – add annex VI

MARPOL 73/781) The protocol of 1997 (Annex VI-Regulations for the prevention of Air

Pollution from ships) Adoption : 26 September 1997 Entry into force : 19 May 2005

The protocol adds a new Annex VI on Regulation for the prevention of Air pollution from ships to the convention. The rules set limits on sulphur oxide (Sox) and nitrogen oxide (NOx) emission from exhaust and prohibit deliberate emissions of ozone depleting substances.

Annex VI

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

Contains provisions allowing for special ‘Sox emission Control Areas’ to be established with more stringent control on sulphur emissions.

In this area the sulphur content of fuel oil used on board ships must not exceed 1.5% m/m or alternatively ships must fit an exhaust gas cleaning system or use any other technological

method to limit SOx emissions. The Baltic sea is designated as a Sox Emission control area in the protocol.

It prohibits deliberate emissions of ozone depleting substances, which includes halons and chlorofluorocarbons

(i) new installations are prohibited on all ships(ii) new installations containing HDFC’s are permitted until 1 Jan 2020

Note:- These requirements of IMO are in accordance with the Montreal Protocol of 1987, as amended in London in 1990

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

It sets limits or emissions of nitrogen oxides (NOx) from diesel engines. A mandatory NOx technical code developed by IMO defines how this is to be done.

It also prohibit he incineration on board ships of certain products, such as contaminated packaging materials and polychlorinated ….. (PCBs).

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

(i) designation of Sox emission control areas(ii) information for inclusion in the tanker delivery note(iii) approval and operating limits for shipboard incinerators(iv) test cycles and weighting factors for verification of compliance of

marine diesel engines with the NOx limits and(v) details of surveys and inspections to be carried out.

2) The 2003 AmendmentsAdoption : 4 December 2003

Entry into force : April 2005

Regulation 13G of Annex I was revised:

The final phasing out date for cat 1 tankers (pre-MARPOL) is brought forward to 2005 from 2007.

The final phasing out date for Cat 2 and Cat 3 tankers (MARPOL tankers and small tankers) is brought forward to 2010 from 2015

Under the revised regulations, the condition Assessment Scheme (CAS) is to be made applicable to all single hull tankers of 15 yrs or older

It allows the Admin to permit continued operation of Cat 2 or 3 tankers beyond 2010 subject to satisfactory results from the CAS, but the continued operation must not go beyond the anniv of the date of delivery of the ship in 2015 or the date on which the ship reaches 25 years of age after the date of its delivery whichever is earlier.

A new regulation 134 to Annex I of MARPOL on the prevention of oil pollution from oil tankers when carrying heavy grade oil (HGO) … the carriage of HGO

(i) In single hull tankers of 5000 tons dwt and above (ii) in single hull oil tankers of 600 tons dwt and above but less than 5000 tons dwt not later than the anniv. of their delivery date in 2008.The regulation defines HFO as any of the following:

(i) Crude oils having a density higher than 900 kg/m3@ 15oC(ii) fuel oils having a density higher than 900 kg/m3@15oC or a

kinematic viscosity higher than 180mm2/s @ 15oC(iii) bitumen, tar and their emulsions.

The regulation has some exemption like it may allow operation of(i) Oil r\tankers 5000 tons dwt and above carrying crude oil with a

density higher than 900kg/m3 but lower than 945kg/m3 @ 15oC with satisfactory CAS results and

(ii) single hull oil tankers of 600 tons dwt and above dwt less than 5000 tons dwt, if in the opinion of the Admin the ship is fit o continue such operation and

(iii) an oil tanker 600 tons dwt and above engaged in voyages exclusively with in an area under the Party’s jurisdiction or under the jurisdiction of another party, provided it aggress and

(iv) the same applies to floating storage units (FSU’s) all the above may be denied if the party feels this is necessary for the purpose of securing the safety of a ship or caving life at sea

3) The 2004 (April) AmendmentsAdoption : 1 April 2004

Entry into force : 1 August 2005

The revised Annex will apply to new ships engaged in international voyages of 400 GRT and above or which are certified to carry more than 15 persons.

Existing ships will be required to comply with the provisions of the revised Annex IV five years after the date of its entry into force.

The Annex requires ships to be equipped with either a sewage treatment plant or a sewage commuting and disinfecting system or a sewage holding tank.

The discharge of sewage into the sea will be prohibited, except when

(i) the ship has in operation an approved sewage treatment plant or(ii) in discharging comminuted and disinfected sewage using an approved

system at a distance or more than three nautical miles from the nearest land or

(iii) is discharging sewage which is not comminuted or disinfected at a distance of more than 12 nautical miles from the nearest landAlso, amendments to the appendix to MARPOL Annex V on prevention of pollution

by garbage from ships which relate to the recording of the disposal of cargo residues in the Garbage record Book.

International Convention on Loadlines, 1966 2003 Amendments

Adopted : June 2003

Entry into Force: 1 January 2005

The amendments to Annex B to the 1988 load lines protocol include a number of important revisions, in particular to regulations concerning strength and intact stability of ships

International Convention on the Establishment of an International Fund Compensation for Oil pollution Damage (Fund), 1971

The 2003 Protocol (Supplementary Fund)

Adoption : 16 May 2003

Entry into Force: 3 March 005

The 2003 protocol establishing an International Oil Pollution Compensation Supplementary Fund was adopted by a diplomatic Conference held at IMO headquarters in London. The aim of the established fund is to supplement the compensation available under the 1992 civil liability and fun conventions with an additional their tier of compensation. It is optional and the total amount of compensation payable for any one incident will be limited to a combined total of 750 million special Drawings Rights (SDR) (just over Rs 1000 million) including the amount of compensation paid under the existing CLC/fund conventions.

152

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

1) MARPOL - 73/78 : International convention for the prevention of pollution from ships 1973, as modified by the protocol of 1978. The various annexes to this conventions are as follows :

Annex - I : Deals with regulations for the prevention of pollution by oil. Entry into force on 2nd October 1983.

Methods and aids to prevents pollution includes following :

a) International oil pollution prevention certificate (IOPP) - (Reg.5) This certificate is mandatory / statutory certificate to be issued in initial or renewal survey, to any takes of 150GT and other ships 400 GT. Valid for 5 years issued by administration.

b) Oil Discharge monitoring and control system (ODMCS) shall be provided for tankers to control oil in shops (Reg.-15)

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

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

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

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

(phasing out of single hull tankers)

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

h) Shipboard oil pollution Emergency plan (SOPEP) Reg.26 Every tanker 150 GT and others 400 GT shall carry supplied SOPEP plan by Administration.

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

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

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

l) Limitation of size & arrangement of cargo tanks.

Annex - II Defines regulations for the control of pollution by noxious liquid substances in bulk.

Methods and aids to prevent pollution includes :

a) Categorization and control of noxious liquid substances in and outside special areas Reg. 3 & 5

b) Cargo record book : To record loading, unloading cleaning and ballasting facilities at terminals for discharge of residues and mixtures containing NLS Reg.7.

c) To have shipboard marine pollution prevention Emergency plan (SMPEP) along with SOPEP or a combined plan.

Annex - III Defines regulations for the prevention of pollution by harmful substances carried by sea in packaged form E/F = 1st July 1992

a) Marking and labeling - Reg 3.

b) Storage shall be properly stored and secured so as to minimize hazards Reg.5.

c) Document correct technical names to be used and further identified by the words marine pollutant.

International maritime dangerous goods (IMDG) Code : defines the harmful substances, which are identified as marine pollutants.

Annex IV : Defines regulations for the prevention of pollution by sewage from ships forced on 27th Sept. 2003.

Methods and aids :

a) An International sewage pollution prevention certificate is issued by the administration after survey has been carried out in accordance with reg.3.

b) Ship must have in operation an administration approved sewage treatment plant Reg.8

c) Reception facilities at ports & terminals Reg.10.

d) Standard discharge connection.

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

Methods and Aids

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

b) Reception facilities in parts & terminals.

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

d) Every ship 400 GT to carry garbage management plan.

e) Garbage record book required for ship > 400 GT and preserved for 2 years after last entry.

Annex VI : Regulation for prevention of air pollution from ships enforced 19th May 2005

Methods and Aids :

a) Ships must have an International Air Pollution prevention (IAPP) certificate by administration, after initial survey. valid for 5 years.

b) Restriction of use of ozone depleting substances (ODS) such as HCFCs. phasing out of existing ODSs by 1st January 2020. (i.e. R-22)

c) Control of emissions of sulphur oxides (SOx) by limiting sulphur contest of fuel oil to 4.5% m/m and 1.5% for sulphur emission control areas (SECAs) Reg.13

e) Installation of approved incinerators with monitoring devices for fuel gas outlet and combustion chamber temperatures.

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

g) Bunker delivery notes must specify parameters of fuel supplied,

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

i) VOC system for tankers sailing to VOC designated port.

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

1) Familiarization of personnel's responsible for operating pollution preventing equipment, with the operation & maintenance of equipment

2) Familiarization of personnel with MARPOL regulations.

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

4) Must ensure minimum recommended spares always onboard for pollution prevention equipment. Eg. spare set of filter cartridge.

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

6) Surveys due for pollution prevention equipment.

7) Bunker checklist bunker transfer procedures are clearly posted.

8) To properly keep bunker samples & delivery notes.

9) Operating procedures for pollution prevention equipments must be clearly posted.

10) Regular testing of pollution prevention equipments.

11) Entries in oil record book.

12) Ensure sounding records updated.

13) Good E/R house keeping minimum leakages.

153

153. List the IMO Conventions and guidelines dealing with marine environment protection. State how each of the convention contributes to the protection of the marine environment.

Ans) Convention are the main instruments of IMO, a binding legal instrument regulating some aspect of maritime affairs of major concern to IMO (eg safety, pollution). Various conventions have been developed to deal with the prevention of pollution by ships some of which are as listed below:

(1) International Convention for the prevention of pollution from ships, 1973 as modified by the protocol of 1978 (MARPOL 73/78). The various annexes to this convention are as follows:

a] Annexe-1: Deals with regulations for the prevention of pollution by oil. Entered into force on 2nd October 1983 few important regulations in this annexe includes the following

(i) International Oil pollution prevention certificate (IOPP):- The IOPP certificate is issued after an initial or renewal survey to any oil tanker of ISO GT and above and other ships of 400 GT and above. The certificate is valid for 5 years and issued by the administration as per regulation 5.

(ii) Oil discharging monitoring and control system of approved type to be fitted in tankers to provide a continuous record of the discharge in terms of quantity, oil content, rate etc as per regulation 15 which also regulates the retention quantity of oil on board.

(iii) Oil filtering equipment or any ship of 10000 GT and above should be provided with arrangements for an alarm and automatic stopping device in case the effluent exceeds 15ppm

(iv)Reception facilities to be provided at ports and terminals as per regulation 12.

(v) Segregated clean ballast tanks (SBT) and crude oil washing system (COW) to be provided for oil tankers

(vi) Improving the requirements for the design and construction of oil tankers to prevent oil pollution in the event of collision and stranding for new tankers and for existing ships. Which apply to crude carriers of 20000 DWT and above and product carriers more than 30000 DWT, which shall be subject to enhanced programme of inspections, during periodicals intermediate and annual surveys.

(vii) Oil record book: Every oil tanker of 150 GT and above and all other ships of 400 GT and above shall have an oil record book for recording all oil transfers as well as recording all bilge and sludge transfers, oily water separator operations and incineration/disposal to shore regulam 20

(viii) Shipboard Oil pollution Emergency Plan (SOPEP) Reg 26 : Every tanker of 150 GT and above and all other ships of 400 GT and above shall carry on board an oil pollution emergency plan approved by the administration.

b] Annexe II: Defines regulations for the control of pollution by noxious liquid substance in bulk. This involves entered into force on 6thn April 1987.

(i) Categorization and control of discharge of noxious liquid substances in and outside special areas as per reg 3&5

(ii) Cargo record book which records loading unloading cleaning and ballasting facilities at terminals for discharge of residues and mixtures containing NLS-reg7

c] Annexe III: Defines regulations for the prevention of pollution by harmful substances in packaged form entered into force on 1st July 1992. Important points in their annexe are

(i) It contains general requirements for the issuing of detailed standards on packing, marking, labeling, documentation, stowage, quantity limitations and exceptions and notifications for preventing pollution by harmful substances.

d] Annexe iv: Regulations for the prevention of pollution by sewage from ships entered into force 27th Sept 2003. The following are the important points in this annexe

(i) An International Sewage pollution Prevention certificate is issued by the administration, after survey has been carried out in accordance with regulation 3

(ii) Ship must have in operation an administration approved sewage treatment plant to meet the operational requirements… regulation 8

(iii) Reception facilities at ports and terminals for reception of sewage …. Regulation 10

(iv)Standard discharge connections for discharge of sewage to terminals

e] Annexe v: Regulations for prevention of pollution by garbage from ships. Entered into force 31st Dec 1988

(i) It lays down requirements for disposal of garbage within and outside special areas.

(ii) Reception facilities at terminals and ports to be provided for reception of garbage(iii)Placards to be displayed for every ship of 12m or more in length which notifies the crew of disposal regulations

(iv)Every ship>400GT, certified to carry 15 persons or more shall have a garbage management plan, which provides written procedures for storing, collecting, processing and disposing of garbage.

(v) Garbage Record book required for ships>400GT and carrying more than 15 persons which shall be preserved for 2 years after the last entry is made.

Annexe vi: Regulations for prevention of air pollution from ships. Entered into force 19th May 2005

(i) Issue of International Air Pollution Prevention (IAPP) certificate by the administration after initial survey as per regulation which will be valid for 5 years

(ii) Restriction on use of ozone depleting substances (ODS) such as HCFC’s on board ship

(iii) Control of emission of Nitrogen Oxides (NOx) from diesel engines and other modes of propulsion (Reg 13)

(iv)Control of emission of Sulphur Oxides (Sox) by limiting Sulphur content of fuel to 4.5% m/m and 1.5% m/m for Sulphur Emission Control Areas (SECA) (Reg 14)

(v) Installation of approved incinerators for shipboard incineration of sludge and oil waste. The fuel gas outlet temperature and combustion chamber outlet temperatures are monitored

(vi)Bunker delivery Note (BDN) must specify in detail the parameters of the fuel supplied and these are to be retained on board for a period of 3 years after the bunkers are received.

(vii) F.O.Sample to be taken continuously by an approved sampling method and stored in a clearly marked designated place for a period of not less than 12 months from the time of delivery.

(viii) ODC’s should be clearly marked and stored in a designated place assigned for that purpose

(ix)VOC system for tankers sailing to a VOC designated port.

2) International Convention relating to Intervention on the High seas in cases of Oil pollution causalities 1969.Entered into force on 6th May 1975. this convention affirms the right of coastal state to take such measures on the high seas as may be necessary to prevent mitigate or eliminate danger to its coastline. The 1973 protocol extends convention to even cover pollutants other than oil.

3) Convention on the prevention of marine pollution by dumping of wastes and other matter (LDC), 1972. Entered into force on 30th Aug 1975. This is also known as the LONDON Convention 1972. it prohibits dumping of certain hazardous materials, requires a prior special permit for the dumping of a number of other identified materials and a prior general permit for other wastes or matter.

4) International Convention on oil pollution preparedness, response and cooperation (OPRC 1990)entered into force on 13th MAY 1995The convention requires

(a) Ships must carry an approved plan(b) Provide for establishment of a stock of oil spill combating equipment.

Holding of oil spill combating drills and development of detailed plans for dealing with pollution incidents

(c) All parties must provide assistance to others in the event of an emergency

5) Protocol on preparedness response and cooperation to pollution incidents by hazardous and Noxious substances, 2000: Adoption 15 March 2000. Entry into force: twelve months after ratification by not less than fifteen states which are states party to the OPRC conventions.

6) International Convention on the control of Harmful anti fouling systems on ships (AFS), 2001Adoption: 5th October 2001. Entry into force: the convention will enter into force 12 months after 25 states representing 25% the worlds’ merchant shipping tonnage have ratified it.This convention prohibits the use of harmful organisations (in antifouling paints) used on ships and establishes a procedure to prevent potential suture use of other harmful substances in anti fouling systems

7) International convention for the control and Management of ships ballast water and sediments, 2004Adoption 13th February 2004. Entry into force 12 months after ratification by 30 states, representing 35 per cent of world Merchant Shipping tonnage.

154

154. Highlighting the importance of the dates shown below as towards entry into force of IMO Conventions/ Codes/ Amendments, describe the effect it will have on maritime ship operation worldwide –

(a) 1st Jan 2003 (b) 1st May 2003 (c) 27th Sept. 2003 (d) 1st Sept. 2002

Ans. Entry into force:- Usually a convention enters into force according to procedures set out in the convention itself. For instance, a convention may provide that it shall come in force (i.e. become binding on the countries that have ratified it) after a certain number of countries with the stipulated minimum tonnage have ratified it. If no such provision exists, then the convention enters into force after all the negotiating parties have formally conveyed their consent. When stipulated entry conditions have been met, the convention enters into force for all states which have accepted it, generally after a period of grace to enable states to take measures for implementation

(a) 1st Jan 2003

(i) The June 2001 Amendments (SOLAS)

( Adoption: Jun 2001 ; Entry into force 1st Jan 2003)

Amendments to Chapter VII (SOLAS) Carriage of Dangerous Goods and to the International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium & High-Level Radioactive Wastes on board ships (INF Code) to align them with amendment 30 to the International Maritime Dangerous Goods (IMDG) Code. The regulations are contained in three parts:-

Part A:- Carriage of dangerous goods in packaged form or in solid form – includes provisions for classification, packing, marking, labelling and placarding, documentation and stowage of dangerous goods. Contracting governments are required to issue instructions at the national level and the chapter refers to IMDG code, developed by IMO, which is constantly updated to accommodate new dangerous goods and to revise and supplement existing provisions. A 12 month period (1/1/2003 to 12/12/2003) is allowed for users to become familiar with the new format.

Part B:- Covers construction and equipment of ships carrying dangerous liquid chemicals in bulk and requires chemical tankers built after 1/7/1986 to comply with the International Bulk Chemical code(IBC code)

Part C:- Covers construction and equipment of ships carrying liquefied gases in bulk and gas carriers construction after 1/7/1986 to comply with the requirements of the International Gas Carrier code(IGC code).

Part D:- Includes special requirements for the carriage of packaged irradiated nuclear fuel, plutonium and high level radioactive wastes on board ships to comply with INF code. Specific regulations in the code cover a no. of issues, including damage stability, fire protection, temperature control of cargo spaces, structural consideration, cargo securing arrangements, electrical supplies, radiological protection equipment and management training and shipboard emergency plans. Ships carrying INF cargo are assigned one of three classes (class INF1, INF2, OR INF3 ships depending on the total radioactivity of

INF cargo which is carried on board and regulations vary slightly according to class.

The IMDG code and the INF code were harmonised, with contracting governments required to issue instructions at national level regards same.

The effect of IMDG and INF code on maritime ship operation worldwide:-

i. Handling and transport of dangerous goods, by safe means and with great care in order to prevent incidents as well as contamination of other cargoes and the pollution of the environment

ii. The person involved in handling and transport of dangerous goods can be advised beforehand as to the characteristics and hazardous properties of the goods and of any necessary safety precautions etc, information are available in the code.

iii. Latest updated list of dangerous goods available and provided with information about safety rules, first aid treatment, emergency procedures to be followed and action to be taken in case of an incident.

iv. Harmonisation of INF code amendment with IMDG code amendment will give compiled information of dangerous goods in single text.

v. This will avoid unnecessary paper work and repetition of some procedures followed in shipping industries worldwide.

vi. Training of officers and ratings, responsible for cargo handling on board ships carrying dangerous goods and hazardous substances in packaged form become mandatory

(ii) The 1998 Amendments (STCW)

(Adoption 9 Dec 1998, entry into force 1stJan 2003)

Amendments to the STCW code are aimed at improving minimum standards of competence of crews, in particular relating to cargo securing, loading and unloading on bulk carriers, since these procedures have the potential to put undue stresses on the ships structure. The amendments concern sections A-II/I and A-II/2 under “Cargo handling and stowage at the operational & management levels”.

The effect on maritime operation on ships worldwide:-

At operational level:

Communications are improved

The inspections are carried out in accordance with laid down procedures and defects and damages are detected and properly reported

Ability to distinguish between normal and defective or damaged parts of the ship

At management level:

Unacceptable or unforeseen variations in the condition or specification of cargo is promptly recognised and remedial action is immediately taken and designed to safeguard the safety of the ship and those on board.

Cargo operations are planned and executed in accordance with established procedures and legislative requirements.

Stowage and securing of cargoes ensures that stability and stress conditions remain within safe limits at all times during the voyage

(b) 1st May 2003

Convention on Facilitation of International Maritime Traffic, 1965 (FAL 1965)

The 2002 Amendments

(Adoption : 10 Jan 2002 : Entry into force 1st May 2003)

The amendments add new standards and recommended practices for dealing with stowaways. Another amendment relates to the Dangerous Goods Manifest (FAL Form 7), which becomes the basic document providing public authorities with the information regarding dangerous goods on board ships.

The amendment recommends practises for ships as preventive measures:-

Doors, hatches and means of access to holds or stores, which are not used during the vessels stay in port should be locked

Access points to the ship should be kept to a minimum and be adequately secured

Adequate deck watch should be kept

Adequate lighting should be maintained both sides along the hull.

While receiving stores and provisions, watch on every big items

Good communication should be maintained.

Before leaving the port thorough search to be carried out for stowaway

Stowaway incidents should be dealt consistent with humanitarian principles and due consideration must be given to the operational safety of the vessel and the safety of stowaways. Master should not deviate from planned voyage to seek the disembarkation of stowaway, after ship has left the territorial water of the country where the stowaway embarked unless:

a. permission has been granted by the public authorities of the state to whose port the ship deviates

b. repatriation has been arranged with documentation and permission

c. there are extenuating security, health or compassionate reasons

Cost of return and maintenance of stowaway covered by ship owner as per national legislation

Effect on maritime shipping:-

Decrease in stowaway incidents reported by IMO News issue 3/2005

Amendment relating to the dangerous goods manifest ( FAL Form7)

Basic document providing public authorities(customs, immigration) with the information regarding dangerous goods on board ships. FAL form7 is the IMO standardised form & the documents with maximum information and number of copies which should be required

Effect of FAL amendments on maritime ship operation worldwide:

The convention reduces just eight the number of declarations which can be required by public authority( customs, immigration)

Unnecessary paperwork and red tapism is reduced in shipping industries worldwide

The convention has made an important contribution to the removal of trade barriers

Transparent system of transporting dangerous goods make concerned traders more responsible

Increases personnel safety and environmental protection.

(c) 27th Sept 2003

MARPOL 73/78 Annexe IV Prevention of pollution by sewage from ships (entry into force, 27thSept 2003)

Annexe IV contains requirements to control pollution of the sea by sewage. A revised annexe was adopted in 2004.

The ship is discharging communited and disinfected sewage using a system approved by the Administration at a distance of more than 3 nautical miles from the nearest land or sewage which is not communited 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 a moderate rate when the ship is enroute & proceeding at not less than 4 knots; the rate of discharge shall be approved by the Administration based upon standards developed by the organisation.

Effect on maritime ship operation worldwide:

Certain countries adopted this annexe in their own national and regional control

As this annexe applies to ships engaged in international voyages, the contracting governments are free to adopt this, in their own national and regional control. So not opted at regional control levels.

The aim of this annexe will serve its purpose only when this will be adopted by contracting government at international and regional level

Ship shall be fitted approved type of sewage treatment plant. So financial burden on owner and more responsibilities on ship staff

Any deficiency in operation, maintenance and records will cause heavy fine and detention of ship

(d) 1st Sept 2002

MARPOL 73/78 The 2001 Amendments.

(Adoption : 27 April 2001 ; Entry into force 1st Sept 2002)

The amendment to Annexe I brought in a new global timetable for accelerating the phase-out of single-hull oil tankers which was subsequently revised again by the 2003 amendments.

The flag state administration may allow for some newer single hull ships registered in its country that conform to certain technical specifications to continue trading until the 25th anniversary of their delivery.

However, under the provision of paragraph 8(b), any port state can deny entry to those single hull tankers, which are allowed to operate until their 25th anniversary to ports or offshore terminals. They must communicate their intention to do this to IMO. As an additional precautionary measure, a Condition Assessment Scheme (CAS) will have to be applied to all category 1 vessels continuity to trade after 2005 and all category 2 vessels after 2010.

Although the CAS does not specify structural standards in excess of the provisions of other IMO conventions, codes and recommendations, its requirements stipulate more stringent and transparent verification of the reported structural condition of the ship and that documentary and survey procedures have been properly carried out and completed.

The requirements of the CAS include enhanced & transparent verification of the reported condition and of the ship & verification that the documentary & procedures have been properly carried out & completed. The scheme requires that compliance with the CAS is assessed during the Enhanced Survey Programme of Inspections Concurrent with intermediate or renewal surveys currently required by resolution A.744(18), as amended.

Effect on maritime ship operation worldwide:-

Phase out of single hull tankers as per their anniversary date, operation does not go beyond the date on which the ship reaches 25 years

Increased workload on ship builders due to new orders of double hull tankers

Enhanced ship safety and pollution prevention

Category 2 or 3 oil tankers with double bottom or double sides not used for the carriage of oil and extending to the entire cargo tank length. Administration may allow continued operation of such a ship beyond the date specified, provided that, the administration is satisfied by the verification of the official records that the ship complied with the conditions specified above

Category 2 or 3 oil tankers specified above, administration may allow continued operation of such a ship beyond the date specified or 25 years which ever is earlier, provide that:

(a) Wing tank or double bottom spaces, not used for the carriage of oil and meeting the width and height requirements of regulation 13E(4) OR

(b) The tanker operates with hydrostatically balanced loading, taking into account the guidelines developed by the organisation

A category 1 oil tanker of 25 years and over, and after the date of its delivery shall comply with either of following provisions:

(a) The tanker operates with hydrostatically balanced loading, taking into account the guidelines developed by the organisation

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155. What are the liabilities of a ship owner in carriage of passengers onboard ships? Explain the importance and relevance of “ Pre-Athens Convention Legislation ” and “ The Athens Passenger Convention 1974 “

Ans. First of all, let us see the implication of carriage of passengers on a ship in view of Article 2 & 3 of the Athens Convention 1974.

Article 2 of the above said convention applies to: a) Any international carriage if the ship is flagged or registered in a state

party to the convention b) The “Contract of Carriage” is made in a state party to the convention

between ship-owner/carrier & the passenger c) The “Passenger” is defined as any person carried in a “ship” d) The “ship” is defined as a sea going vessel e) The place of departure or destination is, according to the Contract of

Carriage, in a state party to the convention LIABILITY OF CARRIER Article 3 stipulates that the Carrier i.e. contracting carrier or performing carrier,

both are liable for damages suffered due to death or personal injury of the passenger or for the loss or damage to the passenger’s luggage where:

(1) the incident which caused the damage occurred during the course of carriage

(2) the damage was due to the fault or neglect of the carrier or his servants or agents etc.

(3) fault of a carrier is presumed where loss of life/injury or loss of cabin luggage arose out of ship wreck, collision, stranding, fire or defect in ship. But in case of other luggage fault of Carrier shall be presumed even if the loss arose out of incidents other than ship wreck, collision, fire, grounding etc.

Who is liable The liability of the Carrier and the Performing Carrier is joint and several.

Both the Carrier and the Performing Carrier are entitled to limit their liability under the convention ( Note: very often the contract of carriage of passenger i.e. the passenger ticket is issued by tour operators or similar business organisations while the actual carriage may be performed by the owner/charterer of a passenger vessel. In such a case, the person issuing tickets in the carrier and the owner/charterer is the performing carrier)

Pre-Athens Convention Legislation: In Pre-Athens or in a situation where the incident occurred that place or the

state to which plaintiff resides is not party to the Athens convention, then the dispute/claim is brought under the common law of contracts. In this party to a contract are free to agree to any legally permissible terms as to their rights and liabilities and contracts of passage are no exception to this rule. However, the ship-owners and carriers of passengers often insert exclusion clauses (normally, printed in small case on passenger tickets). More often than not, the passenger has little or no notice of such exclusion clause. The passengers’ “agreement” therefore cannot be said to have been obtained with his free consent. For this reason, it is considered desirable, in the larger public interest, to provide some protection to passengers. The objective is to provide

uniformity in laws of different states in so far as they concern the liability of carriers of passengers by sea. The international convention for unification of rules relating to carriage of passengers by sea concluded in Brussels in april 1961 which gave compensation to Passengers:

250000 F in case of death/injury 10000 F for loss/damage to cabin luggage 30000 F for vehicle including luggage kept in/on it The 1967 convention named carriage of passengers & their luggage. The 1961 convention did not include compensation for loss/damage to

luggage The Athens passenger Convention 1974: The Athens convention of 1974 was designed to consolidate and harmonize

two earlier Brussels conventions dealing with passengers and their luggage and adopted in 1961 and 1967, respectively.

This convention was adopted on 13 Dec 1974 and entered in to force in 28/4/1987. At present 28 states are party to it

9) Articles : This convention has 28 articles.10)1976 protocol in force since 30/4/198911)Not ratified by India 12)A protocol was adopted in 1990 to enhance the limits of the

carrier’s liability but never entered in to force.13)A protocol adopted in 2002 Monday 21 October to Friday 01

November. This protocol seeks to:a) Enhance the limits of carriers liability to reflect present

day conditionsb) Introduce a tacit acceptance procedure for raising the

limits of liability in future thus an easy mechanism to raise limits of liability.

c) Provision of insurance or financial security for compensation for claims for death or personal injury to passengers. All carriers to take steps to maintain their cover to meet full level of liability provided for, in the protocol.

71 states representatives participated in the conference. This shall enter in to force 12 months after being accepted by 10 states.

6) Limits of Liability: Article 7 & 8 Originally, the limits were expressed in gold francs. However,

by 1976 Protocol, the limits have been prescribed in SDRs. 1 franc=65.5mg of gold of millesimal fineness 900.

The limits of liability are as follows: ITEM 1974 CONVENTION 1990 PROTOCOL 2002 PROTOCOLFor death/personal injury 700,000 F 175,000 SDR 250,000 SDR($325,000) to

400,000 SDR($524,000)For cabin luggage per passenger(excluding luggage in or on vehicle)

12,500 F 1800 SDR 2250 SDR ($2925)

For a vehicle and 50,000 F 10,000 SDR 12,700 SDR ($16,250)

luggage on/in (per vehicle)For other luggage (per passenger)

18,000 F 12000 SDR 3,375 SDR ($4,390)

7) The amount referred above shall be converted in National Currency of the State of the Court concerned on the date of judgement or on the date agreed upon by the parties.

8) Deductible: The carrier and the passenger may agree that carriers liability is subject to deductible not exceeding 117SDR/13 SDR for damage to vehicle/luggage per passenger respectively. Such sum will be deducted from the loss or damage(these figures are as per present convention, 1974).

9) Right to limit liability is lost if damage occurs due to an act done with intent to cause loss or damage recklessly

10) Any claim for death/injury becomes time barred after 2 years. 11) No liability arises under this convention for damage caused

by nuclear incident act of war etc. 12) Written notice of loss shall be given (i) in case of apparent damage (a) to cabin luggage at time of disembark (b) to other luggage, at time of re-delivery. (ii) in case of non-apparent damage within 15 days from

disembarkation or re-delivery Athens Convention adoption Adoption E/F 1974 Convention (PAL) 13 DEC 1974

28/4/1987 1976 Protocol 19 Nov 1976 30/4/1989 1990 Protocol 29 Mar 1990 ------ 2002 Protocol Nov 2002 12 months after accepted by 10 states Pre Athens Convention Legislation -1961 Convention Brussels ---- April 1961 - 1967 Convention relating to carriage Of passengers and their luggage by sea, Brussels -- 27 May 1967

156

156. List the date of entry into force / Convention or Code of IMO in the year 2002.On what basis as towards implementation of IMO’s Conventions 1st January 2002 and 1st July 2002 is important?

Ans. Convention/codes, the amendments of which came into force in year 2002 are listed as follows:

The May 1998 amendments to SOLAS (Adoption 18 May 1998; Entry into force: 1 July 2002)

Amendments were made to regulation 14 on construction and initial testing of watertight bulkheads, etc. in passenger ships and cargo ships in Chapter II-1. Paragraph 3 is replaced to allow visual examination of welded connections, where filling with water or hose test are not practicable.

In Chapter IV, the amendments included:d. A new regulation 5- 1 requiring contracting governments to ensure

suitable arrangements are in place for registering Global Maritime Distress and Safety System (GMDSS) identities(including ship’s call sign, Inmarsat identities) and making the information available 24 hrs a day to Rescue Coordination Centres.

e. A new paragraph 9 to regulation 15 Maintenance requirements covering testing intervals for satellite emergency position indicating radio beacons (EPIRB).

f. A new regulation 18 on Position updating requiring automatic provision of information regarding ship’s position where two-way communication equipment is capable of providing automatically the ship’s position in the distress alert.

Amendments to Chapter VI to paragraph 6 of regulation 5 ‘stowage and securing’ make it clear that, “all cargoes, other than solid and liquid bulk cargoes”, should be loaded, stowed and secured in accordance with the cargo securing manual. A similar amendment was adopted for regulation 6 of Chapter VII also covering stowage and securing.

The May 2000 amendments to SOLAS (Adoption: 26 May 2000, Entry in to force:1 Jan 2002)

SOLAS Chapter III, Regulation 28.2 for helicopter landing areas is amended to require a helicopter landing area only for RO-RO Passenger ships. Regulation 28.1 of SOLAS Chapter III requires all ro-ro passenger ships to be provided with a helicopter pick up area and existing ro-ro passenger ships were required to comply with this regulation not later than the first periodical survey after 1 July 1997.

The requirement for a helicopter landing area for all passenger ships of 130 mts in length and upwards was deferred 1 July 1999 but it was decided to amend the regulation to make this requirement applicable to ro-ro passenger ships only.

The December 2000 amendment to SOLAS (Adoption: 6 Dec 2000, Entry in to force: 1 July 2002)

A number of amendments were adopted. A revised Chapter V (Safety of Navigation) bring a new mandatory

requirement for voyage data recorder (VDRs) to assist in accident investigation.

The new Chapter also requires automatic identification systems (AIS), capable of providing information about the ship to other ships and to coastal authorities automatically, to be fitted on board all ships of 300 gross tonnage and upwards engage on international voyages, cargo ships of 500 gross tonnage & upwards not engaged on international voyages constructed before 1 July 2002

Amendments to SOLAS Chapter X, (Safety measures for high speed craft) make mandatory for new ships the high speed craft code 2000. the 2000 HSC Code updates the mandatory High Speed Craft code adopted in 1994. The 2000 HSC will apply to all HSC built after the date of entry into force. The original 1994 HSC code will continue to apply to existing high speed crafts. The changes incorporated in the new code are intended to bring it into line with amendments to SOLAS & new recommendations that have been adopted in the past 4 yrs – e.g. requirements covering public address system & helicopter pick up areas.

A revised SOLAS Chapter II -2 Construction – Fire Protection, fire detection and fire extinction) as well as a new International Code for Fire Safety Systems (FSS Code) were adopted. The revised chapter is intended to be clear, concise and user-friendly, incorporating the substantial changes introduced in recent years following a number of serious fire casualties. The revised chapter includes seven parts, each includes requirements applicable to all or specified ship types, while the FSS Code, which is made mandatory under the new chapter, includes detailed specification for Fire Safety Systems in 15 chapters.

A new regulation in SOLAS Chapter II -1 (Construction – structure, subdivision & stability, machinery and electrical installations) prohibits the new installation of materials which contains asbestos on all ships.

Amendments to the 1998 SOLAS Protocol include amendments to reflect the changes to SOLAS chapter V, such as the details of navigational systems & equipments referred to in the records of equipment attached to certificates.

Amendments to the international code for the application of fire test procedures (FTP Code) add new parts to Annex I on test for fire resisting divisions of high speed craft.

Amendments to the International Code for the Construction & equipment of ships carrying dangerous chemical in bulk (BCH Code) relate to cargo hose requirements, protection of personnel & carriage of carbon disulphide. Entry into force 1 July 2002

Amendments to ISM Code includes the replacement of chapter 13, certification, verification & control with chapter 13 certification, and adding of chapter 14 Interim Certification, 15 forms of Certificate, and 16 Verification, as well as a new appendix giving forms of documents & certificates.

Amendments to the code for the construction & equipment of ships carrying dangerous chemicals in bulk (BCH Code) relate to ships cargo hoses, tank vent systems, safety equipments, operational requirements, & amendments to the code for the construction & equipment of ships carrying liquefied gases in bulk (GC Code) relate to ships cargo hoses, personnel protection & operating requirements.

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. In the year 2003, there were amendments on the following conventions of IMO that were enforced.

1) FAL 1965 Adoption 10 January 2002 Enforced 1 May 2003 Facilitation of international maritime traffic. The main objective of the FAL

Convention are to avoid unnecessary delays in the maritime traffic and to increase the cooperation between the states

2002 amendment: The amendment adds new standards and recommended practices for dealing with stowaways. Another amendment related to the dangerous goods manifest (FAL Form7) which becomes the basic document providing public authorities with the information regarding dangerous goods on board the ship.

2) COLREG 1972 Adoption 29 November 2001 Enforced 29 November 2003 Convention of international regulations for prevention of collision at sea. The 1972 convention was designed to update and replace the collision

regulations of 1960. Most important innovation of 1972 COLREG was the recognition given to the traffic separation scheme which gives guidance in determining safe speed the risk of collision and the conduct of vessels operating in or near traffic separation schemes’. The 2001 amendment includes new rules relating to wing in ground craft (WIG)

3) SOLAS Chapter VII & IX Adoption June 2001 Enforced 1st January 2003 Amendments to Chapter VII – Carriage of dangerous goods and to the

international code for the safe carriage of Packaged Irradiated Nuclear fuel, plutonium and high level radioactive wastes on board ship (INF code) to align them with Amendment 30 to the international maritime dangerous goods (IMDG code)

Also amendments to the international code of safety for high speed craft (1994 HSC code). In particular the amendments to carriage of voyage data recorder and carriage of automatic identification systems (AIS).

4) CLC 69 Convention for liability for the oil pollution damage. Amended 18 October 2000 Enforced 1 November 2003 This amendment was accepted under the tacit acceptance. The

amendment raised the compensation limit by 50% compared to the limits set in 1992 Protocol.

5) FUND 1971 International convention on the establishment of an international fund for

oil pollution. Adoption 18 October 2000 Enforced 1 November 2003

The amendments raise the maximum amount of compensation payable from IOPC Fund for a single incident including the limit established under 2000 CLC amendments to 203 million SDR up from 135 million SDR.

6) STCW 1978 1998 Amendments Adoption : 9 December 1998 Enforced : 1 January 2003 Amendments are aimed at improving minimum standards of competence

of crew in particular relating to cargo securing, loading and unloading on bulk carriers since these have the potential to put undue stresses on the ships structure. The amendments concern section A-II/1 and A-II/2 under cargo handling and stowage at the operational and management levels.

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158. Expanding the following abbreviations/word, write a short note on the following mentioning their initiation and the Amendments made thereof till date:

a. STCW b. IMDG c. INMARSAT d. TONNAGE e. LOADLINE

Ans. STCW :- Standards of Training Certification and Watch keeping. The STCW Convention was the first to establish basic minimum requirements for training, certification and watch keeping of seafarers , at an international level.

Adoption -- 7th July 1978

Entry in to force -- 28th April 1984

The 1978 STCW Convention ha six chapters.

Chapter I -- General Provision

Chapter II - Master – Deck department

Chapter III -- Engine department

Chapter IV -- Radio department

Chapter V -- Special Requirement for Tankers

Chapter VI -- Proficiency in Survival Craft

The 1991 Amendment – GMDSS

The 1994 Amendment – Tanker Crews

The 1995 Amendment – Major Revision

The 1995 Amendments, which completely revised the convention, entered in to force on 1st Feb 1997. However all parties could continue to issue earlier certificates and endorse them till 1st Feb 2002.

The 1995 amendments – revised Chapters II, III, IV

1995 amendments – Chapter V, special training requirement for personnel on certain types of ships

-- Chapter VI, emergency, occupational safety, medical care & survival function

-- Chapter VII, alternative certification

-- Chapter VIII, watch keeping

a) STCW Code

1997 amendments : training for crew on passenger ships

1997 amendments : training for crew on bulk carriers.

IMDG :- International Maritime Dangerous Goods Code. In Chapter VII, carriage of dangerous cargoes from SOLAS were adopted by IMO in 1965. since then IMO is responsible for periodic updating the IMDG Code. Amplifies the requirement of Part A of Chapter VII of SOLAS 74 relating to dangerous goods and of Annexe III of MARPOL 73/78 relating to pollutants. Standard

guide on IMDG Code to all aspects of handling dangerous goods and maritime pollution in sea transport lays down book. Principal, detailed recommendations for individual substances, materials and articles and a number of recommendations for good operational practise including advice on terminology, packing, labelling, stowage, segregation and handling and emergency response action.

Supplement contains several related texts including revised medical first aid guide. IMDG Code is maintained and updated by IMO’s dangerous goods, solid cargoes, and containers sub-committee.

Today, at least 150 countries whose combined merchant fleets account for more than 98% of world gross tonnage, use the IMDG Code as a basis for regulating sea transport of hazardous material. The IMDG code is currently updated every 2 years. The latest revision 31, became effective on 1st Jan 2003. the IMO’s Marine Safety Committee had recommended a 12 months transitional period (till 31st Dec 2003) to allow users to become familiar with the new format,

2000 Amendments in force from 1st Jan 2001.

2003 Amendments in force from 1stJan 2004.

INMARSAT : International Maritime Satellite Organisation .

The Convention on the international maritime satellite organisation :

Adopted : 3rd September 1976

Entry into force : 16th July 1977

Objectives :-

a) Improve maritime communication

b) Assistance in distress and safety of life at sea by proper communications

c) Efficient safety management of ships

d) Radio determination capabilities

1988 – Inmarsat was to be privatised from April 1999

New structure has two entities

1) Inmarsat Ltd. A public limited company and commercial arm of Inmarsat.

2) IMSO (International Mobile Satellite Organisation)

Earlier known as International Maritime Satellite Organisation. The name was changed, because it started providing services to aircraft and land based vehicles, besides shipping.

IMSO is an intergovernmental body established to ensure that Inmarsat continues to meet its public service obligations, including obligations to GMDSS.

Amendments :-

1985 :- Enabled Inmarsat to provide service to aircraft

1989 :- Enabled Inmarsat to provide service to land based vehicles.

1994 :- Name changed to IMSO, change in composition of Inmarsat Council

1998 :- Privatisation of Inmarsat w.e.f. April 1999

TONNAGE : International Convention on Tonnage Measurement of ships 1969. Entry into force : 18th July 1982. The Convention provides for gross and net tonnages to be calculated independently. The rules apply to all ships, built on or after 18th July 1982 – the date of entry into force – while the ships built before that will be allowed to retain their existing tonnage , for 12 years after entry into force, or until 18th July 1994.

The Convention meant a transition from the traditionally used terms Gross Registered Tons (GRT) AND Net Registered Tons (NRT) to Gross Tons (GT) and Net Tons (NT). Gross Tonnage forms the basis for manning regulations, safety rules and registration fees. Both Gross and Net tonnage are used to calculate port dues. The Gross Tonnage is a function of the moulded volume of all enclosed space of the ship.

The Net Tonnage is a function of the moulded volume of all cargo spaces of the ship. The Net Tonnage shall not be taken as less than 30% of the Gross Tonnage. The new regulations deal with the tonnage computation of segregated ballast tankers & with the use of gross tonnage under 1982 regulations

LOAD LINE ; Load Line Convention

Adopted -- 5th April 1966

Entry into force -- 21st July 1968

Freeboard is based on degree of subdivision (for tankers) and damage stability calculations.

Also takes into account :-

g. Additional Safety measures concerning doors, hatchways, freeing ports etc., to ensure water tightness of ships below the freeboard deck.

h. Potential hazards present in different zones and in different seasons

Load Line Convention 1966 comprises of 3 Annexes :-

Annexe – I ( 4 Chapters)

Chapter 1 - General

Chapter 2 - Condition of Assignment of Freeboard

Chapter 3 - Freeboards

Chapter 4 - Special requirements for ships assigned timber freeboard.

Annexe – II -- Zones, areas, seasonal periods.

Annexe – III - Certificate including international load line certificate.

Protocol (1988) -- Harmonization of Survey and Certification introduced, tacit acceptance amendment procedure.

Amendments – 1971,1975, 1979, 1983.

1971 to 1983 – amendments never received enough acceptance to enter into force

1971 – to make certain improvement to text and to chart of zones and seasonal areas

1975 – to introduce the principle of ‘tacit’ acceptance procedure into the convention

2003 Amendments : Revision of Technical Annexe

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159. When International Convention of Maritime Search and Rescue was adopted, and when it was amended? Describe the salient features of revised annex as entered into force since 1st Jan 2000. How many chapters is contained in the revised annex.

Ans) The 1979 convention adopted at a conference in Hamburg was aimed at developing an international search and rescue plan, so that no matter where an accident occurs the rescue at persons in distress at sea will be coordinated by a SAR organization and when necessary by cooperation between neighbouring SAR organization. Although the obligation of ships to go to the assistance of vessels in distress was enshrined both in tradition and in international treaties such as SOLAS 1974. There was until the adoption of the SAR convention 1979 no international system covering search and rescue operation.The 1979 SAR convention was amended in 1998 and it has entered into force on 1st Jan 2000 the salient features of the revised annex are:The revised technical annex at the SAR convention clarities the responsibility of Governments and puts greater emphasis on the original approach and coordination between maritime and aeronautical SAR operations.

The revised Annex includes five chaptersChapter 1 Terms and definitionsThis chapter updates the original chapter 1 of the same name

Chapter 2 organisation and coordinationThis replaces the 1979 chapter 2 on organization. The chapter has been redrafted to make the responsibilities of …. clear it requires parties either individually or in cooperation with other state to establish basic elements o a search and rescue service.Chapter 3 Cooperation between statesReplaces the original chapter 3 on cooperation requires parties to cooperate and coordinate search and rescue organizations and where necessary search and rescue operations with those of neighbouring state.Chapter 4 Operating proceduresIncorporates the previous chapter 4 (preparatory measures and 5 (operating procedures) the chapter says that each RCC (Rescue Coordination Centre) and RSC (Rescue Sub Centre) should have up to date information on search and rescue facilities and communications in the area and should have detailed plans for conduct of search and rescue operations.Chapter 5 Ship reporting systemIncludes recommendation on establishing ship reporting system for search and rescue purposes noting that existing ship reporting system could provide adequate information for search and rescue in a given area.

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160. Underlining the date of adoption and entry into force, give a brief description of the objectives towards convention on the International Maritime Satellite Organisation. What is meant by IMSO? What are its entities? Also give a brief description on subsequent amendments made to the said convention in (i) 1985 (ii) 1989 (iii) 1994 (iv) 1998

Ans. IMO recognised the potential for satellite communications to assist in distress situations at sea soon after the launch of the world’s first telecommunications satellite Telstar in 1962. In 1976 3rd Sept the convention on the International Maritime Satellite Organisation was adopted together with an operating Agreement and entered into force on 16th July 1979.

Objectives:-o The Convention defines the purpose of Inmarsat as being to improve

maritime communications thereby assisting in improving in distress and safety of life at sea, communications, the efficiency and management of ships, maritime public correspondence services and radio determination capabilities.

o An annexe to the convention outlines procedures for the settlement of disputes

o The operating agreement set an initial capital ceiling for the organisation of USD 200 million. Investment shares were determined on the basis of utilization of the Inmarsat space segment

o Inmarsat’s obligation to provide maritime distress and safety services via satellite were enshrined within the 1988 amendments to SOLAS, which introduced the Global Maritime Distress and Safety System(GMDSS)

o Ships sailing in specified segment areas are required to carry Inmarsat communications equipment for distress and safety calls and to receive navigational warnings.

IMSO:- International Mobile Satellite Organisation(IMSO) is an inter-governmental body established to ensure that Inmarsat continues to meet its public service obligations relating to the GMDSS. IMSO replaces Inmarsat as observer at IMO meetings.

The 1985 Amendments:- The amendments enabled Inmarsat to provide services to aircraft as well as ships

The 1989 Amendments:- The amendments enabled Inmarsat services to land-based vehicles as well as ships and aircraft

The 1994 Amendments:- One of the amendments changed the name of the organisation to the International Mobile Satellite Organisation, abbreviated to Inmarsat. The change reflected changes since the organisation was formed and the extension of its services from the maritime sector to other modes of transport. There were also changes to Article 13 on the composition of the Inmarsat council.

The April 1998 Amendments:- Amendments to the Inmarsat convention and operating agreement to permit the restructuring of Inamrsat.

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161. Give the reasons and importance leading to International Convention for Safe Containers, 1972 (CSC)? What are its goals? Stating its date of adoption and entry into force explain the different technical annexes included thereof and subsequent amendments made in (i) 1981 (ii) 1983 (iii) 1991 (iv) 1993

Containerization consist of the simple application of temporary portable storage facilities loaded with cargo made mobile as a unit for intermodal unified transport.

There was rapid increase since 1950’s in the case of freight containers for the consignment of goods by sea. By 1970’s the major trades between developed countries were fully containerized. With this new developed trend also has problem in relationship between three base elements man, machine mobility & the box i.e. container united in global motion.

Amongst advanced countries, there was tough competition. So there was hardly informingly in container size & design. Developing countries were most affected by this fact because to they needed to develop suitable system to handle these containers and also they were lacking financial support for this. Problem with containerization is that country must have suitably developed subsystem i.e. road, truck, strollers, rail facility to handle container to / from effectively. Thus the problem of standardization of container size was main hurdle. Then there was problem of speedy handling of containers as it were handled by men. There were regular problem of labor which finally led to delay in cargo & hence burdening the related peoples often leading to financial dispute between cargo owner, ship owner, agents. Also working labor was against the change to accept modernization i.e. automation of handling containers as it was treat to their jobs. Beside this problem, there was one major factor calling for attention is factor of “safety”. As container size was developing accidents were increasing, human casualties were rising. IMCO (i.e. IMO), i.e. International. Maritime Consultative Org. thus had concern for container ship. Along with associated problems, container carriage by ship also posed threats to safety. For instance, there were spectacular cargo losses when dozens of containers were lost over the side of containerships while at sea in 1969 - 1970. These events raised many questions in the minds of experts as to the possible consequences to the ship & its crew, if the stability of the ship became impaired by such losses.

In 1972, a conference, jointly convened by the United Nations & IMO, was held to consider a draft convention prepared by IMO in co-operation with the ECE (i.e. Economic Commission for Europe).

The 1972 convention for safe containers (CSC 1972) was adopted by that conference held at Geneva on 2nd December, 1972. It has two main Goals:

1) One is to maintain a high level of safety of human life in the transport and handling of containers by providing generally acceptable test procedures & related strength requirements which have proven adequate over the years.

2) To facilitate the international transport of containers by providing uniform international safety regulations, equally applicable to all model of surface

transport. In this way proliferation of divergent national safety regulations can be avoided.

CSC, 1972, entered into force on 6th Sept. 77. CSC has two technical annexes i.e. Annex I & annex II.

Annex I concerns with Regulation for the testing, inspection approval & maintenance of containers and Annex II concerns with structural safety requirement & tests for containers. Annex I: consist of total V chapter. Except chapter I, rest chapters deal with regulations for approval of containers which are new and modified type; whereas chapter I deals with regulations common to all system of approval & which plays major safety point in international trade.

CH 1 consists of two regulations 1st) safety approval plate:- This regulation states that every approved container must be fitted with plate in clear visible part without causing damage to it. Plate must consist of following information in English or French language:-a) “CSC safety Approval” b) Country of approval & approval reference c) Date, month & year of manufacture d) Manufacturers identification number of the container or number allotted by administration for existing containers. e) Maximum operating gross weight (kg & 1b). f) Allowable stacking weight. for 1.8g (kg/lb.). g) Transverse racking test load value (kg. & lb.) h) Blank space should be reserved for end wall / or side wall strength value (factor) as per Annex II. i)Blank space should be reserved on plates for first & subsequent maintenance examination date (i.e. month & year.) when used. j)Other labels or information required by other regulation which may be in force.2nd)Gives details of maintenance & examination:- 1) Owner of container shall be responsible for maintaining safely of containers. 2a) Owner is responsible for carrying out through appropriate authorities and

within / at interval appropriate to operating conditions. b) The date (month & year) before new container undergoes its 1st examination

on the safety approval plate. c) The date (month & year) before which container shall be re-examined clearly

marked on the container on or as close as safety approval plate. d) 1st examination should not exceed five years from date of manufacture.

Subsequent examination of new containers & reexamination of existing container shall be at intervals of not more than 30 months. All examinations to determine whether container has any defects which could place any person in danger.

3a) Contracting party may approve a continuous examination programme which must be at par with paragraph 2 mentioned above.

b) If container operated under this programme, then letter “ACEP” must be marked & identification of concerned authority must be on or as close as the safety approval plate.

c) All examination must to determine safety of person & in any case not to exceed 30 months.

Annex – II:- deals with structural safety requirements & tests. Purpose of these requirements to ensure in all phases of operation of containers the forces as a result of motion, location, stacking & weight of the loaded container & external forces will not exceed the design strength of the container. As per this, container material, dimensions, positioning, lifting & securing system must satisfy appropriate test load & procedures mentioned here.

Test load & test procedures for

1) Lifting: (a) lifting with corner fittings. (b) Lifting by any other additional method. Along with type of load i.e. internal / external loading; size of container; angle of application of force & test time is mentioned in it.

2) Stacking: After this test, safety approval plate marked with “Allowable stacking weight for 1.8g (kg or lb.)”

3) Concentrated loads: Only applied to roof & floor. When applied to roof, it is having external force & when applied to floor, it is internal loading.

4) Transverse Racking : Only externally applied force is used. 5) Longitudinal restraint (static test): Force applied internally & externally also

(Loading). 6) End - walls: End walls must be capable to withstand a load not less than 0.4

times max. permissible payload. Only internal loading applied.(* R = max operating gross weight i.e. container + cargo)

Tare weight = empty container P = max permissible payloads = R - Tw.

7) Side walls : Capable of withstanding not less than 0.6 times max. P. only internal loading applied.

GCE Convention:- Movement of goods in sealed re-useable van across several national borders without customs check, except in the country of origin & country of destination

Subsequent Amendments.

i) The convention was amended in 1981 to provide transitional arrangement for plating of existing containers (which had to be completed by 1st Jan 1985) and for the marking of the date of the container’s next examination by 1st Jan 1987.

ii) It was again amended in 1983 to extend the interval between re-examination to 30 months & to permit a choice of a container re-examination procedures between the original periodic examination scheme or a new approved continuous examination programme (ACEP). This amendment adopted on 13 June, 1983 and entry into force on 1st Jan, 1984 by tacit acceptance.

iii) The 1991 Amendment adopted on 17 May 91 and it is entry into force on 1st Jan 1993 by tacit acceptance.

The amendments concerned Annex I / II of the convention they include addition of new chapter V to annex I concerning regulation for approval of modified containers. This is to prevent containers being marked with misleading maximum gross wt. information, to ensure removal of the safety approval plate when void for any cause or to provide for the approval of modified containers. Amendments to annex - II, aim to clarify certain text provisions.

iv) 1993 Amendment : It is adopted on 4th Nov. 1993 by IMO assembly. But it is not in force yet.

Amendments concerns the information contained on CSC approved plate & also some of the test loads & test procedures required by convention.

162

162. State the objective of 1972 Convention designed to replace Collision Regulations of 1960. What is the most important innovation in 1972 COLREG ? State the technical provisions highlighting its different section and Annexes.

Ans) The objective of 1972 convention designed to replace collision regulations of 1960 is to achieve high levels of safety at sea by 1) Having internationally standardized rules of navigation, meanings of symbols, light and shapes and sound signals which overcome defects in the 1960 regulations.

2) Bringing a complete change in presentation to make the new regulations easier to assimilate and understand by the user.

3) By taking into account such development as the widespread use and acceptance of radar, the introduction of traffic separation schemes and increase in size and shape of many ships

The most important innovation in 1972 COLREG is Rule 10 of section II which deals with traffic separation schemes. The technical provisions highlighting the different sections and Annexes are:-

Part A: general : This includes Rule 1 Application;Rule 2: Responsibility; Rule 3: General DefinitionsPart B: Steering and sailing Rules: This has section I,II and IIISection I: Conduct of vessels in any condition of visibility. This includes:-Rule 4: Rules in this section apply in any condition of visibilityRule 5: Look out by sight and hearing as well as by all available means appropriate in the

prevailing circumstances and conditions so as to make a full appraisal of the situation and of risk of collision. Duties of look out shall also include the detection of ships or aircraft in distress, ship wrecked persons, wrecks and debris.

Rule 6: Safe speed: Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid collision and be stopped within a distance appropriate to the prevailing circumstances and conditions. Also, factors affecting determination of safe speed by all vessels and additionally, by vessels with operational radar are given.

Rule 7: Risk of collisions; Rule 8: action to avoid collision

Rule 9: Narrow channels; Rule 10 Traffic separation schemes

Section II: Conduct of vessels in sight of one another. This includes:-

Rule11: Application. Rules in this section apply to vessels in sight of one another

Rule 12 : sailing vessels; Rule 13 overtaking; Rule 14: head on situation

Rule 15: Grossing situation; Rule 16: Action by give-way vessel

Rule 17: Action by stand on vessel Rule 18 : Responsibilities between vessels

Section III: This includes Rule 19: conduct of vessels in restricted visibility

Part C: Lights and shapes. This includes Rule 20: Application

Rule 21: Definitions; Rule 22: Visibility of lights

Rule 23: Power driven vessels underway; Rule 24 towering and punishing

Rule 25: Sailing vessels underway and vessels under oars

Rule 26: Fishing vessels

Rule 27: Vessels not under command or restricted in their ability to …

Rule 28: vessels constrained by their drought; rule 29: pilot vessel

Rule 30: Anchored vessels and vessels aground; Rule 31 Sea planes

Part D: Sound and Light signals: This includes:

Rule 32: Definitions; Rule 33: Equipment for sound signalsRule 34: maneuvering and warning signalsRule 35: Sound signals in restricted visibilityRule 36: Signals to attract attention; rule 37: Distress signals

Part E: Exemptions: This includes Rule 38: exemptionsAnnex I: Positoning and technical details of lights and shapes. This includes

1) Definition (2) vertical positioning and spacing of light (3) Horizontal positioning and spacing of lights(4) Details of location of direction indicating lights for fishing vessels, dredges

and vessels engaged in underwater operations (5) Screens for side lights (6) shapes (7) colour specification of lights (8) intensity of lights (9) Horizontal sectors (10) vertical sectors (11) Intensity of non-electric lights (12) Manoeuvring light (13) High speed craft (14) Approval

Annex II: Additional signals for fishing vessels fishing in close proximity. This includes (1) general (2) Signals for trawlers (3) signals for purse seiners

Annex III: Technical details of sound signal appliances. This includes:

(1) Whistles (a) frequencies and range of audibility (b) limits of fundamental frequencies (c) sound signal intensity and range of audibility (d) Directional properties (e) positioning of whistles (f) fitting of more than one whistle (g) combined whistle systems

(2) bell or gong (a) intensity of signal (b) construction(3) Approval

basis of scanty information especially scanty radar information.

Rule 9: A vessel proceeding doing a course of a narrow channel or fairway is obliged to keep “as near to the outer limit of channel or fairway which lies on her …….. side

as is safe and practicable”. The same rule obliges a vessel of less than 20 meters in length or a sailing vessel not to impede the passage of a vessel ‘which can safely navigate only within a narrow channel or fairway’.

The rule also forbids ships to cross a narrow channel or fairway “if such crossing impedes the passage of a vessel which can safely

163

163. Under technical provisions of 1972 convention on COLREG, state the objective of all its sections. Underlining the total number of rules in the said convention discuss (i) Rule 5 (ii) Rule 6 (iii) Rule 9

Ans)

The intervention convention on regulation for preventing collision at sea 1972 aims at achieving high levels of safety at sea by having internationally standardized rule of navigation meaning of symbols light 4 shapes and sound signals. It gives specific rules on action to be taken by ships in various navigational conditions the flags, symbols and lights to be displayed in various condition of sailing. It also gives specific meanings to signals to enable communication by using flashing lights horns etc. There are three sections under the conventions which deals with rules relating to navigation in various conditions.

These are

Section I :- Conduct of vessels any condition of visibility (Rule 4 Rule 10)

Section II :- Conduct of vessels insight of ore another (Rule – II Rule -18)

Section III :- Conduct of vessels in Restricted visibility (Rule-19)

Col reg Adoption - 20 October 1972

Entry into force - 15 July 1977

Technical provisions the colreg includes 38 rules divided into five sections

Part A - General

Part B - Steering & Sailing

Part C - Lights and Shapes

Part D - Sound and Light Signals

Part E - Exemptions

There are also four annexes containing technical requirements concerning lights and shapes and their positioning sound signaling appliances; additional signals for fishing vessels when

operating in close proximity and international distress signals.

Rule 5: Rule 5 comes under section 1 conduct of vessels in any condition of stability Rule 5 requires that “every vessel shall at all times maintain a proper look out by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a fall appraisal of the situation and of the risk of collision”

Rule 6: Rule 6 deals with safe speed. It requires that ‘Every vessel shall at all times proceed at a safe speed. The rule describes the factors which should be taken into account in determining safe speed several of these refer specifically to vessels equipped with radar. The importance of using ‘all available means’ is further stressed in rule 7 covering risk of collision, which warns that “assumptions shall not be made on the basis of scanty information especially scanty radar information.

Rule 9: A vessel proceeding doing a course of a narrow channel or fairway is obliged to keep “as near to the outer limit of channel or fairway which lies on her …….. side as is safe and practicable”. The same rule obliges a vessel of less than 20 meters in length or a sailing vessel not to impede the passage of a vessel ‘which can safely navigate only within a narrow channel or fairway’.

The rule also forbids ships to cross a narrow channel or fairway “if such crossing impedes the passage of a vessel which can safely navigate only within such channel or fairway. The meaning not to impede was classified by an amendment to rule 8 in 1987. a new paragraph was added, stressing that a vessel which was required not to impede the passage of another vessel should take early action to allow sufficient sea room for the safe passage of the other vessel. Such vessel was obliged to fulfil this obligation also when taking avoiding action in accordance with the steering and sailing rules when risk of collision exists

164

164. What are the technical provisions made under general rules of 1972 conventions on COLREG? Discuss Rule 10 in detail. Explain the term “not to impede”. Also detail any amendment made thereof.

Ans. International convention on regulations for preventing collisions at sea, 1972, aims at achieving high levels of safety at sea, by having internationally standard rules of navigation, meaning of symbols, lights and shapes and sound signals. It gives specific rules on actions to be taken by ships in various navigational conditions, the flags, symbols and lights to be displayed in various conditions of sailing. It also gives specific meanings to signals to enable communication by using flashing lights, horns etc.

Technical provisions, part A (General Rule 1-3)

Part 13 - Steering and sailing (Rules 4-19)

Section I - Conduct of vessels in any condition of visibility (Rule 4-10)

Rule 6 - Safe speed

Rule 10 - Vessels in or near traffic separation schemes

Section 2 - conduct o vessels in sight of one another (Rules 11-18)

Rule 13 - overtaking

Rule 14 - Head on situations.

Section III - Conduct of vessels in restricted visibility (Rule 19)

Part C - lights and shapes (Rule 20-31)

Part D - Sound and light sinals (Rule 32-31)

Part E - Exemptions (Rule 38)

Annexes :

1981 amendments - Rule 10 amended

1987 amendments - Crossing traffic lanes

1989 amendments - Inshore traffic zone

1993 amendments - positioning of lights

2001 amendments - WIG craft.

Rule 10 :

It deals with behaviour of vessels in traffic separation schemes adopted by the organisation. By regulation 8 of chapter V. (safey of Novigation), IMO is recognised as being the only organisation competent to deal with the international measures concerning the routing of the ships.

The effectiveness of the traffic seperatin scams can be judged from a sudy made by the international Association o Institutes of Navigation (IAIN) in 1981, This showed that between 1956 & 1960 there were 60 collisions in the strait of dover, twenty years later ollowing the rules of traffic separation schemes, this total was cut to only 16.

In another area where such schemes did not exist number of collisions rose sharply. New traffic separation schemes arc introduced regularly and existing ones are amended, when necessary to respond to change of traffic conditions. To enable this to be done as quickly as possible MSC has been authorised to adopt and amend traffic separation schemes on behalf of the organisation.

Rule 10 states that ships crossing traffic lanes are required to do so as nearly as practicable at sight angles to the general direction of traffic flow. This reduces the confusion to other ships as to the crossing vessel’s intentions and course and at the same time enables that vessels to cross the lane as quickly as possible.

Fishing vessels “shall not impede the passenger of any vessel following a traffic lane” but are not banned from fishing. This is in line with Rule 9 which states that a vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway. In 1981 the regulations were amended. Two new paragraphs were added to Rule 10 to exempt vessels which are restricted in their ability to manoeuvre when engaged in an operation for the safety of navigation in a traffic separation scheme or when engaged in cable lying in 1987 the regulations were amended again. It stressed that Rule 10 applies to traffic separation schemes adopted by the organisation (IMO) and does not relieve any vessel. It was also to clarify that i vessel is obliged to cross traffic lanes it should do as nearly as practicable at right angles to the general directions of traffic flow. In 1989 Regulation 10 was further amended to clarify that vessels which may use the “Inshore traffic zones”.

165

165. Specify the number of rules included under Section II and Section III of COLREG 1972. Giving a brief description of the rules, highlighting objectives of Section II and Section III of the said convention.

Ans. The conversion on the international regulations for preventing collisions at sea 1972 COLREG was adopted on 20th October 1972 and entered into force on 15th July 1977. it was amendment in 1981, 1987, 1989, 1993 & 2001. the recent amendments was made by resolution A.910(22), which was adopted on 29th Nov 2001 and it entered into force from 29th Nov 2003.

The COLREG 72 convention has five parts and four annexes these are

PART A : General (Rule 1 to rule 3)

PART B : steering and sailing rules (Rule 4 to 19)

PART C : Light and shapes (Rule 20 – Rule 31)

PART D : Sound and Light signals (Rule 32 to Rule 37)

PART E : exemptions (Rule 38)

Annex I : positioned and technical details of light and shapes

Annex II : Additional signals for fishing vessels fishing close to proximity.

Annex III : Technical details of sound signals and appliances .

Annex IV Distress Signals.

PART B is having three sections section I, Section II & Section III section I deals with conduct of vessels in any condition of visibility section II is on conduct of vessels in ---- of one another, where as section III is on conduct of vessels in restricted visibility as section II consisting of rules 11 to 18, where as section III consisted of rules 19. section II of PART B of COLREG 1972 (steering and sailing rules) deals with rules applicable when vessels in sight of one another.

Rules 11 :

Application rules in this section (Section II) apply to vessels in sight of one another

Rules 12 :

Sailing vessels

When two sailing vessels are approaching one another so as to involve risk of collision one on them shall keep out of the way of the other

Rule 13 : OVERTAKING

Any vessels overtaking any other vessel shall keep out the way of the vessel being overtaken.

Rule 14 : HEAD ON SITUATION

When two power driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision each shall alter her course to starboard so that each shall pass on to the port wide of the other.

Rule 15 : CROSSING SITUATION

When two power driven vessels are crossing so as to involve risk of collision. The vessel which has the other on the starboard side shall keep out case admit, avoid crossing ahead of the other vessel.

Rule 16 : ACTION BY GIVEN WAY VESSEL

Every vessel which is directed to keep out of the way of another vessel shall so far as possible, take early and substantial action to keep well clear.

Rule 17 : ACTION BY STAND ON VESSEL

(a) (i) where one of two vessels is to keep out of the way the other shall keep her course and speed(ii) the latter vessel may however take action to avoid collision by her manicure alone as soon as it becomes apparent to her that the vessel reqd. to keep out of the way is not taking appropriate action in compliance with these rules.

(b) When from any cause the vessel required to keep her course and speed finds itself so close that collision cannot be avoided by the action of give way vessel alone she shall take action as will best avoid to collision.

Rule 18 : RESPONSIBILITIES BETWEEN VESSELS. Except where rules 9,10 & 13 otherwise require.

A). Power driven vessel underway shall keep out of way of

(i) A vessel not under command.

(ii) A vessel restricted in her ability to manoeuvre.

(iii) A vessel engaged in fishing(iv) A sailing vessel.

B). A sailing vessel underway shall keep out of the way of

(i) A vessel not under command.

(ii) A vessel restricted in her ability to manoeuvre.

(iii) A vessel engaged in fishing

C). A vessel engaged in fishing when underway shall so far as possible, keep out of the way of

(i) A vessel not under command.

(ii) A vessel restricted in her ability to manoeuvre.

D). Any vessel other than a vessel not under command or) A vessel restricted in her ability to manoeuvre shall if the circumstances of the case admit, avoid impeding the safe passenger of a vessel constrained by her drought exhibiting the signals in rules.

(ii) A vessel constrained by her draught shall navigate with particular caution having full regard to her special condition.

E). A seaplane on the water shall in general keep well clear of all vessels and avoid impeding their navigation. In circumstances however where risk of collision exists; She shall comply with the rules of this part.

F). A wing in ground (WIG) craft when taking off, landing and in flight near the surface shall keep well clear of all other vessels and avoid impeding their navigation.

(ii) A (WIG) craft operating on the water surface shall comply with the rules of this part as a power driven vessel.

Section III conduct of vessels in restricted visibility

Rule 19: Conduct of vessels in restricted visibility.

a). This rule applies to vessels not in sight or other vessel when navigating in or near an area or restricted visibility.

b). every vessel shall proceed at a safe speed adopted to the prevailing circumstances and condition of restricted visibility, A power driven vessel shall have her engines ready for immediate manoeuvre.

c). every vessel shall have due regard to the prevailing circumstances and condition of restricted visibility when complying with the rules of section – I of the part B of the code.

d). A vessel which detects by radar alone the presence of another vessel shall determine if a close quarters situation is developing and / or risk of collusions exist. If so she shall take avoiding action in ample time provided that when such action in ample time provided that when such action consists of an alteration of course so far as possible the following shall be avoided.

i) An alteration of course to part for a vessel forwards of the beam other than for a vessel being overtaken.

ii) An alteration of course toward a vessel a beam or abaft the beam.

e) Except where it has been determined that a risk of collision does not exist every vessel which hears apparently forward of her beam the fog signal of another vessel or which cannot avoid a close quarters situation with another vessel forward of her beam, shall reduce her speed to the minimum at which she shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.

166

166. Describe the Annexes as included in COLREG 1972. Also give a brief description of the subsequent amendments made in (i) 1981 (ii) 1987 (iii) 1989 (iv) 1993

Ans) The 1972 convention was designed to update and replace the collision regulation of 1960 which adopted at the same time as 1960 Solas convention. The Colreg 72 was adopted on 20th Oct 1972 and entered into force on 15th july 1977. the Colreg Included force annexesAnnex 1 Positioning and technical details of light and shapes

Annex 2 Additional signals for fishing vessels in close proximity

Annex 3 technical details of sound signal appliances

Annex 4 Distress signals which lists the signals indicating distress and need of assistance

Annex 1&4 were amended in 1987 o clarify the positioning of certain lights carried on smaller vessels and to add “approved signals transmitted by radio communication system”

1) The 1981 amendments:Adopted 19th Nov 1981 entered into force on 1st June 1983

A number of rules are affected but perhaps the most significant change concerns ‘Rule 10’ which has been amended to enable vessels carrying out various safety operations such as dredging or surveying in traffic separation schemes.

2) 1987 Amendments:Adopted 19 Nov 1987, entered into force on 19 Nov 1989

The amendments affect several rules including rule (1E) vessels of special construction. The amendments classifies the application of the convention to such ships

Rule (3L) defines a vessel constrained by her draught rule (10C) for crossing traffic tunes

3) 1987 AmendmentsAdopted 1974 Nov 1989 and entered into force on 19th April 1991

This amendment concerns ‘Rule 10’ and is designed to stop unnecessary use of inshore traffic zone

4) 1993 AmendmentAdopted 4th November 1993 entered into force on 4th November 1995

The amendments are mostly concerned with the positioning of lights

5) 2001 AmendmentsAdopted 29the Nov 2001 entered into force on 29th November 2003

The amendment includes new rules relating to wing in ground craft. The following are amended

General definitions (Rule 3) to provide the definition of wing I ground crafts

Action to avoid collision (Rule 8a) Responsibilities between vessel (Rule 18) Power driven vessels underway (Rule 23) Seaplanes (Rule 31) Equipment for sound signals and sound signals in restricted visibility (Rules

33 & 35) Positioning and technical details of lights and shapes (Annex 1) Technical details of sound appliances (Annex 3)

167

167. Highlighting the objective of COLREG 1972 Convention, describe the 2001amendments underlining its date of adoption and entry into force? State the number of rules that were amended in the said amendment briefly giving a necessity of such amendment related to wing-in-ground craft (WIG)?

Ans) COLREG-72 adopted on 20th October 1972 and entered into force on 15th July 1977. it updated and replaced 1960 collision regulation.The objective was to enhance safe navigation by:

Prescribing the conduct of V/L underway Specifying the display of internationally understood lights and sound signals Setting out collision avoidance action in close quarter situation.

To achieve the above objectives, made the following changes in the 1960 collision regulation

New rules introduced to deal with traffic separation schemes, risk of collision, safe speed and lookout requirements.

Rules concerning lights, shapes and sound signals format changed Stand on rule was amended to permit action to be taken at an earlier stage More emphasis was placed on star-board helm action in both clear and

restricted visibility Technical details related to light shapes and sound signals were transferred to

the annexes.

COLREG-72 include 38 rules divided into five sections and four annexesPART A-General (Rule 1-3)- Applications

PART B-Steering and sailing ( Rule 4-19)

PART C-Lights and Shapes ( Rule 20-31)

PART D- Sounds and light signals ( Rule 32-37)

PART E- Exemption ( Rule 38)

Annex I- Positioning and technical details of lights and shapesAnnex II- Additional signals for fishing V/L’sAnnex III- Technical details of sound signalsAnnex IV- Distress signals

COLREG-1972 has been amended in 1981, 1987, 1989, 1993 and 2001. 2001 ammendment mainly deals with wing in ground craft. Even though this type of V/L’s have been in operation from long leack, there were no rules and regulations regarding requirements of the same. This 2001 amendment adopted on 29th Nov 2001 and entered into force on 29 Nov 2003.

WIG crafts are V/L’s capable of operating completely above the surface of water on a dynamic air cushion created by aerodynamic lift due to the ground effect between the wings of V/L and water surface. These V/L’s are capable of operating at a speed in excess of 100 knots.By this 2001 amendment, included the Name and definition of WIG craft, described action to be taken to avoid collision, requirement and responsibility standards established while taking off, landing and in flight near water surfaces.

Requirement for exhibiting, high intensity all around flashing red light in addition to the lights prescribed in the rules established.

Requirement of sound signals depending their V/L length established (whistle and bell)

Vertical height separation of foremost and main mast light for H.S. Craft of 50m or more length standardized (4.5m) in Annex I

Frequently, intensity and range of audibility standardized for different length (20 mtr more/less) V/L’s in the Annex III

The rules those got amended in 2001, were Rule 3, Rule 8, Rule 18, Rule 23, Rule 31, Rule 33, Rule 35, Annex I and Annex III in which Rule -3, Rule-8, Rule-18, Rule 23 and Rule 31 related to WIG craft.As the WIG craft operate completely above the water surface at a speed above 100 kots on a cushion of relatively high pressure air between its wings and water surface, that is different from air craft. So no aviation law could be applied to it. It was considered as a crossover between a hovercraft and an air craft. More over there was no laws related to such type of craft. All the above factors necessitated the formations of 2001 amendments related to WIG craft.The main changes established in the regulation after 2001 amendment (WIG craft) related to WIG crafts are given below:-In rule 3- Amended the name WIG craft and added the definition as – The WIG craft means a multimodal craft which in its main operational mode, flies in close proximity to the surface by utilizing surface effect action.Rule 8 amended as follows:Any action to avoid collision shall be taken in accordance with the rules of this part and shall, if circumstances of the case admit, be positive made in ample time and with due regard to the observance of good seamanship.Rule 18: Added new paragraph as: A WIG craft when taking off, landing and in light near the surface shall keep well clear of all other vessels and avoid impeding. Their navigation and a WIG craft operating on the water surface shall comply with the rules of this part as a power driven vessel.Rule 23: Added new paragraph as – A WIG craft only when taking off, landing and in light near the surface, shall in addition to the lights already prescribed, exhibit a high intensity all round flashing red light.Rule 31: Amended as- where it is impracticable for a seaplane or a WIG craft o exhibit lights and shapes of the characteristics or on the positions prescribed in the rules of this part, she shall exhibit light and shapes as closely similar in characteristics and position as is possible.

168

168. Describe the Special Trade Passenger Ships agreement, 1971 and Protocol on Space Requirements for Special Trade Passenger Ships, 1973. Also give a brief description of Protocol on space requirements for Special Trade Passenger Ships, 1973. Give the date of adoption and entry into force in both cases of the above.

Ans. The carriage of a large number of non-berthed passengers in special trade such as the pilgrim trade in a restricted area around the Indian Ocean is of particular interest to countries in that area. It was regulated by the Simla Rules of 1931, which became outdated following the adoption of the 1948 and 1960 Solas Conventions.

As a result IMO convened an international conference in 1971 to consider safety requirements for special trade passenger ships in relation to the 1960 SOLAS conventions.

Included in an annexe to the agreement are special trade passenger ships Rules 1971, which provides modification to the regulation of Chapter II & III of the 1960 SOLAS conventions.

It was adopted on 6th OCT 1971 and entered in to force on 2nd JAN 1974. At present total no. of contracting governments are 17 which represents 22.85% of total world tonnage

The Special Trade passenger ships agreement 1971 consists of total no. of 11 articles:

Article I : General obligation under the above agreement Article II : Application – All contracting governments which are party to SOALS

1960 special trade passenger ships agreement 1971 Article III : Communication of information Article IV : Prior conventions, Agreements and Arrangements

Article V : Signature, acceptance and accession Article VI : Entry in to force – effected after 6 months after 3 governments,

parties to SOLAS 1960 convention signs Article VII : Amendments; (a) (iii) tacit acceptance after completion of 12

months Article VIII: Denunciation – after 5 years Article IX : Territories – same rights for denunciation Article X : Deposit and Registration – in accordance with article 102 of the

charter of United NationsArticle XI : Language – English & French Following the international conference on special trade passenger ships

1971; IMO in co Operation with other organisations, particularly the World Health

Organisation(WHO), developed technical rules covering the safety aspects of the carriage of passengers in special trade passenger ships. The protocol on the space requirements for special trade passenger ships are complimentary to the 1971 Special Trade passenger ships agreement. The date of adoption of the protocol is 13th JUL 1973 and the date of entry in to force is 2nd JUN 1977. at present total no. of contracting governments are 16, which represents 22.03% of world tonnage.

The annexed rule to this protocol has been divided in to four parts consisting of 23 rules :

Part 1 – General – which consists of Rule nos. 1 to 8, these rules include names, definitions, applications, exemptions, issue of certificates, posting up of certificates, acceptance of certificates, privileges.

Part II – Space requirements – which consists of rule numbers 9 to 21. Rule 9 : Spaces not suitable for carriage of passengers

(i) On any deck lower than the one immediately below the deepest subdivision load line

(j) At any point in between deck space where clear headroom is less than 1.9 meters

(k) Forward of the collision bulkhead or the upward extension thereof(l) On lower between decks within 10% of the length of the ship from the

forward perpendicular(m) During foul weather seasons, spaces on the weather deck shall not

be measured as being available for the accommodation of special trade passenger

Rule 10 : No. of passengers permitted – as mentioned in the certificate Rule 11 : Spaces not fitted with bunk –

i. Space requirement as per Appendix Iii. In addition airing space 0.37m3 (at least) for each passenger on

the upper and lower between decks shall be provided on weather decks. Spaces to be marked

iii. In no case, the total no. of passengers in any spaces exceeds the gross volume of that space divided by 3.06m3

Rule 12 : Areas to be deducted – 1. 5% for baggage2. Areas extending for a distance of 0.75m for commonly used spaces

such as stairways, lavatory, etc3. Areas required for working spaces for lifeboat, liferafts, etc4. Areas of any hatchways5. Any area as administration having opinion for deduction.These areas must be delineated by a white line 0.08m wide

Rule 13 : Spaces fitted with bunks –(1) A bunk is provided, if in normal circumstances, ship’s voyage is more

than 72 hrs(2) A) size of the bunk – length ≤1.9m, width ≤0.7m

B) shall have direct access to passages and escape routesC) width of that passage ≤ 0.7mD) bunk may be of single or double tier – if double tier, then the

distance between the deck and the base of the lower bunk ≤ 0.45m, distance base of lower & upper bunk ≤ 0.9m, also means shall be provided for the access of upper bunk

E) shall be fitted with leeboard or lee railsF) metallic construction shall be approved typeG) no bunks shall be fitted within 0.9m of hatch openingH) no bunks shall be fitted within 0.6m of the face of the frameI) no bunks shall be fitted within 0.75m of the entrance to any

stairwaysJ) no bunks shall be fitted where administration doesn’t permit

(3) Total no. of passengers must not exceed the gross volume of that space divided by 3.06m3

(4) In addition to above, airing space must not be less than 0.37m3

Rule 14 : Marking of spaces – spaces with no. of passengers for which it is certified

Rule 15 : Width of stairways – in no case should be less than 0.75m Rule 16 : Lighting Rule 17 : Ventilation –

a. System of trunked mechanical ventilation sufficient to distribute fresh air in to all parts of the enclosed spaces allocated for accommodation and capable of at least 10 fresh air changes per hour or a trunked a/c system may be provided to the satisfaction of administration.

b. The ventilation or a/c shall be capable of effective separation from any hospital ventilation

Rule 18 : Awnings to be provided –i. to those portion of exposed decks provided for use of

accommodationii. to those exposed decks situated above accommodation spaces

as administration feels. Rule 19 : Cooking of food – shall not be permitted Rule 20 : Prevention of accidents – hatchways when open, shall be guarded

effectively to a height not less than 0.9m, but when it is opened for ventilation purpose, shall be protected by netting

Rule 21 : Obstruction of passenger spaces – spaces including airing spaces should be free of cargoes

Part III – Existing ships Rule 22 : Relaxation from Part II Rule 17 – need not apply when ship is fitted

with natural ventilation system Part IV – International Health Regulations (IHR) Rule 23 : The ship to which the present rules apply shall comply with the IHR

(1969) having regard to the circumstances and the nature of the voyage within the meaning of the said health regulation, free of rodents and rats, vaccination against 6 infectious diseases(cholera, plague, yellow fever, smallpox, typhoid, relapsing fever,)

APPENDIX 1

location Duration of voyage Minimum space allocation per passenger

Weather deck Less than 24 hrs 0.74m2 ( 8ft2)Weather deck 24 ≤ hrs ≤ 72 1.12m2 ( 12ft2)Upper deck Less than 24 hrs 0.74m2 ( 8ft2)Upper deck 24 ≤ hrs ≤ 72 1.12m2 ( 12ft2)

Upper between deck Less than 24 hrs 0.88m2 (9½ft2)Upper between deck 24 ≤ hrs ≤ 72 1.12m2 ( 12ft2)Lower between deck Less than 24 hrs 0.88m2 (9½ft2)Lower between deck 24 ≤ hrs ≤ 72 1.40m2 (15ft2)

169

169. Give the history of requirement leading towards International Convention On Load lines, 1966, underlining its date of adoption and entry into force. What special provisions were included in the said convention in comparison to first International Convention on Load lines adopted in 1930? Describe its different chapters highlighting their area of coverage and related Annexes.

Ans) Load line convention 1966 entered in force on 21st July 1968 for the safey of ship draught is limited. These limits inform of free board constitute one of the main objective for load line 1966 conventionThe first 1930 load line convention resulted in achieving the objective of keeping some ‘Reserve Buoyancy’. During that period it was recognized that the “free board” also significantly affects the stability and thus helps in preventing excessive stress on ships hull during loading. The load line convention 1966 uses this principle of free board. For ensuring stability of the ship. This is the major difference between these two convention.In the 1966 load line convention, provisions are made for a certain minimum freeboard, for two different classes of vessels (class A and class B), by subdivision and damage stability calculations. The regulations taken into account hazards in different zones of the earth, as well as dangers due to the weathers changes, in different seasons. The technical annex contains several additional safety measures, concerning doors, freeing ports, hatchways and other items.Load line 66 Annexes:The convention included 3 Annexes, Annex 1 is divided into 4 chapters Annex 1:

Chapter 1: GeneralChapter 2: Conditions of Assignment of freeboardChapter 3: FreeboardChapter 4: Special requirements for ships assigned timber freeboards

Annex II: Covers special zones areas and seasonal periodsAnnex III: Certificate International certificate of load line

The need for these conventions was felt a long time back. For obvious reasons ship-owners/masters always wanted to carry maximum cargo for every voyage, without regard to safety. Such situations of over loading ships resulted in their sinking due to instability on the high seas.

170

170. Illustrate the different amendments to the International Convention on Load lines, 1966 as amended in (i) 1971 (ii) 1975 (iii) 1979 (iv) 1983. What was the primary requirement towards adoption of 1988 Protocol to the said convention ? Describe its 1995 amendments and revision of Load line conventions thereof.

Ans. The 1966 Load lines convention makes provision for determining the freeboard of ships by subdivision and damage stability calculations the convention also recognizes potential hazards present in different zones in different seasons. The technical annex contains several additional safety measures to ensure watertight integrity at ships hull below freeboard deck.

Different amendments to the 1966 load line conv. are

i) 1971 amendments

To make certain improvements to the text and to the chart of cones and seasonal areas.

ii) 1975 amendments

To introduce the principle of 'Tacit acceptance' into the convention.

iii) 1979 amendments

To make some alterations to zone boundaries off the coast of Australia.

iv) 1983 amendments

To extend the summer and tropical zones southward off the coast of chile.

The 1966 convention provided for amendments to be made by positive acceptance. These would come into force 12 months after being accepted by 2/3rds of contracting parties. The amendments between 1971 and 1983 never received enough acceptances to come into force.

The 1988 protocol of the convention was adopted on November 11, 1988 and entered into force on feb 3, 2000. The protocol was primarily adopted in order to harmonica the conventions survey and certification requirement with those contained in SOLAS and MARPOL 73/78.

All three instruments require the issue of certificates to show that requirements have been met and this has to be done by means of a survey which can involve the ship being out of service for several days.

The harmonized system alleviates the problems caused by survey dates and intervals between surveys which donot coincide, so that a ship would no longer have to go into sent or repair yard for a survey required by one convention shortly after closing the same thing in connection with another instrument.

The 1988 LL protocol revised certain regulations in the technical annexes and introduced the tacit amendment procedure.

The 1995 amendments adopted in 23 November 1995 were superseded by 2003 amendments.

The Amendments to Annex B to the 1988 load lines protocol include a member of revisions concerning :

Strength and contact stability of ships,

Definitions, superstructure and bulkheads,

Doors, Position of hatchways, doorways and ventilators hatchway coamings, hatch covers machinery space opening, miscellaneous openings in freeboard and superstructure decks, cargo ports and other similar openings, spurting pipes and cable lockers, side scuttles, windows and skylights, calculation of freeing ports, protection of crew and means of a state passage for crew, calculation of freeboard, sheer, minimum bow height and reserve buoyancy.

The amendments form a comprehensive revision of the technical regulations at the original load lines convention but doesnot affect 1966 LL convention and only applies to states party to the 1988 LL protocol.

171

171. SOLAS Convention is generally regarded as the most important of all International treaties concerning the safety of merchant ships. Illustrating its brief history commencing from the first version give chronologically its evolution towards formation of International convention for the Safety of Life at Sea, 1974 (SOLAS). Explain its amendment procedures as detailed in the Article VIII of the said convention. What is meant by “Amendments by conference” ? When these amendments enter into force ? What does “Accelerated Amendment” mean ?

Ans. Of all international conventions dealing with maritime safety, the most important is the International Convention for the Safety of Life at Sea (SOLAS).

It is also one of the oldest, the first version having been adopted at a conference held in London in 1914. Since then there have been four other SOLAS conventions: the second was adopted in 1929 and entered into force in 1933; the third was adopted in 1948 and entered into force in 1952; the fourth was adopted (under the auspices of IMO) in 1960 and entered into force in 1965; and the present version was adopted in 1974 and entered into force in 1980.

The SOLAS conventions have all covered many aspects of safety at sea. The 1914 version, for example, included chapters on safety of navigation, construction, radiotelegraphy, life-saving appliances and fire protection. These subjects are still dealt with in separate chapters in the 1974 version. The 1914 Convention was, as the title implies, concerned primarily with the safety of human life. The late 19th and early 20th centuries represented the golden age of passenger travel by sea: there were no aircraft, and emigration, from Europe to the Americas and other parts of the world, was still taking place on a massive scale. Passenger ships were therefore much more common than they are today and accidents frequently led to heavy casualties. The annual loss of life from British ships alone averaged between 700 and 800 during this period. The incident, which led to the convening of the 1914 international SOLAS conference, was the sinking of the White Star liner Titanic on her maiden voyage in April 1912. More than 1,500 passengers and crew died and the disaster raised so many questions about current standards that the United Kingdom Government proposed holding a conference to develop international regulations. The Conference was attended by representatives of 13 countries and the SOLAS Convention which resulted was adopted on 20 January 1914. It introduced new international requirements dealing with safety of navigation for all merchant ships; the provision of watertight and fire-resistant bulkheads; life-saving appliances and fire prevention and fire fighting appliances on passenger ships. Other requirements dealt with the carriage of radiotelegraph equipment for ships carrying more than 50 persons (had the Titanic’s distress messages not been picked up by other ships the loss of life would probably have been even greater); the Conference also agreed on the establishment of a North Atlantic ice patrol. The Convention was to enter into force in July 1915, but by then war had broken out in Europe and it did not do so, although many of its provisions were adopted by individual nations.

In 1927, however, proposals were made for another conference which was held in London in 1929. This time 18 countries attended. The conference adopted a new SOLAS convention which followed basically the same format as the 1914 version but included several new regulations. It entered into force in 1933. One of the two annexes to the convention revised the international regulations for preventing collisions at sea (Collision Regulations).

By 1948 the 1929 convention had been overtaken by technical developments and the United Kingdom again hosted an international conference which adopted the third SOLAS Convention. It followed the already established pattern but covered a wider range of ships and went into considerably greater detail. Important improvements were made in such matters as watertight subdivision in passenger ships; stability standards; the maintenance of essential services in emergencies; structural fire protection, including the introduction of three alternative methods of subdivision by means of fire resistant bulkheads, and the enclosure of main stairways. An international safety equipment certificate for cargo ships of 500 gross tons and above was introduced - an indication of the growing importance of cargo ships relative to passenger ships, which were already facing competition from aircraft. The Collision Regulations were also revised and regulations concerning the safety of navigation, meteorology and ice patrols were brought up to date. A separate chapter was included dealing with the carriage of grain and dangerous goods, including explosives. There had been considerable developments in radio since 1929 and the 1948 Convention took these into account (the title of the relevant chapter made specific reference to radiotelephony as well as radiotelegraphy). The year 1948 was particularly significant because a conference held in Geneva under the auspices of the United Nations adopted a convention establishing IMO - or the Inter-Governmental Maritime Consultative Organization (IMCO), as it was then known. The 1948 SOLAS Convention recognized that the creation of this new Organization would, for the first time, mean that there was a permanent international body capable of adopting legislation on all matters related to maritime safety. It was originally intended that the Convention would be kept up to date by periodic amendments adopted under the auspices of IMO but in the event it took so long to secure the ratifications required to bring the IMO Convention into force that the new Organization did not meet until 1959.

It was then decided that rather than amend the 1948 Convention it would be better to adopt a completely new instrument - the fourth SOLAS Convention. The 1960 SOLAS Convention The 1960 SOLAS Conference, which was attended by delegates from 55 countries, 21 more than in 1948, was the first conference to be held by IMO. Although only twelve years had passed since the last SOLAS Convention was adopted, the pace of technical change was quickening and the 1960 SOLAS Convention incorporated numerous technical improvements. Like its predecessor, the new Convention incorporated control provisions including requirements for various surveys and certificates for cargo ships of 300 tons gross tonnage and above making international voyages and for a Government to investigate casualties when “it judges that such an investigation may assist in determining what changes in the present regulations might be desirable” and to supply IMO with pertinent information. Many safety measures which had once applied only to passenger ships were extended to cargo ships, notably those dealing with emergency power and lighting and fire protection. The radio requirements were again revised and in the chapter dealing with life-saving appliances provision was made for the carriage of liferafts,

which had developed to such an extent that they could be regarded as a partial substitute for lifeboats in some cases. Regulations dealing with construction and fire protection were revised as were the rules dealing with the carriage of grain and dangerous goods. The final chapter contained outline requirements for nuclear- powered ships, which in 1960 seemed likely to become important in the years to come. As in 1929 and 1948 revised Collision Regulations were annexed to the Convention. Finally, the Conference adopted some 56 resolutions, many of which called upon IMO to undertake studies, collect and disseminate information or take other action. These included, for example, a request that IMO develop a unified international code dealing with the carriage of dangerous goods - a resolution which resulted in the adoption five years later of the International Maritime Dangerous Goods Code. The 1960 SOLAS Conference was to determine much of IMO’s technical work for the next few years. It was originally intended that the 1960 SOLAS Convention would be kept up to date by means of amendments adopted as and when it entered into force (which took place in 1965). The first set of amendments was adopted in 1966 and from then on amendments were introduced regularly. The major amendment was a complete revision of Chapter VI which deals with the carriage of grain.

Unfortunately, it became increasingly apparent as the years went by that these efforts to respond to the lessons learnt from major disasters and keep the SOLAS Convention in line with technical developments were doomed to failure - because of the nature of the amendment procedure adopted at the 1960 conference. This stipulated that amendments would enter into force twelve months after being accepted by two-thirds of Contracting Parties to the parent Convention. This procedure had been perfectly satisfactory in the past when most international treaties were ratified by a relatively small number of countries. But during the 1960s the membership of the United Nations and international organizations such as IMO was growing rapidly. More and more countries had secured their independence and many of them soon began to build up their merchant fleets. The number of Parties to the SOLAS Convention grew steadily. This meant that the number of ratifications required to meet the two-thirds target needed to secure entry into force of SOLAS amendments also increased. It became clear that it would take so long for these amendments to become international law that they would be out of date before they did so. As a result IMO decided to introduce a new SOLAS Convention which would not only incorporate all the amendments to the 1960 Convention so far adopted but would also include a new procedure which would enable future amendments to be brought into force within an acceptable period of time.

The 1974 SOLAS Convention: The 1974 SOLAS Conference was held in London from 21 October to 1 November and was attended by 71 countries. The Convention which was adopted is the version currently in force and it is unlikely to be replaced by a new instrument because of the new tacit amendment procedure which is included in Article VIII. Tacit acceptance. As explained earlier, the amendment procedure incorporated in the 1960 Convention stipulated that an amendment would only enter into force when it had been accepted by two-thirds of Contracting Governments. It therefore required Contracting Governments to take positive action to accept the amendment. This usually meant that acceptance was delayed pending introduction of the necessary national legislation and this was not always given high priority by Governments, particularly as the pace of acceptance by other States was slow. The 1974 Convention endeavours to solve this problem by in effect reversing

the process: it assumes that Governments are in favor of the amendment unless they take positive action to make their objection known.

Article VIII states that amendments to the chapters (other than chapter I) of the Annex, which contain the Convention’s technical provisions - shall be deemed to have been accepted within two years (or a different period fixed at the time of adoption) unless they are rejected within a specified period by one-third of Contracting Governments or by Contracting Governments whose combined merchant fleets represent not less than 50 per cent of world gross tonnage. The article contains other provisions for entry into force of amendments including the explicit acceptance procedure but in practice the tacit acceptance procedure described above proves the most rapid and effective way of securing the entry into force of amendments to the technical annex (other than Chapter I) and is now invariably used.

Amendment procedureArticle VIII of the SOLAS 1974 Convention states that amendments can be made either:

After consideration within IMOAmendments proposed by a Contracting Government are circulated at least six months before consideration by the Maritime Safety Committee (MSC) - which may refer discussions to one or more IMO Sub-Committees - and amendments are adopted by a two-thirds majority of Contracting Governments present and voting in the MSC. Contracting Governments of SOLAS, whether or not Members of IMO are entitled to participate in the consideration of amendments in the so-called “expanded MSC”.

Amendments by a ConferenceA Conference of Contracting Governments is called when a Contracting Government requests the holding of a Conference and at least one-third of Contracting Governments agree to hold the Conference. Amendments are adopted by a two-thirds majority of Contracting Governments present and voting.

In the case of both a Conference and the expanded MSC, amendments (other than to Chapter I) are deemed to have been accepted at the end of a set period of time following communication of the adopted amendments to Contracting Governments, unless a specified number of Contracting Governments object. The length of time from communication of amendments to deemed acceptance is set at two years unless another period of time - which must not be less than one year - is determined by two-thirds of Contracting Governments at the time of adoption.Amendments to Chapter I are deemed accepted after positive acceptance by two-thirds

Of Contracting Governments.Amendments enter into force six months after their deemed acceptance.

The minimum length of time from circulation of proposed amendments through entry into force is 24 months - circulation: six months, adoption to deemed acceptance date: 12 months minimum; deemed acceptance to entry into force: six months.

Accelerated amendment:However, a resolution adopted in 1994 makes provision for an accelerated amendment procedure to be used in exceptional circumstances - allowing for the length of time from communication of amendments to deemed acceptance to be cut to six months in exceptional circumstances and this is decided by a Conference. In practice to date, the expanded MSC has adopted most amendments to SOLAS, while Conferences have been held on several occasions - notably to adopt whole new Chapters to SOLAS or to adopt amendments proposed in response to a specific incident.

172

172. What is the main objective of the SOLAS Convention 1974 ? Under the said convention state the responsibility and control provisions of flag states / contracting Governments. Briefly describe the coverage as detailed by twelve chapters of SOLAS.

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

Main Objects : Of the convention is

1) To specify the minimum standards for the construction, equipment and operation of ships, and their reliability toward safety.

2) Flag states are responsible for ensuring that ships under their flag, comply with its requirements.

3) A no. of certificates are prescribed in the convention as a proof of compliance.

4) Control provisions allow contracting governments to inspect the ships of other contracting governments if their are clear grounds for believing that the ship and its equipment do not substantially comply with the requirements of the convention this procedure is known as PORT STATE control.

RESPONSIBILITIES & CONTROL PROVISIONS

Chapter 1 : General provisions of the SOLAS 1974 convention includes provisions for the control of ships in ports of other contracting Governments.

a) The contracting governments undertake to give effect to provisions of the present convention and the Annex there to, which shall continue an integral part of the present convention

b) The contracting governments undertake to promulgate all laws, decreases, orders and regulations and to take all other steps which may be necessary to make the present convention effective, so as to ensure that the safety of seafarer’s on board is not impaired and the ship is fit for the service for which it is intended.

CHAPTER OF SOLAS

The current SOLAS convention articles setting out general obligations, amendments procedure and so on followed by an annexure divided into 12 chapters.

CHAPTER General Provisions

This Chapter includes regulations concerning the survey of the various types of ships and the issuing of the documents signifying that the ship meets the requirements of the convention. This chapter also include the provisions for the control of the ship in the ports of the contracting governments.

Chapter II - 1 Construction : subdivision and stability machinery and Electrical installations.

The Subdivision of passenger ships into watertight compartments must be such that after assumed damage to the ships hull the vessel will remain afloat and stable. The degree of sub division measured by the maximum permissible distance between two adjacent bulkhead varies with ships length and the service in which it is engaged the highest degree of subdivision apply to passenger ships.

Requirements covering machinery and electrical installation are designed to ensure that the services which are essential for the safety of the ship are maintained under various emergency conditions.

CHAPTER 2-II Construction: Five protection, Five detention and fire extinction

This chapter includes detailed five safety provisions for all ships and specific measures for passenger ships, cargo ships and tankers they include the following principle.

1) Division of ships into main and vertical zones by thermal and structural soundness.

2) Separation of the accommodation spaces from the reminder of the ship by thermal and structural boundary.

3) Restricted use of combustible materials

4) Detection of any five in the zone of origin.

5) Containment and extension of five in the space of origin.

6) Protection of the means of escape of excepts for fire fighting purpose

7) Ready stability of fire extinguishing appliances

8) Minimization of the possibility of ignition of flammable cargo vapor.

CHAPTER - 3 Deal with the life saving appliances and arrangements for passenger and cargo ships

CHAPTER - 4 Deals with Radio communications provision of radio communication services, GMDSS and ship requirements

CHAPTER - 5 Deals with the safety of navigation which includes navigational warnings, life saving signals, ship reporting system ship meaning, carriage requirement for ship borne navigational systems.

CHAPTER - 6 Deals with carriage of cargoes which deal with special provision for bulk cargo other then given are carriage of grains.

CHAPTER - 7 Deal with the carriage of dangerous goods which includes carriage of delivery goods in packaged form, in solid form in bulk, covers construction of ships carrying dangerous liquids chemicals in bulk and construction of ship carrying liquefied gasses in bulk,

CHAPTER - 8 Nuclear ships : Give requirement for nuclear powered ships and is particularly concerned with reduction hazards.

CHAPTER - 9 Management for safe operation of ships. The chapter makes mandatory the international safety management (ISM) code, which requires a safety management system to be established by the ship owner or any person who how taken responsibility of managing the ship.

CHAPTER - 10 Safety measures for High speed craft

CHAPTER - II - I Deals with special measured to enhance maritime safety which include enhanced surveys, ships ID number PSC operational requirement.

CHAPTER II - 2 Deals with special measures to enhance maritime security which includes 'ISPS' codes and responsibility of company, ship and port.

CHAPTER 12 Deals with additional safety measures for bulk carriers which include damage stability requirement applicable to bulk carriers & structured strength of Bulk carriers.

173

The main objective of the SOLAS Convention is to specify minimum safety standards for the construction equipment maintenance and operation of ships. The convention calls on the flag state to ensure that the ships under their flag comply with its codes and requirements and prescribes a number of certificates to prove compliance. The main objective behind the SOLAS protocol 1978 was a series of accidents involving oil tankers in the winter of 1976-77 led to increasing pressure for further international action. As a result early in 1978 IMO convened an international conference on tanker safety and pollution prevention which adopted a number of important modifications in SOLAS as well as MARPOL 1973. Since 1974 SOLAS convention had not entered into force, it was impossible to amend the convention. Instead the conference decided to adopt a protocol which would enter into force six months after rectification by states with 50% of world tonnage of merchant ships. The protocol entered into force on 1st May 1981. Adoption date of the protocol was 17th Feb 1978.

IMPORTANT CHANCES OF CHAPTER 1 IN PROTOCOL OF 1978The 1978 SOLAS protocol made a number of important changes to chapter 1.

a number of important regulations designed to improve the survey and certification of ships were also adopted. Those include modifications to provisions relating to the intervals of surveys and inspections and the introduction of intermediate survey of life saving appliances and other equipments of cargo ships aid in the case of hull, machinery and equipments, periodical surveys for cargo ships and intermediate surveys for tankers of ten years of age and over. Unscheduled inspections and mandatory annual surveys were also introduced furthermore the port state control provisions were rewritten.

1981 AMENDMENTSAdoption 20 November 1981Entry into force : 1st September 1984

The 1974 convention of SOLAS basically consists of the 1960 version incorporating the amendments adopted between 1966 and 1973 together with new “Tacit acceptance” procedure. During the 1970’s the organization prepared a numbered major changes to the convention. Some of which were incorporated in the 1978 protocol. Other were included in amendments adopted in November 1981 and under tacit acceptance procedures, entered into force on 1st September 1984 chapter II-1 and II-2 were rewritten and updated in chapter II-1 the provisions of resolution A.325(IX) recommendation concerning regulations for machinery and electrical installations in passenger ships and cargo ships (adopted in November 1975) were incorporated and made mandatory. Changes to regulation 29 and 30 on steering gear introduced the concept of duplication of steering gear control systems in tankers. There measures were agreed taking into account co-concerns following the 1978 Amoco Cadiz disaster and relevant provisions in 1978 SOLAS protocol. Chapter II-2 was re-arranged to take into account strengthened fire safety requirements for cargo ships and passenger ships.

The revised chapter II-2 incorporated the requirements of resolution A-327 (IX). Recommendation concerning fire safety requirements for cargo ships, which includes 21 regulations based on the principal of separation of accommodation spaces from the reminder of the ship by thermal and structural boundaries; protection of means of escapes early detection, containment or extinction of any fire, and restricted use of combustible materials other amendments to chapter II-2 related to provisions for ……….. hydrocarbon extinguishing systems, special requirements for ships carrying dangerous goods and new regulations 62 on inert gas systems.

174

174. Illustrating date of adoption and entry into force in each case, describe the amendments and protocols as made to SOLAS Convention 1974 in (I) 1983 (ii) 1988 (iii) 1989

Ans. INTERNATIONAL CONVENTION FOR THE SAFETY OF LIFE AT SEA (SOLAS) 1974.

(Adoption : 1 Nov. 1974, Entry into force 25 May 1980)

The first version was adopted in 1914 in response to the titanic disaster i.e. after 1500 lives were lost due to sinking of Titanic on 12 April 1912. loss of life was due to lack of sufficient survival crafts.

Subsequent conventions were brought act in 1929, 1948 & 1960.

Changes in characteristics of ships like type, speed, size etc. & the complications associated with the operations of these vessels resulted in accidents, necessitating SOLAS. Thus SOLAS 74 was adopted in 01/11/1979. The salient features were i) Introduction of Tacit Acceptance.

ii) Control Procedure to allow contacting Governments to inspect ships of other contracting state if there is violation of the rules laid down by convention were made.

iii) SOLAS - 74 had eight chapters.

They were

Chapter I - General provisions

II - 1) Construction - Subdivision & stability, machinery & electrical installation.

II - 2) Fire protection, fire detection & fire extinction.

Ch - III - LIFE SAVING APPLIANCES

Ch - IV - RADIO TELEGRAPHY

CH V - SAFETY OF NAVIGATION.

CH - VI - CARRIAGE OF GRAINS.

CH - VII - DANGEROUS GOODS

CH - VIII - NUCLEAR SHIPS.

A) 1983 Amendments : (Adoption - 17 June 1983, Entry into force 1 July 1986)

The most extensive changes involved Ch - III which was completely rewritten it was divided into 5 parts.

Part A) - consists of Application, exemption, definition & testing procedures.

Part B) - Consists of requirements of LSA for all ships in sec. I, passenger ship & cargoships.

Part C) - LSA 1) General in sec - II personal LSA

Visual signals in section III

Survival crafts in sec IV

Rescue Boat in sec. - V

Launching & Embarkation Appliances - sec VI

other LSA Sec VII Miscellaneous matters - Sec VIII

ii) fitting of partially & totally enclosed self righting L/B with engines

iii) Chemical & oil tankers to have boats with protection against fire for 7 mins & air for bathing support system.

iv) provision for risqué boats Invention suits, TPA & retro reflective tapes

v) Life jackets to be supplied with lights & whistle.

Amendments to CH-VII extended its application to chemical tankers & liquefied gas carriers by making reference to two new codes.

The International code for the construction & equipment of ships carrying Dangerous chemicals in Bulk (IBC code)

The International code for the construction & equipment of ships carrying liquefied cases in Bulk. (IGC code)

Both apply to ships built on or after 1 July 1986.

b) 1988 Amendments :

i) April 1988 Amendments : (Adopted 21st Apr. 1988, Entry into force 22nd Oct. 1989).

After "Herald of free enterprises" sank with loss of 193 lives on board, the U.K. proposed a series of measures designed to prevent re occurrence.

These amendments were dealing with monitoring of shell doors, loading doors & cargo areas.

Indicates to be provided on bridge to indicate status of doors.

Television surveillance & pooling of Ro-Ro spaces to detect under movement of vehicles. Requirements for documented procedure for closing of doors. Emergency lighting in public spaces & alleyways for at least 3 hrs. in any condition of heal. Due to urgency amendments came into force by tacit Acceptance in 18 months.

ii) October 1988 Amendments : (Adoption 28th Oct 1988 Entry into force 29th Apr. 1990)

These Amendments affect the stability calculations of passenger ships in damaged condition. Range of positive residual righting lever beyond angle of equilibrium to be 150 with two compartment flooding.

During Intermediate stages of flooding max regulating lever to be at least 0.5m & range of positive regulating lever 70. Master should be provided with Intact stability data. Lightweight survey should be carried out every 5 yrs. to ensure their stability has not been adversely affected by the accumulation of extra weights or any affections in superstructures.

iii) November 1988 Protocol : (Adoption : 11th Nov. 1988 Entry into force : 3rd Feb 2000)

HARMONIZED SYSTEM OF SURVEYS & CERTIFICATION (HSSC) :

Problem arising out of getting the V/L to be surveyed for one convention immediately after sunking for another was eliminated thus saving cost & time. Anniversary date to be unique under all conventions for the V/L.

The protocol introduced a new harmonized system of S. & C (HSSC) to harmonize with two other convention load-lines & marpol 73/76.

iv) NOVEMBER 1988 (GMDSS) Amendments : (Adoption : 11th Nov. 1988 EIF : 1st Feb 1992)

Inability to convey distress message in time leads to greater loss of life. The basic concept of the system is that search & rescue authorities ashore as well as ships in the viority will be rapidly alerted in the event of an emergency.

The GMDSS makes great use of satellite communications provided by INMARSAT but also uses terrestrial radio. Equipment used varies

according to sea - area in which V/L is operating : Area A1 Range 20-30 Nm, area A2 Range : 100 Nm, Area A3 : Range 700N - 700S Area A4 - Polar requires.

EPIRB & SART for locating a V/L or person in distress

In addition to distress communication the GMDSS also provides for the dissemination of general maritime safety information (such as navigational & meteorological warnings & urgent information to ships).

v) 1989 Amendments : (Adoption : 11st Apr. 1989, Entry into force 1st Feb. 1992).

The main changes concern CH II - I & CH-II -2 of the convention & deal with ships construction & with fire protection detection & extinction.

In CH - II - 1 one of the most important amendments is designed to reduce the number & size of openings in water tight bulkheads in passenger ships & to ensure that they are closed in the event of emergency.

In CH - II - 2 improvements were made to regulation concerning fixed gas fire extinguishing systems, smoke detection systems, arrangements for fuel & other oils, the location & separation of spaces & several other regulation.

The International Gas carrier code - which is mandatory under solas was also amended.

175

175. .Illustrating date of adoption and entry into force in each case, describe the amendments and protocols as made to SOLAS Convention 1974 in (i) 1990 (ii) April 1992 (iii) December 1992. What all codes were amended in those amendments ?

Ans. The first version of SOLAS was adopted in 1914; in response to the titanic disaster; the second in 1929, the hard in 1948 & faith in 1960.

The 1960 convention, which was adopted on 17 June 1960 & entered into force on 26 May 1965, was the first major task for IMO after the organizations creation & it represented a considerable step forward in modernizing regulations & in keeping pace with technical developments in the shipping industry.

The intension was to keeping convention upto date by periodic amendments, but in practice the amendments procedure incorporated proved to be very slow it because clear that it would be impossible to secure the entry into force of amendments within reasonable period of time.

As a result a completely now convention was adopted in 1974 which included not only the amendments agreed up until the date but a new amendment procedure the faccit acceptance procedure - designed to ensure that changes could be made within a specified (and acceptably short) period of time.

Instead of requiring that an amendment shall enter into force after being accepted by ; for e.g. two third of the parties; the faccit acceptance procedure provides that an amendment shall inter into force on a specified date unless; before that date; objections to the amendments are received from an agreed number of parties.

As a result the 1974 convention has been updated & amended on numerous occasion. The convention in force today is sometimes referred to as SOLAS, 1974 as amended.

Protocol :- It is an instrument; by which developments are added to an existing convention, which were not included in the prevent convention.

Convention :- It is one of the most important instruments; developed by IMO

It is a multinational treaty; binding on the states who sign it It formulates requirements, regulations; codes to be followed by signatory

nations.

Amendment Procedure :- After consideration within I.M.O:-

Amendments proposed by a contracting Government are circulated at least six months before consideration by the maritime safety committee - which may refer to one or more IMO subcommittees - and amendments are adopted by a two third majority of contracting Governments present & voting in the M.S.C.

Contracting Governments of SOLAS; whether or not members of I.M.O. are entitled to participate in the consideration of amendments in the so - called expanded M.S.C.

Amendments by a conference:

A conference of contracting Governments is called when a contracting Government requests the holding of a considerable & at least one third of contracting governments agrees to hold the conference amendments are adopted by a two third majority of contracting government present & voting.

The minimum length of time from circulation of proposed amendments through entry into force is 24 months; circulation - 6 months, adoption to deemed acceptance date : 12 months minimum; deemed acceptance to entry into force : months.

Technical provisions :The main objective of the SOLAS convention is to specify minimum standards for

the construction; equipment & operation of the ship, compatible with their safety flag states are responsible for ensuring that ships under their flag comply with its requirements; & a no of certificate are prescribed in the convention as proof that this has been done control provision also allows contracting Governments to impact ships of other contracting states if their are clear grounds for believing that the ship & its equipment do not substantially comply with the requirement the ship & its equipment do not substantially comply with the requirement of the convention - This procedure is known as port state control.

Amendments & protocols are made to SOLAS convention 1974 in.

(i) 1990The 1990 Amendments :

Adoption may 1990Entry into force : 1st Feb 1992

Important changes were made to the way in which the subdivision & stability of dry cargo ships is determined. They apply to ships of 100 mtr or more in length built on or after 1 February 1992.

The amendment included A new part B-1 of chapter II - 1 (Chapter II-1, construction - structure)

Subdivision & stability; machinery & electrical installation)

Part B-1 (subdivision & damage stability of cargo ships)

The new added chapter contains subdivision & damage stability requirements for cargo ships based upon the so-called probabilistic concept of survival, which was originally developed through study of data relating to collisions collected by I.M.O.

This showed a pattern in accidents which could be used in improving the design of ships, most damage; for example, is sustained the standard of subdivision there rather than towards the stern. Because it based on statistical evidence as to what actually happens when ship collision. The probabilistic concept provides a four more realistic scenario than the early deterministic method.

Other Codes Amendment :

Amendments were also made to the international code for the construction & equipment of ships carrying dangerous clericals in bulk (1bl code) & the international code of the construction & equipment of ships carrying liquefied gases in bulk. (I.G.C. code)

The new chapter II part B-1 consistsRegulation 25-1 : ApplicationReg. 25-2 DefinitionsRegulation 25-3 : - Required subdivision Index R.Regulation 25-4 : Attained subdivision index A.Regulation 25-5 : Calculation of the Factor P;Regulation 25-6 : Calculation of the Factor S;Regulation 25-7 : Permeability.Regulation 25-8 : Stability information (damage control plans; stability booklet)

Regulation 25-9 : Opening in watertight bulkheads & Internal decks in cargo ships.

Regulations 25-10 External opening in cargo ships.

ii) April 1992 Amendments :Adoption : 10th April 1992Entry into Force : 1October 1994

New standards concerning stability of existing ro-ro passenger ships after damage were included in amendments to chapter II-I, They are based on measure to improve the damage stability of new Ro-Ro passenger ships which came into force from 29 April 1990. but were slightly modified the measures were phased in over an 11 year period beginning 1st Oct 1994

Improved fire safety measures for existing passenger ships carrying more than 36 passengers, including mandatory requirements for smoke detection & alarm & sprinkler systems in accommodation & service spaces, stairway enclosures & corridors. Other improvements involved in the provision of emergency lighting; general emergency alarm system & other means of communication.

Some of these measures became applicable for existing ships on 1 Oct. 1994. Those dealing with smoke detection & alarm systems & sprinklers applied from 1st Oct 1997. Requirements concerning stairways of steel frame construction; for five extinguishing system in machinery spaces & for fine doors were mandatory from 1 October 2000.

Imp : The April 1992 amendments were particularly important because they applied to existing ships. In the past; major changes to SOLAS had been restricted to new ships they so called grand father clause. The reason for this is that major changes involve expensive modification to most ships. So there had previously been a reluctance to make such measures retroactive.

iii) The December 1992 amendments: Adoption : 11 December 1992 Entry in to force : 1 October 1994 The most important amendments were concerned with the fire safety of new

passenger ships. They made it mandatory for new ships ( i.e. those built after 1 October 1994) carrying more than 36 passengers to be fitted with automatic sprinklers and a fire detection and alarm system centralized in a continuously-manned remote control station. Controls for the remote closing of fire doors and shutting down of ventilation fans must be located at the same place.

New standards for the fire integrity of bulkheads and decks were introduced and improvements made to standards for corridors and stairways used as a means of escape in case of fire. Emergency lighting which can be used by passengers to identify escape routes is required.

Other amendments affected the fire safety of ships carrying 36 passengers or less and also oil tanker fire safety.

Three codes were also amended. Amendments to the International Code for the Construction and Equipments of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) and the International Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code) entered in to force on 1 July 1994 and affect ships built after that date.

Amendments to the Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code) entered in to force on 1 July 1994. The Code is voluntary and applies to existing ships

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176. Describe the amendments as made for Chapter IX of SOLAS by May 1994 Conference and to make mandatory a code as adopted by IMO in November 1993 (Assembly resolution A.741 (18)). State the main objectives of the said code. Also highlight the amendments made to Article VIII and Chapter X of SOLAS by the said amendments.

Ans. The amendment’s introducing the new chapter IX to the solas entered into force on 1 July 1998 this chapter applies to passenger ships and tanker from that date and to cargo ships and mobile drilling units of 500 gross ton’s and above from 1 July 2002. this now chapter to the convention was designed to make mandatory the ISM code which was adopted by IMO in Nov 1993.

Objectives of the code are to ensure safety of sea prevention of human injury or loss of life and avoidance of damage to the environment in particular to the mains environment and to property. The code establishes safety management objectives which are to provide for safe practices in shipping operation and a safe working environment.

To established safe guard against all identified risk.

To continuously improve safety management ships of personal including preparing for emergencies.

Amendment to articles VIII

Article VIII of solas deals with the procedure for amending the convention. The existing text says that the proposed amendments have to be circulated to government for at least six month prior to adoption and cannot enter force until 18 months after adoption. That means a total of 24 months for adoption.

The resolution adopted by the conference states that circulation period will remain at six months as will the period between the date of the amendment is deemed to have been accepted and the date of entry into force. But the period both adoption and deemed accepted date can be reduced by six months for 12 the total period between the circulation of a amendment and its entry into force will thus reduce from 24 months to 18 in exceptional circumstances.

Chapter X solas

Safety measures for high speed craft the new chapter makes mandatory the international code of safety for high speed craft which was adopted by the MSC held concurrently with the conference. The chapter entered into force under tacit acceptance on 1 st Jan 1996 and applies to high speed crafts built on or after the date high speed craft comply with H.SC code will be given a certificate under that code.

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177. Highlight the amendments made to Chapter XI of SOLAS by May 1994 Amendment Conference. Under the said measure emphasise the special regulations that were added and entered into force under tacit acceptance on 1st January 1986. What reference does the said conference made/stressed to Regulation A.742 (18), adopted in November 1993 for SOLAS?

Ans. On 24th May 1994 amendment to International convention for safety of life at sea 1974 were adopted. Three new chapters to existing SOLAS were added.

Chapter IX : Management for the safe operation of ship :

This chapter was added to existing SOLAS 1974 on 24th May 1994, is regarding implementation of ISM code.

- on passenger ships including passenger high speed craft not later than 1st July 1998.

- Oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high speed craft of 500 gross tonnage and above, not later than 1st July 1998.

- other cargo ships and mobile offshore drilling units up to 500 gross tonnage and upwards, not later than 1st July 2002.

- This chapter does not apply to government operated ships used for non commercial purpose.

The code establishes safety management objectives which are :

1. To provide for safe practices in ship operation and a safe working environment.

2. To establish safeguard against all identified risks

3. To continuously improve safety management skills of personnel, including preparing for emergencies.

The code requires a safety management system (SMS) to be established by the company. The company is then required to establish and implement a policy for achieving these objectives. This includes providing the necessary resources and shore based support. Every company is expected to designate a person or persons ashore having direct access to the highest level of management. The procedure required by the ISM code should be documented and compiled in a safety management manual, copy of which should be kept on board.

This new chapter was designed to make the International safety Management code, which was adopted by IMO in Nov.1993 assembly resolution A-741 (18). The amendments introducing the New chapter IX entered into force on 1st July 1998.

Chapter X : Safety measures for High Speed craft :

To provide safety measures for high speed craft. High speed craft code (HSC 1994) was introduced. A high speed craft is a craft capable of a maximum speeding meter per second equal to or exceeding.

3.7 0.1667

= Volume of displacement corresponding to the

designed water line (m3)

Chapter XI : Special Measures to enhance maritime Safety :

This new chapter entered into force 1st January 1996.

Regulation 1 :

States that organisation entrusted by an administration with the responsibility for carrying out surveys and inspections shall comply with the guidelines adopted by IMO in resolution A-739 (18) in November 1993.

Regulation 2 : ENHANCED SURVEYS

Extends to bulk carriers aged five years and above the enhanced program of surveys applicable to tankers under MARPOL 73/78. The enhanced surveys should be carried out during the periodical annual and intermediate surveys prescribed by the MARPOL and SOLAS conventions. The related guidelines on enhanced surveys pay special attention to corrosion coatings and tank corrosion prevention systems must be thoroughly checked and measurements must also be carried out to check the thickness of plates.

Regulation 3 : Ship Identification Number :

Provides that all passenger ships of 100 gross tonnage and above and all cargo ships of 300 gross tonnage and above shall be provided with an Identification number conforming to the IMO ship Identification number scheme as adopted by resolution A.600 (15) in 1987.

Regulation 4 : Port State control on operational Requirements:

This regulation makes it possible for port state control officers inspecting foreign ships to check operational requirements "when there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the safety of ships"

Accelerated Amendment procedure :

The conference adopted a resolution on accelerated amendment procedure to the used in exceptional circumstances. It states that a conference of contracting governments can reduce the period after which an amendment to the technical chapters of the convention is deemed to have been accepted from 12 months to six months in exceptional circumstances.

Article VIII of SOLAS deal with the procedures for amending the convention have to be circulated to Governments at least 6 months prior adoption and can not enter into force until at least 18 months after adoption. This makes a total 24 months, from circulation (6 months), through adoption), to entry into force (six months after deemed acceptance date). The resolution adopted by the conference states that the circulation period will remain at six months as will the period between the date on which the amendment is deemed to have been accepted and the date of entry into force. But the period between adoption and deemed acceptance date can be reduced to six months from 12. The total period between circulation of an amendment and its entry into force could thus be reduced from 24 months to 18 in exceptional circumstances.

Tacit Acceptance :

The main reason for amendments taking so long to enter into force was the time taken to gain acceptance by two thirds of contracting governments. One way of reducing this period would be by "specifying a date of entry into force after adoption by the Assembly, unless the date of amendment is explicitly rejected by a certain number or percentage of contracting governments". The body which adopts the amendments at the same time fixes a time period within which contracting parties will how the opportunity to notify either their acceptance or rejection of the amendment or to remain silent on the subject. "In case of silence the amendment is considered to have been accepted by the party". This is known as TACIT ACCEPTANCE procedure.

The International convention for safety of life at sea was adopted 1974, which incorporated the tacit acceptance procedure. The tacit acceptance amendment procedure has now been incorporated into majority of IMO's technical conventions and has been extended to some other instruments as well. Its effectiveness can be seen most clearly in the case of SOLAS 1974, which has been amended on many occasions since then.

The May 1994, amendments to SOLAS 1974, (inclusion of two new chapters X and XI) entered into force on 1st January 1996 under tacit acceptance procedure.

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May 1994 Amendments

Adoption : 25 May 1994

Entry into force : 1 January 1996

Three new regulations were added to chapter V of SOLAS under the May 1994 amendments:

(i) Regulation 8.1 made mandatory the use of ship reporting systems approved by IMO. General principles for ship reporting systems were previously adopted by IMO in 1989 as a

recommendation. The systems are used to provide gather or exchange information through radio reports. The regulation made it mandatory for ships entering areas covered by ship reporting systems to report into the coastal authorities giving details of sailing plans

(ii) Regulation 15.1 required all tankers of 20,000 dwt and above built after 1 January 1996 to be fitted at both ends of the ship. Tankers built before that date had to be fitted with a similar arrangement not later than 1 January 1999

(iii) Regulation 22 was aimed at improving navigation bridge viibility.

The may 1994 Amendments in SOLAS Chapter II-2 made improvements to Regulation 15 which deals with fire protection arrangements for fuel oil, lubrication oil and other flammable oils.

The different codes that were amended in the said conference are:

(1) International code for the construction and equipment of ships carrying liquefied gases in bulk (IGC Code) and

(2) Code for the construction and equipment of ships carrying liquefied gases (Gas carrier Code)

The amendments were related to the filling limits for cargo tanks

Clear GroundsRegulation 4, Chapter XI of SOLAS 1974 makes it possible for Port State Control

officer inspecting foreign ships to check their operational requirements especially when there are ‘clear grounds’ for believing that master or crew are not familiar with essential ship board procedures related to ships safety, pollution prevention

ships visiting any foreign port, are to be inspected by PSC on behalf of the contracting Government to ensure that the visiting vessel is not a threat to the port with regards to the safety of personnel and cargo and also not

a navigational hazard to its surroundings.

Clear grounds to conduct detailed inspection include:

1. The absence of principal equipment or arrangement required by conventions.

2. Evidence, that a ship’s certificate or certificates are clearly invalid3. Evidence, that documents required by the convention and listed in

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

4. Evidence, from PSCO’s general impression and observation that serious hull or structural detenioration deficiencies exist that may place a risk to the water tight integrity of the ship.

5. Evidence, from the PSCO’s general impression or observations that seniors deficiencies exist in safety pollution prevention or navigational equipment.

6. Information or evidence that master/crew is not familiar with essential shipboard operations relating to the safety of the ship or prevention of pollution

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

8. The emission of false distress alerts not followed by proper cancellation procedures.

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

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179. Underlining the date of adoption and entry into force describe December 1994, May 1995 and November 1995 amendments as made to SOLAS 1974. Highlight these amendments made on (i) Ship’s routeing system (ii) Stability of Ro-Ro Passenger ships (iii) Lifesaving appliances and arrangements.

Ans) Dec 1994 Amendments: DOA 9th Dec 1994 EIF-1st July 1996

SOLAS- Chapter VI (Carriage of cargoes) the code of safe practice fro cargo stowage and securing was made mandatory including containers to be loaded stowed and secured in accordance with the manual that must be equivalent to the code.

SOLAS Chapter VII (Carriage of Dangerous goods) The code was also made mandatory under this chapter

May 1995 Amendments DOA 16th May 1995

EIF-1st Jan 1997SOLAS CHAPTER V REGULATION 8 This regulation was amended to make

ships routing system compulsory with amendments. The proposal routine system shall be submitted to IMO’s sub committee safety of navigation which will then evaluate the proposal and make recommendations to MSC for adoption. In case more than one……… have common interest in particular area then their administration should formulate joint proposals.

Nov 95 amendments : DOA 29 Nov 95

EIF 1st July 97Following the sinking of the Jerry Estonia a series of amendments to SOLAS or

the safety of Ro-RO passenger ships were adopted SOLAS CHAPTER II-1. The most important changes relates to the stability of RO-RO Passenger ships in chapter II-1. The SOLAS 90 damage stability standard which has applied to all Ro-Ro Passenger ship built in 1990 was extended to existing ships in accordance with in an agreed phase in programme.

Ships that only meet 85% of the standard head to comply fully by 1ST October 1998.

Those ships meeting 97.5% of standard or above had to comply by 1st October 2005. a new regulation 8-2 was also adopted containing special requirements for Ro-Ro passenger ships carrying 400 passengers or more. This is intended to phase out ships built to one compartment standard and ensure they can survive without capsizing with two main compartments flooded.

In addition to the above requirements relating to stability and water tight subdivisions in damaged conditions, the amount of accumulated sea water shall be assumed on the basis of

Fixed height above water tereface from the lowest point of the deck edge of damaged compartment from ro ro deck or

When the damaged compartment deck edge is submerged in water, then the calculation shall be based on fixed height above still water surface at all heel and trim angles on follows:

0.5m if the technical free board is 0.3m or less0.0m if the residual freeboard is 200m or more

When a high efficiency damage system is installed administration may allow reduction in height of water surface. Also, for ships in restricted waters …… significant wave height in that region.

Freeing ports shall be fitted with closing device or flaps to prevent water entering the ro ro deck, while allowing accumulated water to drain.

Model test methods are also revised SOLAS CHAPTER III. Which deals with life saving appliances arrangements including the addition of a section requiring ro ro passenger ships to be fitted with public adders system, a regulation providing improved requirement for LSA and arrangements, and a requirement for all passenger ship to have full information on the details of passengers on board and requirements for the provision of a helicopter pick up or landing area.

SOLAS CHAPTER IV (Radio Communication) such a requirements of law power radio having devices lifecrafts on ro ro passenger ships

SOLAS CHAPTER (V)(Safety of Navigation) Requiring that all ro ro passenger ships should have established working language.

Chapter VI(Carriage of Cargos) Provision of cargo securing on ro ro ships in accordance with the cargo securing manual approved by administration.

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180. Describe the different Chapters of SOLAS that were amended and its salient features as amended by amendments made in (i) June 1996 Conference (ii) December 1996 Conference. Illustrate their date of adoption and entry into force in both cases. Highlight the codes that were amended under these amendments. What new Regulation that were added in Chapter II-1 under December 1996 amendments ?

Ans) June 1996 amendments (Adoption : 4th June 1996 Entry into force 1st

July 1998)A completely revised chapter III on life saving appliances and arrangements was adopted. The amendments take into account changes in technology since the chapter had been last re-written in 1983. Many of the technical requirements were transferred to a new International Life-Saving Appliance (LSA) code applicable to all ships built on or after 1st July 1998 some of the amendments apply to existing ships as well as new ones. Other SOLAS chapters were also amended.In Chapter II-I, a new Port A-I dealing with the structure of ships was added. Regulation 3-I requires ships o be designed, constructed and maintained in compliance with structural requirements of a recognized classification society or with applicable requirements by the administration. Regulation 3-2 deals with corrosion prevention of sea-water ballast tanks and other amendments to chapter II-I concern the stability of passenger and cargo ships in damaged condition.In chapter VI regulation 7 was replaced by a new text dealing with loading, unloading and stowage of bulk cargos. It is intended to ensure that no excessive stress is placed on the ship’s structure during such operations. The ship must be provided with a booklet giving advice on cargo handling operations and the master and terminal representative must agree on a plan to ensure that loading and unloading is carried out safely. In chapter XI an amendment was made regarding authorization of recognized organizations.The International Bulk Chemicals (IBC) and Bulk Chemical (BCH) codes were also amended. The IBC code is mandatory under SOLAS and applies to ships carrying dangerous chemicals in bulk that were built after 1st July 1986. The BCH is recommended and applies to ships built before that.

The December 1996 amendments(Adoption : 6 December 1996, entry into force 1 July 1998)Chapter II-2 was considerably modified with changes to the general introduction.Part B (fire safety measures for passenger ships)Part C (fire safety measures for cargo ships) and Part D (fire safety measures for tankers)

The changes made mandatory a new ‘International code for application of Fire test procedures’ intended to be used by Administrations when approving products for installation in ships flying their flag.Amendments to chapter II-I included a requirement for ships to be fitted with a system to ensure that the equipment necessary for propulsion and

steering are maintained or immediately restored in the case of loss of any one of the generators in service.An amendment to chapter V aims to ensure that the crew can give safe access to the ships bow, even in severe weather conditions. Amendments were also made to two regulations in Chapter VII relating to carriage of dangerous goods and the IBC code was also amended.

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The June 1997 Amendments

Adoption : 4th June 1997

Entry in to force : 1st July 1999

SOLAS Chapter II-I

New Regulation 8.3 on special requirement for passenger ships, other than RO-RO passenger ships carrying 400 persons or more.

The November 1995 amendments

Adopted 29th November 1995

Entry in to force 1st July 1997

SOLAS ro-ro passenger ship stability standards :-

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

The Conference also adopted a new regulation 8-2, containing special requirements for ro-ro passenger ships carrying 400 passengers or more, this is intended to phase out ships built to a one compartment standard and ensure that they can survive without capsizing with two main compartments flooded following damage.

Amendments to Chapter II, changes arrangements of life saving appliances and arrangements, including the public address system, information of passenger and the provision of a helicopter pick-up or landing area, other Chapter IV → radio communication & chapter V Safety of navigation & working language.

The November 1997 SOLAS Conference :

The November 1997 Conference adopted a new chapter XII to SOLAS – Additional safety measures for bulk carriers, which entered in to force on 1st July 1999. The new requirements cover survivability and structural requirements to prevent bulk carriers from sinking if water enters the ship for any reason. Existing ships which do not comply with the appropriate

requirements will have to be reinforced or they may have to limit either the loading pattern of the cargoes they carry or move to carrying lighter cargoes, such as grain or timber.

The regulations state that all new bulk carriers 150 mts or more in length (built after 1st July 1999) carrying cargoes with a density of 1000kg/m3 and above should have sufficient strength to withstand flooding of any one cargo hold, taking in to account dynamic effects resulting from presence of water in the hold and taking in to account recommendations adopted by IMO.

For existing ship (built before 1st July 1999) carrying bulk cargoes with a density of 1780 kg/m3 and above, the transverse watertight bulkhead between the two foremost cargo hold should have sufficient strength to withstand flooding and the related dynamic effects in the foremost cargo hold. Cargoes with a density of 1780 kg/m3 and above include iron ore, pig iron, steel bauxite and cement. Less denser cargoes, but with a density of more than 1000 kg/m3, include grains such as wheat and rice, and timber.

Chapter XII allows surveyors to take in to account restrictions on the cargo carried when considering the need for, and the extent of, strengthening of the transverse watertight bulkhead or double bottom. When restrictions on cargoes are imposed, the bulk carrier should be permanently marked with a solid triangle on its side shell.

The date of application of Chapter XII to existing bulk carriers depends on their age. Bulk carriers which are 20 yrs old and above on 1st July 1999 have to comply by the date of the first intermediate or periodical survey after that date, whichever is sooner. Bulk carriers aged 15-20 yrs must comply by the first periodical survey after 1st July 1999, but not later than 1st July 2002. Bulk carriers less than 15 yrs old must comply by the date of the first periodical survey after the ship reaches 15 yrs of age, but not later than the date on which the ship reaches 17 yrs of age. The criteria and formulae used to assess whether a ship currently meets the new requirements, for example in terms of the thickness of the steel used for bulkhead structures, or whether reinforcement is necessary, are laid out in IMO standards adopted by the Conference.

Under the new Chapter XII, surveyors can take in to account restrictions on the cargo carried in considering the need for and the extent of strengthening of the transverse bulkhead or double bottom.

The SOLAS Conference also adopted a number of Resolutions including:-

Recommendations on Compliance with SOLAS Regulation XII/5 (IACS) :-

The Resolution refers to the new requirement for bulk carriers built on or after 1st July 1999 and notes unified requirements issued by IACS regarding longitudinal strength, evaluation of scantlings and evaluation of allowable hold loading for single side-skin construction, whether or not they are classed with classification societies which are members of IACS, to comply with the IACS unified requirements.

Hull stress monitoring equipment on bulk carrier above 200 dwt or more :-

Standards for the evaluation of scantlings of the bulkhead between the two foremost cargo holds and standards for the evaluation of allowable hold loading of the foremost cargo hold.

The Resolution sets out the standards, which are mandatory under Regulation 6 of the new Chapter XII. The technical standards provide formulae for calculating when steel renewal is necessary on scantlings, and for calculating the allowable hold for a bulk carrier, taking in to account load and the shear capacity of the double bottom.

Recommendation on loading instruments :-

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

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182. Under provisions of May 1998 amendments to SOLAS, what provisions in the amendment has been made to Regulation 14 of SOLAS in Chapter II- 1 ? Also include the changes made to Chapter IV and Chapter VI of SOLAS under said Conference. Illustrate the new regulation on “Position Updating” has been introduced in context with above.

Ans. The May 1998 amendments:

Adoption: 18th May 1998

Entry into force: 1st July 2002 (under tacit acceptance)

Amendments were made to regulation 14 on constructions and initial testing of bulkhead etc in passenger ships and cargo ships in chapter II – 1, constructions – structure, stability, installations., paragraph 3 is replaced to allow unusual examination of welded connections, where filling with water or a lose test are not practicable.

In chapter IV Radio communication, the amendments included : a new regulation 5-1 requiring contracting government to ensure suitable arrangement are in place for registering global maritime distress and safety system (GMDSS) identities (including ships all sign immerses identities ) and making the information available for 24 hours a day to rescue coordination centers.

A new paragraph? To regulation 15: maintenance requirements covering intervals for satellite emergency indicating radio beacons (EPIRB).

A new regulation 18 on position updating requiring automatic procession of information regarding the ships position who two ways communication equipments is capable of providing automatically the ships position in the distress alert.

All two way communication equipments carried on board ship to which this chapter applies which is capable of automatically including the ships position in the distress alert shall be automatically provided with this information from an internal or external navigation receiver if either is installed. If such a receiver isn’t installed, the ship position and time at which the position was determined shall be manually updated at intervals not exceeding 4 hours while the ship is underway, so that it is always ready for transmission by the equipments.

Amendments in chapter – VI : carriage of cargoes to paragraph 6 of regulation 5 storage and securing make it clear that all cargoes other than solid and liquid bulk cargoes should be loaded stored and secured in accordance with the cargo securing manual.

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183. Illustrate the May 1999 amendments to SOLAS 1974 including its date of adoption and entry into force. State the classes the ships carrying INF cargo are assigned with under this amendment. What specific changes to adopted amendments on Nov. 1997 has been included in May 1999 amendments? What is meant by the said amendment being under “tacit acceptance”?

Ans) Amendments to Chapter VII make the International code for the safe carriage at packaged irradiated Nuclear fuel plutonium and high level Radioactive wastes on board ships (INF code) mandatory.The INF code sets out how the material covered by the code should be carried including specification for ships. The material covered by the code includes:

1) Irradiated nuclear fuel- Material containing uranium thorium and/or plutonium isotopes which has been used to maintain a self sustaining nuclear chain reaction.

2) Plutonium- The resultant mixture of isotopes at the material extracted from irradiated from nuclear fuel from reprossing.

3) High level radioactive waste liquid waste resulting from the operation of the first stage extraction system or the concentrated wastes from subsequent extraction stages in a facility for reprossing irradiated fuel or solids into which such liquids wastes have been converted.

The INF code applies to all ships regardless of the clate size including all ships less than 500 gross tonnage. It does not apply to warship naval auxiliary or other ships used on government non profit servicesShips carrying INF cargo are assigned to one of three classes depending on the total radioactivity of INF cargo which is carried on board and regulations very slightly according to the class.Class INF 1 Ship: Ships which are certified to carry INF cargo with an aggregate activity less than 4000 TBq (Tera Becquered measurement of radio activity)Class INF 2 Ship: Ships which are certified to carry irradiated nuclear fuel or high level radioactive wastes with an aggregate activity less than 2 x 106 TBq and ships which are certified to carry plutonium with an aggregate activity less than 2x105 TBqClass INF 3 Ship : Ships which are certified to carry irradiated nuclear fuel or high level radioactive wastes and ships which are certified to carry plutonium with no restriction at the maximum aggregate activity of the materials.The IMF code was first adopted as a recommendatory code by the eighteenth session of the assembly on 4 November 1993 (resolution A 748(18)). The twentieth session of the Assembly adopted amendments of the INF code to include specific requirements for ships board emergency plans and notification in the event at an incident (resolution A *%# (20) adopted on 27 Nov 1997). The maritime safety committee also adopted a redrafted text at the INF code incorporation amendments reflecting its mandatory nature.

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184. Highlight the amendments as included in SOLAS Chapter V under Dec. 2000 amendment. State the new regulation in SOLAS Chapter II- 1 and different amendments made to SOLAS Chapter V, Fire and Test Procedure Code (FTP), IBC Code, BCH Code and ISM Code as made by the said conference (Dec. 2000 amendments).

Ans. The December 2000 amendmentsAdoption: 6 December 2000Entry into force: 1 July 2002

A number of amendments were adopted.

A revised SOLAS chapter V (Safety of Navigation) brings in a new mandatory requirement for voyage data recorders voyage data recorders (VDRs) to assist in accident investigations. Regulation 20 requires the following ships to fit VDRs:

- passenger ships constructed on or after 1 July 2002;

- ro-ro passenger ships constructed before 1 July 2002 not later than the first survey on or after 1 July 2002

- passenger ships other than ro-ro passenger ships constructed before 1 July 2002 not later than 1 January 2004; and·

- ships, other than passenger ships, of 3,000 gross tonnage and upwards constructed on or after 1 July 2002.

The new chapter also requires automatic identification systems (AIS), capable of providing information about the ship to other ships and to coastal authorities automatically, to be fitted aboard all ships of 300 gross tonnage and upwards engaged on international voyages, cargo ships of 500 gross tonnage and upwards not engaged on international voyages and passenger ships irrespective of size built on or after 1 July 2002.

It also applies to ships engaged on international voyages constructed before 1 July 2002, according to the following timetable:

- passenger ships, not later than 1 July 2003;

- tankers, not later than the first survey for safety equipment on or after 1 July 2003;

- ships, other than passenger ships and tankers, of 50,000 gross tonnage and upwards, not later than 1 July 2004;

- ships, other than passenger ships and tankers, of 10,000 gross tonnage and upwards but less than 50,000 gross tonnage, not later than 1 July 2005;

- ships, other than passenger ships and tankers, of 3,000 gross tonnage and upwards but less than 10,000 gross tonnage, not later than 1 July 2006.

- ships, other than passenger ships and tankers, of 300 gross tonnage and upwards but less than 3,000 gross tonnage, not later than 1 July 2007.

Amendments to SOLAS chapter X (Safety measures for high-speed craft) make mandatory for new ships the High-Speed Craft Code 2000. The 2000 HSC Code updates the mandatory High-Speed Craft Code adopted in 1994. The 2000 HSC will apply to all HSC built after the date of entry into force, 1 July 2002. The original HSC Code was adopted by IMO in May 1994, but the rapid pace of development in this sector of shipping has meant an early revision of the Code. The original Code will continue to apply to existing high-speed craft. The changes incorporated in the new Code are intended to bring it into line with amendments to SOLAS and new recommendations that have been adopted in the past four years - for example, requirements covering public address systems and helicopter pick-up areas

A revised SOLAS chapter II-2 (Construction, - Fire protection, fire detection and fire extinction) as well as a new International Code for Fire Safety Systems (FSS Code) were adopted. The revised chapter is intended to be clear, concise and user-friendly, incorporating the substantial changes introduced in recent years following a number of serious fire casualties. The revised chapter includes seven parts, each including requirements applicable to all or specified ship types, while the Fire Safety Systems (FSS) Code, which is made mandatory under the new chapter, includes detailed specifications for fire safety systems in 15 Chapters.

A new regulation in SOLAS Chapter II-1 (Construction - Structure, subdivision and stability, machinery and electrical installations) prohibits the new installation of materials which contain asbestos on all ships. The new regulation 3-5 is included in SOLAS Chapter II-1 (Construction - Structure, Subdivision and stability, machinery and electrical installations.

Amendments to the 1988 SOLAS Protocol include amendments to reflect the changes to SOLAS chapter V, such as the details of navigational systems and equipment referred to in the records of equipment attached to certificates.

Amendments to the International Code for the Application of Fire Test Procedures (FTP Code) add new parts 10 and 11 to annex 1 on Test for fire-restricting material for high-speed craft and test for fire-resisting divisions of high-speed craft.

Amendments to the International Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (IBC Code) and the Code for the Construction and Equipment of Ships carrying Dangerous Chemicals in Bulk (BCH Code) relate to cargo hose requirements, protection of personnel and carriage of carbon disulphide. Entry into force 1 July 2002 under tacit acceptance.

Amendments to the International Safety Management Code (ISM Code) include the replacement of Chapter 13 Certification, verification and control with chapters 13 Certification; and adding of chapters 14 Interim Certification; 15 Forms of Certificate; and 16 Verification; as well as a new appendix giving forms of documents and certificates.

Amendments to the Code for the Construction and equipment of ships carrying dangerous chemicals in bulk (BCH Code) relate to ship's cargo hoses, tank vent systems, safety equipment, operational requirements; and amendments to the Code for the construction and equipment of ships carrying liquefied gases in bulk (GC Code) relate to ship's cargo hoses, personnel protection and operating requirements.

185

185. State the salient amendments made to SOLAS 1974 by amendments under June 2001 and May 2002 amendment conferences. Which one of these is under “tacit acceptance”? What changes to 1978 protocols have been initiated in May 2002 amendment? What impact does May 2002 amendment conference have on IMDG Code ?

Ans. Amendments of June 2001 : (E/F 1 Jan 2003)

1. Amendment to SOLAS 1974, Chapter VII carriage of dangerous goods and to the international code for the / safe carriage of packaged Irradiated Nuclear, plutonium and high level Radioactive wastes on board ships (INF-code) in order to align them with amendment 30, to the international mariti9me Dangerous goods (IMDG code)

Amendment 30 :

IMDG code 1965 does not include all details of procedures for packing of dangerous goods or action to be taken in the event of an emergency or accident involving personnel who handle goods at sea these aspects are covered by the publications associated with the IMDG code and which are included in the supplement.

The 2000 edition was published in reformatted form as amendment 30' which came into force 1 Jan 2001 with a 12 month implementation period until 31 Dec.2001.

2. The amendment to the international code of safety for high speed craft (1994 HSC code) to bring the provisions for navigation equipment of 1994 HSC code' in line with the relevant provisions of the 2000 HSC code (which enter into force on 1 July 2002 for ship built after that date).

In particular the amendments relate to carriage of voyage data recorders and carriage of automatic identification system (AIS).

May 2002 Amendments :

Adoption 24 May 2002

Entry into force 1st Jan 2004

Amendment to SOLAS 1974, Chapter VII carriage of dangerous goods, this make the international maritime Dangerous good code (IMDG code) mandatory and separated requirements for packaged goods & goods in solid form in bulk into two parts.

The maritime safety committee also adopted the IMDG code an mandatory in June 2001, Amendments entered into force in Jan 2003 under tacit acceptance.

The changes to the 1978 protocol, initiated by May 2002 amendments are as follows.

Changes to the record of equipment for the passenger ship safety certificate (form P)

Changes to the record of equipment for the cargo ship safety certificate (form-C)

The impact, of the May 2002 amendments on the IMDG code, is that it is mandatory, but the provision of the following parts of the code remain recommendatory.

Chapter 1.3 Training

Chapter 2.1 Explosives, introductory notes 1-4 only.

Chapter 2.3 Section 2.3.3 Determination of flash point only.

Chapter 3.2 - Column 15 & 17 of the dangerous goods list only.

Chapter 3.5 Transport schedule for class 7, radioactive material only.

Chapter 5.4 section 5.4.5 (multimodal dangerous goods form) in so far as layout of form is concerned.

Chapter 7.3 Special requirement in the event of an accident & fire precautions involving dangerous goods only.

In practice, IMDG code is mandatory but provisions are recommendatory nature the word should is used in the text instead of shall to clarity their status.

The mandatory part of the IMDG code incorporates certain changes relating to specific products, as well as relevant elements of the amendments to the UN recommendations on the transport of dangerous goods, model regulations adopted by the UN committee of experts, at its 21st session in Geneva from 4th to 13th December 2000.

186

Q186. State the salient clauses of amendments made to SOLAS 1974 by Dec 2002 amendment conference? What modifications to Chapter V and Chapter XI of SOLAS has resulted under this amendment .

Discuss the new Regulation XI – 1/5 and new chapter XI – 2 that have been added to SOLAS on the basis of this amendment. Also state the requirement/modifications made to Regulation XI – 2/3 enshrining International Ship and Port Facilities Security Code (ISPS Code).

Ans. The December 2002 amendments (Conference) - Measures to enhance maritime securityAdoption: 13 December 2002Entry into force: 1 July 2004

The amendments to the 1974 SOLAS Convention were adopted by a Diplomatic Conference on Maritime Security and are aimed at enhancing maritime security on board ships and at ship/port interface areas. Among other things, these amendments create a new SOLAS chapter dealing specifically with maritime security, which in turn contains the mandatory requirement for ships to comply with the the new International Ship and Port Facility Security Code (ISPS Code). The Code contains detailed security-related requirements for Governments, port authorities and shipping companies in a mandatory section (Part A), together with a series of guidelines about how to meet these requirements in a second, non-mandatory section (Part B). The Conference also adopted a series of resolutions designed to add weight to the amendments, encourage the application of the measures to ships and port facilities not covered by the Code and pave the way for future work on the subject..

Modifications to Chapter V (Safety of Navigation) contain a new timetable for the fitting of Automatic Information Systems (AIS). Ships, other than passenger ships and tankers, of 300 gross tonnage and upwards but less than 50,000 gross tonnage, will be required to fit AIS not later than the first safety equipment survey after 1 July 2004 or by 31 December 2004, whichever occurs earlier. Ships fitted with AIS shall maintain AIS in operation at all times except where international agreements, rules or standards provide for the protection of navigational information."

The existing SOLAS Chapter XI (Special measures to enhance maritime safety) has been re-numbered as Chapter XI-1. Regulation XI-1/3 is modified to require ships' identification numbers to be permanently marked in a visible place either on the ship's hull or superstructure. Passenger ships should carry the marking on a horizontal surface visible from the air. Ships should also be marked with their ID numbers internally.

And a new regulation XI-1/5 requires ships to be issued with a Continuous Synopsis Record (CSR) which is intended to provide an on-board record of the history of the ship. The CSR shall be issued by the Administration and shall contain information such as the name of the ship and of the State whose flag the ship is entitled to fly, the date on which the ship was registered with that State, the ship's identification number, the port at which the ship is registered and the name of the registered owner(s) and their registered address. Any changes shall be recorded in the CSR so as to provide updated and current information together with the history of the changes.

New Chapter XI-2 (Special measures to enhance maritime security)A brand-new Chapter XI-2 (Special measures to enhance maritime security) is added after the renumbered Chapter XI-1.

This chapter applies to passenger ships and cargo ships of 500 gross tonnage and upwards, including high speed craft, mobile offshore drilling units and port facilities serving such ships engaged on international voyages.

Regulation XI-2/2 of the new chapter enshrines the International Ship and Port Facilities Security Code (ISPS Code). Part A of this Code is mandatory and part B contains guidance as to how best to comply with the mandatory requirements.

The regulation requires Administrations to set security levels and ensure the provision of security level information to ships entitled to fly their flag. Prior to entering a port, or whilst in a port, within the territory of a Contracting Government, a ship shall comply with the requirements for the security level set by that Contracting Government, if that security level is higher than the security level set by the Administration for that ship.

Regulation XI-2/8 confirms the role of the Master in exercising his professional judgement over decisions necessary to maintain the security of the ship. It says he shall not be constrained by the Company, the charterer or any other person in this respect.

Regulation XI-2/6 requires all ships to be provided with a ship security alert system, according to a strict timetable that will see most vessels fitted by 2004 and the remainder by 2006. When activated the ship security alert system shall initiate and transmit a ship-to-shore security alert to a competent authority designated by the Administration, identifying the ship, its location and indicating that the security of the ship is under threat or it has been compromised. The system will not raise any alarm on-board the ship. The ship security alert system shall be capable of being activated from the navigation bridge and in at least one other location.

Regulation XI-2/10 covers requirements for port facilities, providing among other things for Contracting Governments to ensure that port facility security assessments are carried out and that port facility security plans are developed, implemented and reviewed in accordance with the ISPS Code.

Other regulations in this chapter cover the provision of information to IMO, the control of ships in port, (including measures such as the delay, detention, restriction of operations including movement within the port, or expulsion of a ship from port), and the specific responsibility of Companies.

187

187. Under SOLAS, state the responsibilities of a Chief Engineer for safety of life of personnel on board in:

(a) In general (b) In emergency situations

.

Ans. Main objective of solas 74

1) The convention specifies the minimum standard for the construction, equipment

and operation and their reliability towards safety.

2) Flag states are responsible for ensuring that ships under their flag comply with its

requirement.

3) A No. of certificates are prescribed in the convention as proof of compliance.

4) Contracting government to inspect ships of other contracting states if there are

clear grounds for believing that the ship or its equipments do not substantially

comply with the requirement of the convention.

If concentrating on 1st object of solas, construction, equipment & their reliability

towards safely is taken care by flag state and classification society.

The operation part should be taken care by owner /its representative master/ chief

engineer of ship.

In general:-

The minimum requirement for a person to work in rank of chief engineer is stated in

stcw -95 section A- III /2

The responsibility of chief engineer to maintain ship’s machinery and equipment in

respect of its safe operation for navigation and pollution prevention and he has to

maintain the same to comply with rules and regulation laid down by flag state

administration, IMO and port state authorities; carry out frequent inspection of items

mainly concerned with safely of ship & personnel on board & pollution prevention

items.

C/E has to lay down certain standing orders which have to be complied by all staff

members under his command, preventive ( routine ) maintenance schedule as laid

down by PMS ( after considering recommended interval of overhaul ) prescribed by

manufacturer / previous experience; has to strictly follow, and entry has to be

maintained in log books and other record books which state the compliance and

following of the system.

In case of life saving and fire preventing equipments:-

These equipment must be inspected and checked frequently for their operation.

Operating mechanism and linkages to inspect, to free and lubricate as and when

necessary.

For pollution prevention equipment. He has to maintain proper operation of oil

purifying equipment proper maintenance of EIR fuel oil / Lub oil handling equipment

in order to minimize leakage in EIR. All leakages have to be attended and rectified at

least possible earliest opportunities.

Thus waste oil should be minimum collected. Such available oil should be burnt in

shipboard incinerator / given shore base facilities as the case may be. Incinerator to

be maintained to operate as per guidelines / rule and regulation laid down by

administration.

Ship’s bilges must be pump out only through shipboard approved oily water

separator.

Necessary spares/stores must be maintained at all times for both of these important

equipments as they play a major role in pollution prevention.

Above all Chief Engineer must encourage his crew in shipboard emergency drills. He

must provide guidance to his crew in condition / situation during the drills, so that task

can be finished in minimum time during drills, to prepare crew for emergency

situation.

In Emergency Situation :-

- In responding emergency situation, Chief Engineer’s role is very important.

He must know the company guidelines and procedures for dealing with

emergencies.

- At the sight of the emergency, response time matters a lot. Hence Chief

Engineer must be able to guide his crew in minimum time to attend and rectify

the task.

- To handle extreme emergency situations he must have the knowledge of

various equipment like. Fixed fire fighting installation. Operation of quick

closing valve. etc

- He must have knowledge of ship board emergency equipment response

machinery panel.

- He must be in communication with master’s regarding situation of emergency,

as master is in touch with local authorities and with office.

- He must be co-operative with the master so that both departments function

towards bringing the emergency situation under control in the quickest

possible time

188

188. A QMS is to be developed on board under ISM. State the steps initiated by you with the co-operation of senior management members on board and shore office to implement the same within a targeted date.

Ans. To comply with ISM code every ship must operate according to an established safety Management system. The case of establishing a new QMS i.e. Quality mgt. system generally known as safety mgt. system will arise in following instances.

(i) To new ships on delivery.

(ii) When a company takes on responsibility for the operation of a ship which is new o the company or

(iii) When a ship changes flag

In above cases an Interim safety mgt. certificate will be issued for a period not exceeding 6 months by administration or an organisation recognised by Admin. or at the request of Admin. by another contracting govt. In special cases validity of this certificate may be extended by 6 months from the date of expiry so, after joining a vessel a CIE should make a action plan so that S.M.S. will be established within stipulated time.

Establishing SMS on ship :

Establishing effective S.M.S. can only be done through co-operation between ship and shore organisation Both the parties have specific roles to do in establishing SMS safety management system should include following functional requirements.

1. A safety and environmental protection policy.

2. Instructions and procedures to ensure safe operation of ships and protection of environment in compliance with relevant internal and flag state legislation.

3. Defined levels of authority and lines of communication between, amongst shore and shipboard personal.

4. Procedures for reporting non conformities and accidents with provisions of this code.

5. Procedures to prepare for and respond to emergency situations.

6. Procedures for internal audits and Management Reviews.

Role of Management Team Onboard in establishing SMS :

i) All senior officers on ship should get together for this purpose.

ii) SMS is ship specific so all the procedures for operations should be designed considering the particular ship.

iii) Onboard Management should develop plans for various shipboard operations. Specific instructions o carry out the various procedures including checklist as appropriate for e.g.

Arrival/Departure port.

Bunkering operation

Various permits such as Hot-work/Cold-work.

Change of duty Engr/officers checklist

U.M.S. checklist.

Checklist for shallow water passage.

Handing over/ Table over of All Officers etc.

iv) Clear procedures with checklists to be developed for Emergency situations that may arise such as flooding, grounding, fire, Main Engine failure, Blackout, Steering Failure, etc. On board mgt. should establish program for drills & exercises to prepare for emergency actions. Safety mgt. system should ensure effective mobilisation of shipboard personnel and resources to respond to the emergency.

v) To procedures for reporting Non-conformities, accidents and hazardous situations to the company.

vi) Especially E/R team should contribute more in forming maintenance procedures for shipboard equipment following points to be looked after.

i) inspections at appropriate intervals.

ii) Any nonconformity reported with possible course if known.

iii) corrective action taken.

iv) Records of the activities maintained.

vii) Critical Equipments should be identified the sudden failure of which may result into hazardous situations. And plans prepared for ensuring the reliability of such equipments for e.g. steering gear, Aux. Engines. Mooring winches and windlass etc.

Role of shore Organisation in Forming SMS :

i) Company should designate a Designated person Ashore who can act as link between ship & shore organisation.

ii) Company to ensure ship is manned with qualified, certificated and medically fit officers & crew in accordance with Administrative and international requirements.

iii) Company should establish and maintain procedures for identifying and training which may be required in support of safety management system and ensure such training is provided for all personnel concerned.

iv) Company to take part in formation of safety management manual which describes SMS and helps in implementation of SMS.

Internal Audit :

Once a safety Management system is formed and SMS manual developed with help of shore org. and ships senior management team, company should carry out the internal audit of this SMS by an person, independent of the areas being audited suggestions raised during this audit should be considered and necessary improvements done in existing SMS.

External Audit :

After satisfactory preparation, external verification by the Administration of safety Mgt. system to be arranged by calling survey or. He will carry out the surveys & audits of the ships SMS and after finding it satisfactory he will issue a safety management certificate to the ship valid for 5 years subjected to endorsement by intermediate verification.

These are the steps required to be carried out for establishing SMS on the ship.

189

The ISM code identifies general safety management objectives. There objectives are :

1) To provide for the safe practices in ship operation of a safe working environment.

2) To establish safeguards against all identified risks

3) To continuously improve the safety management skills of personnel ashore and abroad including preparing for emergencies relate a both to safety & no environmental protection.

recently procured old sailing vessel means ISM code implementation on the ship which is as follows.

1) Development of plans for shipboard operations:

The company should establish procedures for the preparation of plans and structure including checklists as appropriate for key shipboard operations concerning the safety of the ship and the prevention of pollution. The various tasks involved should be defined and assigned to qualified personnel.

2) Emergency Preparedness :

The occupancy should establish procedures to identify describe and respond to potential shipboard situations. The company should establish programmes for drills and exercises to prepare for the emergency actions.

3) Reports and analysis of non-conformities, accidents and hazardous occurrences.

SMS should include procedure ensuring that non conformities accident and hazardous situations are reports to the company investigated and analyzed with the objection of improving safety and pollution prevention. The company should establish procedure for the implementation of corrective action.

4) Maintenance of the ship and equipments : This will include

i) Inspections are held at appropriate internals.

ii)Appropriate corrective action is taken.

iii) Record of there activities are maintained.

iv) Regular listing of stand by equipments / systems that are hot in continuous use.

v)The inspection and the measures refused to above should be integrated into the ships operational maintenance routines.

5) Documentation :

i) Valid documents are available at all relevant locations.

ii)Changes to documents are received and approved by authorized personnel.

iii) Obsolete documents are promptly removed the documents may be referred so as the safely management normal & each ship should carry on board on documentation relevant to that ship.

6) Company verification review & evaluation : The audit and possible corrective actions should be carried out in accordance with documented produces. *How to achieve the certificate in short targeted span.

Ship can only be operational with valid DOC (Document of compliance) used to a company the DOC is only valid for the ship types explicitly indicated in the document.

DOC is issued by the administration by an RO of the administration or at the request of the convention & valid 5 years subject to annual verification by the administration within 3 months before or after the anniversary dates. A copy of DOC must be kept on board & need not be authenticated or certified.

The DOC shall be issued following verification that the SMS of the company complies with the requirement of the ISM code. Since the company is not new it will be having DOC.

An interim document of compliance is issued to facilitate initial implementation of this code when

i) A company is newly established or

2) New ship types are to be added to an existing DOC following verification that the company has a safety management system that meets the objectives of the ISM such as interim DOC is issued for a period not exceeding 12 months by the administration.

A copy of interim DOC should be placed on board and does not require to be authenticated or certified.

An interim SMC is issued to :

1) To new ships on delivery.

2) When a company takes on responsibility for the operation of a ship which is new to the company.

3) When a ship changes flag

Such an interim SMC certificate issued for a period not exceeding 6 months by the administration. In special cases ISMC can be further extended for period not exceeding 6 months from the date of expiry.

An ISMC is issued following verification that.

- The DOC or IDOC is relevant to the ship concerned

- The SMS provided by the company for the ship concerned includes key elements of the ISM code & has been assured during the audit of DOC or IDOC.

- The company has planned the audit of the ship within 3 months.

- Master and officers are familiar with the SMS and the planned arrangements for its implementation.

- Instructions which have been identified as being essential are provided prior to sailing &

- relevant information on the safety management system has been given in a working language & understood by the ships personnel.

190

190. Illustrating differences between major and minor non-conformity and near miss situations. Show with examples steps taken by you as Chief Engineer in each case for successful handling of the situations.

Ans) Non Conformity: Means an observation where objective evidence indicate the non fulfilment (non-compliance) of a specified requirement of the ISM Code or company SMS

Major Non-Conformity: Means a non conformity that possess a serious threat to personnel or ship safety or serious risk o the environment and require immediate corrective action

In addition major non conformity include lack of effective and systematic implementation of the requirement of the ISM Code.

Near miss situation: Any work carried out with lack of safe working practice which leads to accident.

The definition of near miss should be written in a company safety manual.

Example:

1. A single adverse condition of significance like not taking measures to rectify the defects of emergency fire pump etc., which relate to the absence or break down of the management system.

2. Key shipboard procedure, contingency plan etc are not documented and implemented.

3. A series of minor non conformities indicating an over all system weathers in particular areas or activities e.g.: document control, maintenance, training inspection and test records.

This would be indicative of a system break down which could seriously affect the safety of the

ship.

Minor non conformity: There is a defined system that satisfies requirement and the organization being audited can demonstrate an acceptable level of implementation but there are minor discrepancies or lapse in discipline

Non Conformity: Example: Junior engine found not given proper familarisation and was unaware of his duties in ship board emergencies

Corrective Action: The Jr. Engineer was now given proper familarisation with his duties and responsibilities w.r.t safety and protection of the environment.

Preventive ….: The company established a procedure in their SMS manual to ensure that all crew joining their ship must undergo induction training related to safety and protection of the

environment prior joining ship .

Additionally the new crew joining ship for the first time shall be undergo induction training in order to familiarize w.r.t their duties prior to getting in to the job and the record of such training shall be maintained both in company ship.

All this is achieved under the provision or guidelines provided in section 8.3 of ISM Code.

4. Use of Ships relevant Information1. In to contingency room limited information are available for ship specific such

as structural plans, stability information damage control, fire plans, ship photographs.

2. In MSC (Marine Service Group) a library is maintained will all relevant m/c or ship related informations for all ships will arranged and well managed and a ……………….

3. Detailed informations, manuals can be collected via MSG to get ship specific guidelines.

4. Use of ship relevant guidelines information to emergency team helps them to simulate the real scenario in the office.

5. Which in turn helps them taking right decision on time their response time will be fast.

191

Following are the key clauses that all needed to be complied with1. Safety and environmental protection policy-Establish a concise and clear aim

of SMS and outline a strategy and plan of action to achieve and maintain the aim and implement the policy.

2. Company responsibility and authority- Personnel concerned with SMS on shore and at sea should be given ananibiquous definitions of their responsibilities and authority senior management should ensure that shore and sea personnel are adequately qualified and experienced.

3. D/A- Should be suitably qualified and experienced should be independent of the responsibility of implementation; should monitor safety and pollution aspect of each ship, should have direct access to repair deficiencies to highest level of management responsible for safety audits.

4. Masters responsibility and Authority- Clear guidance on masters responsibility and authority on matters affecting the safety of crew environment the ship and its cargo master’s overriding authority.

5. Resources and personnel- All personnels should be adequately qualified and medically fit, familiar with their duties, must have adequate knowledge of relevant rules, regulations, codes and guidelines. All personnels must be adequately trained.

6. Development of plans for shipboard operations:Companies should identify key operations and issue instructions on the manner

in which there re to be performed

Must develop plans for promotion of safety and prevention of pollution

Checklists for critical operations.

7)Emergency preparedness:

The company should have integrated ships and there contingency plan

1. ……… And duties of persons acting2. Procedure for mobilization3. Procedure to follow in response to different types of accidents and

hazardous occurrence4. Procedures for establishing and maintaining contact between ship and

management5. Availability of ship particulars, plans, stability inf safety and environment

protection equipment on board6. List of names and tel nos of all relevant parties who may need to be

notified and consulted7. Reporting methods8. Reports and analysis of nonconformities, accidents and hazardous

occurrences

Master to report the following to DPA accidents, hazardous occurrences, non-conformities within the SMS, suggest modifications and improvements to SMS

The company should have a procedure for recording investigating, evaluating, reviewing and analyzing and the reports and taking actions as appropriate.

9. Maintenance of the ship and equipmentProper procedure should be established to ensure that maintenance, repairs

and relevant surveys are carried out in a planned, safe and timely manner Inspections, Reporting maintenance NCs, corrective action, maintainence and inspection record keeping.

Appropriate tens and other procedures must be developed for critical equipment and systems in order to avoid sudden failure.

10.DocumentationProper documentation must be maintained on board.

11.Company verification, review and evaluationCompany should carry out internal audits over the shore based and shipboard

safety management system in order to measure the effectiveness of their own systems. Any observation or NCs need to be reported and appropriate action taken.

12.Certification and periodical verificationThe ship should be operated by a company with a doc or an interene doc

Doc valid not more than 5 yrs should be issued by the administration.

Doc is valid for the ship types indicated in the document

Validity of Doc is subject to annual verification SM certificate valid not more than 5 yrs must be issued to a ship by administration.

SMS IMPLEMENTATIONA classical approach to implementation of the ISM code in a shipping company,

namely consists of

1. Assessment of the existing system2. Development of safety management controls design of controls

documentation Implementing the SMS

3. Monitoring the SMS Pro-Active monitoring Re-Active monitoring

Review of the SMS1) Assessment of the existing system is done through a methodical process of,

identifying and analysis the hazards linked with an activity or operational and establishing the level of risk. This process helps o evaluate the company performances in terms of safety, pollution prevention and overall efficiency in order o develop and immement controls that provide a less hazardous means of achieving the aims of organization.

2) The design of SMS controls should establish the SMS organization and control measures for safety risksControl measures of risks which could create latastropic onsequences

When o risks have the same consequences, the control measures should address the one with the higher likelihood first.

Documentation must describe the SMS and its functioning. It must include the procedures to fulfill the requirements of ISM code. All activities that have relationship with safety and pollution prevention must be identified and document. The company is required to provide procedures in the SMS documentation for key shipboard operations, emergency preparedness and maintainence of critical equipment.

Training can determine the success or failure of a well designed a well documented SMS shore based personnel and ship personnel of the company will need o be trained in relevant aspects of SMS

3) A pre-requisite for successful implementation of SMS is that personnel from all relevant department of the organization must participate in the development process. This will ensure that the system is compatible with the existing system. A realistic implementation time schedule will need to be developed to a certain extent, activities such as developing systems, training and communication can run concurrently. It will normally take 12 to 18 months to establish a SMS. The first step should be to ensure that all the necessary documents are held at every location in the system. Procedural modification can then be affected to ensure that procedures followed are in keeping with safety management manuals. The system must be allowed to operate for a reasonable period of time without any attempt to present it for certification. During there period internal auditors should function both as faculties and auditors. Any flaws in the system must be expired and promptly corrected. Once the system is confirmed to be functioning satisfactorily, certification/external verification can be sought.

4) When the system is in place it is necessary to monitor the system to as to ensure that the effectiveness of the system is maintained. There are 2 aspects of monitoring proactive and reactive internal audit is the key method of proactive monitoring. The audit must cover the ship and every shore based department with functions directly defined in the SMS documentation. The audit will involve the inspection of safety management records and interview of personnel. The audit should initiate remedial action for deficiencies observed. Typically internal audits must be conducted atleast once every year.

Reporting and investigation is a form of reactive monitoring that seek to eliminate the inadequacies. Investigation must result in the reinforcement of safety management controls in cases cohere it is found that controls were inadequate. A record of the investigation and its outcome must be maintained. These records will help in identifying any latest trend. Lessons learned from such investigations may be communicated to relevant personnel within the organization or utilized in training programmes.

193

193. Identifying the clause under ISM code, enumerate Master’s responsibility and authority. Specifying the clause of the code, enlist the requirement of key operations and responsibilities as detailed towards development of plans for shipboard operations by (i) Shipping company (ii) Ship operating Staff. Enumerate also the key shipboard operations.

Ans) The ISM code or International management code for safe operations of ships and for pollution prevention is divided in two parts.Part A:- IMPLEMENTATION OF ISM CODE (It has 12 elements) 1 to 12Part B:- CERTIFICATION AND VERIFICATION (It has 4 elements) 13 to 16Clause or element 5 deals with masters responsibility and authority. It is as follows:5.1) The company should clearly define and document the masters responsibility with regards to

1) implementing the safety and environmental protection policy of the company2) motivating the crew in observation of the policy3) Issuing appropriate orders in a char and simple manner4) Verifying that specified requirements are observed5) Reviewing the SMS reporting its deficiencies to the shore based management

5.2) Company should ensure that the SMS operating on board the ships contains a clear statement emphasizing masters authority. The company should establish in SMS that the master has overriding authority authority and responsibility to make decision with respect to safety and pollution prevention and to request the companies assistance as may be necessary.Clause 7 of cork deals with development of plans ship board operations. It states that, the company shows establish procedures for establishment of plans and instruction including checklist for key shipboard operation consuming the safety of the ship and prevention of pollution. The various task involved should be defined and assigned to qualified personnel.With reference to the development of plans for key shipboard operation, the international chamber of ship guidelines may be quoted as follows:

1) Emphasis should be placed on preventive action while maintaining ability o respond and correct non-conformities or hazardous operation situations should they occur

2) Continuing supervision and verification of complain is important3) relevant national and international rules that govern certain aspects of theses

operations need to be incorporated into companies procedureI.C.S has given a list of key shipboard operation some of which may not be applicable for vessels conceived. Some important procedures have been described below:1) General

Shipboard organization Functional responsibilities Reporting procedures Passenger control applicable Communication between ship and companies

Inspection by master and senior officers Alcohol and drug policy and procedures Operational and maintenance instructions for equipments unless provide

separately

2) Ships at Port Accepting cargo and passenger Loading and discharging procedures Harbour writes and patrols Accidental spillage of ships bunkers Response to pollution incidents

3) Preparing for Sea Verification of passenger numbers, when applicable Ckeck and record draughts Securing cargo hatches and all openings on hull Tests of engine, steering gear, navigation and communication equipment

generator, emergency lighting and anchoring equipment Verification that uptodate nautical charts and publication are carried SOLAS

CH V-Reg 20

4) Ship At Sea Bridge and engine room watchkeeping arrangements Special requirements in bad weather and fog Radio communication inclusive use of VHF Manouvering data, unhso provided saperately Security patrols Discharge into sea of oily water from machinery spaces cargo residues from

oil tankers, noxious liquid substances and garbage

5) Preparing for Arrival at Port Test of engine, steering gear, navigation and communication equipment,

generators and anchoring equipment Harbour stations Pilotage Port information and communication Assessment of weather conditions Sailing directions, tide tables and charts Ballast Helicopter operations Stability and watertight integrity

Note : The above list is not exhaustive and may be varied to take account of the circumstances of the particular ship or its operationThe operation documentation should include the statement that its context do not remove the masters authority o take such steps and issue any orders, whether or not they are in accordance with the contents of the documentation, which are considered to be necessary for the preservation of life, safety of the ship or the prevention of pollution.

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194. With reference to ISM Codes explain (i) Non Conformity (ii) Accident (iii) Hazardous Occurrence (iv) Disclaimer. What are the salient features and objective of SMS Documentation? What are Software and Hardware considerations for meeting objective under the Code?

Ans) As per ISM code(ii) Accident means incidents involving injury or damage to life, the environment, the ship or its cargo(i) Non conformity means an observed situation where objectives evidence indicates the non fulfillment of a specified requirement. Major non conformity means an identifiable deviation which noses a serious threat to personnel or ship safety or a serious risk to the environment and requires immediate corrective action. In addition lack of effective and systematic implementation of the ISM code is also considered as a major non conformity.(iii) Hazardous occurrence are situations which used have led to an accident if they had developed further (i.e., a near miss situation)(iv)Every company complying with the ISM code requirements is issued a DOC by the flag state administration or an organization recognized by the administration or another SOLAS contracting Govt.The responsibility for the implementation of the ISM code lies with the entity who is responsible for the operation of the ship (company). This is achieved by the development of a safety management system (SMS). It is a structured and documented system enabling company to effectively implement its safety and environmental protection policy DOC is obtained by the effective implementation of the SMS

Development and implementation of SMS(i) Setting up a task force for the development of SMS and its implementation and allocating specific job responsibilities(ii) Necessary familiarization of the liasic elements of SMS for the members of the team(iii) Appointment of the DPA having direct access to the highest level of management and the authority to monitor the safety and pollution prevention aspects of each ship. The DP is the leader of a leave task force(iv) Providing necessary resources and shore base support to the DP to carry out its function(v) Setting out company’s safety and environmental protection policy encompassing the three objective of SMS(vi) Creating necessary awareness among all personnel both shore based and ship leased in observance of the company’s stated policy(vii) Periodic review by the top management of the progress made in the development and implementation of SMS with a view to solve the obstacles encountered(viii) Once the SMS is developed to implement the SMS in the company and one ship of each type for which SMS applies(ix) To carryout internal audit to verify effective implementation

(x) Apply to the administration or the recognized organization for necessary Doc.(xi) Once the DOC is obtained implement SMS on the remaining ships to carryout internal and obtain SMS for each ship.

OBJECTIVES OF SMS To provide for safe practices in ship operation and safe working environment To establish safeguard against all identified risks To continuously improve the safety management skills of personnel ashore

and onboard ships including preparing for emergencies related with to safety and environmental protection

SALIENT FEATURES OF DOCUMENTATION1) Documentation under emergency preparedness reflects that

the company as well as shipboard management identifies the potential emergency that may arise and the contingency plan and response by the ship staff for the same is in readiness.

2) Proper lay out of action is drawn up to regain control and restore normally

3) Composition and allocation of duties of persons acting within the contingency plan is laid out. This removes any ambiguity

4) The crew members are trained as per the documentation plan

5) Drills are carried out in a realistic manner in this regard 6) Training is imparted considering alternate provisions such as

any case, where a key person get incapacited.7) Documentation enables easy availability of third party

assistance8) Documentation has lead to the development of proper

reporting method with the list of contact names and telecommunication details. This enables faster mobilization of appropriate company emergency response

9) Documentation ensures that all loopholes are attended o which in turn avoids confusion and panic

10)Ships particulars plans and stability information are documented both onboard as well as at company’s office. This will help o avert any damage to ship property and any loss of life at sea

11)Documentation makes the contingency plan make effective fail safe and prepare all individuals develop confidence and competence.

12)Documented plans and checklists enable newly joined persons o get familiarize with their duties and activities to be taken when any emergency occurs

13)Documentation of drills and training enable the easy identification of inadequacies and flaws of the existing system and take necessary corrective actions

14)In short documentation leads to a more structures and organized response to an emergency which obviously gives more efficient and faster results.

As per ISM code element 11 documentation “company should establish and maintain procedures to control all documents and data relevant o SMS”Company should ensure thatValid documents are available at all relevant locations

Changes to the documents are reviewed and approved by authorized personnel and

Obsolete documents are promptly removed

Documents used to describe and implement SMS may be referred to as safety management manual. Each ship should carry on-board all documentation relevant to that ship

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195. Under ISM certification explain (i) DOC (ii) Short term DOC (iii) Interim DOC (iv) Full Term DOC (v) SMC (vi) Short Term SMC (vii) Interim SMC (viii) Full Term SMC. Briefly explain the significance of issuance of each certificate stated above, specifying the condition for all.

Ans.(i) DOC: The ship should be operated by a Company which has been issued with a Document of Compliance or with an Interim Document of Compliance.

The Document of Compliance should be issued by the Administration, by an organization recognized by the Administration or, at the request of the Administration, by another Contracting Government to the Convention to any Company complying with the requirements of ISM Code for a period specified by the Administration which should not exceed five years. Such a document should be accepted as evidence that the Company is capable of complying with the requirements of this Code.

The Document of Compliance is only valid for the ship types explicitly indicated in the document. Such indication should be based on the types of ships on which the initial verification was based. Other ship types should only be added after verification of the Company’s capability to comply with the requirements of this Code applicable to such ship types. In this context, ship types are those referred to in regulation IX/1 of the Convention.

The validity of a Document of Compliance should be subject to annual verification by the Administration or by an organization recognized by the Administration or, at the request of the Administration, by another Contracting Government within three Months before or after the anniversary date.

The Document of Compliance should be withdrawn by the Administration or, at its request, by the Contracting Government which issued the Document when the annual verification is not requested or if there is evidence of major non-conformities with this Code. All associated Safety Management Certificates and/or Interim Safety Management Certificates should also be withdrawn if the Document of Compliance is withdrawn.

A copy of the Document of Compliance should be placed on board in order that the master of the ship, if so requested, may produce it for verification by the Administration or by an organization recognized by the Administration or for the purposes of the control referred to in regulation IX/6.2 of the Convention. The copy of the Document is not required to be authenticated or certified.

(ii) Short term DOC:

It may be issued by a recognized organization after auditing till the certificate gets endorsed by the flag state. It may also be issued incase a time period is given to eliminate a non compliance.

 

 

(iii) Interim DOC: An Interim Document of Compliance may be issued to facilitate initial implementation of this Code when:

1. a Company is newly established; or

2. new ship types are to be added to an existing Document of Compliance, following verification that the Company has a safety management system that meets the required objectives of this Code, provided the Company demonstrates plans to implement a safety management system meeting the full requirements of this Code within the period of validity of the Interim Document of Compliance. Such an Interim Document of Compliance should be issued for a period not exceeding 12 months by the Administration or by an organization recognized by the Administration or, at the request of the Administration, by another Contracting Government. A copy of the Interim Document of Compliance should be placed on board in order that the master of the ship, if so requested, may produce it for verification by the Administration or by an organization recognized by the Administration or for the purposes of the control referred to in regulation IX/6.2 of the Convention. The copy of the Document is not required to be authenticated or certified.

(iv) Full Term DOC: Before the expiry of the company’s Interim DOC, the initial verification audit by the issuing body must be successfully completed.

Initial verification:

1. The company must apply for ISM Code certification with the issuing body.

2. An assessment of the shore-based management system undertaken by the issuing body would necessitate an assessment of the offices where such management is carried out and possibly of other locations, depending on the company’s organization and the functions carried out at the various locations.

3. On satisfactory completion of the assessment of the shore-based SMS, arrangements/planning may commence for the assessment of the SMS on board the company’s ships.

4. On satisfactory completion of the assessment, a DOC will be issued to the company, copies of which should be forwarded to all shore-based premises and all ships in the company’s fleet. When a ship has been assessed and has received a SMC, a copy of it should also be forwarded to the company’s main office.

(v) SMC:

The Safety Management Certificate should be issued to a ship for a period which should not exceed five years by the Administration or an organization recognized by the Administration or, at the request of the Administration, by another Contracting Government. The Safety Management Certificate should be issued after verifying that the Company and its shipboard management operate in accordance with the

approved safety management system. Such a Certificate should be accepted as evidence that the ship is complying with the requirements of this Code.

The validity of the Safety Management Certificate should be subject to at least one intermediate verification by the Administration or an organization recognized by the Administration or, at the request of the Administration, by another Contracting Government. If only one intermediate verification is to be carried out and the period of validity of the Safety Management Certificate is five years, it should take place between the second and third anniversary dates of the Safety Management Certificate.

In addition to these requirements, the Safety Management Certificate should be withdrawn by the Administration or, at the request of the Administration, by the Contracting Government which has issued it when the intermediate verification as required is not requested or if there is evidence of major non-conformity with this Code.

(vi) Short Term SMC:

It may be issued by a recognized organization after auditing till the certificate gets endorsed by the flag state. It may also be issued incase a time period is given to eliminate a non compliance.

(vii) Interim SMC: An Interim Safety Management Certificate may be issued:

1. to new ships on delivery;

2. when a Company takes on responsibility for the operation of a ship which is new to the Company; or

3. when a ship changes flag.

Such an Interim Safety Management Certificate should be issued for a period not exceeding 6 months by the Administration or an organization recognized by the Administration or, at the request of the Administration, by another Contracting Government.

An Administration or, at the request of the Administration, another Contracting Government may, in special cases, extend the validity of an Interim Safety Management Certificate for a further period which should not exceed 6 months from the date of expiry.

An Interim Safety Management Certificate may be issued following verification that:

.1 the Document of Compliance, or the Interim Document of Compliance, is relevant to the ship concerned;

.2 the safety management system provided by the Company for the ship concerned includes key elements of this Code and has been assessed during the audit for

issuance of the Document of Compliance or demonstrated for issuance of the Interim Document of Compliance;

.3 the Company has planned the audit of the ship within three months;

.4 the master and officers are familiar with the safety management system and the planned arrangements for its implementation;

.5 instructions, which have been identified as being essential, are provided prior to sailing; and

.6 relevant information on the safety management system has been given in a working language or languages understood by the ship’s personnel.

(viii) Full Term SMC: A Full-Term SMC can be issued only on the basis of a Full-Term DOC - not on the basis of an Interim DOC. A Full-Term SMC can be issued after assessing the ship for compliance with SMS.

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196. State the action taken by a survey society towards handling of an ISM certificate in case (I) When a major non-conformity is found (ii) When non-conformities are found (iii) When extension of the certificate is requested for (iv) When revision of an entry for a certificate is requested for. Under what circumstances may SMC and DOC be invalidated.

Ans. As per ISM, a major non conformity is defined as an identifiable deviation that poses a serious threat to the safety of personnel or to the ship or a serious risk to the environment and requires immediate corrective action & include the lack of effective and systematic implementation of a requirement of the ISM code.

A major non conformity can arise where there has been a serious breach of the SMS such as failure to under take management reviews or internal audits or perhaps a vital piece of machinery or technical system has been left out of SMS.

If might also include a failure to implement properly the SMS. For example : where crew member make a tick mark of fill a form to show that maintenance is being carried out but without actually performing the maintenance or reporting defects

i) When a major non conformity is found if can lead to either SMC or DOC or both being withdrawn or becoming invalid.

ii) Any non-conformity from precious external audit for which corrective action has not been taken within specified time period shall be recorded a major non -conformity and a major non-conformity can lead to withdrawal or invalidation of both smc and doc.

iii) Reasons for which a Doc may become invalid / withdrawn :

a) Corrective action are not taken within the agreed time period.

b) A periodical verification is not requested.

c) A renewal assessment is not undertaken as required.

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

e) There is an evidence of an unresolved existing major non conformity

f) Cancellation is requested by the doc holder.

g) Substantial modification to the sms is not notified to the administration and rectified by the auditor.

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

1) Any condition as mentioned below are not met

existence of a Doc (not interim doc) valid for that type of ship.

maintenance of compliance with the requirement with national / and international regulatory requirements.

Maintenance of valid statutory certificate.

2) Corrective action are not completed with the agreed time period

3) A periodical verification is not carried out.

4) A renewal assessment is not undertaken as required.

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

6) Cancellation is requested by the Doc holder.

7) Substantial modification to the sms is not modified to the maritime Administration & verified by the Auditor.

iv) INTERIM DOC : An interim Doc may be issued to facilitate initial implementation of the Ism code in cases where compliance with Ism code is a new requirement or where changes to the company administration or its operations have rendered the existing certificate in appropriate for example when a company is newly establish or where new ship types are added to the existing Doc.

An interim Doc valid for not more than 12 months may be issued to a company following a demonstration at the company premises that the company has a documented sms which address all elements of the ism code & that plans exists for its implementation throughout the organization and its fleet within the period of validity of the interim Doc. the purpose of such implementation may be reviewed and verified at regular intervals during the validity of the interim doc. It is required that the company demonstrates plans to implement a sms, meeting the full requirement of the Ism code within the period of validity of interim Doc.

197

197. Classify the type of ISM Audits conducted for a shipping company and of a ship emphasising its timing. Explain what is meant by follow up audit.

Ans. Audits of safety management system are essential for the certification process. The certification process relevant to a Document of Compliance for a company and a safety management certificate to a ship(SMC) will involve the following steps:-

1) Initial Audit2) Annual Audit or Intermediate Audit3) Renewal Audit4) Follow – up Audit

These audits are carried out at the request of the company to the Administration or to the Organisation recognised by the Administration to perform certification functions under the ISM code, or at the request of the Administration, by another contracting Government to the Convention.

1) Initial Audit:- The purpose of initial audit is to verify that a company or a ship complies with the requirements of ISM code. The audit includes verifying the conformity of the company’s safety management system with the requirements of ISM code, including objective evidence demonstrating that the same has been in operation for at least 3 months and that a safety management system has been in operation onboard at least one ship of each type operated by the company for at least 3 months.

On satisfactory completion of the assessment a DOC will be issued to the company. Also as each ship is assessed, a Safety Management Certificate will be issued to the ship.

Guideline as regard the audit process are given in IMO Resolution A913(22): Revised Guidelines on Implementation of the ISM code by Administration. As per the above, the audits are broadly divided in to two parts.

i) Internal Auditii) External Audit

As per the resolution A912(22), internal audit of a shipping company and a ship is a pre – requisite for an external audit for the certification for DOC and SMC.

Internal Audit: An internal audit is carried out by an organisation on itself, using one of their own staff or a specialist and qualified sub-contractor as the appointed auditor. In simple terms it is self verification.

External Audit : Normally carried out by a Certification body, Statutory body or suitable independent body for the purpose of some form of approval, endorsement or as a requirement for fulfilling mandatory requirement. The third party is a body which ought to have no direct interest or relationship with the organisation to be audited.

The document of compliance(DOC) is issued for a period specified by the Administration which should not exceed 5 years. The validity of this DOC is subjected to the annual verification. Similarly, Safety Management Certificate is issued to a ship for a period which

should not exceed 5 years and the validity is subjected to at least one intermediate verification by the Administration.

2) Annual Audit of Document of Compliance: Annual safety management audit is conducted to maintain the validity of the Document of Compliance and it includes examining and verifying the correctness of the Statutory and Classification records presented for at least one ship of each type to which Document of Compliance applies. The purpose of this audit is to verify the effective functioning of the safety management system. Annual audit is to be carried out within 3 months before and after each anniversary date of DOC.

3) Intermediate Audit of Safety Management Certificate : This audit is conducted to maintain the validity of the Safety Management Certificate. The purpose of this audit is to verify effective functioning of the Safety Management System and any modification made to safety management system, complies with the requirements of the ISM code. In certain cases, particularly during initial periods of operation under safety management system, the Administration may find it necessary to increase the frequency of intermediate audit.

If only one intermediate audit is to be carried out it should take place between the second and third anniversary dates of the issue of Safety Management Certificate.

4) Follow – up Audit : When a non-conformity to the requirement specified in ISM code is observed during annual or intermediate audit by an Administration, or it is required to make good within the agreed time period with a follow – up audit. The company is responsible for determining and initiating the corrective action needed to correct a non-conformity or to correct the cause of the non-conformity. Failure to correct non-conformity with specific requirements of the ISM code may affect the validity of DOC and related SMC’s

Renewal Audit : Renewal audits are to be performed before the validity of DOC or SMC expires. The renewal audit will address all the elements of the SMS and the activities to which the ISM requirement of ISM code apply. Renewal audit may be carried out from six months before the date of expiry of DOC of SMC, and should be completed before their date of expiry.

198

As per SOLAS Chapter IX ISM Code

DOC for a Company and SMC to a ship are issued which normally involve the following steps:

(i) Interim verification(ii) Initial verification(iii) Periodical or Intermediate verification(iv) Renewal verification

The verification will include an audit of the SMS.

(i) Interim verification: Audit is carried out for a newly established company entering the industry or when a new ship type is added to an existing DOC (normally issued for 12 months). Interim SMC audit is carried out for a newly acquired ship, when a company takes on responsibility for the management of a ship which is new to them (normally SMC is issued for a period of 6 months extendable for a further period of 6 months in exceptional case.

(ii) Initial verification: The initial verification for issuing a DOC to a company consists of the following steps:-

1) Document Review:- In order to verify that the SMS and any relevant documentation comply with the requirements of the ISM Code the auditor is to review the Safety management manual.

2) Company Audit:- In order to verify the effective functioning of the SMS, including objective evidence that the company’s SMS has been in operation for at least 3 months on board at least on one ship of each type operated by the company.

The initial verification for issuing an SMC to a ship consists of the following steps:-

5) Verification that the company DOC is valid and relevant to the type of ship and the other relevant provisions of paragraph 13 ( Certification and periodical verification) to the ISM Code are complied with. Only after onboard confirmation of the existence of valid DOC can the verification proceed.

6) Shipboard audit: In order to verify the effective functioning of the SMS including objective evidence that the SMS has been in operation for at least 3 months on board the ship. The objective evidence shall include records from the internal audits performed by the company.

(iii) Periodical Verification:-

(1) Periodical Safety Management audits are to be carried out to maintain the validity of the DOC and or SMC. The purpose of these audits in inter alia, to verify—

The effective functioning of the SMS Possible modification of the SMS comply with the requirements of the ISM

Code That corrective action has been implemented

(2) Verification of the Statutory and the Classification Certificates shall be carried out on at least one ship of each type identified on the DOC.

(3) Periodical verification is to be carried out within 3 months before and after each anniversary date of the DOC.

(4) Intermediate verification shall take place between the 2nd & 3rd anniversary dates of the SMC.

(iv) Renewal Verification:- Renewal of the DOC for further period of 5 yrs shall include assessment of all the elements of the SMS regarding its effectiveness in meeting the objectives specified in ISM Code. Renewal of the SMC for the further period of 5 yrs shall include assessment of all the elements of the SMS/ISM Code pertaining to that ship and verification of their effectiveness.

(v) Additional Verification:- An additional verification shall be performed before confirming the validity of the DOC and or SMC when major non-conformities have been found during an initial, periodic or renewal verification to verify that major non-conformities have been fully rectified by the company.

If there is substantial modification in shore or ship board SMS, the company shall notify it to administration and then the modified SMS shall be reviewed with the Code requirements and if necessary be confirmed by additional verification commensurate with the nature of the modification.

If ship board audit couldn’t be completed due to ship departure time, further audit has to resume on next port. A SMC shall not be issued, endorsed or renewed unless all major non-conformities have been resolved, i.e. fully rectified by the company and verified by the auditors. A short term certificate may be issued at the closing of an ISM audit to cover the period till a full term certificate is issued.

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199. List ISM Certification, explain the key clauses, which are needed to be complied with? State the factors and commitment from a Chief Engineer and company to have SMS implemented successfully on board ship.

Ans) Various ISM certifications are as follows:

1. Interim Document of Compliance2. Document of compliance3. Interim safety Management Certificate4. Safety management certificate

Interim Document of Compliance: May be issued to facilitate initial implementation of the ISM Code when the company is newly established or new ship types are added to the existing document of compliance. Such an Interim D.O.C should not be issued for a period not exceeding 12 months by the administration/recognized organized by the administration/by another contracting government at the request of administration.

Document of compliance: Should be issued to a company after ascertaining that the company is capable of complying with the requirements of ISM Code. Validity of such a doc should not exceed 5 years. It is subject to annual verification by the administration/or R.O/or by contracting government within 3 months before or after anniversary date.

A copy of the D.O.C should be placed on board to produce if requested for purposes of control provisions.

Interim Safety management Certificate: May be issued to new ships on delivery, when a company takes on responsibility for the operation of a ship which is new to the company or when a ship changes flag.

Such an Interim SMC should not exceed 6 months of validity on request the administration, another contracting government and the Administration in special cases extend the validity of an Interim SMC by 6 months from the date of expiry.

Safety Management Certificate: The safety management certificate should be issued after verifying that the company and its shipboard management operate in accordance with the ISM Code and the with approved safety management system. Such a certificate should be accepted as evidence that the ship is complying with the requirements of this code. Validity of SMC is 5 years and is subject to one intermediate verification by the administration or an organization recognized by administration or by another contractively government. Is should take place between the second and third anniversary dates of the safety management certificate.

Key Clauses which need to be complied with

Safety and environmental-protection policyThe company should establish a safety and environmental protection policy which describes how it will achieve the objectives of the code. The company should ensure that the policy is implemented and maintained at all levels of the organization both ship based and shore based.

Company responsibilities and authorityThe ISM code recommends clear documentation of responsibilities and ensures that resources are adequate to cover all its requirements. The company should define and document the responsibilities authorities and interrelation of all personnel who manage perform and verify work relating o and affecting safety and pollution prevention.

Designated person(s)To ensure the safe operation of each ship and to provide a link between the company and those on board every company as appropriate should designate a person or persons ashore having direct access to the highest level of management. The responsibility and authority of the designated person or persons should include monitoring the safety and pollution prevention aspects of the operation of each ship and ensuring that adequate resources and shore based support are applied as required.Masters Authority and responsibilityThe company should clearly define and document the master’s responsibility with regard to:

Implementing the safety and environmental protection policy of the company

Motivating the crew in the observation of that policy

Issuing appropriate orders and instructions in a clear and simple manner

Verifying that specified requirements are observed and

Reviewing the safety management system and reporting its deficiencies to the shore based management

The company should ensure that the safety management system operating onboard the ship contains a clear statement emphasizing the master’s authority. The company should establish in the safety management system that the master has the overriding authority and the responsibility o make decisions with respect to safety and pollution prevention and to request the company’s assistance as my be necessary.

Resources and Personnel: the ISM code recommends that all the personnel involved in the safety management system possess the qualifications required for the post occupied but they must communicate in a working language that everyone understands and training must be given to all personnel concerned depending on their requirements. The company must first ensure that the master has the qualifications required for command. This includes a complete knowledge of the company’s

safety management system and the support necessary to perform his takes with regard to safety.Development of plans for shipboard operations: The company should establish procedures for the preparations of plans and instructions including checklists as appropriate for key shipboard operations concerning the safety of the ship and the prevention of pollution. The various tasks involved should be defined and assigned to qualified personnel.Emergency preparedness: The company should establish procedures to identify describe and respond to potential emergency shipboard situations. The company should establish programmes for drills and exercise to prepare for emergency action. The safety management system should provide for measures ensuring that the company’s organisation can respond at any time to hazards accidents and emergency situations involving its ships.Reports and analysis of no-conformities accidents and hazardous occurance: The safety management system should include procedures ensuring the non-conformities accidents and hazardous situations are reported to the company investigated and analysed with the objective of improving safety and pollution prevention. The company should establish procedures for the implementation of corrective action.Maintenance of the ship and equipment: The ISM code recommends examination of the ship and its equipment through inspections and making sure appropriate corrective actions are taken. This approach should be complemented on board ship.Documentation: The ISM code recommends the drafting and maintenance of procedures to enable the monitoring of all the documents and information relating to the safety management system.Company verification, review and evaluation: The company should carry out internal safety audits to verify whether safety and pollution prevention activities comply with the safety management system. The company should periodically evaluate the efficiency of and when needed review the safety management system in accordance with procedures established by the company. The audits and possible corrective actions should be carried out in accordance with documented procedures. Personnel carrying out audits should be independent of the areas being audited unless this is impracticable due to the size and the nature of the company.Certification verification and control: The ISM code recommends that a certificate subject to checks and controls is issued to any company and any ship which satisfies the specifications of the ISM Code. For the company its called the document of compliance and for a ship its called the safety management certificate.Factors for successly implementing the safety management system on board: The ISM code lists the requirements needed to achieve certification and recognition of the management system for safety and protection of the environment as implemented by the company.Commitment: Management commitment is the point of departure towards the policy it intends to implement. Without this commitment

nothing can result. Similar commitment is expected from various head of departments and master of vessel to successfully implement the safety management system.Skills: Today in a world of international competition we need skilled personnel at all levels of the organization. This is a matter of survival.Attitude: The world and working relationships are constantly evolving. People have to learn to work as a team considering everyone at each level as a partner rather than, say a subordinate who simply has to obey orders.

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ACTION TO BE TAKEN WHEN MAJOR NON CONFORMITY IS OBSERVED

When a major non-conformity is observed by the administration society (R.O) it shall be reported to the company/Master of vessel in writing. The DOC/SMC will not be issued. Endorsed until all major non conformities are resolved.

If a major NC is noticed reported same should be verified and if not resolved the administration/R.O (if authorized by administration o withdraw ISM certificate) should immediately notify the company, give a letter to the master ship stating that DOC/SMC is withdrawn from the date of signature of the letter and request that SMC/DOC to be surrendered. If it is done by R.O a copy of letter shall be immediately send by the most expedient means to the administration. Issuance or reinstatement of a DOC/SMC which have been withheld or withdrawn as the result of major nonconformities shall only occur after the R.O/administration confirms that major non-conformities were dealt with satisfactorily and effectiveness

was verified by an additional audit.

(ii) ACTON WHEN CORRECTIVE ACTION HAS NOT BEEN TAKEN TO MCs RAISED DURING EXTERNAL AUDIT

If corrective action is not completed within the stipulate time, periodical verification is not asked for or any amendment to the ISM code not complied it becomes a major Non conformity and action is taken as dealing with a major non conformity. The ISM certificate may be withdrawn or will not be endorsed until the major MC is resolved i.e., all the corrective actions are completed.

(iii) WITHDRAWAL OF DOC/SMC

The following are the circumstances which may lead to withdrawal of ISM certificates DOC/SMC

1) When the corrective action has not been taken to the non conformity raised during external audit within the specified time period.

2) Absence of adequate manning as required by safe manning documents of the administration and international convention of STCW unless the master is in possession of a valid exemption from administration

3) Objectives evidence of violence of the M.S. Act or with the requirement of circulars (Notices issued by administration (D.G. Shipping)

4) Ship hull/machinery damage, wastage or malfunction as a consequence of persistence non-conformities in the SMS that would warrant a recommendation to withdraw a statutory certificate or suspension of the ship from class.

5) The total absence of a required SMS element or a group of non conformities within an element.

(iv) WHEN A NEWLY FORMED SHIPPING COMPANY REQUEST FOR INTERIM DOC

An interim DOC may be issued to facilitate initial implementation of the ISM code. An interim DOC valid for not more than 12 months may be issued to a company after a interim DOC audit. In the interim DOC audit the verification is to

be made to see that the company has plans to implement the safety management system meeting the full requirements of the ISM code within the period of validity of interim DOC.

201.

201. Illustrate the provision kept towards establishing procedures to identify and testing of “critical” equipments under ISM Codes. How the list of critical equipment and systems are

made and on what factors they are dependent.

Ans) A new chapter management for the safe operation of ships was added to SOLAS and the amendments introducing the new chapter IX entered into force on 1st July 1998. The chapter made mandatory the International Safety Management Code which established the following objectives:

(i) to provide for safe practices in ship operation and a safe working environment (ii) to establish safeguards against all identified risks (iii) to continuously improve safety management skills of personnel, including

preparing for emergencies

Critical Equipments: These are the equipments, whose failure can cause an accident or result in a hazardous situation, thereby causing injury to personnel or loss of life or damage to the marine environment or property.

As per “Element 10” of the ISM code, “Maintenance of the ship and equipment”. It is the responsibility of the company to establish procedures in the Safety management System to identity such systems and/or equipments. The Safety management System must, with respect to critical technical system/equipments:(a) Have procedures to identify them(b) Have procedures to ensure their tests and functional reliability© Have procedures to establish and use alternative arrangements on sudden failure(d) Have procedures to test stand by equipment(e) Have procedure to ensure that ‘single failure does not cause of ‘Critical’ ship functions’ that could lead to accident(f) Have procedures to ensure that system/equipment inactive for some time is tested regularly and prior to conducting critical operations.As per ‘Element 7’ of the ‘ISM Code’ the company must establish procedures for the preparation of plans and instructions including checklists if any for key shipbard operations related to the safety of the ship and the prevention of pollution.Hence, in combination with ‘Element 10’ the following shipboard operations/items are subjected to inspection and test:

Securing water tight integrity

Navigation safety, including corrections to charts and publications

Oil transfer operations

Maintenance operations related to (a) Hull and super structure steel work

(b) Safety, fire-fighting, life saving equipment

© Navigation equipment

(d) Steering gear

(e) Anchoring and mooring gear

(f) Main engine and auxiliary engine

(g) Pipelines and values

(h) Cargo handling equipment

(i) I.G. System

(j) Electrical installations

(k) Fire detection and alarm system

(l) Bunkering operations

(m) Navigation in restricted visibility/high density traffic area

(n) Operation in heavy weather

(o) Critical machinery system

SHIPBOARD OPERATIONS can be categorized into:(a) Normal Operations: Error becomes apparent, only after occurrence of a hazardous situation(b) Critical Operations: Error directly leads to accident.Critical Operations would include (but not limited to)

Navigation in restricted visibility

Navigation in high density traffic area

Navigation in restricted/narrow area

Heavy weather operations

Handling of hazardous cargo and noxious substances

Bunkering and oil transfer operation at sea

Cargo operations on Gas/Oil/Chemical tankers

Critical machinery operations

202

202. List the objectives of an ISM Internal Audit of a ship. How an internal audit helps in External Audit of a vessel? Name the salient issues addressed in the Internal Audit and the persons responsible to carry out the same.

Ans. Internal audit is carried out to verify whether the various elements of the Safety Management System of the organization are effective and suitable, in achieving the stated management objectives.

The auditor should check:-

Plans / procedures are being followed

Laws and regulations are being followed

Records / Documentations are being maintained to provide adequate and accurate information

Deficiencies are identified and corrective action taken

Personnel are familiar with the use of SMS

As per ISM Code Part A element 1.4, Functional Requirement for a Safety Management System are to be taken in consideration during the Internal Audit. If any deficiency is found can be corrected regards to:-

(a) Procedures (b) Personnel (c) Non-conformity (d) Corrective action

How Internal Audit helps in External Audit:-

The Internal Audit is carried out as per the procedure laid down in company’s SMS at regular interval(functional requirement of SMS as per ISM Code Part A 1.4)

It is conducted by company’s person who is other than the field of auditee

Any deficiency found can be corrected as per procedure laid down in company’s field

If any deficiency found, concerned responsible person is informed

By this all documents, displays, procedures, emergency equipments etc., are checked for proper order

As it is only company matter so time is not the issue.

By this it can be said that internal audit is helpful for external audit.

Salient issues addressed in the internal audit are:-

About safety and environment protection policy

Instruction and procedure to ensure safe operation of ships

Level of authority and lines of communication between shore and shipboard personnel

Procedures for reporting accidents and non-conformities

Procedures to prepare for and respond to emergency situations

Company’s DOC validation

Person who carry out the Internal Audit is Company’s man and most probably from ISM cell.

D.P. is the responsible person for carrying out / organizing the internal as well as the external audit

The audit is carried out by a competent person belonging to the department other than the field being audited. He must have gone through the auditor courses and must be trained. He must be familiar with the company procedure with regards to:-

--- Conducting audit

---- Corrective action and procedure

203

The ISM Code Section 12 (company verification, review and evaluation) make it mandatory to maintain and control the shore and ship based safety management system.

Objective Of Internal Audit:-

a) Internal Audit are conducted for self-evaluation of the safety management system on board.

b) Whether company’s safety and environmental policy is continually (still) in compliance with the requirement of this code.

c) Any deficiencies as regards to the below can be corrected:-

i) Procedure:- Testing procedure for lifeboat engine, arrival/departure procedure etc.

ii) Personnel:- Maintaining of training records, familiarisation with equipments and their duties etc.

iii) Documents:- Update for any recent changes incorporated like deletion of concerned section from ORB as regards to discharge through 100 ppm equipment kept with concerned book; permit to work etc.,

iv) Corrective Action :- Reporting of near misses and SMS incorporated the change etc.

v) Non-Conformity Reporting as per above.

How Internal Audit helps in External Audit:-

1) The Internal Audit is carried out as per the laid procedure of the company’s SMS at regular intervals by competent person/persons.

2) Any deficiency found can be corrected as per procedure laid down in SMS.

The deficiency is generally conveyed to the responsible person, who in turn takes corrective action for the same.

Internal Audit is conducted as the same strength and intensity as External Audit and off course before the occurrence of an External Audit.

Any deficiency/non-conformity which would have been left un-attended or un-addressed till the time of External Audit, thus will be brought up and corrective action procedure laid down for, during the Internal Audit’s observation.

Thus an Internal Audit helps a lot in conducting of External Audit; the effectiveness of the former will certainly affect the effectiveness of the latter.

As laid down, the dynamic elements of ISM Code which enable continuous improvements are :-

a) Personnel :- Master properly qualified and trained. Ship is manned with qualified, certificated, medically fit sea farers. New personnel are given proper familiarisation with their duties. Personnel involved in SMS should have adequate understanding of relevant rules,

regulations, codes and guidelines. Training, safety drill, critical and emergency operation to be given.

b) Procedure :-Procedure and instruction written in simple and clear language and understood by the personnel. Ship personnel are able to communicate effectively with passenger and other crews.

c) Documentation :- Documentation control, validity of documents, change and amendment, obsolete documents and Safety Management Manual.

Any non-compliance of the above with regards to applicable rules and regulations will incorporate a Non-Conformity Reporting to a responsible person, who will in turn be responsible for corrective actions as regards to the same.

Last but not the least as the Company is responsible for maintaining the SMS up to date, it will also incorporate changes to the SMS as per the data received; through the Internal/External Audit and also being in constant touch with the latest amendments and legislations which may need to be addressed in SMS in the form of “Corrective Action”.

Non-Conformance:- means an observed situation where objective evidence indicates non-fulfilment of a specified requirement. This may be classed in to 2 categories:-

1) Minor Non-Conformity : In this case the threat to safety of ship, personnel or environment is very slight, like an omission of noting down the testing of steering gear before arrival in engine room log book or movement book.

2) Major Non-Conformity :- Any deviation which poses a serious threat to personnel, ship or environment and requires action. Like test showing that the tank vent for one tank not able to cope up with pressure rise caused by loading at full rate and SMS also omits the same, but plant manual has mention of the same. The same requires immediate rectification to both venting arrangement and the company’s SMS, through a corrective action.

Difference between “Corrective Action” and “Preventive Action” :-

Any procedure/measure or change incorporated in the SMS of the company, in response to the reporting of a Non-Conformity is classified as a “corrective action”. Like SMS incorporating the noting down of pre-arrival testing of steering gear in relevant sections of the log book and/or movement book.

A “preventive action” on the other hand is any action which is generally performed in order to prevent occurrence of any accident.

The preventive action list may be judiciously formulated by reading/understanding of a job and/or reading of code of safe working practices. The occurrence of preventive action may be helpful for one’s safety.

204

204. With reference to “ISM Code” write short notes on

(a) Role of company office(b) Advantage of drills and exercises(c ) Documented procedure(c) Management Review

Ans. The purpose of ISM Code is to provide an international standard for the safe management and operation of ships and for pollution prevention

The Assembly adopted Resolution A 443 (XI), by which it invited all governments to take the necessary steps to safeguard the ship master in the proper discharge of his responsibilities with regard to maritime safety and the protection of the marine environment.

The cornerstone of good safety management is commitment from the top in matters of safety and pollution prevention. It is the commitment, competence, attitudes and motivation of individuals at all levels that determine the end result.

(a) Role of Company Office :- As per the ISM Code the company should establish a safety and environment protection policy and ensure that the policy is implemented and maintained at all levels of the organisation

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

The Company should designate a Designated person ashore (DPA) having direct access to the highest level of management

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

The Company should establish procedures, instructions and checklists for key shipboard operations.

The Company should establish procedures to identify, describe and respond to potential emergency situations.

The company should establish procedures to ensure that the ship is maintained in conformity with provisions of the relevant rules and regulations.

The Company should establish and maintain procedures to control all documents and data which are relevant to the safety management system

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

(b) Advantages of drills and exercises :-

ISM Code element 8 deals with emergency preparedness and states that the Company should have an integrated ship and shore contingency plan comprising of

Composition and duties of a person

Procedure for mobilisation

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

Procedures for establishing and maintaining contact between ship and company office

Availability of ship particulars, plans, stability information, safety and environment protection equipment on board.

List of contact names & telecommunications details of all relevant parties who may need to be notified.

Reporting methods for both ship and shore based management.

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

Back up arrangements for company’s initial response in the event of protected emergency

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

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

2) Drills develop confidence and competence of personnel who may be involved in actual emergencies.

3) Drills familiarise ship and shore personnel with company’s documented procedures

4) And finally it is only by conducting drills and exercises that one can verify the suitability of the company’s procedures; consequently shortcomings can be found out and rectified.

(c) Documented Procedure :-

ISM Code element No. 7 “Development of plans for shipboard operation” :- The Company should establish procedures for the preparation of plans and instructions, including checklists as appropriate, for key shipboard operations, concerning the safety of the ship and the prevention of pollution. The various tasks involved should be defined and assigned to qualified personnel

(d) Management Review :-

ISM Code Element No.12 ( Company verification, Review and Evaluation )

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

2) The Company should periodically evaluate the efficiency of and, when needed, review the safety management system in accordance with procedures established by the Company

3) The audits and possible corrective actions should be carried out in accordance with documented procedures.

4) Personnel carrying out audits should be independent of the areas being audited unless this is impracticable due to the size and nature of the Company

5) The results of the audits and reviews should be brought to the attention of all personnel having responsibility in the area involved.

6) The management personnel responsible for the area involved should take timely corrective action on deficiencies found.

205

(a) The purpose of ISM Code is to provide an International Standard for the safe management and operation of ships and pollution prevention

As per the ISM Code requirements the company has to establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements that may be laid down by the company.

This ISM Code makes the company to establish and implement the planned maintenance system onboard ship to maintain the ship in favourable condition and to prevent pollution.

(1) A reduction in total maintenance cost, taking into account the reduced risk of breakdown

(2) A reduction in running costs by changing components before they reach that stage where their normal operation damages other components

(3) A higher level of efficiency, since break-down are now rare

(4) A better planned system such that the maintenance of machinery is decided well in advance and so maintenance can de carried out when off hire, during port stay at dry dock etc

(5) It also ensures a timely service and overhaul of machinery.

(6) Anticipation of a break down is the most essential element of prevention maintenance

(b) Statutory services/certificates issued are there which must comply with the law. The Flag State Lays down the rules/regulations as to how the ships must be built and equipped with regard to structure, equipment and machinery and have been based on IMO guidelines.

Classification society may be defined as an independent third party body which develops and updates adequate published rules, regulations and standards for the safe design, construction and periodical maintenance of ships which are capable of trading internationally.

Doc is issued to the company and SMC is issued to every ship there two certificates are issued by the Administration with regard to ISM after verifying that the company and its shipboard management operate in accordance with their approved safety management system.

To have there two documents/certificates the company has to make sure that the ISM Code is being implemented onboard ship. By establishing company policy addressed to ISM requirements and ……….. responsibilities and authority, the company will make sure that the safety management system, has merged effectively onboard ship. In order to achieve this the company has to

establish their company policies assign responsibility and authority for implementing this policy assign a designated person on shore (d.p) a link between the company and

those onboard clarify and define masters responsibility and authority employ properly qualified and certified people onboard establish procedures for preparation and plans and instructions, checklists for

key operations concerning safety and prevention and pollution establish programmes for drills and exercises to prepare for emergency

…………. establish procedures to ensure that the ship is maintained in confirming with

ism code establish procedures for controlling document and data company has to carry out both internal and external audits to confirm the

implementation and effectiveness of the ism code on board ship

206

. ISM code means the International code for safe operation of ship and for pollution prevention. ISM code addresses the responsibilities of the people who manage and operate the ships. It provides an international standard for the safe management and operation of ships and for pollution prevention.

The application of the ISM code should support and encourage the development of a safety culture in shipping. Success factors for the development of a safety culture include commitment, values and beliefs.

The code also requires a SMS to be established by the "company" Which is defined as the ship owners or any person such as manager or bare boat chatterer who has assumed responsibility for operating the ship.

The company is then required to establish and implement a policy for achieving the objectives of SMS. This includes providing the necessary resources and shore based support.

Objectives of the ISM code are

1) To ensure safety at sea, prevention of human injury or loss of life and avoidance of damage to the environment in particular, marine environment and to property.

2) To provide for safe practices in ship operation and a safe working environment.

3) To establish safeguards against all identified risks.

4) To continuously improve safety management skills of personnel, including preparing for emergencies.

The SMS should ensure compliance with mandatory rules and regulations, that the applicable codes, guide lines and standards recommended by the organisation, Administration and classification societies are taken into account.

Functonal requirement for SMS :

A safety and environment protection policy.

Instructions & procedures to ensure safety and environmental protection.

Defined levels of authority and lines of communication between and amongst shore personnel and ship board personnel.

Procedures for reporting accidents and non-conformities.

Procedures for responding to emergencies.

Procedures for internal audits and management review.

Planned Maintenance Program : is aimed at achieving the following.

Safety, quality and efficiency

Standardized maintenance scheme for the fleet.

Phase & balanced overhaul intervals.

Prevention of break-down of machinery /equipment.

Optimization of man-power, machinery and cost.

Control of spare parts and stores inventory on board.

A Standard Maintenance Scheme shall cover the following :

Protective, preservative and predictive maintenance schedules based on M/C running hours.

Schedules for testing for alarms.

Schedules for testing of electrical safety devices.

Break down maintenance and repair reports of repairs and maintenance.

Drawing, instruction manuals and photographs.

Schedules for various CMS surveys.

Spare parts consumption and inventory.

Status of overdue, pending items on fortnightly or monthly basis.

A typical planned maintenance program for a propulsion engine of a ship will be as follows.

a) Cylinder head and valves :

Cyl. head oil haul - 8000 hrs.

fuel valves - 3000 hrs.

Exh. v/v - 6000 hrs.

Air starting v/v - 8000 hrs.

Safety v/v - 8000 hrs.

b) Piston and stuffing box :

Piston with rod and stuffing box o'haul - 8000 hrs. piston ring inspection through scav. ports - 1500 hrs.

c) Liners :

Liner running surface inspection through scav. space 1500 hrs.

Liner inspection and wear down measurements - 8000 hrs.

Liner renewal - As per observation.

d) Scavenge space cleaning - 1500 hrs.

e) Bearing and Clearances

Cross - head with con-rod bearing clearances - 8000 hrs.

Main & thrust bearing clearances - 8000 hrs.

Inspection of cross head journals & bearings - 5 years.

f) Other components :

Crank shaft deflection - 3 months/2000 hrs.

Vibration damper o'haul - As per observation

Chain gear - drive inspection- 3 months.

Governor oil change - 4000 hrs.

Fuel pumps o'haul - 6000 hrs.

g) T/C & Air coolers :

T/C air filter cleaning - 500 hrs. (op dependent)

T/C o'haul & bearing renewal - 8000 hrs.

Air cooler clearing 5w side - 3 months.

h) Alarms & shut downs (Safety devices)

Function test monthly.

o'speed trip test - 3 monthly.

Factors to be considered while assimilationg repairs & spares data :

1) Repair : Though running hours are used as guidelines but difference in service conditions, the quality of F.O. & L.O. and treatment of C.W. decisively influence the actual service results.

Immobilization certificate may not be available for certain types of ships like tankers and thus the flexibility is required. Even short port stay for ships like container ships should be borne in mind.

Inspite of best planning breakdowns may occur & time lost / off hire due to such break downs need to be considered.

2) Spares :

Indents should be raised as per requirement in advance, taking into consideration the "lead time".

Specified format must be used and as many details as possible should be furnished e.g. port no., Drg. No., Engine No., Model & serial No. manufacturers name address, Tel No./ Fax No. / E-mail Add. etc.

Critical spares requirement should be suitably indicated e.g. "URGENT".

Important / Major spares should be maintained as per class rules.

Minimum spares should be maintained as per company's spare parts policy.

Spare parts inventor, consumption & receipt should be maintained up-to-date at all times.

Upon receipt the spares should be checked for correctness and any wrong & short supply should be informed to company at the earliest.

207

207. Define a “company” and its obligation under ISM codes towards safe shipboard operations. Enumerate the key shipboard operations, which should be maintained by a company for successful onboard operation of a ship under ISM codes.

Ans) The purpose of ‘ISM’ code is to provide an International Standard for the safe management and operation of ships for pollution prevention. In ISM code ‘section 1’ – “company” means the owner of the ship or any other organization or management, or the Bareboat charterers who have assured the responsibility for operation of the ship from the ship owner and who, on assuming such responsibility, have agreed to take over all the duties and responsibilities imposed by the code. Companies should identify key ‘shipboard operations’ and issue instructions on the manner in which these operations are to be performed continued supervision and verification of compliance to these instructions, is important.The following items/subject matters are normally included in operational documentation. ‘SMS’ procedures and instructions can be developed for each of these operations.

General

1.1 Shipboard organization

1.2 Functional responsibility

1.3 Reporting procedures

1.4 Passenger control, where applicable

1.5 Communication between ship and company

1.6 Inspection by master and senior officers

1.7 Provision and maintenance of documents, records

2. Ship in Port

2.1 Accepting cargo and passengers

2.2 Manning watches and patrols

2.3 Liaison with shore authorities

2.4 Monitoring trim and stability

2.5 Procedures, when the ship is tempo

3. Preparing for sea

3.1 Verification of passenger numbers, where applicable

3.2 Checking and recording draught

3.3 Checking stability conditions

3.4 Assessment of weather conditions

3.5 Documentations of sailing conditions

4. The ship at sea

4.1 Bridge and Engine room watch keeping arrangements

4.2 Special requirements in bad weather

4.3 Radio communication including ‘VHF’

4.4 Manoeuvring data, unless provided separately

5. Preparing for arrival in Port

5.1 Testing of engine, steering gear, navigation and communication equipments, generators and anchoring equipments

5.2 Harbour stations

5.3 Pilotage

5.4 Port information and communications

5.5 Assessment of weather conditions

5.6 Ballast

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

Navigation in close or high density traffic areas. Navigation in conditions of reduced visibility Operation in heavy weather conditions Bunkering and oil transfer at sea Critical machinery operations

Arrangements should be made to monitor the ‘Operational Competence’ of crew undertaking ‘Critical Shipboard Operations’

208

208. Illustrate (i) Maintenance Plan (ii) Repair Plan (iii) Spare Part Procurement Plan as required under Planned Maintenance. State the activities required towards establishing a spare part history. Highlight the related ISM clauses and discuss how at best they could be implemented for the best advantage of a “Engine room Planned Maintenance System”.

Ans. Maintenance plan under planned maintenance: It covers the following:-

I. Protective, Preservative and predictive maintenance schedules.II. Lubricating schedules.III. Schedule for testing critical safety dowses IV. Breakdown maintenance and repairs.V. Reports of repairs and maintenance of hall, m/c items

Under protection & maintenance, items covered are descaling & painting of decks , Tank Tops, Cargo holds , Decks Equips, hull external, all tanks including D.B. tks , Protection of pipe lines, Cleaning up of tanks, bilge washing and painting of accommodation & m/c bulkheads.

Under protection maintenance, Items, covered , are draw cards, Indicator cards, Crank shaft deflection, brg. Clearance, analysis of boiler water, cooling water, fuel and lubricants.

Under lubricating schedules, lube. chart provided by the supplier on the basis of equipment maker’s maintenance manual

Under schedule of testing of alarms & critical safety alarms, items are audio & visual alarms, cut-outs and auto start of equipment, navigation light failure function and lamp test of alarm panel.

Under breakdown maintenance , breakdown repairs, detection of any serious crack and major o’haul repairs maintenance done by w/shop yard etc.. are covered.

REPAIR PLAN UNDER PLANNED MAINTENANCE

Every effort will be made to carry out repairs and maintenance of routine nature by utilizing expertise, skill , equip & material on board .

However shore w/shop assistance, if regd., then following details is to be sent to office.

1. Location /Port where repairs are to be undertaken .2. Type of m/c or equipment 3. Maker serial no. specifications.4. Nature of defect5. Nature of repairs – temporary/permanent6. Items required for rectification7. Jobs to be taken in situ or to be taken ashore 8. Spares held on board9. Details of accessory work required eg. Staging , gas free certificate , removal /

refitting of pipes, coolers, manholes etc. 10. Expected port stay.11. Is this defect covered under guarantee or insurance or third party damage 12. Is this item repaired earlier ? If so, them date of repair / R.S. no. shall be

maintained.

SPARE PARTS PROCUREMENT PLAN UNDER. P.M. PLAN

This plan will be based on the project operational requirements and the inventory figures of various item. The indents shall generally forwarded to the superintendent on a 6 monthly basis in during Jan. & July of every year.

All indents shall have details as given in the indent format. On receipt of the indent at the office , the superintendent concerned shall sanction

and the department shall allot a control no. which shall be intimated to the vessel. On receipt of the spares received, a monthly report shall be forwarded to the

superintendent from next port.Activities required toward estaliblisting a space part history.

Take inventory every month, so as to find out the total consumption of spares and ROB of spares.

As per planned maintenance check the running hours/running intervals & compare parts consumed during that period of maintenance so for certain maintenance no. of parts consumed can be found out for that particular period.

ISM. Clauses related to “ E/R PMS’

Clouse No.10 – Maintenance of ship & equipment .

10.1 - Procedure for Maintenance 10.2 - Procedure for appropriate intervals 10.2 - Reports of NC & CA (Records). 10.3 – Procedures for equipment & system. 10.3 – Critical equipments & system identified. 10.3 – Measures to promote reliability. 10.4 – Critical equipments for maintenance system.

Due to above clauses , company established procedures which ensure maintenance , repairs and relevant surveys are carried out in a safe and timely manner .

These requirements apply to the maintenance of the full, the deck machinery and L.S.A. & FFA as they do to E/R items.

There is a requirement for periodic testing of lubricating oil for monitoring purposes as part of machinery maintenance and the disposal method of used lubricants.

There is a requirement of the assignment of responsibility for maintenance activities to appropriately qualified personnel and clear definition of reporting requirement and mechanisms.

Externally generated records eg. class records , reports & certificate , statutory records , P.S.C report to be maintained .

Internally generated records eg. Records of routine shipboard inspections , records of maintenance work carried out , record of testing of stby. And other critical equipments, record of testing of alarms and emergency shut downs, superintendent visit and inspection report , internal and third party audit reports, reports of non conformities, accidents & hazardous occurrences, record of implementation and verification of corrective action , spare parts requests, acknowledgments, delivery notes etc.

As discussed above , ISM clauses could be implemented for the best advantage of a ‘ E/R P.M.S.’

209

209. As a Chief Engineer you have joined a vessel which is about to undertake a six month round voyage. Underline and describe the key issues that you will inspect, check, prepare, establish and maintain towards proper Planned Maintenance of Engine Room and associated areas under ISM Codes.

Ans. 1) Read the handing over notes of previous chief engineer thoroughly

2) Fuel oil, diesel oil, gas oil & lub oil soundings to confirm the actual figures match with the log book figures before taking over from outgoing C/E.

3) Voyage requirements to be ascertained

4) Bunkers expected

5) Consumption patterns; any special instructions for same

6) Check oil record book

7) Overdue certificates, surveys if any

8) Status of main and auxiliary machinery

9) Since PMS is on the basis of running hours and time based, so record of running hours should be collected & checked from outgoing C/E

10)Spares: Check whether inventory is updated. There should be minimum no. of spares stock available on board at all times, for carrying out maintenance as per PMS. If no. of spares are not enough, then indent should be raised at the earliest.

11)Stores: Since the vessel is going on a long voyage, so required stock of stores should be available on board. Inventory should be updated. Requisition should be raised asap.

12)Pollution prevention equipment like OWS, Sewage Plant, Incinerator and associated pumping systems are in order

13)Be familiar with the vessels sailing program

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

15)Port State Control inspection records to be checked

16)Readiness for Port State inspection

17)Check all files and records

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

19)The maintenance carried out during each month shall be entered in the log abstract; & forwarded to the concerned superintendent at the end of every month. Renewal of major components, breakdown repair, detection of any cracks, other defects to be highlighted in the above abstract.

20)Complete set of drawings and instruction books/manuals as per the acceptance protocol shall be kept and indexed. In case of any structural change, modifications, renewal, retrofit or decommissioning of any equipment, the records shall be suitably amended with the concurrence of the concerned superintendent.

21)Random testing of alarms & critical safety devices should be carried out. Audio-visual alarms/cut-outs and auto starting of equipments, wherever provided shall be tested. Simulation test such as L.O. pressure, low cool water pressure, cut-outs, boiler water low alarm and low-low water cut-out should be checked regularly. Alarm devices should not be bypassed under normal running conditions; but if bypassed due to some reason, all concerned personnel should be informed.

22)Check the records of CSM(Continuous Survey of Machinery) & equipment certificates as well as original makers certificates as per the acceptance protocol. C/E should make sure that all the certificates under his charge are in order and valid. If any deficiency is found, it should be reported to the superintendent.

23)Check all engineer officers are familiar with PMS operations of all equipments & operations of all safety equipments, & Safety & Environmental Protection Policy of the company and they are strictly following it.

210

210. Explain the objectives of a responsible company as required under ISM Codes. Explain with reasons, why existing maintenance plan threatens ISM Certification and increases risk of Port State Control detention.

Ans. OBJECTIVES OF ISM CODE AND SMS :-

International Management Code for the safe operations of the ships and for pollution

prevention, addresses the responsibilities of the people who manage and operate

ships and provide an international standard for the safe management and operation of

ships and for pollution prevention. The application of the ISM Code should support and

encourage the development of safety culture in shipping. The code establishes safety

management objectives and require safety management system is to be established by the

company.

The company is required to establish and implement a policy for achieving these

necessary and important objectives. This includes providing the necessary resources and

shore based support.

OBJECTIVES :- Codes ensure safety at sea, prevention of human injury or loss of life

and incidence of damage to the environment in particular. to the marine environment and to property.

The safety management objective of the company should

- provide for safe practices in ship operation and a safe working environment

- Establish safeguard against all unidentified risks continuously to prove safety management skills of personnel ashore and onboardship including preparing for emergency related to safety and

environmental protection.

Safety management system should ensure – compliance with

Regulations. The applicable codes-guidelines and standard

Recommended by the organization administration classification

societies & maritime industry are taken into account.

Planned management programme for propulsion engines. Maintenance policy to carry out the periodic and timely maintenance so that –

a) all classification and statutory requirements are compiled with.b) To take into account applicable codes, guidelines and standard recommended by IMO, Administration, classification society and other marine industry organization.

MAINTENANCE STRATEGIES

ON FAILURE OR BREAKDOWN MAINTENANCE :-

In this arrangement, the equipment is left untouched until a breakdown occurs, i.e. fix it when

it fails. At the time of breakdown, the equipment is replaced or repaired and any other

specified maintenance procedure carried out.

DISADVANTAGE

1) A serious breakdown of equipment may cause sufficient down-time to put the ship out of commission until it’s required repair carried out.

2) Require large, standby maintenance team. If several breakdowns occur simultaneously, the available man power on ship may not be able to cope up all resulting in long delay.

3) Uncontrolled plant wastage leading to production losses.

4) Longer repair time will result.

5) Large spares stock is required as failure is uncertain, and thus unnecessary wastage of

investment

6) Provision of standby plant is required to avoid sudden failure of operations due to breakdown.

7) Breakdown may be of intensive nature and a specialist may be required which delays the repair time and increase wastage of money.

The word breakdown here should be taken to include a situation where the efficiency of the

equipment falls to an intolerable level..

The maintenance system is provided by the company and an advise by the ship staff

it is modified to ship specific. The guidelines are given by safety management system

manual.

Planned Maintenance should aim to achieve :-

1) Safety quality and efficiency.2) Time based and running hour based appropriate overhaul.3) Prevention of breakdown of machinery/equipment.4) Optimum use of manpower, machinery and spares.5) Flexibility in schedule resulting from condition monitoring & equipment history sheets.

The standard PMS should involve following readings :-

- Maintenance report of previous overhaul.

- data of running hours or time elapsed from last overhaul & total running hours of

equipment.

- Schedule for testing alarms and cut outs.

- Breakdown reports if any.

- List of spares used.

- Instructions & guidelines of the manual.

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211. Give the specific requirements under ISM Codes defining (i) Company Objectives (ii) Designated persons (iii) Resources and personnel (iv) Reports and analysis of non-conformities, accidents and hazardous occurrences (v) Documentation (vi) Company verification, review and evaluation. Establish the relation between above-mentioned factors with respect to maintenance of the ship and its equipments.

Ans. Company objectives.

(i) Safety management objectives of the company are to provide safe practices in ship operation and a safe working environment.To establish safe guards against all identified risk

To continuously improve safety management skills of personnel ashore and aboard ships, including preparing for emergencies related both to safety and environment protection.

(ii) DESIGNATED PERSON(s)To ensure the safe operation of each ship and to provide a link between the company and those on board every company as appropriates should designate a person or persons ashore having direct access to the highest level of management the responsibility and authority of the designated person or persons should include monitoring the safety and pollution prevention aspects of the operation of each ship and ensuring that adequate resources and shore based support are applied as required.

(iii) RESOURCES AND PERSONNEL.1. The company should ensure that the master is

Property qualified for command

Fully conversant with the company’s system managed system

Given the necessary support so that the master’s duties can be safety performed.

2. The company should ensure that each ship is manned with qualified certificated and medically fit separates in accordance’s with national and international requirement.

3. The company should establish procedures to ensure that new personnel and personnel transferred to new assignment related to safety and protection of the environment are given proper familiarization with their duties. Instructions which are essential to be provided prior to sailing should be identified documented and given.

4. The company should ensure that all personnel involved in the company safety management system have an adequate understanding of relevant rules, regulation, codes and guideline.

5. The company should establish and maintain procedures for identifying and training which may be required in support of the safety management system and ensure that such training is provided for all personnel concerned.

6. The company should establish procedures by with the ships personnel receive relevant information on the safety management system in a working language or language understood by their.

(iv) REPORTS AND ANALYSIS OF NON-CONFIRMAITIES, ACCIDENTS AND HAZARDOUS OCCURRENCES.

1. Safety management system should include procedures ensuring that non-conformities, accidents and hazardous situation are reported to the company, investigated and analyzed with the objective of improving safety and pollution prevention.

2. The company should establish procedures for the implementation

(v) Documentation.

1. The company should establish and maintain procedures to confirm all documents and data which one relevant to the sms.

2. The company should ensure that.Valid documents are available at all relevant locations.

Changes to documents are reviewed and approved by authorized personnel and

Absolute documents are promptly removed.

3. The documents used to describe and implement the safety management system may be referred to as the safety management manual documentation should be kept in a form that the company considers most effective. Each ship should carry on board all documents relevant to the ship.

VI). Company verification, Review and Evaluation.

1. The company should carryout internal safety audits to verify whether safety and pollution prevention activities comply with the safety management system.

2. The company should periodically evaluate the efficiency of and when needed, review the safety management system in accordance with the procedures established by the company.

3. The audits and possible corrective action should be carried out in accordance with documented procedure.

4. Personnel carrying out audits should be independent of the areas being audited unless this is impracticable due to the size and the nature of the company.

5. The result of the audits and reviews should be brought in the attention of all personnel having responsibility in the area involved.

6. The management personnel responsible for the area involved should take time by corrective action on deficiencies found maintenance of the ship and equipment.

1. The company should establish procedures to ensure that the ship is maintained in conformity with the provision of the relevant rules and regulations and with any additional requirement which maybe established by the company.

2. In meeting these requirements the company should ensure that inspections are held at appropriate intervals.Any non conformity is reported with it s possible cause if known

Appropriate corrective action is taken and record of these activities and maintained procedure should be developed to ensure that maintenance survey repairs and dry docking are carried out in a planned and structural manner with safety as a priority. All personnel responsible for maintenance should be suitably qualified and familiar with national and international registration as well as classification society requirement. The shore side management team ashore shall provide technical support and advice to the sea going staff.

Maintenance procedures must also include work instruction to ensure that machinery or system undergoing maintenance have been rendered safe prior to starting work to that system under pressure such as engine costing water, oil fuel and steams system have been securely isolated and do pressurized .

The company should arrange for inspection of it vessels to be carried out of regular intervals. These inspections should be executed in compliance with the appropriate procedures by competent and qualified personnel. Records of maintenance inspections, certificates and reposts may be maintained both on board ship and ashore if considered appropriate by the company.

There should be procedures for reporting non conformities and deficiencies that should include a time scale for completion of corrective action. It is the company’s responsibility to ensure that reports are investigated and feed back provided to the reporting officer. The company should be seen to be providing support to enable the sms to function effectively.

It is the company’s responsibility to identity critical system and equipments once the critical systems have been identified procedures should be developed to ensure reliability of their systems or the provision of alternative arrangements in the events of sudden failure. The procedures implemented should include the regular testing of stand by system in order to ensure that one failure does not result in the total loss of that critical function maintenance routines should include the regular and systematic testing of the all such critical and stand by systems.

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Maintenance Plan :

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

Objectives of maintenance plan should be :

a) Ensure ready availability of the equipment.

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

c) Above objectives should be achieved at an optimum cost.

ISM code and planned Maintenance :

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

10.1 Company procedures for maintenance.

10.2 To meet above requirements company should ensure that.

i) Inspections at appropriate intervals.

ii) Nonconformities reported with possible causes.

iii) corrective action taken.

iv) Record of all above maintained.

10.3 Identification of critical equipment and it’s maintenance.

A efficient and successful maintenance program can be designed and implemental on board by considering above mentioned guidelines mentioned in ISM code.

Following key features should be considered when making & implementing PMS on board ship.

1. Corrective Action Process :

Identify The Problem

Establish the clause

Propose Solutions

Evaluate solutions

Accept One Reject All

Implement solution

Evaluate Effectiveness

Effective In effective

Close

2) When developing and Improving maintenance procedures company should take into account the following.

i) Maintenance recommendations and specifications of the equipment manufacturer.

ii) History of equipment including failures, defects and damages and the corresponding remedial action.

iii) The result of third party inspections.

iv) Age of the ship.

v) Identified critical equipments and systems.

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

3) A systematic Approach to maintenance :

A systematic approach to maintenance will include.

i) Establishment of maintenance intervals.

ii) The definition of the methods and frequency of inspections.

iii) The specification of the type of inspection and measuring equipment to be used and accuracy required of it.

iv) Establishment of appropriate acceptance criteria (pass/fail).

v) Assignment of responsibility for inspection activities to appropriately qualified personnel.

vi) Assignment of responsibility for maintenance activities to appropriately qualified personnel.

vii) Clear definition of reporting requirements and mechanisms.

4) Maintenance Interval :

should be based on the following.

(i) Manufacturers recommendations and specifications.

(ii) Predictive maintenance determination techniques (Lub oil analysis, vibration analysis)

iii) Practical experience in operation and maintenance of ship and it’s machinery, including historical trends in the results of the routine inspections and in nature and rate of failures.

iv) The use to which the equipment is put continuous, intermittent, stand by or emergency.

v) Practical and operational restrictions e.g. inspection that can be only performed in d/dock.

vi) Intervals specified as part of class, convention, administration and company requirements.

vii) The need for regular testing of S/B arrangement.

5) Inspections :

Procedure for planned inspection routines should be written to include the following.

i) Acceptance Criteria

ii) Use of suitable measuring and testing equipment.

iii) Calibration of measuring and testing equipment.

Examples of inspection and test that may be employed.

i) Visual

ii) Vibration

iii) Pressure

iv) Temperature

v) Electrical

vi) Load

vii) Water Tightness

Inspection methods :

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

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213. As a Chief Engineer on a vessel scheduled to make a voyage from India to the U.S. Coast, list the salient items you will inspect, machinery installation you will ensure for satisfactory operation and documents you will keep handy for making a satisfactory voyage. Give reasoning in each case.

Ans. The salient items to be inspected on a vessel scheduled to make a voyage from India to US West Coast are:-

ISM Code:-

Confirm that there is a Company Safety & Environment Protection Policy on board and that all the key personnel are familiar with the Safety Management System(SMS)

Ensure the Safety Management documentation and manuals are up to date and readily available

All personnel should be able to give the identity of the DPA(Designated Person Ashore), who is the sole contact point for any emergency. Ensure procedures are in place for establishing and maintaining contact with shore management through the DPA in an emergency

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

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

Operation of Machinery:-

o Emergency and standby sources of electrical power to be tested, that they are readily available, especially in a blackout condition, stand-by generator engines automatic start to be tried out.

o Check that the load sharing system of generators is tested and is functioning correctly

o Emergency Generator, Emergency Air Compressor, Emergency Steering arrangement, Emergency Bilge suction and bilge pumps to be in working condition with records of all maintenance carried out up-to-date

o Try out main engine, start from local control station

o Check life-boat / rescue-boat engines are running properly

o Check proper functioning of safety cut-outs for main engine / aux engine / boilers

o Confirm “emergency stops” for pumps & blower function properly

Bunkering Operations:- Ensure bunkering procedures are posted, understood by all personnel & spill equipment is readily available. Test the means of communication, between ship’s bunkering personnel & shore / barge. SOPEP & ISM procedures to report and deal with oil spills should be understood by all.

Control of oily mixture, sludge, sewage, garbage & air pollution:-

Ensure that all the operational requirements of MARPOL as applicable have been complied with taking into account ;

a) quantity of sludge/oil residues being generated daily

b) the capacity of sludge & bilge water holding tanks

c) capacity of oily water separator, incinerator, etc

Ensure oily water separator, incinerator, sewage treatment plant, primary and/or secondary NOx treatment systems are functioning properly.

Check and update all entries made in the ORB.

Ensure the correct use of reception facilities; inadequate facilities noted and reported by the master to the flag state.

Ensure the responsible personnel are familiar with the procedures for handling sludge and bilge water

Fire drills and Fire equipment:-

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

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

Ensure the following items are functioning correctly:-

a) fire doors, including remote operation

b) fire dampers and smoke flaps

c) quick closing valves

d) emergency stops of fans and fuel oil pumps

e) fire detection and fire alarm system

f) main & emergency fire pumps

Communication:- Ensure that all key personnel are able to communicate & understand each other’s signals during drills.

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214. The vessel where you are posted is about to enter dry dock. State the coordination and exchange of information necessary with the Master of the vessel for entering the dock. Also list the necessary preparedness required along with the delegation of responsibilities to the engineers of the vessel. Enlist the inspection and co-ordination you will make wit the dry dock authorities for dry-docking of the vessel.

Co-ordination & exchange of information necessary with the master of the vessel for

entering the dry dock:- It is imperative that the Chief Engineers and the Master stick to

the detailed dry- clocking plan and co- ordinate and exchange information to reaffirm the

plan prepared along with the superintendent.

This plan will also include arrival conditions, list , trim and draught, ROB of fuel, fresh

– water and ballast(if any). Specification of requirement for shore electric supply, fire

main, cooling water for air – conditioning, sewage plant discharge details.

Necessary preparedness required along with the delegation of responsibilities to the

engineers of the vessel: Since the detailed dry – dock repair list has already been

made Chief Eng. & Master shall arrange to forward the consolidated dry dock

specification from all the departments to the concerned superintendent in the office.

The following documents / drawings should be kept ready.

a) General Arrangement Plan.

b) Take capacities and arrangement plan.

c) Shell expansion plan.

d) Fire Plan

e) Muster list

f) Class survey reports, latest quarterly listing report of “class”

g) Details of ships communication system.

Each job in the defect list should have the following information:-

2) Brief description of the job.

3) Exact location where job is to be done.

4) Any staging required

5) Any hot work involved.

6) Any requirement for gas freeing or ventilation

7) Other requirements – such as temporary lights, tank cleaning associated with the

job.

8) Name of the engineer ( 2/E, 3/E, 4/E) to be contacted for the job.

9) Name / designation of person responsible for safety.

10) Special machinery / items required for the job.

11) Spares / consumables needed.

12) Approximate man-hours involved.

Chief Engineer shall be responsible for the safety of E/R machinery spaces, all crow

members and other spaces under his specific change.

Inspection & co-ordination to be made with dry dock authorities for dry docking of the

vessel:-

- Chief Engineers shall ensure that the ship/ yard communications shall be

established and understood for any emergency.

- VHF channel and telephone number of shore emergency stations like fire

brigade, ambulance shall be noted down by all concerned and displayed on

notice board at the gangway, engine room and the control room.

- Requirement of main engines, auxiliary equipments for necessary services.

- Safety of E/R machinery and officers alike

- Contingencies for fire or other emergencies in dry dock including fire patrol

- Procedures for use of shore power including limitations

- Procedures for use of ship / yard toilets

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Ship repair management and its objectives: The master C/E should always try o carry out repairs and maintenance of routine nature by utilizing expertise, kill, equipment and material on board.In case shore workshop assistance in required the superintendent shall be notified sufficiently in advance by giving a detailed repair specification. Depending on the nature of defect, the additional information from the list given below shall be furnished.

Location/Port where repairs are o be undertakenType of machinery or equipmentMakers detailSr.No and specificationsNature of defectNature of repair-temporary/permanentItem required for rectificationJob to be done on board/ashoreSpares held on board

Details of accessory work involved like staging, gas free certificate, removal/refitting of pipes, coolers, manholes etc.

Material and dimensionsExpected port stay

Is this defect covered under GC, Insurance or 3rd party damage

Is this item repaired earlier? If so date/details of repair must be mentioned.

Instructions for preparing repair specifications should be followed as laid own by the company. The allocation of the required workshop, at different ports shall be done by the regional office/agent in consultation with suptd in H.O.

ASSESSMENT OF THE REPAIR QUOTATIONSMaster& C/E, in consultation with the regional office/Agents, shall ensure that the workshop, approved by the supdt, is allocated the workshop must be approved and empanelled by the company and have an approved tariff. However in an emergency e.g., when port stay is limited, ship is held up where supdt cannot be contacted, w/shop assistance is essential for safety and productivity of the vessel, the job may be given to any locally available w/shop (in a special case) without waiting for supdt sanction. w/shops in foreign ports may not have approved tariff rates. These may involve job allocation on ad-hoc basis.Master and C/E shall arrange the forward to suptd.1) Detailed scope of wok through agent2) Obtaining time/cost quotation from re workshop 3) Obtaining management sanction, after quotations are tabulated4) Remittance of funds, through the agents

The quotation is from more than one w/shop should be assesses by taking into account the reputation of the w/shop, quality of the job undertaken previously, approval by class, cost of manpower and material. A found

judgement is arrived at, after taken into consideration all there factors. Only then you are in a position to decide the best quotation.

SUPERVISION DURING REPAIRSDuring repairs, master shall be responsible for the safely of the vessel, officers and the crew members. C/E shall be continue to be responsible for the safety of E/R machinery spaces and other spaces under his specific charge. The repairs specs with all details, namely materials/dimensions shall be handed over to the repairer and the job explained at site, to ensure that the w/shop has understood.Job progress shall be communicated to Supdt on a daily basis master and C/E shall ensure that all safe working practices are adopted and hot work is done in an approved way. Escape routes, communications, warning signs should be discussed will all repair personnels, who are working on board. The master and C/E may delegate supervisory responsibility to a responsible officers (2/E/C/O), to supervise the job being done. This, however does not relieve master and C./E of their ultimate responsibility.

COORDINATION WITH CLASS AND FLAG ADMINISTRATIONSDepending on the nature and location of repair, all surveys shall be planned and

completed within the window period, without undue delay to the vessel. However depending on the voyage schedule, survey status and future trading pattern survey shall be undertaken in other ports with the concurrence of the concerned suptd.

Master and C/E to ensure that there is no communication gap between supdt, local office, agents surveyors and other concerned parties. Depending upon the schedule of completion of job, the master and C/E shall inform super/Agent regarding on the readiness of vessels departure.

ATTENDANCE OF TRIALS AND TESTINGOn completion of work, the respective system, equipment or machinery shall be

tried out to ensure repairs carried out are satisfactory. Any repairs to hull and machinery required in order to retain class must be carried out to the satisfaction of the designated classification society.

FULL REPORT OR ACTUAL REPAIRS EFFECTED FOR RECORD PURPOSES

On completion of repairs all correction/ deletion in the repair sheet, completion copies of work done certificates shall be initiated by concerned officers. While signing work done certificates shall be initiated by concerned offices. While signing work done certificates, master and C/E shall advise repairing of he requirement to forward the bills to the company H.O. along with his quotation copy of work done certificate and repair spec record of repairs carried out including details of R.Hrs (where applicable) spares consumed and other observations (during surveys) should be made as a report which may serve as a guideline for future reference.

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216. Briefly explain the objectives of planned preventive maintenance. Indicate the areas where planned preventative maintenance can be applied effectively on ships. How is the work planning and scheduling carried out.

Ans) The objectives of planned preventive maintenance are:-

Safety, quality and efficiencyStandardized maintenance scheme for the fleet

Phased and balanced overhaul schedules

Prevention or atleast greatly reduced, breakdown of equipment

Optimization use of man power, machinery and money

Proper control of spare parts and stores inventory on board

Planned preventive maintenance can be effectively applied on ships in the following areas:

A) Main Engine:

Every 500 hours

1) Clean turbocharger air filter

Every 1000 hours

1) Clean under piston and scavenge spaces change scavenge valves

2) Inspect piston, piston rings and liner through scavenge ports. Check if cylinder C.O. is flowing into the liner.

3) Carryout Crank case and camcase inspection

4) Do function test of all alarms/cut outs

Every 2000 hours

1) Send L.O. samples for analysis

2) Check main and cross head bearing clearance

3) Grease M/E fuel links

Every 4000 hours

1) Check overhead fuel valves

2) Overhaul starting air valves and exhaust valves

3) Check tightness of cylinder head units

4) Change governor oil.

5) Clean air cooler

Every 8000 hours

Decarbonisation of cylindersOverhaul automatic starting air valveOverhaul exhaust valve hydraulic actuatorsCheck/adjust fuel pump timingOverhaul fuel pumpTest cylinder head relief valvesOver haul turbo chargesCheck/adjust tightness of holding down boltsCheck thrust bearing clearance

Every 32000 hoursRepublic fuel pump plunger and barrel

B) Auxiliary EngineReplace fuel v/vs with overhauled onesClean turbo charger air fitter, L.O. filters, rocker arm tank filter and FO filtersRenew turbo charges and governor tube oilDo crank inspection

Every 2500 hoursReplace exhaust valves with overhauled onesOverhaul fuel pumpsSend L.O. samples ashore for analysisClean air cooler, L.O. cooler and J.C. water coolers S.W. sides

Every 8000 hoursDecarbonisation of all unitsA/E turbo charger overhaul

C) Steering gearDailycheck oil level in day tank and replenish if required

check for oil leakage, abnormal noise and for vibration from the steering gear

lubricate rudder carrier bearings with greasecheck telemotor complinglubricate telemotor linkagescheck failure alarm

Once in 3 monthsCheck/clean if required hydraulic line filters

Check steering gear motor insulation

Check communication between Engine Room/bridge/steering flat

Try out emergency steering

More that rudeler from hard port to hard starboard with individual pump as well as both running and record time taken

Check safematic system

Electrical EquipmentAll running motors to be checked for current drawn and signs of overheating

1) All running alternators to be checked for current, voltage, frequency, power factor , load and signs of overheating (Check winding temperatures)

2) Motor bearings to be lubricated once in 3 months3) Fixed and moving contacts in contractor panels to be checked once in 3 months4) All trips o be tried out at their rated valves at least once a year5) Black out test to be done once in 6 months6) Check for presence of earth fault on MSB daily7) All electrical fittings including light fittings on deck and in ER to be properly

secured. Missing/broken shades to be replaced. No loose wiring shall be accepted

8) Main switch board to be cleaned once a year and tightness of the connections checked

9) Insulation of all electrical equipment to be checked and recorded once in 3 months

10) Terminal boxes must be watertight cable entry/exit points to be sealed with sealing compound.

11) Shore connection box and circuit breaker to be maintained in good order12) Motors to be overhauled in such a manner that in 5 years all the motors will be

overhauled.Air compressors:

Every month (1) replace LP and HP valves overhauled ones(2) Clean air filter(3) Try out alarms and trips

(4) Drain crank case oil. Clean sump. Do crankcase inspection. Put new oil in crankcase

PurifiersOnce in 3 months 1) Dismantle purifier. Clean all parts. Box back with new orings

and gasketsDrains gear oil clean gear case. Check gears. Take new oil in gear case

Pumps and all equipment to be dismantled as per continuous survey of machinery (CSM) requirement. Emergency equipment to be fried out and maintenance done as per instructions given in safety register work planning and scheduling is to be done based on preventive maintenance schedule in use on board. Also other factors have to be considered. E.g. If port authorities require that main engine to be on 10 minutes notice then no maintenance can be done on main engine

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217. Illustrate the key issues in new ship building contract negotiations. How to estimate “risk analysis” and how to reduce your exposure? State the contract terms which really matter and the pitfalls to avoid in such negotiations.

Ans) Key Issues in New Ship Building Contract negotiations are as follows:With reference to ship building risk analysisRisk analysis is employed in its broadest sense to include risk assessment risk management and risk communication. Risk assessment involves identifying sources of potential harm, assessing the likelihood that harm will occur and the consequences if harm does occur.Risk management evaluates which risks identified in the risk assessment process require management and select and implements the plans or actions that are required to ensure that those risk are controlled.Risk communication involves an interactive dialogues between slake hot orders and risk assessors and risk managers which actively inform the other processesRisk Analysis = Risk Assessment

Risk Management Risk Communication

Risk analysis plays an important role in ship building as at its various stages risley jobs have to be taken up.Hence before going through with the job it has to be thoroughly analysed using risk analysis method on doing so this job can be carried out successfully.

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218.Explain Conversion Contracts. “Conversion contracts are known to be different and of greater risk but still have some over-riding advantages over other contracts” – Substantiate the statement with due reasoning. State the particular problems associated in such contracts.

Ans. a) The ship owner seeking additional tonnage can overcome the problem by employing shipbuilding and repair methods to convert an existing ship into the vessel he needs. The market for ship conversions is nevertheless distinct from that for new buildings. Although the work undertaken in a large scale conversion project are essentially those of construction rather than refurbishment and maintenance, conversion is usually regarded as a specialised area of ship repair, rather than as an adjunct of the new building industry. Conversion techniques are now widely applied and the vessel in question may range in size from a small trawler to a very large crude carrier, the work involving minor modifications to machinery and equipment upto a full scale rebuild of her hull and superstructure. For eg., the insertion of a new midsection to increase length and deadweight, adaption of large tankers as floating production storage and off-take (FPSO) vessels for the oil and gas sector.

Nature of the Conversion Contract:- In common with non-marine construction contracts, conversion contracts are categorised in English law as “mixed” contract for the provision of work and materials. In this respect they differ somewhat from shipbuilding contracts, which (as previously noted) have historically been treated by the English courts as agreements for the sale and purchase of goods.

Contracts for work which involve the supply of materials are governed by the common law, as supplemented and amended by the Supply of Goods & Services Act 1982 & the Sale and Supply of Goods Act 1994. In the absence of contrary arrangements between the parties, such contract are as regards any materials supplied there under, subject to the same implied terms as arise under a contract for the sale of goods, i.e., the materials must be of “satisfactory” quality and “reasonably fit” for any particular purpose expressly or impliedly made known to the contractor.

The standard is nevertheless capable of being varied by agreement between parties and will in particular, be inapplicable to the extent that the contractor has specifically agreed to achieve a given result. eg; a particular speed or deadweight for the vessel as converted.

The key terms of the Conversion Contracts:- Unlike the new building industry, there is no standard form of contract in widespread use for large scale conversion projects. Most such project proceed on the basis of an ad hoc agreement negotiated between the parties directly and containing terms dealing with the following issues of fundamental importance.

The Scope of the Work:- It is obviously vital that the parties should agree upon the precise scope of the contract works before they are begun. In practise this is usually achieved by incorporating within the framework of the contract, a detailed technical specification, often incorporating a no. of the principal plans and drawings outlining the contract works.

In addition, the contract will normally lay down the standard to which both the conversion works and the completed vessel must conform. The contract may seek to define the contractor’s quality obligation, to ensure upon redelivery the vessel will have secured both a defined classification status and any necessary approvals of the National and International regulatory

authorities which will licence her operations. The allocation of “Interface risks” will often be separately addressed.

If it is intended that the contractor should bear all of these risks, it will usually be sufficient to provide simply that it shall do whatever is required to convert the vessel to meet the requirements as to description, quality & performance contained in the specification. Where alternatively, it has been agreed that the contractor should be afforded a measure of protection against these risks, the contract may provide for specific representations and warranties by the ship owner as to the condition and performance of the vessel(or the accuracy of her plans and drawings) before the commencement of the conversion works. In such event the contractor will usually be entitled to recover from the ship owner any additional costs he has incurred by reason of a pre-existing ‘defect’ in the vessel in breach of such a representation or warranty.

Price:- In any substantial conversion project it will usually be agreed that the works detailed in the specifications should be undertaken for a “lump sum” price, which is usually payable by the ship owner in instalments linked to completion of specific stages of the conversion work.

Time Frame:- There is an agreement for “redelivery date” where the work should be completed by a defined date. In the event of delay the contractor will pay liquidated damages to compensate the ship owner for the continuing loss of use of the vessel. Furthermore, when the delay exceeds a certain agreed period, the ship owner will usually be entitled to rescind the contract and assuming that this is practical at the time of such rescission to remove the vessel in order to complete the works elsewhere.

Force Majeure:- In the event of delay in completion of works by reason of events beyond the contractors control, the Redelivery Date is automatically extended by an equivalent period. However, in order to ensure that the contract is not potentially “open ended” it is also usual for the parties to agree upon a “cap” on the total Force Majeure delay which is claimable by the contractor; where the “cap” is exceeded, the ship owner is again permitted an option to rescind the contract.

Title To The Works:- The agreement for the Title of Ownership of the materials which are added to the vessel in the course of the conversion works to pass to the ship owner as soon as these have been unconditionally “appropriated” to the contract.

Where title does pass in this fashion the contract will often specifically provide for a lien over the materials in question to secure the contractor against non-payment of the contract price. In certain jurisdictions and depending upon the nature of the works undertaken, the contractor may in any event enjoy a ship repairer’s lien, which will permit him to retain and possibly to sell the vessel by way of security and enforcement of his claim for the unpaid portion of the contract price.

RISK OF LOSS AND INSURANCE:- It is obviously vital for the parties to agree in their contract how the risks of physical loss or damage during the contract works are to be allocated between them. In the event of a loss the ship owner will accordingly seek recovery in the first instance from his own underwriters who will thereafter normally be subrogated to the ship owner’s contractual rights (if any) against the contractor

Contractor’s Warranty:- It is customary though in practise varies in respect it is common for the contractor to limit his liability to the replacement of his defective materials or workmanship and

to accept no responsibility whatever for any loss or damage of any description caused to the ship owner by reason of the same.

Rescission:- Both parties will wish to incorporate in the contract provisions dealing with the legal consequences of a serious default by the other.

Law and Jurisdiction:- It is obviously in both parties interest to agree upon the law governing the conversion contract and a mechanism to resolve their differences. As in the shipbuilding sector, the usual forum is arbitration but is equally possible for the parties to agree to resolve their dispute by litigation. The alternative or additional approach is to agree that all disputes of a technical nature should be submitted for determination by an expert, acting as such and not as an arbitrator.

b) This is a type of contract where one type of vessel is converted into another type. For eg A FPSO, FPU or MST (Multipurpose shuttle tanker) which are generally known as floaters are either converted tankers or barges, or specifically designed fixed storage facilities. The conversion and design of floaters is a growth industry for shipyards and the offshore engineering industry and has been for the past few years. FPSO vessels come in many shapes and sizes and are designed or converted with a specific field in mind. There are some risks involved as well.

For eg. There are a number of different offshore structures of the floating type. Like FPSO, the drill ship, the semi submersible, the tension leg platform (TDL) and the span. The span is a cylindrical structure that is designed so that by buoyancy and controlled ballasting the majority of its body remains beneath the water. Hence the risk involved in conversion since the wave height at depth is lower than wave height on the surface it means that span needs to be converted in such a way that it has good stability and will not capsize. It has to be suitable for harsh weather and hurricane conditions.

FPSO's have a large deck for loading equipment. Semi submersible and TPL are very sensitive to deck cargo. On the other hand FPSO's have a bigger leave than a TPL or open platform. Apparently there is one FPSO mooring line every 6 years. There are different types of mooring systems. Some are centenary (chains) and tensions systems Flexible risers are very expensive.

Some factors which make the conversion of a tanker to a floater very attractive.

Speed is important Developers want oil to go from the field to the market as quickly as possible. Drilling technology has advanced to the point that no reservoir is considered too difficult or remote and the increased costs floating production means that mono hulls can be rushed to the field as quickly as possible.

New technology has meant that field can now be developed on a commercial basis where previously that was not the case Eg. by introduction of horizontal drilling techniques and the improvements in sub sea equipment.

Hence it follows that conversion of a tanker to an FPSO vessel presents a more cost effective way to develop a field in many cases.

Contractual Relationship

There will be one contract between the SPC or state petroleum company and field developer (tD) and then a contract between the FD and all contractors in the field including the FPSO operator.

Assure a contract providing for the conversion and fabrication of an FPSO unit to be hooked up on side and to operate there for a minimum of 5 years, with option to renew for a further period of 4 one year periods. The bidder is a consortium that includes the original tanker owner. The field is intended for one WHP one FPSO with 6 subsea wells feeling into it. The bidders are not responsible for the installation of WHP as that will be achieved either by the FD or another operator, but they are responsible for the installation and subsequent maintenance of PLEM, risers and mooring equipment and FPSO. It is impossible to dor more that just Sketch out the alternative contractual arrangements that the parties to the project can agree to regulate their affairs

An FPSO contract between the resource developer and the FPSO owner.

Such contracts normally have a identifiable stage.

i) The conversion phase

ii) The mobilization phase

iii) The utilization phase

iv) The demobilization phase

Hull conversion can include installation of brackets for strengthening

Engine conversion may include complete removal of engine.

Design and fabrication of topside processing equipment including flare.

Design and fabrication of turret and mooring system.

Accommodation and installation of helipad main deck.

Different between conversion contracts and other types.

The first difference is that the project will involve the blinding of old and new designs and materials within a single structure which there after has to operate as an integrated hull. There is an interface between the old and new materials which do not occur in the context of a new building project and which may give rise to technical and commercial problems.

Secondly it is the owner who is responsible for supplying the new materials and even when the yard does so, someone has to ensure that the new material will be compatible and fit for the intended purpose of the converted vessel.

219

219. Enlist the salient requirements by the new BIMCO Repair form. Highlight (i) Evolution and its purpose (ii) BIMCO style and format (iii) Commercial balance (iv) Distinctive features (v) Availability.

Ans.

(i) Evolution and purpose of BIMCO Repair form

In May 1999 BIMCO’s Documentary Committee agreed to undertake the task of developing a standard ship repair contract. The primary objective was to create a repair contract that was simple, concise and balanced, appealing to repair yards and owners alike; a flexible contract readily adaptable to individual jurisdictions, and one which would have real international and commercial appeal.

The sub-committee appointed to develop the Standard Ship Repair Contract, code named REPAIRCON, consisted of shipowners, technical experts, insurance representatives (from P&I clubs and the International Underwriters Association) and maritime lawyers. During the development process the sub-committee consulted with a number of ship repair yards and their legal representatives.

(ii) BIMCO style and format

Part I

Part I of REPAIRCON is set out in the traditional BIMCO box-layout style. The boxes are used to enter details that are intended to cover the main commercial terms that the parties would need to agree at the time the contract is concluded. It should be noted that for convenience the boxes, where appropriate, contain cross-references to the relevant clauses found in Part II.

Box 1 - Place and Date

As is common practice, the date and place (normally the name of the city) of the formation of the contract is entered in this box.

Box 2 - Owners (Full style and address)

The shipowners’ name and full postal address should be entered in this box along with contact details such as phone, fax and e-mail, if applicable. If a third party ship manager on behalf of the owners concludes the contract, then the name of the vessel’s owners “c/o” (i.e. “care of”) the manager’s details should be entered in Box 2. The owners’ signature box at the bottom of Part I should indicate clearly, if signed by the ship managers, that the managers are signing as agents for and on behalf of the owners.

It is important to note that Box 2 requires the owners to declare whether they are or are not the bareboat charterers of the vessel. This distinction is made to ensure that the contractors are aware of any potential credit risks that may arise as a result of contracting repairs with a party other than the registered owners of the vessel.

It should be noted that although BIMCO is aware of the potential difficulties that contractors might have with bareboat chartered vessels (as mentioned above), it was felt that it would be inappropriate to try to cover terms of security in a general-purpose repair contract. REPAIRCON is designed for international use and therefore the payment terms applied by users will differ from jurisdiction to jurisdiction. BIMCO believes that the most practical solution is for contractors to ask for terms of security on a case-by-case basis when concluding a contract.

Box 3 - Contractors (Full style and address)

The contractors’ name and full postal address should be entered in this box along with contact details such as phone, fax and e-mail, if applicable.

Box 4 - Vessel’s name

The full name of the vessel plus any descriptive prefixes, such as “m.v.” or “t.s.s.” should be entered here.

Box 5 - Contractors’ Yard

The contractors, whose business address and contact details are stated in Box 3, may have more than one repair yard. For this reason it is important that the address details of the actual repair yard in which the repairs will take place is stated in this box.

Box 6 - Contract Period

The period to be entered here is the agreed amount of time for the repairs. The period will run from the first working day after the delivery of the vessel to the yard. The stated period will vary depending on any additional work or reductions in work agreed or due to delays stated in Clause 8 (Disruption).

Box 7 - Vessel’s description

The vessel description required in Box 7 is a summary of the key characteristics of the vessel such as flag/year built; port of registry and deadweight.

Box 8 - Delivery Date

The anticipated date of delivery of the vessel to the contractors’ yard should be entered in this box. This date may change for a variety of reasons after the contract is concluded and it is the owners’ responsibility to keep the contractors fully advised of any change to the expected delivery date.

Box 9 - Cancellation Date

The Cancellation Date is the agreed latest date on which the vessel can be delivered to the contractors’ yard. If the vessel is delivered after 1500 hours on the stated Cancellation Date, the contractors will have the right to cancel the contract and recover certain costs and expenses incurred.

Box 10 - Contract Price and currency

The Contract Price stated in Box 10 is the amount agreed by the parties for the work to be carried out under the contract. The actual amount will vary from the Contract Price depending on any subsequently agreed additions or reductions to the specified repair work. The currency in which the owners will pay the Contract Price should also be stated in this Box. If any reductions are agreed then the owners will be credited with any cost savings in the currency stated. As per Clause 5(b)(i) the Contract Price is to be paid free of all taxes, bank charges, and exchange control regulations.

Box 11 - Overtime periods and rates

The intention is that the Contract Price stated in Box 10 for the work to be carried out will be calculated on the basis that the work will take place during normal working hours. Box 11 should contain details of what periods lie outside “normal working hours” and what rates will then apply.

Box 12 - Owners’ Representatives

The names of the owners’ appointed representatives should be stated in Box 12. If the owners wish to appoint a new representative during the performance of the contract they should inform the contractors in writing. If Box 12 is left blank, then the vessel’s Master will be assumed to fulfil the role on behalf of the owners.

Box 13 - Guarantee period in months

The period of the guarantee is subject to the agreement of the parties and the total number of months should be entered in Box 13. The Guarantee Period runs from the date of completion of the repair works.

Box 14 - Payment terms

Box 14 is the largest of the boxes contained in Part I of REPAIRCON, reflecting the fact that payment terms are usually individually negotiated and will reflect the duration and complexity of the contract. In practice, the payment terms vary between short and simple contracts where payment is usually made at redelivery, to more complex and lengthy contracts where payments are usually made by installments during the contract period, as well as (by way of credit) after redelivery. If credit terms are being offered, especially if the “Owners” are bareboat charterers, it may be appropriate for the Payment Terms to include a requirement for security to be provided by owners.

Box 15 - Total liability

It is common practice for contractors to cap their liability to a maximum figure. Consistent with the balanced approach of REPAIRCON, not only is the contractors’ total liability figure to be agreed at the time of negotiation, but the owners will be entitled to set a contractual limit on their own liability.

This Box is split into two sections to allow a total liability figure for each party to be entered separately. It should be noted that the limit of the contractors’ liability arising out of or in connection with the contract excludes any liability under the guarantee provisions.

Box 16 - Liability for late redelivery

It is also common practice for owners to expect a ship repairer to pay liquidated damages for every day of delay beyond the contractual repair period (as may be extended by various events such as force majeure). It is also usual for the liquidated damages to be capped, either to a stated figure or to a percentage of the original contract price. Consequently, two figures should be entered in Box 16: The first figure is the agreed daily rates in the event the contractors delay redelivery of the vessel beyond the end of the Contract Period. The second figure is the maximum amount the contractors should pay due to delays in redelivering the vessel. It should be noted that the maximum amount stated in Box 16 should not exceed the contractors’ total liability figure stated in Box 15(a).

Box 17 - Interest rate

If the parties agree to payment terms that require installments to be paid and the owners fail to make payments on the due dates, then the contractors will be entitled to charge interest on the outstanding sum at the interest rate per annum stated in Box 17.

Box 18 - Dispute resolution

Completion of Box 18 determines the applicable law and jurisdiction governing the contract consistent with the provisions of Clause 12 (BIMCO Dispute Resolution Clause). It is important that this Box is filled in correctly, especially if the parties intend that the law and jurisdiction governing the contract is to be other than English law and London arbitration (which is the default should the parties fail to make an election or make an inappropriate election). It should also be noted that the mediation provisions of Clause 12 would apply in all cases.

Box 19 - Redelivery Termination Date

The completion of Box 19 is optional as it is recognized that in many circumstances the amount of work to be carried out on the vessel may change significantly after the vessel arrives at the yard - thus making the definition of a termination date impractical.

However, there will be circumstances where the owners may have an absolute commitment for the employment of the vessel and will need to have the contractors’ agreement to a Redelivery Termination Date. It should be noted that as a safeguard for the contractors, even if the parties agree to a redelivery termination date, this date might automatically be extended or shortened to reflect alteration to the Contract Period occasioned by additional works or reductions and permitted disruptions.

Box 20 - Numbers of additional clauses attached, if any

This Box should be used to insert the numbers of any additional clauses added to the contract by the parties. By listing the numbers of additional clauses in Part I the parties are agreeing that in the event of a conflict of conditions, the provisions of the additional clauses shall prevail over those of Part II.

REPAIRCON Part II

Part II of REPAIRCON consists of a set of commercial terms that provide a contractual framework against which the main terms are agreed. It is open to the parties to amend the Part II terms, by deleting parts thereof and/or by adding their own terms by way of additional clauses (see Part I, Box 20). Nevertheless, changes to the liability provisions could disturb the carefully balanced allocation of risk and responsibility between the respective parties. Where appropriate, each clause contains a cross-reference to the relevant boxes in Part I of the form as well as general cross-references to other clauses contained in Part II.

(iii) Commercial balance

The publication by BIMCO late last year of a standard ship repair contract, code named REPAIRCON, attracted worldwide interest among owners and repair yards. As a convenient alternative to the traditional printed form, BIMCO has now launched an electronic version of REPAIRCON for use with its innovative Internet-based charter party editing system, idea 2003. Shipowners and repair yards can now conclude repair contracts online and exchange finalized documents by e-mail. The system, which works on a pay-per-print basis, offers a quick, easy-to-use and cost effective alternative to the normally laborious task of manually drawing up a contract. idea 2003 is available to members and non-members of BIMCO alike on an annual subscription basis. The system contains a library of 43 different popular shipping forms ranging from REPAIRCON to traditional voyage charter parties, such as GENCON 94.

(iv) Distinctive features

One of the qualities of the ship repair industry is that repair facilities are literally spread across the globe. This, of course, is not surprising, given that ships traverse the globe and are susceptible to damage anywhere - particularly having regards to the widely different trades in which they operate and weather which they have to endure. There are some 16 centers of ship repair activity internationally, each with a separate pricing structure and significantly varying contractual terms. Each, of course, falls under separate legal jurisdiction. One of the key principles that REPAIRCON embraces is the capability for it to be used in separate jurisdictions. REPAIRCON also embraces mediation, enabling the possibility of disputes being settled without resort to arbitration or litigation with its attendant costs, frustration and use of management time.

It is hoped that in the volatile world of ship repair, where price is king, the measure of contractual uniformity that REPAIRCON brings may provide greater stability and clarity.

(v) Availability

According to idea’s Business Development Manager, Jan Henrik Monsen, “BIMCO has committed itself to a program of providing the industry with a broad range both of BIMCO and third party forms via the Internet. Because idea 2003 is not physically installed on your pc you can access your charter parties from any machine that has access to the internet. So if your computer breaks down you don’t lose all your charter parties, you simply log on to your idea 2003 account from any other computer and carry on working”. idea 2003 is currently used by over 580 companies in 53 different countries. For more information on how a company can benefit from using idea 2003 visit BIMCO’s web site at http://www.bimco.org/ .

220

220. With respect to key issues in ship repair contracts, illustrate (i) Payment terms (ii) Ambit of the specification and additional works (iii) contract period, liquidated damages and force majeure (iv) Guarantees and insurance (v) Termination events

Ans. Repair of the ship is a very vast and cumbersome process which required through knowledge and application by various parties working toward accomplishment of a job well and its specifications Basic terminology of various terms where are generally used for repair contracts as explained below :

a) Payment Term : The term and condition of monetary transaction in contract with the repair contract are formally undertaken and negotiated before any job may be started. This will apply as regards to how much has to be paid and when or in other words how much money need to be shelled out by the company throughout the jobs period and how much before the work starts. The payment terms will have to be streamline with the period in the repair yard. Therefore a yard taking 25000/ day for 6 days = 150000 $ while the other yard taking 30000 / day for 5 days and offering a discount of 10% = 135,000$.

Thus the terms will also contain stuff like discount and any other expenses.

All these terms will dead to finalize which yard the company will choose for the job.

b) Ambit of specifications and additional works : The specification and additional work will include matters like the name of the vessel, department and the machinery for which the work is to be done then the detail of the job specification will include stuff like valves pipelines length, not and bolts or any smallest of specification that will be required to accomplish the job.

The additional job specifications are those which are not covered in the major job specification. These additional jobs may be due to the defects found or occurred offer the preparation and submission of the major specification to repair yard.

There additional jobs are mainly concerning renewal of pipelines or over basis of valve of some new fitting as per any new regulation.

iii) Contract period ; liquidated damages and force majuere :

Contract period is basically the time spent by the ship in the yard if the ship is deluged by certain no of days in the yard over the contract period the owner are entitled compensation which is generally in the range of 10% (generally) but may vary from yard to yard. For claiming the same the company must keep all the copies of the contract with terms and conditions properly understood and signed.

Liquidated damages are those damages that the ship may come across in case the yard has to be shut down because of bankrupt by or on similar line hence the track record of the yard must be carefully taken into account before selecting the yard and also payment terms should be as such that the owners do not loss out much because of higher payment and the job done is too small.

Force major to the delay caused due to worker unrest or strike on the normal correcting day. The contract may add this in its leave as to what action to be taken in such matters indicating clearly if it happened for a few days or continued for longer period of time and what compensation to be paid to the owner.

iv) Guarantees and Insurance : Guarantees is like a promise that certain things will remain to work like or certain limits for the period expressed or stated. If something fail to work within such period the same will be replaced or provided with necessary spares. But in some cases the guarantees may ask the owner to return the damaged parts to as certain the cause of the damage.

Insurance is similar or supplementary to guarantee for older parts. An insurer will have new or old clause where in like guarantee a new spare part will be supplied in case of an incurred ship, which face damage like replacement of hull plates with new for the old damaged / corroded plates.

v) Termination Event : Those are the events or causes that are broadly listed in some cases expressed (as per existing narrow) as to when the repair contract ceases to remain or the contract becomes void. This can be true for both ship owner or yard.

The causes may be :

1) Unnecessary delay by the ship

2) Unnecessary delay by the yard.

3) Ship may require the services of dry dock and in this case unavailability of the dock.

4) Payment not as per terms but slow or non-existent

5) Yard going towards bankruptcy

6) Strike / workers unrest in the yard.

7) Emergency in the state and not following work to be done in the yard, can also lead to the termination of contract.

221

221. With reference to engineering economics, explain (i) Time value of money (ii)Present worth comparisons (iii) Rate of return calculations (iv) Replacement analysis. How best these terms are related to ship repair/ ship building?

Ans) (i) Time Value of Money: Engineering economy adjusts for the time value of money to balance current and future cash flows. The time value of money refers not at this point o inflation an increase in the cost of goods services but to the fact that $1 today is more valuable than $1 one year (or more) from now, because $1 today has the powers to earn interest for the owner.Engineering economy adjusts for the time value of money through the use of formulas that ‘discount’ future cash flows, using an appropriate interest rate, so that they are equivalent to present cash flows.(ii) Present Worth Comparisons: Three criteria that apply to all of our comparison techniques (1) for fixed input situations maritime. The benefits or other outputs (2) for fixed output situations minimize the cost or other inputs (3) where inputs and outputs vary maximum=benefits-costs

Present worth comparisonSituations Criterion

Fixed input Amount of capital available fixed Maximize present worth of benefits

Fixed input $ amount of benefit is fixed as fixed outcome

Minimize present worth of costs

Neither fixed Neither capital nor $ benefits are fixed

Maximize net present worth (NPW)

Applying present worth techniques:With PW comparison the comparison period used is a major consideration. Several cases

Useful life the alternative(s) equals the comparison period

Alternatives have useful lives different from the comparison period

The analysis period in infinite or long enough to be treated as infinite n=Q

Assumptions in solving Economic analysis problems

End of year (or period) convention (simplifies calculation)Viewpoint (generally the firm)Sunk costs (part has no learning)Borrowed money (consider investing only)Effect of inflation (princes are not stable)Income taxes (must be considered for realism)

(iii) Rate of return calculations: Cash floe rule of signs are. This happens when we convert initial rate of return equation to a polynomial then by Descartes rule.

No of sign changes, m No. of positive values of X0 01 12 2 or 03 3 or 14 4,2 or 0

Cash flow rule of signs expands on this notion There may be as many positive values of “i” as there are sign changes are counted when 70 – 70 +A zero cash flow is ignoredZero sign changesReceiving a giftGinning your friend a loan and not being paid leaveIn either case no “I” can be computed

Solving for Rate of returnUse an “external rate of return” to adjust cash flows so that we have only one sign changeExternal interest rate in almost like a money market rate and is different than the MARRMove the least amount of the cash flow forward that you can to eliminate all but one sign change (Note: cannot move negatives cash flows forward)(iv) REPLACEMENT ANALYSIS: Replacement analysis forWhen should a new ship/equipment replace the existing ship/equipment?When should a process be redesigned?When should a product redesigned?

The most common question asked in industry is when should the existing be replaced?Replacement analysis termsDefender-the existing equipment of ship previously implementedChallenges- The proposed replacement currently under considerationAspects of replacement analysis1) Using available data to determine the analysis techniques2) Determining the base comparison between alternatives3) Using analysis techniques when:Defender marginal cost can be computed and is increasingDefender marginal cost can be computed and is not increasingDefender marginal cost is not available

4) Considering possible future challenges

5) After tax analysis

The replacement problemEngineer replace the existing due toObsolescence-technological changeDepletion loss of market valueDeterioration wear that is overly expensive to repair

Issues consider before startingIs it morally or ethically right o do this project?If a unit fails must it be removed permanently from services? Or repaired? Are st by units available if the system should failDo components or units fail independently of the … of other componentIs there a budget constraint?In the event the unit can be repaired after failure is their a constraint on the capacity of the repair facility?Is there only our replacement allowed over the planning horizon? Are subsequent replacements allowed at any time during the study period?Is there more than one replacement unit (price and quality combination) available at a given point in time?Do future replacement units differ are time? Are technological improvements considered?

Is preventive maintenance included in the model?

Are periodic operating and maintenance costs constant as variable over time?

Are income tax consequences considered?

Identify the defender and the list challenges product, machine, process, personnel and mix

Replacements analysis technique #1: Defender marginal costs are increasing replace when the marginal cost of ownership of the defender in more than the EVAC of the challengeReplacement analysis technique #2: if the replacement repeatability assumptions holds compare EVAC of the defender asset its minimum cost life against the EVAC of the challenger at its minimum cost life.Replacement analysis technique #3: compare the EVAC of the defender over its stated life against the minimum EVAC of the challenges. Here defining defender and challenger first costs can be an issue:Trade in value is not a suitable valueAppropriate value is the market value

222

222. With reference to ship repair/ ship building, and engineering economics explain the terms (i) Risk analysis (ii) Break even analysis (iii) Sensitivity analysis (iv) Multi stage sequential analysis (v) Multi attribute decision making.

Ans. Risk Analysis:- Risk Analysis is employed in its broadest sensitivity, include risk assessment, risk management and risk communication. Risk assessment involves identifying sources of potential harm, assessing the likelihood that harm will occur and the consequence if harm does occur.

Risk management evaluates, which risks identified in the risk assessment process require management & selects and implements the plans or actions that are required to ensure that those risk are controlled.

Risk communication involves an interactive dialogue between stake holders and risk assessors and risk managers which actively informs the other processes.

Risk analysis = risk assessment + risk management + risk communication

Risk analysis plays an important role in ship repair/building, as at its various stages risky jobs have to be taken up. Hence before going thru with the job, it has to be thoroughly analysed using the risk analysis method. On doing so, this job can be carried out successfully.

Break-even analysis:- It is a technique widely used in production management. It is based on categorising production costs between those which are ‘variable’(costs that change when the production output changes) and those that are fixed,(cost not directly related to the volume of production).

Total variable and fixed costs are compared with sales revenue in order to determine the level of safe volume, sale value or production at which the business makes neither a profit nor a loss known as the break-even point.

$ A

P

Break-even Variable cost

B

loss profit Fixed cost

O

Q Output

The line OA – variation of income at varying levels of production.

OB – total fixed cost.

As output increases, variable costs are incurred, meaning total cost (fixed + variable) also increases. At low level of output, costs are greater than income. At the point of intersection, P, costs are exactly equal to income and hence neither profit nor loss is made.

Fixed Cost:- It is not related to the level of production. E.g. research and development, marketing, rent, etc.

Variable Cost:- They vary directly with the level of output. They represent payment related inputs such as raw materials, direct labour, etc.

Sensitivity Analysis:- It is the study of how the variation in the output model can be apportioned qualitatively or quantitatively different sources of variation.

Sensitivity analysis can be used to determine:

The model resemblance with the process under study

The quality of model definition

The region in the space of input factors for which the model variations is maximum

Interaction between factors

Sensitivity analysis can help in a variety of other circumstances which can be handled by the setting illustrated to identify critical assumptions or compare alternative model structures, quick future data collections, defect improvement criteria, optimize resources allocation, model simplification.

Multi-stage sequential analysis:- Methods for investigating the influence of an early development process on a latter process. Conventional growth modelling is found inadequate but a general growth mixture model is sufficiently flexible. The growth mixture model allows prediction of the later process using different trajectory classes for the early process.

Multi Attribute Decision Making:- In multi attribute decision making problems, the decision maker is often faced with the problem of selecting alternatives, that are associated with non commensurate of conflicting attributes, MADM, arises in many real world situation, e.g. production planning problems, attributes such as production rate, quality and cost of operations are considered in the selection of a satisfactory plan.

The approaches to solve MADM problem can be classified in to three categories according to different forms of preference, information given by a decision maker.

7) the approaches without preference information

8) the approaches with information on attributes.

9) The approaches with information on alternatives

223

223. With reference to project cost estimation towards a major ship repair with multiple activities, explain (i) Cost groups (ii) Cost parameters (iii) Work breakdown structure (WBS). How best in your opinion these modules assist towards an optimum ship repair cost estimation?

Ans. Generally major ship repairs are carried out in dry-dock along with intermediate docking survey or 5-yearly docking survey or may be independently.

d) Cost Groups :- With reference to major repairs cost estimation, cost groups are made for the jobs to be carried out to ascertain the time/cost quotation from repair yards. The cost groups are:

1) Deck: which includes-

i) Hull, tail shaft, rudder

ii) Anchoring and deck machinery

iii) Cargo gear

iv) Tanks – cargo, fuel, ballast, slop

v) Accommodation

2) Engine :

i) Main & Propulsion machinery

ii) Boilers (main & auxiliary)

iv) IGS

v) Engine room tanks

vi) Engine room Auxiliary machinery

3) Electrical : which includes engine, deck, accommodation, bridge, galley, etc., related jobs.

4) Automation, Controls and Instrumentation related jobs.

e) Cost Parameters : Cost parameters are those parameters which defines limits and scope of activity, such as :-

1) Breakdown maintenance or damage repair cost

2) General repair and maintenance cost

3) Spares procurement cost (only necessary spares)

4) Stores cost

5) Agency cost (i.e. agency fees)

6) Classification Surveyors fees

7) Repair yard cost (dry dock fee for dry-docking)

f) Breakdown Structure : means break up of jobs and hence their cost for dry-docking repairs to obtain the time needed (which includes period of repair, dry-dock and lead time in weeks) as well as to obtain the repair

cost and additional jobs quotations from the various yards. Then the best suited quotations are selected and the yard informed.

A general work Breakdown Structure is as follows :-

Engine

1) Main engine / main turbine

2) Auxiliary machinery including generators, aux. condensers, steering, engine room pumps and pipes etc.

3) Aux. boiler work without re-tubing

4) Boiler survey, soot blowers and chemical cleaning.

5) Additional specifications boiler work

6) IGS

7) Electrical motors and switchboard

8) Electrical – Additional specification

9) COP control and valves

10) Machinery controls, E/R instrumentation for M.E., Boiler, etc.

11) Additional specification for boiler controls.

12) Navigational equipment

13) Radio and equipment

14) Safety & equipment

15) Miscellaneous jobs if any

Deck

1) General expenses

2) Anchor and chain

3) Hull anodes and sea chests

4) Tail shaft

5) Painting

6) Steel / shell

7) Ballast tanks internal inspection / survey & anodes

8) Accommodation

9) Cargo gear, deck machinery

10)COP and stripper pumps

11)Tank washing machines and pipes

12)Misc. as per additional dry dock specs.

13)Hydraulic pipes and valves

14)Steel damage

A repair plan which is made by taking into account of or with consideration of cost groups, cost parameters and especially work breakdown structure helps in achieving an optimum ship repair cost estimation, by making use of the spares, facilities and manpower on board in an efficient manner within the minimum time.

By breaking up work / jobs in ‘repair plan’ it can be decided by the chief engineer which jobs can be done by the ship staff effectively, efficiently and within the stipulated time, to save part of total repair cost and hence optimum cost estimation can be made on the basis of received quotations from various repair yards

224

224. Illustrate ship repair management and its objectives. Enlist the list of services under ship repair management and highlight with (i) Assessment of ship repair quotations (ii) supervision during repairs (iii) Co-ordination with classification society and flag Administration (iv) attendance of necessary trials and testing (v) Full report on actual repairs effected for record purposes.

Ans. Ship Repair Management & its Objectives :The master & C/E should always try to carry out repairs & maintenance of

routine nature by initializing expertise, skill, equipment & material onboard.

In case shore workshop assistance is required, the superintendent shall be notified sufficiently in advance by giving a detailed repair specification. Depending on the nature of defect, additional information from the list given below shall be furnished.

1) Location / poet where repairs to be undertaken

2) Type of machinery or equipment

3) Maker’s detail

4) Serial number of specification.

5) Nature of defect

6) Nature of repair temporary / permanent

7) Items required for rectification

8) Job to be done onboard/ashore

9) spaces held onboard

10) Detail of accessory work involved like staging, gas free certificate, removal/ refitting of pipes, coolers, manholes etc.

11) Material & dimensions

12) Expected part stay

13) Is this defect covered under guarantee, Insurance or 3rd party damage?

14) Is this item attended / repaired earlier? If so, date / details of repair must be mentioned.

Instructions for preparing repair specification should be followed as laid down by the company. The allocation of the required workshop, at different parts, shall be done by the regional office/ agent, in consultation with the supt. at H. O.

Assessment of repair Quotation :Master & C/E, in consultation with the regional office / Agents, shall ensure that

the workshop, approved by the supt., is allocated. The workshop, approved by

the supt., is allocated. The workshop must be approved & empanelled by the company & have an approved tariff. flower, in an emergency, e. g., when part stay in limited, ship is held up & where supt. can not be contacted, workshop assistance is essential, for safety & productivity of the vessel, the job may be given to any locally available workshop (as a special case) without waiting for supt’s sanction workshops in foreign parts may not have approved tariff rates. This may involve job allocation on ad-hoc basis.

Master & C/F shall arrange to forward to supt :

Detailed scope of work on vessel, through agent.

Obtaining time/cost quotation, from reputed workshop.

Obtaining mgt. sanction, after quotations are tabulated.

Remittance of hands, through the agents.

The quotation (if from more than one w/s) should be accessed, by taking into account the reputation of the cost of manpower & material. A sound judgement is arrived you in a position to decide the best quotation.

Supervision during repairs :During repairs, master shall be responsible for safety of the vessel, offices &

crew members. Chief Engineer shall continue to be responsible for the safety of E/R machinery spaces & other spaces under his specific charge. The repairs specification, with all details, namely materials / dimensions shall be handed over to the repairers & the job explained at site, to ensure that the workshop has understood the job.

Job progress shall be communicated o supt. on a daily basis. Master & C/E shall ensure, that all safe woking practices are adopted & hot work is done in an approved way. Escape routes, communications, warning signs should be discussed with all repair personnel, who are working onboard. The Master & C/E may delegate supervisory responsibility to a responsible offices (c/o 2/E) to supervise the job being done this, however does not remove the ultimate responsibility.

Co-ordination with class & flag Administration :Depending on the nature & location of repair all surveys shall be planned &

completed within the window on the voyage undue delay to the vessel. However depending on the voyage schedule, survey status & future trading pattern survey shall be undertaken in other parts with the consurence of the concerned supt.

Master & C/E to ensure that there is no communication gap between supt., local office, agents, surveyors & other concerned parties. Depending on the schedule of completion of job, the master & C/E shall inform supt./agents regarding on the readiness of vessels departure.

Attendance of trials & testing :On completion of work, the respective system, equipment or machinery shall be

tried art, to ensure that the repairs carried out are satisfactory. Any repairs to thrill

& m/cry reqd. in order to retain ‘class’ must be carried out to the satisfaction of the designated classification society.

Full report on actual reapirs effected pre record purpose :

On completion of repairs, all corrections/ deletion in the repair sheets, completion copies & work done certificates shall be initiated by concerned officers. When signing work done certificates, Master & C/E shall advise repairer, of the requirement to forward the bills o the company H.O., along with his quotation, copy of work done certificate & repair specification record of repairs carried out, including details, of running hours (where applicable), spares consumed & other observations (during surveys) should be made as a report, which may serve as a guideline for future reference.

225

225.With reference to key ship repair processes, as a chief Engineer on a ship undergoing major repairs, discuss the Predictive and Preservative Maintenance schedule repairs (iii) Ship conversions. Explain the due care, precautions and safety measures undertaken during above works.

Ans. Main aim of shipping is to provide an efficient service at an optimum cost. When considering any maintenance plan, the above aim should be borne in mind before carrying out any repair. The schedule of various repair/maintenance work to be undertaken in order to keep or restore every equipment to an acceptable standard.

Objectives of maintenance / repair schedules:

-- Ensure availability of equipment

-- Ensure an adequate level of machinery efficiency

-- Control rate of machinery deterioration

-- To achieve safety quality and efficiency

PREDICTIVE MAINTENANCE SCHEDULE:-

Before carrying out any predictive(planned) maintenance, the previous records/details and any technical bulletins related to equipments from the manufacturer has to be referred. The criteria for predictive maintenance schedule shall be based on status and performance of various machinery and equipment as well as classification requirements. Comparison of performance parameters vis-à-vis machineries, ships trial data & recommended data shall be used for evaluation of repair requirement. While formatting schedules, following parameters should be included apart from other details stipulated in the respective machineries manuals. Following factors to betaken into account:-

Running hours since installation / last overhaul

Indicator cards & draw cards for M/E & A/E

Bridge gauge readings, bearing clearances

Crankshaft deflections for M/E & A/E

Analysis of boiler water tests, cooling water tests, lub oil tests

Classification requirements

Considering above factors, any major repairs to be carried out accordingly and concurrently with concerned superintendent

PRESERVATIVE MAINTENANCE SCHEDULE:-

This type of maintenance is carried out on equipment / machinery which are lying idle for long time, like boilers out of service for more than six months, any stby pumps etc. as well as for the steel structure & spare parts which require protection against corrosion, cargo & environment.

Descaling & painting of decks, tank tops, cargo holds, deck equipments, hull external, all tanks including double bottom tanks, cleaning of tanks, bilge

washing, painting of accommodation & machinery bulkheads shall be carried out so as to maintain vessel in good condition.

All necessary precautions have to be followed / observed before doing any repair works. Checklists should be completed first. Necessary personnel protective clothing / equipment to be worn at all times. In case of hot work, apart from personnel safety, surrounding area should be kept clean & safe; fire fighting equipment to be available at site, fire watch maintained. In case of hot work in a tank, it should be completely gas free, also adjacent tank should be gas free. Any major repairs involving a lot of people, all should be conversant with safety signals and escape routes. All escape routes should be well lit and free of obstruction. All safety and fire fighting equipment & life saving appliances should be in good working condition. Effective means of communication should be maintained throughout repair period. Jobs to be pre-planned taking in to account availability of spares, manuals, special tools, weather conditions, etc. also jobs should be assigned to competent personnel.

226

226. Dry docking is one of the most important activities that a vessel may come across. Hence good co-ordination & planning will be vital towards successful completion of dry dock.

The dry docking is governed by various factors

1) Classification society requirements

2) Statutory requirements

3) Condition of the vessel

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

1) Class, survey & statutory requirements.

2 Essential repairs

3) Projects or modification which show an economic benefit

4) Services supplied to the vessel during refit

The chief eng should inform the master.

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

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

3) Any requirements for pumping of black water, oil sludge to reception facilities & its arrangement.

4) Spare requirements as to what all spares as intended have arrived & what will be arriving

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

6) List of survey temp to be submitted to the master

7) Any special requirements like covering of vents, openings of tanks when grit blasting is performed

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

9) Communicate with the master as to be in touch with the company / superintendent as to any new requirements which the ship will fulfill after her dry docking eg. Annex IV compliance may be headed & some steps in this regard.

10) Any "rules" laid down by yard & to be followed. should informed to the ships personnel by master.

11) A pre docking tank cleaning & line washing plan to be informed by master to chief eng who it turn will co-ordinate with 2/E to mobilize the resources to carryout the operation.

12) All refit requirements to be submitted as stated with appropriate data e.g. pipe repair material, location, staging reqd. safety precautions etc.

The more specific these requirements the better as negotiation & rates called prior to entry into dock to get best price. The higher the deviation from jobs specs the more dock will charge because once unable the dock the yard has an upper hand & masseuses its profit by exploring deviations.

Delegation of responsibilities to E/R staff.

Preparedness for the same will start well in advance of the dry dock.

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

2) The preparedness will include brain storming sessions as to how to change over the m/c for ling lay up eg. changing over of M/E & Blr to Do.

Changing over to shore power cooling SW for fridge & a/c plant.

Method of sewage disposal.

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

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

5) All safety aspects discussed & safety precautions to be followed. Ensure safety standards of dock workers & request them to stop when you feel something they are doing is unsafe correct them if they do not listen call chief Engg.

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

7) 2/E & C/E to co-ordinate & divide various surveys which they will oversee.

8) Train Staff towards interpersonal conflicts among themselves shore staff at any time.

Inspection & checking with dry dock Authorities

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

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

3) The co-ordination & the availability of the surveyor to be properly co-ordinate.

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

5) All work to be conducted with company specific guide lines as regards to PPE & as per company ISM policy

6) Requirement for water in case some work to be under taken on forced fire fighting system. Also alternate press of fire fighting to be put in place prior to starting work.

7) Day to day planning meetings its location time & attendees to be discussed.

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

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

10) Any thing also not to the standards must be communicated to the authorities so that accidents may i.e. avoid eg. old damaged slug used for lifting heavy parts & equipments its use must immediately discontinued.

227

227. The vessel on which you are posted as a chief engineer is scheduled for dry-docking. Illustrate with reasoning what all due care you will undertake towards preparation of a defect list due to be sent to the head office ? Also what all inspections you will make and documents you will keep ready prior entering dry dock for successful utilisation of time and conduction of necessary repair/survey and dry docking activities ?

Ans) CARES TO BE TAKEN DURING PREPARATION OF DEFECTDefect list is a list of repairs or modifications which are to carried out during the

dry dock. The defect list should be prepared very carefully as it is a very important tool for the dry dock planning. The budget for the dry dock will be based on the defect list and also the contract with the yard and ordering of spares will be done on the basis of the defect list. Arrangement of maker’s service engineers also based on defect list. In order o successfully achieve the above tasks it is essential that the defect list is complete and detailed in all respects. This will avoid unnecessary delay and confusion during the dry docking period. It is good practice to prepare the dry dock period. It is a good practice to prepare the dry dock list on a continuous basis during the operation of ship; prior docking plans adding items as and when they came up during this period following details should be clearly specified in the description of each item planned for repairs.

Brief description of job to be doneLocation of the jobWhether any hot work requiredAny staging requiredAny requirement of gas freeing or ventilationAny external light requiredAny special tool required for he job

Any spares required for the job, also should be mentioned that the spares, consumables will be provided by yard owner.

After completion of job trial of machinery should be carried pout and should be specified in the detecting that who will carry out the test, owner or shipyard if yard owner’s representatives will witness it.

INSPECTION BEFORE ENTERING DRY DOCKThis includes checking of the defect list and adding any items if left out. Spare parts required to be ordered and stores necessary during dock should be ordered.All certificates should be checked if renewal of any certificate requires some repair should be included in the detect list for survey.Necessary preparations should be carried out such as emptying and cleaning of tanks for survey and inspection purpose. If possible spare parts should be arranged as per the defect list for easy availability during the dock.In case of a steam ship distilled water should be stored in the tanks because lot of water is required for filling up the boilers. Plant up and plant down procedures are to be prepared and all engine room staff should be trained for their duties. All shipboard personnel should be well informed for their duties during the dock. The dry docking plan to be

prepared together with the superintendent. This plan will include arrival conditions (list, draught and trim), ROB of fuel, fresh water and ballast, specification required for shore electric supply, fire main, number of cooling water connections for air conditioning plant, ECR A/C etc. the job to be carried out by ships staff should be listed out and planned on priority basis. Number of survey items o be listed out. Dry dock safety booklet is to be properly read and explained to the ship staff before docking to avoid any casualty.

DOCUMENTS REQUIRED TO BE KEPT READY PRIOR DRY DOCKINGAll the necessary documents and drawings should be kept ready before dry docking

General arrange planDocking PlanShell expansion planTank capacities and arrangement planFire planMuster listDetails of ship’s communication systemclass survey reports, latest quarterly listing report of plandrawing and manuals of all the machineries to be repaired

A good preparation for dry dock will ensure successful utilization of time and smooth cooperation between the various concern departments during dry docking of the vessels

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228. Define non-destructive testing and its purpose. Under context and with reference to ships machineries, discuss (i) dye penetrant testing (ii) leak testing (iii) magnetic particle testing (iv) radiographic testing (v) ultrasonic test (vi) visual test. Underline the method of interpretation of results by these tests.

Ans. “Non – destructive testing (NDT) – are carried out on the actual components, unlike earlier methods which used test pieces. They are used to detect flaws or imperfections either during manufacture or subsequently during service. The tests give no indication of the mechanical properties.

DYE PENETRANT TESTING:-One type of test uses a low viscosity liquid, containing a fluorescent dye. The

area to be tested is sprayed or soaked & is wiped dry after a time lapse ( to allow for penetration by capillary action ). When viewed under ultra violet light, any faults will show up, as a glow of the penetrant.

Another test uses a penetrant containing a powerful dye. This is sprayed on the suspect area with an aerosol. After allowing time for penetration, the area is wiped clean & covered with a liquid, which dries up subsequently, leaving a chalky sediment (developer). The penetrant stains the developer along the line of a crack.

These methods are based on the old chalk of paraffin tests, but the penetrant having a hydrocarbon or alcohol base is more effective. Some are emulsifiable (for removal by water spray), while others can be cleaned off with solvents, to reduce any possible fire risk.

LEAK TESTING :-This test is carried out on leaking condenser tubes, heater & heat exchanger

tubes by blowing air from shell side and putting soap solution on the tube stack. If tubes are leaking then soap bubbles will collapse in that particular tube. Leak testing is also carried out for Freon leaks by using halide torch which in fact detects the refrigerant luboil carried with refrigerant.

MAGNETIC PARTICLE TESTING:-This type of test is suitable only for materials which can be magnetized (cannot

be used for austentic steels or nonferrous metals). After the test the component is normally de-magnetized. A magnetic field is produced in the component by means of an electric current or permanent magnet & magnetic particles are spread on the source. Cracks are revealed by a line of magnetic particles. The particles used, may be black iron oxide held in suspension in thin oil. It is poured on to the surface, the surplus being collected in a tray beneath. Coloured magnetic inks in aerosols are also available & the dry method makes use of powder only if this is dusted on the surface. Powder tends to collect at a crack in the same way as iron fillings will stick to the junction of two bar magnets, placed end to end with opposite poles together.

RADIOGRAPHIC TESTING:-X-rays & Gamma rays are used for inspection of welds, castings, forging

etc.Faults in the metal, affect the intensity of rays passing thro’ the material. The

film exposed by the rays gives a shadow photograph when developed. There is a requirement for radiographic examination of many welds, particularly those in pressure vessels. Various methods are followed for examining longitudinals of circumferential welds. Defects such as porosity, slag inclusions, lack of fusion poor penetration, cracks & undercutting are shown on the film. Limits are placed on the extent of defect, by the different inspecting bodies.

ULTRASONIC TESTING:-Internal flow detection by ultrasonic means, is in principle similar to radar. The

probe emits high frequency sound waves which are reflected back by any flaws in the object. Reflections are also received back from the opposite surface. The probe is connected to a cathode ray oscilloscope which shows the resulting a simple way. A single probe can be used which combines both transmitting & receiving functions. Alternatively, separate devices for transmitting & receiving the sound signals are available. With ultrasonic there is no limitations of metal thickness as compared to radiographic testing (which penetrates up to 100mm of steel). The intensity of any flaw in the material can be seen in the oscilloscope as a ‘peak-curve’ between the plates. If the defect is serious, it will show as a large peak.

VISUAL TEST:-A visual examination includes the use of microscopic or hand lens. Visual

inspection of surface defects is assisted by penetrant or magnetic crack detection to find the presence of full extent of hairline cracks. Where internal flaws are suspected, use is made of X-rays or ultrasonic testing.

229

229. On a ship where you have joined as a Chief Engineer, pumps shafts and impellers of the ballast pumps are suspected to be out of balance. Describe the process of balancing you will undertake and results you will interpret for necessary repair. Use realistic data.

Ans. Pump impellers can be balanced on horizontal and vertical balancing machines. Unbalance correction is usually performed by grinding or milling in one or two planes. In maxicut there are different options for balancing.

A vibration balancing machine automatically balances pump impeller in two planes by grinding by wheel or impeller which rotates on high or low speed as required for balancing. The balancing is very important for rotating m/c operating at very high speed. Lighter weight and the drive increased quality has contributed for the need for lesser vibration and noise reduction and therefore lighter balancing tolerances. Suspected reasons or causes for pump impeller going out of balance:

1) Some broken pieces or any material attached to the impeller.

2) Impeller wear and damage caused by abrasion and corrosion.

When it stops the mark the impeller to one place and again rotate. If the marked position comes same time (2-3 times) on the same marked, then it means that the impeller is out of balance.

Eg. FD fan or IG fan impeller could be checked for balancing in place. Mark at one point with a chalk and rotate with hand. Now observe the marked point when it stops. If the impeller stops at same point then the impeller would be unbalanced. But sometimes in such a case the shaft may also be damaged. So it is always better to remove the impeller from the impeller shaft and check it on a true shaft for imbalance. Every rotating and reciprocating m/c vibrates may be from smaller extent to greater extent. Vibration changes reveal the condition of the m/c. the common cause of vibration on a rotating m/c are unbalance, misalignment, bent shaft, defective/worn out bearing. The problem diagnoses can be carried out based on the frequency analysis phase analysis and amplitude analysis.

No. Nature of fault Frequency of dominant

vibration

Direction Remarks

1 Rotating member out of balance

17 rpm radial Excess vibration in machine

2 Maladjustment or bent shaft

1,2,3,4 x rpm Radial and axial Common fault

3 Damaged roller bearing

Impact rates for individual bearing component. Also vibration at high

Radial and axial Uneven vibrations level

often with

frequency shocks

4) A seal or sleeve that is not concentric to the shaft set screw guarantees that it will not be concentric.

5) The coupling impeller mechanical seal bearings sleeve keys etc. were not balanced as an assembly

6) The impeller alignment was reduced and not rebalanced properly.

How does an unbalanced impeller adversely affect the pump?

1) The bearing will experience tangent loading that will translate to premature failure.

2) The mechanical seal faces can separate because of the involved vibrations and the shaft run out.

3) The seal faces can become damaged as the vibration causes the carbon to land against the hard face.

4) There is chance of wear by rubbing and due to friction damage of p/p body or motor itself or impeller itself or may also lead to shearing of shaft.

On board ship proper procedure of checking balancing could not be so effective but can be checked wheel is properly placed/fixed on rotating spindle held on lathe machine.

Out of balance pump can be solved by studying the vibration analysis and replacing the necessary parts. It is the impeller that can be balanced on the ship with reasonable success. Replacement of the worn components is the only solution.

230

230. What are the different types of defects that could be tested by vibration monitoring and analysis technique for the engine room machinery of a ship ? Discuss spectrum analysis and define how at best it could be used to locate severe vibration of tail end shaft and interpret the result.

Ans. Causes of vibrationTypical causes could be

Out of balance Misalignment Damaged or worn bearings Damaged or worn teeth Resonance, loose components Bending or eccentricity Electromagnetic effects Unequal thermal effects Aerodynamic forces Hydraulic forces Bad belt drives Oil whirl Reciprocating forces

The great majority of the above create a vibration at a multiple of the fundamental. The Vibrations source identification table allows identification of the cause.

Sequence of analysis

1. Assemble equipment 2. record operational parameters of machine- lubricating oil temperature, load, history

of mal operation, work done 3. Run machine until it reaches normal operating temperature 4. Take readings at designated points. Analyse frequency of any high readings 5. If possible measure vibration at different speeds 6. Note changes in temperature, load etc. during measurement period 7. If possible double check readings 8. Determine source of vibration using identification table 9. Remedy fault

Additional information can be gained by measuring vibration of the shaft itself. This may be done using a Teflon tipped pick up or a piece of hardwood.

Causes of vibration other than initial out of balance

Non-periodic erratic vibrations can often be sourced to damaged or worn anti friction bearings. Where displacement of inner and outer race occurs then axial vibration at fundamental can occur. If the bearing is not concentric to the shaft then a vibration occurs as an out of balance

Where a moving component on a rotating member occurs an erratic fundamental frequency occurs. Balancing will only give temporary relief and indeed may lead to a worsening of the situation

Synchronous oil whirl occurs when the oil whirl in a bearing is at the same frequency as the fundamental. Analysis over a period will find a steadily worsening vibration which will begin to reduce if the speed of the machine is dropped, and then increase again when brought back to original speed. In this case the bearing clearance may be too large

Half speed oil whirl is indicated by a superimposed wave form at half fundamental on the total wave form. Varying oil temperature and pressures normally rectify but it may be necessary to increase bearing load by reducing bearing surface

Shafts may sometimes bend due to thermal asymmetry. Vibration will vary with temperature. If unequal thermal effects are present then they may be determined by taking displacement and phase measurements during a set of controlled ‘heating up’ and ‘cooling down’ periods. If they are plotted on an Argand diagram they will appear as so.

Thermal effects may occur due to the following reasons.

1. Non-homogenous forging of the rotor causing uneven bi-metallic expansion 2. Uneven machining of the rotor forging 3. Parts of the rotating element is restrained from expansion 4. Friction effects due to parts rubbing 5. Uneven ventilation

Compromise or thermal balancing may be used to help alleviate the problem but these should only be carried out by pecialized personnel

Double frequency vibration can have many different sources such as

a.Non-isotropic characteristics of a rotor or shaft e.g. grooves, key ways, slots etc. causing the shaft to have two perpendicular stiffness’ resulting in two cyclic deflections for one complete revolution. This can only be remedied by cutting two slots to even the stiffness.

b.Electromagnetic effects most significant in the laminations. Only present when energised, increasing pressure on laminations can cure

c. Machines with separate bearing housings which are not aligned can have vibration at 1,2 or 3 times fundamental. Indicated by large axial vibration component at pedestal.

d.Bad belt drives give 1,2,3,4 harmonics which may not remain constant. Where the belt drive gives a speed change between driver and driven machines vibration can occur at a frequency corresponding to some multiple of both fundamental frequencies.

e. Reciprocating parts can give multiple fundamental vibrations, only by redesign can this be cured, Diesel engine can vibrate at 2 x fundamental known as the forcing frequency caused y the action of the crank moving the piston rod. The travel of the piston is not entirely smooth and a slowing and speeding up occurs about the middle of the stroke and is governed by the ratio of crank throw to piston rod length. It may be counteracted by the use of balancers.

f. Looseness Three per revolution vibrations

a.Sleeve bearing worn in a triangular fashion-unusual b.Poor belt drives c. Higher frequency vibrations can be caused by

a. Badly mating or worn gears giving very high frequencies b. Aerodynamic and hydraulic forces will produce high frequency

vibrations. If a fan is the source then the frequency will be at blade number x fundamental and may be caused by

i. Unequal pitch of blades giving unequal axial vibration ii. Blade vibrations as the blades operate at a resonant

frequency iii. Pipework and ducting can cause gas or liquid flows to

produce a vibration at resonance iv. Cavitation or oil pockets may produce high frequency

resonant vibrations v. Wheels on turbine spindles can cause vibration

d.Odd harmonics can sometimes be caused by worn components. Usually at fundamental the waveform may be erratic and irregular i.e. non- sinusoidal

The effect of main engine revolutions on vibration readingsGenerally the increase in vibration will be small, there are some cases however were a noticeable rise occurs. This may be due to a flexible bed plate or harmonics.

Effect of flexible and semi flexible bedplates on vibration

Prop revs/min Vibration in mils/s r.m.s

Machine on semi-flexible bed plate Machine on very flexible bed plate

60 10 20

70 20 40

80 30 60

90 42 46

100 55 112

110 70 143

120 90 180

If the vibration from a machine only is required then readings should be take below 50 r.p.m or better at anchor. Readings may be taken under full sea going conditions as long as they are continues to do so. In many circumstances it is the trend over a period of time that is the important factor rather than a set of readings at any one instant. In this way the warning levels set for a machine may be safely increased.

Vibration source identification table

Vibration Analysis

Data Acquisition:- In order to identify points at which vibration readings are taken, both for immediate use as well as for future reference, a block diagram of the machine/rotor system is made. All the essential components and major accessories must be included. The rotating speed of each component should be shown. Since vibration readings must be taken at each bearing of the machine/rotor system, the location of each bearing point should be clearly identified. Additional information like gear meshing frequency (number of gear teeth x gear rpm), no. of blades on fan or propeller, no. of vanes on impeller should be entered. Filtered out readings displacement and velocity of vibrations along with predominant frequency in horizontal, vertical and axial directions at each bearing should be taken and recorded. After that, filtered in velocities of vibrations at different frequencies at the same bearing points in horizontal, vertical and axial directions should be taken and recorded. The filter-in amplitudes and filter out amplitudes should approximately be equal. If not then it means there is probably some additional vibration information to be found.

Data Interpretation:- In order to reduce large number of data to truly essential elements, the data can be glanced down each frequency column and circle the one, two or three most significant amplitude readings. The next step is to compare the readings with the characteristics

of vibration. The key to this comparison is frequency. Above table lists the frequencies of vibration normally encountered, in terms of rpm of a part and the possible cause of vibration. Hence the part causing the trouble should be indicated.

For Propeller Shaft:- The following causes of vibration may be noted:-

1) The varying gas pressures in the main engine cylinders during the working cycle lead to fluctuations in the torque of the crankshaft during rotation, inducing torsional vibration of the shaft system.

2) Resonance of torsional vibrations with respect to number of cylinders3) Propeller induced vibrations due to (a) Unbalance due to manufacturing inaccuracies

and (b) hydrodynamic causes like inadequate hull clearance or uneven water inflow

231

231. Describe the different type of defects / faults that could be diagnosed by lube oil analysis. Describe (i) drop test and its interpretation (ii) detection of mechanical degradation in bearings (iii) degradation of oil condition.

Ans) To test the effectiveness of purification and also the ascertain the lubricating oil properties oil should be tested at regular intervals. The test should be in the nature of an analysis in a laboratory. The sample should be drawn at a point after the filters and while the engine is working. It will only then be representative of the oil being actually set to bearings

(i) Drop test or spot test on filter or blotting paper should also be performed as a guide to assess the degree of contamination oil will leave work resedue on paper. The degree of contamination is evaluated by comparison. A straight mineral oil will be more suitable to respond truly to this test. The additive type of compound oil contains substances which keep the combustion resedue in suspension. The particles of dirt lare smaller and hence pass through the porus filter paper a spot test is no substitute for a detailed laboratory analysis Detection at mechanical degradation in bearingsThe crank case of the present day cross head engine burning a low grade fuel is aft to be contaminated with acidic content of the combustion residue. A leaky gland at the piston rod stuffing box may pass burnt oily matter and water inside the main lubricating oil system. The result at such contamination is corrosion on polished surfaces of the crankshaft journals water with chemical inhibitors looking from the piston cooling system may contamination the lubricating oil. The close examination of the bearings will give you a fair idea of the state of the oil in case of scoring marks on the bearing surface it will indicate presence of same foreign materials or solid contaminates in the oil. You can make out whether the oil has lost its oiliness for formation of stable hydrodynamic oil film. If you see any scoring or pitting marks on the bearing surface it will indicate presence of some foreign materials or solid contaminates in the oil. You can make out whether the oil has lost its oiliness for formation of stable hydrodynamic oil film. If you see any scoring or pitting marks on the bearing surface.Deterioration of lubricating oilThe severity of operating load speed and temperature effect and introduction of foreign matters in the system gradually lowers the lubricating oil properties rendering it harmful for engine operation. It is therefore essential that the source of contamination are kept in check and the property values ascertained from time to timeLubricating oil is affected by(a) Contamination by unburnt fuel: This contamination lowers the flash point lowers viscosity and reduces the film strength of oil.(b) Contamination by carbon: The concentration of carbon thickens the lubricating oil. The viscosity is increased so also the flash point but the load carring capacity of the oil is seriously affected.

© Water is a common contaminant in lubricating oil. This may be present as a result of leakage from piston cooling system or leakage through the cooler and tank top. The present of water may promote thickening of oil and formation of an emulsion contamination by seawater is more harmful as the salts contained in it wears as well as roughens the bearings and journal pins sea water promotes corrosion on bright ferrous surfaces(d) Contamination of oil by acid: In a two stroke cross head engine having the cylinder separated by a diaphragm the excess of cylinder lubricating oil contaminated by sulphuric acid may find access in the crank case chamber through a defective gland. In a trunk type of engine. Combustion gases bearing sulphur derivative compounds may contaminate the lubricating oil leaking.(e) Contamination by solid impurities lubricating oil can be contaminated by terrous particles in the system wear products of bearing white metal and journal surface ash from residual products of combustion corrosion products or sludge from storage tanks. These impurities are removed by continuous purification method

232

232. Illustrate the provision kept towards establishing procedures to identify and testing of “critical” equipments under ISM Codes. Enlist the shipboard items/ operations subjected to inspection and test under ISM codes. How the list of critical equipment and systems are made and on what factors they are dependent.

Ans) Critical equipments are the equipments whose failure can cause an accident or result in a hazardous situation, ……. Causing injury to personnel or loss of life or damage to the marine environment or property.

As per element 10 of the ISM Code ‘Maintenance of the ship and equipment’, it is the responsibility of the company to establish procedures in the safety management system to identify such systems and/or equipments.

The safety Management System must with respect to critical systems/equipments:

Have procedures to identify them

Have procedures to ensure their tests and functional reliability.

Have procedures to establish and use alternative arrangements on sudden failure.

Have procedures to test standby equipment

Have procedures to ensure that a ‘single failure’ does not cause loss of ‘critical’ ship function that could lead to an accident.

Have procedures to ensure that any system/equipment inactive for some time is tested regularly and prior to conducting any critical operation.

As per element 7 of the ISM Code the company must establish procedures for the preparation of plans and instructions including checklists if any for key shipboard operations related to the safety of the ship and prevention of pollution.

Hence in combination with ‘Element 10’ the following shipboard operations/equipments are subjected to inspection and test-

Securing water tight integrity Navigation safety, including corrections to chests and publications Oil transfer operations related to:-

Hull and superstructure steel workSafety, fire fighting, entire pollution, life saving equipmentNavigation equipmentSteering gearAuthoring and mooring gear

Main engine and auxiliary enginePipelines and valvesCargo handling equipmentI.G. systemElectrical installationsFire detection and alarm system

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

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

233

The nature of ship operation is so unique that the general management principles as regards inventory which are in practice for land based industry can hardly be applicable to shipping. At the most, a ship can be termed as a floating and moving power plant, and apply some basic principles of inventory management to draw a plan to suit a particular ship.

Efficient running of a ship depends on a quality inventory management plan as inventory carrying cost terms on important part of operating cost of the vessel. Some of the features which are unique to ship operations are as follows:

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

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

c) Economic consideration, which means procuring these spares at the most economic price.

Therefore the above mentioned points have an important bearing in formulating the inventory management plan.

It will be essential to develop separate inventory management plan for stores & spares since the two are independent domain serving a common interest.

Inventory management plan for stores.

1) List out stores required under various heads and subheads.

ex. Deck Engine

┌─────── ───────┐ ┌──── ────┐┼ ┼

Deck Pantry Medical E/R Deck m/c/

Stores Galley or Stores Stores Cargo gear

saloon stores

stores

to facilitate the requirements under various heads.

2) Decide the minimum stock levels, recording level etc.

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

4) ISSA code book & such other books can serve an important reference while formulating the plan.

Inventory management plan for spares :

1) Decide the maintenance system to be followed onboard.

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

3) Categories various machinery / systems based on their important / criticality and nature of operation & based on the above: work out

i) the minimum stock level

ii) the recording level.

iii) Buffer stock level.

iv) Procedure for ordering spares, reporting consumption etc.

These days, many companies use a computer based inventory management plan for their ships. These programs cater to most of the ship types as they have be designed after a thorough study of maintenance system adopted onboard and detected input from ship builders and equipment suppliers. However, since the task given is to Formulate the inventory management plan for an old ship, I will adopt following procedure to accomplish the objective.

I will find out which of the following maintenance systems breakdown maintenance, preventive planned maintenance condition based monitoring it is presently followed on board. In absence of any of these systems, I will formulate my plane based on preventive planned maintenance. It will address the following issues :

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

2) Categories shipboard machinery / system into three or four board categories such as critical /essential, normal etc.

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

4) Decide re-ordering level.

5) Consider the storage facility space available onboard.

6) Purpose method for implementing this plan and involvement / assistance of company office required in doing so

The above will be divided by

1) Consumption pattern.

2) History of defects and breakdown of machinery & system.

234

234. As a Chief Engineer describe the methodology you will practice during taking over/handing over of your ship in a foreign port towards inventory management of lube oil / fuel oil on board. In case of dispute arising thereof, describe how it can be best solved? During the circumstances how you would ascertain amount of oil not fit for use?

Ans. The normal practise during signing off and handing over, the out-going chief engineer prepares handing over notes. It is a standard format set by the individual company. C/E’s handing over format is available on board and has to be filled up while signing off. The new C/E or incoming C/E has to sign on it and out-going C/E also has to sign on it. This handing over form is filed in C/E’s handing over file.

Handing over notes prepared by out-going C/E regarding fuel oil / lub oil inventory, the incoming C/E has to check the bunker delivery report file(bunker receipt of previous bunkers) for quality i.e. sulphur content, viscosity, water content etc., and quantity received.

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

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

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

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

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

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

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

Check bunker sample laboratory test report file

Check the bunker operation checklist file and updated

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

In case of any dispute arising over the quantity of lube oil / fuel oil delivered on board, the out-going C/E must report the discrepancy to the incoming C/E. if the out-going C/E is not able to show the cause for difference in the bunker quantity or lube oil quantity, then the matter has to be reported to the master who in turn will inform the company.

For ascertaining the amount of fuel oil not fit for use, C/E has to check certain specifications of oil which is on board ship and compare with test results obtained from the laboratory or as specified in bunker delivery note. But C/E should not use the newly received bunker until the old

bunker are finished and laboratory report received and confirmed that quality is OK.

Fuel Oil Specification:- To comply with the standard fuel oil quality always use ISO 8217 standard fuel oil.

The only way of monitoring the delivered fuel quality would be to test the fuel oil by standard fuel oil testing kit for immediate reference and to be tested by approved and authorised testing agencies and labs. The results obtained from the labs could be used in case:-

Disputes over quality supplied by supplier

Highlights area where operational adjustments of the main engine may reduce damages

Bunker sample should be obtained at the point of bunker manifold using continuous drip method. Sample should be representative of entire bunker oil so that oil should be taken during starting to completion of the bunker and sealed in sample bottles with sufficient or complete information required. Bunker delivery note to be retained on board for minimum 3 years and bunker samples to be retained on board for minimum 12 months

As per ANNEX VI of MARPOL 73/78 the sulphur content of fuel should not exceed 4.5% and the oil used for sulphur emission control areas should be less than 1.5%, which should be clearly specified on the bunker delivery note.

usage Maximum stock

Minimumstock

time

QUANTITy

Leadtime

Reserve/buffer stock

235

235. What is meant by “lead time” in inventory management of ship’s spares / stores ? Explain the terms (i) Average due date (ii) Average job tardiness as applicable in inventory management of ship’s spares / stores. As a Chief Engineer on a ship describe the actions you will undertake to reduce the lead time in inventory management.

Ans. Inventory management on board for ships spares/stores may be defined as the systematic location, storage and recording of items in such a way so as to meet the required demand at a minimum cost. The purpose of inventory management is to optimise:-

a. Inventory Costs

b. Operating Costs.

The most profitable policy is not to optimise one of them at the expense of the other. Inventory costs can be optimised by allowing minimum capital being tied up in stocks. While operating costs involves avoiding operating costs which themselves include stock control, purchase and associated services. Optimising the balance between these objectives is the focus of stock control.

Lead time is an important quantity standard used as a tool to control inventory. It is the time taken for the stock to reach from reorder level to minimum stock level.

An ideal compromise is a lead time which gives supplier sufficient time for supply yet does not force the customer to commit themselves further than they can predict. The use of minimum stock level for order control is not sensible since minimum

occurs immediately before delivery. The items have to be ordered well in advance of this so that control is through a reorder level, not minimum stock level. In an effective inventory management system there is a need for both, reorder level buffer stock. These are called review level and safety stock.

Lead time is used to calculate review level, but review level determines only what stock order cover is required. Lead time also affects the amount of safety stock to hold. Safety stock is the buffer between the supply and demand. The longer the lead time, the wider the absolute variation in demand and therefore higher the safety stock. The amount of extra stock increases as the square root of the lead time

Longer Lead Time Effects:-

i. Forecasting demand to cover supply period is difficult and inaccurate.

ii. Reliability of the supplier may be poorer.

Shorter Lead Time Effects:-

a) Forecast is more likely to be correct

b) Errors are smaller

As a CEO, following actions will need to be undertaken to reduce lead times in inventory management:-

a) Place orders in the simplest & precise manner so as to give the supplier plenty of leeway for the date of delivery. To manage this use of supplier provided catalogues & order forms can be made use of. This enables correct data to be collected and presented in a standard form.

b) Try and minimise time between stock getting low & supplier getting purchase order. This can be achieved by maintaining an adequate safety stock level which acts as a suitable trigger level to warn the inventory management user.

c) Interacting with the office & working out the delivery schedules which must be decided after considering the past performances of the supplier

d) Recording the delivery of items and updating the data for the inventory management system.

e) Planning routine work as per planned maintenance system & making requisitions for spares/stores accordingly.

f) Maintaining critical spares/stores inventory as per company policy.

g) Any special repair or survey i.e. boiler survey, ships dry dock or any major modification/repair to be planned well in advance and requisitions to be made accordingly

Average Due Date:- This takes in to consideration an average date arrived at from outstanding jobs & their various due dates which may be close to each other, eg., if ME fuel valves overhauling comes due on the 7th March, along with starting valve replacement coming due on 10th March as well as cylinder relief valve overhauling on the 13th March. So in order to maintain good inventory management, it may be required to order spares for all the above

mentioned maintenance schedule on the 11th March as the average due date taking in to consideration lead time of supplier.

Average Job Tardiness:- Since job planning is carried out as per PMS, certain jobs are supposed to be due at a certain date but in certain cases these jobs may turn out late. Eg.; Aux diesel generator fuel valve replacement is planned at 500 hrs in the PMS & it is assumed that the A/E runs for 250hrs/month; the said fuel valve replacement would come due in two months. But for some reasons if the aux. engine couldn’t run for 500 hrs in 2 months, then this job could be deferred, but order for the required spares was placed, keeping this due date in mind. So in order to maintain proper inventory management for spares/stores, this fact has to be considered & is called ‘average job tardiness’

236

236. Describe method of documentation of recording inventory management and control under Quality System. As a Chief Engineer onboard how would you maintain a record of spares becoming obsolete and to retrieve information regarding current strength of spares / stores. Describe the methodology with proper heads and method of record keeping.

Ans. The importance of accurate inventory management system can never be overemphasised maintaining upto date inventory of spares / stores and timely ordering of essential spares required in future is as important as the maintenance work on machineries and equipment itself. As it helps in reducing the co-inconvinience and delays that may be caused due to unavailability of spares at the required time as well as correct inventory management plan also reduces the extra costs that are incurred in stocking o unnecessary expensive spares onboard.

Method of Documentation of Recording Inventory Managemen Plan :

Method of keeping record of the inventory may differ from company to company.

It can be done in the Note Book or files. or it can be done via advanced computerised programmes like AMOS, RDRM, CONSULTAS etc.

In inventory Management first step in inventory mgt is checking the physical inventoy of spares and stores. As this part of utmost importance as a chief Engineer I will allot sufficient time and manpower for doing this job.

Spares and stores should be categorised and arranged in a systematic manner. They should be togged as required for easy identification.

After taking the physical stock it should be entered in the system that can be a computerised programme or a simple notebook.

An Example of such a spread sheet can be as follows :

Name Makers Drwg/ Consumed Received Remaining on

of Identitification Manual Board

spare Number No.

Top piston ring F 133 DG 0011 - - 10

Oil scraper ring F134 DG0011 - - 10

Gl. Head Gasket F135 DG0011 - - 12

For recording the spares store consumed or received a separate file can be maintained. On monthly basis or at a regular convinient interval this data of consumption / Reception o spares should be transferred o the main inventory system. This type of system will enable the stocks o be kept updated at All times.

For recording the stock, once the R.O.B. level comes to the minimum it should be added to the requisition list that is to be set to the company for order of spares. In addition if some O’ haul of machinery is anticipated required spares should be ordered well in time.

A list o critical spares must be maintained on board critical spares are the spares the unavailability of which at the required time can cause hinderence in very operation of the ship. i.e. ship may not be able o sail without such spares.

At the same time it is important to avoid stocking of expensive spares ship Because lot of company’s budget get locked up in these spares. Also these spares have some self lite so it thy are not used within the time they get deteriorated so economical part which is of lot of importance should not be neglected. When paying attention to the safe running of the vessel.

Keeping Record of Obsolete spares :

As the new developments take place, some spares may become obsolete over the period of time. Makers of various equipments and machinery bring in new designs in the product of their company for various reasons like improving efficiency, for environmental protection considerations etc. So the spare parts in the old designs may get obsolete. So to avoid confusion and misuse of the parts, such parts should be kept separately, marked, labelled for easy identification and a note to that effect should be made in spares inventory booklet. Also this thing should be included in the handling over notes of the Engineer Officers which will give the clear idea o th relieving officer about the status of such obsolete spares.

237

237. State the different methods on board for ascertain lube oil / fuel oil onboard. If you were to ascertain the “available” stock of both categories of oil of a ship where you have joined as a Chief Engineer. Describe the methodology you will employ and cross check for accuracy.

Ans. Inventory Management:- contributes to the welfare of the whole organisations more so on ships. Aim is to make all required items available at all times at a minimum cost. Also documentation of inventory management & control is one of the requirements of ISM Code as per procedure detailed in SMS manual of the company for the ships. Stock control is not simply storing and recording. Inventory management should have responsibility for:-

6. Assessing a demand pattern

7. Determining the appropriate stock leads to support these

8. Deciding what and when to re-order

An efficient HO/LO quantity/quality control system is vital to on board consumption management. If the records are not maintained accurately, they may be shortage of oil, late delivery, etc.

Proper records should be maintained:-

4) HO/LO ROB

5) HO/LO cons. per voyage & per day

6) Sounding book

7) Analysis of consumption

8) Ordering of bunker

9) Receipt of bunker delivery(BDN)

10)Log abstract

11)Cons of HO/LO per machine, per day, per month in log abstract

12)PMS

Marine FO and LO constitute a major part of the ships operating cost; specially so because crude oil prices are very high. Different grades of fuel like FO, MDO, and LO are stored on board in different tanks, maybe double bottom tanks, deep tanks or storage tanks. Each tanks are calibrated and table prepared at yard and same approved. According to the use of LO, HO of main engine, aux. engine and other aux. machineries, the storage of these oils are carried out. The different methods on board to ascertain quantity of LO & FO are as follows:

(1) Taking sounding and correcting them from sounding table

(2) Taking ullage and making the necessary corrections

(3) Using pneumercator gauge

(4) Using electronic sensors

(5) Gauge glass

(6) Float gauge

When you ascertain the quantity and quality of LO/FO as a chief engineer, you must know the manufacturers recommendation of grade of LO for different machines; and cons. and sulphur content of different grades of FO. Also following important points must be noted:-

1) The mixing of different grades of HO must be prevented as much as possible

2) Specification of oil must be as per makers recommended values

3) Depending on the voyage, FO/LO cons. Can be calculated using vessels previous history; and requirement sent after deducting present ROB.

4) While calculating the quantity, the temp. of oil, water content etc. must be taken in to account

5) Unpumpable quantity, purifier sludge( as a %age of total quantity) to be taken in to account

6) Avoid storage of fuel over a long period of time. This can be done only by ordering required quantities; and always try to finish old bunker before going for new quantities

7) Water must be drained/separated properly

8) Excess of three days consumption oil must be requisitioned when doing any voyage

9) Fuel can be saved in the following manner:-

(a) Regular checking of ME/AE performance and corrective action taken promptly

(b) Stopping of leakages from pump glands, filters, pipes, etc.

(c) Unnecessary running of machinery

(d) Unnecessary draining of settling/service tanks

(e) Unnecessary dumping of steam

(f) Wastage of oil during filter cleaning

(g) Overflowing/inefficient running of purifier

Methodology employed in cross checking for accuracy:

1) Sounding of LO/FO done when no cargo work is going on; i.e. trim/list remaining same, quantities computed are not prone to error.

2) Trim/list corrections to be used from tables provided to arrive at correct quantity.

3) The quantities calculated can be cross checked with any gauges or pneumercators provided

4) A separate sounding book must be maintained and time logged

5) During voyage, daily soundings, consumptions of LO/FO are logged in log books

6) ROB at noon are sent to office after calculating LO/FO cons. For each machinery

7) Computer based program can be done and by which calculation of oil stock are carried out and this will be more accurate than manual calculation

8) Maintaining proper records of soundings, weekly/monthly inventory of LO/FO, log book readings, you can best ascertain the correct quantity of FO/LO on board

On board there are generally two methods to physically ascertain Lube oil/Fuel oil stock

On-board ship and they are :

a) Direct Sounding : In this method take direct sounding of the tank. Take various data like –oil temperature

Trim of the ship

List of the ship

Now with applied corrections from the sounding table(supplied to the ship)the quantity of

the oil can be determined in MT. Here are more important thing is that we can take either

of the ‘sounding’ or ‘ullaging’ of the tank.

b) Indirect Sounding : In this method the quantity is calculated with the help of remote

sensing gauge and applying necessary corrections including correction to ‘gauge’ if

required.

In most of the cases where provisions are there the first method is used as this gives most

accurate result and a mental confidence.

Now one more important thing is that this determination of quantity may be done with the

quantity of oils in the machinery but obviously under a separate head where even oil grades

and concerned machineries are referred separately.

To determine the quantity of oil inside different machineries(where standard quantity

Measuring scale of sump tank is not provided)we have to refer manuals for the quantity

of a full charge and sump capacity and then with simple pro-rata basis we can determine

oil quantity inside each machinery.

This quantity measurement is necessary with regard to knowledge of emergency stock

which may be required on any machinery for a change of a complete charge if

machinery condition necessitates so.

To cross check for accuracy the calculated quantity of oil may be compared between

direct and indirect measurement methods and ultimately with the recorded R.O.B. of

the ship. Thus we can get a fairly accurate Lube oil\fuel oil quantity on board.

238

228. You have joined an old vessel as Chief Engineer, which has been purchased recently by your shipping company. Enlist the methodology you will undertake for ascertaining the stock of lube oil / fuel oil on board and steps you will initiate for ordering of optimum quantity of oil requirement for the on coming voyage.

Ans. On joining a ship as chief engineer, I will first familiarise with all equipments, machineries and all systems on the ship, as well as location of all life saving, fire fighting equipments, escape routes etc. All the machineries and their requirements for lube oils should be considered. It involves listing each machinery in engine room, steering room, accommodation and deck for which lubrication(lube oil or greasing) is required. The previous company brand of lube oil may be different than that of new company. The list of type of oil and grade of oil for each for each machinery should be noted. Inventory of all the oils and greases on board should be ascertained. The condition of oil in sump of machinery should be ascertained. Various on board lube oil test kits are available to know the water content, viscosity, compatibility, TBN test. All oil sample can be sent ashore for laboratory analysis. The oils which need to be renewed should be taken in to account as well as available quantity of oil on board. Company may prefer to change the oil brand and possible mixing of two different brands of oil should be confirmed. The new brand company will give the list of grades of oil for all machineries. The running hours of machinery since last oil change and present condition of oil from on board and shore test will help decide the requirement for renewing the lube oil. Depending on the length of voyage and no. of days/estimated machinery running hours (e.g. generator running hours), it should be estimated if oil renewal will fall due. Accordingly the requisition for lube oil should be raised well in advance considering the lead time of availability in particular port. Also extra oil (minimum extra oil requirement) should be taken into consideration. This normally depends on the company specific rules or policy. The oil in the storage tanks should also be ascertained if it is new or in some old ships especially while selling of ship to other company, old oil may be stored. This should be discarded and drained to sludge oil tank for discharging to shore reception facilities. The tank should be cleaned thoroughly.

The fuel oil tanks and diesel oil tanks should be sounded and volume of oil should be calculated. Correction for list and trim of the ship and temperature correction to be applied to calculate the mass of oil in tons. The daily fuel oil consumption should be estimated at sea, in harbour and in port. This data can be based on actual running or from previous log book readings. In planning for next voyage, the distance and speed requirement, stay in port and any anchorage should be inquired. Accordingly the fuel oil required for the intended voyage up to next bunker should be calculated. Also the unpumpable quantity in tank, present reserve on board, minimum extra fuel required (depending on company policy) should be accounted in deciding the quantity of fuel oil and diesel oil to be bunkered. The exact fuel oil specifications as per ISO 8217 should be specified. The tanks should not be filled more than 85% capacity. And mixing of different bunkers should be avoided. Before bunkering all the pipelines should be physically traced and valves operation tried out. In case of hydraulic operated valves, emergency method of operation e.g. by portable

hand pump(hydraulic) should be tried out. The manifold line to be pressure tested. All sampling equipment, emergency spill contingency plan, and related SOPEP equipments should be checked and kept ready. Sampling flange and testing of wilden pimp done.

239

239. When accepting bunkers from a barge or terminal, the C/E should always check the local suppliers documents to make certain the bunker supply conforms to specs.The flash point, viscosity and other characteristics of fuel supplied should be checked to ensure that fuel is suitable for vessels. The C/E should always check that bunkers to be received do not contain unacceptable percentage of water.

The C/E and barge master should check the security of the here couplings on the bunker barge and receivers vessel and should agree upon piping rate.

Barge master to show valid …. Testing certificate to C/E New bunkers to be segregated From old bunkers Duty engineer to check sampling flange is correctly fitted in place the sample

must be representative of the total delivery and ideally taken by drip feed. Sample bottles should be sealed, dated and signed by both parties atleast

and samples need to be taken.

ENSURING CORRECT QUANTITYIt is the ships staff responsibility to ensure that the actual quantity received is as per the ordered quantity. The 3/E must always check the barge soundings before and after pumping-quantity calculated from the tables check the table for proper authorization/stamp etc, case must be taken for test/trim and temp variations.If flow meters are fitted-initial and final reading to be notedFew record of the ships tank must be kept ready before bunkering. If the barge person wants to check the ship soundings. He must be allowed to do so.I o/ discrepancy in the quantity received can be ……….if the difference exceeds a letter of protection must be written by the master and independent surveyor called to investigate the findings. However if bunker fig are satisfactory the BDR should be checked to ensure the information is includes as per annexe V

Name and IMO number of receiving shipPortDate and Time of commencement of deliveryName, address and telephone number of marine fuel oil suppliesProduct names

Sulphur content should be < 45%, meeting ISO 8217 standards. In sensitive areas, sulphur content 21.5%

Quantity in metric tines, according to ISO 3675Density @ 15 deg, according to ISO 8754.

Declaration should be signed and certified by fuel oil suppliers rep that the fuel oil supplied conforms with reg 14(1)/4(9), reg 18(1) or annexe VIBunker quantity disputesThe disputes can arise due to

Measured volume of barge is diff to that recorded on BDR

Measured volume of barge is diff to ship’s received volume

Wt on bunkers delivery receipt calculated with incorrect density

High water content

Bunker quantity disputesIn recent years there has been a general deterioration in the quantity of fuel supplied for bukers. The C/E should take care to ensure that bunker supplied material the specs required by the vessel as per ISO 8217.BDR should be maintained for 3 years. If poor quality fuel has been supplied, the C/E should record all relevant information that can lead to machinery damage with particular attention being given to the retention and preservation of oil samples. Oil samples should be sent for shore analysis. The matter should be promptly reported to owners.If there is any dispute with regard to quality and quantity following should be done

Record of initial oil tank soundings must be kept oil transfer details to tanks must be correctly tested and final sounding noted.

Location of tanks where suspected bunker have been used.

Details of usages noted and copies of BDR must be preserved for 3 years

All “Notes of protests”: engine and deck log book must be preserved.

The sealed samples taken during bunkering opn must be retained

A record of the following must be kept.

The C/E and other crew members involved in bunkering operations

The name of those present at the time when bunker samples were taken

The crew members involved in correcting any problems associated with substandard bunkers

Owner must be notified promptly.

240

240. You have joined a vessel, which is due for a long voyage. As a Chief Engineer describe the methodology/maintenance programme you would employ during the voyage for the stored oil in the tank. What tests will indicate that stored oil is in good health?

The ship on which you are working as Chief Engineer has run aground and some of the double bottom tanks are suspected to be leaky with oil going out. Describe the methods employed by you in the situation for oil stock management and ascertaining the quantity of available oil.

Ans. Maritime fuel constitute a major part of the ship operating cost, specially so because crude oil price are very high.

Sources: The heavy fuel oil used on board is a product of fractional distillation of crude oil. After asphaltene and coal-tar, it is the next in the hierarchy table. Diesel oil and gas oil are more refined.

Storage: After the bunkers are taken, the fuel should be properly stored, these residual fuel i.e. HFO have pour point in the range of 25 – 40o C, and it will be specified in delivery receipt. At the time before bunkering it is advisable to put sludge conditioner in the tank. This keeps the sludge soft so the maximum bunkers can be used at the time of stripping.

Temperature: The bunkers should be always maintained at temp above floc point. This is the temp. at which wax crystallizes. Maintaining the above pour point is advisable, so that the bunker is always on pump-able condition and can readily be transferred for use. Storage can be done in bunker tanks, service/settling tank. Special precautions need to be taken in cold climate where oil has tendency to congeal on the transfer line. Tracing steam should be kept open at all times to such pipelines. If the storage period is long, it is advisable to circulate the fuel oil within the tank.

Degradation: The main causes of degradation are :-

1. Microbiological growth

2. Incompatibility between two fuel oils

MICROBIOLOGICAL GROWTH: Certain bacteria and other biological organisms form colonies taking nutrition from fuel oil. The optimum conditions for growth are:-

--- water in fuel

--- temp between 30o & 40o C

Symptoms – foul smell, frequent choking of filters, slimy appearance

Prevention:- Avoid storage of fuel oil over a long period of time. This can be done only by ordering quantities as required, and always try to finish old bunkers first before going for new quantities. D.O. need not be bunkered in excess quantity, as it’s consumption is low. Oil can be circulating tank to tank over a certain period of time or transferred to another tank.

Avoid water in tank : Water should be drained out regularly. If signs of excess water persists, the oil should be purified. In case of heavy oil, oil can be heated and stored at a higher temp. of about 55o C.

Incompatibility: Degradation can also take place if two different grades of fuel are mixed. This happens because of chemical reaction between the two.

Symptoms: Too much sludge/cake at the bottom of tank because of the wax separating out; choking of filters.

Checking Compatibility: On board test kit for checking compatibility of two fuels are available. Check compatibility before attempting to mix.

Different tests can be done on board to check the health of oil:-

Viscosity

Water content

Compatibility

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241. Considering Engine Room operation as a vital system onboard, discuss the influence of human factor in the same? What will be the common characteristics of such a system- Explain with example prevalent on board?

Ans) Considering engine room operation as a vital system on board the human element in design is covered by what is termed human factors (HF) a full study of which involves multi-discipline teams of physiologists, psychologists, engineers and scientists. The HF team can advise the naval architect on:

How to design a system or equipment so that the human can perform most effectively, so giving the greatest overall system efficiency. It is not necessarily, and in general is not true that the maximum degree of automation is desirable. The blend of human and machine should build upon the strengths of each and minimize the influence of any weakness.

In what way, and to what degree, the system efficiency will be reduced due to degradation in the human’s performance due to the environment;

The levels of environmental parameters (e.g., noise, motions and vibrations) which should not be exceeded it a human’s physical state is not to be temporarily or permanently harmed. This has already been discussed in sections above.

A designer has, or should, always taken account of ergonomic factors chains must be comfortable, writing surfaces at the right height and so on. What is not always appreciated is that the average statistics for the human body are changing will time; for instances people are generally getting taller, so the designer must use the latest available anthropological data for both men and women.Operators often spend hours infront of displays, HF research can do much to make the operators task easier. Dials and buttons which are most frequently consulted or activated should be most readily to hand. A digital display helps with taking accurate readings but if the need is to monitor that the value of a variable is below a particular figure or lies within a given band an analogue display gives a quicker feel for the situation. Analogue displays also give an appreciation of the value of a variable when it must be read at a distance. Colour can be important. A human being is conditioned to regard red as a danger signal and green as indicating that all is wall. Some colours are useful and can convey feelings of warmth or cold. Colour is not always beneficial in differentiating between different levels of parameter being displayed. It is not immediately obvious whether blue or red represents a higher or lower value. A human will often find a grey scale or monochrome, presentation easier to interpret for a single variable.Dials and switches can be grouped into a diagrammatic display of system, say the fire fighting ring main, the diagram showing the distribution of the main location of pumps and so on. The sate of values can be readily seen if represented by a bar in line with the pipe if open and at right angles to it if closed. The pump symbol can be illuminated when it is running.

In some cases an operator has a single VDU and calls up a variety of displays, at different levels of details as required. The system can even decide in the light of data it is receiving from sensors, which display to present. For instance if the computer senses an alarm from a system not currently being monitored it can draw it to the attention of the appropriate operator. If it does this it is important that the reason it has done so should be immediately apparent to the operator. For instance, if a pump is running not its symbol can be made to flash and the word ‘overheating’ appear alongside.The aim of the HF practitioner is to aid the user or maintainer of a system or equipment. In research, as study is made of the user’s actions to deduce the thought processes being followed. Then the displays can be arranged to present the data needed at any instant in a form the user will most readily comprehend. Any system must recognize that the computer is very good at ‘number crunching’ but poor at pattern recognition. The reverse is true of human beings. Modern technology means that sensors can measure and present more and more data, with greater accuracy. The user may become overwhelmed by the sheer volume of data and may not be able to utilize the level of accuracy. The system should pre-analyse the data, in a predetermined way to help the user. Presentation of statistical data in a meaningful can be difficult. Many methods are feasible but the problem lies with the user’s ability to interpret it easily. If presented for instance, with an ellipse on a chart like display the ellipse representing the boundary within which a target has a 90% probability of lying the human may ignore the 10% chance that the target lies outside the ellipse. HF research into such matters can point the way to suitable training programmes.It is not enough simply to study a system with a human ‘in the circuit’. This will give an appreciation of overall performance but will not necessarily show whether the human is performing as efficiently as could be the case. A change in what the user is asked to do could lead to a significant increase in overall performance by changing the balance of what is asked of the machine and the human. Such studies must be carried out early enough for the hardware and software o be amended. In modern systems it is often the interaction between the user and the software that is important rather than the interface with the hardware.

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242. Discuss the contribution of the following factors on ship in identification of proper training for a specific task performed (i) Internal Audits (ii) Emergency drills (iii) Previous training and experience (iv) Familiarization with new equipment.

Ans. Internal Audits:- The ISM Code section 12, Company verification, review and evaluation makes it mandatory for the company to control the shore and ship-based safety management system, and pollution prevention activities by means of internal audits.

Internal Audits would help to :-

Determine the level of conformity or non-conformity of the system with specified requirements

Determine the effectiveness of implemented management system in meeting specific objectives

Determine compliance with regulatory requirements

Internal Audit is a form of self verification.

It will identify, where appropriate – with regard to training :-

Procedures - Bunkering, use of machinery checks – arrival, departure, etc;

Documents - Oil Record Book, Log Book, Permits to Work, Safety Data Sheet etc;

Personnel - Training Records, familiarisation location and use of safety equipment.

Corrective Action – Reports of Accidents, Near-miss Application.

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

There are two methods for audits to find out above : observing & interviewing.

Observing :- It gives the visible flaws in documentation, machinery condition/operation.

condition of ship, operation of ship.

Interviewing :- When a safety management procedure exists, the personnel involved should

be able to describe their understanding of the way it is carried out or in some

cases, provide evidence for the same. The auditor should compare the

participants statement against standard procedure. If it is not, it may lead to

personal harm, damage to ship/cargo/environment. This will be a non-

conformity.

Thus this may indicate the requirement of on-board training of personnel.

Emergency Drills:- Regulation 8 of ISM Code identifies the need for drills & exercises to prepare for emergency action.

Musters and drills are required to be carried out regularly. These are exercises which have the objective to prepare a trained and organised response to potentially hazardous situations which may threaten life, property or environment. It is important to be carried out as realistically as possible.

The initial response and action of personnel during these drills will bring out the need (if any) to further train the personnel on board for operation of safety equipments and safe procedures to be adopted in event of such a situation.

Previous Training and Experience:- As per STCW 95 there are certain courses which have to be done for joining the ship e.g. people have to be trained at shore for various simulated emergencies.

For ‘fire’, AFF(Advanced Fire Fighting) & BFF(Basic Fire Fighting) courses train the personnel how to deal with it and various technicalities of the same.

For abandon ship & to rescue a person in distress at sea, the PSCRB(Proficiency in Survival Craft & Rescue Boat) course is there.

To deal with medical emergencies, various methods of first aid are taught in MFA(Medical First Aid).

Personal Safety and Social Responsibility (PSSR) deals with the said name.

All above courses are mandatory as per STCW 95 convention code A Regulation VI.

Apart from above courses, for joining the specialised vessels like Oil Tankers, LPG, Chemical Tankers, specialised courses are needed to be done.

There are other courses which are not mandatory, but company encourages to do to improve the competency of the personnel, e.g. hydraulics, pneumatics, electronics etc.

If required, on board training and drills should be carried out to train the crew who do not have adequate knowledge.

Familiarisation with new Equipment:- While familiarising with new equipment following points should be observed:

Operation of equipment

Normal operating parameters

All related safety alarms and cut-outs of equipment

Maintenance schedule

Operating procedure posted near equipment

Spares of new equipment kept and marked

All control places of equipment

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243. The ship on which you are working as Chief Engineer has run aground and some of the double bottom tanks are suspected to be leaky with oil going out. Describe the methods employed by you in the situation for oil stock management and ascertaining the quantity of available oil.

Ans. Since the vessel has run aground, vessel’s contingency plan as per safety management manual for the emergency situation will be followed. All tanks including E/R tanks will be sounded at regular intervals to identify the damaged tank. The same information will be conveyed to master, who will inform Designated Person Ashore, neighboring coastal agencies, flag state, classification society & P&I club.

In the event of any double bottom tank damage it is unlikely that oil will find the way out. But if it is noticed that the oil is leaking out, this will be in following cases:

1) Just at the time of impact or damage to the tank

2) When the hydrostatic pressure exerted by oil level in the tank is more than the hydrostatic pressure by sea water outside the tank

Assuming the db tank containing F.O. is damaged & F.O. is leaking, the quantity of oil in the tank before the accident can be ascertained from the daily /weekly sounding book. Quantity of oil in the other tanks will also be noted and quantity that can be transferred in them can be calculated considering the stability factor. Efforts will be made to prevent oil pollution along with efforts to salvage F.O.

Following steps will be adopted to save oil & reduce oil pollution:-

1. Transfer oil by using the F.O. transfer p/p. this method is effective only if oil level in the tank exerts more hydrostatic pressure than the sea water outside. Sample of oil at pump discharge will be checked regularly to ascertain that only oil is being transferred to the other tank. Once sample at the transfer p/p discharge confirms water, p/p should be stopped

2. If the tank is in the E/R, then sounding pipe will be just above the db tank. Flexible hose can be connected on the sounding pipe just before the self-closing cock and remaining oil can be transferred from the affected tank.

3. In case the affected tank is outside E/R, then the sounding pipe will extend above the upper deck. Flexible hose can be inserted from the sounding pipe or vent pipe up to the surface of the oil level & oil can be transferred using portable Walden p/p to stock tank. This method can be used for E/R db tank, also in case the vent pipe extends up to weather deck or above.

4. A check list must be filled and all precautions taken during and prior the oil transfers. Stability must be a prime concern.

Once the quantity of oil remaining on board is ascertained, company must be informed about the status of ship’s hull and machinery, and whether ship can make to the port of call or port of refuge. In case the ship cannot make to either port of call or port of refuge due to hull/machinery damage or insufficient fuel quantity remain on board, tug assistance may be asked.

Depending upon the condition if the ship is ordered to proceed to port of call or port of refuge, all possible measures will be taken to check fuel oil consumption. Following measures can be taken to reduce fuel oil consumption.

o Check leakage from pumps, glands, pipelines, etc.,o M/E to be run at economical speed as far as possible.o Low load running of A/E o Ensure efficient running of purifiers without overflow.o Reduce load on boiler as far as possible

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244. Develop a training program for activities of a vessel, where you have joined recently as a Chief Engineer highlighting the specific training needs for engine room personnel in case of (i) use of life saving appliances (ii) fire in accommodation (iii) explosion in engine room, when the ship is in dry dock

Ans) “STANDARDS OF TRAINING AND CERTIFICATES OF WATCHKEEPING”(STCW 95)

Section A-1/6 deals with the training and assessments of seafarer onboard training.

Use of life saving appliances: C/E should ensure that the entire crew is trained on the use of personnel life saving appliances like donning of life jacket, use of lifebuoys and use of

immersion suit and anti exposure (CTPA) suit clear instructions should given to the crew to understand the muster list and his duty in case of an emergency situation operating instructions of life craft, life boat and rescue boat should also be explained. Thus, the training in the use of life saving appliances and the importance of communication until more confidence in to crew. Crew is trained for emergencies like “fire in accommodation” training should include following type of action.

Immediate action on locating fire: Raise alarm and inform C/E and master. All personnel should be mustered

and accounted for All concerned should be informed about location of fire Fire parties should be organized and equipped. Attack party should be ready

with fire suit and B.A. Check and start emerging fire pump All appropriate valves on the system should be adjusted to maintain fire main

pressure in required area. If required close water tight doors Stop all blowers, fans and close ventilation slaps and sky lights Arrange evaluation of injured person and render first Aid if needed

Follow up action: Use appropriate fire extinguishing agent Incase of dangerous cargoes consult ‘IMDG’ code Check effects on ship’s stability and maintain ship in upright position Ensure fire parties working in pairs/teams Try up limit the fire by spreading by shifting the combustible material in

the vicinity. Make sure boundary cooling is provided Monitor the temperature of boundaries being cooled. Ensure sufficient protection to personnel is provided Confirm is there is need of using smoothening methods like CO2 etc.

Fire fighting measures: Make detailed record of items on fire fighting procedure used, progress made

and damage caused by fire. If any medical assistance is required for victim injured crew member Vessel rescue equipment deployed.

Explosion when ship is in Dry DockThe training programme should include following aspects:-

Prevention of occurrence is the most important object of training especially in this scenario. Need and use of permits w.r.t hot work, work on F.O, L.O. Tanks, procedures required by shore authorities and their checks and certification before carrying out operations. Such as above should be explained to all ship staff. In the event of explosion the response has to be well organized and training for this will include:-

Need to muster and location and muster stationsNeed to establish proper head count and get information about missing persons if

anyRescue procedures, first Aid for those injured

The need to identify and check/Monitor adjacent crew spaces to give early warning of a secondary effect of explosion such as fire breaking out in adjacent compartment.

Need to inform shore authorities and seek them assistance as required.

Also, in case of fire in accommodation chief officer c/o is a incharge of fire team and second engineer will be in support team in charge and will assist the fire fighting team in boundary cooling, fireman outfit SCBA etc.

In some ships C/E also acts as SSO Ship Security Officer/Ship Safety Officer for safe working practices to be continued on board ship in E/R as well as on Deck.

So C/E should ensure that all the personnel involved in the designated work should be familiar in his field. He should know code of safe working practices.

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245. You have joined a vessel as Chief Engineer recently. Outline a programme that you will implement in training of Engine Room staff for (i) Fire prevention and fire fighting (ii) Pollution prevention (iii) Safe working practices. Enlist the related STCW Codes for each of them.

Ans. Upon joining a v/l as c/e, programs that can be implemented for training of E/R staff, shall be in accordance with chapter – VI of STCW – 95 Code; which deals with standards and minimum mandatory requirement regarding familiarising and basic safety training for emergency and occupational safety along with medical care and survival functions.

The purpose of such a training should be to provide basic knowledge, increase their proficiency and at the same time enhancing their skills by subjecting them to simulated emergency situations, i.e. drills and exercises, so that the personnel identifies the potentially hazardous situation that may result in threat to life or the pollution of marine environment.

These will not only reduce the response time but also increase the confidence level.

Fire Prevention & Fire Fighting:- Training program for this should be complying with chapter VI Table A – VI/1-2 , whereby specification of minimum standards of competence in fire prevention and fire fighting are laid down. Competence is in minimising the risk of fire and maintaining a state of readiness to respond to emergency situation involving fire. This should include the knowledge, understanding and proficiency in matters pertaining to:-

The elements of fire and explosion, reminding them of fire triangle, types and sources of ignition, flammable materials, fire hazards & spread of fire.

All engine room personnel must be made well aware of Fire Plan on board ship, their duties should be explained & importance of the same w.r.t. emergency situation should be explained.

Classification of fire and applicable extinguishers, location of FFA in engine room, emergency escape routes & internal communication should be explained. Fire & smoke detection system and automatic alarm system should be well conversed with.

The donning of fire fighters outfit, use of SCBA, ventilation control, quick-closing valves, fire control station & places from where emergency fire pump can be started remotely.

Instructions and knowledge regarding fixed installations and rescue procedures. Under what conditions engine room to be evacuated etc. should be explained.

Fire drills must be conducted weekly and during briefing sessions, assessment of performance and improvement should be done. Personnel should be rotated in their duties in order that they are conversant with other emergency duties as well.

Pollution Prevention:- This is dealt with in chapter VI Table A – VI/1-4 whereby specification of minimum standards of competence in Pollution

Prevention of Marine Environment is laid down. It includes the knowledge, understanding & proficiency in matters pertaining to:-

Effects of operational or accidental pollution of marine environment and basic environmental protection procedures. This will include imparting knowledge of SOPEP, which is a contingency plan to prevent pollution. Accidental pollution can occur during cargo loading/discharging, bunkering, oil spill may also result due to collision and grounding etc. Same should be explained along with location of SOPEP locker, equipments, their use and personnel duties during SOPEP operation. Remote stop of COPs, closing scuppers, testing & indication of high level alarms etc.for bunkering, the bunker system, location of tanks, sounding procedures to be explained. Bunker safety checklist to be followed. Communication means & mode settled between ship staff and barge personnel, importance of constant vigil should be explained.

Knowledge, operation and maintenance of pollution prevention equipment like OWS, Incinerator and Sewage system should be explained.

SOPEP drills should be carried out weekly and during briefing sessions the liability, compensation & fines that may result should be explained along with engine room personnel duties in each case.

Safe Working Practices:- This is dealt with in chapter VI Table A – VI/1-4 whereby specification for competence in safe working practice is laid down. Knowledge, understanding and proficiency for the following must be imparted;-

Knowledge of a safe attire is of prime importance, importance of safety while carrying out various ship board operations should be explained. This includes personal safety, safety of other men and m/c and safety of ship.

For E/R operations use of gloves, goggles, chemical handling suit while working with hazardous chemicals, using gloves, goggles and shield while carrying out welding or cutting jobs and use of PPE when on lathe, grinding m/c etc.

Enclosed space entry C/L and hot work permit C/L should be explained. Use of O2 analysis HC Detector should be explained. Procedure for ship board operation of critical equipments should be posted at conspicuous locations. Hazards of unsafe practices should be explained, as they result in fire, collision and grounding. Also occupational hazards to be explained. Drills for enclosed space entry such as rescue from P/P room etc. should be carried out weekly or fortnightly.

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246. As a Chief Engineer on a ship, how would you conduct a training program for safe work practices in (i) Engine Room Workshop (ii) During Dry docking (iii) Pollution prevention

Ans. Safe Working Practices followed on board ship is the requirement of ISM Code. The chief engineer should ensure that all persons involved in different type of work should follow safe working practices as deemed in “Code of Safe Working Practices” in shipboard Safety Manual.

(1) Engine room Workshop:-

a) This is a designated hot work area, so all persons working in workshop should be aware of the work being done. Persons who are authorised to do hot work should be familiar with the welding equipment. And chief engineer will authorise only those persons, who are familiar with the use of the equipment.

b) All individuals involved in welding, should be familiar with its correct use, importance of safety precautions and personal protective clothing to wear while carrying out work.

c) All persons involved in welding/hot work should be familiar with fire fighting equipment to be kept stby; & what to do in case of fire break out while carrying out work.

d) No hot work to be carried out without permission of duty engineer.

e) Workshop to be kept free of oily rags, etc. because of different types of jobs being carried out simultaneously.

f) All personnel working in engine room workshop made familiar with correct use Personal Protective Equipment, such as goggles – right goggles for right job.

g) All personnel involved in machinery(in workshop) job should be familiar with the controls and “emergency stop” for that machinery

h) All engine room personnel are given training for correct use of grinding m/c, lathe m/c, drilling m/c, etc.

i) All tools should eb kept clean and stored in proper place.

j) Welding machine should be switched off after use

k) Oxygen and acetylene lines must be de-pressurised after use and hose to be coiled properly, anti back-flow valve should be in working condition.

l) Work to be planned out before commencing.

(2) Dry-Docking:-

1) Crew members to be explained about the dry-docking jobs to carry out.

2) No fuel oil, lub. oil and fresh water transfer to be carried out without permission from chief engineer to avoid unduly stresses on the hull.

3) No opening to be unflagged or unattended.

4) Crew members and other shore staff working in engine room is explained and briefed about what to do in case of fire situation.

5) All crew members are explained about correct use of PPE

6) Emergency exit to be properly designated in case of any work carried out in the way of emergency exit.

Following points to be discussed for safe working practices in dry-dock

g) Importance of safety in dry-dock

h) Importance of ship familiarisation for shore workers

i) Use and demonstration of LSA to shore workers

j) List familiarisation with hazardous operations

k) Handling of deck machineries such as crane, mooring winch

l) Continuous fire watch

m) Proper use of caution

(3) Pollution Prevention:- Crew should be explained the different kinds of pollution – oil,

garbage, sewage, chemicals and exhaust. They should be made familiar with the company policy for the prevention of pollution of sea by ship board operation.

a) Oil Pollution:- Crew members should be explained the legal consequences of oil pollution and why oil pollution to be avoided, what all precautions should be taken while doing internal transfers of fuel oil and lub oil. Procedures to be followed while taking bunkers, (which is normally discussed in pre-bunker meetings). The personnel and duty engineer should be familiar with correct operation of oily water separator, and importance of correct entries in the Oil Record Book, simultaneously being made aware of legal implications for wrong entries in the oil record book.

All crew members made familiar with SOPEP locker and how to act in case of oil pollution, by drills and trainings, of correct use of oil pollution containment equipments.

b) Garbage:- Crew members should be given proper knowledge of segregation of garbage and garbage management plan, which is normally done through table-talk drill, and demonstration, specially galley crew is instructed to inform bridge, before throwing any food waste overboard. Garbage plan posted outside mess room.

c) Sewage:- All engineers are made familiar with MARPOL Annexe IV requirements, about discharge of sewage overboard.

d) Air Pollution:- All crew members and engineers involved made familiar with the operation of incinerator. The above information can be given through safety circulars, training videos, general meetings, and notice displayed at appropriate areas. Persons should be encouraged to

avoid pollution and made well aware of penalties and punishments for pollution incidents.

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247.Underline the general procedures followed for flow of information among ships personnel. As a Chief Engineer on a ship having multinational crew, how instructions received from shore office for engine management can be best utilized?

Ans. General flow for instruction from owner manager office to ship & from ship is as follows.

Exchange of information

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

General flow of information is as shown in diagram.

Master sort out information received from Head Office to Engg. & Deck department & pass it to respective persons as the case may be.

Certain information not required involvement of all ship crew in such case master sets a meeting of departmental head & discuss the matter as the case may be.

Information regarding safety pollution preventing can be best survey by conducting ship meetings.

In this meeting issues on safety & pollution prevention can best be discussed the company information's on such issues, what is recent development & requirement. New convention regarding safely pollution prevention, & security can be best way discussed, the crew difficulty in understanding on any matter must best way to resolved.

Certain meeting must conduct before arrived of ports.

Master must address the crew regarding the situation at port, port stay security level at port, behaviour of stevedore, on such ports, ships plan etc.

From the office various circulars or send to ships regarding pollution prevention companion, safely issue, various incident report.

Such circulars must kept available at common places, like smoke room all crew member must read understand & sign the same such circulars may repeat at safety meeting to know the feedback of crew on such circular or not.

Information can pass through training videos. Such videos shown on weekend & following with feedback session.

In case of multinational crew passing of information is little difficult but no difficult even though use of English made compulsory but still the problem is not completely solved.

In such case proper meeting of engine room staff taken chief engineer has to explain the scope of information requirement from ship's personnel & most important is feedback after information to ascertain that the information require to communicate is understand or not he has to make sure at any cost the proper require information only must conveyed.

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248. As per STCW convention 78 and Code of 95, state to which branch do the following sections refer to (a) Section A- III/1 (b) Section A- III/2 (c) Section A- III/3 (d) Section A- III/4

Ans) STCW refers to the international convention on standards of training, certification and watch keeping for seafarers, which was adopted on 7th July 1978 and was the first convention to establish mandatory minimum requirements on training, certification and watch-keeping for seafarers on an international level. It entered into force on 28th April 1984. Since then, a total of 3 amendments have been made: The 1991, 1994 and 1995 amendments.

1991 Amendment- Adoption date: 22nd May 1991Entry into force: 1st December 1992It was adopted by resolution MSC 22(59) which made it mandatory to implement the Global Maritime Distress and Safety System (GMDSS)1994 Amendment-Adoption date: 25th May 1992Entry into force: 1st January 1996It was adopted by resolution MSC 33(62) whereby special training was required for personal on tankers1995 Amendment-Adoption date: 7th July 1995Entry into force: 1st February 1997The original 1978 convention was criticized on many accounts

Parties to STCW 78 were interpreting if differently on many accounts. Convention was never uniformly applied and did not impose any strict

obligations on parties regarding implementation. Also parties realized that after 17 years, the 1978 convention between 26th

June to 7th July 1995 at IMO’s headquarters in London and the 1995 Amendments were officially adopted by resolution 1 of the conference of parties to the international convention of STCW 78.

1995 amendment is a major revision. One of the major features of the revision is resolution 2 of the conference of the parties to international convention on STCW 78.The resolution is an attachment to the final act of the STCW conference, which is given in form of annexes, containing VIII chapters.Chapter I: Deals with general provisions and includes mandatory medical standards communication skills, simulator training, revalidation of certificates, companies responsibilities etc.Chapter II: Deals with master and deck department. It gives provisions for:Reg1: Mandatory minimum manning requirements for navigational watch-keepers incharge of ships of 500 GT and above Reg2: Mandatory minimum requirements for master and chief mates of ships of 500 GT and aleave

Reg3: Mandatory minimum requirements for master and chief mates of ships between 500 3000 GT and also below 500 GT.Reg4: Mandatory minimum requirements for ratings forming part of navigational watch.Chapter III: Deals with engine department and gives provisions Reg1 : Mandatory minimum requirements for certification of OIC of an engineering watch in a manned engine room or for the designated duty engineer in a periodically unmanned engine roomReg2: Mandatory minimum requirements for certification of chief and second engineer officer of ships powered by main propulsion machinery of 3000 kw propulsive power or moreReg3: Mandatory minimum required for chief and 2nd engineer officers of ships powered by main propulsion engines of between 7508 3000 kw powerReg4: Mandatory minimum required for certification of ratings forming part of watch in a manned engine room or designated to perform duties in a periodically unmanned engine room.CHAPTER V: Deals with special training required for personnel on certain type of shipsPersonal should have DC (dangerous Cargo) endorsement at management level, operational level and support level as the case may be on the type of tanker to be served.CHAPTER VI: Deals with emergency occupational safety medical care and survival functions and includesReg1: Familiarization with liasic safety training e.g., PST, Elementary first aid, Basic fire fighting etc.Reg2: PSCRB proficiency in survival craft and rescue boatReg3: AFF Advanced fire fightingReg4: Medical first aid and medical care

CHAPTER VII: Deals Alternative certificationThis chapter allows a navigator meeting requirements of chapter 2 to undergo training as required by section A-II of STCW code and get his certificate Endorsed (after meeting its requirements satisfactorily). Similarly an engineer meeting requirements of chapter 3 can undergo training as required by section A-II of STCW code and get his certificate Endorsed Reg1-Fitness for duty, Reg2-Watchkeeping arrangement and principles to be observed. A proper and safe watch must always be maintained whether at sea in port or at anchorage. Rest hrs of watchkeeping should be taken into account.STCW code: was adopted by resolution 2 of the conference of the parties to the convention of 7th July 1995Why go for a code? The convention only contains liasic requirements which are then enlarged upon and explained in codes for tacit acceptance.STCW code is divided into 2 parts: Part A is mandatory and includes provisions for the standards required to be met or maintained by parties to the convention in order to give full and complete effect to the provisional of STCW convention. PART B are recommendations and give

guidance to be followed by the parties to convention, o implement STCW convention in a full complete mannerCHAPTER 3 of the STCW code part ASECTION A-III/1- Mandatory min requirements for certification of an OIC on anb engineering watch in a manned E/R or as designated duty engineer in a periodically unmanned E/RProvisions for onboard training: candidates must go through a structured training programme under the supervision of a competent engineer. A documentary evidence should be provided for said training standard of competence obtained from Table A-III/1: specification of the minimum standards required for the engineer OIC.Table has 4 columnsColumn 1: CompetenceColumn2: knowledge, understanding and proficiencyColumn 3: Methods for demonstrating proficiencyColumn 4: Criteria for evaluating competence and divided into function

Function 1 Marine Engineering at operational levelFunction 2 Electrical, electronic and control engineering and operational levelFunction 3 Maintenance and repair at operational levelFunction 4 Controlling the operation of ship and care for persons on board at operational level. A candidate must meet the requirement of all the columns under said functionsSECTION A-III/2 Mandatory minimum requirements for certification of chief and 2/E officers on ships of propulsive powers 3000 kw or more

Standard of competence is in table III/2, which is at management level A candidate should be able to carry act task, duty, responsibility as per

specification given in table A-III/2 2/E officer should always be able to act as C/E officer wherever required

SECTION A-III/3: Mandatory minimum requirements for certification of CEO and 2EO on ship of prop. Power between 750 kw and 3000kw.Standard of competence if given in table A-III/1 and AIII/2 is at management levelCandidate should carry out task duty and responsibility same at table A-III/2Minimum knowledge and understanding and propulsion required is listed in column 2 of table A-III/2. This incorporates, expands and extends in depth the subject listed in column 2 o table A-III/1.The level of knowledge of subjects listed in column 2 of table A-III/2 may be lowered but shall be sufficient to serve as CEO and 2EO2EO should always be able to act as CEO wherever requiredSECTION A-III/4: Mandatory minimum requirement for the certification of ratings forming part of a watch in a manned E/R standard of competenceShould have knowledge of marine engineer @ support level given in column 1 of table A-III/4

Minimum knowledge understanding and proficiency required is given in column-2 of table A-III/4There should be documentary evidence of std of competence

249

249. With reference to Section A-V/3 and training to engine room personnel, illustrate the role of a Chief Engineer in (i) Crowd management training (ii) Familiarization training (iii) Safety training for personnel providing direct service to passengers in passenger spaces (iv) Crisis management and human behaviour training.

Ans. The Chief Engineer plays a vital role as far as training is concerned to show department people & also to the passengers. So he should have the ability to give or impart the necessary training to the people concerned. Hence in case of the crowd management training the Chief Engineer should ensure personnel designated on muster lists to assist passengers in emergency situations to have at least following abilities :

i) Awareness of life-saving appliances and control plans including:

o Knowledge of muster list and emergency instructions.

o Knowledge of the emergency exits and

o restrictions on the use of elevators.

ii) The ability to assist passengers en route to muster and embarkation stations including:

o the ability to give clear reassuring orders

o the control of passengers in corridors, staircase and passage ways

o maintaining escape routs clear of obstructions

o Methods available for evacuation of disable persons and persons needing special attention and

o search of accommodation space.

iii) The mustering procedures including:

o the importance of keeping order

o the ability to use procedures for reducing and avoiding panic.

o the ability to use where appropriate passenger list for evaluation counts and

o the ability to ensure that the passengers are suitably clothed and have donned, their life jacket correctly.

Familiarization training : shall at least ensure attainment of the abilities that are appropriate to the capacity to be filled and the duties and responsibilities to be taken up as follows:-

Design and operational limitations

1. Ability to properly understand and observe any operational limitations imposed on the ship and to understand and apply performance restrictions, including speed limitations in adverse weather, which are intended to maintain the safety of the ship & cargo.

2. Procedure for opening, closing and securing hull openings.

Ability to apply properly the procedures established for the ship regarding the opening, closing and securing of bow, stern & side doors and ramps and to correctly operate the related systems.

3. Legislation, codes & agreements affecting ro-ro passenger ships.

Ability to understand and apply international & national requirements for ro-ro passenger ships relevant to the ship concerned and the duties to be performed.

4. Stability and stress requirements and limitations

Ability to take proper account of stress limitations of sensitive parts of the ships such as bow doors & other closing devices that maintain watertight integrity and of special stability considerations which may effect the safety of ro-ro passenger ship..

5. Procedure for the maintenance of special equipment com ro-ro passenger ships

Ability to apply properly the shipboard procedures for maintenance of equipment peculiar to ro-ro passenger ships such as bow, stern and side doors, scuppers and associated system.

6. Loading and cargo securing manuals and calculators

Ability to make proper use of the loading and securing manuals in respect of types of vehicles & rail cars where applicable, and calculate and apply stress limitations for vehicle decks

Emergency procedure :

o Ability to ensure proper application of any special procedure to

o Prevent to reduce the ingress of water on vehicle decks.

o remove water from vehicle deck.

iii) Safety training for personnel providing direct service to passenger ships:

The additional safety training required shall at least ensure attainment of the abilities as follows:

Ability to communicate with passengers during on emergency taking into account.

o the language or languages appropriate to the principal nationalities of passengers carried on the particular route.

o the likelihood that an ability to use elementary English for basic instructions can provide a means of communicating with a passenger in need of assistance whether or not the passenger & crew member share common language.

o The possible need to communicate during an emergency by some other means such as by demonstration, or hand signals, or calling attention to the location of the instructions, muster stations, life serving devices or evacuation routes, when oral communication is impractical

o The extent to which complete safety instruction have been provided to passengers in their native language or languages, and

o the languages in which emergency enouncement may be broadcast during on emergency or drill to convey critical guidance to passengers & to facilitate crew members in assisting passengers.

Life serving appliances :

Ability to demonstrate to the engine room personal the use of life saving appliances.

iv) Crisis management & human behavior training:

The Chief Engineering has to go in accordance with standards developed by the organization that is in the ISM manual which deals with the Emergency preparedness then the C/E should be able to deal with (i) In case of fire, grounding of the vessel, collision of the vessel, flooding of engine room & also in case of pollution.

He should be able to make out the procedures to be followed in case of each crisis i.e. how the action to be taken up. The human behavior training also plays a vital role in establishing a good management in the engine room. Hence the chief engineer should be able to train the people as how to interact in personnel relationship among people.

250

250. With reference to Section A- VI /1 of STCW 95 enlist the minimum requirements for familiarization, basic safety training and instruction to all seafarers. Underline the importance of the role of Chief Engineer of a ship in enforcing these elements of STCW training.

Ans) Section A-VI/1 covers mandatory minimum requirement for familiarization and basic safety training and instruction for all seafarers familiarization training before being assigned to any ship

All personnel employed on ship shall receive proper familiarization training on personal survival techniques and/or receive sufficient information and instructions as per guidance given in part ‘B’ of ‘STCW’ code to enable them

1. Communicate with another person on board on elementary safety matters and

understand safety information symbols, signs and alarm signal

2. Know what action to take when

a) A person falls overboard

b) Fire or smoke is detected

c) Fire or abandon ship alarm is sounded

d) Oil spill occurs

3. Identity muster and embarkation station and emergency escape routes

4. locate and don lifejacket

5. Raise the alarm and have basic knowledge of use of portable fire extinguishers

6. Take immediate action upon encountering an accident or for administering immediate

first aid.

7. Close and open weather tight and water tight doors

Role of chief engineers: Chief Engineers being the ‘head’ of engine room department can play a vital role in enforcing these elements of ‘STCW’ training such as

Identifying/Training all seafarers who are mainly employed on board ship before they are assigned any duties.

Providing opportunity to all newly joined seafarers toVisit the places in which their primary duties will be performed.

Get familiar with the locations, controls and display features of the equipment they will be operating or using

Activate the equipment when possible and perform the function using the control on the equipment and classifying any doubt about the operation/Safety precautions to be followed

Chief engineers should establish a time period within which a newly joined person is fully acquainted with area of his work maintenance procedure of equipment, safety and environmental procedure

He can designate an officer who is responsible for giving training to a newly joined person/s

Seafarers should be invited for discussions in meetings like safety meeting, to make him feel that he is a part of the important system

Any short comings of an individual must be brought to his notice and further training required on board should be given to him

Regular training sessions should be conducted on board and crew members should be invited to participate in the meeting.

251

251. As a Chief Engineer on a ship, how you would conduct a training programme for safe working practices in (i) Welding (ii) Ballast water management (iii) Pollution prevention

Ans. Importance of training cannot be underestimated in today's shipping where safety at work & pollution prevention are of paramount importance.

While imparting training to ship staff possible hazards in concerned operation must be identified as regards to safety & pollution, & safe working practices should then be explained to the trainees.

Welding :

Welding is one hazardous operation that can be witnessed almost daily onboard a merchant ship.

Following hazards can be identified in a welding job.

1. Electric shock to the welder.

2. Danger of fire & explosion.

3. Danger of burning injury to the welder.

4. Danger of damage to eyes.

After explaining the above hazards to the ship staff they can be instructed to follow these instructions.

1. Any hot work outside the designated workshop area cannot be carried out without a hot work permit signed by master & chief engineer.

2. The welder must wear all protective clothing's i.e. welding helmet, welding solves, safety shoes & full sleeve boiler suit.

3. The welding machine should be in good condition & welding job properly earthed.

4. Area around welding site should be free of any combustible material.

5. Any pipelines to be welded should be free of combustible liquid & vapors & must be blanked.

6. If welding is to be carried out in a tank, then tank must be gas freed & atmosphere of tank must be periodically checked for explosive gas mixtures.

7. A fire extinguisher must always be kept ready at the site of welding work.

Ballast water Management

Transfer of marine organisms algae, pathogens & bacteria's to the different parts of ocean through ballast water of merchant ships causes great harm to local marine habitat. The foreign organisms attach themselves to the sensitive local ecology thus disrupting the ecological balance in that area.

The same problem has been addressed to in MARPOL 73/78 Annex VII. Although MARPOL Annex VII is not yet in force, but the provisions & recommendations of annex VII are already being followed by shipping companies.

Ship staff can be trained in following aspects :

1) Creating awareness about the ballast water effect on marine environment.

2) Giving information about various methods of ballast water managements which may include :

(a) Flow through method (overflow method)

(b) Sequential method.

(c) Ultraviolet treatment of ballast water.

(d) Fire filtering (upto 50μ) of ballast water.

(e) Heating ballast water to remove dissolved oxygen.

(f) Chemical treatment (Chlorine) of ballast water.

3) Crew will instructed not to carry out any ballasting / de-ballasting operations without the knowledge of officer in charge.

Pollution Prevention :

Pollution prevention is of paramount importance in today's shipping. A large of training is required in this field. Following are the key issues which will be emphasized in a shipboard training :

1) Creating awareness about the problems which can arise due to shipboard pollution.

Making the ship staff aware of heavy fines & penalties associated with pollution.

2) Making ship staff familiar with the MARPOL 73/78 convention & the provisions therein.

3) Explaining E/R crew about discharge criteria for E/R bilge water.

4) Explaining deck crew about discharge criteria for tank cleaning residues.

5) Explaining the function & operation of various pollution prevention equipments like:

a) Oily water separator (15 ppm)

b) Sewage treatment planet

c) Incinerator for waste oil burning.

d) Oily discharge monitoring & controlling system (ODMCS) for tankers.

e) Location & pumping arrangements for various tanks like bilge tank bilge oil tank sludge tanks waste oil tanks FO O/flow tanks etc.

6) Explaining the operation of sludge pumps, bilge pumps, location of IOPP connection for discharging oil & sludge to shore reception facilities.

7) Location & operation of remote emergency stops for sludge pumps & bilge pump.

8) Location of SOPEP locker & various equipments kept there to fight the oil pollution incident like shovels, drums, wilden pump, short booms, oil spill dispersants.

9) Explaining to ship staff that ever if the oil spill dispersants are recognized by many countries, it cannot be used directly on an oil spill without the prior permission of port authorities.

10) Carrying out the SOPEP drills regularly so that ship staff is well versed with their individual duties during on oil spill incident.

252

252. Describe a procedure to establish a training programme appropriate for the training need of a Engine Room personnel on board, where you have joined as Chief Engineer. Illustrate the measures you will undertake in view of a section of Engine Room personnel not adept in attaining the standard within a specified time period.

Ans. STCW-95, Section A-1/6, deals with the training and assessment of seafarers. It states that training and assessment of seafarers should be structured in accordance with written programs which include methods / media of delivery procedures and course materials, as are necessary to achieve the prescribed standard of competence.

The training program can be structured for an engine room personnel on board, in following manner:-

Emphasis on safe working practices

a) Importance of safety

b) Ship familiarisation hazards

c) Nature of shipboard hazards

d) Use and importance of PPE

e) Use and demonstration of LSA

f) List & familiarise with hazardous operations. Eg; hot work, enclosed space entry etc., & awareness regarding company’s(SMS) procedures.

g) Loading and unloading of cargoes

h) Handling of deck machineries, cranes, mooring winch.

i) Portable and fixed fire fighting systems

j) Emergency alarms, muster points & duties.

k) Escape routes

Operation and maintenance of machinery

a) Starting and stopping of Main Engine

b) Starting and paralleling of generators

c) Operation and maintenance of auxiliary machinery including pumping and piping systems, auxiliary boiler plant, steering gear, A/C & refrigeration systems.

d) Manage fuel oil and lub oil operations so as to meet operational requirements and to prevent marine pollution

e) Manage ballast operations, should meet operational requirements, ensuring safety and stability of ship

f) Operation of all internal communication system on board

g) Methods of pollution prevention, and containment of pollutants

h) Methods of garbage, oil, sludge, bilge , sewage disposal & relevant regulations

i) Contents and maintenance of log books, records of spare parts, PMS

Compliance with Emergency procedures

1. Explain the term ‘emergency’ as any situation which is threat to life, property or environment

2. Types of emergencies

3. Shipboard contingency plan for corresponding emergencies

4. Importance of drills pertaining to combat emergency situations

Communication and human relationship on board

a. Importance of communication, consequence of wrong communication

b. Interpersonal relationship

c. Team building & importance of teamwork

d. Health and hygiene on board

If engine room personnel do not attain the standards within the specified time period, of carrying out a well structured “training program”, the person may need special shore based training and the proposal should be forwarded to the “training department” of the company. The company can then arrange that the persons get appropriate shore based training and can re-join later

253

253. Highlight the salient measures of a training programme that you will undertake on joining a vessel as Chief Engineer in pursuance of SOLAS guidance and as underlined in (i) May 1999 Amendments (ii) May 2002 Amendments (iii) Chapter IX of SOLAS

Ans) (i) May 1999 amendments

This amendment to SOLAS Chapter VII was adopted in May 1999 and entered into force on 1st January 2001 as the International code for the safe carriage of packaged irradiated Nuclear fuel, plutonium and high level Radio active wastes on Board ships (INF code).

According to this code ships carrying INF cargo are divided into three classes depending on the total radioactivity of INF cargo which is carried onboard in three classes i.e.,

Class INF1 ship: ship which are certified to carry INF cargoes with an aggregate activity less than 4000 TBq (Terabecquerel-measurement of radioactivity)Class INF2 ship: Ships which are certified to carry irradiated Nuclear fuel or high level radioactive wastes with an aggregate activity less than 2x106 TBq and ships which are certified o carry plutonium with an aggregate activity less than 2 x 105 TBq.Class INF3 ship: Ships which are permitted/certified to carry irradiated Nuclear fuel or high level radioactive wastes and ships which are certified to carry plutonium with no restriction of the maximum aggregate activity of the materials.

A training programme will be based on the following important issues related to the code.

Availability of INF code related documents and valid certificates onboard

Instructions as regards handling and stowage of such cargo onboard.

Specific requirements of shipboard emergency plan

Actions o be taken in event of an incident

Use of personal protective equipment when working in areas of radiation risk

A job specific training programme will be prepared for those who are directly involved with cargo operation and

Common programme for all the crew members onboard and it will be implemented through regular drills and briefing/lecturer

Audio-visual aids o be used to emphasis the personal and other safety related issued when working in these special type of ships

(ii) May 2002 Amendments

This amendment to SOLAS Chapter VII was adopted in May 2002 and entered into force on 1st January 2004 as the International Maritime Dangerous Code (IMDG). The code contains basic principles detailed requirements for individual substances, material and articles and a number of recommendations for good operational practice including advice on terminology, packaging, labeling stowage, segregation and handling and emergency response action. The details of procedures for packaging of dangerous goods or actions to take in event of an emergency or accident involving personnel who handles goods at sea are given in a supplement o this code. According to this code the dangerous goods are grouped into 9 classes.

A typical training programme will be based on the following important issues related to this code.

Availability of valid documents and certificates related to IMDG code onboard

Instructions as regarding handling, stowage and carriage of such cargo onboard.

Emergency response procedure

Use of medical first Aid guide for accidents involving such cargoes

Reporting procedures

A job specific programme for those who are directly involved with cargo operation

Highlighting safe working practices and use of personal protective aids

Common programme for all members of crew

Such programme implemented through regular drills/practical demonstrations

Audio-visual aids to be used to emphasis the personal safety and other related issued when dealing with such type of dangerous goods.

Chapter IX of SOLASChapter IX of SOLAS deals with the “management for safe operation of ships” or better known as the ISM code (International Safety Management Code)Safe operation of a ship can be made effective by following the safety management system on board. This SMS must include procedures to fulfill the requirements of ISM codeThe main objective of the ISM code is to achieve the safe operation of ships with minimizing loss of life and injury, reducing the pollution through written procedures and documentationTraining is a crucial component is the process of implementing the SMS. It can determine the success or failure of safety management system. The training to crew and officers can be given as follows:Crew to be made familiar to SMSCrew and officers have to be made aware of DPAOfficers and crew are made to read/understand the copy of SMS manual kept in

recreation roomAny accidents near miss incident reporting o be done during safety meetingsMaster review- master has to give feed back o company regarding accidents and near misses and suggested corrective action.

254

254. With reference to training onboard ships and emergency drills discuss the procedure and importance of (i) testing of emergency fire pump and emergency bilge pump (ii) operation of remote shutoff valves and remote stop switches (iii) operation of fire flaps.

Ans. All training programs and procedures for operating emergency equipments are framed as per the following.

ISM clause 7

Emergency Preparedness.

ISM clause 10

Maintenance of ship and equipment

10.3 Regular testing of stand by arrangements & equipments or technical system that are not in continuous use.

-> SOLAS Chapter II-2, Regulation 15.

A reference is also make to STCW 95 code section A-VI/1 which states mandatory training requirement for familiarization & basic safety training & instructions for all seafarers.

Onboard training is necessary for the familiarization with the operating procedures & particulars of five fighting appliance, life saving appliances & pollution prevention Aids.

During regular drills and training sessions each individual is made familiar with the operating procedures of various emergency equipments, both theoretically & practically by a responsible person i.e. C/E, 2/E or C/o.

i) Testing of Emergency Five Pump :

1. The testing procedures are written and displayed at relevant locations with regards to operation & precautions.

2. During testing the condition laid in SOLAS Chapter II-2 Regulation 10, 2.2.4.2 "Capacity of each five pump" is to be complied with.

Testing Procedure :

1. Start the ventilation of the emergency five pump space.

2. If pump is Electric Motor driven.

a) Turn the pump manually & confirm that it moves freely without any resistance.

b) Confirm Pump's suction and discharge valves are open.

c) Check the water level in seal tank for vacuum pump.

d) Check the freeness of vacuum pump by turning the conical pulley manually.

e) Confirm that all hydrants in Engine Room, pump room & in accommodation are shut.

f) Inform Bridge & Engine Room prior to start the pump for testing, but incase of emergency, pump can be started directly.

g) Start the pump from all starting locations i.e. remote & local.

h) Observe the fire line pressure, check for any abnormality & ensure that vacuum pump is automatically disengaged.

If the Pump is Engine driven.

Prior testing all checks on the engine to be carried out like L.O. level, water in radiator, Battery condition & any signs of abnormal leakage etc.

Importance of Testing :

1. Periodic testing increases the personal level of confidence and proficiency in operation.

2. Testing helps to keep pump ready for use at all times.

3. Minor faults can be observed & rectified accordingly.

Operation of Remote stop switches

o Operations and switches are to be clearly marked & displayed.

o When trying out keep local and remote switches alternatively locked shut & try to start from other location, in both cases it shouldn't start.

o Remote operation indication lights to be checked for proper indication.

o Log down the date and the time of drill.

Importance of drills

Ensures operation incase of an emergency.

Defects with any parts can be repaired / rectified.

By drills crew will be aware of the location and operation of the remote switches, particularly important incase of five in the Engine Room.

Starting of five pump from the control station to be performed during five drills.

After trying out all switches should be kept in normal operation.

Operation of Five Flaps

Procedure and Open/close position to be clearly displayed Weekly procedures to be followed.

Lubrication of various moving parts to be clearly displayed weekly procedures to be followed.

Lubrication of various moving parts to be done on weekly basis.

Closing of Flap is by gravity check for proper sealing in closed position.

Importance of Drill.

All person should be familiar with the location & the operation Regular trial ensures smooth operations, which ensures immediate sealing of E/R incase of fire.

The continuous onboard training and drills of emergency preparedness is mandatory as per ISM code.

The documented evidence is required during the ISM audits and PSC inspections.

These onboard training ensures in building a responsibility and motivation amongst the crew.

Prevents injuries, operational cost reduces with lesser accidents. These drills can achieve much reliability in attacking emergencies.

Emergency Bilge Pump

Remote shut off valves :

Operating procedures to be displayed clearly in the Five control Room, which includes :

a) Checking of pneumatic closing air bottle pressure, charging procedures and regular draining of condensate from the air receiver.

b) List of valves that will be operated.

c) Procedure of closing and release of pressure for opening of the valves.

d) Operation of the valves to be confirmed locally while the test or inspection or survey is being carried out.

Test Procedures

1. Make note of valves which are "Normally open / Normally Closed" position.

2. Test are preferably carried out whilst the vessel is at anchorage or in part and compulsory when she is at dry dock.

3. Test each bank or set of valves one by one, so that it becomes easier for the personnel to identify the operation and later to reset.

4. Testing & operating of lever for activation is normally done by C/E & confirmed by certified Engineer in E/R.

5. Precautions to be taken that operation does not interfere with the normal operation of the running machinery.

6. Confirm each & every valve position after testing is completed.

7. Check low pressure alarm for Air Receiver.

8. Make entries in Log book & safety record book after completion of test.

Importance :

1) Ensures operation in case of emergency, i.e. equipment standby & ready for use.

2) Defects with any parts can be attended & repaired.

3) Increases the level of confidence for personnel onboard regarding operating procedures.

255

255. As a Chief Engineer on a ship where you have joined recently, develop a training programme for shore related activities of a vessel. Highlight the specific training needs for engine room personnel in case of (i) overloading (ii) fire (iii) explosion, when the ship is in dry dock.

Ans) The training program for shore related activities of a vessel with respect to the following cases:

1) Over loading: The crew members and officers must be made aware of the stability aspect of the vessel while the vessel is in dry dock

2) The crew must be made familiar with the procedure of dry docking the vessel and should be informed about the time and date when the vessel would be dry docking

3) They should be made aware of the dangers to the ships structure when the vessel sits on the block and when she is being ……

4) Proper case has to be taken from the point view of the GM list and trim at the vessel when the vessel is in dry dock

5) Crew members should not transfer any ballast or oil or bunkers with out prior permission from the dock authorities

6) A meeting between the dry dock personal and the crew members to be held to advice the crew the max allowable shearing force pending movements and other such stresses which might affect the ships structure

7) Advice should be taken from the dry dock with regard to extra blocks and side shoring arrangements where ever required

8) Provision for unloading a vessel if the vessel is entering the dry dock with the cargo loaded or it has to discharge the cargo before entering the dry dock should be checked

In case of fireDry dock is a place where all kinds of hot work activities and repair work would be carried out hence the crew members should be trained as follows:1) All individuals involved in hot work should be made familiar with the equipment. Their

correct use identification of any hazardous surroundings.

2) The presence should be explained about the hot work permit and different clauses of hot work permits.

3) They should be made familiar with personal protective equipment and correct use of them

4) They should be made conversant with safe operational procedures as described in the company check list.

5) A check list should be made for safe operation this will include

a) Identification of the job date time

b) Precautions for ventilation and illumination of welding areas

c) Use of PPE

d) Check of areas for combustible like solids liquids or gases

e) Enclosed space permits if required

6) They should be told the importance of vigil at fire petrol in E/R

7) Fire main on the vessel to be kept pressurized at all times

8) All crew members should be trained to recognize the emergency signal as established by the dry dock people

9) All crew members must be made aware of the availability of the fixed and portable fire fighting equipment on a daily basis

10) They should also be told the use of proper electrical equipment as sparking or overloading of these might lead to a fire.

11) All persons should know their muster station as designated by the safety personnel of dry dock.

In case of explosion:-The training program to be carried out to avoid explosion on board the vessel in dry dock areThe need of use of hot work permits and other work permits in E/RThe importance of gas treeny of fuel oil tanks and LO tanks if opened for cleaning and isolation of all fuel oil and luboil pipe lines I opened for cleaning and draining them before removing them from the flangues for maintenance.Importance of keeping E/R bilges free of oil and other combustible material in dry dock. Importance of a vigilant fire petrol in E/R. All fire maines in E/R should be kept pressurized at all times.The importance of coordination between ships and dry dock personnels and prior knowledge about the location of the hot work being carried out in E/R.Availability of E/R fire fighting appliances weather operational or under maintanence on daily basis.In the event of explosion the response has to be well organized and training for that should be1) All persons should know their muster station as designated by the safety personnels of dry docks2) Should know the emergency signals as established by dry dock personals3) Need to take head counts so as to established the presence of all ship personnel4) Coordinate with the dry dock safety personnel to carry out rescue operation to evacuate the injured persons5) Need for having dry dock fire brigade shore medical facilities and shore electric supply telephone no’s to be displayed in the ECR and CCR or ships office

256

256. Outline the salient points of a training need that is required for engine room personnel in ship related emergency situations like (i) Collision (ii) grounding (iii) flooding (iv) heavy weather damage.

Ans. The following objectives need to be observed under training programs for engine room personnel for the above mentioned emergency situations:-

COLLISION:- (with a fixed or moving object)

1. Raise Emergency Alarm if collision imminent, otherwise immediately after2. Call Master3. Stand by in engine room

Damage prevention

1. Establish if any persons missing from muster station 2. Search and rescue of missing persons3. Make initial assessment of type, location and extent of damage:4. Is damage above or below waterline5. Is the buoyancy and stability of vessel affected (damage stability)6. Is vessel's maneuverability intact7. Is there risk of pollution of oil or noxious liquid substances8. Organize immediate action to reduce consequential effects of the collision9. Preparation of fire fighting gas protective and pollution prevention equipment10. Shut down all none essential air intakes11. Isolate penetrated tank(s) by hermetically closing the tank(s) or transferring liquid to slack

or empty tanks.12. Consider the compatibility of noxious liquid substances with tank type, material of

construction and tank coating.13. Consider further mitigation action for cargo transhipment in conjunction with appropriate

authorities in order to facilitate pollution control.14. Preparation of first aid equipment/ lifeboats/ liferafts

Establish contact with the other party, if applicable

1. Offering or requesting for assistance2. Exchange details of ship's name, current voyage and cargo3. Forward notice of collision as per Company Instructions4. Requirement for external assistance

If both vessels dead in the water and interlocked consider:

1. if separated, either might sink2. if separated, will both vessels pose a great risk to other traffic3. If separated, will pollution of oil or noxious liquid substances be worsened4. a separation might cause sparks and subsequent fire or explosion

Are there means which may improve the situation such as:

1. isolate penetrated compartment(s)2. ballast or deballast to change vessel's list of trim3. anchor or drifting4. jettison of cargo

Action plan

1. Inform local authorities2. Warn shipping in vicinity3. Inform Office Alert Team - as per Contingency Manual4. Fill out checklist5. Transmission of urgency or distress signal

If any pollution/When in doubt:

Notify proper authorities as per SMPEP Notification Requirement

GROUNDING:-

1. Stop main engine immediately2. Inform Master3. Raise Emergency Alarm4. Stop/close air inlet to accommodation/ Eng. room as found necessary

5. In the case of a noxious liquid substance, consider what protection from vapour or liquid contact is necessary for the response team and for other crew members

Damage Assessment

1. Make a visual inspection for location and extent of any damage2. Sounding (ullage) of all Cargo/ Bunker-/ Ballast tanks/ Void Spaces / Compartments3. To be compared with previous sounding4. Try to keep hydrostatic height in tanks intact/also during tidal changes5. Do not open ullage caps or air vents of cargo tanks (sounding via vapour lock)6. Reduce inert gas pressure to zero (tankers)7. Check vessel's position and nature of sea bottom from chart

Points to be considered when vessel is aground

1. Danger to vessel's crew/hull/machinery2. If the vessel should slide off grounding site3. Danger of vessel being broken down by heavy sea4. Health hazard to crew and surrounding population if release of hazard substance5. Is the vessel:

Constantly being stuck in the seaway Exposed to torsion/stress

Tidal Evaluation

1. Difference in the tidal range2. Tidal currents3. Drifting further up on shore due to tide, wind or waves

Weather Evaluation

Whether it is time/reason to await improvement in weather or tide

Evaluate

1. the possibility of additional release of oil or NLS cargoes2. the question of getting off from the ground by own means

Before such an attempt is made it must be determined whether the vessel

1. is damaged in such a way that it may sink, break up or capsize2. has manoeuvring problems by own means to get away3. the machinery, rudder or propeller are damaged or may be damaged if trying to get

off4. may be trimmed or lightened sufficiently to avoid damage to intact tanks in order to

reduce additional pollution from oil/bunkers or NLS cargoesDamage prevention - vessel/environment

1. Should the damage be of such an extent that the stability/stress/bending/cannot be computed on board, request assistance

2. Check for visible oil along the hullTransfer of cargo internally to reduce

1. longitudinal strain on hull2. environment pollution (until there is a water layer in bottom of damaged tank(s))3. Take into consideration the compatibility of noxious liquid substances with tank type,

material of construction and tank coating.

4. Transferring to barges vessels5. Preparation of fire fighting gas protective and pollution prevention equipment6. Preparation of lifesaving and first aid equipment

Make attempt to prevent vessel from moving by

1. use of anchors2. taking in ballast in empty tanks3. Can collision blanket be used4. Close all deadlights and ports on lower decks (if applicable)5. Close sounding and air pipes in affected area6. Check potential effect on cargo and systems7. Is external assistance required8. Remove all igniting sources9. Shutdown unnecessary machinery and electrical equipment in engine room10.Partial or total evacuation of crew

Action plan

1. Inform local authorities2. Inform shipping in vicinity3. Inform Office Alert Team4. Fill out checklist 5. Transmission of urgency/distress signals6. Notify proper authorities as per SMPEP Notification Requirement

7. Dispersants must not be allowed to spill overboard

FLOODING:-

1. Soundings (ullages) to be compared with previous soundings

2. Check for visible spill along the hull

3. If the vessel is aground or any spill is observed, follow instructions in previous paragraph (grounding)

Action plan

1.Inform local authorities

2.Warn shipping in vicinity

3.Inform Office Alert Team - as per Contingency Manual

4.Fill out checklist

5.Transmission of urgency or distress signal

6.Sound Emergency Alarm

7.Reduce Speed or stop, if at sea, and minimise stress

8.Assess nature of flooding/hull failure and risk to environment, if any

9.Assess the situation to confirm if the vessel is in any immediate danger of sinking or capsizing

Damage prevention

In engine room:

1.Start all available bilge pumps

2.Close watertight doors (if applicable)

3.Locate and isolate damage

In cargo area:

1.Locate and isolate damage

2.Start hold bilge pumps/eductors

3.If pollution risk of oil or noxious liquid substances consider internal transfer to establish water cushion in damaged tank(s)

4.Consider further mitigation action for cargo transhipment in conjunction with appropriate pollution control

5.If fire/explosion risk follow ship's Emergency Plan

6.Will leak affect vessel's buoyancy or stability

7.Can damage be repaired temporarily or permanently

8.Any risk of flooding into adjacent compartments

9.Can vessel be trimmed or listed or cargo jettisoned to bring damaged area above waterline

10.Can collision blanket be used

11.Close all deadlights and ports on lower decks (if applicable)

12.Close sounding and air pipes in affected area

13.Reduce inert gas pressure to zero

14.Check potential effect on cargo and systems

15.Consider the compatibility of noxious liquid substances with tank type, material of construction and tank coating

16.Is external assistance required, can vessel manoeuvre under own power

17.Shutdown unnecessary machinery and electrical equipment in engine room

18.Use of anchors, if practicable

19.Preparation of lifesaving equipment

20.Partial or total evacuation of crew

Action plan

1.Inform local authorities

2.Warn shipping in vicinity

3.Inform Office Alert Team - as per Contingency Manual

4.Fill out checklist

5.Transmission of urgency or distress signal

If any pollution/When in doubt

Notify proper authorities as per SMPEP Notification Requirement

HEAVY WEATHER DAMAGE:-

257

Musters and drills are required to carried out regularly. Musters ad drills are exercises which have the objective of preparing a trained & organized response to potentially hazardous situations, which may unexpectedly threaten life, property or the environment. It is important, that they should be carried out realistically, so as to anticipate as closely as possible, actual emergency conditions.

Major fires in either E/R or wheel house car render the v/l with loss of propulsion and inability to control & navigate the ship. Moreover the fire in wheelhouse will also render communication equipment in operable. An E/R fire, if not controlled & put out can spread to accommodation & the cargo spaces putting the whole ship in danger. Hence a proper approach has to be made in fighting fires in each of these areas.

All E/R personnel would have done shore based fire fighting training program as required by STCW. The ratings would have done the basic fire fighting course & the officers advanced fire fighting courses. So they have the basic knowledge & ability to use fire fighting appliances & fight fires.

On a ship, there may be diff. types of fire fighting equipment such as in case of portable ext. (foam, CO2, DCP) fixed inst. (foam, CO2, Sprinklers). Every E/R personnel should be familiar with the operation of these equipment. The onboard training should include.

1) Familiarization with portable & fixed extinguishers.

2) Location of fire hoses & by drafts.

3) Maintenance of these (normally assigned to an officer)

4) Video training program.

5) Donning of SCBA, fireman’s outfit & location.

6) Familiarization of all areas of E/R, Accommodator, cargo spaces.

7) Starting of fire p/ps (gen. & eme)

8) Locator of dampers.

9) Locator of quick closing v/vs, remote stops, fire control stn.

10) Familiarization with release of fixed fire fighting medium for E/R & cargo spaces.

11) Recognition of various alarms.

12) Understanding of ones duties.

13) Procedure for first Aid.

14) Location of fire control plan & int. shore connector.

16) Actual simulation of drills.

17) Train to work as a team.

18) Emergency escape routes.

19) Rotation of ones duties so as to know each others duties, incase one is incapacitated during on emergency.

20) Lifeboat launching procedure

When fighting a fire in the E/R the 2nd engineers is in charge of fire fighting operations within. The duty engineers are assigned duties in the fire fighting operations. The ratings are part of the fire fighting teams ad also to operate fire p/ps dampers. The E/O is to look after isolating the electrical circuit & bring or the fire fighting & is o2 stby. as instructed by 2nd engr.

When an accommodation fire takes place such as the wheel house the E/R team become the back up team as assists the c/o who handles the fire lighting team. The 2nd engr. low after operator of E/R machineries and assists c/o as back up.

Pollution involving cargo / bunkers.

All E/R personnel should be familiar with SOPEP drills. Training should include.

1. Locator of SMPEP/SOPEP locker.

2. Familiarization of use of SOPEP equipment.

3. Methods to prevent oil from spilling over to the sea.

4. Locator of sounding pipes, vents of tanks.

5. Transfer lines & procedures (officers)

6. Communicator procedures.

7. Fire fighting equipment to be put on stby.

8. Safety precautions to prevent fire (spare sources).

9. Inspection & mant. of equipment used in cargo or bunker operations.

10. One's duties during a spill.

11. Eme. stops for p/ps (location)

12. Other actions such as recording the seq. of events should also be taken, so this can be used in evidence.

13. Ensure pre bunker briefing & per bunker check list.

14. Bunker check list pre, during and post to be followed.

15. Ensure bunker plan is posted.

Every training program for. fire & oil spill emergencies is for tackling these emergencies. But it is important to know that there is no substitute for proper maintenance procedures & safe working practices which can prevent these accidents since most accidents are due to human error. so we have to keep in mind the policy. 'Prevention is better than cure.'

258

258. Develop an appropriate training programme for engine room personnel for successfully encountering machinery related emergency situations like (i) Main engine/ auxiliary engine failure (ii) automation failure of main engine in UMS vessels (iii) Steering failure (iv) electrical failure.

Ans. i) a) Main Engine failure :

A training program to tackle this emergency situation must achieve the following objectives.

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

2. Familiarization with changing over procedure from bridge control to ECR control or local control. (Local control should be tried out at least once in three months)

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

4. Starting of boiler

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

6. Importance of anchoring of the vessel and assistance from the engine room for the same (if vessel is in restricted waters).

7. Maintaining communication with the bridge.

8. Investigating the cause of failure by allocating one team.

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

10. Making record of events of actions taken.

11. Report making and informing company.

12. Attending possible immediate repairs and keep bridge informed of process and anticipated time of completion.

b) Auxiliary engine failure :

Auxiliary engine failure can lead to either

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

ii) Power failure (fault is common, fuel supply block)

If there is a problem common to all auxiliary engines (for example fuel system) it leads to stoppage of all auxiliary engines and results in Black out or power failure.

A training program can be developed by considering the following:-

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

2. Informing bridge about the incident.

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

4. Restore the power supply to critical machineries, as required, if it is a blackout situation as soon as possible

5. Investigating the cause of the incident.

6. Rectifying the fault.

7. Informing the bridge for readiness.

8. Making report and informing company / incident / accident report.

ii) Automation failure of main engine in UMS vessels

The training program must address the following.

1. Activation of engineers alarm & informing Bridge.

2. Familiarization of changing over procedures from bridge control to ECR control or local control.

3. Operation of "emergency maneuvering".

4. Manning the engine room.

5. Maintaining communication with the bridge.

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

7. Allocation of a team to investigate the problem.

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

9. Record the incident as per the ISM code

iii) Steering failure :

In the event of steering failure bridge will inform the engine room.

A training program could include the following aspects:-

1. Informing C/Engineer and Activating Engineers alarm.

2. Stopping / slowing down main engine as per bridge instructions.

3. Familiarization of change over procedures to emergency steering.

4. Operation of emergency steering.

5. Communication with the bridge.

6. Investigation of the cause of failure

7. Rectifying the problem.

8. Reporting to the company / owner.

iv) Electrical power failure :

In the event of loss of main electrical power, there would be an immediate shutdown of the main propulsion, which would lead to dangerous situation, if the vessel were to be maneuvering in narrow congested waters or near coastal line.

Although the emergency generator would automatically start and come on load to restore emergency power it is not possible to re start the main engine till the ships main alternators are re started and taken on-load.

Training program to encounter this situation could address the following.

1. Black out checklist as per ISM manual

2. Knowledge of standby and manual operations of auxiliary engines.

3. Importance of keeping Aux Engines on standby.

4. Starting of auxiliary engines and taking on load.

5. Starting various machineries sequentially

6. Identifying various machineries which can only be started locally and starting of the same.

7. Logging down of the incident.

8. Communication with the bridge.

9. Report to the company / owner.

All above training programs can be charted out using one or more of the following:-

1) Verbal lectures

2) Literature from company circulars

3) ISM manual guidelines

4) Safety videos on board.

259

259. With respect to training ship operation discuss the procedures and importance of (i) conducting management meetings to train officers and crew in engine, deck and catering department (ii) purpose of onboard training and its advantages.

Ans. Safety management meetings are intended to promote and improve awareness of

general safety and environmental protection issues. They can be arranged on any

suitable basis, such as departmental or for all available personnel.

The company should ensure that safety management meetings are arranged and

conducted regularly on board. These meetings shall be formalized with an agenda

minutes of previous meetings and action plans. Records of such meetings shall be

maintained.

The results of the safety meetings should be communicated to those personnel

unavailable for the conducted meeting.

Every meeting must have an agenda. Only what is relevant should be discussed.

Based on agenda, request prior input from participants, so that a strategy can be

planned.

Circulate previous minutes, for members to study before hand, if they are approved.

Locate possible area, which would generate a conflict of ideas.

.

A specific person should be delegated ,who will prepare the minutes.

The management meetings is logged as per ISM requirements, safety

management meeting minutes are sent to owner or ship manager.

Following item of topics should be discussed in the meetings.

- Last meeting minutes/pending minutes.

- Near miss incidents or accident occurred on board after last meeting.

- Any specific safety requirement regarding nature of cargo loaded.

- New IMO convention coming into force in near future and requirements

from ship to comply with the requirement of the same.

- Any survey items due.

- Any observed deficiencies regarding safe operation of ship.

- Items due in PMS.

- Occurrences in other ships of the company read and discuss so as to adopt

the suggestions given in them to operations & procedures employed on board.

IMPORTANCE OF MANAGEMENT MEETINGS :

- A procedure can be chartered as to ensure compliance with international

regulations.

- Ensure safety of life, property and environment.

- Gives direct feedback to owners and manager.

- It increases awareness of personnel with respect of safety and pollution

prevention.

- It leads to better understanding between departments..

PURPOSE OF ONBOARD TRAINING AND ITS ADVANTAGES;

- Ship being a floating object could be miles away from nearest help available.

- The first few minutes in an emergency are vital and they could be deciding

factor between success and failure.

- Team-work and co-ordination. Nothing can be achieved by individuals if each

does his own thing.

- Tackling of emergencies and setting up of required procedures.

This training helps in preparing crew to tackle any type of emergency that may occur on board, swiftly and efficiently such that a contingency plan is automatically put into action with minimal briefing and no lengthy importing of instructions.

- Onboard training realizes in best manner ship specific environment and task.

- Plays most important role in emergency preparedness.

- Can go a long way in preventing injuries to personnel.

- Inadequately trained staff can lead to PSC detentions.

- Less human error on board ships.

- Increased realization of responsibility.

- Reduced operational costs.

- Greater reliability.

- Leads to higher efficiency.

260

260. Illustrate the salient factors for “onboard training” and standard of competence as laid out in STCW 95 Chapter III. Underline the specific roles a CE needs to perform toward satisfactory training of engine room personnel under the Regulation. What will be the criteria for evaluating competence for onboard training by a CE.

Chapter III of STCW’95 deals with standards required of E/R personnel under different capacities chapter III/1 deals with standards required for a watchkeeping Engineer Offices, III/2, III/3, deals with the standards required for C/E & 2/E officer for main propulsive powers more than 3000 KW & between 750 kw to 3000 kw respectively chapter II/3, deals with standards required for serving as Engine Room Ratin.

On Board Training :

Every candidate shall follow an approved onboard training which :

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

2) Is closely supervised by and monitored by qualified and certificated Engineer officer on board the ship in which the approved sea going service is performed.

3) Is adequately documented in Training Record Book.

Standards of competence :

STCW’95 has very clearly specified the standards required under the various capacities chapter III has devided competence function to four functions.

Chapter III - I

Every candidate required to demonstrate the ability to undertake at operational level tasks, duties and responsibilities in the following field.

Marine Engineering :

Should be able to operate hand tools, measuring equipments, electrical / electronic measuring and test equipment for repair and

maintenance, fault finding, dismantling and reassembling of shipboard plant and equipment.

Should be maintain a safe watch.

Must use English in written and oral form associated controls.

Must be able to operate pumps and pumping systems.

Electrical / Electronic and control Engineering :

Should be able to operate alternator / Generators and control systems.

Maintenance and Repair :

Should be able to maintain marine and ontrol equipments.

Controlling the operatin of ship and care for personnel onboard.

By ensuring compliance with pollution prevention requirements.

Maintain sea wothiness of ship.

Knowledge of the LSA/FA equipment

Should be able to give medical firt aid onboard

Monitor compliance with legislative requirements

Chapter III/2 and chapter III/3

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

Chapter III/4

It gives basic standard of competency expected of engine room rating, their strength to understand orders, basic knowledge of common terms used in the engine room, E/R alarm systems specially fire alarms, knowledge of emergency duties, Emeergency routes etc.

Role of C/E towards satisfactory training of E/R personnel :

C/E Must establish a taining program onboard ship. He should breakdown various jobs into durites, takes, subtasks.

Establish priorities of tasks

Define performance standard for each task.

Identify preferred mode of learning.

Collect data on profile of trained personnel.

Give trainee independance of doin job and at the same time supervise his job and at the same time supervise his job constantly.

Identify constraints like language lack of training etc.

If a Trainee is lacking in knowledge in some areas, then C/E must disuss the weakness with him and must give him a chance to improve upon. If the trainee needs formal training in certain areas then C/F must equest for shore based training of the person concerned.

Evaluating competence for onboard training.

The criterias for above are given in column IV of tables A-III/1, III/3 and III-4.

Identification of important parameters & sections of material is appropriate.

Use of machine tool is appropriate and safe.

Selection of tools and spares is appropriate.

Dismantling, inspection, repairing and reassembling is in accordance with manuals & good watch keeping practice.

The conduct, handover and relieving of watch confirms with accepted priniple and procedures.

Proper record is maintained o movement and activities relating to the ships engineering systems.

Communications are clear and well understood according to established rules and procedures to ensure safety of operations and to avoid environment pollution.

Causes of machinery malfunctions are properly identified and actions are designed to ensure overall safety of the ship and plant.

Procedures for monitoring shipboard operations and ensuring compliance with MARPOL requirements are fully observed.

The type and scale of emergency is properly identified and emergency procedures are followed as per plan.

Actions in responding to abandon ship situation & survival situations are appropriate.

Legislative requirements, relating to safety of life at sea and protection of environment are correctly identified.

On basis of these guidelines and evaluation criteria, competency of onboard training can be evaluated.

261

261. State the date of adoption and entry into force of International Convention on Standards of Training, Certification and Watch keeping for Seafarers. Give a brief introduction of the convention highlighting its purpose, articles related, different chapters contained and their area of coverage.

Ans) the International convention on standards of training, certification and watchkeeping for seafarers (STCW) 1978 was adopted by the international conference on training and certification of seafarers on 7 July 1978.

In 1978 STCW conventions entered into force on 28 April 1984. Since then three amendments here to were adopted in 1991, 1994 and 1995

The 1991 amendments relating o the global maritime distress and safety system(GMDSS) and conduct of drills and entered into force on 1st December 1992

The 1994 amendments on special training requirements for personal on tankers were adopted by IMO resolution and entered into force on 1st Jan 1996

In 1995 amendments entered into force in 1997 under IMO’s TACIT acceptance procedure. The STCW code contains in

Part A) Mandatory provisions for which specific reference is made in the annex to the STCW conventions and which gives in detail the minimum standards required to be maintained by parties in order to give full and complete effect to the provisions of STCW conventions.

Part B) Recommended guidance to assist portion of STCW convention and as involved in implementing applying or existing measures to give the STCW conventions full and complete effect in uniform manner

Purpose of convention:- To ensure safety of life and property at sea and protection of marine environment by establishing in common agreement. International standards of training certification and watchkeeping for seafarers various article which are related to the STCW convention

[Article I] – General obligation under the convention

[Article II] – Definition – Eg. Administration certificate, organization seagoing ship fishing ships etc

[Article III] – Application i.e., applicable to sea farers serving on board sea going ships

[Article IV] – Communication of information i.e., parties to the convention will communicate as soon

as practicable o the secretary general.

[Article V] – Other treaties and interpretations it deals in various matters e.g., matters which are not ex

pressly provided for in the convention remains subject to the legislation of the parties.

[Article VI]- Certificates

[Article VII] – Transitional provisions – It gives idea about issuance of certificate during transitional phase.

[Article VIII] - Dispensation it means administration permitting a specified sea farer to serve in specified ship for a specified period not exceeding 5 months in a capacity other than the Radio operator

[Article IX] – Equivalents- It means administration may adopt equivalent measures which will be atleast equivalent to the requirements of convention.

[Article X] – To exercise taking into account the size and type of ship and the length and nature of voyage

[Article XI] – Promotion of technical co-operation i.e., technical assistance for the parties which request for training of administration and technical personnels, supply of equipment, establishment of training institution

[Article XII] – Amendments – It deals with the procedures for amending the conventions

[Article XIII] – Signature, ratification, acceptance, approval and acc

[Article XIV] – Entry into force i.e., the convention shall enter into force 12 months after the date of which not less than 25 states (50% of world tonnage of ships of 100 GRT and more)

[Article XV] – Denunciation i.e., party many denuce after 5years after the date of entry into force.

[Article XVI] – Deposit and Registration

[Article XVII] – Languages – The convention is established in a single copy in Chinese, English, Russian, French and Spanish language v/s official translation in Arabic and general language.

Different Chapters

Chapter I- General provisions- includes the list of definitions of terms used in annex

Chapter II – Master- Deck Department i.e., mandatory minimum requirements for certification of officers in charge of navigational watch on various GT ships

Chapter III- Engine Department. Includes basic principles to be observed in keeping an engineering watch. Mandatory minimum requirements for certification of CEO and 2/E officers to ensure the continued proficiency and updating of knowledge, mandatory minimum requirements for rations forming part of engine room watch.

Chapter IV- Radio Department – includes MMR for certification of Radio officers, provisions designed to ensure continued proficiency and updating knowledge of Radio Officers and minimum requirements for certification of radio officers.

Chapter V – Special requirements for tankers. The chapter was designed to ensure that officers and ratings who are to have specific duties related to cargo and cargo equipments of tankers shall have an appropriate and completed shore base fire fighting course and have completed either an appropriate period of ship board service or an approved familiarization course. Requirements are more

stringent for Masters and senior Officers. Attention is paid not only to safety aspects but also to pollution prevention.

Chapter VI – Proficiency in survival craft. The chapter establishes requirements governing the issuing of certificates of proficiency in survival craft.

Chapter VII – It covers alternative certificationChapter VIII – It covers watch-keeping i.e., fitness for duty, watch keeping

arrangements and parameters to be observed.

262

262. State the resolutions adopted by 1978 Convention on STCW. What is the amendment procedure of the said convention ?

Ans. The resolutions adopted by the 1978 convention on STCW are :-

Resolution 1 :- Adoption to the Amendment to the Annex to STCW 78.

-- All the members of the organisation and all related parties have to replace the existing text of the Annex to the convention.

Resolution 2 :- Adoption of the seafarers training, certification and watch keeping code.

-- Recognising the importance of establishing detailed mandatory standards of competence and mandatory provisions necessary to ensure that all seafarers shall be properly educated and trained, adequately experienced, skilled and competent to perform their duties in a manner which provides safety of life and property at sea and protecting marine environment. Also need for training to respond to change in technology, operational practices and procedures.

Resolution 3 :- Transitional provisions in order to fully comply with convention by Feb 2002. To take proper measures to implement revised convention.

Resolution 4 :- Training of radio operator for Global Maritime Distress & Safety System (GMDSS).

-- Requirement for all navigational watch keeping officers to be trained for performing designated radio duties. For safety of life, property and environment protection, there is need for efficient radio watch keeping & follow GMDSS regulations of SOLAS 1974 as amended in 1988.

Resolution 5 :- Training in crisis management & human behaviour for personnel serving on RoRo passenger ships.

-- It requires master, chief officer, chief engineer officer and second engineer officer and any person having responsibility for safety of passengers in emergency situations, to be trained in crisis management and human behaviour.

Resolution 6 :- Training of personnel on passenger ships.

-- It includes minimum requirements for training and qualifications of master, officers and rating on ro-ro passenger ships especially safety of passengers in emergency situations.

Resolution 7 :- Monitoring the implication of alternative certification.

-- It may be complemented in different ways by parties to the convention.

Resolution 8 :- Promotion of Technical Knowledge Skills & professionalism of seafarers.

-- This establishes arrangements for selection of seafarers, monitor their standards, training and monitoring junior personnel for skill and knowledge, refresher and updating training, encourage pride & professionalism.

Resolution 9 :- Development of international standards of medical fitness for seafarers.

Resolution 10 :- Training of maritime pilots, vessel traffic service personnel and maritime personnel on mobile offshore units.

Resolution 11 :- Promotion of Technical Cooperation.

-- It aims at enhancing mandatory requirements for training and qualification of seafarers.

Resolution 12 :- Contribution of the World Maritime University (WMU) in achievement of standards of maritime training.

Resolution 13 :- Revision of model courses published by IMO.

Resolution 14 :- Promotion of participation in the maritime industry.

-- IMO plan for promoting the training of women in maritime sector

Amendment Procedure for STCW Convention

Convention may be amended by either of following procedure (a) or (b)

(a) Amendment after consideration within the organisation –

(1) Any amendment proposed by party will be submitted to secretary-general who will circulate to all members at least six months before consideration.

(2) Such amendment will be referred to Maritime Safety Committee for consideration

(3) Parties, whether or not members of the organisation can participate in proceedings of MSC.

(4) It shall be adopted by a two-thirds majority of parties present provided at least one-third of parties are present at the time of voting.

(5) Such amendments on adoption will be communicated by secretary-general to all parties for acceptance.

(6) These shall be deemed to have been accepted on date when two-third of parties have accepted them.

(7) Amendment shall be deemed to have been accepted :

i) at end of two years from date of communication to parties for acceptance

or

ii) at the end of period not less than one year, so determined at time of adoption.

However, amendments shall not be accepted within specified date if more than one-third of parties, the combined merchant fleet of which constitute not less than 50% of world tonnage, notify secretary- general that they object to the amendments.

(8) It will enter in to force six months after date on which it is deemed to have been accepted.

(b) Amendment by a Conference :

(1) Upon request by at least one-third parties a conference may be called to consider the amendments

(2) These may be adopted by a two-third majority of parties present and voting. After adoption it will be communicated by secretary-general to all parties for acceptance

(3) Unless the conference decides otherwise the amendment shall be deemed to have been accepted and shall enter in to force as specified in (a)(6), (a)(7), and (a)(8).

263

Amendments to the STCW annexe will normally enter into force 1 ½ year after being communicated to all parties unless in the mean time, they are rejected by 1/3 rd of the parties or by the parties whose combined fleets represent 50% of world tonnage

Following are the amendments made to the STCW convention since 1991.

The 1991 Amendments (Adoption 22nd May 1991-E into F: 1st Dec 1992) Implementation of GMDDS systemThe 1994 Amendments (A:- 25th May 1994, E.I.F: 1st January 1996) the amendments replaced chapter V on special training for crews on tanks)1995 Amendments (A: 7th July 1995, E.I.F: 1st Feb 1997) The 1995 amendment represented a major revision of the conventionSame of the most important amendments adopted by the conference concern CHI General provisions include:1) Ensuring compliance with the conventionParties to the convention are required to provide detailed information to IMO concerning administrative measures taken o ensure compliance with the conversion2) Port State Control: Ehanced procedures concerning the excess of PSC to allow intervention in the case of deficiencies deemed to pose a dangle to persons property or the environment.Measures are enforced for watchkeeping personnel to prevent fatigue.3) Measures are introduced for watchkeeping personnel to prevent fatigue.4) Use of simulators for the purpose of training5) Revalidation of certificates for officers at intervals not exceeding 5 yearsCH II- Master and Deck Dept

This chapter was reversed and updated

CH III- Engine DepartmentThis chapter was reversed and updated

CH IV- Radio communication and Radio personnelThis chapter was reversed and updated

CH V- Special training requirements for personnel or certain types of shipsSpecial requirement were introduced for concerning training and qualifications

of personnel on board ro-ro vessels

CH VI- Emergency, occupational safety, medical care and survival functions

Includes mandatory men requirement for familiarization, basic safety training, issue of certificates of proficiency in survival craft, rescue boats and fast rescue boats, training in advanced fire fighting, medical first aid and medical care.

CH VII- Alternative certificationThis involves enabling crews to gain training and certification in various

departments of seafaring rather than being confined to one branch such as engine or deck.

CH VIII- WatchkeepingMeasures were introduced for watchkeeping personnel to prevent fatigue

The 1997 Amendments (A: June 1997; E.I.F: 1st Jan 1999)Amendments concern training for personnel on passenger ships like crowd

management, crisis management and human behaviour training etc.

The 1998 Amendments (A: 9th Dec 1998, E.I.F: 1st Jan 2003)These amendments are aimed at improving minimum standards of competence of

crews in particular relating to cargo securing, leading and unloading on bulk carriers.

The 2006 Amendments(A: May 2006: E.I.F: 1st Jan 2008)There add new min mandatory requirement for the training and certification for

persons to be designated a ship security officer (SSO)

Further amendments to part A of the STCW code add additional training required for the launching and recovery of fast rescue boats.

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Under Regulation 7 of Chapter I (i.e. General Provisions) of STCW 95, parties must provide detailed information to IMO concerning administrative procedures taken to ensure compliance with the Convention in education and training courses, certification procedures and other factors relevant to implementation of STCW Code. This information is used by IMO’s Maritime Safety Committee to identify Complying Parties. Other parties will then be able to accept certificates (COC) issued by these parties. ( It is noted that no proof of compliance was required under STCW 78). Hence countries assessed by IMO to be properly implementing STCW 95 are placed on a so called “White List” or list of confirmed parties published by IMO on its website.

To gain a place on the white list, countries must report details to the IMO – Secretary General of national laws, training requirements, standards and systems in place and ensure that all those elements meet the revised STCW 95 requirements and can pass the scrutiny of persons with a detailed knowledge of those requirements. A position on the white list entitles other parties to the STCW Convention to accept, in principle, that certificates issued by or on behalf of the parties on the list are in compliance with STCW 95. the inconvenience faced by countries not falling under “white list” are:-

1) It is expected that ships flying flags of countries that are not on the white list will be increasingly targeted by Port State Control inspectors.

2) A flag state party that is on the white list may, as a matter of policy, elect not to accept service on its ships, seafarers holding certificates issued by non white list countries.

3) Non white list countries seafarers if working on flag state which is under white list are required to get their certificate endorsed by flag state, to show that their certificate is recognised by the white listed flag state.

Important procedure concerning exercise of state that has been followed off from Chapter I of STCW is related to the Standard of Competence. In 1978, STCW convention was the first to establish basic requirement on training, certification and watch keeping for seafarers at international level. Previously, the standard of training, certification and watch keeping of officers and ratings were established by individual governments, usually without reference to practices in other countries. As a result, standards and procedures varied widely. The 1995 amendment of STCW convention states that the level of proficiency to be achieved for the proper performance of functions on board ship in accordance with the internationally agreed criteria as set forth herein, and incorporating prescribed standards or levels of knowledge, understanding and demonstrated skills. This was achieved by member countries, by providing detailed information to IMO, regarding education and training courses, certification procedures, standards and systems in place, and get their acceptance under “white list”.

Part A Chapter I Reg. 12 :- Technical innovation, such as use of simulators for training and assessment purpose have been recognised by STCW 95 and is covered under Regulation A-I/12. it gives in detail about requirements for :-

13)simulator used in training

14)simulator used in assessment of competence

15)radar simulator

16)automatic radar plotting aid simulator

It also gives in detail simulator training objective, training procedures and assessment procedures. Provision or coping of fitness standards of seafarers is detailed under Part A, Chapter I, Regulation 9, which states that each party shall establish standards of medical fitness for seafarers, particularly regarding eyesight and hearing, also certificate of competency are issued to candidates who comply with the requirements of this regulation, i.e. they should hold a valid document attesting to their medical fitness, issued by a duly qualified medical practitioner recognised by the party.

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265. Enumerate the different activities and rights of national coast guard. With reference to coast guard activity explain (i) controlling vessel traffic/ waterways (ii) inspection of flag state and foreign ships (iii) general maritime law and treaty enforcement.

Ans) Followings are activity and rights of National Coast Guardi) Providing protection to the fishermen including assistance to them at sea while in distress coast guard ship also ensure that the fishing trawlers do not cross over International Boundary Lines (IBL) and remain in Indian watersii) Safety and protection of offshore installation and artificial Islandsnational/coast guard ensures round the clock security and protection of all the national assets at seaa) Protection of offshore oil rigs and installationiii) Preservation and protection marine environment

Anti poaching operationsNational Coast Guard uses its patrol vessel and air craft to actively engage in

surveillance and law enforcement operations to circumvent illegal operation by the foreign mechanical trawlers/fishing vessel operating in Exclusive Economic Zone.

iv) Prevention and control of marine pollutionv) Assisting customs and other authorities in anti smuggling operationsvi) Enforcements of maritime lawsvii) Safety of life and property at seaviii) Search and rescueix) Collection of scientific data

Reference to coast guard activityi) Controlling vessel traffic/waterways

The coast guard ensures safety of men, vessels and materials deployed at sea round the clock. They made use of search and rescue techniques their skill/knowledge and mobility of its

helicopters to assist maritime fraternity while at sea.

Coast guard engages surveillance and law enforcement operations against foreign vessel operating illegally or entering Indian territorial seas without due reasons. It takes necessary measures by expelling ships engaged in illegal activities from Indian waters by issuing a

warning or by arresting offenders.

ii) Inspection of flag state and foreign ships coast guard inspection of flag state and foreign ships are for

Marine environment protection- This involves prevention enforcement, surveillance, response and in house………….Merchant Marine Licensing- Licensing officer and documenting crewMarine Investigation- Marine casualty investigation and personnel actionsPort safety- Prevent accidental damage to ports

Maritime security – Prevent intentional damage to ports vessels and facilities.iii) General maritime law and treaty enforcement: The coast guard maintains law and order through surveillance in territorial seas, by intercepting crimes, such as smuggling of goods, cracking down on vessel operating illegally, promoting strict law enforcement and being prepared to take against suspicious vessels and terrorist activities. The coast guard endeavours to enforce maritime law in country against any crime committed in this maritime jurisdiction coast guard ships and aircraft conduct regular operation for strict enforcement of law. They also display patrols engage in guidance and surveillance, as an aid to fishermen and their vessels who could stray into neighbouring countries and get arrested.

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266. Enumerate the area of activities/ enforcement of coast guard towards (i) Law enforcement (ii) drug interdiction (iii) port and waterway security.

Ans. Following are the areas of activities of Indian coast guard

Law enforcement Drug interdiction & security

a) Prevention and control of marine pollution

Indian coast guard endeavours to protect the marine environment by heightening awareness, surveying and enforcing laws pertaining to marine pollution in waters surrounding India. Indian coast guard ensures that vessels do not pollute and also endeavours to preserve our marine environment by carrying out survey and investigating marine pollution incidents.

b) Preservation and Protection of marine environment :

The Indian coast guard used its patrol vessels and aircraft to actively engage in surveillance and law enforcement operations to circumvent illegal operations by the foreign vessels operating in India's Exclusive Economic zone.

c) Assisting customs and other authorities in Anti Snuggling operations :

The Indian coast guard engages in surveillance and law enforcement operating against foreign vessels operating illegally or Indian territorial seas without due reason. It takes necessary measures by expelling ships engaging in illegal activities from Indian waters after issuing a warning or by arresting the offenders. The Indian coast guard has apprehended several merchant vessels / fishing boats / speed boats engaged in illegal trade. These apprehended vessels are brought to Indian ports and are handed over to concerned authorities. Indian coast guard has maintained constant vigilance at sea and assisted other authorities in apprehending vessels involved in smuggling of illegal goods.

d) Enforcement of Maritime laws :

Indian coast guard responds to occurs encroaching upon us from overseas by employing a system of thorough surveillance and law enforcement. Maritime crimes are increasingly becoming globalize and ingenious. Hence a system of through surveillance and enforcement at sea is essential to maintain peace order and security in India. Indian coast guard maintains law and order by intercepting crimes at sea, such as exposing the smuggling of goods and people, cracking down on vessels operating illegally promoting strict law enforcement and being prepared for suspicious vessels and terrorist activities. In order Indian coast guard endeavours to enforce maritime laws of India against any crime committed in its maritime jurisdiction. Coast guard ships and aircraft conduct regular operations for strict enforcement of laws. The offenders are fault strictly as per laws of the union. Recent spurt in terrorist activities around the globe has necessitate the Indian coast guard to address the issue of terrorism by strengthening security measures at priority facilities. In addition there have been incidents in surrounding waters such as Indian fishing vessels being shot and sued by neighbouring countries. In response to this situation, Indian coast guard deploys patrols to engage in guidance and surveillance as preventive measure against future trouble.

e) Safety and protection of offshore installations and artificial islands.

Indian coast guard ensures round the clock security and protection at all the national assets at sea.

i) Protection of offshore oil rigs

ii) Protection of offshore installations.

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267. With reference to marine pollution prevention, discuss the role enacted by coast guard on coastal waters. Briefly explain the action undertaken by coast guard in prevention of marine pollution and its enforcement.

Ans.

Duties and Functions of the Coast Guard:

It shall be the duty of the Coast Guard to protect by such measures, as it thinks fit the maritime and other national interests of India in the maritime zones of India.

Without prejudice to the generality of the provisions, the measures referred to therein may provide for: -

Ensuring the safety and protection of artificial islands, offshore terminals, installations and other structures and devices in any maritime zone

Providing protection to fishermen including assistance to them at sea while in distress

Taking such measures as are necessary to preserve and protect the maritime environment and to prevent and control marine pollution

Assisting the customs and other authorities in anti-smuggling operations

Enforcing the provisions of such enactment as are for the time being in force in the maritime zones and

Such other matters, including measures for the safety of life and property at sea and collection of scientific data as may be prescribed.

The Coast Guard’s function is to initiate rapid and effective response to control discharges of oil and releases of hazardous substances, pollutants, or contaminants into the sea. As one of the primary agencies responsible for pollution control, the Coast Guard has purchased equipment for use in the overall response to pollution incidents. For maximum flexibility and effectiveness, this equipment has been distributed to the major ports, and units having access only to limited commercial response resources.

1. District Responsibility: Administrative responsibility and accountability for pollution control equipment normally rests with the Coast Guard, who may delegate active management authority to individual units:

a. Advise new equipment purchases or relocation of existing response equipment;

b. Ensure adequate storage and maintenance arrangements;

c. Ensure that equipment is operated by competently trained personnel;

d. Ensure that arrangements for reimbursement of actual expenses, consistent with current policy, are made at the time equipment is made available for use by Coast Guard or other government personnel; and

e. Ensure that Coast Guard resources will measurably enhance removal activities.

2. Unit Responsibility: The following requirements apply to unit level administration of pollution equipment:

a. An adequate and comprehensive engineering and maintenance record for each piece of equipment;

b. Regular maintenance periods and designated person(s) to perform maintenance;

c. Timely and justifiable requests for equipment repairs, purchases, or other support to prevent the impairment of the equipment and operational efficiency;

d. A custodian/user accountability system for each piece of equipment;

e. A comprehensive file of instructions, publications, etc., affecting the management of pollution control equipment;

f. Preventing Coast Guard owned equipment from competing with cooperative or commercial resources;

g. Reports of equipment usage, enumerating appropriate specifics;

h. Documentation of out of pocket expenses chargeable to the respective pollution fund, for billing to responsible parties;

i. Adequate storage arrangements;

j. Training of personnel to operate equipment; if necessary, training assistance from the equipment manufacturer, or another competent source; and

k. Engineering support for pollution equipment problems.

3. Use Of Coast Guard Equipment.

a. Pollution From Vessels: Coast Guard owned equipment may be used to remove discharges or releases from vessels or facilities owned or operated by the Coast Guard. Other federal agencies may use Coast Guard equipment on a cost -reimbursement basis. These costs shall not be paid from the pollution fund, but must be charged to the federal agency’s operating funds. Reimbursement arrangements shall be negotiated prior to or at the time the equipment is made available.

b. Coast Guard Unit Equipment: Each on scene coordinator (OSC) maintains levels of “first aid” oil pollution response equipment as determined through the contingency planning process. However, it is the Coast Guard’s policy not to compete with the commercial sector. Consistent with this policy, the use of Coast Guard equipment is appropriate when it:

(1) Can be used in a more timely fashion than commercially available equipment;

(2) Includes a necessary containment or removal device that cannot be reasonably obtained from commercial sources; or

(3) Will enhance removal activities.

Whenever the OSC must utilize Coast Guard equipment for purposes other than monitoring, the OSC shall declare a federally funded removal to the extent necessary to ensure effective removal of pollutants. Upon arrival of commercial equipment, Coast Guard owned equipment should be removed, provided a smooth transition can be made.

c. Documenting Use Of Coast Guard Equipment: An important responsibility of equipment administration is documentation of equipment usage. This is an essential element in the procedures to recover costs associated with Coast Guard pollution removal and control efforts.

Use Of Pollution Response Vehicles. Immediate response action can often minimize the effects of an oil discharge or hazardous substance release. One response method that has been found to be fast and effective when federal response is called for involves the use of a pollution response vehicle. In addition to reducing response time, the presence of the vehicle presents a highly visible display to the local public that positive steps are being taken in dealing with the problem. Pollution response vehicles have also been successfully used for public relations purposes. For example, the vehicles can be used as a Coast Guard display during local events.

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268. Explain “Port State Control” (PSC) Inspection. Underline its authority for exercising and the basis of such inspections. Enumerate the relevant regulations article and annexes of SOLAS 74, LOADLINES 66, MARPOL 73/78, STCW 78 and TONNAGE 69, which forms the provisions for PSC.

Ans. “Port State Control” is an inspection programme under which all countries work together, to ensure that all vessels entering there waters are in complaints with strict international safety and antipollution standards. All countries involved in inspecting ships will share their findings with each other. Ship that are found to be in violation of laid down standard, are detained in port, until there deficiencies are rectified. The objective of PSC is to detect sub standard ship, that endanger not only the ships crew and the port, but also environment. This minimises the threat to life, property and the environment.

The key element of PSC are Ensuring compliances with internal rules regarding safety, marine pollution

and a threat to the working environment. Determining sub standard vessels, until all deficiencies are rectified. Implementing a mutally agreed upon figure, of annually inspecting the

minimum numbers (normally 25% of all visiting vessels). Applying a targeting system, when determining the selection of vessel for

checking, so that well run vessels are not unnecessarily harassed, while black listed vessels will not to be allowed to operate.

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

Provide technical assistances and training, where the need is identified.

Authorities of PSCPort state can be applied not only to those countries, who are party to the

conventions but also to ships that fly the flag of a state, that has not ratified a convention. No ship is exempted from PSC.

The relevant regulations article and Annex which forms the provision for PSC are as follows.

(a) SOLAS Reg. I/ 19 : General provision / control

Reg. IX / 6 Management of safe operation of ship / verification

Reg. XI / 4 : Special measures to enhance maritime safety ‘PSC’ on operational requirement

Chapter XI - 2 : Special measures to enhance maritime securities (ISPS Code)

MARPOL 73/78Article 5 - Certificate and special rules on inspection of ships.

Article 6 : Detection of violation and enforcement of the convention.

Regulation 8A of Annex I - “PSC” on operational requirement

Regulation 15 of Annex II : “PSC” on operational requirement

Regulation 18 of Annex III : “PSC” on operational requirement

Regulation 8 of Annex XIV : “PSC” on operational requirement

Load LinesArticle 21 : Check ILLC (international load line certificate)

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

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

STCW -78Article X - Control regulation (Rights of PSCO to ensure that all seafarers have

appropriate certificate)

Regulation I/4 : Control procedures.

Tonnage 1969Article 12 : Verification of tonnage certificate

Port state control inspection may be undertaken on the basis of the initiative of the party.

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

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

Definition of P.S.C. P.S.C. is the control through inspection of foreign ships by coastal state in its

port. This control is ensured for the purpose verifying 1) The condition of the ship and its equipment comply with the requirements of certain international maritime conventions 2) The ship is manned and operated in compliance with applicable national law. By the provision of UNCLOS, the flag state has been given the primary responsibility for ensuring that a ship is equipped, operated, maintained and manned in accordance with international maritime convention. P.S.C. is an international initiative for reduction of substandard ship.

On boarding and introduction to the master or responsible ship offices the PSCO should examine the vessels relevant certificates and documents

If the certificate are valid and the PSCO’s general impression and visual observation onboard confirm a good standard of maintenance, the PSCO’s should generally confine the inspection to reported or observed deficiencies.

If however the PSCO from general impression or observation on board has clear ground for believing that the ship, its equipment or its crew do not substantially meet requirement, the PSCO should conduct more detailed inspection.

Clear grounds : The absence of principal equipment or arrangement required by the

convention.

Evidence from a review of the ships certificate that a certificates or certificates are clearly invalid.

Document required by convention are not on board, incomplete, or are not maintained or are falsely maintained.

PSCO’s general impressions and observations that serious hull or structural deficiencies or deficiencies that may place at risk the structural water tight and weather light integrity of ship.

Deficiencies exist in the safety, pollution prevention or navigational equipment.

Master or crew not familiar with essential ship board operation. Indication that its key crew members may not be able to communicate with

each other. The emission of false distress alerts not followed by proper cancellation

procedures. Receipt of a report or complaint containing information that the ship appears

to be substandard.

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269. “If Flag State Implementation is carried out effectively; Port State Control may not be required”. Give your comments on the above statement.

Ans. All ships engaged on commercial trading need to be registered in a country, which identifies its owners. The country of registration is known as "FLAG STATE". It is the duty of flag state to ensure that a vessel entitled to fly its flag is safely constructed, equipped and subsequently properly maintained and manned as per relevant regulation based on international conventions developed by International maritime organisation (IMO) and International labor organisation (ILO) for this purpose the flag state carriers out surveys and inspections on the vessels under its registry for issue of various statutory certificates.

Ships trade internationally and how to call at various parts all over the world. Many ships may not call at their home ports for a considerable period and it is possible that during a certain period and it is possible that during a certain period of time ships certificates may not have been renewed or maintenance in general has suffered due to various reasons.

Therefore it is imperative that ships must be inspected at various ports to ensure compliance with rule requirements as regards safety, environment protection maintenance manning etc. This control is termed as port state control.

The fundamental aim of port state control is to supplement the inspections by flag state and eliminate sub-standard ships in order to ensure safer ships and cleaner oceans.

As per International convention for the safety of life at sea (SOLAS) chapter I, part B, Regulation 19, Every ship when in port of another contracting government is subject to control by officers duly authorized by such governments so far as this control is directed towards verifying that the certificates issued under regulation are valid.

Also as per SOLAS chapter XI-1, special measures to enhance maritime safety - Regulation 4- port state control on operational requirements.

A ship in a port of another contracting government is subject to control by officers duly authorized by such government concerning operation requirements in respect of the safety of the ship when there are clear grounds for believing that master or crew are not familiar with essential shipboard operations / procedures relating to safety of ship.

Ships of the countries which are not party to the various international inspections to ensure commensurate level of safety such inspections may be under taken on the basis of.

1) Initiative of the party

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

3) Information regarding a ship providing by a member of the crew, a professional body, an association, a trade union or any other individual with an interest in the safety of ship, its crew and passengers or the protection of the marine environment.

Some time ago, ship owners started registering their ships under flags of convenience(FOC). The main interest of the ship owners was to pay lesser taxes, lesser registration fees, low statutory survey fees and above all the rules and regulations were not so stringent. These so called flags of convenience were not party to some or more international conventions. So in a nutshell, ship owners had to spend comparatively a lot less money to get their ships registered in flags of convenience.

Since these flag states were not party to some conventions due to non-availability of resources or manpower. The ships registered with them had great chances to have standards below the international standards. To maintain universal identical standards, certain minimum standards were set by IMO and ILO and even if a flag of convenience does not comply with the conventions, Port State Control has been given authority by various IMO conventions to maintain minimum standards. Had all the conventions been ratified by all states and subsequently implemented on ships there would have been no need for Port State Control.

So if flag state implementation is carried out effectively there is no need for Port State Control

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270. During a port State control inspection, the PSCO desired to carry out detailed inspection of the vessel.

(a) What are clear grounds for a PSCO to conduct a more detailed inspection? State your answer with examples.

(b) What is the difference between ‘corrective action’ and ‘preventive action’

Ans)(a)If the PSCO has clear grounds for carrying out a more detailed inspection, the master should be immediately informed of these grounds and advised that, if so desired, the master should be immediately informed of these grounds and advised that, if so desired, the master may contact the Administration or, as appropriate, the recognized organization responsible for issuing the relevant certificate and invite their presence on board.

The following are the clear grounds for a PSCO to conduct a more detailed inspection:-

1) Evidence from PSCO’s general impressions and observations that serious hull or structural deterioration or deficiencies exist that may place at risk the structural watertight or weather tight integrity of the ship e.g., damaged guard-rails, rusted ladder ways, rusted or patched up pipelines on deck. Significant areas of damage or corrosion or pitting of plating and associated stiffening in decks and hull affecting seaworthiness or strength to take loads may justify detention. It may be necessary to check the underwater portion of the ship. In reaching a decision, the PSCO should have regard to the seaworthiness and not the age of the ship making an allowance for fair wear and tear over the minimum acceptable scantling. Damage not affecting seaworthiness or damage that has been temporarily but effectively repaired for a voyage to a port for permanent repairs won’t constitute grounds for judging that a ship be detained. In assessment of effect of damage, the PSCO should have regard o the location of crew accommodation and whether damage affects its habitability. The PSCO should pay particular attention to the structural integrity and seaworthiness of bulk carriers and oil tankers and note that these ships must undergo the enhanced programme of inspection during surveys under the provision of regulation X1/2 of SOLAS 74. The PSCO’s assessment of the safety of the structure of those ships should be based on the survey Report File carried on board. This file contains reports of structural surveys, condition evaluation reports, thickness measurement reports and a survey planning document. If there’s a doubt that the required survey has taken place, the PSCO should confirm with there organised organization. If survey report File necessitates a more detailed inspection of the structure of the ship or if no such report is carried, special attention should be given by PSCO, as appropriate to hull structure, piping systems in way of cargo tanks or holds, pump-rooms, cofferdams, pipe tunnels, avoid spaces within the cargo area and ballast tanks for bulk carriers the main structure of holds should be inspected for any obvious unauthorized repairs.

Machinery Spaces: the PSCO should assess the condition of the machinery of the electrical installations to make sure that they are capable of providing sufficient continuous power for propulsion and for auxiliary services. During inspection of machinery spaces, PSCO should see the standard of maintenance. Defective quick losing valves, disconnected or in operative extended control rods or machinery trip mechanisms, missing valve hand wheels, evidence of chronic steam, water and oil leaks, dirty tank steps and bilges or extensive corrosion of machinery foundations are pointers to an unsatisfactory organization of the systems’ maintenance. A large number of pipe clips or content boxes, will indicate reluctant to make permanent repairs. General deficiencies like leaking pump glands, dirty water gauge glasses, rusted relief valves, inoperative pressure gauges, inoperative or disconnected safety or control devices, evidence of repeated operation of diesel engine scavenge belt or crankcase relief valves, malfunctioning or inoperative automatic equipment and alarm systems and leaking boiler casings or uptakes would warrant inspection of engine room log book and investigation into the record of machinery failures and accidents and a request for running tests of machinery.Evidence from PSCO’s general impression or observations that serious deficiencies exist in the safety, pollution prevention or navigational equipment.a) safety equipment: the effectiveness of life-saving appliances depends on good maintence by the crew and their regular use in drills. A part from obvious defects like heled life boat, PSCO should look for signs of disuse of obstructions to survival craft launching equipment which may include paint accumulation seizure of pivot points, absence of greasing condition of blocks and falls.b) Fire fighting equipment: poor condition of fire line, fire extinguish deck foam lines, fire hydrants etc may be a guide for detailed examination of all fire safety equipment PSCO should also look for evidence of a higher than normal fire risk, which may be brought about by a poor standard of cleanliness in the machines space which together with significant deficiencies of the fixed or portable fire-extinguishing equipment could lead to a judgement of a ship being substandard. The PSCO should inspect for operability and securing arrangements of those doors in the main zone bulkheads and stairways enclosures and in boundaries of high fire risk spaces like machinery rooms and galleys. Spot checks may be made on dampers smoke flaps to ascertain the standard of operability. These flaps will preview spread of smoke through ventilation systems. PSCO should also ensure that ventilation fans can be stopped from the master controls and that means are available for closing main inlets and outlets of ventilation systems. Attention should be given to the effectiveness of escape routes by ensuring that vital doors are kept open and that alleyways and stairways are not obstructed . Now equipment e.g., one of the auto radar plotting aids plotting devices is not working.Absence of principal equipment or arrangements required by conventions. e.g., (a) Marpol Annex I requires that ships of 400 gross tons and above must have an oil filtering equipment provided with arrangements to ensure that any discharge of oily moistures is automatically stopped when the oil content of the effluent exceeds 15 ppm. Absence of this principle

equipment may lead to more detailed examination and possible detention. SOLAS convention 1974 requires presence of a life raft capable of carrying 6 persons near forecastle deck. Absence of this may lead to more detailed examination and possibly detention.5) Evidence from a review of ship’s certificates that a certificate or certificates are clarly invalid e.g. safety Equipment certificate may be invalid since no renewal survey was carried out during stipulated time.6) Evidence that documentation required by the conventions are not on board, incomplete, are not maintained or are falsely maintained.e.g. a) oil record book for machinery spaces may be absent or not properly filled up.

b) Fire control plans may be absent

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

d) Stability booklet may be absent

7) Information or evidence that the master or crew is not familiar with essential shipboard operations relating to the safety of the ships or the prevention of pollution or that such operations have not been carried out.e.g. (a) Life boat have not been lowered for past 4 months

(b) Chief Engineers does not know how to release CO2 into the engine room in case of fire in the en gine room

© Master does not know how to do emergency steering

(d ) Chief Officer doesn’t know how to operate deck foam system.

8) Indication that key crew members may not be able to communicate with each other or with other persons on board. The PSCO may ask the master which languages are used as working languages. For E.g. on Indian flag ships, English is the working language. PSCO may ensure that key crew members are able to understand each other during inspection or drills. Crew members assigned to assist passengers should be able to give necessary information to passengers in case of an emergency9) Conditions of assignment of load lines. If a PSCO has concluded that a hull inspection is unnecessary but is dissatisfied, on the basis of observation on deck with items like defective hatch closing arrangements, corroded air pipes and vent coamings the PSCO should examine to closing appliances, means of freeing water from the deck and arrangements concerned with the protection of the crew.Receipt of a report or complaint containing information that a ship appears to be substandard. E.g. third engineer has complained to port state control that life boat davit structure is badly corroded and it may not be able to support the life boat. Then PSCO should conduct detailed examination PSCO should not disclose the source of information.10) Emission of false distress alerts not followed by proper cancellation procedures. E.g. If EPIRB is accidentally actuated then it should be set right and nearest coastal authority informed about the accident.

(b) “Corrective action” is taken to remedy a defect while “preventive action” is the action taken to prevent a breakdown from occurring.e.g. Fire main line burst due to excess pressure and failure of relief valve damaged portion of the line is renewed to the satisfaction of PSCO. This is “corrective action”. “Preventive action” would have been to test the relief valve periodically and overhaul it if required. “Preventive action” would also include opening at least two fire hydrants on deck before starting the fire pump and monitoring fire pump pressure so as to prevent excessive build up of pressure.

271

271. With reference to port PSC enumerate on the following (i) Regional co-operation/ agreements (ii) Future of PSC (iii) Is PSC an effective tool for ship safety?

Ans. ) (1) Regional Co-operation/Agreement:- By provision of ‘UNCLOS’ flag state has been given the primary responsibility for ensuring that a ship is equipped, operated, maintained and manned in accordance with Maritime International conventions. However, some flag states have been unwilling or unable to carry out their international conventions. A ‘PSC’ inspection is thus, the second line of defence to prevent substandard ships from operating. Port states inspect a percentage (agreed) o ships calling at their ports.When the national port state control enhances the safety of ships and thereby protection of Marine environment only a regional approach then ensures that substandard ships and operations have fewer places to conceal/hide facts. Unless a regional approach is adapted, operator will just divert their ships to ports in the region where no ‘PSC’ or less stringent ‘PSC’ inspections are conducted.‘Regional Agreement’ covers the exchange of information about ships their records and the results of inspections carried out. This information, is vital as it enables subsequent ports of call, to target only ships that have not been recently inspected. In general, ships inspected within the period of previous 6 months from the ‘visiting date of port’ are not re-inspected, unless there are clear grounds to do so.Secondly, it is only by cooperation with the port of region, that it is possible to monitor substandard ship in the region. This applies to ships that have been allowed to sail with minor deficiencies on the condition that there are to be rectified is the next port of call to monitor such ships constant exchange of information between ports is necessary. Thirdly, it is important for countries to achieve uniformity in the manner and methodology of port state inspections and ultimately in their region so that similar standards are applied with regards to the detention of ship and training standards of port state control officers. To achieve this it is common practice of many existing ‘agreements’ to conduct joint seminars for ‘PSC’ officers to harmonize procedures.Therefore, post State Control regimes were set up under a memorandum of understanding (MoU). Harmonized inspection procedures are designed to target substandard ships with the main objective being to eventually eliminate them from the region covered by MoU’s participating states.2)Goal of future PSC: the impact of ‘PSC’ on ship’s and ship owners has grown with concern members of regional ‘PSC’ group are becoming more organized and professional in this approach to inspections investigations. When detention occurs. The name of the ship is publicly announced and quoted in their regional shipping magazines. Ships with history of detention will find it increasingly difficult to trade unless they & their companies gear up fully to the inspection criteria laid by ‘PSC’. There is a prospect of a ‘Global Post State Control’ being formed, wherein the exchange of information harmonization of procedures as well as training

will take place world wide. As more and more statistics and data are gathered and exchanged, by different ‘PSC’ secretariats, substandard shipping operations all over the world will reduce.These experiences will also provide maritime community with the opportunity to analyze better the reasons of accidents and causalities so that they can be prevented from occurring again.3) Is PSC an effective tool for ship safety: YES, it can be an effective tool. Most IMO conventions like STCW, ISM, LOADLINE, SOLAS, MARPOL etc, come under the ambit of Port State Control. Their inspectors have the authority as deputed by IMO to ensure that vessels visiting their ports are compliant w.r.t. the various IMO conventions. Hence they can definitely ensure that ships are safe and environment friendly. Their powers to detain or threaten to detain ships on various grounds, forces ships to be safe.

272

Regulation 4, chapter XI of SOLAS 1974 makes it possible for pre officer inspecting foreign ships to check their operational requirements especially when there are “Clear Grounds” for believing that Master or crew are not familiar with essential ship board procedures relating to ships safety, pollution prevention ships visiting any foreign port, are to be inspected by PSC on behalf of the contracting Govt. to ensure that the visiting vessel is not a threat o the port with regards to the safety of personnel & cargo & also not a navigational hazard to its surroundings.

(a) The ‘Clear Grounds’ referred, leading to detailed inspection include such factors as operational short coming, cargo operation not being conducted in a proper manner or absence of an updated muster list. These indicate that the crew members may not be able to communicate with each other.

PSC inspections are normally limited to checking certificates becomes questionable, if there are ‘Clear Grounds’ for believing that the condition of the ship or its equipments are not substantially meeting requirements of relevant instrument then a more detailed inspection may be carried out.

In accordance with the following provisions of ‘IMO’ & ‘ILO’ conventions, a PSC officer may conduct inspection of foreign ships coming in their parts :

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

2) Load lines 66, article 21.

3) MARPOL 73/78 article 5 & 6

1) reg. S/A o annex I

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

4) STCW ‘78 - article x & reg. ¼

5) TONNAGE 69 - article 4

The IMO has adopted assembly resolution A 787 (19) as guideline her PSC Assembly resolution A 882 (21) has amended & updated a 787 (19)

A PS officer proceeding to the ship can form an impression of the standard of its maintenance from items such as condition of paint works, corrosion/pitting.

If the PSC office from general impressions formed or from his observations has ‘clear grounds’ to believe that the ship or its equipment or its crew do not substantially meet the requirement, PSC should do more ‘ detailed inspections”.

‘Clear grounds’ to conduct detailed inspection include :

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

2) Evidence, that a ship’s certificate or certificates are clearing invalid.

3) Evidence,that the documents required by the convention & listed in appendix 4 is not onboard, incomplete, not maintained or falsely maintained.

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

5) Evidence, from the PSCO’s general impression or observations that serious deficiencies exists in safety, pollution prevention or navigational equipment.

6) Information or evidence that master/crew is not familiar with essential shipboard operations relating to the safety of the ship or prevention of pollution.

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

8) The emission of false distress alert not followed by proper cancellation procedures.

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

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

(b) Detainable deficiencies & corrective action :

1) Insufficient cleanliness of E/R, excess amount of oily water mixture in bilges, insulation of piping including exhaust pipes in E/R contaminated by oil, & improper operation of Bilge pumping arrangements.

2) Absence, insufficient capacity or serious deteriorating of personal LSA’s survival craft & launching arrangements.

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

4) Exceeding of maximum allowable cargo quantity per tank.

5) Annex I : unauthorised discharge bypass, fitted for pumping oily water overboard.

Appropriate training to be provided to crew members regarding operations, proper house keeping & cleanliness of E/R, planned maintenance schedule must be prepared to check LSA’s & other survival arrangements. Manning must be

managed as per safe manning Cert. Appropriate loading of cargo in task as specified in cargo loading & considering stress on ship’s HK & hull. In no case unauthorised discharge from ship be made which is considered as criminal offence.

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273. Explain the jurisdiction of application of PSC and its control regulations. State the salient clauses from different International Conventions that forms the basis and focus area of PSC.

Ans. Port State Control authorities undertake inspections of ships in their territorial limits, to ensure that they meet the requirements of international standards laid in the Conventions. It is possible that during a certain period the ship may not have called its home port, certificate may not have been renewed or maintenance has suffered due to various reasons. Therefore the ship must be inspected at various ports to ensure compliance with rules/requirements as regards safety, maintenance and manning. These inspections are done by Port State Control authorities. The fundamental aim of the PSC is to supplement the inspection done by flag state and to eliminate sub standard ships in order to have safer ships and cleaner oceans.

In accordance with provisions IMO and ILO conventions, parties may conduct inspection of the foreign ships in their port with Port State Control Officer (PSCO) :-

1) SOLAS 74, Regulation 1/19, regulations IX/6 and regulation XI/4

2) Load Lines 66, article 21

3) Marpol 73/78, Article 5&6, regulation 8A of annex 1, regulation 15 of annex II, regulation 8 of annex V

4) STCW 78, article X and regulation ¼

5) Tonnage 69 Article – 12

6) International Labour Organisation (ILO) convention no. 147, article 4

IMO has adopted assembly resolution A 787 (19) as a guideline for unified procedure for PSC. Assembly resolution A 882 (21), has amended and updated A 787 (19).

Clauses from different conventions

(i) Part C chapter VI pf SOLAS 1974 and international code of safe carriage of grain in bulk.

The PSCO may determine whether the operations and loading manuals include the relevant information for safe loading and unloading operation in port as well as in transit conditions.

(ii) Operation of machinery : PSCO may determine if responsible ship officers are familiar with duties related to operating essential machinery such as:

a) Emergency Generator and st-by source of electrical supply

b) Auxiliary steering gear

c) Any other equipment essential in emergency situation

d) Emergency steering gear operation

e) Manoeuvring from secondary position

Inspection of fire fighting equipment and systems and proficiency of personnel demonstrating the operation and maintenance of the same.

-- MARPOL 73/78, Annex I – Regulation 26 and 8 – shipboard oil pollution emergency plan, stability book, associated with stability plans and stability information.

-- Oil and oily mixture from machinery spaces taking in to account:-

1) The quantity of oil residue generated

2) The capacity of sludge and bilge water holding tank

3) Capacity of oily water separator.

An inspection of oil record book should be made. The PSCO may determine if reception facility has been used and any inadequacy of such facilities. PSCO may verify if all operational requirements of Annex – II of MARPOL 73/78 are met.

(iii) Control under the provisions of STCW 78

1) Verification of seafarers serving on board, who are required to be certified and hold appropriate certificate or a valid dispensation or provide documentary proof that applications for same have been made.

2) Verification of number of certificate and details of seafarers serving on board.

3) Assessment of seafarers ability to carry out watch keeping, maintenance and record keeping capability to act, in case of any emergency which may take place in port or at sea.

(iv) Port State Control related to ISM Code

PSCO can examine the copy of the Document of Compliance (DOC), issued to company, safety management certificate (SMC) issued to ship. A ‘SMC’ is not valid unless the company holds a valid ‘DOC’ for that type of ship. A more detailed inspection of safety management system may be carried out. In relation to ‘ISM’ PSCO may check:-

1) Company safety and environment policies

2) Relevant documents to SMS in working language

3) Emergency preparedness

4) Non conformity analysis record and reports.

(v) Water Ballast Management

PSCO may check compliance with water ballast management system and records maintained.

(vi) ISPS Code as per SOLAS Chapter – XI.

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274. What provisions are kept under PSC towards (i) Certificates issued by non party states to their ships (ii) Inspection of ships below convention size and (iii) Amendments to procedures for PSC adopted in 1981.

Ans) The duty to enforce convention lies with the flag states. They should regularly carry out surveys/issues certificates, to ensure that their ships meet and maintain convention standards either by their own or by their authorized recognized organization

PORT STATE CONTROLIn practice, ships do not regularly visit their flag state ports. This restricts the ability to control them and allows substandard ships to sail. Port and coastal states have certain rights to exercise authority over ships in their water. In addition port state have the authority to check that foreign ship visiting their ports meet all the appropriate convention standards.A state may also have its own standard national laws eg O.P.A 90 for US waters. A port state should only apply those convention which have entered into force and which it has implemented for to own shipA problem could arise with a foreign ship entering a port state, where the concerned flag state has not ratified a convention best which has entered into force. Also when a ship is below convention size.A problem could arise with a foreign ship entering a port state, where the concerned flag state has not ratified a convention but which has entered into force. Also when a ship is below convention age.1) CERTIFICATES ISSUED BY NON PARTY STATESif a flag state has not ratified a convention but however issued a certificate it does not give freedom to the state to enjoy the standards of the convention. Port state control will still exercise its authority to enforce the required standards of the convention. This is called “NO MORE FAVORABLE TREATMENT”2) INSPECTION OF SHIPS BELOW CONVENTION SIZE: it implesSOLAS : SHIPS BELOW 500 GROSS TONNAGE

MARPOL : SHIPS BELOW 500 GROSS TONNAGE

Port state will again give “no more favourable treatment” to ships below convention size post state control will excise all its authority to make sure that ships are safe and present least threat to the marine environment.

3) Amendments to procedures for PSC adopted in 1981:-In 1978 eight north sea status of envelope agreed to exchange information on foreign ship calling at their ports. This was super sided in 1981 when fourteen European states agreed to establish a harmonized system of control resulting in the signing of the paris MOU.Presently, we have 6 MoU which include all the major countries

Paris MoUMediterranean MoU

Asia Pacific (Tokyo) MoUCaribbean MoUVina Del Mar (latin American agreement)Indian Ocean MoU

United States has chosen to remain outside of any regional MoU. It has its own ‘US’ Port State Control regulations programmes and … control measures on a unilateral basis. In 2001 the US coast guard (USCG) implemented an initiative called ‘Qual ship 2’ to provide incentives to high quality ships in the form of fever inspections

275

275. With reference to PSC illustrate the following (i) Regional co-operation/ agreements (ii) The goal of future PSC (iii) Technical assistance by IMO under resolution adopted in Nov. 1991 Conference.

Ans) (1) Regional Co-operation/Agreement:- By provision of ‘UNCLOS’ flag state has been given the primary responsibility for ensuring that a ship is equipped, operated, maintained and manned in accordance with Maritime International conventions. However, some flag states have been unwilling or unable to carry out their international conventions. A ‘PSC’ inspection is thus, the second line of defence to prevent substandard ships from operating. Port states inspect a percentage (agreed) o ships calling at their ports.When the national port state control enhances the safety of ships and thereby protection of Marine environment only a regional approach then ensures that substandard ships and operations have fewer places to conceal/hide facts. Unless a regional approach is adapted, operator will just divert their ships to ports in the region where no ‘PSC’ or less stringent ‘PSC’ inspections are conducted.‘Regional Agreement’ covers the exchange of information about ships their records and the results of inspections carried out. This information, is vital as it enables subsequent ports of call, to target only ships that have not been recently inspected. In general, ships inspected within the period of previous 6 months from the ‘visiting date of port’ are not re-inspected, unless there are clear grounds to do so.Secondly, it is only by cooperation with the port of region, that it is possible to monitor substandard ship in the region. This applies to ships that have been allowed to sail with minor deficiencies on the condition that there are to be rectified is the next port of call to monitor such ships constant exchange of information between ports is necessary. Thirdly, it is important for countries to achieve uniformity in the manner and methodology of port state inspections and ultimately in their region so that similar standards are applied with regards to the detention of ship and training standards of port state control officers. To achieve this it is common practice of many existing ‘agreements’ to conduct joint seminars for ‘PSC’ officers to harmonize procedures.Therefore, post State Control regimes were set up under a memorandum of understanding (MoU). Harmonized inspection procedures are designed to target substandard ships with the main objective being to eventually eliminate them from the region covered by MoU’s participating states.2)Goal of future PSC: the impact of ‘PSC’ on ship’s and ship owners has grown with concern members of regional ‘PSC’ group are becoming more organized and professional in this approach to inspections investigations. When detention occurs. The name of the ship is publicly announced and quoted in their regional shipping magazines. Ships with history of detention will find it increasingly difficult to trade unless they & their companies gear up fully to the inspection criteria laid by ‘PSC’. There is a prospect of a ‘Global Post State Control’ being formed, wherein the exchange of information harmonization of procedures as well as training will take place world wide. As more and more statistics and data are

gathered and exchanged, by different ‘PSC’ secretariats, substandard shipping operations all over the world will reduce.These experiences will also provide maritime community with the opportunity to analyze better the reasons of accidents and causalities so that they can be prevented from occurring again.3) Technical assistance by IMO under resolution adopted in November 1991 conference-adapted on 6th November 1991 regional cooperation in the control of ships and dischargeInvitees the authorities, participating in the paris Memorandum and other countries to participate in port state control to assist wherever possible in the conclusion of regional agreements; study matters of inter-regional co-operation with a new to have information system and exchange of ‘PSC’ informationRequests the maritime safety committee and marine environment protection committee to consider any further action, which may be taken to assist member governments in their efforts relating to ‘PSC’ of ships and discharges, as well as to periodically review such actions.Invitees governments to consider concluding ‘regional agreement’ on an application made by ‘PSC’ leased on co-operation with the organizationInvitees secretary general to secure funds for the organization of regional seminar on matters related to port state control of ships and discharge under ‘SOLAS 1974’, LL 1966, STCW’78/95 and MARPOL 73/78The assembly took note (November 1991) of the consultancy report made on renew of organizational and management structures of ‘IMO’ (including Technical cooperation committee)‘Assembly’ then endorsed the plan of the secretary general to conduct an advisory group meeting in January 1992 for all members states, to renew recommendations and consider all the implications of ‘IMO’ so that action plans could be developed computer data study and possible link with electronic transmissions of mail and documents was taken in November 1991. This was further adopted by the ‘Assembly.Relations with Nongovernmental organizationsNovember 1991: Assembly approved grant of consultative status to the following non governmental organizations.

International Bar association (IBA)International Ocean Institute (IOI)Green peace international

276

The oil pollution during bunkering operation could occur due to various reasons such as a leakage at the manifold connections, tank overflowing, hose fracture caused due to excessive pressurization.

To elaborate on the emergency preparation plan, we shall assume that a hose fracture has lead to a substantial amount of spillage in water.

A major oil spill requires a prompt and diligent action wherein the master & Chief Engineer need to work in close co-ordination A vessel having well drawn and rehearsed (in the form of oil spill drills) Emergency preparedness plan can be effectively and efficiently tackle an oil spill causing minimum damage to the marine environment.

The plan should be prepared such that duties and responsibilities of every crew member are well defined and understood. It should address the very important aspects as regards the oil spill.

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

ii) Measures to stop / contain oil spill, clean -up action and prevention of one emergency leading to another such as outbreak of ferric)

Both the above mentioned measures should be taken up concurrently. A sample draft of an emergency preparedness plan is as follows :

Emergency preparedness Plan (Board outline)

i) Effective communication : Master, with the assistance of Chief Engineer and one watch keeping officer shall and as follows :

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

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

c) Master shall contact DPS and appraise him from time to time about the progress of events.

In order to ensure activities (a) & (b). Master shall ensure that an updated date of contact numbers of all concerned authorities is maintained onboard.

ii) Measures to a) Stop / contain oil spill.

b) Clean -up the spilled oil.

c) Prevent one emergency leading to another.

Chief Engineers shall be the in charge of the above operation and he shall co-ordinate, instruct and supervise the teams under him to ensure following :

a) Immediately stop the bunkering operation with an effective communication with the bunker barge /shore terminal.

b) Raise an emergency alarm.

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

d) Clean-up the entire affected area on-board

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

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

g) Use dispersant / detergent (available onboard) only after local authorities permit there use.

h) Record program of all activities to master who shall record them to defined claims of oil pollutions etc.

Salient advantages of Emergency Preparedness Plan.

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

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

3) An effective implementation is ensured through specialist teams comprising crew members. These teams are trained on-board through realistic drills carried and on a regular basis thus improving their skill & effectiveness.

4) Plan assess the state / condition of tools (cleaning gear) and consumables (cleaning material) provided to clean-up spillage.

Thus a well prepared EPP will go a long way in dealing with an incidence of oil spill effectively.

277

277. List the methods and aids to prevent pollution of the seas under IMO Conventions and steps you can take for its successful implementation on a ship prior its voyage where you have joined as Chief Engineer.

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

1) MARPOL - 73/78 : International convention for the prevention of pollution from ships 1973, as modified by the protocol of 1978. The various annexes to this conventions are as follows :

Annex - I : Deals with regulations for the prevention of pollution by oil. Entry into force on 2nd October 1983.

Methods and aids to prevents pollution includes following :

a) International oil pollution prevention certificate (IOPP) - (Reg.5) This certificate is mandatory / statutory certificate to be issued in initial or renewal survey, to any takes of 150GT and other ships 400 GT. Valid for 5 years issued by administration.

b) Oil Discharge monitoring and control system (ODMCS) shall be provided for tankers to control oil in shops (Reg.-15)

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

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

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

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

(phasing out of single hull tankers)

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

h) Shipboard oil pollution Emergency plan (SOPEP) Reg.26 Every tanker 150 GT and others 400 GT shall carry supplied SOPEP plan by Administration.

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

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

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

l) Limitation of size & arrangement of cargo tanks.

Annex - II Defines regulations for the control of pollution by noxious liquid substances in bulk.

Methods and aids to prevent pollution includes :

a) Categorization and control of noxious liquid substances in and outside special areas Reg. 3 & 5

b) Cargo record book : To record loading, unloading cleaning and ballasting facilities at terminals for discharge of residues and mixtures containing NLS Reg.7.

c) To have shipboard marine pollution prevention Emergency plan (SMPEP) along with SOPEP or a combined plan.

Annex - III Defines regulations for the prevention of pollution by harmful substances carried by sea in packaged form E/F = 1st July 1992

a) Marking and labelling - Reg 3.

b) Storage shall be properly stored and secured so as to minimize hazards Reg.5.

c) Document correct technical names to be used and further identified by the words marine pollutant.

International maritime dangerous goods (IMDG) Code : defines the harmful substances, which are identified as marine pollutants.

Annex IV : Defines regulations for the prevention of pollution by sewage from ships forced on 27th Sept. 2003.

Methods and aids :

a) An International sewage pollution prevention certificate is issued by the administration after survey has been carried out in accordance with reg.3.

b) Ship must have in operation an administration approved sewage treatment plant Reg.8

c) Reception facilities at ports & terminals Reg.10.

d) Standard discharge connection.

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

Methods and Aids

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

b) Reception facilities in parts & terminals.

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

d) Every ship 400 GT to carry garbage management plan.

e) Garbage record book required for ship > 400 GT and preserved for 2 years after last entry.

Annex VI : Regulation for prevention of air pollution from ships enforced 19th May 2005

Methods and Aids :

a) Ships must have an International Air Pollution prevention (IAPP) certificate by administration, after initial survey. valid for 5 years.

b) Restriction of use of ozone depleting substances (ODS) such as HCFCs. phasing out of existing ODSs by 1st January 2020. (i.e. R-22)

c) Control of emissions of sulphur oxides (SOx) by limiting sulphur contest of fuel oil to 4.5% m/m and 1.5% for sulphur emission control areas (SECAs) Reg.13

e) Installation of approved incinerators with monitoring devices for fuel gas outlet and combustion chamber temperatures.

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

g) Bunker delivery notes must specify parameters of fuel supplied,

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

i) VOC system for tankers sailing to VOC designated port.

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

1) Familiarization of personnel's responsible for operating pollution preventing equipment, with the operation & maintenance of equipment

2) Familiarization of personnel with MARPOL regulations.

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

4) Must ensure minimum recommended spares always onboard for pollution prevention equipment. Eg. spare set of filter cartridge.

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

6) Surveys due for pollution prevention equipment.

7) Bunker checklist bunker transfer procedures are clearly posted.

8) To properly keep bunker samples & delivery notes.

9) Operating procedures for pollution prevention equipments must be clearly posted.

10) Regular testing of pollution prevention equipments.

11) Entries in oil record book.

12) Ensure sounding records updated.

13) Good E/R house keeping minimum leakages.

278

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

(a) How would you as a C/E of a tanker ensure protection of the environment by compliance with the various Regulation of MARPOL 73/78 Annex 1 for prevention and control of pollution at sea?

(b) State requirement for compliance under Annex VI of MARPOL 73/78.

Ans. Annex – 1 Regulations for the prevention of pollution by oil which entered into force on 2nd

October 1983 and, as between the parties to MARPOL 73/78 supersedes the International Convention for the Prevention of Pollution of the sea by oil, 1954, as amended 1962 and 1969 which was then in force.

Prevention of pollution methods & aids involved are:-

1. IOPP Certificate

International oil pollution preventions certificate is issued after initial survey before the ship put in service or renewal survey in accordance with the provisions of regulation 6 of this annex, to any oil tanker of 150 gross tonnage and above and any other ships 400 gross tonnage and above which are engaged in voyages to ports or offshore terminals under the jurisdiction of other parties to the present on. Such certificate shall be issued or endorsed as appropriate either by the Adm or by any persons or organization duly authorized by it. In every case Adm. Assumer full responsibility for the certificate & valid for maximum 5 years.

2. Tanks for oil residues (sludge) Reg. 12

Every ship of 400 GT & above shall be provided with a tank or tanks of adequate capacity having regard to type of machinery and length of voyage. Piping to and from the sludge the shall have no direct connection overboard other than standard discharge connection.

3. Standard discharge connection Reg. 13.

To enable the pipes of reception facility to be connected with the ships discharge pipeline for residues from M’ of bilges and from sludge tanks must have standard discharge connection.

OD – 215 mm, ID – According to pipe OD, PCD – 183 mm, Flange thickness – 20 mm.

4. Oil filtering equipment Reg. 14 / Reg. 31.

Any ship above 400 GT & less than 10,000 GT shall be fitted with 15 PPM oil filtering equipment which must be Adm. Approved.

Any ship above 10,000 GT must have 15 PPM equipment with oil discharge monitoring system with alarm when it exceeds level and automatically stops discharging O/B by either P/P stop or 3 way v/v. Equipment must be Adm. Approved oil discharge and control system.

No discharge in Antarctic Area is allowed.

5. Oil record book part – I Reg. 17 (machinery spares)

Reg – 34 part II Cargo / Ballast operations every oil tanker 150 GT & above and every ship of 400 GT & above other than oil tanker must have ORB Part - I which must indicate transfers tanker to the, bunkering LO & FO, collection & disposal of residue, discharging O/B through approved equipment or to reception facilities must be recorded.

Part – II must be kept updated for ballast / cargo operation on each occasions on the case loading oil cargo, internal transfers, unloading oil cargo, ballasting cleaning of cargo tanks including crude oil washing, de-ballasting excluding SB tanks, discharge from slop tanks through ODMCS, disposal of residues for reception facility must be recorded.

6. Segregated Ballast tanks Reg. 18

Every crude oil tanker of 20,000 tonns DW 7 above and every product carrier 30,000 tonns DW & above delivered after 1st July 1982 must have segregated ballast tanks.

7. Double Hull & Double Bottom Requirements for oil tankers delivered on or after 6 th July 1996 Reg. 19

Oil tanker 600 tonnes DW 7 above delivered on or after 6th July 1996.

Every oil tanker 5000 tonnes DW & above must have protective location of segregated ballast spaces & should be protected against progressive flooding.

Entire cargo tank length shall be protected by ballast tanks or space other than tanks that carry oil .

i) Wing the or spaces

DWw = 0.5 + (m) or w = 20m

20,000

Whichever less. Min w = 1m

ii) Double bottom the or spaces

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

min h = 1.0m.

8. Double hull & DB requirements for oil tankers delivered before 6th July 1996 Reg. 20

Cat 1 tanker to be phased out with single hull by 1st April 2005 which built before 6th July 1996.

Single Hull tankers cannot carry HGO Reg. 21

Prevention of pollution from oil tankers carrying HGO.

9. Pump room bottom protection Reg. 22

This regulation for oil tankers 500 tonnes DW & above constructed on or after 1 st Jan 2007

h = B/15 or h = 2.0 m whichever less

mini h = 1.0m

10. Accidental oil out flow performance Reg. 23

To be dealt with oil flow discharge oil tankers delivered after 1st Jan 2010.

11. Oil tankers of 150 tonnes & above shall be provided with slop tanks except for tankers having voyage less than 72 hrs. & with is 50 nautical miles.

12. Crude oil wasting requirements Reg. 33

Oil tankers 20,000 DW 7 above delivered after 1st June 1982 must have cow system class approved and RO.

13. Shipboard Oil Pollution Emergency Plan Reg. 37

Administration approved 50 per plan should be there for tankers 150 GT 7 above and others 400 G & above.

14. Reception Facility Reg. 38

The Government of each party to the convention to ensure provisions at loading terminals, repair ports, in other parts where ship have oily residue to discharge must have reception facility without delaying ship.

b) Annex VI Prevention of air pollution form ships.

An International Air Pollution Prevention Certificate shall be issued for the ships of 400 GT & above and every fixed and floating drilling rigs and other performs by the Administration, which shall not exceed 5 years.

In initial survey before the ship is put into service or before the certificate required under reg. 6 of this Annex is issued for the first time. This survey shall be such as to ensure that the equipment, system, fittings, arrangements and material fully comply with the applicable requirements f their Annex.

2. Ozone depleting substances Reg. 12

Deliberate emission of ozone depleting substances shall be prohibited unless saving life at sea or due to accident or breakdown of equipment. Deliberate emissions include emissions occurring in the course of maintaining, servicing, repairing or disposing of system or equipment.

New installation which certain ozone depleting substances shall be prohibited on all ships, except that new installations containing hydro chlorofluorocarbons (HCFC’s) are permitted until 1st Jan 2020.

These substances should be collected properly and delivered to the reception facility ashore.

3. Nitrogen Oxide (NOx) Reg. 16.

This regulation applier to each engine 130 kw & above O/P installed on ship constructed after 1st Jan 2000. or the diesel engine goes major conversion after 1st Jan 2000 . Major conversion means 10% change in MCR.

His regulations will not apply to emergency generator lifeboat engines and any device or equipment which to be used solely in case emergency or costal voyage vessels which must have alternative Nox control provision set by Administration.

Nox Limits from the engines should be following:

i) 17.0 g/kwh the engines should be following:ii) 45.0 x n-0.2 G/kwh when n >130rpm n<2000rpm.

iii) 9.8 g/kwh when rpm n h 2000 & above.

Provisions 6/ NOx technical code should be applied to all ship i.e. alternative provisions gives by Administration.

4. Sulphur Oxide (SOX) Reg. 14.

The sulphur content of any fuel used on board ships shall not exceed 4.5% m/m. The fuel supplied on board shall be mentioned under the guide times developed by MEPC 82(43).

SECA Sox Emission Control Area

1. Baltic sea & North sea.

under SECA either the fuel should not contain sulphur more than 1.5% m/m or emission from engine should not exceed 6.0 g SOx / KWh or any approved method by Administration to control six can be used.

5. Volatile Organic Compounds Reg. 15

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

6. Shipboard Incineration Reg. 16

Shipboard incineration in allowed except for oil sludge & sewage sludge in Port harbour & estuaries.

Shipboard incineration is prohibited for following

i) Annex I, II and III cargo residues of the present convention and related contaminated packing material.

ii) Polychlorinated Biphenyl’s (PCB’s).iii) Garbage containing more than trace of heavy metals i.e. batteries, mercury, lead

etc. iv) Polyvinyl Chloride (PUCS) exception in IMO type approved incinerator.

Monitoring of combustions flue gas outlet temperature shall be required at all times & waste shall not be fed in continuous feed shipboard incinerator when temperature is below 850oC & unit shall be so designed to reach combustion temperature to 600oC within five minutes after start up.

7. Reception Facility Reg. 17The Government of each party to protocol 1997 undertakes to ensure the provisions of facilities adequate to meet reception of ozone depleting substances, exhaust cleaning residues without causing undue delay to ships.

8. Fuel Oil Quality Reg. 18

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

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

iii) Free from inorganic acids

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

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

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

vii) Fuel Oil samples sealed and signed by supplier or supplier representative or master or officer in-charge of bunker operations. Samples to be retained on board for minimum 12 months.

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Emergency preparedness procedures are provided in the section ‘8’ of company’s safety management system. Manual under the heading “Contingency plan” these are as follows for given scenarios:

(1) Search and Rescue

Search:

(1) Contract Port which sent distress and nearest coast station or MRCC and request advice

(2) Give information about your own vessel i.e., position course speed type of ship etc and confirm that you are heading for search area

(3) If this is the case also inform to your company and charterer and keep log to all events

(4) Establish continuous radio watch and on all frequencies as advised by MRCC

(5) Before reaching to search area post additional look out to continuously monitor search area

(6) … equipments such as net ladder etc to aid rescue make ready first aid equipments and hospital

(7) Co-ordinate search pattern with other ship/MRCC cost radio station

(8) Monitor X band radar for locating survival craft transformer (SART) signal with 600 12NM range scale.

Rescue:

(1) Contact surviors if possible o establish local conditions and situation

(2) Rescue may be effect from the deck or by use of survival craft or from sea

(3) If survival craft is set adrift after rescue

Notify nearest RCC advising position type of craft and weather any radio equipment left on board that transmit distress signal automatically.

(2) Evacuation of critically injured personnel

(1) If it is decided to evacuate the critically injured personnel the decision for deviation has to be made

(2) Inform office and P&I correspondent for deviation in order to land sick scaman

(3) Inform port health authorities and the local agents to take care of legal matters and responsibilities

(4) Keep monitoring the person and provide first aid and treatment advised by Radio medical advice.

(5) Keep the person’s documents (pass port, CDC, health book) ready

(6) Prepare the casualty carefully and secure him in a stretcher

(7) Keep O2 or EEBD on his mount to assist in his breathing if required.

(3) Helicopter Operation: Prior to helicopter operation following contingency plan to be followed

(1) Inert gas pressure should be reduced 30 min before the helicopter operation

(2) Vessel with IGS in the tanks should be ventilated to reduce the LEL in the tanks below 4%

(3) Prior to helicopter operation all cargo and ballast tank opening pump rooms closed and secured

(4) Lose object from the area should be removed

(5) Has a pendant or wind sock has been hoisted at point conspicuous to helicopter pilot to indicate wind direction

(6) Fire pump should be running with adequate pressure

(7) A competent person should be stand by at foam system

(8) Foam monitors portable foam nozzles and foam liquid supply should be ready

(9) Deck fire fighting and rescue team should be ready with wearing all protective year

Following equipment should be kept at hand (a) 2 Life boys (b) Portable DCP (c) 1 Portable CO2 extinguisher (d) a large axe (e) crow bar (f) wire cutter (g) Read emergency signal/ torch (h) first aid kit (i) Rope managers for securing helicopter (only on pilots instruction)

(10)Rescue boat ready for lowering

(11) Ship should be displaying signal as per rules of road

(12) Deck party aware of hand signals

(13) Communication with helicopter pilot and radio channel set

(4) Rescue from enclosed space

1. Sound alarm inform master2. Mobilize emergency squad with SCBA and spare bottles3. Mobilize stretcher party with first aid equipments to stand by at the scene at incident4. Ensure or improve ventilation at space5. Rig harness and rescue lines6. Two persons wearing SCBA enter space with harness and EEBD7. Remove the casualty from space and transfer it to hospital for treatment8. A test office team9. Take radio medical advice10. consider for deviation to land the person if situation demands

(5) Abandoning ship

Decision at abandoning ship will be taken by master either himself or in consultation with company.

(1) Emergency alarm will be sounded allowed by captain announcement on P.A. system

(2) Prior to abandoning

(a) Inform company

(b) Inform ship in vicinity

© Advice MRCC

(d) Transmit distress signal

(3) Muster all persons on board and taken head count search for missing person if any

(4) Select survival craft/raft and prepare for launching

(5) People will perform their assigned duty as per muster list with regard to

(a) Collect official log book (Deck and Engine)

(b) Collect passport/CDC etc

© Collect extra water and ration

(d) Collect VHF SART EPIRB

(6) Launch the boat go away from ship but stay in the vicinity

(7) Activate Epirb and sart

(8) In the case of ship sinking stay in the vicinity at the ship

(9) Be calm and together execute the survival techniques and try t keep your self busy and wait for rescue

(10) Keep look out and use pyrotechniques when required to attract the attention of others

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280. The vessel where you are posted as Chief Engineer is undergoing dry-docking and a serious fire occurs on the deck because of welding work. Illustrate the documented procedures to deal with such emergency and its advantage over non-documented actions? Explain the different ship related contingencies against which document procedures are maintained under emergency preparedness of ISM Codes. In case of a major pollution of oil from a ship how best the contingency plans in emergency preparedness help over other actions.

Ans) According to the ISM code the company should make documented procedures to identify describe and respond to potential emergency shipboard situations. The company should establish programmes for drills and exercises to prepare for emergency actions. The safety Management System (SMS) should provide for measures ensuring that the company’s organization can respond at any time to hazards accidents and emergency situations involving its ships.

Due to the nature of dry dock repair activities (that means it involves numerable jobs of vastly varied and diverse nature) it is challenging task to device a fire fighting plan that will satisfactorily operate under all conditions. Thus, necessarily in such a situation a suitable fire fighting plan should be open to frequent changes and thus should be highly flexible in nature. Due consideration to be given to following peculiar situational hurdles.

As the fire fighting is to carried out on the deck of a ship in dry dock there are several hurdles to fire fighting:

Major jobs are being carried out, thus most primary muster stations may not be suitable for muster log. Also, some repairs may be in progress on the vessels general emergency alarm system and thus alarm may not be available there is a possibility that some ships crew have availed of shore leave. Also, several shore gangs are working at different locations ships fire fighting appliances may have gone ashore for pr. Testing/recharging. Hence above points to be taken into account whilst devising a suitable plan.

It is also stated in SMS manuals documentation that the master make it clear to the ship repairer that its his responsibility for taking suitable precautions against fire, testing and certification of spaces prior to any hot work. There has to be in place a clear written agreement to the effect and an acknowledgement of the acceptance of their responsibility to be provided to the ship owner/master.

To ensure proper safety against fire and fire fighting to be effective the vessel management must also familiarize/acquaint with the Dock employers fire safety plan, equipment and abilities which must include the following information.

Identification of significant fire hazards

Procedures for recognizing and reporting unsafe conditions (fire patrols, designated and non-designated areas for hot work checklist etc).

Alarm proceduresProcedures for notifying employees of a fire emergency

Procedure for notifying fire response department of a fire emergency

Procedure for evacuation

Procedure to account for employees after evacuation

Fire response policy-Information

Whether (i) Initial fire response

(ii) Outside fire response(iii) A combination of both above required during a particular type of fire.

Rescue and Emergency response.

And also following points o be considered while developing a contingency plan to fight fire on board.

Suitable muster station for all teams to be declared made aware at the beginning of day along with planning and allocation of other jobs.

Status of general emergency alarm to be checked and declared/made aware/ familiarize to ship staff and shore employees

Equipment for communication with dock (telephone) to be conspicuously marked and numbers for emergency services and fire department to be highlighted.

Officers at management level to be familiar with dock evacuation procedure, shore fighting abilities, fire fighting plan equipment and dock emergency alarm

Logs of attendance 1 each for vessel and yard employees to be maintained specifying names of employees with jobs, location and in out times to avoid chaos during head count.

Considering the above underlying concepts a suitable fire fighting plan would be as follows:Personnel witnessing the fire to shout fire, fire and raise general alarm and inform and relay to command team of nature and location of fire and whatever information available.If possible also inform/alert clock fire department personnel muster at suitable muster station command team/Technical team to inform Dock fire department. (if not already informed) Take head count, check logs (Attendance) stop all work.In case of fire on Deck Emergency team I (headed by C/officer) to lead fire fighting and in case of E/R fire Emergency Team II to lead fire fighting Emergency Team II to lead fire fighting while other emergency team will back up.

Emergency Team I to lead fire fighting to check fire line pressure, contain extinguish fire.To evacuate casualties if anyTo liase with Dock fire fighting department if already present and to assist them in fire fighting with logistics and shipboard plans etc. asses damage and possibility of secondary fire.Back up team: To provide boundary cooling where required.Provide equipment back upRestrict flame by removing flammable item.Evacuate casualties and shore personnel

Support team: To evacuate personnel and to provide first aid to injured. Assist as directedTechnical team: To cut of necessary electrical supplies to cut of shore pneumatic lines. Stop vents oils valves drain oil lines etc.The advantages of documented procedures over the non-documented procedures for fire fighting

The plans are ship specific and devised by experts hence they are readily executable and effective

All personnel are accounted and resources can be mobilized in a very short time.

Absence of key person may not affect fire fighting as jobs/duties and deputy leader are assigned and well defined.

New joining crew can easily familiarize with procedure.

Documentation and availability of shipboard plans enable shore expertise to access situation and give proper assistance.

avoids duplication of effort, confusion/chaossimplified instructions/complexity reduction

Documented procedure have been devised with an aim to quickly regains control and restore

Considerable damage to property loss of life and injury can be avoided.

Proper reporting and documentation helps in insurance claims.

Documentation enables to analyse effectiveness of procedures employed and thus enable improvisation

Human error due to poor decision making is minimized.

Responsible persons with help of well documented procedures and clear definition of duties and regular exercise drills can quickly arrive at correct decision under stressful and life threatening environment.

Contingencies against which documented procedures are required to be maintained as per ISM Code are:

Structural failureMain Engine failureSteering failure

Electrical power failureCollisionGrounding / StrandingShifting of cargoCargo spillage and contaminationFireCargo JettisoningFloodingMachinery Room CasualtyAbandon Ship DrillMan over board/Search and RescuePermit to work systemsSerious injuryHelicopter operationTerrorism and piracyHeavy Weather DamageSopep

MARPOL Annex I requires oil tankers of ISO gross tones and above every other ship other than oil tanker of 400 GRT and above must have a Sopep Plan (Shipboard oil pollution and emergency plan)

SOPEP plan is a well documented plan devised by experts and is exhaustive and ship specific in nature such that there is no chance of oversight

It is complete with all information so that master will feel no need o refer to any other document for reference.

It is structures logically that will reduce decision making time and errorIt is so designed that master of vessel can interact with company in real time

and shore experts can assess the situation of the vessel and offer advice, assistance as to action to take, stress calculation and other help.

The plan also has list of all contact no’s of third parties that are helpful in the emergency and are need to be contacted

The plan has appended to it V/L tank and pipeline plans capacity chart of tanks general arrangement of hull and decks for ready reference.

The plan employees flow charts and checklists that guide master through various actions and decisions.

Following a contingency plan saves lots of time and panic situation and help to control the situation at an early stage. Everybody knows what he has to do in this emergency and acts

promptly and effectively and no time is wasted. All personnel on board well aware with this plan and regularly exercise drills for their optimum performance in case of major/minor oil pollution.

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Communication is of utmost importance in any emergency preparedness it should be clear concise and quick for effective response any emergency, it may be oral or written via any communication media or between two persons on board the ship, it may be between ships to shore and vice versa or between master effective communication helps each and every member is a emergency team to understand his instruction clear and enable him to act according during emergency it also enable every member to participate in drills and understand his duties, communication between office and ship during and emergency may be in the four of initial report, a detailed situation report and a report giving remedial suggestion to prevent further occurrences.

A contingency plan for the office involving contact between ship and office may include the following.

Appoint a shore based contingency team composition and duties of persons acting within the contingency plan.

Procedures to follow in response to different type of accidents or harbour accident.

Procedures for mobilization of an appropriate company response.

Procedures for establishing and maintaining contact between ship and ms ashore

The availability of ship particulars plans stability information safety aid environment protection equipment carried on board, photographs of the ship, crew list, ship insurance condition .

Check list appropriate to the type of emergency which may exist in the systematical questionnaire of the ship during response.

List to contact name and telecommunication details of all relevant parties who may need to be notified and consulted.

Procedures for issuing information bulletins to announce queries from media and public.

Backup arrangements for the co initial response in the event of protracted emergency.

The restoring of co personnel and specialties dedicated to support the response and adequate relief for maintenance of their routine duties.

Informing local authorities and local Agents.

Informing classification society, P.S.T.

Contingency plan for office for communication equipment may include.

Identifying the list of contacts on the ship and shore in case of emergencies.

Typing out communication between ship which may include the following Fax, telex or any emergency communication that is to be used in emergency.

The designated person ashore on contingency team’s leader’s 24hrs contact is to be displayed and mock call to be drills.

Contingency room communication equipment to be tried out

Contingency plan for office for deal with media.

In event of an emergency the office should inform the media and acknowledge occurrence of such as emergency. It should provide sufficient information to media and information which may hamper emergency response and subsequent insurance claims should be with held from media after consulting legal advises.

The following information may be given to

The position / place of accidents and type of emergency

The extent of emergency

The no of people involved.

Type of ship and cargo

Rescues and search operation time when state and authorities involved.

Weather conditions.

Information about contingency team

Dealing with relevant next of kin

Obtain a list of crew team ship

Obtain information about any person duly missing and inquired.

Establish contact between relevant next to kin and notify them about the emergency.

Inform the relevant next of kin in event of death , missing or injured and the subsequent step to be taken.

Arrange the dead body to be brought to next of kin, information authorities and engages search for missing person , transport injured pees inform medical attentions.

Company should assume the next of kin and take part in the less and complete satisfactory.

282

282. State the requirement and responsibility of the office in enforcing “emergency preparedness” procedures for a ship and its personnel, as required under ISM Codes? Describe the duties of the office in:

(i) Formation of the emergency team (ii) During emergency situations (iii) Maintaining contact between ship and office.

Ans. The office should be prepared at all times to efficiently handle an emergency situation which might occur on any of the company’s vessels. This will be achieved by developing and maintaining contingency, emergency and marine pollution prevention plans and by training and drills of the personnel involved both on board and also when a vessel is in, or reports an emergency situation. The contingency team shall as soon as possible, assist the master to initiate, engage, command and co-ordinate the appropriate action as the situation may require in order to primarily, mitigate injuries or damage to:-

2) The people

3) The environment

4) The cargo

5) The vessel

The contingency team consists of the following persons:-

Leader of contingency team

Technical

Operation

Manning

Insurance

Legal

Administration

The company has to set up above mentioned persons such that everybody is prepared & know their duties in case an emergency is called. The company has to lay down a policy in which the contingency team shall be ready at any time. This must be assembled within 2hr notice. Vacations must be planned in accordance with the requirement & persons with operational knowledge should be available at all times.

Also the contingency team shall be tested & drilled twice a year; provided the team has not been actually mobilised during that period. The drill plan shall be as realistic as possible; starting with a drill message released from one of the vessels and followed up by messages of the accident development. The exercise plan of the company audit system shall be worked out. The actions of the contingency team shall be monitored and written records maintained. When the drill is finished, a briefing shall take place.

The company has the duties as per the policy during every instance such as :-

(i) Formation of Emergency Team:- The company has to form a contingency or emergency team which has the level and leadership, also have the planned and well known duties of each person. The Emergency team consists of members which have the duties in them. The situation is divided in two levels; Red Level Mobilisation & Green Level Mobilisation.

The Red Mobilisation is incidents of catastrophic nature such as explosions, major fire, collision, grounding, major oil or NLS spill and missing vessel. The Green Mobilisations are serious breakdowns, loading/discharging problems, heavy weather problems, minor oil or NLS substance spill etc. Where necessary assistance to the ship can be arranged by the ships technical superintendent or member of the relevant company department.

Also the team consists of following persons:-

Level of Mobilisation

Red Green

1. Leader of the Emergency team X

2. Maritime/Safety X

3. Technical X X

4. Operation X X

5. Manning X

6. Insurance X

7. Legal X

8. Administration X

The head of the technical and marine division will normally serve as leader of the team, & in his absence the leadership is passed down in the order of hierarchy. The actions taken are on behalf of the company as they deem necessary in an emergency situation.

The leader has power to contact Board of Management after a red mobilisation & keep managing director duly informed of the occurrence & development.

3. During Emergency Situation:- Whenever there is an emergency situation, the vessel calls the company & the one who gets the message first is responsible for contacting the head of the Technical & Marine division and they will agree on the level of Mobilisation, & if the head is not available, the one who gets the message first shall use his own judgement 7 decide the level of mobilisation, & he shall then inform the Emergency team members.

Company should know the development of the situation and master may seek advice from the Emergency team & discuss further action to be taken

During action, each member of the team shall evaluate the condition under his responsibility

The team leader shall be kept fully informed about any action suggested or executed by the member of the team.

Also during action the person –in-charge and his assistant is appointed for the following job:-

8. Appoint the Emergency team

9. Keep the Emergency room equipped and in good order

10. Keep the relevant charts available

11. Keep track of members

12. Receive the alarm report / mobilise the team

13. Call the Tech superintendent’s & fleet manager

14. Notify the owner, charterer, cargo owner, Class and D.G.Shipping

15. Hire of Salvage

16. Inform the relatives

17. Call press conference & inform the media

18. Set up communication

19. Logging & secretarial duties

The team has to go through the situation & evaluate a most probably and worst case development scenario, and during the situation analysis, priorities should be life-safety-environment & property, when decisions are made.

The team evaluating the situation & making the action plan which are based on a worst case development scenario. The action plan shall be updated continuously as soon as new information is received. Also the team shall not diminish the masters’ over riding responsibility and discretion to take whatever action he considers to be in the best interest of the crew, vessel and environment

Also the team has to decide to have an assistance from the specialists who may be able to provide information, contribution to solve the actual problem.

Also the information to media & relatives of the crew must be given when things are confirmed & only a spokesman should speak to media & fleet personnel to the relatives & both should be updated as the news gets confirmed

Maintaining Contact between Ship & Office:- As described earlier, the contact between ship and office is to be maintained through out the action so that the advice is given to the master or person-in-charge on board, what is to be done, & what may be the further action. Also the company knows the latest developments & cam plan accordingly

283

283. Explain the different machinery related emergency situations that are dealt as documented /procedures under “emergency preparedness”? Underline the salient actions that are documented in dealing with (i) Main Engine Failure (ii) steering failure (in) electrical failure (iv) automation failure. (v) Boiler automation failure (vi) Scavenge fire

Ans. The international management code for the safe operation of ships and for pollution prevention (ISM code) gives the guide lines for "emergency preparedness" under chapter 8. According to this.

a) the company should establish procedures to identify, describe and respond to potential emergency ship board situations.

b) The company should establish programmes for drills and exercises to prepare for emergency actions.

c) The SMS should provide for measures ensuring that the companies organisation can respond at any time to hazards, accidents and emergency situation involving its ship.

Thus the different machinery related emergency situations that are dealt as documented procedures mainly are :-

a) Main Engine failure b) Aux. Engine failure c) Steering failure d) Electrical failure / Black out. e) Automation failure.

Further the M/E failure can have various sub-categories which form emergencies such as.

a) Scavenge fire b) Exh. gas economizer fire c) Various safeties failure such as L.O. trip. F.W. temp trip. FW. temp trip OMD high, over speed etc.

a) Main Engine Failure : This is a very dangerous situation as it result in immediate immobilization of the vessel. The danger is further augmented if the vessel is under manoeuvring or in restricted areas or facing a rough weather. Persons specially the E/R staff has to be very alert and reactive to such situation. Communication and that to continuous between wheel house and E/R is of utmost importance. Depending on the situation the damage to the machinery should be avoided but giving safety of ship the most importance.

b) Steering Failure : This is a situation which endangers the manoeuvrability of the vessel which can be a very dangerous situation during manoeuvring, river passage, shallow water passage, restricted and heavy traffic zones and bad weather. This situation is best tackled by proper emergency preparedness and response through proper training and drills. Again the comm. with bridge is very important.

c) Electrical Failure : This is by for the most dangerous situation if the stand by auxiliaries do not supply power fast. This situation not only causes immobilization of vessel and lost manoeuvrability but also safety concerns to people on board which may lead to injury. The procedure to deal with such situation is conspicuously documented and described in relevant check list. Again the persons on board must be trained before hand through trainings and drills to deal with this emergency.

d) Automation failure : The emergency can be of many types from failures of parameters monitoring and control to the M/E control failure from bridge and / or ECR and the failure of auto- pilot or remote steering. The procedures are to be documented depending on the situation and people trained through training & drills.

Salient Action In dealing with :

A) Main Engine Failure :

1) Inform bridge and take controls to ECR.

2) Raise Engineers Alarm & inform C/E.

3) Man E/R (if UMS ship during might).

4) Start Aux. Engine which is stand by.

5) Assess the situation and if the repair / restart needs considerable time then -

a) Raise the vessel not under command (NUC) signal /flag.

b) Prepare for anchorage if depth permits.

6) Start repair and inform bridge of the progress and expected time of completion.

7) Inform company the technical department.

8) After rectifying the fault -start M/E and try out in Ahead and astern direction.

9) Make report of the failure and damage.

B) Steering Failure :

1) Communicate with bridge to assess the possibility and need for stopping the M/E.

2) Raise emergency alarm and exhibit the vessel "not under control" signal, if in restricted area or heavy traffic or under maneuvering.

3) Change over to manual steering if auto pilot fails.

4) Change over to NFU. if manual steering also fails, change over to emergency steering.

5) If emergency steering also does not respond then the M/E must be stopped.

6) Prepare for anchoring if in anchor able depth.

7) Inform Technical Dept.

8) Inform Port Authorities and coast guard for assistance if V/L is in danger.

9) Assess the damage and make report.

C) Electrical Failure :

1) Communicate with bridge and if vessel is under maneuvering in high traffic zone the exhibit the "NUC" signal.

2) Raise engineers call alarm. All engineers to proceed to E/R.

3) If stand by generator has not started, start same and take on load.

4) Confirm sequential start of all essential M/C or start same.

5) Change over M/E control to ECR & reset trips.

6) Restart the plant and confirming all in order, restart M/E after confirming from bridge.

7) Make report of failure and log in E/R log book.

8) Check continuously for the running generators parameters.

D) AUTOMATION FAILURE :

1) Inform C/E and if failure relating to M/E automation then inform bridge.

2) Man the E/R if UMS ship.

3) If M/E automation failure from bridge, change over control to ECR.

4) If total automation failure of M/E change over to emergency man.

5) If automation failure is to parameters monitoring and control, man the E/R till fault is rectified, monitoring the parameters locally and logging same in log book every watch.

6) Carryout necessary repairs in case of M/E automation failure and then only change over controls to bridge. M/E must be tried out in Ahead & Astern from ECR & bridge.

284

284. Establish relation between implementation of ISM code and emergency preparedness. Enlist the documented procedures are maintained onboard for potential emergency situations. Illustrate one such procedure highlighting its format, entries and the location where it is maintained onboard.

Ans. Resolution of the conference of contracting govt. to the international convention for the safety of life at sea 1974, adopted on 24 May 1994 introduced a new chapter IX. Management for the safe operations of ships which entered into force on 1st July 1998.

The new chapter is called “ISM code” All ships and mobile offshore drilling units (MODU) come under it’s scope. It is mandatory for the ship and the company to comply with the requirements of the ISM code.

ISM code was initially introduced with 13 clauses, and today 16 clause exist dealing with different aspects of safety and implementation of the code.

“Clause 8” of the ISM code deals with “emergency preparedness Relation Between ISM code and emergency preparedness”.

As per Clause 8, company should have ship and shore contingency plan, which should comprise of the following.

8.1 Composition and duties of each person in various situation.

8.2 Procedure for mobilisation.

8.3 Procedure to be followed in response o various type of accidents and hazardous occurrences.

8.4 Procedure for maintaining and establishing contact between ship and shore based management.

8.5 Availability of ship’s particulars, plans and stability information, environmental protection and safety equipment onboard.

8.6 List of the contact names, telecommunication details of all relevant parties, who may need to be informed and consulted.

8.7 Reporting methods for both ship and shore based management.

8.8 Procedure for notifying with next of keen of persons onboard.

8.9 Backup arrangement for company’s protected emergency.

8.10 Procedure for issuing information bulletin to media and answering queries from media and public.

Documented procedures maintained for emergencies :

i) Fire

ii) Collision

iii) Grounding

iv) Water leakage into cargo hold or inter barrier spaces.

v) House burst : Pipe work fracture or cargo spillage.

vi) Tank leakage.

vii) Emergency discharge of cargo into sea.

viii) Accidents involving persons mobilisation of injured persons first Aid procedures.

ix) Abandon ship procedures.

x) Emergency oil pollution Emergency plan (SOPEP).

xi) Blackout

Procedure in case of fire :

All emergency procedure are included in the “Safety Management System” manual on the ship. In addition to that these procedures will be displayed at various prominent locations on the ship such as on bridge, Engine Control Room, cargo control room, Notice Board etc. so that people will be familiar with these procedures. In addition to above procedure for fighting fire can be found in LSA, FFA manual on board copy of which are maintained in crew and officers smoke rooms.

In the ship’s crew will be divided into groups. And each group has to perform it’s given task in case of emergency. This is to have an organised and fast response to deal with emergency.

In case of fire :

i) Raise the Emergency Alarm.

ii) All crew o be mustered at Designated Muster station.

iii) Crew should be informed about the location of fire.

iv) Head count to be taken.

Composition of various teams can be as follows.

Command Centre

Master + 2/0 +

supernumeries

Emicy Team Support Team E/R Team

v) As per the location of fire either 2/E or c/o to take charge of emergency team. He should take command and instruct his crew accordingly.

vi) According to location of fire either No.1 or No.2 team will become emergency team and other will work as backup team.

vii) Support team is involved in shutting ventilation, isolating fire, boundary cooling of the affected compartment, be ready with stretchers and medical first Aid kit in case of any casualty.

viii) If ECR is accessible E’R Team will go to ECR and do the required duties regarding M/E manusing starting additional generators, starting the main/emergency fire p/ps etc.

ix) Command centre to be ready with fire plan open to guide the emergency team. They should ensure the effect on ships stability and maintain ship in upright position keep the stability Book let ready/

x) Command centre to make detailed records of the event of fire with timings and actions taken.

xi) Sit Rep’ i.e. situational report to be sent to the company (initial reporting of incident)

followed by detailed report preferably within 1HR of after sending initial report.

285

285. Highlight the importance of programmes for drills and exercises under emergency preparedness. What all emergency situations are considered under combined drills involving companies and ships personnel and why?

Ans. Following are the emergency situations which an emergency preparedness plan must have:-

(1) Steering gear failure

(2) Fire

(3) Abandon ship

(4) Structural failure, including failure of hull openings above loaded waterline

(5) Failure of main propulsion machinery

(6) Main & Emergency electrical power failure

(7) Collision

(8) Grounding & stranding

(9) Shifting of cargo; where applicable

(10) Flooding, including flooding of Ro-Ro spaces

(11) Man overboard

(12) Search & Rescue operations

(13) Serious injury(including rescue from enclosed spaces and helicopter operations for transfer of the injured crew member)

(14) Operational spills

(15) Spills resulting from casualties

(16) Terrorism & piracy

(17) Cargo spillage & contamination; where applicable.

(18) Cargo jettisoning, where applicable

The above stated emergencies are not the only ones; there could be many numbers added to the list. These emergency preparedness plans are devised according to ISM Code – SOLAS 74 – Chapter IX. Under section no.8

8. Emergency preparedness

8.1 The Company should establish procedures to identify, describe and respond to potential emergency shipboard situations

8.2 The Company should establish programmes for drills and exercises to prepare for emergency actions

8.3 The safety management system should provide for measures ensuring that the Company’s organisation can respond at any time to hazards, accidents and emergency situations involving its ships.

Following to be observed while conducting or selection of drills between ship & company.

The company should ensure that, for its entire fleet, at least once a year, a ship to shore drill must be carried out for at least 3 of the following emergency scenarios:-

(1) Structural failure, including failure of hull openings above loaded waterline.

(2) Failure of main propulsion machinery

(3) Collision

(4) Grounding & stranding

(5) Shifting of cargo where applicable

(6) Cargo spillage and contamination where applicable

(7) Cargo jettison where applicable

(8) Flooding, including flooding of the Ro-Ro spaces.

(9) Serious injury (including rescue from enclosed spaces and helicopter operations for transfer of the injured crew member

However, above 9 scenarios should be addressed within a 3 year period. A company may, if it so wishes, carry out ship to shore drill, which address more than one scenarios or combination of scenarios. The company should ensure that, over and above the shipboard drills required by the convention, the above emergency scenarios must be addressed on board (by shipboard drills and/or shipboard training)each ship. However at least 3 of the above scenarios should be addressed by shipboard drills at least once per year. Company may carry out shipboard drill, which address more than scenarios or a combination of scenarios.

Importance of Emergency Preparedness

ISM Code addresses the responsibilities of the people who manage and operate ships; and this provides an international standard for the safe management and operation of ships and prevention of pollution. There is a tremendous need to support and encourage the development of a safety culture in shipping. The shipping company has an obligation to establish a Safety Management System; which includes providing the necessary resources and shore based support to ships.

Due to above reasons, ship to shore drill is important. A number of various accidents which occurred during the 80’s, were manifestly caused by human errors, with management faults also identified as contributing factors. Lord Justice Sheen in his inquiry into the loss of the “Herald Of Free Enterprise” famously described the management failures as “the disease of sloppiness”.

At its 16th assembly in October 1989, IMO adopted Resolution A-647(16), Guidelines on management for the safe operation of ships and for pollution prevention. The purpose of these guidelines were to provide those responsible for the operation of ships, with a framework for the proper development, implementation and assessment of safety and pollution prevention management in accordance with good practise.

Importance of emergency preparedness for any kind of emergency can be understood by decline of serious accidents happening on board as compared to earlier days. Now, everyone involved i.e. Company, shipboard management

etc. are drawn together on guidelines to perform for betterment of safety culture in shipping fraternity.

Practise makes a man perfect – when a drill involving company and ship is carried out, a feeling of faith comes in the individuals who operate ships and any flaws or mistakes can be rectified before hand. Once everyone gets trained, lots of possible near misses will not occur as action would start prior its arrival.

286

286. Establish relation between SOLAS and “emergency preparedness”. Identifying the concerned chapter of SOLAS illustrate how the specific chapter deals with defining emergency preparedness and its list of activities. When this chapter was adopted and when it entered into force.

Ans) Resolution of the conference of contracting Government to the International Convention for the safety of life at sea 1974, adopted on May 1994 introduced a new chapter IX ‘Management for the safe operation of ships’ which entered into force on 1st July 1998.The new chapter is called ‘ISM Code’. All ships and mobile offshore drilling unit (MODU) come under its scope. It is mandatory for the ship and the company to comply with requirements of the ISM code.‘Clause 8’ of ISM Code deals with ‘emergency preparedness’. As per this clause, company should have an integrated ship and shore contingency plan, which should comprise of the following:8.1 Composition and duties of each person in various situations

8.2 Procedure for mobilization

8.3 Procedure to the followed in response to different types of accidents and hazardous

occurrences

8.4 Procedure for establishing and maintaining contact between ship and shore based

management

8.5 Availability of ships particulars, plans and stability information, safety and environmental

protection equipment on board

8.6 List of contact names and telecommunication details of all relevant parties, who may need

to be in formed and consulted

8.7 reporting methods for both ship and shore based management

8.8 Procedure for notifying with next of … of the persons on board

8.9 Back up arrangement for company’s initial response in the event of a protected emergency

8.10 Procedure for issuing information bulletin to media and answering queries from media and

public.

It also requires documented procedures to be maintained for ‘Emergencies’

Fire : Fire fighting procedure for all types and size of fire should be maintained on

Collision: Procedure to be adopted in case of collision

Grounding : Checks and action to be taken in case of grounding

Water leakage into cargo hold or Inter barrier space: Action to be taken in case of flooding

House burst: Pipe work fracture or cargo spillage tank leakage

Emergency discharge of cargo into the sea (tankers)

Accident involving personnel- Mobilization of injured person; first aid procedure

abandon ship procedure

Emergency Oil Pollution Emergency Plan (SOPEP)

Black Out

287

287. In case of a major fire onboard, explain the salient advantages of documentation under “emergency preparedness” over normal fire fighting procedures. “Before implementation of the said code the fire fighting operations onboard have successfully carried out in numerous cases”- with the context of the statement give your recent opinion for requirement of documented plans under “emergency preparedness”.

Ans) As per ISM code company need to have in place adequate procedure for dealing quickly and efficiently with all identified emergency situations.

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

Maintenance plan for the free protection system Fire training manuals Fire control plan Fire safety operational booklet

The ship is provided with various safety measure dealing with fire prevention and detectionThe document under emergency preparedness for mayor fire on board reflect

that the company as well as shipboard management, identifies the potential emergencies that may arise due to fire on board and contingency plan and response by the ship staff for the same is in readiness.

In case event of major fire a proper layout of action is drawn to regain control and restore normally

Composition and allocation of duties of person acting within contingency plan is laid out this removes any cause of ambiguity during fire fighting

All crew members are trained as per the documented fire central plan and muster list duties to fight fire

All drills should be carried out in a realistic manner in this regardsIn case if there is fire at the primary muster station; crew member should

assemble at the secondary muster station in case emergency team leader is unavailable to carry out his responsibilities the deputy will take case of his duties that should be clearly mentioned in the muster list.

Documentation is laid out and procedure is drawn for the requirement of assistance from third party

Documentation has laid to development of proper reporting method with list of contact names and tel nos. this helps in mobilization of appropriate company emergency response to restore normally in time.

Documentation also ensures that all loopholes are attended to and thus last minute panic situation can be avoided

Ships particulars, plan and stability information are documented both on board as well as at company office. This will help to arrest any damage to ship, property and consequently to any loss of life at sea.

All items related to safety dealing with fire prevention, should be regularly maintained, inspected and tested so that all equipments are in effective and good working condition in case of emergency

Fire training manuals explain in details the following.

General fire safety practice General instruction of location and use of shipboard fire fighting

equipment

Before implementation of the said code, the fire fighting operation on board have been successfully carried out in numerous cases

In context of the above statement any opinion regarding the documented plans under emergency prepared nets is that they are important and no matter what documented plan for emergency preparedness should be followed because it produce full proof method and that to document each and every individual is made assure of his duties and his role in case of contingency major fire.

Documentation also ensure every member is accounted for

Fire has been fought successfully before implementation of said code but may be due to some officers (or crew) member who kept there presence of mind and avoided mistake.In case of key person becoming available the situation would turn out into a panic, the documentation only helps in making the fire fighting system more effective, fail safe and helps in producing all individual to develop confidence and competence.The person who has ought fire on his last vessel may not do it ….. his next vessel if he is signed on a different type of vessel. To familiar his with the ship, specific safety measures a document plan checklist would help. It is much easier to explain the duties to joining person by safety officer.

Documentation not only ensure that all safety aspects have been looked into but also an optimal solution for fire fighting and prevention.

The safety drill should be carried out as soon as new persons join the vessel or next opportunity. Evaluation meeting is held after drill in order o learn lesson.

This checklist helps to know exactly what happen in drill and how to improve

A fire checklist can also be made to ensure that all points are covered for fires

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

Now it is very obvious that with the help of ISM code, each and everything is pre-planned well expressed so that action are quick and correct in case of emergency.

Though it is said that before implementing ISM code the fire was fought successfully i.e., true but if you see the less which could be very-very small if it is followed as per ISM code.Before implementing ISM code no one knew there duties and every time the duties need to be assigned at the time of emergency.After implementation of ISM code the fire fighting operation on board have been successfully carried out.

288

288. The ship has grounded on shallow waters near a port. Describe the actions that would commonly be laid out in a contingency plan under “emergency preparedness” and its specific advantage over non-follow-up of such system.

Ans. The following action will be laid out in a contingency plan following

Grounding/stranding

I IMMEDIATE ACTION

(i) Stop main engine and raise emergency alarm.(ii) Exhibit lights & shapes & sound signal for aground.(iii) Take all around surroundings, sample and take tidal range and currents.

(iv) Check for oil/hazardous substance pollution or possibility of one.

(v) In case of pollution, report details to nearest coast station immediately including owners, & interested parties.

(vi) Ensure adequate stability to remain intact and calculate buoyancy required to refloat.

(vii) Determine if able to refloat independently or require assistance.

II COMMAND CENTRE

(i) Fix strips position and record all movements/events.

(ii) Exhibit required signals, monitor weather condition, tides and currents.

(iii) Compile communication reports, inform technical deptt.&

designated person and advice status.

(iv) Transmit safety broadcast.

(v) Exercise damage control to reduce change to crew, vessel and cargo.

(vi) Consider listing, trimming and internal transfer and/or ballasting/

de-ballasting water and /or jettison cargo to assist in refloating.

III EMERGENCY TEAM

(i) Conduct visual inspection of damage and report to command

centre.

(ii) Take all round seabed sounding and ballast and bilge soundings.

(iii) Check for all hazardous substance pollution and act accordingly.

(iv) Calculate buoyancy required to refloat, stability criteria and stress.

(v) Shut all W.T. access and isolate any penetrated tanks by closing

hermetically.

(vi) Determine possibility of sinking, breaking up or capsizing while

trying to refloat.

(vi) Take E/R bilge & D.B. fuel tank sounding.

IV SUPPORT TEAM

(i) Provide first aid.

(ii) Prepare life boats.

(iii) Assist as directed

(V) E/R TEAM

(i) Attend to E/R Services and control. Change over to high sea

Suction.

(ii) Check stains or main engine, steering gear and auxiliary

equipment and report to command centre.

(iii) Status on M/E to be recorded, which will include –

a. Crank case inspection b. Crank web deflection.c. tube condition of oil leaks if any.d. May require cleaning of all water coolers/heat exchangers on the seawater side.

A ship board emergency may be defined as a sudden unforeseen and exceptional

condition or circumstance that requires immediate corrective action to prevent or reduce any

misfortune, such as injury or death of persons, environmental pollution and damage or loss of

ship and/or her cargo.

No matter what technological advancements are made by man in years to come

ships will continue to remain at the mercy of nature and fury of sea.. To keep the ship and

her crew safe and to protect the marine environment during any shipboard emergency, it is

to avoid complacency.

Ship board emergency preparedness is required vide chapter III Regulation 29 of SOLAS & MARPOL Annex-1 Regulation.26. Section 8 of the ISM Code also directs ships to establish

procedures to identify, describe and respond to potential emergency situations.

Emergency and cargo spillage cannot be fully controlled through design/normal

operating procedures. Hence emergency preparedness and pollution prevention should form

part of the safety management system for a shop as per ISM code.

Hence it has to be expected that emergencies cannot always be prevented, no

matter how much effort is put in. Hence we should take timely and appropriate action. If

contingency plan is not followed when an emergency occurs, we may not get a second

chance.

Hence as per motto, the more you sweat in peace, the less you bleed in war and

hence one should inculcate the principle to save lives, the environment and property by

tireless emergency preparedness.

289

289. Establish a relation between emergency preparedness, MARPOL 73/78 and National Administration, how the presence of MARPOL 73/ 78 and “Administration” help in formulating contingency plans under “emergency preparedness” ? What advantage a ship owner and ships personnel will have in adhering to procedures under emergency preparedness ?

Ans) Emergency preparedness means 1) Action to protect life on-board 2) Action to limit damage and save the ship. The emergencies are fire, flooding, collision, grounding, pollution, ….., personnel injury, heavy weather damage, structural failure, piracy, terrorism. For the above, a predefined plan to counteract, will be made by the company and sent to the ships as a ‘SMS’ document/checklistContingency plan for preventing pollution and action to take in case of pollutionAs per MARPOL 73/78 we comply with the international convention for the prevention of pollution from ships of 1973, modified in 1978 (MARPOL 73/78). This requires that every oil tanker, above 150 tons gross tonnage and other ships of more than 400 tons gross tonnage shall carry onboard a ship-board oil pollution emergency plan (SOPEP). The purpose of SOPEP is to assist personnel in dealing with an unexpected discharge of oil. Its primary purpose is to set in motion, the necessary actions to stop (or) minimize the discharge and to mitigate its effects. Effective planning ensures that the actions are taken in a structural logical and timely manner.Purpose of SOPEP-To prevent discharges and minimize environmental impactTo provide written procedures for master and crew for emergency actions if oil

is……….

Contents of ‘SOPEP’General and specific vessel informationRelationship to shore based plansReporting procedures and contactsSteps to control dischargeSteps to coordinate with authoritiesAppendices with additional contacts numbers such as owners agents authorities

EnforcementCoast guard will ensure a ‘plan’ is on board approved by flag state/classification society. The administration thereby ensures all the ships comply with above plan (SOPEP)On 13th March 2000, an amendment to MARPOL was adopted by IMO’s marine Environment Protection Committee (MEPC). That added a new ‘regulation 16’ to Annex II. The new provision requires that from 1st

January 2003, a ship that is certified for the carriage of a noxious liquid substance (NLS). Must carry onboard contingency plan called shipboard

marine Pollution Emergency Plan (SMPEP). This plan, helps in improving safety of life at sea, prevents damage to the vessels avoids environment pollution and safe carriage of cargo environment pollution and safe carriage of cargo. This is also as per the national administration and International safety code pf Element 8 (Emergency preparedness).8.1 ProcedureCompany is responsible for establishing procedures o identify describe and respond to potential emergency shipboard situations8.2 DrillThe company should establish programs for drills; exercise to prepare for emergency actions.8.3 Company organizationThe SMS should provide for measures ensuring that the company/ organization can respond at anytime to a hazard, accidents and emergency situations involving its ships.In this manner, the administration in presence of MARPOL 73/78, SOLAS helps in formulating procedures of different type of emergencies.Ship owners advantage-Ship owners risk of running the ship reduces by ensuring all the ship’s personnel are prepared for different types of emergencies. In case of an unfortunate incident/emergency, the company today gets promptly informed through better communication procedures of the latest position/ status of ship etc and they can advise the vessel instantly. An initial report of communication will contain: AA - Name of vessel, call sign and flag

BB - Date/Time of incident

CC - Ship position at time of incidentDD - Types of incidents EE - Brief description of incident FF - Name, Personal, Rank, detail of injury if anyGG - Details of defect, damage, requirement of equipmentHH - pollution/Fire riskII - Weather conditionsJJ - local authority informed (PDI)KK - Initial ActionLL - Time/DateMM - Other Information

Advantage of Drill:Periodically carried out drills onboard, involving the offices makes the personnel well trained. Once they know all procedures well their confidence level increases. This will avoid any surprises/panicky situations, at the time of real emergenciesDrills carried out periodically makes a person familiar with the use of safety and emergency equipments. He knows his ‘designated place’ and his pre-defined duties, to be carried out, in case of any particular emergency. It reduces the danger and limits the damage to a minimum,

as it will be tackled in a trained manner. It increases the safety consciousness of the seafarer; thereby safety culture is imparted.With the ISPS code in force now, the vessel and port are always prepared to tackle any kind of terrorist/privacy/robbery acts by having ‘3 levels’ of security as per the situations.

290

. Role of SOLAS 74:

Ch -2, Reg 14 –Operational Readiness & Maintenance – requires regular maintenance, testing and inspection of fire protection systems and fire fighting systems and appliances so that they are ready to use.

Reg 15 – Instructions, on-board training and drills – requires that crew members are trained/given instructions so that they are familiar with the arrangement, location and operation of any fire fighting systems and appliances they may have to use in the event of an emergency.

Ch III, Reg 19 –LSA & arrangements – Provides for familiarisation of muster stations and duties prior to sailing, regular conduction of drills, one abandon ship and one fire drill every month.

Ch V, Reg 26 – Steering Gear testing & drills –With 12hrs prior departure, emergency steering drills every 3 months so that all officers are familiar with the system.

Ch IX : Management for Safe Operation of ships: The ISM Code makes it mandatory for the company to establish procedures to identify, describe and respond to potential emergency situations

Role of Marpol 73/78 :

Annex 1, Reg 37 –Shipboard oil pollution emergency plan – requires oil tankers > 150grt, and other ships >400grt to carry a SOPEP on board approved by the administration consisting of procedures to be followed in the event of an oil pollution, list of authorities to be contacted, a description of action to be taken to reduce/control discharge of oil.

Annex 2, Reg 17 – SMPEP – applies to ships certified to carry NLS.

Role of National Administration:

1) Setting up of Rescue centres, pollution response centres to respond to maritime incidents/accidents.

2) Carry out surveys/audits/inspections on its ships to ensure compliance with regulatory/mandatory requirements.

3) PSC inspections of ships visiting to ensure compliance. May also require ship to conduct drills to assess response of ship staff.

Role of Office:

Element 8 of the ISM Code requires that the safety management system should provide for measures ensuring that the company’s organisation can respond at any time to hazards, accidents and emergency situations involving its ships. To this effect the company should designate a contingency team depending on type of vessel who will assist the master to initiate, engage, command and coordinate the appropriate action as the situation may require, in order to primarily mitigate injuries/damages to people/environment/cargo or the vessel.

The contingency plan should include:

i) Mobilisation of appropriate response team and duties of persons acting within the contingency plan

ii) Procedures to follow in response to different types of emergencies.

iii) Procedures for establishing contact and maintaining communication.

iv) Checklists of questions to be asked for various emergencies.

v) Details of relevant parties/authorities who have to be notified, consulted/reported.

vi) Procedures for issuing information, bulletins and answering queries from media and public

Advantage of Drills and Exercises:

Actions to counter potential emergency situation should be practised in drills. They should be conducted to:-

1) Familiarise ship staff with their duties in different emergencies.

2) To develop confidence and competence of people.

3) To test the effectiveness and clarity of the emergency plans

4) Arrangement, location and availability of equipment

5) If any deficiencies found in equipment and or procedures, these can be attended/addressed.

6) By conducting drills in a realistic manner would help ship staff to tackle real emergencies in an organised manner which would reduce loss of human lives and damage to environment and property.

Documented Procedures:-

In an emergency people tend to panic, confused, they are not in a position to decide the best course of action to tackle the situation at hand.

A documented procedure detailing the step by step action plan for different emergencies would alleviate the above problems and if practised by way of drill/exercises regularly would lead to a well planned and organised response to the emergency at hand.

The procedures could include:

1) Allocation of duties and responsibilities on board

2) Action to be taken to regain control of situation

3) Communication methods to be used

4) Procedures for notifying company, authorities and relevant parties.

291

A need for security was felt after the attack on USA - 11th September 2001. This resulted in the introduction of additional chapter in SOLAS- chapter XI, Part 2, ‘Enhanced security of ships’ as given in ISPS code. (International ship and port facility security code.)

Chief Engineer’s role: A chief engineer / Master in consultation with crewmembers, prepare the ship security assessments which are sent to the company. Assessment is done after taking care of all the aspects of security, like assess control, identification of restricted areas, duties of crew under different security levels, etc. On the basis of ship security assessment a ship security plan is prepared. ‘SSP’ is approved by administration after surveying the ship for implementation of security. Normally this is done after company’s internal verification of ship security system. The emergency preparedness plan should give the duties of all shipboard personnel under different security levels to combat piracy and act of terrorism. Security level of the ship must be either same or higher than the port of call. The contracting government declares security level of port.

At Port:

Security level 1 (Normal)

Checking the identity of all persons onboard ship.

Access points should be attended to or secured to prevent unauthorized entry.

Search should be carried out randomly to all those seeking to board the ship.

Restricted areas should be clearly marked and sealed / locked to prevent unauthorized access.

Check to ensure that cargo being loaded matches the cargo documentation.

Off site checking, sealing, scheduling and documentation can be agreed upon.

Checking all stores match the order.

Any unaccompanied bag should be screened or searched.

Security measures should be established - lighting, watchkeepers, security guards or use of security and surveillance equipment to assist ship’s personnel.

Security level 2 (heightened)

These measures should be applied to protect against a heightened risk of a security incident, ensuring higher vigilance and tighter control by:

Assigning additional patrol and limiting the number of access points to the ship.

Deterring waterside access to ship.

Increasing the frequency and details to search persons, personal effects, and of vehicles being embarked or loaded.

Dedicating extra personnel to guard and patrol restricted areas.

Increased frequency and details to check seals, ensuring tampering is prevented.

Additional security measures to be applied when handling unaccompanied baggage, which should include 100% X-ray screening.

Increasing the coverage and intensity of lighting and ensuring co-ordination with waterside boat patrol (if provided).

Security level 3 (imminent danger)

The plan should detail the security measures, which could be taken by the ship in close co-operation with port facility when there is an imminent danger of security breach. This may include:

Limiting access to a single controlled access point. Granting access only to those responding to the security incident or threat

thereof. Directing persons onboard. Suspension of embarkation or disembarkation. Suspension of cargo handling operation, delivering, etc. Evacuation of the ship. Movement of the ship. Preparing for full or partial search of the ship. Searching of ‘restricted area’ as part of a search of ship. Suspending the loading or unloading of cargo. Preparation for restriction or suspension of handling of ship’s stores. Switching on all lighting or illuminating the vicinity of the ship. Preparation for underwater inspection of the hull of the ship.

Initiation of measures including the slow revolution of propeller, if practicable, to deter underwater access to the hull of the ship.

At Sea-

A thorough search for bomb, explosives, stowaways should be carried out prior departure. When passing through extra sensitive areas, a special exercise should be carried out with a charged fire hose. The main aim at sea should be to prevent pirates or terrorist from boarding the ship. In case of such circumstances, the ship security alert system can be activated.

Training and drills-

Regular drills should be conducted so that all personnel onboard are aware of what actions to be taken under different situations. Various contingency plan include:

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

292

292. What are the essential features of the ISPS Code? What are the duties and responsibilities of a Chief Engineer with respect to the Code. State action you will take to familiarize newly inducted crew of different nationality employed on board Ship.

Ans. Essential features of ISPS

The international ship and port facility security code (ISPS) is implemented through chapter IX - 2 special measures to enhance machine security) of solas convention. This code had two parts part A of the code is mandatory and part B contains guidelines as to how best to comply with the mandatory requirements.

The purpose of the code is to provide a standardized classified framework for evaluating security risk, enabling girt local administration shipping and port agencies offset changes in threat with changes in vulnerability for ship and port facility through determination and appropriate security levels and corresponding security measures.

All ships except warships on international voyages need to follow ISPS code and have international ship security certificate (ISSC) Failure to implement ISPS code sailing through the navigable waters of and calling the ports of can tracing government of solas. The certificate is issued after initial verification and is valid for 5 years with at least one intermediate verification.

The ISPS code database has a section lashing ports including weather or not they have an approved port facility security plant (PESP)

The company shall provide support and ensure that ship security plan certain a clear statement emphasizing CSO, Sso and masters authority to make decision w.r.t safety and security of ship.

DUTIES OF CHIEF ENGINEER W.R.T. ISPS CODE. :

As such the ISPS code does not define the duties and responsibility of Chief Engineer. But being the head of Engine Room department he has to play a big role in.

1) Ship security Assessment Developing and up grading the ship security plan.

2) Training the E/R personnel and assessing their performance with regard to their understanding of the various security levels and their duties under these security levels.

3) Assigning the engine room personnel's for gangway duties when the vessel is in port as per the requirement of ship security officer.

4) Keeping the record of the indents of spare ports and stores of engine room ready to ascertain that the spares and store being received are there as per the indents, when receiving spares on ports.

In some company's it may be there that Chief Engineer Officer is ship security officer then he has to perform the duties of ship security officer which includes.

i) Implementation of the security plan.

ii) Carrying out the drills and training program for the crew.

Drill : Every 3 months or when 25% of crew changes

iii) Maintain the contact with the company security officer and port facility security officer in the event of security throat.

Familiarization of newly inducted crew of multinational employed on ship :

1) At the earliest on arrival at the ship the crew should be given the safety familiarization crew should be asked to get familiar with

the different passenger and exits on the ships at each deck.

the location of emergency exits in E/Room on each deck and where it leads to they should be made to go through the emergency exit from the bottom platform and come out at the top in the safe location.

they should be informed about their master station for different emergency conditions.

they should be informed about the different means of fire-fighting available on board and in different location.

they should be shown the location of fire control station and different fire fighting system starting and stopping points their.

they should be informed about the personnel protective appliances available in their cabin type of five extinguisher fire alarm activation point and fire has nearest to their cabin.

they should be informed about the location of SOPEP locker and the different equipment in the SOPEP LOCKER

they should be informed about the location of shipboard garbage plan and the location of incinerator.

they should be informed about the ship security plan there duties under different security levels.

they should be given a time period to get familiar with their area of work. A responsible officer should be made in charge for their familiarization and they should be encouraged to clear their doubts with him.

As soon as possible abandon ship drill and fire drill should be arranged to make them used to ships normal routine.

293

293. Piracy of ships and robbery of valuable goods have become issues of concern in maritime trade under current scenario. Highlight the IMO Convention related to these issues. How does a Chief Engineer encounter such incidents successfully under International Legislation.

Ans) The IMO convention related to issues of piracy of ships and robbery of goods is the internal convention for the safety of life a sea, 1974. the International ship and port facilities security (ISPS) code was adopted by one of the resolutions that were adopted on 12.12.2002 by the conference of contracting Governments to SOLAS 1974 and came into force on 1.7.2004. The existing chapter XI of SOLAS was amended and re identified as chapter XI-1 and a new Chapter XI-2 was adopted on special measures to enhance maritime security. Chapter XI-2 is divided into two parts i.e., Part A and

Part B.

Part A Mandatory requirements regarding the provisions of chapter XI-2 of the Annex to the International convention for the safety of life at sea, 1974, as amended Part A is sub-divided into:-

(1)General, which includes Introduction, objectives and functional requirements.

(2)Definitions (3) Application(4) responsibilities of contracting Governments(5)Declaration of security (6) Company obligations (7) Ship security (8) Ship security assessment(9) ship security plan (10)Records (11) company security officer (12) ship security Officer (13) training drills and exercises on ship security (14) port facility security (15) Port facility assessment (16) Port facility security plan (17) Port facility security officer (18) Training, drills and exercises on port facility security (19) Verification and certification for ships which includes verifications, issue or endorsement of certificate, duration and validity of certificate and interim certification.

Part B: Guidance regarding the provisions of chapter XI-2 of the Annex to the International Convention for the safety of life at sea, 1974, as amended and part A of this code. Part b is sub- divided into:-

1) Introduction which includes general responsibilities of contracting governments, setting the standards information and communication

2) Definition 3) Application4) Responsibilities of contracting governments which includes security of assessments and

plans, designated authorities, recognized security organizations setting the security level, contact points and information on port facility security plans, identification documents, fixed and floating platforms and mobile off-shore drilling units on location, ships which are not required o comply with part A of this code threats to ships and other incidents at sea, alternative security agreements, equivalent arrangements for port

facilities, manning level, control and compliance measures, non-party ships and ships below convention size .

5) Declaration of security (6) company obligations (7) ship security (8) Ship security assessment which includes security assessment and on scene security survey

(9) Ship security plan which includes general, organization and performance of ship security duties, access to the ship, restricted areas on ship, cargo handling, delivery of ship’s stores, handling in ac companied baggage monitoring ship security, differing security levels, activities not covered by the code, declarations of security, audit and review 10) Records (11) Company Security Officer (12) Ship Security Officer. (13) Training, drills and exercise on ship security (14) Port facility security (15) Port facility security assessment which includes general, identification and evaluation of

important assets and infrastructure it’s important to protect, identification of possible threats to the as sets and infrastructure and the likelihood of their occurrence in order to establish and priorities security measures, identification, selection and prioritization of counter measures and procedural changes and their level of effectiveness in reducing vulnerability, identification of vulnerabilities.

(16) Port facility security plan which includes general organization and performance of port facility duties, access to the port facility, restricted areas within the port facility, handling of cargo, delivery of ship’s stores, handling unaccompanied baggage, monitoring the security of port facility, differing security levels, activities not covered by the code declaration of security, Audit, review and amendment, approval of port facility security plans, statement of compliance of a port facility (17) Port facility security officer (18) Training and drills on port facility security (19) Verification and

certification for ships.

To prevent piracy and theft of valuable goods, the chief engineer should co-operate with ship security officer and implement the ship security plans. The level of security should be established and appropriate actions taken. All accommodation doors loading to dock should be closed with the exception of one. When vessel is on port visitors and their baggage should be checked. A visitors log and crew shore leave log should be maintained. Ship staff should co-operate with port security officer and inform him in case of any security related problem. Regular security drills should be held crew should be able to use security equipment like night vision binoculars, communication equipment etc. crew should be divided into search teams and allocated areas to be searched for presence of bombs or contraband or stowaways etc. restricted areas should be marked and access to these areas restricted stores etc. are to be kept locked and keys kept with a responsible officer. Security tags and seals should be used where necessary. In piracy infested waters anti-piracy watches should be kept running and fire hoses rigged up and kept ready for use in case pirates try to board the ship.

294

294. Give a list of the properties or test by which distillate and blended fuels may be specified or decisions be made on their fitness for use. Name the properties or constituents that may be found in a blended fuel having a high viscosity and high carbon content. Explain how they may cause problems in engine operation.

List of properties or tests :

1) Density

2) API Gravity (American Petroleum Institute)

3) Color (Distillate fuel)

4) Viscosity (kinematics) (By Saybolt / Redwood viscometer).

5) Cloud point (Distillate fuel)

6) Pour Point

7) Flash point

8) Fire point (open cup flash - point)

9) Ignition point (self - ignition point or auto - ignition point)

10) Distillation range (for distillate fuels)

11) Calorific valve (thermal valve, heating valve)

12) Cetane number and cetane Index (distillate)

13) Anilines point (for distillate)

14) Diesel Index.

15) Carbon residue.

16) Alumina Content

17) Asphalt Content

18) Silica Content

19) Sodium content

20) Sulphur Content

21) Vanadium content

22) Compatibility (blended fuels)

23) Carbon strip corrosion (for distillate)

Properties or constituents that may be found in blended fuel having a high viscosity & high carbon content and their effects on engine.

1) Density : The ability of a centrifugal separator to function correctly and remove water and other foreign matter from the fuel oil is dependent on the differences between the density of oil, the water and the foreign matter.

As the density of the oil increases the difference in the separating forces between the oil, the foreign matter, and the water is reduced; the ability of the centrifugal separator i.e. purifier to function correctly is than impaired.

2) Viscosity : High viscosity valves have a similar effect as high fuel similar effect as high fuel densities on the action of a centrifugal separator.

If the viscosity of the fuel is such that it cannot be reduced by heating to the requirements of the fuel injection system, problems may arise with combustion and failure of parts in the injection system due to the high pressures that are created.

3) Pour Point : Fuels having a pour point higher than the expected ambient storage temperatures must be maintained at some safe temperature above the poor point to prevent wares coming out of suspension, or the oil congealing.

If some form of solidification occurs the action is often irreversible and cause serious technical problems and a heavy financial commitment to remove the solidified fuel.

4) Carbon Residue : Fuels with high carbon residue valve often run in to problems with combustion and the build up of carbon and other materials in the combustion chamber and exhaust system. This may affect exhaust valves, the exhaust gas section of turbo charges, the heating surface within exhaust boilers, and spaces in silencers or mufflers.

5) Asphalt Content : When a fuel is high in asphalt or asphaltenes and low on certain aromatics some of the some of the aspartames will not be hold in solution and trouble may be experienced with fouling of filters and separators.

Fuels with a high asphaltenes content burn relatively slowly when compared with fuels from a paraffin base crude.

Generally the effect of high asphaltenes content is similar to the effect of high carbon residue content.

6) Sulphur : Is known to cause corrosive near in cylinder liners but the problem of high sulphur content fuels has been overcome with alkaline cylinder oils. When burnt, sulphur forms gases having various combinations of sulphur and oxygen hydrogen when burnt creates H2O in the form of steam vapor at any point in the exhaust system the exhaust gases fall in temp. below their due point, corrosive acids are formed. These acids cause corrosion damage at the place where condensation of the acid vapors occurs.

7) Silica and alumina : These fuel contaminates are very abrasive if they are not removed when the fuel is cleaned in the separator and clarifier they may cause intensive wear of the fuel injection equipment in a very short space of time.

8) Sodium and vanadium : These contaminants are chemically combined with the fuel and cannot be removed by centrifuging. In conjunction with each other after combustion they are highly corrosive in the liquid state, if the exhaust valves cannot be operated at a sufficiently low temperature the corrosive products in the liquid state stick to the valve seating surfaces and load to early problems with gas leakage. This results in burnt valves and low compression pressures leading to a loss of efficiency.

295

295. With reference to the layout diagram and relationship between engine power and ships speed establish the conclusions that may be drawn towards optimum use of fuel oil for main engines. How the relationship is drawn between ship speed and engine performance and state what consequent inference that can be established towards optimum use of fuel oil for propulsion engine

Ans. All engine builders provide diagrams for their particular models, from which various running conditions can be determined. Those diagrams are assembled from information’s from engine tests taken under controlled conditions

The important ones are layout diagrams & load diagrams.

The layout procedures has to be carefully considered as the final layout choice will have a considerable influence on the operation condition of the main engine throughout the whole life time of the ship. The factors considered are operational flexibility, fuel consumption, obtainable power & propulsion efficiency.

In the layout diagram shown above, which is limited by two constant mean effective pressure lines L1 - L3 & L2 - L4 & two constant engine speed lines L1 - L2 & L3

- L4. The point L1 refers to the engines normal maximum continuous rating.

Within the layout diagram there is full freedom to select the engines specified MCR point ‘M’ which suits the demand of propeller, power & speed for the ship.

On the X-axis the engine speed & on Y-axis the engine power are shown in percentage scale. The scales are logarithm which means that, in this diagram power function curves like propeller curves (3rd power), constant mean effective pressure curves (1st Power) & constant ship speed curves are straight lines.

The specified MCR point (m) must be inside the limitation lines of the layout diagram. If it is not, the propeller speed will have to be changed. In special cases point ‘m’ may be located to the right of the line L1-L2.

The optimizing point is the rating used for the engine layout calculation & is the point for specific fuel oil consumption. On engines with VIT fuel pumps, the optimizing point (o) can be different than the specified MCR (m); whereas on engines without VIT fuel pumps ‘o’ has to coincide with ‘m’, i.e. optimizing point (o) =

specified MCR (m) for VIT. The optimizing point ‘o’ is to be placed inside layout diagram. In fact the specified MCR point m can in special cases be placed outside the layout diagram but only by exceeding line L1-L2 & of course only provided that the optimizing point o is located inside the layout diagram & provided that the specified MCR power is not higher than the L1 power.

The load diagram; defines the power & speed limits for continuous as well as overload operations of an installed engine having an optimizing point o & a specified MCR point m that confirms the ships specification.

Point A is a 100% speed & power reference point of the load diagram & is defined as the point on the propeller curve line 1 through the optimizing point ‘o’ having the specified MCR power. Normally point m is equal to point A. but in special cases e.g. shaft generator is installed, point m may be placed to the right of point A online 7.

Limits for continuous operation :-Line 3 represents maximum acceptable speed for continuous operation i.e. 105% of A. (A =

100% Ref. point)

Line 4 represents the limit at which an ample air supply is available for combustion & imposes a limitation on the max. combination of torque speed.

Line 5 Represents the max. mean effective pressure level which can be accepted for continuous operation.

Line 7 : Represents the maximum power for continuous operation.

Line 8 : Represents the overload operation limitations.

Line 6 : Represents propeller curve; clean hull & calm.

Line 9 : Represents speed limit for sea trials.

Line 1 : Propeller curve through optimizing point

Line 2 : Propeller curve, fouled hull & heavily weather.

Line 3 : Speed limit.

Line 4 : Torque / speed limit.

LOAD% %

Fuel cons

Fixed timing

Variable timing

approx

160g/kwh

max. pressure

approx. 125 bar

296

296 : (1) Conventional VIT system – VIT is a form of fuel pump control enabling an engine to operate with the designed maximum firing or combustion pressure from approx. 75% power output to maximum power. This improves thermal efficiency & lowers fuel consumption.

Cylinder pressure plotted against engine loadThe fuel consumption for an engine at any load will be related to the expansion

ratio of the combustion gases from their maximum pressure to the pressure at the commencement of exhaust blowdown. In case of the ‘conventional VIT’ system (i.e. the profile-plunger principle, as used on GB, L35MC & L42MC engines) the break-point is fixed in relation to the pump index – that is to say, the “break” always automatically occurs at the pre-determined pump index.

The fuel cam is used to adjust the timing of the commencement of injection in a normal manner so that the max. allowable firing pressure is reached @ 75% of full load. The timing of the commencement of injection will then be retarded as the quantity of fuel injected is increased. The amount of retardation necessary to hold the cylinder pressure constant at the desired max. value will be designed into the control system.

(2) Super VIT system – The ‘super VIT’ system is developed to fulfil the requirement of maintaining the MCR Pmax under part load conditions, in order to save fuel.

This is achieved by a mechanism which automatically adjusts the commencement of fuel injection, such that the MCR Pmax is kept constant as the

engine load is reduced from 100%, down to a certain pre-specified part load, known as the ‘break point’. In the super-VIT configuration, employed on the larger L/K/S MC engines, the fuel pump plunger is not profiled (i.e. has no extra oblique cut) but instead, the start of fuel injection timing is freely determined by altering the vertical position of the pump barrel, whereby in this system the break point is fully adjustable.

The pump barrel is moved up and down (relative to the plunger) by means of a rack and pinion, in combination with a double thread. The VIT-rack setting itself is controlled via the regulating shaft position - i.e. according to the engine load. When running at the break point, the pump cylinder will be at a low position, i.e. giving early injection and the specified design Pmax (MCR Pmax ) for the engine in question. Although it is the regulating shaft which determines the VIT-rack positions, two forms of intermediate adjustments are available.

A) Individual Pmax adjustments (at each fuel pump)

B) Collective Pmax adjustments (simultaneously for all pumps)

Both of these adjustment modes can be utilized while the engine is running.

(3) FQs : As all fuels are different, they differ in their ignition quality. Some fuels have a reduced ‘ignition delay’ period, & are considered to have a better ignition quality.

Reducing ignition quality increases the delay period. A high ignition quality fuel will have high paraffin content. The large and rapid heat release, associated with paraffin fuels, usually counteracts the effect of reduced fuel mass at ignition, due to reduced ignition delay period. The result is an increased peak pressure & better thermal efficiency. The FQs on the engine takes care of the differences in ignition quality, by advancing or retarding the fuel timing.

297

297. State from the different circumstances of running of propulsion engine and the engine behaviour, how best a plan for economic use of fuel can be developed onboard from (i) Indicator diagrams (ii) Draw cards (iii) Light spring diagram.

Ans. Best evaluation of M/E performance can be carried out by its optimum use of fuel /L.O.

in maintaining power output, rpm, speed of ship.

Fuel cons / day =

Δ 2 /3V 3

fuelcoeficient where V is speed

As you know, fuel cost takes 60% of running cost of the vessel and as the market

price for fuel is changing day by day, owners, chanter and ship staff are on their toes for

minimum use of fuel oil and obtaining ship’s speed and to complete voyage with less cost.

As a C/E on board, you must always be checking the consumption of fuel oil, speed,

rpm, distance covered every noon and sending the office exact distance left & ETA of

ship. This makes owner / charterer happy to plan for their next business.

Onboard, M/E , A/E are the main consumers of oil and their behavior is observed

very closely & by the following details, you can make out if any adjustment must be

done.

How you can save oil

1. Regular checking of M/E, A/E performance and corrective action

2. Stopping leakages.

3. Proper use of purifiers

4. Others

In M/E, performance are taken to find whether the fuel consumption is greater than

normal, even if weather conditions, wind, depth of water are normal.

This is mainly done by taking 1) Power card 2) Draw card 3) Light spring diagram.

Behaviors of M/E can be studied and remedial action taken.

Power Card : It is taken to estimate the power developed by the engine, calculate

specific fuel oil consumption and fault finding in combustion cycle. It is taken in phase

with the piston i.e. when the piston is stationery ( at TDC & BDC) the drum of the

indicator is also stationery.

Pm = Mean Effective Pressure =

AL x spring constant

Indicated Power =

PmLAN60 x102 KW

2) Draw cards :-

It is taken to analyze the combustion process when the piston is near TDC. It is taken

with the Indicator is 90 out of phase with the engine. It is useful in determining the

compression pressure; max combustion pressure, pressure changes inside the

combustion chamber with respect to crank angle and hence help in fault finding.

3) Light spring diagram :- It is used to study the gas exchange process when the piston

is at BDC. It gives the status of the scavenging efficiency of the engine w.r.t the

scavenge ports, exhaust ports/valves. The diagram is taken with the same indicator

apparatus but with a lighter spring.

All the above 3 cards can be used to compare different units in order to spot the odd

one and can also be compared with past records under similar conditions of

operations in order to establish the cause of abnormality or for the development of a

trend for the performance of engine.

Best plan for Economic use of fuel :-

Can be developed on board and details are as follows.

1. Performance of engine taken, recorded twice a month.

2. Data are gathered accurately.

3. Displacement, draft, trim, list, wind, weather, scavenge temp/press, E/R temp. s/w

temp.etc

4. Fuel oil calorific value, fuel oil consumed, LO consumed. Then sfoc is calculated for

LO/ HO.

5. By the power card, you can get peak pressure of each unit, power produced

giving the η of fuel burnt.

6. Any press. surges in pv diagram gives the indication of fuel system fault. Any

decrease of compression gives the indication of Ext. V/V fault

7. Correct temp taken every noon, consumption calculated & compared.

8. Maintenance of M/E gives less fuel consumption. Maintenance of any item of M/E

can be judge by above cards.

9. Proper heating to atomizing temp can also achieve best results ie. proper viscometer

operation.

10. Proper carrying out of PMS.

11. Proper renewal of spare parts.

12. Greasing of fuel linkages.

13. Adjusting FQS, VIT linkages.

14. Proper keeping of - maintenance record

- Fuel cons. record

- M/E performance record

- Proper overhauling / Testing of V/Vs

- spares stock

298

298. Discuss the influence of the following properties / contents have on fuel characteristics and its economic use (i) viscosity (ii) density (iii) ignition quality (iv) VIT (v) compatibility (vi) carbon residue (vii) control combustion period

Ans) Fuel oil analysis is a series of ASTM/ISO/CIMAC specified tests used to determine the quality of marine fuels. Fuel analysis determines whether fuel meets specifications many other parameters are tested besides specifications in order to determine if the fuel is mixed with any other substance such as waste lubricating oil.

Fuel oil analysis provides information invaluable in preventing machinery breakdowns cause by inferior fuel quality. A machinery breakdown at sea could severely endanger the safety of the ship and cause great expense in repair of equipment and loss of business fuel oil analysis protects ship operators by fore warning them of fuel related troubles and independently documents fuel quality.

Most marine engineers use the less expensive residual fuels, high in sulphur, asphalteness, ash, vardium etc. all of which have potential for causing high wear excessive acid and deposit ormation. Viscosity of marine residual fuels can be very high (500 cst compared to 4 cst for automotive engine diesel oil). It is therefore important to test the fuel prior to use in main engine

Viscosity: Fuel grades are based in Viscosity. High viscosity fuels are generally less expensive than lower viscosity fuels, however high viscosity fuels will require more preheating prior to centrifuging and fuel injection in order to lower the viscosity. Viscosity values determines the preheating temp required.

Density: Fuel is sold by weight; therefore density must be known to determine the mass of fuel received density must also be determined for selecting the correct size of gravity disc for purifiers and for the determination of calorific value of fuel and for the calculation of CCAI.

Ignition quality: CCAI calculated carbon aromacing index is calculated figure indicative of the ignition quality of the fuel values above 870 are not recommended for two strokes.

Slow speed engines. Ignition quality also provides information about the temperature at injection to obtain good fuel spray, essential for good combustion

Carbon Residue: Incomplete combustion of fuel can result due to high carbon residue. The fuel is burned during the test and the mass of the fuel sample is measured before and after burning to determine the percentage of carbon residue remaining. A high carbon residue will increase the likelihood of deposit formation.

Ash sodium, vanadium and catalytic fines are incombustible impurities found in fuel oil. After carbon residue is determined the remaining sample is heated to extremely high temperature

to burn off all combustible matter. The ash that remains is weighted and compared to the original mass of the sample to determine a percentage. A high ash content may lead to deposits excessive wear and commission.

VIT: Variable injection timing of marine engine is greatly applies on the quality of fuel oil characteristics. Accordingly the timings of fuel p/p can be advanced or

retarded as per the quality of F.O

299

299. With reference to maintenance of plant efficiency, discuss energy audit of main engine, boilers and auxiliary engines. How such audit help in economising fuel oil consumption.

Ans.

What is Energy Audit

Energy today has become a key factor in deciding the product cost at micro level as well as in dictating the inflation and the debt burden at the macro level. Energy cost is a significant factor in economic activity. On per with factors of production like capital, land and labor. The imperatives of an energy shortage situation calls for energy conservation measure, which essentially mean using less energy for the same level of activity. Energy Audit attempts to balance the total energy inputs with its use and serves to identify all the energy streams in the systems and quantifies energy usage’s according to its discrete function. Energy Audit helps in energy cost optimization, pollution control, safety aspects and suggests the methods to improve the operating & maintenance practices of the system. It is instrumental in coping with the situation of variation in energy cost availability, reliability of energy supply, decision on appropriate energy mix, decision on using improved energy conservation equipment’s. instrumentation’s and technology.  

Objectives of Energy Audit

The Energy Audit provides the vital information base for overall energy conservation program covering essentially energy utilization analysis and evaluation of energy conservation measures. It aims at:

Identifying the quality and cost of various energy inputs. Assessing present pattern of energy consumption in different cost centers of

operations. Relating energy inputs and production output. Identifying potential areas of thermal and electrical energy economy. Highlighting wastage’s in major areas. Fixing of energy saving potential targets for individual cost centers. Implementation of measures for energy conservation & realization of savings.

Methodology

Board guidelines indicating the methodology for such an energy audit is given below. Possible stages for interaction/conference are also indicated. 

Phase-I

Collections of data on operational parameters, energy consumption both normal and electrical, coal and power quality etc., through a questionnaire.

Study the existing plant capacities and their performance to assess plant operations.

Study of the specific energy consumption (both thermal and electrical)

department-wise and plant as a whole. Study of the power sources, distribution system and drive controls, load factor

and efficiency of large motors, process automations, plant illuminations etc. Collection of requisite data and analysis and identification of specific areas with

potential for conservation of thermal and electrical energy. Field measurements of operational parameters and carrying out heat and mass

balance. Study of limitations, if any, in the optimal use of thermal and electrical energy. Discussion with specific recommendations along with broad system concept for

conservation of thermal and electrical energy. Preparation of capital cost estimates and establishing techno-economic

feasibility for recommended measures. No investment and/or marginal investment by doing system improvements and

optimization of operations. Major investment due to incorporation of modern energy intensive equipment

and upgradation of existing equipment. Formulating tentative time schedule for implementation of the recommendation. Undertaking broad cost benefit analysis in terms of savings in energy

consumption per unit of production and pay-back period.

Phase-II

Follow-up with the industry on periodic basis to ascertain the level of implementation of recommendation and assist, if require, in implementation of the measures to achieve energy user efficiency.

 

Preliminary Energy Audit

The Preliminary Energy Audit focuses on the major energy suppliers and demands usually accounting for approximately 70% of total energy. It is essentially a preliminary data gathering and analysis effort. It uses only available data and is completed with limited diagnostic instruments. The PEA is conducted in a very short time frame i.e. 1-3 days during which the energy auditor relies on his experience together with all the relevant written, oral visual information that can lead to a quick diagnosis of the plant energy situation. The PEA focuses on the identification of obvious sources of energy wastage's. The typical out put of a PEA is a set of recommendations and immediate low cost action that can be taken up by the department head.

 

Detailed Energy Audit

The detailed audit goes beyond quantitative estimates of costs and savings. It includes engineering recommendations and well-defined project, giving due priorities. Approximately 95% of all energy is accounted for during the detailed audit. The detailed energy audit is conducted after the preliminary energy audit. Sophisticated instrumentation including flow meter, flue gas analyzer and scanner are use of compute energy efficiency.

With reference to an energy audit of main engine, boilers and auxiliary engines, the following points may be noted:-

• better engine control requires accurate measuring instruments. a good fuel meter, combustion and injection pressure instrument, calibrated exhaust temperature thermometers.

• specific fuel oil consumption is measured in grams / horse power hour.

• in general if the fuel consumption, exhaust temperature, peak pressures scavenge pressure, does not vary more than one % of the previous readings then one knows that the engine is running smoothly.

• compression and ignition. pressure is a good indicator of engine conditions

• the shape of the indicator diagrams can reveal various faults.

• mechanical plotting devices can be used for under 300 rpm engines above electronic instruments should be used.

• carbon build up in exhaust piping reduces engine performance.

• scavenge pressure is an indicator of carbon build up and turbocharger condition.

• any carbon deposits will affect steam production of boilers.

• proper maintenance dictates that maintenance is carried out at appropriate intervals.

• the aim is to make the maintenance cheaper. less demanding and more preventive.

• recording engine performance daily and accurately helps evaluate the engine condition and plan the maintenance cycle. this in turn can save as much as 50% of the off time spent on maintenance

• the engine should be properly calibrated at least twice in a year.

• much of the power loss can be traced to improperly timed injectors.

• for example a delayed injection increases fuel consumption by about 1.5 percent. per degree of engine cycle.

• increase in scavenges temperature increases fuel consumption.

• very low scavenges pressure causes corrosion.

• variable injection timing is advantageous and should be correctly adjusted.

• some modifications can make an engine run more efficiently

• de-rating, heavy fuel conversions, heat recycling, ignition adjusting, new injector nozzles, modifying turbochargers,

• modifying valve system.

• it is important that all the steam that goes into the heater is turned into water before it leaves the heater

• for continuous operation the condensate must be removed. without allowing dry steam to escape.

• the most effective way of checking this is by using automatic steam traps.

• one of the largest energy savings however comes from the direct use of heat in the condensate.

• for every 5 deg.c. rise in temperature of feed water approx 1% less fuel will be used.

• steam cons. can be reduced by preventing the escape of steam internally + externally

• avoiding unnecessary use of steam in each process.

thermal insulation is the most effective way to prevent escape of heat from steam pipes and process units flanges pipes and bends are left un-insulated for convenience and represent a significant loss of energy.

• steam allowed to leak to atmosphere not only reduces the availability but much energy is wasted.

• unnecessary use of steam can occur during low temperature processes, installing thermostats and temperature control equipment can prevent overheating of liquids in tanks.

• wet steam will cause insulating layer on heat transfer surfaces.

• to prevent this steam separators are used which separates steam and drains the condensate to a level that can be handled by the steam trap.

300

300.Discuss FQS as applied to main engines to improve its performance. How its application can be best utilised for optimum economic use of fuel oil ? Highlight the relationship between FQS and VIT and suggest ways so that both can be ideally balanced with a view to fuel oil consumption and MCR.

Ans. Low speed marine diesel engines burn heavy petroleum fuels that are not only extremely viscous, but also contain large quantities of impurities. Moreover fuel oil bunkered at different places have different grades. The need to burn such fuel means deterioration in fuel quality and a longer ignition delay. For example, with high grade fuel oil, there is rapid pressure rise, high peak pressure and lower exhaust temperature. With a low grade fuel, there is extended ignition delay, low pressure rise, low peak pressure (retarded) and elevated exhaust temperature. All these could cause an increased specific fuel oil consumption, thermal loading of components and if extreme, leading to severe after burning and it’s attendant effects including safety hazards, etc. Such malfunctioning in the past was viewed attended to from the fuel injection equipment functioning and factors pertaining to good compression points of view. However with increasing usage of poor quality fuel, these have to be approached from the qualitative aspect of fuel itself and suitable mechanism to take this into account on the injection and combustion process.

In order to prevent the adverse affect caused by different grades of fuel oils, modern pumps are equipped with Fuel Quality Setting (FQS) AND Variable Injection Timing (VIT).

Fuel oil quality setting lever is set for a specific grade of fuel oil and remains the same until that particular grade of fuel oil is finished and new grade of fuel oil is bunkered.

The heavier low quality residual fuels with poor ignition properties give longer ignition delay with lower peak pressure, delayed combustion and increased fuel combustion. The fuel quality setting lever can advance the beginning of injection to allow for the longer ignition delay , bring the combustion pressure back up and the fuel consumption back to optimum without causing pre-ignition and diesel knock. In BOSCH type of fuel pump (jerk type). This is achieved by adjusting fuel pump barrel (up or down) with respect to plunger.

The Variable Injection Timing is developed to fulfil the requirements of maintaining the MCR Pmax under part load conditions in order to decrease the specific fuel oil consumption. This is achieved by a mechanism which automatically adjusts the commencement of fuel injection, such that the MCR Pmax is kept constant as the engine load is reduced from 100% down to a certain pre-specified part load, known as ‘break point’ (normally 85%MCR). The pump barrel is moved up and down by means of a rack and pinion. The VIT system is out of operation at low loads. This is in order to avoid frequent changes of fuel pump lead (VIT index) during manoeuvring. At 90% MCR, a fuel saving of 4-5 g/hp.hr is claimed to be achieved.

The purpose of FQS is to counteract the effects of different grade fuels and to run the engine on optimum firing condition. The FQS is set manually for a specific grade of fuel and is not altered until grade of fuel oil is changed.

Whereas the purpose of VIT is to maintain the MCR Pmax at part load conditions in order to decrease the specific fuel oil consumption. VIT is done automatically and varies according to the load on engine. However both give optimum firing condition and reduced furl oil consumption.

301

As there is very close business competition in the market each and every company keeps a very good eye on their quality/ A part of daily expenses of ship running cost it takes about 40% cost of overall expenses for bunker and related operations.

Hence savings in fuel is as very important part for shipping companies and also part of machinery genuine malfunction. Few savings in bunker expenses becomes surprisingly a significant amount in a life time period of the ship

1) SHIPS HULL CONDITIONResistance as most of us avoid in our daily life is also true for a ship. In general

ships frictional resistance

R x fsswWhere f is a factor which depends upon density, hull where f is a factor which

depends upon density, hull roughness and length of the ship

Other resistance is residual resistance which due to wake foaming tendency, caused due to the movement in water and shape of the shipThus total resistance equals FRICTIONAL RESISTANCE + RESIDUAL RESISTANCESo as far as ships hull condition is concerned frictional resistance plays a very important role. It could be upto 70% of total resistance in a badly fouled ship. Thus importance of a good clean hull can be seen unfortunately there can be several methods developed but most of them are effective over a long time. Hence regular dry docking is the best solution.

It is found that ship fouling pattern is not very regular. As shown in (speed/power) graph, it may be very slow in initial stages or may be very standardized in the initial years but in over a period of time it becomes very “stiff” are very fast.In order to meet the very strick charter party alarm a ship must have a very good and smooth hull surfaceFactors responsible for fouling of the hull are as follows:

Use of improper techniques in applying pointsPoor quality of applied paintLong port stays/or at restDamaged hull surfacePoor maintenance of hull protecting system such as ICCFPoor ship design increasing resistance in water

Thus appropriate measures should be taken for the above mentioned points and a good surface should be prepared prior applying the approved quality of ……

Speed and power graph also indicates that the engine may be thermally overloaded with a badly fouled hull resulting in a decrease of the operating life of

machinery parts causing frequent breakdown and coating very heavily on shipping companies

Antifouling points of approved type and a well maintained antifouling system plays an important role in ships regular operating period between dry docks

Weather ConditionShips are designed and constructed to withstand the forces of nature upto a

certain extent for a certain time depending upon the area of trading weather conditions keep changing and also the condition of the sea.

Seasons such as summer, winter or monsoons of extreme nature are very common in the trade of shipping. If climatic conditions/weather conditions are favourable it may result in a +ve ship and vice versa with a bad or heavy weather condition it may result in a –ve ship resulting in a extra fuel consumption due to higher power demands and overloading of engines.

Thus good judgement can be the key element in tackling bad weather conditions, avoiding transitting from and low pressure areas for a few days.

It is the responsibility of the master to take be safest route to avoid the harshness of weather for a few extra sailing hours

The cost of extra fuel consumption in negligible than the consideration of the safety of the vessel

Engine manufacturer guidelines should be strictly followed in severe weather conditions. Governor load index, hunting, R.P.M, scavenging air limit torque limits must be taken into account to avoid thermal and mechanical overloading of the engine. Thus these guidelines can be kept in mind for keeping fuel consumption within limit. Also effect of …… plugs a ………….. role and is also important as it reduces the Nox limit humidity effects the density of charge air, development of power heat release more temperature in a unit and exhaust temperature. Climatic conditions play an important role in the optimum performance of the engine.

MAINTENANCE OF DIFFERENT ELEMENTS IN FUEL OIL SYSTEMAlthough the condition of the hull and weather play a significant role in

regulating fuel consumption, elements which directly control fuel have a proportional relation to the consumption of fuel.

It is meant that if parts or equipments used are in good condition than lots of fuel can be …… for example 1) d\fuel injectors, fuel pipes, fuel pump and VIT RACK shock absorber if maintained in a good way in regular inspection and overhaul problems of fuel leakages can be minimized.

Similarly pipe joints, V/V glands booster pump section or any fuel oil leakage in fuel oil system if attended immediately also improve the safety of the ship.

Proper temperature of fuel supplied to the engine should be maintained for optimum efficiency.

Operation of purifier and performance should be regularly checked resulting in less over flow of oil

V.I.T. mechanism and fuel control burr and its connection with governor must be lubricated periodically to eliminate sluggishness and wear and tear.

302

302. Develop a programme for conservation and optimum use of fuel oil on board ship highlighting (i) storing of fuel oil (ii) degradation of fuel oil, its symptoms and prevention (iii) measures against undesired loss of fuel oil in the engine room.

Ans) Marine fuel storage and Handling:- Marine fuels constitute a major part of the ships operating cost, specially so because crude oil process are very high.

Sources: The heavy oil used on … is a product of fractional distillation of crude oil. After … and wal-tar it is the next in the hierarchy table. Diesel oil and gas oil are more refined.STORAGE: After the bunkers are taken, the fuel should be properly stored. These residual fuels i.e., ‘HFO’ have pour point in the range of 25-40 degrees centigrade and it will be specified in delivery receipt. At the time/before bunkering it is advisable to put sludge conditioner in the tank. This keeps the sludge soft so the maximum bunker can be used at the time of stripping.TEMPERATURE: The bunker should be always maintained a temperature a leave floc point. This is the temperature at which wax crystallizer maintaining the above the pour point is advisable so that the bunker is always in pumpable condition and can be readily transferred for use storage can be done in bunker tanks/setting/service tank. Special precautions need to be taken in cold climate where oil has tendency to congeal in the transfer lines. Tracing steam should kept open all times to such pipelines.If the storage period is long it is advisable to circulate the fuel oil within the tank.DEGRADATION: the main causes of degradation all1) Microbiological growth2) Incompatibility between two fuel oils

MICROBIOLOGICAL GROWTH: Certain bacteria and other biological organism form colonies taking nutrition from fuel oil.The optimum conditions for growth are-

Wealth in fuel Temperature between 30oC-40oC

Symptoms:- Foul smell (due to anaerobic growth) Frequent chocking of filter, with a slimy appearance

PREVENTION: Avoid storage of fuel over a long period of time. This can be one only by ordering quantities as required and always try to finish old bunker first before going for new quantities. Diesel oil need not be bunkered in excess quantity, as its consumption is low oil can be

circulated tank to tank over a certain period of time transferred to another tank.AVOID WATER IN FUEL: Water should be drained out regularly. If signs of excess water persists, the oil should be purified. In case of heavy oil, oil can be heated and stored at a higher temperature of almost 55oCINCOMPATIBILITY: Degradation can also take place of two different grades of fuel are mixed. This happens because of the chemical reaction between the two.SYMPTOMS: Too much sludge/cake at the bottom of tank because of the wax separating out; chocking of fitters.CHECKING COMPATIBILITY: On board ‘test kit’ for checking compatibility of two fuels are available. Check compatibility before attempting to mix.SAVING FUEL: Saving of fuel can be achieved by:

Regular checking of M/E and A/E performance and corrective action being taken promptly.

Stooping of leakages from pump glands etc.Unnecessary running of … eg., aux boilerUnnecessary draining of service/settling tank

On tankers dumping of steam, while ‘Cop’ is running at low rpm as when topping up of inert gas

Wastage of oil during routine filter cleaningOverflowing of purifiers/inefficient runningLeakage from fuel oil lines, fuel pumps.

Inefficient running of machinery not only causes deterioration, but also causes loss of fuel. If this can be avoided fuel can be saved leakages if controlled, not only save fuel but also ensure a clean and safe ship.

303

303. Illustrate mean piston speed, its significance on consumption of fuel oil. Explain how mean piston speed is related to r.p.m. and ideal combustion. Joining an old ship as Chief Engineer, formulate a methodology by which you can ascertain optimum use of fuel oil against desired mean piston speed.

Ans) Mean Piston speed: The mean piston speed is a parameter in the power equation which suggests that power can simply be increased by increasing the MPs. But this can only be done up to the limitations imposed by the following consideration.

Dynamic forces and moments are generated within the engine system when the reciprocating and rotating mosses are in motion. The magnitude of these forces are greatly increased with speed on bearings bearing bolts and other moving parts and reaction forces on stationery members are increased due to inertia forces. Similarly the peak turning moment of the fluctuating torque due to the moments of forces and the reaction torques are also magnified in magnitude failure as a consequence of high maximum fluctuating stress is a factor which should receive more consideration in the design.Speed decreases the service life at those components which form rubbing and rotating. The relative surface speed must be such that the rate of wear of piston rings or liners must be within acceptable limits speed however is not the only criteria on for wear as it is known that wear on the liner is maximum at top center where the speed is least. Nevertheless where the working condition is identified as one of extreme with high temperature and pressure existing and lubrication being in the thin film region speed must be limited for greater safety and reliability. The output at the cylinder is lowered beyond a certain speed as the efficiency of the gas exchange process sharply drops. The output of a diesel engine depends on its capacity to breath fresh air at the beginning of compression. At a high piston speed the resistance of gases to how in and out of the cylinder increases high level of torsional vibration in the elastic shaft system.The expression (2Ln) for mean piston speed can be re arranged as follows:

Mps ¿ 2 x Stroke x n The expression further suggests that besides a power function the mps permits manipulation of other parameters for certain gain for a certain mps and bore diameter, shorter the stroke higher is the speed of revolution. A short stroke reduces the height and weight of the engine considerably.

Significance on consumption of fuel oil:-

M.P.S. = 2Ln ; if stroke is constant, then MPS is proportional to N

Now Power P = PmLAN

where, Pm = mean effective pressure

L = stroke

A = area of cylinder

N = revolutions per minute

If L & A are constant;

Then Power ¿ Pm.N

Equation of power is also related to displacement and speed of ship.

Power ¿ Δ⅔ V3

where Δ = Displacement

V = ships speed

At constant displacement of ship

power ¿ V3

but V ¿ p.N

where p = propeller pitch

N = rpm

but p is constant

Therefore, V ¿ N

Now putting this value in power equation

power ¿ V3

¿ N3

Now we can conclude that,

power ¿ (MPS)3

Therefore MPS is the parameter of power equation.

But the fuel consumption of a ship depends upon the power developed, indeed the overall efficiency of power plant is often measured in terms of the specific fuel consumption which is the consumption per unit of power expressed in kg/kwh

Fuel consumption per unit time ¿ power

power ¿ Δ⅔ V3

Therefore, fuel consumption per unit time ¿ Δ⅔ V3

or fuel consumption/day = _ Δ ⅔ V 3 _ tonnes

fuel coefficient

in above equation, at constant Δ and constant value of fuel coefficient,

fuel cons./day ¿ V3

but V ¿ p x N

therefore V ¿ N (because propeller pitch p is constant)

therefore, fuel/cons./day ¿ N3

We know that, MPS ¿ N

therefore, fuel cons./day ¿ (MPS)3

From the above equation we can say that higher the mean piston speed, higher the fuel cons. and lower the MPS, lower the fuel cons.

Increase and decrease of MPS has limitations due to following reasons:-

i. If MPS is high, time available for fuel combustion is very less, so some unburnt fuel will carry forward to exh. gas due to incomplete combustion; thus fuel consumption increases and thermal efficiency becomes low

ii. At low MPS, compression is isothermal but we need adiabatic compression, i.e. no heat loss or gain. at slow MPS, compression temperature is not sufficient to complete combustion of fuel injected, and unburnt fuel will carry over resulting in to black smoke and higher fuel consumption.

How MPS is related to rpm and ideal combustion:-

MPS plays a great role as far as scavenging, i.e. exchange of gases is concerned. the output of the cylinder is lowered beyond a certain piston speed as the efficiency of the gas exchange process sharply drops. With effective MPS, better scavenging and compression temp. can be achieved resulting into complete combustion of fuel oil injected. Complete / ideal combustion gives you better power and rpm.

Methodology by which you can ascertain optimum use of fuel oil against desired mean piston speed in an old ship:-

Upon joining an old ship as a chief engineer, following checks are to be carried out:-

Check all the parameters of the engine Take power cards for all the units Check fuel and cylinder lub. oil cons. of engine Check that PMS for m/e is being followed as per makers instructions Check maintenance history of main engine

All above parameters you can compare with previous record including sea trial records. From above, you will come to know about the status of M/E & its output and fuel cons. For optimum fuel consumption, firstly, better scavenging and better compression should be there, and mean piston speed is affecting scavenging.

Scavenging

1. Keep scavenge ports cleaned2. T/C air filters clean3. Air cooler water and airside should be cleaned4. If uniflow scavenging, then exhaust valve should be well

maintained Fuel System:-

1) Fuel purification to be proper2) Fuel pressure to be maintained3) Fuel injectors are in good overhauled and pressure tested condition4) Fuel timing should be proper5) Condition of fuel pump should be good6) Correct fuel temp. to be maintained

Optimise cylinder lubrication by manual setting Maintain the PMS of M/E

BIMCO - a century of service

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BIMCO is the world’s biggest private shipping organisation, with a global outreach and membership from all around the world. It began in 1905 in Copenhagen, when 112 shipping people gathered to discuss how co-operation might improve the situation in a north-west European shipping industry that was plainly struggling to make ends meet.

Thomas Cairns, a Newcastle upon Tyne shipowner, who with Johan Hansen of Copenhagen had undertaken the initiative spoke on 16 February and inadvertently set the tone of the meeting, when he suggested the formation of “a movement based on goodwill and understanding”. More than a century later, with shipping infinitely more complex, geographically expanded and with hardware scarcely recognisable, from the small, simple craft which carried forest products around Europe at the start of the 19th Century, this principle of “goodwill and understanding” remains sound. The principles commended themselves to all present and only ten months later, on the occasion of the second meeting, there were 1,056 ships of 1.62 GRT million entered into the new organisation.

The movement which the founder members started in 1905 was The Baltic and White Sea Conference, designed to represent the shipping industry, and establish acceptable industry-wide freight rates for the carriage of wood in the Baltic trades. But it was not long before the organisation, under its first President Adolf Carl of Copenhagen, saw its mission expanded geographically, and its terms of reference increased to encompass a whole range of general shipping problems.

Soon it had begun the development of fair and balanced documents, with the production of uniform charter parties for the ships and cargoes which were being carried in them. The first standard charter party BALTCON, was adopted for use in 1908. Documents that are acceptable to both sides in a shipping contract, and which

protect the integrity and position of each party have, from these early years, become a BIMCO “trademark”.

It was also clear that the members’ greatest need was that of information, on contractual matters, on port information, documentary needs and in weather and ice data, in an era where communication was rather less comprehensive and much more difficult than today. Soon, a regular newsletter was being published along with regular weather and ice condition bulletins, and an important Handbook of Baltic and White Sea Ports was available in 1913. Clear and concise information was another recognisable part of the early organisation’s “brand”.

Only four years after the organisation had begun, its membership changed with the admission of brokers, clearly demonstration its ambition to be more inclusive and representative of the industry as a whole. P&I Clubs, bringing valuable insurance and legal expertise became members after the First World War. There was still a substantial tonnage of sailing ships employed in the tramp trades, and in 1920 their owners were eligible for membership of the expanding organisation. By 1925, there were 404 owners from 19 nations and representing 8.34 million GT in the Baltic and White Sea Conference, a testament to the usefulness and influence of the organisation, which in a surprisingly short time had become a major source of useful shipping information and data, providing its members with a valuable response to a whole range of contractual, legal and operational inquiries. General Meetings, to which all members were welcomed, became a regular feature of the shipping calendar.

A growing membership from outside the confines of North Europe made the members reflect on the suitability of the of the organisation’s name and in 1927 this growing global role saw its title changed to The Baltic and International Maritime Conference. It would retain this until 1985 when the Conference’s name was officially changed to The Baltic and International Maritime Council - BIMCO with the acronym eventually becoming the now famous “brand name”, which is recognised all over the maritime world.

BIMCO thus evolved into an influential and important maritime service organisation. Today, its membership is found in more than 120 countries, in every part of the world and includes more than 900 owners, 1,400 brokers and more than 100 P&I Clubs and other associates among its broad range of members. Owner members represent more than 14,000 vessels totalling 525 million DWT, or some 65% of the total cargo capacity available worldwide.

But perhaps as significant is the fact that whereas it began life with mainly dry cargo, tramp shipping tonnage, virtually every shipping sector is today strongly represented within the organisation. A North European association has become truly global, with a strong representation in the fast-growing Asian region. And an organisation that began with a focus on freight rates and charter parties has grown to encompass a

vast array of legal, documentary and technical issues that affect the whole shipping industry internationally.

BIMCO has remained an intensely practical organisation, succeeding more often than not because of its ability to bring to any problem the combined force of a century’s worth of practical ship operating experience. This makes a profound difference, whether it is in negotiating with regulators or policy makers at the highest level, or providing knowledgeable technical input into a specialised problem.

BIMCO values its high level connections, established over many years, and conversely, the organisation is greatly valued for its always constructive, expertise-laden and non-confrontational approach that has always been the BIMCO signature. It is the approach that produces the best results, even if it does not generate the headlines! Policies and strategies need to be founded on firm facts, and BIMCO has a reputation for thorough research, which ensures that it is always listened to with respect. Where BIMCO sees a need for helpful information to mitigate problems, it intervenes energetically in a practical fashion.

There is a whole range of issues on the technical and regulatory front that keeps BIMCO engaged, with a strong presence at the International Maritime Organisation (IMO), where it has enjoyed consultative status since 1969. The practical ship operating experience of its members is hugely valued by the IMO, the International Labour Organisation, the European Union, and the US Coast Guard, all of which have increasingly becoming involved with international shipping regulation. BIMCO remains heavily committed to the principle of internationalism in all forms of regulation necessary for an international industry and is a strong supporter of IMO as the pre-eminent regulatory body. IMO values this expertise greatly.

BIMCO today is a modern, streamlined international organisation dedicated to serving its members on a 24/7 basis. Modern communications, and one of the world’s finest websites has made geography irrelevant and members enjoy unrivalled access to the BIMCO information databases on demand. Additionally an expert secretariat is on hand to provide advice and answers to complex problems right across the shipping world.

BIMCO is organised with a Board of Directors under the President, which controls the business of the organisation. There is in addition an Executive Committee which consists of the President and owner-members elected in a personal capacity, and which, meeting three times each year provides detailed guidance and direction. Its members frequently represent the organisation at meetings throughout the world.

Specialist committees include the Documentary Committee which provides specialised assistance on documentary matters, the development of new charter parties and clauses and meets twice every year. This committee ensures that the

best possible and up to date documents are available for the use of the industry. Technical guidance is provided by expert members of the Marine Committee.

The Secretariat itself, located at the BIMCO House in Bagsvaerd, is able to provide a considerable cross section of expertise, servicing the various committees of members and answering inquiries from members. Marine, Documentary, World Ports, Services and the Security and International Affairs departments are among the departments providing a full coverage. This latter department is of recent origin, formed to assist with the modern security challenges of piracy, terrorism, armed attacks on shipping, stowaways and drug smuggling, and shows that the organisation is more than capable of adapting to deal with new problems as they arise.

Education has also become an important element of BIMCO’s services, fitting perfectly with the organisation’s promotion of ethical, professional shipping business. Since 1987 BIMCO Courses have offered a range of professional training course, delivered all around the world, upon demand. A range of topical and essential shipping publications are also provided for members and the shipping industry in general, helping the industry be better informed.

BIMCO’s latest challenge is to encourage younger members, the BIMCO 39 “daughter” organisation providing professional, social and networking opportunities for younger shipping professionals throughout the world. BIMCO is still founded on its firm foundations of “goodwill and understanding” but 102 years after it was established, is today the leading shipping interest organisation, global, multi-sectoral and very professional.

BIMCO’s vision is to be the leading interest group and membership organisation offering practical and tangible services to shipowners, managers, brokers, agents, operators, associations and other entities connected with the international shipping industry.

Related links

BIMCO Visions and Objectives (PDF format)

2.1.5 Hydrostatic and Watertight Tests

2 The standard procedures of hydrostatic tests, watertight tests, etc. required to be carried out as specified (1) through (3) below:

(1) Hydrostatic tests may be carried out after application of shop primer. However, the tests may be carried out after the protective coating has been applied, provided that following two conditions are satisfied:

(a) All the welds are completed and carefully examined visually to the satisfaction of the Surveyor prior to the application of the protective coating.

(b) An airtight test is carried out prior to the application of the protective coating.

(2) An airtight test is to be carried out in accordance with (a) through (f) below:

(a) An air pressure of 0.015 MPa is to be applied during the test.

(b) Prior to examination, air pressure in the tank is to be raised to 0.02 MPa and kept at this level for about 1 hour to reach stabilized state and then lowered to the test pressure. The test may be conducted without lowering the pressure, provided the Society is satisfied of the safety of the personnel involved in the test.

(c) Welds are to be coated with an efficient indicating liquid.

(d) A U-tube filled with water up to a height corresponding to the test pressure is to be fitted to verify the test pressure. The U-tube is to have a cross section larger than that of the pipe supplying air. In addition, the test pressure is also verified by means of one master pressure gauge or other equivalent means.

(e) Airtight test is to be carried out, prior to the application of a protective coating, on all fillet welds, penetration welds and erection welds on tank boundaries. Regarding other welds on tank boundaries, airtight test after coating is acceptable, provided that visual inspection on the welds was carefully done before coating to the satisfaction of the Surveyor.

However, airtight test before coating may also be required on selected locations of pre-erection manual or automatic welds, at the discretion of the Surveyor, taking account of the quality control operations in the shipyard.

(f) Any other recognized method may be accepted to the satisfaction of the Surveyor.

(3) Hose tests are to be carried out applying the pressure in the hose not less than 0.2 MPa at a maximum distance of 1.5 m. The nozzle diameter is not to be less than 12 mm.

3 With respect to the provisions of 2.1.5(1), Part B of the Rules, hose tests for watertight doors are to be carried out from each side of doors unless exposure to floodwater is anticipated only from one side. Where a hose test is not practicable because of possible damage to installations around the door, it may be replaced by means deemed appropriate by the Society.

SAFETY OF SHIPS AND THE ROLE OF CLASSIFICATION SOCIETIES AND IMO.

1. GENERAL :-

A “ship classification society” is a technical organization originally established to satisfy needs relating to marine insurance. The concept of ship classification society began in 18th century when the maritime trade entailed great opportunities for profit, though at great risks. Marine insurance came into being in order to warrant against such potential risks. Detailed objective information was sought about the performance of the ships that would engage in trade. In response to this classification societies came into being as organizations that provide accurate and objective information about the ships.

The classification societies systematized their knowledge and experience with the aid of physics and engineering and published the results as official Rules.

People who want to build a ship first design the ship referring to the rules of the society with whom they want to class the vessel and then obtain the plans. Surveys are next carried out of the ship during construction. If the ship satisfies all the requirements of the rules as determined from these surveys, it is classed with the classification society. Ships in service must also undergo and satisfactorily pass periodic surveys if the owner wishes to retain the class.

By maintaining the class, the ship can enter into an insurance contract with more favorable terms. Class also serves to indicate to cargo owners, the general public as well as government authorities that the shipowner is paying proper attention to and striving for safety. This is considered to be the basis of ship classification.

Relation with maritime administration: Many national administrations delegate the authority to implement various convention requirements to classification societies.

1.1THE SHIP AND SAFETY :

The chief mission of the ship has been to reach port safely. It must resist the attacks of the sea, change course with precision, maneuver at approaches to difficult sea passages and get away from threatening collision. Other basic physical items of safety include the load line limit which encompasses weather tight integrity the capability to survive flooding, means for preventing a fire or to fight it, the availability of life saving appliances, the provision of adequate stability, good manning by qualified crews etc.

1.2 MAIN OBJECTIVE OF SHIP CLASSIFICATION SOCIETY :

Objective: Safer Ships Cleaner Environment

Prime Role: A third party, not for profit foundation committed to the Safety of life and

property at sea, and prevention of marine pollution.

SAFER SHIPS --- CLEANER ENVIRONMENT

- protection of the ship itself - protection of the environment

- protection of its crew- protection of its cargo

(Addressed by SOLAS, LLC, COLREG etc.) (Addressed by MARPOL)

1.3 MAIN ACTIVITIES OF A CLASSIFICATION SOCIETY

1. Survey of classed ships ( survey for classification).2. Surveys to determine compliance with international conventions3. Appraisal of various technical matters4. Surveys for installation registration

1.3.1 Surveys for Classification:

1. Classification societies establish and publish the Rules and

Regulations, which aim to keep the safety margins of ships well above particular standards.

2. Based on such rules and regulations, Classification Societies periodically survey ships for hull construction, machinery construction and equipment, electrical installation and their materials during construction. When ships meet CS standards, they are given a Class Notation and are registered in the Register of Ships of the society.

3. Classification Society survey of registered ship to determine whether the ship has maintained its class according to its Rules and Regulations.

4. Material, machinery, equipment etc used for the ship which is registered / to be registered are surveyed according to the relevant Rules and Regulations. Testing machines to be used for material testing are also surveyed.

5. Based on the results of surveys, CS periodically issue the Register of Ships, which contain the main particulars and classification codes (ship classification characters) for each vessel.

Classification Notations of different Societies Registered with London Institute of Underwriters:

LR-Lloyd’s Register………………………………….100 A1ABS- American Bureau of Shipping ……….… A1BV- Bureau Veritas………………………………….1 3/3 EGL- Germanischer Lloyd………………………..…100 A4KR- Korean Register………………………………. KRS 1NK- Nippon Kaiji Kyokai…………………………….NS*DNV- Det Norske Veritas……………………….….1 A1RINA- Registro Italiano Navale Group……..…100 A1.1.Nav.L.CCS- China Classification Society……………….ZCARS- Russian Maritime Register of Shipping.….KM

1.3.2 Surveys for Installation Registration:

Following installations are surveyed for compliance to established Rules and Regulations.1. Refrigerating machinery2. Cargo gear3. Centralized monitoring and control systems for machinery4. Operating systems for periodically unattended machinery spaces

5. Safety equipment6. Safety Radio Equipment7. Marine Pollution Equipment etc

1.3.3 Other Technical Services:

1. Appraisal Services1.1 Appraisal for ships and off shore units.1.2 Ship Underwriter Survey1.3 Appraisal relating to International Conventions.1.4 Appraisal for the value of ships.

2. Technical Consultancy Services for ships for planning and supervising of new building of a ship.

3. Tests, studies, calculations, by using Classification Society’s own programs.

4. Equipment and machinery for non-Marine use.5. Assessment and Registration of Quality Systems6. Assessment and Registration of Safety Management Systems.7. Emergency Technical Assistance Service.

2. Working on behalf the Flag state Governments

2.1STATUTORY SURVEYS BY CLASSIFICATION SOCIETY:Classification societies perform two very distinct functions, namely in their own right the Classification of ships in accordance with their own Rules and Regulations and also the survey and certification of ships as Agents of Governments in accordance with ratified International Conventions and Codes and also with National Statutory Instruments. This latter role of Classification Societies will be dealt with in the section entitled “GOVERNMENTS AND THE CLASSIFICATION SOCIETIES”. The recognition and delegation of authority from Government is another original phenomenon special to shipping which has no equivalent in any other field of activities.

Flag state Governments after having ensured that the Classification Society complies to

the requirements of A 739(18) will award a Recognized Organization Status to it.

Thereafter they work on behalf of the flag state Governments and Underwriters to carry

out inspection of ships belonging to the owners and shipyards.

Flag state Governments may award several Classification Societies the status of Recognized Organization to carry out surveys on its behalf. It is to be remembered that, Recognised Organisations have been authorized by the Administrations to work on their behalf with certain conditions, but they are not the Administration.

2.2Requirements to be met by Classification Societies IMO Res. A 739(18)

Requirements to be met by Classification Societies in order to get approved by the

Administration as a Recognized Organization to carry out ship surveys on its behalf.

Minimum requirements:

1. Rules and regulations on design, construction and issue of certificates have been published in English.

2. Participation by the Administration and other related organizations in the establishment. 3. Organization to have adequate capability (resources) to manage and support

personnel for establishing and maintaining of rules and regulations.

4. Organizations to have in house quality system equivalent to ISO 9000.

5. Organization to have quality system c3rtification from body recognized by

administration.

The owner has a choice of selecting any one Recognized Organization to class their vessel

before the process of building the vessel and thereafter during the operating life span of

the ship.

The owner and the Ship yards after having accepted to Class their vessel under a particular

RO will have to strictly abide by the Class Rules of the selected Classification Society.

2.3 Necessity for ships to comply to Classification Society Rules -- SOLAS CH II – A1

Ships shall be designed, constructed, and maintained in compliance with the structural, mechanical and electrical requirements of a classification society which is recognized by the Administration in accordance of Reg XI - 1, or with the applicable national standard which provide an equivalent level of safety.

2.4 Surveys to determine compliance with International Conventions --SOLAS CH I - 6

Surveys and the issue of the certificates relating to international conventions is to be carried out by the flag government of the ships. However vide Reg. I- 6,the governments are permitted to grant authority to organizations which it may deem appropriate. Classification Society is one such authorized organization. Classification Societies apply to the governments for granting such authority.Once authorized, the classification society surveys on behalf of the government. Surveys for compliance of requirements of following conventions are carried out by classification societies.

1. ILLC,2. SOLAS,3. MARPOL,4. COLREG,5. TM- 69, etc.

3. GENERAL EVOLUTION OF SHIP SAFETY :

DEVELOPMENT OF SHIP SAFETY:

It is obvious that absolute safety can never exist. One cannot indeed imagine a completely safe ship with no failure conditions and manned by an infallible crew. No ship can ever be built so as to weather any storm, to survive any damage. What man can do in the field of shipbuilding and shipping is to promote and adopt the highest practical standards in safety. Furthermore, and taking into account the evolution of technology, all efforts should be made so that the natural trend of standards and factors of safety would be continually raised upwards. Each advance of our knowledge should be used to improve the margin of safety, which should match the potential hazards.

3.1ADVANCE IN SHIP TECHNOLOGY :

In the field of safety, one of the fundamentals, is the advance of technology. Techniques have forged ahead, particularly in the last 50 years. All this has been reflected in the evolution of ships, bearing witness to human ingenuity, which has responded to the challenge of the sea. Each new phase in the evolution of ships has created a new situation, which had to be examined from the safety aspect.

3.2SIZE OF SHIPS & DIVERSITY :

Fifty years ago, the largest tanker was still in the 20,000 to 30,000 DWT range and it was more or less treated like any other cargo ship. Today, the maximum deadweight of tankers amounts to 500,000 tons. Within 50 years, combination ships, ore carriers and bulk carriers have grown to between 150,000 and 300,000 tdw. As far as methane carriers are concerned, it is noteworthy that units with a capacity of 135,000 m3 have been developed in a rather short period.

3.3 EXTRAPOLATION IN SHIP SIZE & NEW HAZARDS :

For the marine Community, these 50 years represent an historical period in the course of which the problems posed by the design, construction, and operation of large ships have had to be solved. Experience, which has been of primary importance where conventional constructions were concerned, has had to be supplemented by means of calculation which with the aid of the computer, have permitted an analysis of large and complex structures with a minimum weight, in a very short period of time. However, it should not be forgotten that the rapid growth in the transport of oil and of dangerous goods in bulk, the increase in size and speed of ships brought about new hazards resulting in an unavoidable increase in the number of accidents, fires, explosions and loss of life at sea.

3.4 MANNING & TRAINING :

As far as manpower is concerned, in the past, manning with reduced crews and unattended engine rooms were unheard of. Furthermore, crews, particularly Officers, tended to stay on one particular ship long enough to get to know the safety systems and learn how to use them properly. Today, many of these factors are missing. Instead, we have multinational crews and officers on short-term contracts, with a diverse background of Education & training, thereby giving rise to problems of communication, co-ordination and harmony, and increasing the risk of accidents.

4. SHIP CLASSIFICATION SOCIETIES AROUND THE WORLD & INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES :

4.1SHIP CLASSIFICATION SOCIETIES AROUND THE WORLD :

There are many Ship Classification Societies around the world and several countries have reportedly established their respective ship classification societies. Ten ship classification societies have been internationally recognized as major ship classification societies, having full membership in the International Association of Classification Societies, which will be referred to later.

4.1.1 Lloyd’s Register of Shipping (LR) :

In the second half of the 16th Century, the United Kingdom began to expand and steadily acquired colonies overseas one after another. As a result, trade thrived there, so that the marine insurance business took root in London.In the 2nd half of the 17th Century, coffee houses were opened at many locations throughout London. People in a specific line of business came together to the ship auctions, which were held in such coffee houses. Famous newspaper were available in the coffee houses, which were convenient media for posting advertisements and for announcing auctions.Lloyd’s coffee house reportedly opened in 1688 and those concerned with shipping became regular customers. Thus, the coffee house naturally became a place to exchange information related to shipping and marine insurance. Edward Lloyd (1642 through 1713), the owner of that particular coffee house sought to collect maritime information while managing the coffee house. He furnished the coffee house’s customers with the information by

what was known as the Ship’s List. According to the Ship’s List dated October 5, 1702, it contained the names, ownership’s, captain’s names, tonnages number of cannons and crew numbers of those ships in service between the United Kingdom and the Orient (India and China).Eventually, a co-operative was organized by those underwriters who visited Lloyd’s Coffee House which was named the Corporation of Lloyd’s after the owner of the coffee house. In 1760, the co-operating marine underwriters and brokers organized a committee; and a register book called ‘Register of Shipping’ was prepared in the same year.

4.1.2 History of Nippon Kaiji Kyokai (NK) :Background to the Establishment of NK : When Japan won the Sino-Japanese War (August 1894 through April 1895), the Japanese Government realized that Japan was weak in many maritime aspects.

In March 1896, the Government officially announced various regulations that sought to protect and promote shipping and the shipbuilding industries, followed by such development as the issuance of the Ship Survey Act.Thus, Maritime regulations started at this point. In the background of such policies and public opinion calling for the promotion of shipping, NK (originally designated as the Teikoku Kaiji Kyokai – Imperial Japanese Marine Corporation) was founded on November 15, 1899 as a public organization aiming at developing overall marine aspects. In this respect, NK has an origin that is somewhat different from ship classification societies in other countries.

Development of NK : In August 1915, NK established a ship classification department, thus establishing its readiness to operate as a full-fledged ship classification society.In July 1919, NK organized a four ship classification society federation with three other societies, ABS, BC and RINA. NK thus was able to integrate with the ship classification societies of the world.

In January 1920, the Ships Survey Act and other regulations in Japan were revised so that the non-passenger ships surveyed by the Ship Classification Society would be exempted from the statutory survey performed by the Government. In June of the same year, NK was authorized as the ship classification society under those regulations.

In March 1934, the Ship’s Safety Law was implemented and NK was authorized as a ship classification society of Japan under this Law. Thus the foundation of NK was definitely established and operations developed steadily. NK was able to obtain a variety of authorizations from many governments and sought to internationalize out operations by establishing overseas offices one after another. Incidentally Nippon Kaiji Kyokai now known as

CLassNK for convenience, will be completed its centenary in November 1999.

The first Ten Societies are Full members of IACS (Nos. 1 to 10). In addition there are two classification societies who are associates of IACS namely Indian Register of Shipping (IRS) founded in 1975 in India, and Croatian Register of Shipping (CRS) founded in Croatia.

4.1.3 THE TONNAGE REGISTERED WITH EACH SOCIETY UNTIL END DECEMBER 2000 IS GIVEN IN THE FIGURE 4.4.

CRITERIA FOR MEMBERSHIP OF IACS

Compliance with the IACS Quality System Certification Scheme QSCS and Observance of the Code of Ethics is mandatory for both IACS Member and Associate status.

Member Status

Members of IACS have, as a minimum: 30 years experience as a Classification Society with its own Classification Rules; Classed fleet of not less than 1500 ocean-going vessels (over 100 Gross Tonnage) with an aggregate total of not less than 8 million Gross Tonnage; Professional Staff of 150 exclusive surveyors and 100 technical specialists all of whom should be qualified and trained in accordance with IACS Procedures.

Associate Status

Associates of IACS have, as a minimum:

15 years experience as a Classification Society with its own Classification Rules; Classed fleet of not less than 750 ocean-going vessels (over 100 Gross Tonnage) with an aggregate total of not less than 2 million Gross Tonnage; Professional Staff of 75 exclusive surveyors and 50 technical specialists all of whom should be qualified and trained in accordance with IACS Procedures.

5. ROLE OF THE INTERNATIONAL CLASSIFICATION SOCIETY IN THE DEVELOPMENT OF SHIP SAFETY:

5.1CLASSIFICATION SOCIETY TODAY:

Despite the continuous evolution of ship technology, basically the aims of classification have not changed since that time and the main object is still to supply information on the reliability of merchant vessels.

Furthermore the fundamental system of ship classification societies has enlarged. These societies have now become an inherent part of the process of designing, building and operating merchant vessels. They are technical organizations, which provide a vital service to the key parties concerned with the creation of a new ship. Today the vast majority of the shipping community firmly supports the concept of classed ships, that is, vessels designed, built and maintained to engineering standards established and administered by a Classification Society.

5.2RULES OF CLASSIFICATION :To ensure adequate strength and reliability, the construction of a classed ship must comply with the requirements laid down in printed Rules of a Classification Society. Maintenance throughout the life of a ship must be adequate; the nature, extent and frequency of surveys are also described in the Classification Society’s Rules. These Rules have been continuously updated and improved on the basis of many years of experience and taking into account various developments resulting from new design techniques, materials, new types and functions of ships and changing character of cargoes etc. This is an ongoing process, which leads to continuous improvement in ship safety. Thus the Rules of Classification Societies have become a fundamental base for shipbuilding, playing the double role of safety requirements and fabrication standards.

5.3RULE DEVELOPMENT :Classification Societies must develop their Rules fast enough not to impede evolution yet carefully enough not to misguide designers. An expression of this may be seen in the new method of direct calculations of designs and in the analysis of the theories behind these calculations.

5.4CHANGING TO RULES :It should not be forgotten that Classification Societies are able to change or adapt their Rules swiftly to maintain the highest safety standards and great strides have been made in this direction. This would not have been possible if they were subject to the administrative and political difficulties surrounding the worldwide implementation and acceptance on international safety requirements by National Administrations.

5.5INTERNATIONAL CHARACTER OF CLASSIFICATION :The character of International maritime traffic imposes a International character to classification societies to meet its world wide obligations to shipping. Only an international organization represented by its Surveyors at every port of the world can follow closely the classed vessels in order to carry out, at any place and at any time, the necessary surveys in accordance with uniform methods and the same doctrine.

5.6ENVIRONMENTAL ISSUES :

As far as the environment is concerned until recently Classification Societies have not dealt directly with this question. However one may say that, indirectly, the important work carried out by Classification Societies in the field of ship structural safety reliability, has greatly contributed to environment protection.

5.7INDEPENDENT CHARACTER OF A SOCIETY :Emphasis should be put once more on the important fact that the strength and raison d’être of an International Classification Society is its total independence from any Governments. Technical judgements and standards must not be influenced by political and commercial considerations. A classification society can only contribute to safety if its reputation and its engineering integrity are maintained at a high level. This character of absolute independence is probably the fundamental feature of the truly International Classification Societies and it remains always and at the same time, the justification of their role and the quality of which they remain firmly attached.

6. ROLE OF THE INTERNATIONAL MARITIME ORGANIZATION (IMO) :

6.1INTERNATIONAL CO-OPERATION FOR SAFETY OF SHIPS:It is obvious that the safety of ships is not dependent upon classification alone. Other elements of safety are under the responsibility of Governments. Because of the international nature of shipping, no country can ‘do it alone’ in the field of ship safety. Thus, many safety problems must be dealt with by international co-operation. In the early years of the 20th century, with shipping developing rapidly, the need for international agreements relating to various aspects of Maritime Safety was widely recognized and several International Conferences were held (i.e. the International Conference on Safety of Life at Sea, 1929 and on Load Line convened in 1930).

6.2IMCO ESTABLISHED :In 1948, the United Nations Maritime Conference was held in Geneva and the Convention establishing the Inter-Governmental Maritime Consultative Organization (IMCO) was adopted. This Convention came into force in 1958, and the main purposes of IMCO were to provide machinery for co-operation among Governments in the field of Governmental Regulations and practices relating to technical matters of all kinds affecting shipping engaged in international trade; to encourage the general adoption of the highest practical standards in matters concerning maritime safety; efficiency of navigation and the prevention and control of marine pollution from ships. In other words, among other things, the main activities of IMCO are the promotion of maritime safety and the prevention of marine pollution. Its functions

are consultative and advisory. The IMCO was re-named as the International Maritime Organisation(IMO) in May, 1982,

6.3IMO ACHIEVEMENTS :Since it’s creation 50 years ago, IMO has an impressive list of achievements, notably in the formulation of Conventions and Codes, including SOLAS 1960, Load Line 1966, Marine Pollution 1973 with its Protocol 1978, SOLAS 1974 with its Protocol 1978 etc. However, IMO itself has no power to enforce any of the requirements of its Conventions, Resolutions and Codes. It can only invite Governments to take the needed action and some do not always respond accordingly. Furthermore, IMO instruments can have an official status only after ratification by individual Governments and this procedure may take many years.

7. IMO AND THE INTERNATIONAL ASSOCIATION OF CLASSIFICATION SOCIETIES(IACS):

7.1SETTING UP OF IACS :Initially, IMO was strictly an inter-governmental body. With the need for wider consultation, its Rules were changed so that the IMO Assembly may grant consultative status to any non-governmental organizations which are in a position to contribute to IMO work. When it was recognized that IMO was the correct forum for the development of international maritime regulations at Governments level, it was obviously desirable for the classification societies, as a Group, to establish formal liaison with IMO. Thus the International Association of Classification Societies (IACS) was formally founded in September 1968.

7.2AIMS OF IACS:According to the Charter of IACS, the purpose of the Association is to provide for consultation and co-operation with relevant national and international maritime organization and to co-operate closely and actively with marine Industries in the world.The two main aims of IACS are:- To help IMO to ensure that International Safety and Anti-Pollution

Rules are technically adequate for the requirements of shipping and are based on the most advanced knowledge and experience in current use.

- To provide unified standards on fundamental matters (such as longitudinal and transverse strength, hull steel grades etc.) in order not to leave the initiative with IMO for the preparation of International Rules in this field which would tend to inhibit technical progress.

7.3IACS MEMBERSHIP :To be a member of IACS, a classification society must have: world wide reputation, more than 20 years experience, a large number of classed

ships, tonnage, exclusive Surveyors, published Rules in English and a published Register.Associate status of IACS requires among other things, at least 10 years experience.

7.4RECOGNITION OF IACS AND INTERACTION AT IMO:Immediately after the foundation of IACS, IMO recognized the Association by granting ‘Consultative Status’ to IACS. Since 1969, IACS representative have attended, as Observers, various meetings of the Assembly namely the Maritime Safety Committee, the Marine Environment Protection Committee, different Sub- Committees and Working Groups of IMO.

IACS relationship with IMO is maintained by a Permanent Representative of IACS at IMO. The Permanent Representative keeps IACS Members properly advised of all new developments within IMO of importance or relevance to IACS.

IACS worked with the highest priority on those subjects under discussion at IMO which have a close relationship with the function of Classification Societies in order to submit IACS’s views for their consideration in the formulation of IMO Resolutions. In addition, to assist in IMO decisions, IACS observers usually introduce and / or explain at IMO meetings the uniform or majority views of IACS.

IACS is the only non-Governmental Organization with Observer Status at IMO able to develop rules. These rules implemented by its Members Societies, are accepted by maritime community as technical standards.

8. GOVERNMENTS AND THE CLASSIFICATION SOCIETIES :

8.1GOVERNMENTS AND IMO CONVENTIONS :The implementation of ratified International Conventions and Codes is the responsibility of individual Governments. Furthermore, each country may have in addition its own national statutory regulations. For maritime countries, which have experienced administrations, the survey and certification of ships did not represent great difficulties. For other nations, however, these tasks caused a demand on technical skills which most Governments found and still find difficult to fulfil, bearing in mind the number of existing International Conventions and Codes and their revisions. Many countries have appreciated the worldwide reputation and surveying network of the International Classification Societies and they have delegated the Authority to act on their behalf in the field of statutory survey work.

8.2GOVERNMENTS AND CLASSIFICATION SOCIETIES:It is worth noting that for the benefit of all concerned, there exists currently in this field a co-operation between virtually all Administrations and the major Classification Societies. These Societies

issue, as Agents of Governments Statutory Certificates to the world Merchant Ships. Good Relations between Governments and Classification Societies can improve the service to the Shipping Community and thereby increase Ship Safety.

9. UNDERWRITIERS AND THE CLASSIFICATION SOCIETIES:

9.1UNDERWRITERS AND CLASSIFICATION :In the field of maritime insurance, there are two distinct spheres of underwriting activities where the recognition of a classification society is important :- cargo insurance- hull insuranceThe ‘Institute Classification Clause’ in the Insurance Policy recognizes a list of Classification Societies which are members of IACS.Where cargo is carried in a vessel having the highest class of one of such Classification Socieites, normal insurance rates will apply.Cargo carried in a vessel not falling within the scope of the above ‘Institute Classification Clause’, must be covered at a higher premium and on special conditions to be arranged with the Underwriters.

9.2HULL INSURANCE :The same principles apply to hull insurance. To be recognized by Cargo and Hull Underwriters for inclusion in the list of the ‘Institute Classification Clause’, a Classification Society should have an international character. In other words, the Society concerned should be a Member of IACS. It should be noted that even associate Status of IACS would not be sufficient.

9.3UNDERWRITERS & SHIP SAFETY :One may appreciate that the Underwriters could play an important role in ship safety, particularly in the case of the so-called substandard vessels. If they show strong willingness to make the less safety conscious Owners pay for their shortcomings, the situation will be greatly improved. The conscientious operators should be protected from the bad ones who seek to obtain a commercial advantage through a less correct compliance with safety requirements, & by classifying their vessels with relatively unknown classification societies.

Port State Control PSC is a check on visiting ships to see that they comply with international rules on safety, pollution and seafarers living and working conditions. It is a means of enforcing compliance where the owner and Flag State have failed in their responsibilities to implement or ensure compliance. The port State can require to be put right, and detain the ship for this purpose if necessary. It is therefore also a port State’s defense against visiting substandard shipping. Regional PSC was initiated in 1982 when fourteen European countries agreed to co-ordinate their port State

inspection effort under a voluntary agreement known as Paris MOU on PSC. Under the agreement each country undertakes to inspect 25% of individual foreign flagships visiting their ports, to pool inspection information and harmonise procedures.

Appendix 0113 Guidelines for the survey of voyage repair

The purpose of these notes is to provide guidance to the field Surveyors in dealing with voyage hull repairs and is to be considered in addition to the Rules of the Classification Society; no part of this guide is intended to conflict with Rules of the Classification Society.

A. A meeting is to be held with the owners prior to commencement of hull repairs during a vessel’s voyage to discuss and confirm the following:

1. It is the owner’s responsibility to ensure continued effectiveness of the structure, including the longitudinal strength and the watertight/waethertight integrity of the vessel.

2. Extent of intended repairs. All repairs to be based on the Classification Society’s recommendations and/or concurrence.

3. Availability of pertinent drawings.

4. Verification of new materials regarding certification, grade and scantlings. Verified mill sheets to remain on board and to be provided to attending Surveyor examining completed repairs.

5. Verification of welding consumables regarding certification and suitability for materials involved. Check on availability of drying ovens, holding containers, etc.

6. Verification of the qualification of welders and supervisory personnel, qualification records to remain on board and to be provided to attending Surveyor examining completed repairs.

7. Review of intended repair.

8. Review of the intended provisions to facilitate sound weldments, i.e. cleaning, preheating (if

applicable) adherence to welding sequence principles.

Further, it might be necessary to restrict welding to certain positions and prohibit welding in more difficult positions when the ship’s motions might influence the quality of the welding.

9. Review of intended working conditions, i.e. staging, lighting, ventilation, etc.

10. Review of intended supervision and quality control.

11. Completed repairs to be examined and tested as required to the satisfaction of the attending Surveyor.

B. Any contemplated repairs to primary hull structures, i.e. main longitudinal and transverse members and their attachments, are to be submitted to the Classification Society for review prior to commencing voyage repairs.

Any repairs to primary hull structures shall require attendance by a Surveyor riding-ship survey or at regular intervals to confirm fit-up, alignment, general workmanship and compliance with

recommendations.

NDT of completed repairs to primary structure to be carried out to attending Surveyor’s satisfaction.

Repairs to other hull structural parts may be accepted based on examination upon completion of repairs.

C. No hull repairs carried out by a riding crew should be accepted unless:1. The initial meeting had been carried out and conditions found satisfactory.

2. A final satisfactory examination upon completion was carried out.

WHY IS IT CALLED "CLASSIFICATION"?

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In 17th and 18th Century London, the coffee-houses were popular centres for businessmen to meet. The first was opened in 1652 in Cornhill and by 1714 there were around 500, many catering for specialised clienteles. Marine insurers, who until the Great Fire of 1666 had met at the Royal Exchange, rendezvoused at Lloyd's in Lombard Street.

A foreign visitor in the 1730's wrote that coffee-houses were 'not over clean or well furnished, owing to the quantity of people……and because of the smoke'. However, a prime attraction was the newspapers kept there: 'All Englishmen are great newsmongers,' he noted, 'workmen habitually begin the day by going to coffee-rooms in order to read the latest news'. The rise of the coffee-house was thus mirrored by the rise of London as a media-centre. Titles from the Daily Courant (1702) through to The Times (1785) were launched.

Edward Lloyd distributed information in Lloyd's News which first appeared in 1696; it lasted only a few months, an indiscreet reference to proceedings in Parliament earning the disapproval of the Government. In its place, Lloyd printed bulletins, or Ship's Lists, giving brief descriptions of ships likely to be offered for insurance, but in the absence of any organised system of survey, the details were sketchy. The newspaper was revived in 1734, however, as Lloyd's List and Shipping Gazette, and, with the exception of the official London Gazette, it is the oldest continuously published newspaper still in existence.

From the time of the Phoenecians, through the Romans, Venetians, Hanseatics and onward, marine insurers have been looking for some guarantee of the fitness of a ship for the voyage to be undertaken. It was therefore inevitable that the underwriters, gathered as a group at Lloyd's, should set up some system of inspection of hulls and equipment. In 1760 a Committee was formed for the purpose, the earliest existing result of their labours being Lloyd's Register Book for the years 1764-65-66. This detailed vessel ownership, the master (early ISM?), characteristics and condition - but based on the unstated (and differing) standards of the earliest surveyors.

Nonetheless, an attempt was made to 'classify' the condition on an annual basis. The condition of the hull was classified A, E, I, O or U, according to the excellence of its construction and continuing soundness (or otherwise). Equipment was G, M, or B: simply, good, middling or bad. Any ship thus classed AG was considered as sound as could be, whilst one classed UB was obviously a bad risk. After a few years, G, M or B were replaced by 1, 2 or 3, which is the origin of the expression 'A1', meaning 'first or highest class'.

In 1769 the leading underwriters moved to their own premises off Cornhill and called themselves 'Members of the Society'. The many fallacies in the system of assigning class, not least the arbitrary limits to the number of years that a ship could remain in the highest class, which also depended on the place of build, led to a rival society of owners setting up their own register. In the 1820s, moves were made to clean up what had become a system in disrepute and combine the two registers. A telling point, made by one of the leading campaigners, was that the system of classification based on age created a glut of tonnage, because a ship, however well maintained, could never be restored to the highest class. Thus the reputable owner was forced to discard and replace her with new tonnage to acquire "the talismanic charm of A1" - presumably the discarded ship continued to trade, eventually to compete as 'sub-standard'.

Eventually, after long argument, in 1834 a self-standing 'classification society' was set up and called 'Lloyd's Register of British and Foreign Shipping'. Rules for construction and survey were developed, those for iron ships appearing in 1855.

The idea of such an organisation caught on around the world, BV being founded in Antwerp in 1828 but based in Paris from 1832. RINA dates from 1861; ABS traces its origins back to 1862. Adoption of common rules for ship construction by Norwegian insurance societies in the late 1850s led to the establishment of DNV in 1864. GL was formed in 1867 and ClassNK in 1899. The Russian Maritime Register of Shipping was an early offshoot of the River Register of 1913. More recent foundations have been CRS in 1949; CCS, 1956; KR, 1960; and IRS, 1975. They are all called 'classification societies' but, with some exceptions, today do not assign different 'classifications'. The ship is either 'in' or 'out' of 'class'. To read about the Origins of IACS, click here.

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DEFINITION OF SHIP CLASSIFICATION

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Ship Classification, as a minimum, is to be regarded as the development and worldwide implementation of published Rules and/or Regulations which will provide for:

1. the structural strength of (and where necessary the watertight integrity of) all essential parts of the hull and its appendages,

2. the safety and reliability of the propulsion and steering systems, and those other features and auxiliary systems which have been built into the ship in order to establish and maintain basic conditions on board,

thereby enabling the ship to operate in its intended service.

The achievement of these goals is conditional upon continued compliance with the Rules and/or Regulations and proper care and conduct on the part of the Owner and Operator. (see IACS' 'Guide to Managing Maintenance' - PDF 507Kb)

Notes:-(a) A ship built in accordance with a Member Society's Rules and/or Regulations, or in accordance with requirements equivalent thereto, and fulfilling the applicable stability requirements will be assigned a class in the Register Book of the Society. For ships in service, each Member Society maintains the provisions of class by way of periodical visits by its Surveyors to the ship as defined in its Rules and/or Regulations in order to ascertain that the ship currently complies with those Rules and/or Regulations. Should significant defects become apparent or damages be sustained between the relevant visits by the Surveyors, the Owner and Operator are required to inform the Society concerned without delay. Similarly any modification which would affect Class must receive prior approval by the Society.

(b) A ship is said to be in Class when the Rules and/or Regulations which pertain to it have, in the opinion of the Society concerned, been complied with.

Individual Societies to explain by an additional note as to how they deal with items, either statutory or class, beyond the basic definition.

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PROCEDURAL REQUIREMENTS

Unifed Requirements | QSCS | Service Supplier Approval | IACS InitiativesFSA Bulk Carriers | TOCA - PR1A (PDF - 105Kb)Return to Main Menu

PROCEDURAL REQUIREMENTS

Procedural Requirements are adopted resolutions on matters of procedures to be followed by Members and Associates.

Procedural Requirements adopted shall be incorporated in the practices and procedures of the members within the periods agreed by the IACS Council.

Requirements concerning

1DELETED March 2000 (Incorporated in PR1A)

1A

Transfer of Class, Suspension of Class, Re-assignment of Class and Class Withdrawal and Reporting of Changes in Class Status

Rev. 3 2002

2

Procedure for Failure Incident Reporting and Early Warning of Serious Failure Incidents - IACS Early Warning Scheme

(602Kb)

Rev. 3 2001

3 Transparency of Classification and Statutory Information

(23Kb) Rev. 2 Co

rr. 1 2000

4DELETED March 2000 (Incorporated in PR1A)

5Procedure for Employment and Control of Non-Exclusive Surveyors

(20Kb)

Rev. 4 2001

6Procedure for Surveyor Activity Monitoring

(21Kb)

Rev. 4 2001

7 Procedure for Qualification and Training of Surveyors

(31Kb) Rev. 3

2000

8Procedure for Responding to Port State Control

(13Kb)

Rev. 4 2001

9IACS Procedural Requirements for ISM Code Certification

(111Kb)

Rev. 6 2000

10Procedure for Training and Qualification of ISM Code Auditors

(81Kb)

Rev. 3 2000

11IACS Procedure for Assigning Date of Build

(11Kb)

1996

12Statutory Certification at Change of Class without Change of Flag

(13Kb)

Rev. 1 2001

13 DELETED December 1998

14Procedure for Reporting the List of Bulk Carriers Complying with UR's S19, S22 and S23

(25Kb)

Rev. 3 2001

15Procedure for Reporting the list of ships and companies complying with ISM Code

(131Kb)

Rev. 4 2002

16 Procedure for the Reporting to EQUASIS

(38Kb) Rev. 2

2001

17

Routine and Ad Hoc Reporting by Surveyors of Evidence of Possible Safety Management System Failures

(47Kb)

Rev. 1 2002

18 Not yet assigned

19Procedural Requirement for Thickness Measurements

(31Kb)

Rev. 1 2002

20Procedural Requirement for certain ESP Surveys

(15Kb)

Rev.1 2001

21 Procedural Requirement for Statutory Surveys by Exclusive Surveyors

(15Kb) Sept

2000

22

Procedural Requirement Concerning IACS Societies' Involvement in Monitoring CAS Work

(17Kb)

Nov 2001

23

Procedures for Reporting Information on the Approval of Thickness Measurement FirmsSee Thickness Measurements Companies for details.

(131Kb)

Jun 2002

UNIFIED REQUIREMENTS

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UNIFIED REQUIREMENTS

Unified Requirements are adopted resolutions on matters directly connected to or covered by specific Rule requirements and practices of classification societies and the general philosophy on which the rules and practices of classification societies are established.

Subject to ratification by the governing body of each Member Society and Associate, Unified Requirements shall be incorporated in the Rules and practices of the Member Societies and the Associates, within one year of approval by the IACS Council. The existence of a UR does not oblige a Member Society or an Associate

to issue respective Rules if it chooses not to have Rules for the type of ship or marine structure concerned.

Unified Requirements are minimum requirements. Each Member and Associate remains free to set more stringent requirements.

The revised texts concerning the measures to improve bulk carrier safety announced in March 2002 can be found here.

The harmonised notations and corresponding design loading conditions for new bulk carriers can be found here.

Requirements concerning

AMooring and Anchoring (57Kb)

DMobile Offshore Drilling Units (207Kb)

E Electricity (324Kb)

F Fire Protection (190Kb)

GGas Tankers (142Kb)

K Propellers (27Kb)

L Subdivision, Stability and Load Line (114Kb)

MMachinery Installations (530Kb)

NNavigation (41Kb)

P Pipes and Pressure Vessels (371Kb)

S Strength of Ships(1,753Kb

)

WMaterials and Welding(1,137Kb

)

ZSurvey and Certification(1,765Kb

)

Official Logs :

Official Logs are Flag State matter covered by Merchant Shipping Act

See Indian MSA Rule 212 to 217

Res. A.787(19) PSC : Handling by PSC Inspector ships which are Non Party and /or below Convention size:

PSC is applied to

1. SOLAS2. MARPOL3. ILL4. STCW5. TONNAGE 69

Res. A.787(19) 1.2.1 In exercising port state control, Parties will only apply those provisions of the conventions which are in force and which they have accepted;

Res. A.787(19) 1.2.2.

Ships of non – Parties or below convention size shall be given no more favourable treatment (see 1.5).

1.5 SHIPS OF NON-PARTIES AND SHIPS BELOW CONVENTION SIZE

1.5.1 article II(3) of Prot. 1978 to SOLAS, article 5(4) of MARPOL, and article X(5) of STCW provide that no more favourable treatment is to be given to the ships of countries which are not Party to the Convention. All Parties should as a matter of principle apply the procedures set out in this document to ships of non-Parties and below convention size in order to ensure that equivalent surveys and inspections are conducted and an equivalent level of safety and protection of the marine environment are ensured.

1.5.2 As the ships of non-Parties and ship below convention size are not provided with SOLAS, Load Line or MARPOL certificates, as applicable, or the crew members may not hold valid STCW certificates, the Port State Control Officer (PSCO). Taking into account the principles established in this document, should be satisfied that the ship and crew do not present a danger to those on board or an unreasonable threat of harm to the marine environment. If the ship or crew has some form of certification other than that required by a convention, the PSCO may take the form and content of this documentation into account in the evolution of that ship. The conditions of and on such a ship and its equipment and the certification of the crew and the flag State’s minimum manning standard shall be compatible with the aims of the provision of the conventions; otherwise, the ship shall be subject to such restrictions as are necessary to obtain a comparable level of safety and protection of the marine environment.

Q. 67 (b)

CAS – CERTIFICATION when the ship changes flag.

CAS 13.10 The Administration shall

.1 suspend and / or withdraw the Statement of Compliance of a ship if it no longer complies with the requirements of the CAS and;

.2 withdraw the Statement of Compliance of a ship if it no longer entitled to fly its flag

CAS 13.9

If the ship with valid Statement of Compliance is transferred to the flag of another party, the new Administration may issue to that ship a new Statement of Compliance on the basis of the Statement of Compliance issued by the previous Administration, provided the new Administration

.1 requests and receives from the previous Administration, in accordance with Reg.8(3), copies of all the CAS documentation relating to that ship which previous Administration has used for issue or renewal and maintenance of the validity of the Statement of Compliance the ship was issued with at the time of the transfer.

.2 establishes that the RO which submitted the CAS Final Reports to the previous Administration is an RO authorized to act on its behalf.

.3 reviews the documentation referred to in subparagraph .1 and is satisfied that the requirements of CAS are met.

.4 limits the period and the terms and condition of validity of the Statement of Compliance to be issued to those established by the previous Administration.