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ORAL PREPARATION
29th Sept 2015

KN curve: - The purpose of the cross curve is to enable statical stability curve to be drawn for
ship in any sailing condition.

In some cases, the GZ curves are constructed for an assumed KG of zero. The curves are then
referred to as KN curves, KN being the righting lever measured from the keel.

Angle of loll: is the angle to which a ship with initial negative metacentric height will lie at rest
in still water.

Angle of downflooding: - Angle at which deck immersion takes place.

Metacentre: the verticals through the centre of buoyancy at two consecutive angle of heel
intersect at point called metacentre.

Initial metacentre: for angle of heel up to about 15 deg , the vertical through the centre of
buoyancy may be considered to cut the centre line at fixed point called the initial metacentre.

Metacentric height: - The vertical distance between the G and M.

“Sailing vessel” means any description of vessel provided with sufficient sail area for
navigation under sails alone, whether or not fitted with mechanical means of propulsion, and
includes a rowing boat or canoe but does not include a pleasure craft.

“Special trade” means the conveyance of large number of passengers by sea within
prescribed sea areas;

“Special trade passenger” means a passenger carried in special trade passenger ship in
spaces on the weather deck or upper deck or between decks which accommodate more than
eight passengers and includes a pilgrim or a person accompanying a pilgrim;

“Special trade passenger ship” means a mechanically propelled ship carrying more than
thirty special trade passengers;]

“Special purpose ship” means a mechanically self-propelled ship which by reason of its
function carries on board more than 12 special personnel.

“Special personnel” means all persons (who are not passengers or members of the crew) that
are carried on board in connection with the special purpose of that ship or because of special
work being carried out onboard that ship, when the ship is certified as a SPS.

"Passenger ship" means a ship carrying more than twelve passengers.

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"Foreign-going ship" means a ship, not being a home-trade ship, employed in trading
between any port or place in India and any other port or place or between ports or places,
outside India;

"Home-trade ship" means a ship not exceeding three thousand tons gross which is employed
in trading between any port or place in India and any other port or place on the continent of
India or between ports or places in India and ports or places in Ceylon, Maladive Islands,
Federation of Malaya, Singapore or Burma;

"Coasting ship" means a ship exclusively employed in trading between any port or place in
India and any other port or place on the continent of India or between ports or places in India
and ports or places in Ceylon or Burma

“sea-going”, in relation to a vessel, means a vessel proceeding to sea beyond inland waters or
beyond waters declared to be smooth or partially smooth waters by the Central Government by
notification in the Official Gazette; ( partial smooth water is an area having a significant wave
height of 2 meters)

Bulk carrier means a ship which is intended primarily to carry dry cargo in bulk, including such
types as ore carriers and combination carriers. (As per SOLAS Ch XII)

Bulk carrier means a ship which is constructed generally with single deck, top-side tanks and
hopper side tanks in cargo spaces, and is intended primarily to carry dry cargo in bulk, and
includes such types as ore carriers and combination carriers.( As per SOLAS Ch IX , ISM )

Gross tonnage (GT) is a function of the volume of all of a ship's enclosed spaces
(from keel to funnel) measured to the outside of the hull framing.

GT = K.V where K = 0.2 + 0.02 Log10 V

Net tonnage (NT) is based on a calculation of the volume of all cargo spaces of the ship. It
indicates a vessel's earning space and is a function of the moulded volume of all cargo spaces
of the ship.

Gross register tonnage (GRT) represents the total internal volume of a vessel, where one
register ton is equal to a volume of 100 cubic feet (2.83168 m3), a volume that, if filled with fresh
water, would weigh around 2,800 kg or 2.8 tonnes.

Net register tonnage (NRT) is the volume of cargo the vessel can carry—that is, the gross
register tonnage less the volume of spaces that do not
hold cargo (e.g.,engine compartment, helm station, and crew spaces.

GA - YORK-ANTWERP RULES:

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

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Thus the 5 component parts of a GA loss are therefore;

1) An extraordinary sacrifice or expenditure

2) Which is intentionally
3) And reasonably made
4) Against a peril
5) In order to benefit the common venture

Affreightment (from freight) is a legal term used in shipping.

A contract of affreightment is a contract between a ship-owner and another person (called
the charterer), in which the ship-owner agrees to carry goods for the charterer in the ship, or to
give the charterer the use of the whole or part of the ship's cargo-carrying space for the carriage
of goods on a specified voyage or voyages or for a specified time. The charterer agrees to pay a
specified price, called freight, for the carriage of the goods or the use of the ship.

Liens: - Right to keep possession of property until debt is paid.

Maritime lien is a claim on a ship , her cargo or both as well as on the freight she will earn in
respect of service done to or injury caused by any of them.

Admiralty court: - admiralty law is a part of civil law mainly dealing collision, damage to cargo,
salvage, maritime liens and arrest of ships.

Hull performance index: - index at design draft, compared with new buildings.

Active substance: - substances or organism including virus or fungus that has general /
specific action against harmful aquatic organisms and pathogens.

Angle of repose: max cone slope angle of free flowing granular substances. Angle between
horizontal and conical slope.

Sub standard ship: - is a ship whose hull , machinery , equipment , operational safety is
substantially below standard , required by relevant convention or whose crew is not in
conformance with safe manning document.

"Non-conformity" means an observed situation where objective evidence indicated the non-
fulfillment of a specified requirement of the International Safety Management Code; ( As per
MS Rule 2000 & ISM Code)

Major non-conformity means an identifiable deviation that poses a serious threat to the safety
of personnel or the ship or a serious risk to the environment that requires immediate corrective
action or the lack of effective and systematic implementation of a requirement of this Code. ( as
per ISM code , no mention in MS act )

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Wind and Water Strakes are the strakes of a ship's side shell plating between the ballast and
deepest load waterline.

Short international voyage is an international voyage in the course of which a ship is not more
than 200 miles from a port or place in which the passengers and crew could be placed in safety.
Neither the distance between the last port of call in the country in which the voyage begins and
the final port of destination nor the return voyage shall exceed 600 miles.

International voyage means a voyage from a country to which the present Convention applies
to a port outside such country, or conversely.

National Maritime Day: - 5 April (1964 )marks the National Maritime Day of India. On this day
in 1919 navigation history was created when SS Loyalty, the first ship of The Scindia Steam
Navigation Company Ltd., journeyed to the United Kingdom, a crucial step for India shipping
history when sea routes were controlled by the British. In 1964 , India attained required world
tonnage.

“Non-persistent oil is oil which, at the time of shipment, consists of hydrocarbon fractions,

(a) at least 50% of which, by volume, distils at a temperature of 340°C (645°F). and

(b) at least 95% of which, by volume, distils at a temperature of 370°C (700°F);

when tested by the ASTM Method D86/78 or any subsequent revision thereof”.

Pascal's law states that when there is an increase in pressure at any point in a confined fluid,
there is an equal increase at every other point in the container.

Boyle's Law states that the product of the pressure and volume for a gas is a constant for a
fixed amount of gas at a fixed temperature. pV = constant

Charles' Law: - For a fixed mass of gas at constant pressure, the volume is directly proportional
to the kelvin temperature. V = constant x T

Gay-Lussac's Law states that the pressure of a sample of gas at constant volume, is directly
proportional to its temperature in Kelvin. P / T = constant

Avogadro's law states that, "equal volumes of all gases, at the same temperature and
pressure, have the same number of molecules".

Archimedes' principle indicates that the upward buoyant force that is exerted on a body
immersed in a fluid, whether fully or partially submerged, is equal to the weight of the fluid that
the body displaces.

Docking plan: - The plan shows strengthened areas on hull for supporting the vessel in dock
with minimum stress, location of sea openings and double bottom tank plugs. Arrangement is
made to ensure none of the blocks would cover sea openings, bottom plugs etc.

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Protocol: - They are important treaty instrument made where major amendment are required to
be made to a convention which although already adopted has not yet enteed into force. For eg
MARPOL 73/78 is Marpol convention adopted in 1973 and protocol made on 1978 before it
comes into force.

But then the question arises that why there is a protocol for SOLAS and ILLC in 1988. In 1988
both conventions were in force . the reason is of making some amendment in these articles. In
1988 , hormonisation of certificates were adopted thorugh protocol in the convention. For this
the amendemtns were done in these articles. So protocols will be called when ;

1) Major amendments are done when convention is not in force.

2) When amendments are made in the articles.
3) When amendments are done in SOLAS Chapter 1 as chapter 1 is articles.

Condition of class: - A condition of class is a requirement to the effect that a specific

measures , repairs , surveys etc are to be carried out within a specific time limit to retain class.

Damage stability Criteria –

- GM must be positive in bilged condition.

- In case of unsymmetrical flooding, the angle of heel must not increase 7 degree and
margin line must not be immersed.

Emergency fire pump requirement: - SOLAS ch II-2 reg 10, pg no 167

1) Independent driven power operated pump

2) Capacity should not be less than 40% of the total fire pump capacity required by
regulation II-2 / 10.2.2.4.1 and in any not less than 25 m3 /hr for cargo ships 200 Gt and
above.
(Each of the required fire pumps (other than any emergency pump required in paragraph 2.2.3.1.2 for cargo
ships) shall have a capacity not less than 80% of the total required capacity divided by the minimum number
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of required fire pumps but in any case not less than 25 m /h and each such pump shall in any event be
capable of delivering at least the two required jets of water. These fire pumps shall be capable of supplying
the fire main system under the required conditions. Where more pumps than the minimum of required
3
pumps are installed such additional pumps shall have a capacity of at least 25 m /h and shall be capable of
delivering at least the two jets of water required in paragraph 2.1.5.1.)

3) Minimum pressure at any hydrant not less 2.7 bar.( 4.0 bar for passenger ship)

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4) Space containing should not be contiguous to the boundaries of machinery spaces or

those spaces containing main fire pumps. Where this is not practicable, common
bulkhead between the two spaces shall be insulated to a standard of structural fire
protection equivalent to that required for control station.
5) No direct access from engine room .( if impracticable then the access should be by air
lock with door of machinery space being of A60 class standard and the other door being
at least steel , both reasonably gas tight , self closing and without any hold back
arrangement.
6) If diesel driven , should be able to start by cranking at 0 deg. If impracticable , then
there should be heating arrangement acceptable to admin. Starting at least 6 times
within 30 min and at least twice within first 10 minutes.
Fuel should be sufficient to run for 3 hrs and sufficient reserve fuel outside machinery
space for 15 hrs running at full load.

Cargo tank size limitation as per MARPOL annex 1 :

Regulation 26 - Limitations of size and arrangement of cargo tanks

1. Cargo tanks of oil tankers shall be of such size and arrangements that the hypothetical outflow
Oc or Os calculated in accordance with the provisions of regulation 25 of this Annex anywhere in
the length of the ship does not exceed 30,000 cubic metres or 400 3√DW, whichever is the
greater, but subject to a maximum of 40,000 cubic metres.

2. The volume of any one wing cargo oil tank of an oil tanker shall not exceed 75 per cent of the
limits of the hypothetical oil outflow referred to in paragraph 2 of this regulation. The volume of
any one centre cargo oil tank shall not exceed 50,000 cubic metres. However, in segregated
ballast oil tankers as defined in regulation 18 of this Annex, the permitted volume of a wing cargo
oil tank situated between two segregated ballast tanks, each exceeding lc in length, may be
increased to the maximum limit of hypothetical oil outflow provided that the width of the wing
tanks exceeds tc.

3. The length of each cargo tank shall not exceed 10 m or one of the following values, whichever
is the greater:

4. This regulation does not apply to oil tankers delivered on or after 1 January 2010, as defined in
regulation 1.28.8.

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Pump room protection / safeties:-

1) Temperature and alarm sensor for pumps

2) Monitoring system for hydrocarbon gas
3) Bilge level monitoring devices
4) Interlock for lighting and ventilation.
5) Cargo pump room should be mechanically ventilated and the capacity should be 20 air
changes per hr of the volume of the pump room.
6) Pump room bulkhead with ER should be class A-0.
7) Spray shield around pump seals
8) In order to avoid static electricity cargo is loaded directly into tanks ,the loading pipes as far
as practicable should be led to the lowest area.
9) Exd – light covers
10) Height of double bottom in PR - B/15 or 2 meter whichever is less but not less than 1 mtr.
11) An emergency intake located above 2m , the PR lower grating. The emergency intake
should have damper fitted which is capable of being opened and closed from exposed main
deck and grating level. – 15 air changes per hour.
12) Fixed sampling line to attach portable gas meter
13) Temp monitoring for bulkhead seal

Goal Based standard: - 1.1. The notion of "goal-based ship construction standards" was
introduced in the Organization at the eighty-ninth session of the Council in November 2002
through a proposal by the Bahamas and Greece see footnote , suggesting that the Organization
should develop ship construction standards that would permit innovation in design but ensure
that ships are constructed in such a manner that, if properly maintained, they remain safe for
their entire economic life. The standards would also have to ensure that all parts of a ship can
be easily accessed to permit proper inspection and ease of maintenance

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Parametric rolling is an unstable phenomenon, which can quickly generate large roll angles that are
coupled with significant pitch motions. The rolling occurs in phase with pitch, and on containerships
introduces high loads into the containers and their securing systems

Causes of Parametric Rolling

The size of container ships is increasing drastically as companies are looking forward to monster
ships; for e.g. Maersk’s Triple-E Vessels. The new container ships coming to the market have
large bow flare and wide beam to decrease the frictional resistance which is generated when the ship
fore end passes through the water, making it streamlined with the hull.

As the wave crest travels along the hull, it results in flare immersion in the wave crest and the bow
comes down. The stability (GM ) varies as a result of pitching and rolling of the ship. The
combination of buoyancy and wave excitation forces push the ship to the other side.

The similar action takes place as the bow goes down in the next wave cycle resulting in synchronous
motion which leads to heavy rolling up to 30 degree in a few cycles. This type of rolling is known as
Parametric rolling.

This phenomenon occurs only when the sea condition is in head / stern or anywhere near to them.
There are two pitch cycles- maximum and minimum. The period of roll is half the natural rolling period
which coincides with large phase angle and maximum roll always occurs when the ship is pitching
down i.e. bow is down.

Three conditions for parametric rolling :-

1) Sufficient wave height for bow immersion

2) Wave length at least the length or two times the length of ship
3) The ship should pitch atleast two times for every roll

Effects of Parametric rolling :-

1) Heavy stresses in ship structure especially in fore and aft parts

2) Extreme stresses on container and their securing system resulting in failure of the same and even
loss of containers
3) Unpleasant for the crew of the ship
4) Variation in the load of ship’s propulsion engine
5) If not tackled quickly, it can result in capsizing of ship

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CO2 fixed fire fighting system inspection:- (S 54 ) ( V 357 )

Quantity of the CO2 will be such that the minimum volume

of the free gas equals 30% of the gross volume of the largest cargo space or 35 % of the
largest machinery space.

85 % of the gas should be discharged in 2 min.

There should be minimum 20 sec delay between the alarm and actual release.

Hydrostatics pressure test at 250 bars at 10 yrs. After 20 years, every 5 yrs. (check 10 %
bottles if any defective check 50% if any defective check all)

CO2 weight measured by Portable liquid level indicator /ultrasound measuring device or
radio level isotopes

Total weight of 45 kg CO2 bottle is 125 kg and 55 kg CO2 bottle is 140 kg.

Material used for CO2 pipes – carbon steel

As per DG circular 6 of 2013 and IMO circular 1318

Monthly : - visual check co2 room

Annually :- visual check co2 room + protected area sealings + nozzle obstruction by
objects

Biannually :- All bottle level measurement + check nozzles clear + activating head ( for
passenger ships )

5 yearly :- Activating heads + safety valve pressure test + All controls , warning device
and time delay function

10 yearly :- bottles hydrostatic pressure test + renew flexible hose + lines pressure test to
maximum working pressure

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Amendments to MARPOL V : Garbage Management

Amendments to MARPOL Annex V with respect to garbage management enters into force on 1
January 2013. Ships of 100 gross tonnage and above, or certified to carry 15 persons or more,
and fixed or floating platforms are required to have on board, by 1 January 2013, a new or
revised Garbage Management Plan complying with resolution MEPC.201(62). Thus the
requirements for carriage of garbage management plan has been reduced from 400 gross
tonnage to 100 gross tonnage. The plans are not required to be approved by or on behalf of the
Administration. Additionally, ships of 400 gross tonnage and above, or certified to carry 15
persons or more engaged in voyages to ports or offshore terminals under the jurisdiction of
another party to MARPOL, and fixed or floating platforms, are also required to carry a Garbage
Record Book

Bill of Lading (B/L)

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

"Bill of lading means a document which evidences a contract of carriage by sea and the taking
over of loading of the goods by the carrier, and by which the carrier undertakes to deliver the
goods against surrender of the document. A provision in the document that the goods are to be
delivered to the order of a named person, or to order, or to bearer, constitutes such an
undertaking."

The bill of lading (B/L) serves as:

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

2)A memorandum of the contract of carriage, by which the master agrees to transport the goods to
their destination; all terms of the contract which was in fact concluded prior to the signing of the bill
of lading are repeated on the back of this document;

3)A document of title to the goods enabling the consignee to dispose of the goods by
endorsement and delivery of the bill of lading.

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Limititation as per MS ( limitation of liability of maritime claim ) Rules 2015 is as follow.

The limit of liability for claims for loss of life or personal injury on ships not exceeding 2,000 gross tonnage is 2 million
SDR.

For larger ships, the following additional amounts are used in calculating the limitation amount:

 For each ton from 2,001 to 30,000 tons, 800 SDR

 For each ton from 30,001 to 70,000 tons, 600 SDR
 For each ton in excess of 70,000, 400 SDR

The limit of liability for property claims for ships not exceeding 2,000 gross tonnage is 1 million SDR.

For larger ships, the following additional amounts are used in calculating the limitation amount:

 For each ton from 2,001 to 30,000 tons, 400 SDR

 For each ton from 30,001 to 70,000 tons, 300 SDR
 For each ton in excess of 70,000, 200 SDR

LLMC for Indian coastal vessel as per MS rule 2015 as follows :-

The limit of liability for loss of life or personal injury for ships not exceeding 500 gross tonnage is 3.33 lacs SDR.

For larger ships, the following additional amounts are used in calculating the limitation amount:

 For each ton from 501 to 3,000 tons, 500 SDR

 For each ton from 30,01 to 30,000 tons, 333 SDR
 For each ton from 30,000 to 70,000 tons, 250 SDR
 For each ton in excess of 70,000, 160 SDR

CLC For oil pollution damage as per MS Act ( MS rule 2008 ) is same.

Small Tanker Oil Pollution Indemnification Agreement (STOPIA) 2006:- 20 million SDR (£16.6 million)
for tankers of 29 548 gross tonnage or less for pollution damage in all 1992 Fund Member States.

Tanker Oil Pollution Indemnification Agreement (TOPIA) 2006:- 50% of the compensation amounts
paid by it under the Supplementary Fund Protocol.

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CLC 69 Protocol CLC 92

1) Only laden tankers covered 1) Laden, ballast tankers covered.

2) Bunker spill not covered. 2) Bunker spill covered.
3) Areas covered are inland water & 3) Extra EEZ water also covered.
territorial sea 4) SDR
4) Poincare Franc system 5) Max. liability 89.77 million
5) Max liability 14 million SDR 6) Covers pollution damage + cost to
6) Covers pollution damage reinstate contaminated environment
7) 92 protocol added TACIT Acceptance
criteria

Damage caused by non-persistent oil, such as gasoline, light diesel oil, kerosene etc, is not covered by the 1992 Civil Liability
Convention.

Other financial security :

1) Bank guarantee
2) Certificate from IOPC fund
3) Insurance from P & I club

Fund convention 71 / Protocol 92 Supplementary Fund convention 2003

1) Limit of liability increased from 135
million SDR to 203 million SDR on
1st November 2003.
2) The 1992 Fund is financed by
contributions levied on any person
who has received in one calendar
year more than 150 000 tonnes of
crude oil and heavy fuel oil
(contributing oil) in a State Party
to the 1992 Fund Convention.
3) In order to become Parties to the
1992 Fund Convention, States
must also become Parties to
the 1992 Civil Liability Convention.
1) Limit of liability 750 million SDR
2) Annual contributions to the
Supplementary Fund will be made by any
person who, in any calendar year, has
received total quantities of oil exceeding
150 000 tonnes. However, the
contribution system for the Supplementary
Fund differs from that of the 1992 Fund in
that, for the purpose of paying
contributions, at least 1 million tonnes of
contributing oil will be deemed to have
been received each year in each Member
State.
3) Membership of the Supplementary Fund
is optional

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CLC 92 Bunker Convention

1) Ships carrying a minimum of 2,000
tonnes of oil cargo to have
insurance or financial security.
2) Max. liability 89.77 million
3) Covers pollution due to oil
contamination where “Oil” means
any persistent oil such as crude oil,
fuel oil, heavy diesel oil, lubricating
oil and whale oil, whether carried
on board a tanker as cargo or fuel.
1) 1,000 gt regardless of the type of ship to have
insurance or financial security.
2) limits set out by the LLMC 1967/96
3) Covers pollution due to bunker oil where
“Bunker Oil” is defined as“any hydrocarbon
mineral oil, including lubricating oil, used or
intended to be used for the operation or
propulsion of the ship, and any residues of such
oil”.
This does not apply to pollution damage defined in CLC.

2010 HNS Convention: (not in force )

(a) Where the damage has been caused by bulk HNS:

1) For a ship not exceeding 2,000 GT , 10 million SDR

2) For ships between 2001 to 50000 GT , for each ton 1500 SDR
3) For ships above 50000 GT , for each ton 360 SDR
4) However, that this aggregate amount shall not in any event exceeds 100 million SDR.

(b) Where the damage has been caused by packaged HNS, or where the damage has been caused by both
bulk HNS and packaged HNS, or where it is not possible to determine whether the damage originating from
that ship has been caused by bulk HNS or by packaged HNS:

1) For a ship not exceeding 2,000 GT , 11.5 million SDR

2) For ships between 2001 to 50000 GT , for each ton 1725 SDR
3) For ships above 50000 GT , for each ton 414 SDR
4) However, that this aggregate amount shall not in any event exceeds 115 million SDR.

HNS Fund :- limit of 250 million SDR

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ILO:- formed in 1919

1) The International Labour Organization (ILO) is the only tripartite U.N. agency with
government, employer, and worker representatives.
2) ILO has director general (elected every 5 years) who checks conduct of international
labour office.
3) The ILO has 185 member States and is the oldest UN agency.
4) The ILO’s Secretariat has its headquarters in Geneva, Switzerland, and a global network of
technical experts and field offices in more than 40 countries.
5) The International Labour Conference (ILC) meets once a year to adopt new international
labour standards and approve the ILO’s work plan and budget.
6) The Governing Body is the executive council of the ILO and meets three times a year in
Geneva.

MLC 2006:- Ships below 500 GT that do not go on international voyages or voyage between foreign
ports need not have a maritime labour certificate.

- An MLC is valid for 5 years.

- An interim MLC is valid for six months and cannot be extended.
- Interim MLC is issued to
 A new ship
 Changing flag
 A new company
- Intermediate inspection is carried out between 2nd year and 3r year of the anniversary dates.
- MLC should always be accompanied by DMLC ( declaration of maritime labour compliance)
- Interim MLC need not be accompanied by DMLC.
- DMLC has two parts.

Part 1 : issued by competent authority stating that

- the provisions of maritime labour convention ( 14 items) are embodied in national requirement
- These national requirements are contained in the national provisions.
- Details of “ substantial equivalent” if any
- Exemption if any
- Any ship type specific requirement

14 parts in DMLC are;

1) Minimum age ( reg 1.1)

2) Medical certification ( reg 1.2)
3) Qualification of seafarers ( reg 1.3)
4) Seafarers employment agreement ( reg 2.1)

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5) Use of any licensed or certified or regulated private recruitment and placement services (
reg .1.4)
6) Hours of work and rest ( reg 2.3)
7) Manning level for ships ( reg 2.7)
8) Accommodation ( reg 3.1)
9) Onboard recreational facilities ( reg 3.1)
10) Food and catering ( reg 3.2)
11) Health and safety and accident prevention ( reg 4.3)
12) Onboard medical care ( reg 4.1)
13) Onboard coplaint procedure ( reg 5.1.5)
14) Payment of wages ( reg 2.2)

Part 2 of Declaration of maritime labour compliance: measures taken by ship-owner to ensure ongoing
compliance between inspections.

Also includes 14 points and what measures are taken by the ship-owner wrt maintaining standards
mentioned in MLC.

Work and rest hour has 2 models.

1) Maximum work allowed ( 14 hrs/ day and 72 hours /week)

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

MLC consists of 16 articles and 5 titles.

Preamble of MS act 1958:

1) An Act to foster the development and

2) ensure the efficient maintenance of an Indian mercantile marine in a manner best suited
to serve the national interests and for that purpose
3) to establish a National Shipping Board and a Shipping Development Fund,
4) to provide for the registration of Indian ships and generally
5) to amend and consolidate the law relating to merchant shipping.

ISM code in MS Act can be found in

MS ( management for safe operation of ships ) rules 2000 as amended

What to follow in ISM - MS notice 09 of 2014

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India’s contribution to UNFCC – Climate change

India hereby communicates its Intended Nationally Determined Contribution (INDC) in response to
COP decisions 1/CP.19 and 1/CP.20 for the period 2021 to 2030:

1. To put forward and further propagate a healthy and sustainable way of living based on traditions
and values of conservation and moderation.

2. To adopt a climate friendly and a cleaner path than the one followed hitherto by others at
corresponding level of economic development.

3. To reduce the emissions intensity of its GDP by 33 to 35 percent by 2030 from 2005 level.

4. To achieve about 40 percent cumulative electric power installed capacity from nonfossil fuel based
energy resources by 2030 with the help of transfer of technology and low cost international finance
including from Green Climate Fund (GCF).

5. To create an additional carbon sink of 2.5 to 3 billion tonnes of CO2 equivalent through additional
forest and tree cover by 2030.

6. To better adapt to climate change by enhancing investments in development programmes in

sectors vulnerable to climate change, particularly agriculture, water resources, Himalayan region,
coastal regions, health and disaster management.

7. To mobilize domestic and new & additional funds from developed countries to implement the
above mitigation and adaptation actions in view of the resource required and the resource gap.

8. To build capacities, create domestic framework and international architecture for quick diffusion of
cutting edge climate technology in India and for joint collaborative R&D for such future technologies.

How Govt of India works:-

1) Draft bill is framed and proposed by concerned ministry.

2) Law ministry approves it
3) Union cabinet approves it
4) Bill Placed in Loksabha and Rajyashabha
5) Both the houses of parliament pass the bill. It is sent to president of India for approval
6) After president signature, it becomes an “act of parliament” and it is the “law of the
country”.

Whenever GOI ratifies any convention, MS act is amended accordingly to include all the
provision.

1) DG shipping would make the rules and regulation of a proposed convention.

2) It is send to the ministry of shipping for approval.
3) Send to ministry of law for approval.
4) Send to parliamentary board of 8 member ( 4 RS & 4 LS)
5) After approval of parliamentary board ,it is published in a official gazette.

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Fixed foam extinguishing requirement:-

1. Fill the greatest space to be protected at a rate of 1 mtr in depth per minute.
2. Quanity of foam should be sufficient to produce volume of foam equal to five times the
volume of the largest space to be protected.
3. The expansion ratio shall not exceed 1000:1.

Low expansion foam for deck:-

1. The expansion ratio should not be 12:1.

2. The system shall be capable to discharging through fixed discharge outlets in not more
than 5 minutes. A quantity of foam sufficient to cover to a depth of 150mm the largest
single area over which the oil fuel is liable to spread.

For CO2 fixed extinguishing requirement :-

1) Discharge should be 85 % of gas in 2 minutes.

2) Minimum volume of the free gas should be 40 % of gross volume of the largest
machinery space and 30% of the gross volume of the largest cargo space to be
protected.
3) Two separate controls shall be provided for releasing co2 into a protected space and to
ensure the activation of the alarm. One should give alarm and other should release co2.

Deficiency Action Codes PSC Inspection Action Code

10 Deficiency rectified 40 next port informed

15 Rectify deficiency at next port
16 Rectify deficiency within 14 days
17 Rectify deficiency before departure
18 Rectify deficiency within 3 months
30 Detainable deficiency
99 Other (Specify)
45 rectify detainable deficiency at next
port
50 flag state / consul informed
55 flag state consulted
70 recognized organization informed
85 investigation of contravention of
discharge

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Audit Survey

1) Required under ISM & ISPS 1) Surveys reqired to maintain statutory

2) Compliance with ISM is checked in SMS
,DOC and with ISPS in SSP.
3) Audit can be internal , external
4) Observation , NC , Major NC
5) Auditor should be independent from the
area being audited.
certificate
2) Survey is to ensure that all the
requirements are in place.
3) Initial , annual , intermediate ,
periodical ,renewal survey.
4) Condition of class , Memoranda , note
5) Should be experienced in the field

Pg no. 83 Sherman

IMO Sub-Committees
The MSC and MEPC are assisted in their work by a number of sub-committees which are also open to all
Member States:

 Sub-Committee on Human Element, Training and Watch keeping (HTW);

 Sub-Committee on Implementation of IMO Instruments (III);
 Sub-Committee on Navigation, Communications and Search and Rescue (NCSR);
 Sub-Committee on Pollution Prevention and Response (PPR);
 Sub-Committee on Ship Design and Construction (SDC);
 Sub-Committee on Ship Systems and Equipment (SSE); and
 Sub-Committee on Carriage of Cargoes and Containers (CCC).

MCQ:-

How many convention in IMO ? - 20 to 30 (28 exact )

On bulk carrier , AC squirl cage motor use - for hoisting

L/D ratio for VLCC - more than 4

Under SOLAS , ships are divided into passenger ships and cargo ships.

In case of piracy attack , whom to approach for claim ? - H & M underwriter

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Certificate of Proficiency (COP) refers to a certificate, other than a certificate of competency

issued to a seafarer, stating that the relevant requirements of training, competencies or seagoing
service in the Convention have been met.

Able seafarer deck :

Person qualified in accordance with the provisions of regulation II/5 of the STCW Convention

Able seafarer engine :

Person qualified in accordance with the provisions of regulation III/5 of the STCW Convention

Able seafarers whether deck or engine are given Certificate of Proficiency (COP)

Competency (COC) refers to the possession and demonstration/application of the knowledge,

understanding and proficiency required of seafarers under the Convention.

Electro - technical officer :

Person qualified in accordance with the provisions of regulation III/6 of the STCW Convention

ETO is given Certificate of competency (COC).

Oil spill from AMOCO CARDIZ in 1978 on coast of France resulted in formation of Paris MOU.

"London Convention”:- The "Convention on the Prevention of Marine Pollution by Dumping of

Wastes and Other Matter 1972"

Basel Convention: - Convention on the Control of Transboundary Movements of Hazardous

Wastes and Their Disposal,

Intervention Convention: - International Convention Relating to Intervention on the High Seas

in Cases of Oil Pollution Casualties, 1969

Vienna convention: - Convention for the protection of the ozone layer

Vienna Convention:- Convention on the Law of Treaties (VCLT)

FAL Convention: - Convention on Facilitation of International Maritime Traffic (FAL)

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Polar Code

Polar region - Arctic – 60 deg N with exception Antarctica – 60 deg N all the way round

Category A ship - ships designed for operation in polar waters at least in medium first-year ice, which
may include old ice inclusions;

Category B ship - a ship not included in category A, designed for operation in polar waters in at least
thin first-year ice, which may include old ice inclusions;

Category C ship - a ship designed to operate in open water or in ice conditions less severe than those
included in Categories A and B.

A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria:

.1. they are constructed of steel or other equivalent material;

.2. they are suitably stiffened;

.3. they are insulated with approved non-combustible materials such that the average temperature of the unexposed
side will not rise more than 140°C above the original temperature, nor will the temperature, at any one point, including
any joint, rise more than 180°C above the original temperature, within the time listed below:

class "A-60" 60 min

class "A-30" 30 min

class "A-15" 15 min

class "A-0" 0 min

.4. they are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour
standard fire test; and

"B" class divisions are those divisions formed by bulkheads, decks, ceilings or linings which comply with the
following criteria:

.1. they are constructed of approved non-combustible materials and all materials used in the construction and
erection of "B" class divisions are non-combustible, with the exception that combustible veneers may be permitted
provided they meet other appropriate requirements of this chapter;

.2. they have an insulation value such that the average temperature of the unexposed side will not rise more than
140°C above the original temperature, nor will the temperature at any one point, including any joint, rise more than
225°C above the original temperature, within the time listed below:

class "B-15" 15 min

class "B-0" 0 min

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.3. they are constructed as to be capable of preventing the passage of flame to the end of the first half hour of the
standard fire test; and

.4. the Administration required a test of a prototype division in accordance with the Fire Test Procedures Code to
ensure that it meets the above requirements for integrity and temperature rise.

"C" class divisions are divisions constructed of approved non-combustible materials. They need meet neither
requirements relative to the passage of smoke and flame nor limitations relative to the temperature rise. Combustible
veneers are permitted provided they meet the requirements of this chapter.

“F” Class division" means a division formed by a bulkhead, ceiling or lining that complies with the following:

(a) is constructed to be capable of preventing the passage of smoke when subjected to the standard fire test for 30
minutes, and

(b) if either face of the division is subjected to the standard fire test, the average temperature of the other side of the
division will not rise more than 139 degrees C above the original temperature and the temperature at any one point,
including any joint, will not rise more than 225 degrees C above the original temperature during the first 30 minutes of
that test; (cloisonnement du type F) ( Defn same as B class – 30 minutes except highlighted one )

Difference between A60 & A0 :- A0 bulkheads , not having any insulations , but
suitable stiffeners but without opening , no need for testing or approval.

Temp Correction to CO2

P1 / T1 = P2 / T2 where temperature is in Kelvin . ( 20 deg celcius = 20 + 273 deg Kelvin )

Derating: - A vessel’s engine and propeller are optimized and designed for a given operational
and max. speed. If the operational speed of the vessel is generally lower than the one originally
optimized for, it may be beneficial to consider derating of the main engine and propeller.
Derating as a retrofit product offers reduction of the total fuel consumption by improving the
match between the operational speed and optimization speed. Derating is usually an attractive
option for fuel oil savings if a reduction of 10-15% of the max. speed at SMCR can be accepted.
A standard derating calculation made by MAN Diesel & Turbo takes into account the benefit
gained from exchanging the original propeller with a new propeller having an optimized diameter
designed for the required optimizing speed and reduced max. speed.

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HSSC :-
List of certificates required on board ship relating to harmonized system of survey and certification (some
depend on type of ship)

 Passenger Ship Safety Certificate, including Record of Equipment

 Cargo Ship Safety Construction Certificate
 Cargo Ship Safety Equipment Certificate, including Record of Equipment
 Cargo Ship Safety Radio Certificate, including Record of Equipment
 Cargo Ship Safety Certificate, including Record of Equipment
 International Load Lines Certificate
 International Load Lines Exemption Certificate
 International Oil Pollution Prevention Certificate
 International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk
 International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
 International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
 Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

Types of ship survey

 Initial survey - A complete inspection of all the items relating to the particular certificate before the ship is put
into service to ensure they are in a satisfactory condition and fit for the service for which the ship is intended.
 Periodical survey - Inspection of the items relating to the particular certificate to ensure that they are in a
satisfactory condition and fit for the service for which the ship is intended.
 Renewal survey - As per periodical survey but leads to the issue of a new certificate.
 Intermediate survey - Inspection of specified items
 Annual survey - General inspection of the items relating to the particular certificate to ensure that they have
been maintained and remain satisfactory for the service for which the ship is intended.
 Additional survey - Inspection, either general or partial according to the circumstances, to be made after a
repair resulting from casualty investigations or whenever any important repairs or renewals are made.

Coating Conditions (Good, Fair, Poor):- The condition of the coating in ballast tanks is
assigned and categorized as “GOOD”, “FAIR” or “POOR” based on visual inspection and estimated
percentage of areas with coating failure and rusty surfaces. The definitions of coating conditions
“GOOD”, “FAIR” and “POOR” are as follows:

GOOD: Condition with only minor spot rusting.

FAIR: Condition with local breakdown of coating at edges of stiffeners and weld connections and/or light
rusting over 20% or more of areas under consideration, but less than as defined for POOR condition.

POOR: Condition with general breakdown of coating over 20% or more of areas or hard scale at 10% or
more of areas under consideration.

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Types of chemical tanker

1. A ‘Type 1’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with very severe
environmental and safety hazards which require maximum preventive measures to preclude an escape of such
cargo.

2. A‘Type 2’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with appreciably
severe environmental and safety hazards which require significant preventive measures to preclude an escape of
such cargo.

3. A ‘Type 3’ ship is a chemical tanker intended to transport Chapter 17 of the IBC Code products with sufficiently
severe environmental and safety hazards which require a moderate degree of containment to increase survival
capability in a damaged condition.

Thus, a type 1 ship is a chemical tanker intended for the transportation of products considered to present the greatest
overall hazard and type 2 and type 3 for products of progressively lesser hazards. Accordingly, a type 1 ship shall
survive the most severe standard of damage and its cargo tanks shall be located at the maximum prescribed distance
inboard from the shell plating.

IMO SHIP TYPES- CHEMICAL TANKERS

All 3 types are meant to carry chapter 17 cargoes of IBC code.

Type I ships must be able to survive assumed damage anywhere in their length. Cargo tanks
for the most dangerous products should be located outside the extent of the assumed damage
and at least 760mm from the ship's shell.

Some of the chemicals carried on type one ships are Chlorosulphonic acid, Dodecyl phenol,
Phosphorous yellow/ white, Tricresyl Phosphate (>1% ortho-isomer), Trixylyl Phosphate.
Maximum tank size is 1250 M3.

Double side width B/5 or 11.5 mtrs which ever is less.

DB depth B/15 or 6 mtrs at centre line, but not < 760mm .
Auto ignition temperature of cargoes <65 deg C.
Explosive range >50% by volume in air.
Type 1 offers highest limit of containment.

Type II ships, if more than 150m in length, must be able to survive assumed damage anywhere
in their length; if less than 150m, the ship should survive assumed damage anywhere except
when it involves either of the bulkheads bounding machinery spaces located aft. Tanks for Type
II cargoes should be located at least 760mm from the ship's shell and outside the extent of
assumed grounding damage.
Maximum tank size is 3000 M3.
Capable of stripping tanks <100 litres.
Auto ignition temp of cargoes <200 deg C.
Explosive range >40% by volume in air.

Type III ships, if more than 125m in length, should be capable of surviving assumed damage
anywhere in their length except when it involves either of the bulkheads bounding the machinery
space. If less than 125m in length, they should be capable of surviving damage anywhere
unless it involves machinery spaces. There is no special requirement for cargo tank location. No
limit for size of tank.

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Capable of stripping tanks <300 litres with tolerance of 50 litres.

Length > 125 m but < 225 m damage anywhere in length except including ER bulkheads
Length <125 m damage anywhere in length except machinery space

After 1 January 2007 vegetable oils have to be carried in chemical tankers complying with the
revised IBC Code as a Ship Type-2 (double hull) with COF as Cat Y.

Type 1 chemical tanker Type 2 chemical tanker Type 3 chemical tanker

Very Severe hazards Appreciably severe hazards Sufficiently Severe hazard

Requires Maximum Preventive
measures
Max. Tank Size 1250 m3
Capable of stripping tanks <100
litres.
( 75 litres for ships after 2007 )
Auto ignition temperature of cargoes
<65 deg C.
Requires Significant Preventive
measures
Max. Tank Size 3000 m3
Capable of stripping tanks <100
litres. ( 75 litres for ships after 2007 )
Auto ignition temp of cargoes <200
deg C.
Require a moderate degree of
containment to increase survival
capability in a damaged condition.
No limit for size of tank
Capable of stripping tanks <300 litres
with tolerance of 50 litres. ( 75 litres
for ships after 2007 )
----

Explosive range >50% by volume in Explosive range >40% by volume in ----

air. air.

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

Category of oil tanker

.1. "Category 1 oil tanker" means an oil tanker of 20,000 tonnes deadweight and above carrying crude oil, fuel oil,
heavy diesel oil or lubricating oil as cargo, and of 30,000 tonnes deadweight and above carrying oil other than the
above, which does not comply with the requirements for oil tankers delivered after 1 June 1982, as defined in
regulation 1.28.4 of this Annex;

.2. "Category 2 oil tanker" means an oil tanker of 20,000 tonnes deadweight and above carrying crude oil, fuel oil,
heavy diesel oil or lubricating oil as cargo, and of 30,000 tonnes deadweight and above carrying oil other than the
above, which complies with the requirements for oil tankers delivered after 1 June 1982, as defined in regulation
1.28.4 of this Annex; and

.3. "Category 3 oil tanker" means an oil tanker of 5,000 tonnes deadweight and above but less than that specified in
subparagraph 1 or 2 of this paragraph.

Categorization and listing of Noxious Liquid Substances

Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify
the prohibition of the discharge into the marine environment;

.2. Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities

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or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into
the marine environment;

.3. Category Z: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting
operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify
less stringent restrictions on the quality and quantity of the discharge into the marine environment;

.4. Other Substances: substances indicated as OS (Other Substances) in the pollution category column of chapter 18
of the International Bulk Chemical Code which have been evaluated and found to fall outside Category X, Y or Z as
defined in regulation 6.1 of this Annex because they are, at present, considered to present no harm to marine
resources, human health, amenities or other legitimate uses of the sea when discharged into the sea from tank
cleaning of deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing
only substances referred to as “Other Substances” shall not be subject to any requirements of the Annex.

India acceded Bunker Convention ,Nairobi convention & Salvage convention in June
2015.

India signs Ballast water Management in April 2015.

India has ratified MLC on 9th Oct 2015.

Container convention amendments

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

Vienna convention: for the protection of the ozone layer (in force 1988)

Montreal convention Protocol to Vienna convention :- ( in force 1989)

London convention: - convention on the prevention of marine pollution by dumping of

waste and other matter. (In force 1975 and protocol in 1996)

Basel Convention: - convention on the Control of Transboundary Movements of

Hazardous Wastes and Their Disposal

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A marine casualty means an event, or a sequence of events, that has resulted in any of the following which has
occurred directly in connection with the operations of a ship:

.1. the death of, or serious injury to, a person;

.2. the loss of a person from a ship;

.3. the loss, presumed loss or abandonment of a ship;

.4. material damage to a ship;

.5. the stranding or disabling of a ship, or the involvement of a ship in a collision;

.6. material damage to marine infrastructure external to a ship, that could seriously endanger the safety of the ship,
another ship or an individual; or

.7. severe damage to the environment, or the potential for severe damage to the environment, brought about by the
damage of a ship or ships.

. However, a marine casualty does not include a deliberate act or omission, with the intention to cause harm to the
safety of a ship, an individual or the environment.

As per IMSBC code

1.7.12. Group A consists of cargoes which may liquefy if shipped at a moisture content in excess of their
transportable moisture limit.

1.7.13. Group B consists of cargoes which possess a chemical hazard which could give rise to a dangerous situation
on a ship.

1.7.14. Group C consists of cargoes which are neither liable to liquefy (Group A) nor to possess chemical hazards
(Group B).

Special certificate carried on bulk carrier?

Document of authorisation for carrying grain

stability booklet

Ah32 High tensile steel plate Chemical Composition %

C Si P S Als Ti Cu Cr Ni Mo
Grade Mn
max max max max min max max max max max

AH32 0.18 0.50 0.90-1.60 0.035 0.035 0.015 0.02 0.35 0.20 0.40 0.08
AH32 - 440 to 570 Mpa UTS FH – 510 to 600 Mpa UTS

Ordinary steel – 400 to 490 Mpa UTS (Ultimate Tensile strength )

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Fire control Plan - SOLAS II-2 , Reg 15.2.4 & MSC Circular 451

All new and existing ships to be provided with fire control plans (or a booklet) for the assistance
of shore side fire-fighting personnel (e.g. port fire brigade) and the plans shall be permanently
stowed in a prominently marked weather tight enclosure outside the deckhouse.

The enclosure should be readily available to the shoreside fire-fighting personnel so that any
expected fire on board will not readily cut off access to it. In oil tankers, chemical tankers and
gas carriers the fire control plans should not be located on exterior boundaries of
superstructures which face cargo tanks and on the surfaces within 3 m from them along the
side.

Ordinary High lift Improved high lift

Winged valve Winged valve Wingless valve

No waste piston waste piston waste piston

No floating ring Floating ring

What will happen to lip clearance to the same safety valve is fitted to high pressure boiler? Ans Lip
clearance will increase.

Improved High lift valve High lift valve

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Crude oil tanker Chemical tanker

Stiffning members Inside the tank Outside on deck
Pumping System COPs Deep well pumps
Pump room yes No
Line segregation Can be intgrated Separate lines for each tank
Tank coating No coating Coated – SS or cladded

SOLAS Amendments 2014

SOLAS regulation II-1/8-1, to introduce a mandatory requirement for new passenger ships for either
onboard stability computers or shore-based support, for the purpose of providing operational
information to the Master for safe return to port after a flooding casualty;
SOLAS regulation III/20.11.2 regarding the testing of free-fall lifeboats, to require that the operational
testing of free-fall lifeboat release systems shall be performed either by free-fall launch with only the
operating crew on board or by a simulated launching;
SOLAS chapter VI to add a new regulation VI/5-2, to prohibit the blending of bulk liquid cargoes during
the sea voyage and to prohibit production processes on board ships;
ESP has been replaced by 2011 ESP code. SOLAS regulation XI-1/2 on enhanced surveys, to make
mandatory the International Code on the Enhanced Programme of Inspections during Surveys of Bulk
Carriers and Oil Tankers, 2011 (2011 ESP Code, resolution A.1049(27)).
New regulation 3-12 making provisions for reduction of noise mandatory, and not only
recommendatory as previously (ref. II-1/36, now deleted). The Code on Noise levels on board ships (Res.
A.468(XII)) has also been adopted through MSC.337(91).
Low volume alarm on self-contained compressed air breathing apparatus for fire-fighter’s outfit
required,
New requirement for carriage of two-way portable radiotelephone apparatus of explosion proof or

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intrinsically safe type for fire-fighter’s communication.

Requirements for means of recharging breathing apparatus cylinders used during drills, or replacement
of suitable number of spare cylinders.
Water spray systems and foam systems complying with the FSS Code are included as alternatives to
fixed gas fire-extinguishing system for vehicle spaces and ro-ro spaces which are not special category
spaces.
Ships to have ship-specific plans and procedures for recovery of persons from the water.

SOLAS Amendments 2015

Mustering of newly embarked passengers shall take place prior to or immediately upon departure,
instead of as previously within 24 hours.
New para giving requirements to enclosed space entry and rescue drills for crew members every two
months. To be recorded in the log-books.
RO made mandatory. ( To be verified )

SOLAS Amendments 2016

Tankers of 8000 DWT and upwards to be subject to fixed inert gas system according to the FSS Code as
amended by Res. MSC.367(93).
All ships irrespective of date of construction that cannot be ballasted during sea trials so that they are
on even keel and their rudder is fully submerged, may demonstrate compliance with requirements for
main and emergency steering gear with alternative methods. MSC.1 / Circ.1482 invites for early
implementation.
New requirements to carriage of water mist lance/ mobile water monitors, dependent on number of
tiers of containers and ship‘s breadth. Applicable for ships designed to carry containers on or above
weather deck.
New regulation applicable for vehicle carriers carrying motor vehicles with compressed hydrogen or
natural gas in their tanks for their own propulsion as cargo. The regulation gives requirements to
electrical equipment and wiring, ventilation and other ignition sources, and provision of two portable
gas detectors
New SOLAS chapter XIII for verification of compliance with the new III Code. Every Contracting
Government shall be subject to periodic audits by the Organization (IMO) in accordance with the audit
standard to verify compliance with and implementation of SOLAS. Definitions for Audit, Audit Scheme,
Code for Implementation and Audit Standard are given.

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Inchmaree Clause

Prior to 1887, the standard Lloyd’s Marine Policy on hulls, which covered losses caused by
perils of seas, such as fortuitous accidents resulting from the adverse elements at sea or any
losses or mishaps in navigation was the lynch pin of all matters marine insurance. It was widely
employed all over the globe. In that year, however, an accident occurred aboard the SS
Inchmaree, a Scottish vessel, and the House of Lords, contrary to the industry’s conventional
wisdom held that such an accident was not covered by the policy in question; it also ruled that
the loss caused by a latent defect in the SS Inchmaree’s machinery was not caused by a peril of
the seas, and that therefore, it was not covered by the policy. Not surprisingly, the marine
insurance industry, particularly, the ship-owners, were concerned that expensive accident which
might take place at sea might not be covered by the then Lloyd’s policy in vogue. Consequently,
the marine industry responded by adopting a new clause, aptly named the Inchmaree Clause,
providing additional coverage for an additional premium.

The new clause covered loss of or damage to the vessel directly caused by bursting of boilers,
breakage of shafts, or any latent defect in the machinery or hull, (excluding the cost and
expense of replacing or repairing the defective part), provided such loss or damage was not the
result of the assured’s want of due diligence. Today, the Inchmaree clause including coverage
for latent defects, explosions, negligence of master or mariners, and other special perils is now
included in marine insurance policies to supplement the coverage under the perils clause.

Subrogation

In the insurance context, subrogation is an equitable right acquired by an insurer upon the
payment of a claim. When an insurer pays its insured's claim, and to the extent of the amount
paid, the insurer acquires all of the rights its insured had against the party causing the loss or
damage giving rise to the claim. The insurer may pursue recovery in its own name from the
wrongdoer. When seeking a recovery from the wrongdoer, the insurer is said to "stand in the
shoes" of its insured. That means the insurer has no greater rights against the wrongdoer than
its insured had, and the insurer is subject to the same defenses the wrongdoer could have
asserted against the insured.

Sue and labor clause is commonly found in cargo and hull insurance policies. It obligates the
insured to take steps to avoid a loss from a covered peril that is imminently threatened, or to
minimize a loss from a covered peril that has already occurred. It also obligates the insurer to
pay, in addition to the policy limits, the reasonable expenses incurred by the insured to avoid or
minimize a loss due to an insured peril. In the case of a threatened loss, the insured cargo or
hull need not have been actually damaged for sue and labor expenses to be payable under the
insurance policy. Conversely, the insurer may be obligated to reimburse sue and labor
expenses even if the insured's efforts were not successful in avoiding or minimizing a covered
loss.
The failure of the insured to fulfill the duty to sue and labor may result in reduced, or no
coverage at all, under the policy. For example, in McGrath v. Reliance Insurance Co.,671
F.Supp. 669 (N.D. Ca 1987), the insured vessel struck a submerged object but the insured took
no steps to immediately haul, inspect, and repair the vessel. The vessel took on water for
several months thereafter and eventually sank. The surveyor retained by the insurer attributed
the damage to the failure of the insured to repair the damage caused by the submerged object,

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and the failure of the insured to maintain the hull and protect it from marine borers. The court
held there was no coverage for the sinking because the insured failed to comply with the
policies sue and labor clause which required reasonable steps to be taken to protect the vessel
when a loss occurred.
There are many different types of expenditures that may be recovered from an insurer under a
sue and labor clause. For example, the expenses incurred to recondition and repackage cargo
damaged by an insured peril, to enable the cargo to be sold as intended, are normally
recoverable as sue and labor expenses under a cargo policy. And, the expenses incurred to
pump a vessel taking on water are normally recoverable as sue and labor expenses under a hull
policy. The recoverability of expenses incurred by an insured under a sue and labor clause
primarily depends on whether the peril necessitating the expense is a covered peril and whether
the expenses were reasonably incurred.

Sue and Labour Charges: Incurred short of destination. Insured incurs charges while protecting property
insured from loss/damage. Paid in full in addition to amount of loss. Encourages Insured to take all
possible steps to protect property. Essential Features:

 Insured peril must have occurred; charges incurred to avert or minimize loss covered by policy.
 Charges must be incurred short of destination.
 Charges must be incurred for benefit of property insured.
 Charges must be reasonable.
 Charges must be incurred only by the Insured, his factors, servants or assigns (excludes salvage).
 Charges must be incurred only in connection with insured peril (charges incurred to reduce
partial losses not recoverable on an F.P.A. policy).
 Extra Charges: Expenses of proving a claim, such as survey fees, auction or sale charges; paid by
Insurer only if claim paid; not included in Particular Average to reach Franchise amount. Survey
carried out on instructions of Insurer paid regardless of claim.

ARBITRATION
It may be defined as the resolution of a dispute by one or more arbitrators appointed by the
parties in dispute. It is often resorted to by contracting parties in shipping matters (e.g. owners
and charterers, shippers and carriers, salvors and owners of salved property) in preference to
litigating in the courts. It has the following benefits over litigation:
1. speed of settlement;
2. lower costs (usually);
3. less formality;

Deductibles: - It is the amount that will have to be borne by the insured ( ie owner) before the
insurer pays any claim.
The deductible will be paid by the owner before the insurer settles his claim.
A higher deductibles means a lower premium.
This clause provides that no claims arising from an insured peril are payable unless the aggregate of all such claims
exceeds an agreed minimum, i.e. the deductible. A deductible is a value or platform, which must be reached before a
claim will be met by the insurer; and a compulsory ‘excess’ which is deducted from every claim passing this
platform. In return for agreeing to pay the first part of the claim, his premium is reduced.
The deductible will not be applied to a claim for total or constructive total loss.

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TORTS AND LIABILITY

Torts are wrongful acts or omissions (other than wrongs that are purely breaches of contract)
committed by a person, for which damages may be sued for by the person wronged in a civil
court. Torts recognized by law are chiefly negligence, liability of occupiers of premises, strict
liability, trespass to property, nuisance, defamation, and miscellaneous torts of conspiracy,
deceit and injurious falsehood. Negligence is probably the tort of most concern to ship’s chief
engineers.

Open covers
An open cover is a commonly used form of long-term cargo insurance contract covering all goods
shipments forwarded by an assured during the duration of the open cover. The assured will usually be a regular
exporter or importer. The open cover itself is an original slip, placed in the same way as an individual goods
insurance policy. The period of the open cover is usually fixed at 12 months, with a 30-day notice period for
cancellation by either side, reduced to 7 days when there are war risks. The assured is honour-bound to declare
and insure all his shipments during the term of the open cover (i.e. he cannot choose to insure some and not
others) and the insurer is honour-bound to insure all the assured’s shipments, whether a loss occurs before a
declaration is made or not. There is no aggregate limit to the value of all shipments made, but there is a set limit
on the amount at risk in any one vessel, and often on the amount at risk in any one location. The insurer allows the
merchant to issue himself with a certificate of insurance ‘of the open cover’ for each consignment shipped, as
formal policy documents for each shipment would take time to draw up. The advantage to the insurer of an open
cover is that he gets steady business, while for the merchant it means speed and simplicity in the arrangement of
insurance cover. An open policy is a formal policy issued to give legality to a long-term marine insurance contract
such as a cargo open cover. Without a formal policy document the contract may not be recognised by a, court of
law. To satisfy the requirements of marine insurance law, therefore, an open policy will be issued in which a
nominal premium is specified by way of consideration.
Floating policies
A floating policy operates rather like an open cover, but has a fixed aggregate limit which is gradually reduced as
each shipment is made.
Floating Policy: Cargo policy that insures a number of shipments to be declared. In Canada & US, this
policy is continuous and covers all shipments to a limit of liability for any 1 loss.

Floating value is the total insurable amount which can be reasonably estimated but cannot
be determined accurately enough for computing correct premium until the insurance policy
comes to an end

Average value-in marine insurance ,in case of partial loss or emergency repairs to the
vessel,average value may be declared

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Open covers Floating covers

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

Critical score = total consequence value * failure probability

Critical score > 250 then critical equipment

Shell Expansion Plan :-

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Functional requirements for a Safety Management System (SMS)

. Every company should develop, implement and maintain a Safety Management System (SMS)
which includes the following functional requirements:

.1. a safety and environmental protection policy;

.2. instructions and procedures to ensure safe operation of ships and protection of the
environment in compliance with relevant international and flag State legislation;

.3. defined levels of authority and lines of communication between, and amongst, shore and
shipboard personnel;

.4. procedures for reporting accidents and non-conformities with the provisions of this Code;

.5. procedures to prepare for and respond to emergency situations; and

.6. Procedures for internal audits and management reviews.

SEEMP? - MEPC 213(63), Reg. 22 MARPOL annex VI. told him specific measures by C/E such as A/E load
optimisation, avoidance of unnecessary dumping, Optimum bunker- depending upon lead time and usage
rate, steam consumption monitoring, look for leaky safety valves of boilers, propeller condition
monitoring by regular check on load diagram & physically on ballast port jetty when ship is down by
head; engage turing gear turn the engine, take photographs, compare with previous records, propeller
polishing improve 1% in sfoc. Go for ballast exchange by gravity if possible. Reduce lightweight by
scrapping off old liners etc…
CO2 system maintenance? - As per MSC cir. 1318, monthly, annually, biannually, 5 yearly, 10 yearly,…..
no cross question.

Guys purpose of isolation v/v,1.to supply water on deck thru em Fire pp when pipe in er
damaged,2.to carry out mantainence.anyting else??

he wants to hear that in case of line rupture in er we can start emergency fire pump & give water by
shutting isolating vv bcz otherwise all water will run down in er.

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356M. Oil Pollution cess-- (1) With effect from such date as the Central Government may, by
notification in the Official Gazette, specify, there shall be levied on every ship calling at any port
in India being a ship which carries oil as cargo, a cess to be called Oil Pollution Cess (hereafter
in this Part referred to as cess) at such rate not exceeding fifty paise,--

(a) in respect of each tonne of oil imported by a ship into India in bulk as a cargo;

(b) in respect of each tonne of oil shipped from any place in India in bulk as a cargo of a ship.

as the Central Government may, by notification in the Official Gazette, fix.

Provided that no cess shall be levied on a ship at any port if the ship produces evidence of
having paid such levy at the same or any other port in India within a period of three months
immediately preceding its present call at the port.

(2) The cess shall be collected by such officers and in such manner as the Central Government
may prescribe in this behalf and shall, after deduction of such costs of collection, if any, as the
Central Government may determine, be paid to such authority as the Central Government may
specify.

(3) The proceeds of the cess shall, after due appropriation made by Parliament by law, be
utilised for the purpose of providing oil reception facilities and equipments and materials for
combating oil pollution at various ports in India and for such other like purposes as the Central
Government may, by Notification in the Official Gazette, from time to time,

International Shore Connection

For fire line For sewage line

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PORT OF REFUGE AND HOW A SHIP CAN CALL IT?

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

Cas came to phase out single hull tankers and cas was for 5000 gt and abv tankers.cas was mendatory
as per marpol annex but esp as per solas chapt 11-1 reg 2

Cas applicable to single hull tankers more than 15 yrs.. ESP applicable to bulk and tankers

Esp file is maintained.. for Cas statement of compliance

Cas under marpol annex 1 reg 20.. ESP under solas chp 11-1

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MS Act 1958

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

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Hoop stress: - is the stress along the circumference of the cylinder.

Hoop stress = P X D / 2 T where p is pressure ,d diameter and T thickness
The stress along the longitudinal joint is two times the stress along the circumferential joint.

MS Act Amendment (Drafted) :-

Noted last day of suggestion is 31.10.2015. Noted that this is ACT which needs to be passed by
Indian Parliament in Budget Session 2016. Thereafter rules will be framed. Thus effectively it
will come into force all going well by Oct 2016.

Main takeaway:
1.Reduced from 23 parts , 461 sections to 16 parts and 267 sections.
2. Various powers of Central Govt delegated to DG Shipping
3. Incorporation of Bunker Convention, Nairobi Convention, COFR, CLC, BW convention, MLC
2006.
4. Three tier form of legislation has been adopted. First one is Act and then Rules and thereafter
tertiary legislations.
5. Indian flag vessels will benefit the most with e-governance, no customs formalities etc,
6. Recruitment of Seafarers by unauthorised persons made stringent.
7. Measures of promotion of Coastal shipping.
Appreciate the big exercise for "Ease of Doing Business".

Torsion box
Torsion box in container ships can be defined as a continuous structure formed in between the
top part of a longitudinal bulkhead, freeboard deck and sheer strake. It runs from the collision
bulkhead and extends up to the aft peak bulkhead. It is heavily stiffened usually by bulb angles
which provide sufficient strength against torsional moments and other bending loads.
Container ships are highly subjected to torsional moments because of their very large hatch
openings. This leads to even higher warping stresses at the corners of the openings due to lack
of torsional rigidity. The upper part of the double hull in such ships is fitted with torsion box as
mentioned earlier. However, it is not always possible to have the large cross-sectional area, and
therefore, the Naval Architect has to increase the thickness of the plate in order to provide
torsional rigidity.

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Uses of Torsion box:

• It helps in preventing torsional bending on ships due to the torsional moment on ship caused
by dynamic movement of the waves.

• Helps in avoiding racking effect caused by the sheer stress on the vessel structure.

MLC Objective: - ( ?)

1. Every seafarer has the right to a safe and secure workplace that complies with safety standards.

2. Every seafarer has a right to fair terms of employment.

3. Every seafarer has a right to decent working and living conditions on board ship.

4. Every seafarer has a right to health protection, medical care, welfare measures and other forms of social
protection.

5. Each Member shall ensure, within the limits of its jurisdiction, that the seafarers’ employment and social rights set
out in the preceding paragraphs of this Article are fully implemented in accordance with the requirements of this
Convention. Unless specified otherwise in the Convention, such implementation may be achieved through national
laws or regulations, through applicable collective bargaining agreements or through other measures or in practice.

What are the objectives of the Maritime Labour Convention, 2006?

The new Convention will set out seafarers’ right to decent working and living conditions globally and
help to create conditions of fair competition for shipowners.

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CODE OF SAFE WORKING PRACTICES

Introduction of CODE OF SAFE WORKING PRACTICES FOR MERCHANT SEAMEN gives
regulatory framework for health and safety on board and overall responsibilities.

Section 1 is largely concerned with safety management and statutory duties.

Section 2 begins with a chapter setting out areas that should be covered in introducing a new recruit to
safety procedures on board. It goes on to explain what individuals can do to improve their personal health
and safety.

Section 3 is concerned with various working practices common to all ships.

Section 4 covers safety aspect for specialist ship.

SECTION 1 - SAFETY RESPONSBILITIES/SHIPBOARD MANAGEMENT

Chapter 1 – Risk assessment :Guidance on main elements of risk assessment

Chapter 2 – Health surveillance:Purpose of health assessment, application and what to do
Chapter 3 – Safety officials: Employer duties, appointment of safety officer, safety representative, safety
committees, safety inspection, record of accidents and dangerous occurrences, accident investigation,
Chapter 4 - Personal protective equipment: Employer duties, worker duties, types of equipment,
Chapter 5 – Safety signs
Chapter 6 - Means of access and safe movement: Safe movements, entry into dangerous spaces,
Chapter 7 – Work equipment: Health and safety at work, guarding of machinery and safety of electrical
equipment, lifting plant, testing and examination of lifting equipment,

SECTION 2 – PERSONAL HEATH AND SAFETY

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Chapter 8 – Safety induction: Emergency procedures and fire precautions, accidents and medical
emergencies, health and hygiene, good housekeeping, environmental responsibilities, occupational
health and safety,
Chapter 9 – Fire precautions: Smoking, electrical and other fittings, spontaneous combustion, machinery
spaces and galleys
Chapter 10 – Emergency procedures: Action in event of fire, musters and drills, fire drills, survival craft
drills, drills and rescue from dangerous spaces, assisting a casualty, dangerous goods
Chapter 11 – Security on board: International terrorism, stowaways, piracy and armed robbery, drugs
Chapter 12 – Living on board: Health and hygiene, medication, working in hot climates, working clothes,
shipboard housekeeping, substances hazardous to health, common personal injuries
Chapter 13 – Safe movement: Drainage, transit areas, lighting, guarding of openings, watertight doors,
Chapter 14 – Food preparation and handling: Health and hygiene, slip, falls and tripping hazards,
refrigerated rooms and store rooms

SECTION 3 – WORK ACTIVITIES

Chapter 15 – Safe systems of work: Working aloft and outboard, portable ladders, cradles and stages,
working from punts, work in machinery spaces, boilers, unmanned machinery spaces, refrigerated
machinery
Chapter 16 – Permit to work system: Entry into confined space, hot work, working aloft/overside
Chapter 17 – Entering closed or confined spaces: Oxygen deficiency, toxicity of oil cargoes, flammability,
Chapter 18 – Boarding arrangements
Chapter 19 – Manual handling
Chapter 20 – Use of work equipment: Use of tools and equipment, hand tools, portable power operated
tools and equipment, workshop and bench, abrasive wheels, ropes, lifts,
Chapter 21 – Lifting plant
Chapter 22 – Maintenance
Chapter 23 – Hot work
Chapter 24 – Painting
Chapter 25 – Anchoring, mooring and towing arrangements
Chapter 26 - Hatch covers and access slides
Chapter 27 – Hazardous substances
Chapter 28 – Use of safety signs

SECTION 4 – SPECIALIST SHIPS

Chapter 29 – Dry cargo ships

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

What if SMC audit fails ???

3.8 Corrective Action Follow-up
3.8.1 The non-conformity report (NCR) should state clearly the act or situation identified as non-
compliant with the Company’s SMS or the ISM Code. 3.8.2 The content of the non-conformity report
shall be complete and concise and written in such a manner as to be easily understood. Clarity should
not be sacrificed for the sake of brevity. 3.8.3 When writing NCRs auditors should, whenever possible,
include a reference to the applicable requirement of the Company’s SMS, and when necessary for the

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sake of clarity, restate the requirement. 3.8.4 NCRs shall include a reference to the relevant clause or
sub-clause of the ISM Code. 3.8.5 A DOC or SMC may be issued, endorsed or renewed before all
identified nonconformities have been closed out provided that a schedule has been agreed between the
Company and the auditor(s) for the implementation of the necessary corrective actions. 3.8.6 Additional
audit(s) may be necessary to confirm the validity of a DOC and/or SMC depending on the nature of any
non-conformities identified. The Company is responsible for applying for any follow-up audit required by
the auditor. 3.8.7 The Company is responsible for formulating and implementing corrective actions for
the non-conformities identified by the auditor(s). A corrective action plan shall be submitted to the
auditor within an agreed time period. The proposals will be accepted if, as written, they appear to be an
appropriate response to the non-conformities identified. A schedule not exceeding three months from
the date of completion of the audit shall be agreed for the implementation of the corrective actions. The
effectiveness of the corrective actions shall be verified not later than the next scheduled audit (annual,
intermediate or renewal). 3.8.8 The review of the Company’s responses to non-conformities described
in paragraph 3.6.7 is applicable only to non-conformities that are not considered to be major. 3.8.9
Failure to implement the agreed Corrective Action may be treated as grounds for invalidation of the
DOC or SMC.

Ballast Water Management

The two primary guidelines exist for the approval of BWT systems are G8 and G9.

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

Annex of the Convention

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

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-
The specific requirements for ballast water exchange are contained in Regulation B-4 “Ballast
Water Exchange”.

Annex – Section D "Standards for Ballast Water Management"

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

- Under Regulation D-3, Ballast Water Management Systems must be approved by the
Administration in accordance with IMO Guidelines (see below: G8 and G9).

Annex - Section E “Survey and Certification Requirements for Ballast Water Management”
- This section gives requirements for initial certification and renewal surveys, including examples
of Ballast Water Management Certificate and Form of Ballast Water Record Book.

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Requirements for Machinery Spaces of All Ships

A. Discharges outside special areas

2. Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited
except when all the following conditions are satisfied:

.1. the ship is proceeding en route;

.2. the oily mixture is processed through an oil filtering equipment meeting the requirements of regulation 14 of this
Annex;

.3. the oil content of the effluent without dilution does not exceed 15 parts per million;

.4. the oily mixture does not originate from cargo pump room bilges on oil tankers; and

.5. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

B. Discharges in special areas

3. Any discharge into the sea of oil or oily mixtures from ships of 400 gross tonnage and above shall be prohibited
except when all of the following conditions are satisfied:

.1. the ship is proceeding en route;

.2. the oily mixture is processed through an oil filtering equipment meeting the requirements of regulation 14.7 of this
Annex;

.3. the oil content of the effluent without dilution does not exceed 15 parts per million;

.4. the oily mixture does not originate from cargo pump room bilges on oil tankers; and

.5. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

4. In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any ship shall be prohibited.

5. Nothing in this regulation shall prohibit a ship on a voyage only part of which is in a special area from discharging
outside a special area in accordance with paragraphs 2 of this regulation.

C. Requirements for ships of less than 400 gross tonnage in all areas except the
Antarctic area
6. In the case of a ship of less than 400 gross tonnage, oil and all oily mixtures shall either be retained on board for
subsequent discharge to reception facilities or discharged into the sea in accordance with the following provisions:

.1. the ship is proceeding en route;

.2. the ship has in operation equipment of a design approved by the Administration that ensures that the oil content of
the effluent without dilution does not exceed 15 parts per million;

.3. the oily mixture does not originate from cargo pump room bilges on oil tankers; and

.4. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.

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Requirements for the Cargo Area of Oil Tankers

A. Discharges outside special areas

1. Subject to the provisions of regulation 4 of this Annex and paragraph 2 of this regulation, any discharge into the
sea of oil or oily mixtures from the cargo area of an oil tanker, shall be prohibited except when all the following
conditions are satisfied:

.1. the tanker is not within a special area;

.2. the tanker is more than 50 nautical miles from the nearest land;

.3. the tanker is proceeding en route;

.4. the instantaneous rate of discharge of oil content does not exceed 30 litres per nautical mile;

.5. the total quantity of oil discharged into the sea does not exceed for tankers delivered on or before 31 December
1979, as defined in regulation 1.28.1, 1/15,000 of the total quantity of the particular cargo of which the residue formed
a part, and for tankers delivered after 31 December 1979, as defined in regulation 1.28.2, 1/30,000 of the total
quantity of the particular cargo of which the residue formed a part; and

.6. the tanker has in operation an oil discharge monitoring and control system and a slop tank arrangement as
required by regulations 29 and 31 of this Annex.

2. The provisions of paragraph 1 of this regulation shall not apply to the discharge of clean or segregated ballast.

World Maritime Day :-

The United Nations (UN), via the International Maritime Organization (IMO), created World
Maritime Day to celebrate the international maritime industry’s contribution towards the world’s
economy, especially in shipping. The event’s date varies by year and country but it is always on
the last week of September.
World Maritime Day focuses on the importance of shipping safety, maritime security and the
marine environment and to emphasize a particular aspect of IMO's work.

The theme for World Maritime Day 2015 is"Maritime education and training". The theme was
adopted to focus attention on the wider spectrum of maritime education and training, in
particular its adequacy and quality, as the bedrock of a safe and secure shipping industry, which
needs to preserve the quality, practical skills and competence of qualified human resources, in
order to ensure its sustainability.

LRIT and AIS :-

One of the most important differences between LRIT and AIS, however, is that AIS is a so-
called broadcast system, i.e., is public, whereas LRIT data are only available to institutions
which have a (governmental) entitlement to the data and guarantee the confidentiality of these
data.
Another main difference is that AIS is a Collision avoidance system mandated by the IMO
whereas LRIT is a Reporting system mandated by the IMO.

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MRV: - Measuring, reporting and verification of GHG.

MRV regulations will apply to shipping activities
carried out from 1st Jan 2018 in relation to EU ports.
The EU system for monitoring , reporting and verifying shipping emissions is designed to
contribute to buildings and international system. First step in this direction have already been
taken at the IMO with active support from EU.
Potential to reduce the emission , the EU shipping MRV system will also provide new
opportunities.
MRV regulation creates an EU wide legal framework for collecting and publishing verified
annual data on CO2 emission and energy efficiency.
From 1st Jan 2018 onboard , companies will have to monitor and report the verified amount of
CO2 emitted by their ships on voyages to , from and between EU ports.

Diesel Engine Exh Gas composition :-

CO2 - 11%
H2O vapor - 4%
O2 - 11 %
N2 -74%
SO2 - traces

TriboPack Technology :-

The design measures incorporated in TriboPack are:

1. Multi-level cylinder lubrication
2. Liner of the appropriate material, with sufficient hard phase
3. Careful turning of the liner running surface and deep-honing of the liner over the full length of
the running surface
4. Mid-stroke liner insulation, and where necessary, insulating tubes in the cooling bores in the
upper part of the liner
5. Pre-profiled piston rings in all piston grooves
6. Chromium-ceramic coating on top piston ring
7. RC (Running-in Coating) piston rings in all lower piston grooves
8. Anti-Polishing Ring (APR) at the top of the cylinder liner
9. Increased thickness of chromium layer in the piston-ring grooves.

Seven Functions of STCW :-

1) Navigation
2) Cargo handling and cargo stowage
3) Controlling the operation of the ship and care for persons onboard
4) Marine engineering
5) Electrical , electronics and control engg
6) Maintenance and repair
7) Radio communication

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STCW 2010 MAJOR REVISION:-

1. Improved measures to prevent fraudulent practices associated with COC.

2. Revised requirement of hours of work and rest.

3. New requirement for prevention of drug and alcohol.

4. Updated standards relating to medical fitness standard for seafarer.

5. New certification requirement for able seafarer.

6. New requirement for training in modern technology such as ECDIS.

7. New requirement for marine environment awareness training & training in leadership and
teamwork.

8. New training and certification requirements for electro-technical officers.

9. Updating of competence requirement for personnel serving on liquefied petroleum tanker.

10. New requirement for security training including training to cope up with piracy attack.

11. Introduction to new training methodology such as e-learning and distance learning.

12. Training guidance for personnel serving on ship in polar water.

13. Training guidance for personnel operating DP system.

14. Accommodation of trainees.

Risk assessment :-

“Risk assessment” is intended to be a careful examination of what, in

the nature of operations, could cause harm, so that decisions can be made as to

whether enough precautions have been taken or whether more should be done

to prevent harm. The aim is to minimise accidents and ill health on board ship.

The assessment should first establish the hazards that are present at

the place of work and then identify the significant risks arising out of the work

activity. The assessment should include consideration of the existing

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precautions to control the risk, such as permits to work, restricted access and

use of warning signs or personal protective equipment.

Any risk assessment must address risks to the health and safety of

workers.

A hazard is a source of potential harm or damage or a situation with

potential for harm or damage;

Risk has two elements:

• the likelihood that a hazard may occur;

• the consequences of the hazardous event.

Difference bet MEPC 60(33) and 107(49) OWS:-

MEPC 60(33) MEPC 107(49)

OCM can read bilge fuels which include OCM can read over a wide range of bilge fuels
distillates only. which includes distillate , heavy fuel oil and
emulsion.
Less discriminatory with solids. More discriminatory with solids.
Requires a contaminant test using a 10ppm air Requires a contaminant test using water
cleaner test dust. contaminated with iron oxide in a
concentration of 10ppm followed by iron oxide
concentration of 50ppm and 100ppm
respectively.
Response time 20 sec. Response time 5 sec.
Non tamper proof arrangement tamper proof arrangement
No such arrangement No discharge overboard in case of flushing
with water
No such requirement. Stores data for a period of 18 months

What is incoterm?
Incoterms are international rules that are accepted by governments, legal authorities and
practitioners worldwide for the interpretation of the most commonly used terms in international
trade.
Incoterms are made by ICC (International Chamber of Commerce).

ICC is a non-government organisation

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The scope of Incoterms is limited to matters relating to the rights and obligations of the parties to
the contract ofsale with respect to the delivery of goods sold, but excluding "intangibles".
Incoterms consist of three basic elements namely:-
1. Costs:-Who is responsible for the expenses involved in shipment at a given points of
shipment’s journey.
2. Control: - Who owns goods at the point of journey of goods.
3. Liability: - Who is responsible for the damage to goods at a given point of shipment’s transit.

There are total 11 types of incoterms, namely :-

 Ex Works
 Free Carrier
 Carriage Paid To
 Carriage & Insurance Paid to
 Delivered At Terminal
 Delivered At Place
 Delivered Duty Paid
 Free Alongside Ship
 Free On Board
 Cost & Freight
 Cost Insurance & Freight

Define tort. What are the different types of tort? Explain.

Maritime law torts is a term covering cases where injury, loss or damage is caused to a
person or their interests by another party’s action or negligence.

Types of torts 3 types

 Intentional torts
An intentional tort is a civil wrong that occurs when the wrongdoer engages in
intentional conduct that results in damages to another.
 Negligence
Careless conduct that results in damage to another is negligence.
 Strict liability
Generally, liability because of a tort only arises where the defendant either intended to
cause harm to the plaintiff or in situations where the defendant is negligent. However,
in some areas, liability can arise even when there is no intention to cause harm or
negligence.

For example, in most states, when a contractor uses dynamite which causes debris to
be thrown onto the land of another and damages the landowner’s house, the landowner

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may recover damages from the contractor even if the contractor was not negligent and
did not intend to cause any harm. This is called strict liability or absolute liability .

Fire control plans SOLAS Reg II-2 / 15

2.4.1. General arrangement plans shall be permanently exhibited for the guidance of the
ship’s officers, showing clearly for each deck the control stations, the various fire
sections enclosed by "A" class divisions, the sections enclosed by "B" class divisions
together with particulars of the fire detection and fire alarm systems, the sprinkler
installation, the fire-extinguishing appliances, means of access to different
compartments, decks, etc., and the ventilating system including particulars of the fan
control positions, the position of dampers and identification numbers of the ventilating
fans serving each section. Alternatively, at the discretion of the Administration, the
aforementioned details may be set out in a booklet, a copy of which shall be supplied to
each officer, and one copy shall at all times be available on board in an accessible
position. Plans and booklets shall be kept up to date; any alterations thereto shall be
recorded as soon as practicable. Description in such plans and booklets shall be in the
language or languages required by the Administration. If the language is neither English
nor French, a translation into one of those languages shall be included.

2.4.2. A duplicate set of fire control plans or a booklet containing such plans shall be
permanently stored in a prominently marked weather tight enclosure outside the
deckhouse for the assistance of shore-side fire-fighting personnel

Location (as per MSC/Circular.451)

2.1. The enclosure should be readily available to the shore side fire-fighting personnel
so that any expected fire on board will not readily cut off access to it. In oil tankers,
chemical tankers and gas carriers the fire control plans should not be located on
exterior boundaries of superstructures which face cargo tanks and on the surfaces
within 3 m from them along the side.

2.2. The enclosure should be red and the contents of the enclosure should be indicated
by a red ship silhouette on white background. Dimensions of the location sign should
not be less than 297 × 400 mm .

Dreams Oral Notes