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MARINE FUEL OIL,ITS ISO STANDARD,ANALYSIS AND CORRECTIVE

ACTION
ISO 8217 specifies the requirement for petroleum fuels for use in marine diesel engines and
boilers prior to appropriate treatment before use. There has been total of five editions of ISO
8217 till now.The most widely used specification is still ISO 8217:2005 i.e. the third edition.
Fourth edition of ISO 8217 is ISO 8217:2010.

SALIENT FEATURES:-
 It provides for better fuel quality
 Improvement of the safety levels in shipboard operation
 Reduced engine damage and consequential risks
It specifies 4 categories of distillate fuel,one of which is for diesel engines for emergency
purpose, and 6 categories of residual fuel.
New features added in distillate fuel are:-
 Lubricity:- Fuel has to possess lubricity if the sulfur content is less than 0.05% to avoid
fuel pump wear down
 Oxidation stability:- This minimizes addition of bio-diesel to reduce storage risk on
board vessel.
New features added in Residual fuel are:-
 CCAI:- It avoids uncharacteristic density viscosity relationship leading to ignition
problem.
 Sodium: - It limits any sea water contamination and restrict high temperature corrosion.
New features added to both distillate and residue :-
 Acid number:- It minimizes damage to diesel engine fuel injection for high acidic
compounds.
 H2S :- Provides improvement margin for safety by reducing risk of exposure to ship
board crew.
THIS H2S FEATURE HAS COME IN FORCE FROM 1ST JULY 2012. AND THIS BRINGS THE
FIFTH EDITION OF ISO 8217 i.e. ISO 8217:2012. IT BECAME AVAILABLE ON 15TH
AUGUST 2012. IT ADDS TEST METHOD FOR H2S CONTENT.

Changes in 2010 edition from 2005 edition:-

 Some new grades were added where as some old were removed
 Sulfur limit was excluded as now they are controlled by statutory requirement
 Ash limit value for residual fuels were reduced
 Vanadium limit for RMG 380 increased
 Vanadium for all other grades were reduced
 Cat-fines limit was reduced from 80 to 60 ppm
Fuel analysis is carried out in shore laboratories. They check for all the characteristics as
prescribed in the ISO standard. Following are some of the properties which can be found
outside the limit and their corrective action:-

1. Density:- Max limit is 991 kg/m3 ( for RMG grade) and 1010 kg/m ( for RMK grade).
Increased density will affect the centrifuge operation. It will be ineffective in water separation. It
will affect the engine performance.
If received bunker density is more than the specified limit inn RMG grade then its better to
de-bunker it unless vessel has ALCAP purification system.
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2. Viscosity:- At 50 deg Celsius common viscosity for residual fuel is 180 cst or 380 cst, but it
can go up to 700 cst. It affects pump ability, preheating, settling/separation, atomization and
combustion. Increased viscosity is not a problem unless vessel has got sufficient heating
arrangements. Analysis report will state the correct amount of temperature to which the fuel
should be heated to maintain the viscosity as prescribed the engine manufacturers.

3. Sulfur:- It is now guided by the statutory requirements. If the value comes more than
maximum specified by the regulation, bunkers will need to be debunkered. However if the sulfur
content comes too low then correct grade of CLO will have to be used to avoid cold corrosion or
alkaline deposits on the piston top land.

4. Cat-fines:- Max limit is 60 ppm. The main problem with cat-fines are that they are not always
evenly distributed and sometimes are accumulated in sediments. They are very difficult to
remove as they are attracted to water droplets. To minimize the cat-fines key feature is to
remove them by separation in separators. For that always maintain the purifiers according to
manufacturer's recommendation. Ensure that separation is being carried out efficiently by
minimizing the feed and optimizing the temperature. Never ever by-pass the fine filters given in
the fuel line. It is better to keep one extra clean set and change them at regular interval. Keep
the fuel at above 70 deg in the settling tank and drain settling and service tanks at regular
intervals.

5. Water:- It is allowed up to 0.5% V/V for residual fuel and 0.3% for distillate fuel. Fresh water
contamination will lead to corrosion damage to fuel pumps and injectors. How ever serious
problems arises if the water content is sea water. It becomes more serious because of sodium
content in sea water. Sodium along with vanadium in 1:3 can cause high temperature corrosion.
It is recommended to remove the water content by centrifuge separation, giving sufficient setting
time in settling tanks, Sufficient heating in settling tanks and by frequent draining of the
settling/service tanks.

6. Ash:- Recommended value is 0.15% m/m for residual fuels. High ash content causes
deposits on the piston surface, exhaust valves, turbocharger blades and boiler tubes. During
combustion metal content is converted into solid ash which after certain temperature become
partly fluid thus adhering to the all parts stated above causing corrosion problems. Ash removal
is recommended by frequent cleaning of the parts. Turbochargers should be regularly dry
washed or wet washed. Boilers should be frequently soot blown and cleaned with water.

ANNUAL SURVEY, COC AND ITS IMPACT

The purpose of annual survey is to visually examine and ascertain the general condition of the
vessel or that relevant requirements are complied with. A more thorough annual survey may be
specified for particular structure, machinery installation or equipment due to consequences of
failure or age.
During an annual survey efficient condition of following is to be verified-

1. Complete overall examination of structure, including void spaces and critical

structure behind fire insulation as deemed necessary by surveyor.
2. Hatchways on free board and superstructure deck.
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3. Weather decks
4. Ventilation coamings and ventilation ducts.
5. Air pipes
6. Windows, dead lights and side scuttles
7. Water tight doors
8. Exposed casings and sky lights.
9. Bilge level detection and alarm system
10. Anchor and mooring arrangements
11. Load line items like gangways, bulwark etc
12. Main and auxiliary steering gears including their associated equipment and
control equipment
13. Machinery space with particular attention to propulsion system and emergency
escape.
14. Means of communication between all critical places
15. Bilge pumping system and bilge wells, including operation of extended spindles,
self closing drain cocks and level alarms.
16. Pressure vessels including safety devices, relieving gears, insulation and gauges
17. Electrical equipment and cabling forming the main and emergency installations
are to be generally examined. Satisfactory operation of main and emergency sources of
power to be checked.
18. Remote control on QCV.
Condition of Class (COC) or recommendation are both synonymous terms used by IACS
societies for requirements that specific measures, repairs, request for survey etc. are to
be carried out by the owner within a specified time period in order to retain class.

ITS IMPACT:
If a COC is not dealt with within the time limit specifies,unless it is postponed before the
due date by agreement with the society, class of the vessel may be subject to suspension. And
when the class is suspended the society will notify the owner, flag administration and
underwriters. They will publish the information on its website and convey the information to
appropriate databases.
Change in the class status of vessels can have serious consequences for insurance
coverage. Vessel insurances automatically terminate when class is suspended( temporarily lost)
or cancelled (permanently lost) during the insurance period.
Being in class is essential for P & I coverage and P&I cover is essential to a vessel's ability
to trade. Also conducting routine checks PSC may ask for class certificates. Following and
incident like collision or coming into a port, PSC are very likely to check whether or not class
has made any recommendation.
When buying ship the prospective purchaser will want to know about the vessel class and its
class record history. Financiers of the vessel will also usually specify that a vessel must be
classed as a part of continuing warranties contained in loan agreement.

CYLINDER OIL , SULFUR CONTENT IN FUEL AND COLD CORROSION

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Now a days the average sulfur content of HFO used for marine diesel engines is about 2.7%.
This will further reduce with forthcoming stricter emission legislation. With such varying content
of sulfur in fuel forces us to use appropriate cylinder lub oil in the engines.
With the enforcement of new legislation regarding SOx emission, the engine maker's declared
without giving any thought that their engines are compatible with fuel having low sulfur including
distillate fuel.
But there was deep research and study about the use of appropriate cylinder oil in relation to
varying sulfur content of fuel.This study was required because of the presence of cold corrosion
in cylinder liners. The cold corrosion is considered to be the most influencing cause of wear in
the liners, which is basically due to the condensation of SO3 in exhaust gases.
In order to neutralize sulfuric acid the cylinder lub oil must contain appropriate alkaline
components. The BN is actually a measure of cylinder lub oil's ability to neutralize acid. The
Base number is therefore an important parameter in controlling corrosion on the cylinder liner
surface. Controlled corrosion is therefore important to ensure creation of adequate lub oil film on
the cylinder liner surface. If neutralization is too efficient, the liner surface may get polished i.e.
lub oil film may get damaged and thus risk of scuffing increases.
In other words, operating the engine with unmatched BN/ fuel sulfur content for long time could
result either in scuffing or excessive corrosion wear.
The total alkaline content of the cylinder oil has to match the sulfur content in the fuel in
accordance with the equation:-
Dosage= F*S% where F= 0.2 gm/kwh for the new large bore engines based on BN 70
cylinder oil.
The minimum feed rate for proper oil distribution and oil film thickness has so far been set at
down to 0.6gm/Kwh. This means that the theoretical limit, for using an ordinary BN 70 oil is 3%
sulfur content fuel at minimum feed rate. In other words an engine using 1% sulfur fuel at
dosage of 0.6gm/Kwh would therefore is over lubricated.
A fuel with sulfur content as low as 0.1% may thus need a combination of a low cylinder oil
dosage and a low BN oil.

As per MAN B&W, cylinder oil feed rate should also be changed as per BN of the oil. For
example, Cylinder feed rate is 1.1gm/Kwh for BN 70 oil and new BN 60 oil has to be used, the
new cylinder feed rate would correspond to 1.28gm/Kwh basis the formula:-

Old BN
New feed rate = Old feed rate X ------------------- = 1.1*70/60= 1.28gm/Kwh
New BN
Since engines are operated at different loads, hence cylinder oil feed rate should be adjusted
manually or automatically. Some of the engines adjust adjust cylinder feed rate automatically
using various control modes like

 RPM Dependent
 LOAD Dependent
 MEP Dependent
Since some corrosion is beneficial to the engine condition as this keeps an open graphite
lamella structure of the liner surface from where the cylinder lubricant can spread The purpose
is therefore not to avoid corrosion but to control corrosion. This is done by adjusting the amount
of Base, or by optimizing the feed rate to the actual fuel sulfur level or a combination of both.

CAPITAL, VOYAGE AND OPERATING COST OF A SHIP

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CAPITAL COST-
It depends on mainly two things. First is
How the ship is financed. If financed by loan, then it will depend on

 Size of loan
 Source of loan
 Interest rate
 Terms of loan
Final price of the ship will be; Final Price= Cash price + Interests= Cash price+ n*Installments

Second capital cost is

Depreciation- Deprecation refers to two very different but related concepts. First is decline in value of
assets and Second is allocation of the cost of tangible assets to periods in which the assets are used.
Depreciation cost depends on
 Cost of asset
 Expected salvage value of asset
 Estimated useful life of asset
 A method of apportioning the cost over such life
OPERATING COST-
It consists of the following
1. Crew Cost:- Crew cost includes direct and indirect costs. Direct cost includes
 Wage cost
 Travel cost
 On Board victualing
 Training
 Union fee
Indirect cost includes
 Recruitment/ Selection of process
 Medical test
 Social dues
 Communication/ Bank charges
 Crew accident insurance payment
 Sick pay
 Port expenses
 Agency fee
Total crew cost depends on
 Size of crew
 Employment policy of owner/ Operator
 Ships flag
2. Repair And Maintenance:- It consists of
 Routine maintenance- Maintenance of engine and equipment, Painting ob etc
 Break downs-- Mechanical failures resolved in repair yards ( Loss of trading time)
 Spares, replacement parts cost
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 Periodic Maintenance- In repair yards/ Dry dock to maintain seaworthiness(Class) and

obtain certification( for insurance)
Regular maintenance leads to less breakdowns. This cost increases with ships age and in
average accumulates for 14% of operating cost.

3. Insurance:- It varies from ship to ship. This we know in details

 2/3 H&M ( obtained from Marine insurance company)
 1/3 Third party liability ( Obtained from P&I club)
4. Administration-
 Shore based administration and management charges
 Communication cost
 Agents in ports
 Flag state fee
VOYAGE COST-
It basically comprises of following
1. Fuel Cost- It depends on
 Fuel Price
 Engine Power and efficiency-- Only 23% of energy consumed is applied to propelling the
vessel. Rest is lost for cooling the engine, lost as exhaust emission, lost at the propeller & Hull
friction.
 Design and state of Hull
 Ships speed
2. Port charges:- Fees for the use of facilities and services provided by the port.
a) Port dues - General use of port facilities. It depends on
 Volume of cargo
 weight of cargo
 Gross Tonnage
 Net Tonnage
b) Service charges include
 Pilotage
 Towage
 Cargo handling
3. Canal Charges
a) Suez canal: - Charges are calculated in terms of the Suez canal net ton.
b) Panama canal- Flat rate per Panama canal net ton is used.

Chief engineer role of optimizing the costs incurred in a ship operation basically plays a
important role in reducing the Operating cost by maintaining the engine efficiency and
maintenance of all equipment so that there is no trading time loss. He can also optimize the
voyage cost by running the engines on economical speed.
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REQUIRED AND ATTAINED EEDI

REQUIRED EEDI

The Required EEDI is the maximum allowable value of the attained EEDI permissible for a
specific ship type and size. The Required EEDI represents a minimum energy efficiency
requirement for new ships depending on ship type and size. This begins with a baseline in 2013
and is raised successively in three steps until 2025. The baseline for required EEDI is calculated
from the EEDI of vessels built after the millennium.The EEDI assesses the energy consumption
of the vessel at noral seafaring condition, taking into account the energy required for propulsion
and the hotel load for the crew. Energy consumed to maintain the cargo and for the
manoeuvring or ballasting is not considered. The Required EEDI is calculated for all ship types
using 100% of the dead weight at summer draft,except for passenger ships where GT is used.
According to MARPOL Annex 6 chapter 4 regulation 21 Required EEDI is:-
(1-x/100) * Reference line value
The reference value is defined by a line which is mathematically defined as :-
-c
Required EEDI = a*b
The value of a,b and c is as follows:-
a b c
Bulk carrier 961.7 dwt 0.447
Tankers 1218.8 dwt 0.488
Containers 174.22 dwt 0.201

The Required EEDI will be reduced by 'X' % each five year based on initial value (Phase 0) and
depending on vessel size. Below a certain size no reduction applies. Above a certain size
reduction is in general 10% for each reduction phase. In between of these sizes the reduction is
linearly interpolated.

ATTAINED EEDI

It means the EEDI value actually achieved by any individual ship. The attained EEDI is the
actual calculated and verified EEDI value for an individual ship based on the data in the EEDI
technical file. It shall be calculated for all ships of 400 GT and above. The attained EEDi must
be below the 'Required EEDI' limit prescribed in MARPOL.
CO2 emission
EEDI= ---------------------
Transport Work
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CO2 emission is computed from the fuel consumption taking into account the carbon content of
the fuel. The fuel consumption is based on the power used for propulsion and auxiliary power
measured at defined design condition.
The transport work is estimated by the designated ship capacity multiplied by the ship's speed
measured at maximum summer load draft and at 75% of rated installed power. The total
propulsion power is also defined as 75% MCR of all main engines.

MLC 2006 TITLE 2 ( Condition of employment)

Title 2 of MLC 2006 deals with condition of employment

Reg 2.1 Seafarer's employment agreement

The terms and conditions for employment of a seafarer shall be clear written in a legally
enforceable agreement. It should be agreed by seafarer and he should has the opportunity to
review and seek advice on the terms and conditions. The agreement should be signed both by
seafarer and the shipowner or representative of shipowner. Both should have one set of original
signed agreement copy. Seafarer employment agreement should contain his full name, DOB,
and birth place, shipowner name and address, capacity of seafarer to which he is employed,
amount of his wages, amount of paid annual leave and termination of agreement.

Reg 2.2 Wages

All seafarer shall be paid for their work regularly and in full in accordance with their employment
agreement. Member states have to make sure that payments to be made to seafarer at no
greater than monthly basis. Seafarer has to be given with full account of their wages on monthly
basis. Also seafarer should be able to remit full or part of their earning to their families,
dependents or legal beneficiaries.

Reg 2.3 Hours of work and hours of rest

The limit of hours of work or rest shall be as follows-
a) Maximum hour of work shall not exceed
i) 14 hours in any 24 hours period and
ii) 72 hours in any seven day period
OR
b) Minimum hours of rest shall not be less than
i) 10 hours in any 24 hours period and
ii) 77 hours in any seven day period
Hours of rest may be divided into no more than 2 periods, one of which shall be at least 6
hours in length and interval between consecutive periods of rest shall not exceed 14 hours.

Reg 2.4 Entitlement to leave

Each member state shall require that seafarer employed on their ships are given paid annual
leave. Seafarer shall be granted shore leave to benefit their health and well being and with the
operational requirement of their position.

Reg 2.5 Repatriation

Seafarer have a right to be repatriated at no cost to themselves in circumstances and conditions
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specified in code. Member states are required to provide financial security to ensure that
seafarer are duly repatriated in accordance with the code.

Reg 2.6 Seafarer compensation for the ship's loss or foundering

Seafarers are entitled to adequate compensation in the case of injury, loss or unemployment
arising from the ship's loss or foundering. Shipowner has to pay indemnity against
unemployment to the seafarer.

Reg 2.7 Manning levels

Each member shall require that ships flying their flags have sufficient number of seafarer
employed on board to ensure that ships are operated safely, efficiently and with due regard to
security under all conditions

Reg 2.8 Career and sill development and opportunities for seafarer employment
Each member state shall have national policies to promote employment in the maritime sector
and to encourage career and skill development and greater employment opportunities for
seafarer.

MLC 2006 Title 1( Minimum requirement for seafarer working on a ship)

Title 1 of MLC 2006 deals with minimum requirements for seafarers working on a ship
Regulation 1.1
Under this minimum age for a seafarer is defined as 16 years to work on board a ship. Also
night work of seafarers under age of 18 years is prohibited.

Regulation 1.2
This regulation deals with medical fitness of a seafarer. Seafarer shall not work on a ship unless
they are certified as medically fit to perform their duties. The standard of medical examination is
without any prejudice to STCW 1978 as amended. A medical certificate issued in accordance
with the requirement of STCW shall be accepted by competent authority. Certificate should be
issued by duly qualified medical practitioner.

Regulation 1.3
This regulation deals with Training and qualification of seafarer. Seafarer shall not work on a
ship unless they are trained or certified as competent or otherwise qualified to perform their
duties. Training and certification should be in accordance with instruments adopted by IMO.

Regulation 1.4
This regulation deals with the recruitment and placement services. All seafarers shall have
access to an efficient,adequate and accountable system for finding employment on board ship
without charge to the seafarer. Each member state has to ensure that all private seafarer
recruitment and placement services shall be operated only with a standard system of licensing
or certification. Member state has to ensure that no fees or other charges are being paid by
seafarer except for national statutory medical certificate, national seafarer book and a passport.
Member state has to make sure that seafarers are informed of their rights and duties under their
employment agreement before the process of engagement.

Inspection and setting of safety valve of an exhaust gas boiler

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We all know the procedure to be followed for a boiler survey. Also we know the safety parts
associated with any boiler survey. So, lets see which all parts should receive close attention
while inspecting a safety valve:

1. Check condition of internal parts of valve for sign of corrosion,galling and wear.
2. Check for pitting, cracking, resiliency and condition of spring
3. Check spindle for straightness and adjusting ring threads for freedom of
movement.
4. Check the discharge and drain piping, it should be well clear.
5. Check dampers to ensure that linkages are secured and well greased.
6. The faxes of seats and valve heads should be checked for damage with maker's
recommendation.
Now safety valve of an exhaust boiler can be set only out at sea when main engine is running.
So, this can be set by only a class 1 holder person serving as chief engineer on board the
vessel. Procedure for setting the valve is as follows:-
1. Ensure that overhauled valve can lift D/4 when spring tension is removed.
2. Take necessary safety precaution and arrange gagging tool and recently
calibrated master gauge.
3. The set pressure of the safety valve will be given by class and it will be same as
previous set pressure.
4. Main engine should be running minimum at 50% MCR so that sufficient exhaust
gas is produced to raise the exhaust boiler pressure.
5. Gag one of the safety valve so that only one valve is able to lift.
6. Slowly raise the boiler pressure and blow off the safety valve manually few times
for thermal expansion and to reduce the thermal stress on the valves.
7. Raise the steam pressure to the value at which the safety valve has to lift. If
valve does not lift reduce the steam pressure and then adjust the spring tension.
8. Carry out above procedure until valve lifts at correct pressure.
9. Measure distance between compression ring and valve body.
10. Same way set the other valve.
Once Chief engineer sets the safety valve of exhaust boiler, he has to prepare a statement for
the classification society. The statement should contain following:-
1. Identification number of vessel and valve adjusted.
2. date of adjustment.
3. Opening pressure of the valve
4. Closing pressure of valve
5. Name and signature of chief engineer.
Modern methods of turbocharging
PULSE CONVERTER SYSTEM:-
Concerning those pulse charging system due to long interval of air inlet and partial loss of air
inlet (multi inlet turbine) which lead a low efficiency of turbine, in order to improve the
performance of engine, pulse converting charging system is presented. Pulse converting system
tries to keep the advantage of pulse system which is its high available energy and the unsteady
flow at exhaust, meanwhile steady and effective flow condition can be obtained for turbine.
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A real simple pulse converting system used for four cylinder engine is shown in the figure
below

It uses conventional pulse manifold, using a carefully designed connecting piece to connect a
manifold which has two branches to a single turbine. Through four cylinders connecting to an
inlet of turbine, it totally avoids the interval of air inlet among exhaust pipes. Comparing to
constant pressure system though inlet of turbine are different it avoids the situation of pulse
system operating in low efficiency. The design of connecting piece makes the least transmission
of pressure pulse from one pipe of the exhaust pipe to another, so it avoids that a cylinder's
exhaust pipe breaks another cylinder scavenging process. This type of pulse converter are
mostly used on medium speed engine especially 4 cylinder, 8 cylinder and 16 cylinder. If engine
has cylinder we should use two pulse converter, each pulse converter converting an inlet of
turbine.

TWO CHARGE TURBOCHARGING:-

This uses two large turbocharger set up parallel to each other. Each turbo supplies half of the
cylinder with pre-compressed air.Each turbocharger is driven by half of the engine's spent
exhaust energy.In most application the compressed air from both turbos is combined in
common intake manifold and sent to individual cylinder.

SEQUENTIAL TURBOCHARGING:-
In this system a small turbo is used when the engine is running at lower RPM and at higher
engine RPM turbocharging is switched to larger high flow turbocharger. The gas flow between
the turbos is controlled using by-pass valve where operation modes are based on engine speed.
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During low to medium speeds, when available spent exhaust energy is minimal, only small
turbocharger is active. During this period all of engine's exhaust energy is directed to the
primary turbocharger only, providing the small turbo's benefits of a lower boost thresh hold,
minimum turbo lag , and increased power output at lower engine speeds As RPM increases the
secondary turbocharger is partially activated in order to pre-spool prior to its full utilization Once
a preset engine speed or boost pressure is attained, valves controlling compressor and turbine
flow through the secondary turbocharger are opened completely.

VARIABLE GEOMETRY TURBOCHARGER:-

These are a family of turbocharger usually designed to allow the effective aspect ratio(A/R ratio)
of the turbo to be altered as condition change. This is done because optimum aspect ratio at low
engine speed is very different from that at high engine speeds. If the aspect ratio is too large,
the turbo will fail to create boost at low speeds; if the aspect ratio is too small, the turbo will
choke the engine at high speeds, leading to high exhaust manifold pressure, high pumping
losses and ultimately lower power output. VGT has little movable vanes which can direct
exhaust flow on to the turbine blades. The vane angles are adjusted via an actuator. The angle
of vane vary throughout the engine RPM range to optimize turbine behavior.

2014
Difference between governors fitted on main propulsion engine and
Generator.
All marine vessels need some sort of speed control system to control and govern the speed of
marine diesel engine used for propulsion. It would be really impractical and dangerous to have a
ship without speed control mechanism fitted on it, and can lead to accidents such as collision or
grounding.
The speed control mentioned above is achieved with the help of a governor. Main role of a
governor is not to increase or decrease the speed which can be done via fuel control system (
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similar to an accelerator on your car) but once the speed of the engine has been set, the job of
the governor is to maintain that despite the variations in load. In other words the governor
controls the speed variation and keeps the speed within restrained limits despite these
variations.
As per IACS each main engine is to be fitted with a speed governor so adjusted that the
engine speed can not exceed the rated speed by more than 15%.

Generator on board a ship needs to maintain constant frequency. To maintain constant

frequency the prime mover should run at constant speed. So the governor fitted on this type of
prime mover should be able to maintain constant speed to maintain constant frequency. As per
IACS each generator should be fitted with speed governor which will prevent transient
frequency variation in the electrical network in excess of + or - 10% of the rated frequency.

so it can be concluded that governor fitted on main engine is a constant load governor. It
maintains constant load at different speed setting set by the fuel lever. Where as a governor
fitted on a generator is a constant speed governor. It maintains the engine rated speed despite
of load variations.

IEC and NEMA standards of marine electrotecnology

INTERNATIONAL ELECTROTECHNICAL COMMISSION
It is a non profit, non-governmental, international standard organization that prepares and
publishes international standards for all electrical, electronic and related technologies -
collectively known as " electrotechnology".
IEC standards cover a vast range of technologies from power generations,
transmission and distribution to home appliances and office equipment, semiconductor, fiber
optics, batteries, solar energy, nanotechnology and marine energy.
IEC works from its central office (CO) in Geneva who supports technical
committees in the development of standards. The operations of the CO and the set up of new
technical committees (TCs) are guided by the standardization management board ( SMB) from
elected members of national committees. (NCs)
The members of NCs are stakeholders from industry, academia, government and NGOs. The
NCs form the interested group of each TC by sending their experts to draft the technical content
of the standards, they vote in favour or against the proposed drafts and provide comments. 75%
of the votes are needed to approve a draft.
IEC standards have numbers in the range from 60000 - 79999. For example
IEC 60027 -- Letter symbols to be used in E.T
IEC 60028 -- International standard for resistance for copper
IEC 60034 -- Rotating electrical machinery
IEC 60038 -- IEC standard voltages etc...

NATIONAL ELECTRICAL MANUFACTURERS ASSOCIATION

It is the association of electrical equipment and medical imaging manufacturers in the USA. Its
approximately 450 member companies manufacture products used in the generation,
transmission, distribution, control and end use of electricity.
NEMA assists IEC efforts through extensive management and technical participation. NEMA
is very supportive to promoting the adoption of relevant IEC/ISO standards on a sector by sector
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basis as USA and north american standards. To facilitate the NEMA member's involvement in
IEC standards development activities, NEMA sponsors the administration of a large numbers of
USA committees. These are called technical advisory groups (TAGs), mirror the associated IEC
technical committees and subcommittees in whose activities they participate. The participation
may be in the form of merely monitoring and commenting on draft documents issued by
committee, or may extend to leadership position in IEC committee.

DIFFERENCE BETWEEN IEC AND NEMA

The NEMA philosophy emphasizes more robust designs for broader applicability. Ease of
selection and breadth of application are two of the fundamental main stays within its design
philosophy.
The IEC philosophy on the other hand is application and performance. In selecting IEC
devices, you need a more sophisticated level of knowledge about the application than is
necessary when selecting a NEMA general purpose device. For example you need to know
motor load duty cycle, and full motor load current when selecting an IEC contactor. This
requirement which may be a drawback in some segment, is a significant advantage in original
equipment manufacturer (OEM) segments. For example an equivalent HP-rated IEC device
tends to be substantially smaller than its NEMA counterpart. Also IEC products tend to be less
expensive.
Ease of selection is the fundamental design advantage of a NEMA style product.
Serviceability is another key in the NEMA market. Most NEMA products are serviceable and
provide front access to internal parts. Training is one of the biggest difference between IEC and
NEMA style products. Because of their application- specific designs, IEC products require a
more precise application knowledge in the selection process.

Steps to reduce refrigerant gas leak and its dangers to environment.

OZONE DEPLETION POTENTIAL
Ozone depleting substances (ODS) vary in their capacity to destroy ozone molecules. So
scientists have developed a method of characterizing the relative depletion caused by different
ODS. ODP is the ratio of calculated ozone column change for each mass unit of a gas emitted
into the atmosphere relative to the calculated depletion for the reference gas CFC 11 ( ODP =1)

GLOBAL WARMING POTENTIAL

Global warming potential (GWP) is a measure of how much a given mass of a gas
contributes to global warming. GWP is a relative scale which compares the amount of heat
trapped by green house gas to the amount of heat trapped in the same mass of carbon-di-oxide.

ODP and GWP of conventional refrigerant gas are as follows:-

Gas ODP GWP

 R-11 1.0 4000

 R-12 1.0 2400
 R-22 0.5 1700
Alternate gases available on board which are used in refrigeration systems are :-

Gas ODP GWP

 R134a 0 1300
 15

 R143 a 0 4300
 R152 a 0 120
 R 404 A 0 3784
 R 407 C 0 1653
 R 410 A 0 1975
R 134a is long term replacement for R-12 and is best performed in medium and high
temperature application.
R 410A is twice as efficient as R-22 but is recommended for new systems only.
R 407C is suitable for medium and high temperature application. And is suitable for new system
and for R-22 change over.
R 404A is suitable for low and medium temperature application. It is suitable for new marine
system.

To minimize the release of refrigerant gas from plant following steps should be taken:
During operation ---
 During normal operation loss of refrigerant from leaking joints, seals, gaskets and
cracked pipe should be checked.
 Loss of refrigerant from safety relief valve.
 Damaged mechanical seals on open type compressor are frequent source of refrigerant
leaks. A clean dry system is essential for prolonged mechanical seal effectiveness to eliminate
emission. Compressor oils used for HCFC and HFC will absorb moisture readily and must keep
dry to prevent refrigerant decomposition.
 Excessive vibration and excess water pressure should not be allowed in the condenser
to avoid tube failure.
 Leak testing should be carried out regularly. Testing can be done by bubble testing with
soap solution or by electronic leak detection.
During maintenance ----
 Loss of small quantities of refrigerant from charging lines during charging.
 Before doing any maintenance gas should be recovered and not leaked in environment.
 During maintenance compatible gaskets should be used which are compatible with the
gas and oil used in the system.
 Evacuate the hoses before disconnecting temporary equipment.
 Practice recovery and recycling when recharging dryers and filters.

Identification, Certification and Maintenance of Loose gears and wire ropes

When a lifting appliance fails the consequences can be far reaching. Serious injury and death
can occur, not just to personnel but to the general public.
For derricks, deck cranes, hose handling cranes and ER cranes annual thorough
examinations are to be held once in every 12 months period, unless otherwise stated by ship's
flag administration.

LOOSE GEARS :-
Loose gear is any item which attaches the load to the appliance or an interchangeable
item in the load path, not permanently attached to the lifting appliance. Loose gear items include
---
 16

Hooks, Blocks, Chains, Shackles, Swivels, Rings, Links, Slings, Grab bucket, Spreader,
Lifting beams and Lifting frames.

Loose gear should be thoroughly examined by a competent person at least once every year,
or more often as required by a national authority, company procedure, a competent body or
competent person.
Metallic loose gear items are generally to be made up of steel or alloy steel. wrought iron is
no longer permitted and any wrought iron items are to be condemned and replaced
immediately.
 17

Proof loads for loose gear:-

Single sheave block --- 4 X SWL
Multi sheave block ---- SWL less than or equal to 25 tons 2X SWL
SWL greater than 25 but less than 160 tons ( 0.933 X SWL) +
27
SWL greater than 160 tons 1.1 X SWL
Hooks, Shackles, Rings, Swivels etc.
SWL less than or equal to 25 tons 2X SWL
SWL greater than 25 tons ( 1.22 X SWL) +
20
Lifting beams, spreaders, frames
SWL less than or equal to 10 tons 2 X SWL
SWL greater than 10 but less than 160 tons ( 1.04 X SWL) +
9.6
SWL greater than 160 tons 1.1 X SWL

Limits of wear down and corrosion :-

Structural member Reduction of 10% max at any point based on material thickness
Loose gear Reduction of 5% on any diameter. Reduction of 2% on any
diameter of a pin in a hole

WIRE ROPES :- Wire rope is identified not only by its component parts, but also by its
construction. i.e. by the way the wires have been laid to form strands and by the way the
strands have been laid around the core.
One is right hand regular lay in which The strands are layed in clockwise direction around the
core and the wires in the strand are layed in a counter clockwise direction
Second is left hand regular lay in which The strands are layed in a counter clockwise direction
around the core and the wires in the strand are layed in a clockwise direction.
Third is Right hand lang lay in which The strands are layed in a clockwise direction around the
core and the wires in the strands are laid in clockwise direction.
Fourth is Left hand lang lay in which The strands are layed in a counter clockwise direction around
the core and the wires in the strand are laid in a counter clockwise direction

Every wire rope of lifting appliance or loose gear shall be inspected by a responsible person
once at least in
 18

every three months. Ropes should be regularly greased and lubricated in accordance with
manufacturer's guidelines through out their working life. Ropes must be clearly marked in a way
which relates them uniquely to their test certificate . The surveyor will need to see:-
 The tag, tally or the disc attached to the rope or filed within the vicinity of the winch or
marking on the ferrule of the end connection,The marking include the surveyor's or
manufacturer's stamp.The rope detail on related certificate.

Limits of wear down or corrosion:-5% of broken, worn or corroded wires in any length of 10 rope
diameter.

Voyage Data Recorder

VOYAGE DATA RECORDER
VDR is a data recording system designed for all vessels required to comply with IMO
international convention SOLAS. It collects data from various sensors on board the vessel. It
then digitizes, compresses and stores this information in an externally mounted protective
storage unit. Protective storage unit is temper proof unit designed to withstand the extreme
shock, impact, pressure and heat which could be associated with a marine incident.

The protective storage unit may be in a retrievable fixed unit or free float unit when the
ship meets in a marine accident. The last 12 hours of stored data in the protected unit can be
recovered and replayed by the authorities or ship owners for incident investigation. Although the
primary purpose of VDR is for an accident investigation however there can be other uses of
recorded data for preventive maintenance.
Simplified voyage data recorder (S-VDR) as defined by the requirement of IMO
performance standard MSC 163(78) is a lower cost simplified version VDR for smaller ships
with only basic ship's data recorder.

Difference between conventional and open container ships

Difference between open top design and conventional design of Container ships are:-
 19

1. Cargo access --
Cargo holds are accessible for the crew through lashing bridges and inclined ladders at
both ends of a container bay. These structures can be entered from main deck and from
alleyways next to the hold.

2. Ventilation --
The ventilation capacity is at least two air charges per hour based on the empty hold criteria.
These mechanical system work either by extraction from the bottom of the hold by means of
exhaust ventilation or with natural exhaust generated by a supply ventilator. The air flow on
open top ships is affected by air entering through the open holds. Due to open structure, gases
lighter than air can disappear even without mechanical ventilation.

3. Bilge pumps ---

Open top container ships are equivalent with higher capacity bilge pumps in order to remove
green water shipped in seagoing condition and rain. At least three pumps are provided. At least
one of these pumps should be of full required capacity. The combined output of at least two
other pumps shall be not less than the required capacity.

4. Fire detection ---

 Laser fire detection system

 Extraction smoke detection system
 Ionization type fire detection system
5. Electrical system
Electrical installation should be certified safe type for use in the dangerous environments to
which they may be exposed unless it is possible to completely isolate the electric system

6. Fire extinguishing --
The fire protection system for open top container holds is based on philosophy of containing
the fire in the bay of origin to cool adjacent areas to prevent structural damage. The holds are
protected by a fixed water spray system which is capable of spraying water into the cargo hold
from deck level downward. Spray nozzles are located circularly around each bay of the entire
open cargo hold. In case of fire the container bay of origin can be isolated with a water curtain.
meanwhile the adjacent containers and structures can be cooled. On the deck measures
include fire pumps, hydrants, hoses as well as portable fire extinguishers.
 20

2013
CHECKS AND PRECAUTIONS FOR SLOW STEAMING
An increasing number of companies are trying the option of slow steaming to save fuel costs at
available opportunities. some times due to unavailability of charter or due to instruction of
charter ships are forced to sail on slow steaming. Normally when trying out main engine for low
load operation we generally try to run the main engine at slowest RPM at which the exhaust
boiler can cope and the auxiliary blowers are off and there is no chance that a sudden load
change due to course alteration or change in weather will lower the load and allow the auxiliary
blower to cut in intermittently.
Following are the checks and precautions that need to be taken for preparing marine engines
for slow steaming of ships:-
CHECKS FOR SLOW STEAMING:- In general in traditional marine engines few checks are
needed to be made if low load operation are carried out--

1. Frequent scavenge inspection and under piston area inspection, preferably at the
end of the voyage.
2. Check piston rings for breakage, fouling and lack of springiness.
3. Frequent inspection and cleaning of exhaust boiler.
4. Check cylinder lubrication rate and inspect liners and piston for over and under
lubrication and scuffing.
5. Check turbocharger RPM as well as scavenge air pressure.
6. Check and record the temperature difference of the exhaust gas between the
inlet and outlet of the turbocharger.
7. Check draft loss of the exhaust boiler if there is an increase by 1.5 times as
compared to the non fouled condition at the same load and decrease in steam pressure
this may indicate fouling of the exhaust boiler.
8. take frequent indicator cards and check main engine performance.
9. Drain air cooler of water frequently at least twice a watch.
10. Ensure EGB outlet is higher than 165 degree when 20 degree or above is used
as pinch point.
PRECAUTIONS AND MAINTENANCE FOR SLOW STEAMING OF SHIPS:- It is well known
fact that most breakdowns related to slow steaming occur not during slow steaming itself but
when the engine is again operated in the normal range. To avoid any breakdown when the
engine is again put back to normal operating mode, certain precautions and routines have to be
carried out diligently during slow steaming--
1. Keep jacket cooling water at optimum temperature of about 80- 85 deg and avoid
fluctuations.
2. Following periods of slow steaming it is essential that soot blowing operation is
carried out prior to increasing of power or shutting down the engine.
3. In load dependent cylinder lubricators slow steaming may lead to lower feed
rates hence more suitable higher BN base number cylinder oil may protect against
corrosion problems.
 21

4. Reduction of engine load from 90% to 30% increase the resident time inside the
cylinder for each charge of cylinder oil by three times. This means higher BN cylinder oil
must be used.
5. When lower BN oil is used a higher feed rate must be used as per makers
calculation.
6. In case ultra slow steaming is done with auxiliary blowers running then extra
electric motors must be supplied and kept on board.
7. Fresh water generation will fall due to reduced heat load hence preheating the
jacket water may be considered to generate sufficient water.
8. Exhaust gas temperature after EGB should not be allowed to fall below 165 deg
to keep it above the dew point of sulfuric acid.
9. Regular engine load up should be done at least once every day for a period of
one hour to around 80 to 85 % of MCR to prevent fouling of the exhaust boiler and the
exhaust manifold.
10. Dry washing of turbine wheel and washing of the compressor must be carried out
during the load up.
11. Soot blowing of the EGB must also be carried out additionally during this period.
12. Avoid water condensation in the air coolers and keep scavenge temp around 40
to 45 deg
13. maintain hot well temperature by cooling water control of the condenser and
directly allowing some condensate to the hot well by by pass valve.
14. Good maintenance must be done for the fuel injectors.
15. Cold corrosion should be avoided. Care should be taken that cylinder outlet temp
should not drop below 250 deg.
16. Fuel oil viscosity should be between 12 to 13 CST
17. maintain high LT temp in central cooling plants for optimum scavenge temp and
jacket cooling water temp.
18. FWG may need to be bypassed to maintain jacket temperature on some ships.
19. Keep auxiliary blower continuously on in manual mode to avoid elevated exhaust
temperatures after the cut off and before the cut in period. Exhaust temperature above
450 deg can cause hot corrosion and burning of exhaust valves.
20. Low load operation can cause unburnt fuel and cylinder oil to be accumulated in
the exhaust manifold and may suddenly burn causing subsequent over speeding and
damage of the turbocharger when load is increased again. Carry out frequent exhaust
manifold inspection.

Role of Chief engineer in implementation of MARPOL 73/78

MARPOL 73/78 has got 6 annexes which deals with pollution caused by merchant vessels. All
annexes have chapters and each chapter has regulations which deal with pollution prevention
caused by merchant vessels. as a chief engineer one has huge responsibility that vessel is
complying with all the regulations of MARPOL. To ensure this he should check the following in
general and for annex 1 in particular:-

1) CERTIFICATION :- Statutory certification of ships complying with the requirement of the

MARPOL regulations acts as an aid to ensure adherence to international regulation. Annex 1, II,
 22

IV and VI gives IOPPC, IPPC, ISPPC and IAPPC to ships which comply with the regulations
laid down in the respective annexes. Like IOPP certificate is issued after initial survey before
ship is put in service or renewal survey in accordance with regulation 6 of annex I, to all ships of
400 Gt and above and to all oil Tankers of 150 Gt and above, by administration or an RO. C/E
should check that the certificate is valid.

2) RECORD KEEPING :- MARPOL requires vessel to carry various record book to log, carrying
out of operations having a potential for carrying pollution. These record books are subject to
inspection. For e.g. various records are ORB, CRB, and GRB described in annex I,II,and IV
respectively.
In particular to annex I regulation 17 says every ship of 400 GT and above and oil tankers
of 150 GT and above shall be provided with an oil record book part 1 which is for machinery
space operation. As C/E he should be careful to enter the following operations chronologically --
a) Ballasting or cleaning of oil fuel tanks
b) Discharge of dirty ballast or cleaning water from oil fuel tank
c) Collection and disposal of oil residues.
d) Discharge overboard or disposal otherwise of bilge water which has accumulated in
machinery spaces.
e) Bunkering of fuel or bulk lubricating oil
All the above operations shall be fully recorded without delay in ORB part 1. Each
completed operation shall be signed by officer in charge of the operation. It shall be preserved
for 3 years on board.

3) SURVEYS:- Ships are subjected to initial, renewal and intermediate surveys to ensure
system, arrangements and material fully comply with requirement.
Regulation 6 of Annex I says that oil tanker of 150 GT and above and all ships of 400 GT
and above shall be subjected to initial, renewal, intermediate and an annual survey with regards
to the enforcement of the provisions of this annex. As a C/E its his duty to ensure that all the
surveys ( class and statutory) are completed at time.

4) CONTROL OF OPERATIONAL POLLUTION:- MARPOL provides regulations for

construction and operation of ships and equipment to control pollution. Every annex has
regulations which direct the constructional and operational requirement. Like annex I says about
tank construction and oil discharge, Annex II categorizes noxious liquid substances and
measures for control, annex III deals with packing, marking, lebelling, documentation and
stowage of harmful substances, annex IV details the control measures for discharge of sewage.
Annex V details location and requirements for disposal of garbage. Annex VI details various
limits and control measures for air pollution from ODS, NOx, SOx, VOCs etc.
Under Annex I regulation 14 and 15 tells about the oil filtering equipment and condition under
which oily water can be discharged.
As C/E, he should check that :-

 Shipboard personnel are familiarized with operation and maintenance of pollution

prevention equipment.
 Ensure regular testing of operation and alarms of pollution prevention equipment.
 Ensure maintenance and testing is carried out as per PMS.
 Operating procedure to be properly posted.
 To ensure availability of sufficient spares of above equipment.
 23

5) RECEPTION FACILITIES :- MARPOL requires provision of reception facilities for pollution

listed in its annexes at ports and repair facilities. As C/E one should use the reception facilities
for disposal of pollutants and should keep the receipts as records.

6) EMERGENCY PREPAREDNESS :- MARPOL also provides for emergency action required in

the event of a pollution incident to minimize and control extent of pollution like SOPEP, SMPEP,
and Garbage management plan under annex I,II, and IV.
As C/E one should make sure that
 Drills are carried out to ensure emergency preparedness.
 Bunkering and oil transfer procedures are clearly posted. BDN and other records are
maintained.
Terms related with sea trade
Seller and Buyer :- are the parties contracting with each other for delivery of goods.

Shipper:- Who contracts for the carriage of goods by sea and delivers the goods into ship
owner's care, whether this party is seller or an agent of the seller.

Freight forwarder :- is a transport intermediary, operating in liner trades, who arranges the
export of another party's goods (by land, sea or air) and forwards the goods into the care of sea
carrier.

Carrier:- is a party who contracts with a shipper for the transport of goods by sea.

Consignee:- is a party to whom the goods are consigned or sent by the shipper. He may be
buyer or import agent for buyer.

Receiver:- is a party who takes receipt of the goods from the sea carrier at the port or place of
delivery.

Notify party:- is the party who must be informed by the carrier of the ship's arrival.

INCOTERMS :- is a set of rules, published by International chamber of commerce, for uniform

interpretation of the most commonly used trade terms used in international trade contracts.

Contamination of Products in Product carrier

Contamination of Products in Product carrier
To carry different types of product simultaneously in a product carrier is a big challenge.
Products can be contaminated because of following reasons:-

1. Liquid contamination due to overfilling a tank.

2. Vapor contamination through inert gas main
3. Low flash point cargoes can contaminate the high flash cargoes
To prevent the contamination of products with different contaminants precautions are as
follows:-
1. From water:- For loading critical cargoes such as aviation kerosene or lub oil,
care should be taken to achieve a compatible standard of preparation throughout that
portion of cargo system allocated to critical product.
 24

.a) The cargo lines which are to load or discharge the critical product, should be opened
and drained dry. This includes manifolds, droplines, pump discharge lines and
tank suction lines.
b) Cargo pumps and their associated air vessels, strainers and by-passes should be
opened and drained dry.
c) Individual tank suction valves should be opened and remain open during the
mopping process.
2. Coatings :- Coatings containing zinc may not be suitable for the carriage of aviation fuels
as zinc can dissolve into cargo and can reduce the thermal stability. Stainless steel is
subjected to attack by chlorinated compound.
3. Liquid compatibility :- If the grades are not compatible, each grade should be loaded
through a separate system with segregation provided by two valves or a blind.
4. Vapor compatibility :- If vapor mixing can occur each cargo should be loaded on a
separate cargo and vent system with vent system cross valves locked and tagged in
closed position. Interconnecting inert gas block valve can also be isolated.
But for doing all above SOLAS should be kept in mind after doing risk assessment.

INTRODUCTION TO PRODUCT TANKERS

Oil product tankers are non-specialized tankers below 60,000 dwt as well as coated tankers
above this size. These ships carry a spectrum of cargoes, ranging from relatively
unsophisticated dirty products such as fuel oil through to clean products such as naphtha.
Vessel that trade at one end of this spectrum are unlikely to be able to switch easily to the other
end. At the most sophisticated end of the fleet there is an overlap with the chemical sector with
a significant volume of swing tonnage that can operate in either.
Chemical tankers are modern parcel tankers with either full or partial S.S. tanks that
cover the sophisticated end of the chemical market, for which IMO grade 1/11 is required.
Many product tankers are purpose built with coated tanks and have sophisticated
pumping system capable of handling 12 or more grades.
So, basically product carriers are of two types:-
1) Dirty product carrier ( fuel oil and heating oil)
2) Clean product carrier ( Gasolene, jet fuel, Diesel, Kerosene, Clean condensate, Naphtha)

Larger dirty product carriers are frequently switched between the crude trades and
refined dirty products. After carrying crude, the cargo tanks have to to go cleaning to remove
wax and crude residue, which might affect the flash point of the dirty products like fuel oil.
Some large product carriers have their tanks coated to reduce corrosion from crude
and water washing and facilitate changing from one to the other.
INERTING REQUIREMENT FOR PRODUCT CARRIER:-

1. If ship is carrying product of flash point greater than 60 deg Celsius, then inert
gas system need not to be fitted.
2. But of the cargoes are heated to 5 deg less than their flash point then tanks
should be inerted.
USCG REQUIREMENT :-
A new product carrier of at least 20,000 dwt shall be equipped with a cargo tank
protection system consisting of a fixed deck frothing system and a fixed gas inert system or if
product carrier carries dedicated products incompatible with cargo tanks protection system, an
alternate protection system authorized by secretary is required.
 25

Safety and Security related Reporting Centers under India Coastline

INDIAN Search and rescue region ( ISSR) :-
Conforming to the provision of SAR convention 1979, Indian coastguard has brought into
operations a supplementary ship position reporting system with effect from 1st Feb 2003
called Indian ship reporting system ( INDSAR). This system is operated and maintained by
Indian coastguard through their Maritime Rescue co-ordination center at Mumbai.( MRCC)
All Indian ships of 100 GRT and above entering into or transiting ISRR shall
participate in INDSAR reporting system. All ships other than Indian ships of 300 GRT and above
entering or transiting through the above region are encouraged to participate in INDSAR
reporting system.
All ships of 100 GRT and above irrespective of the Flag carrying a nuclear or other
inherently dangerous or noxious substances or materials entering into ISRR are encouraged to
participate in INDSAR reporting system for safety.
All ships of 20 years and above irrespective of Flag are advised to send the relevant report
under INDSAR within ISRR.

INDIAN Ship position and information reporting system ( INSPIRES) :-

Indian navy in co-ordination with DG of Shipping has established INSPIRES to exercise
effective open ocean vessel management,to provide security to vessel, weather forecast to
enhance safety of navigation and monitor incidence of pollution.
An Indian Naval communication center ( COMCENs) Mumbai and Vizag are
functioning as the shore stations for receiving INSPIRES messages from vessels.
All Indian vessels including coasting/ fishing vessels of tonnage 300 GRT and above shall
participate in this reporting system.
All vessels other than Indian ships of tonnage 100 GRT and above are encouraged to
participate in this reporting system.

REPORTING PROCEDURE:-
1) INDSAR :- All ships between 100 GRT to 299 GRT which are not fully complying with the
GMDSS shall send relevant report through VHF CH 16 or MF band through coastguard station
located along the coastline of India. OR their owners can forward report to MRSC or MRCC(
nearest) to forward it to MRCC (Mumbai)
SOLAS complying vessel using INMARSAT -C can report through toll free code 43 through
LES ARVI.
2) INSPIRES Reporting :- Vessel not complying with SOLAS can send report as was the case in
INDSAR.
SOLAS complying vessels can mail at [email protected]

PRECAUTION AGAINST ASPHALTENES IN BUNKER OIL

Vessel face sometimes troubles while using residual fuels, even though fuel testing lab shows
results to be in satisfactory condition.The root cause of such troubles is due to presence of
asphaltenes.
Asphaltenes are components of asphalt that are insoluble in petroleum naphtha but are
soluble in carbon di sulfide. They are hard and brittle and are made up largely of high molecular
weight poly nuclear hydrocarbon derivatives containing carbon, hydrogen, sulfur, nitrogen,
oxygen and usually three heavy metals:- nickel, Iron, vanadium.
As per fuel standards ISO 8217: 2010 carbon content limit is 18% m/m, whereas once the
 26

carbon content exceeds 15% m/m chances are higher for asphaltenes.
Though asphaltenes are useful component of fuel oil but high level of asphaltenes can
impair the combustion quality of the fuel oil, promoting increased wear and fouling of engine
components.
Asphaltenes cause sludge formation and deposits in fuel tanks and oil lines. Asphaltenes
should be kept soluble to prevent problem of sludge formation in centrifugal separation, filters
and on tank bottoms. To minimize compatibility risks care should be taken to avoid mixing
bunkers from different suppliers and sources in storage tanks on board.
asphaltenes the most polar and heaviest compounds of oil, associate themselves in solution
to form complex colloidal structures. This causes serious problems in diesel engines, fuel
systems, oil recovery and oil carrying pipelines.
PRECAUTIONS:-

1. Spot/ Drop test introduced by Oliensis. Uniform spot represents an oil in which
asphaltenes are stable whereas dark centered spot is diagnosis of unstable
asphaltenes.
2. There are asphaltene dispersants and fuel stabilizer to disperse existing
sediments and sludge and prevent new formation of sludge.
3. Fuel homogenization-- This will help in reducing the size of the fuel.
4. There are chemicals which can be added and they act on these concentrated
aromatic carbons and break up into the very fine particles and help to disperse
throughout the fuel oil system.
5. The chemical helps to homogenization of the fuel by dispersing the heavy phase
in the light phase.
6. The smaller units burn more easily in the flame zone there by reducing the
amount of unburned carbon residue in the combustion chamber, piston ring grooves,
lubrication oil and in the flue gas.
7. Fuel should be circulated from tank to tank on weekly basis to prevent sludge
formation.
HONGKONG CONVENTION ON SHIP RECYCLING 2009
SHIP RECYCLING:- It means the activity of complete or partial dismantling of a ship at a ship
recycling facility in order to recover components and materials for reprocessing and reuse whilst
taking care of hazardous and other material, and include associated operations such as storage
and treatment of components and materials on site, but not their further processing or disposal
in separate facilities.
THIS CONVENTION DOES NOT APPLY TO SHIP LESS THAN 500 GT.
Article 8 of the convention says about the inspection by PSC. Under this convention 2
certificates are issued. They are

1. International certificate on Inventory of Hazardous material.

2. International ready for recycling certificate.
ENTRY INTO FORCE:-
When 15 states of 40% world tonnage and out of these states 3 state should have combined
maximum annual ship recycling volume in preceding 10 years constitute not less than 3% of
gross tonnage of combined merchant shipping of same states will ratify it, then 24 months later
this convention will come in force.
SOME IMPORTANT REGULATIONS :-
Regulation 4:- Control of ship's hazardous material
 27

1) each party shall prohibit or restrict the installation or use of hazardous material listed in
appendix 1 on ships entitled to fly its flag
2) Shall prohibit or restrict the installation or use of such material on ships, whilst in its ports,
shipyard, ship repair yard or offshore terminal.
Regulation 5:- Inventory of hazardous material
Each ship will have an inventory of hazardous material. Inventory shall be verified by
administration or RO taking into account guidelines developed by IMO.

Preparation for ship recycling:-

Regulation 8:- Ship destined to be recycled shall only be recycled at ship recycling facilities
that are authorized in accordance with this convention.
Regulation 9:- Ship recycling plan
A ship specific ship recycling plan shall be developed by the ship recycling facilities prior to
any recycling of a ship. Plan should be developed taking into account information provided by
the ship owner.Ship recycling plan will require either explicit approval or tacit approval from
competent authorities

survey and certification:-

Regulation 10:- Survey
1. Initial survey
2. Renewal survey at 5 yrs. This will verify part 1 of inventory of hazardous material
3. An additional survey at request of ship owner after a change, replacement or
significant repair of structure, equipment etc.
4. A final survey prior to the ship being taken out of service and before recycling of
ship has started.
The final survey will verify
 Inventory of hazardous material
 ship recycling plan
 ship recycling facilities
Regulation 14:- Duration and validity of certificate
Certificate will cease to to be valid in following cases:-
1. Condition of ship does not correspond substantially with particular of the
certificate, including part 1 of inventory of hazardous material is not maintained or
updated.
2. Upon transfer of the ship to the flag of another state.
3. if renewal survey is not completed
Requirements for ship recycling facilities:-
Regulation 15:- Controls on ship recycling facilities
Each party shall establish legislation, regulation and standard for the design,
construction of ship recycling facilities.
Regulation 16:- Authorization of ship cycling facilities
ship recycling facilities shall be authorized by a party taking into guidelines developed by
organization.Authorization shall be valid for maximum 5 years.
Regulation 18:- Ship recycling plan
Ship recycling facilities authorized by party shall prepare a ship recycling plan which shall be
adopted by board or the appropriate governing body of recycling company.
PLAN SHALL INCLUDE:-
1. Policy ensuring worker's safety and protection of human health and environment.
 28

2. A system for ensuring implementation of the requirements set out in this

convention
3. Identification of roles and responsibilities for employers and workers.
4. A program for providing appropriate information and training of workers for the
safe and environmentally sound operation of ship recycling facility.
5. An emergency preparedness and response plan
6. A system for monitoring the ship recycling
7. A record keeping system
8. A system for reporting discharges, emission, incidents and accidents causing
damage to worker's safety, human health and the environment
9. A system for reporting occupational disease
Regulation 20:- safe and environmentally sound management of hazardous materials:-
Ship recycling facilities authorized by a party shall ensure that all hazardous materials detailed
in the inventory are identified, labelled, packaged and removed to the maximum extent possible
prior to cutting by properly trained and equipped workers taking into account the guidelines
developed by the organization in particular:-
1. Hazardous liquids, residues and sediments
2. Substances or objects containing heavy metals such as lead, mercury, cadmium
and hexavalent chromium.
3. Paints and coating that are highly toxic and flammable
4. Asbestos
5. PCB and materials containing PCB
6. CFC and Halons
Regulation 21:- Emergency preparedness and response
Ship recycling facilities authorized by party shall establish and maintain an emergency
preparedness and response plan
1. Plan should ensure that it has necessary equipment and procedures to be
followed in case of emergency and drills are conducted.
2. Necessary information, internal communication and co-ordination are provided to
protect all people and environment in case of an emergency.
3. Provide for first aid and medical assistance, fire fighting and evacuation of
people, pollution prevention
Regulation 23:- All above things to be reported to competent authorities
REPORTING REQUIREMENT:-
Regulation 24:- Initial notification and reporting requirement
1. ship owner shall notify administration in due time and in writing of the intention to
recycle a ship in order to enable the administration to prepare for survey and certification
2. A ship recycling facility when preparing a ship to receive for recycling shall notify
in due time and in writing its competent authorities of the intent. Notification shall include
name of the ship, Flag, date of registry, Port of registry, IMO no., Type of ship, Name
and address of ship owner, Name and address of company, Classification society, Ship
particulars, Inventory of hazardous materials.
3. When ship destined to be recycled has acquired the International Ready for
Recycling Certificate, the ship recycling facility shall report to its competent authorities,
the planned start of the ship recycling.
Regulation 25:- Reporting upon completion
 29

After completion of recycling, the recycling facility should issue a statement of completion
and report to its competent authorities. The authorities should send a copy of statement to
administration which had issued the International ready for recycling certificate for the ship.
Report shall be issued within 14 days after completion of recycling and shall include a report on
incident and accidents damaging human health and environment.

HUMAN ERROR AND MARINE SAFETY

In spite of improvement in hull design, stability system, propulsion system and navigational
equipment, yet maritime casualty rate is still high. It is because ship structure and system
reliability are a relatively small part of safety equation. The maritime safety is a people system,
and human errors figure prominently in casualty situation.
Accidents are not usually caused by a single failure or mistake but by a confluence of whole
series or chain of errors.
WHAT IS HUMAN ERROR?
It is sometimes described as being one of the following:-

 An incorrect decision
 An improperly performed action
 An proper lack of action
The maritime safety depends on People, Technology, environment and Organizational factor.
People interact with technology, the environment and organizational factor. Sometimes the
weak link is people themselves, but often the weak link is the way the technology, environment
or organization factor influence the way the people perform.
HUMAN PERFORMANCE DEPENDS ON :-
 Knowledge
 Skill
 Abilities
 Memory
 Motivation
 Alertness
Effect of following factors on human performance:-
1. design of technology:- If design is such that all people are not accessible. Critical
information in automation is not displayed or if displayed it is in such a manner that it is
not easy to interpret.
2. Environment effect:- It includes physical work environment also like high
temperature, noise, ship movement and vibration affect people's decision making
abilities.
3. Organizational factors:- Both crew organization and and company policies affect
human performance. Crew size and training decisions directly affect crew workload. A
strict hierarchical command structure can inhibit effective team work, where as free
interactive communication can enhance it. Work schedules affect fatigue.
Below are the summaries of other human factors that need to be improved to enhance
safety:-
 Fatigue:- It has been cited number one concern of mariners in two different studies
 Inadequate communication:- Between ship mates, Master and Pilot, Ship to ship , Ship
to VTS
 30

 Inadequate general technical knowledge:- Lack of knowledge of the proper use of

technology such as RADAR
 Inadequate knowledge of own ship system
 Poor design of automation
 Decision based on inadequate information
 Faculty standards, policies or practices
 Poor maintenance
 Hazardous natural environment

RULES RELATED TO BILL OF LADING IN COGSA 1925

Rules relating to bill of lading:- Here I am going to describe some of the rules related with
bill of lading in the COGSA ( Carriage of goods by sea act) .
Article 2:- Risks
In simple terms, the carrier will be responsible and liable for the loading, stowage, carriage,
custody, care and discharge of goods in every contract of carriage of goods by sea. Also the
carrier will be entitled to the rights and immunities regarding any mishappening during the
carriage.

Article 3 :- Responsibilities and liabilities

1. The carrier will have to a) make ship seaworthy b) Properly man, equip and
supply the ship and c) Make the holds or other cargo spaces fit and safe for reception,
carriage and preservation of goods.
2. Carrier shall properly and carefully load, handle, stow, carry, keep, care for and
discharge the goods carried.
3. After receiving the the goods into his charge the carrier or the master or agent of
carrier shall on demand of shipper issue to the shipper a bill of lading.
4. Such bill of lading shall be prima facie evidence of the receipt by the carrier of the
goods. However proof to the contrary shall not be admissible when the bill of lading has
been transferred to a third party acting in good faith.
5. If the receiver of goods has to give any notice of loss or damage in writing to the
carrier or agent within 3 days of receipt of goods. In any event the carrier and ship is
discharged of all liabilities if the time exceeds 1 year. However this period can be
extended by 3 months by court.
6. After loading a shipped bill of lading to be issued. But if any other document is
issued same may be deemed to constitute a ' shipped bill of lading'.
Article 4:- Rights and immunities
1. Neither the carrier nor the ship shall be liable for less or damage arising or
resulting from unseaworthiness unless caused by due diligence on the part of carrier.
2. Neither the ship nor the carrier shall be responsible for less or damage arising or
resulting from
 act, neglect, or default of the master, mariner, pilot in the navigation or in the
management of ship.
 fire unless caused by the actual fault or privity of carrier.
 act of god
 31

 act of war
 act of public enemies
 etc
3. Neither the carrier nor the ship shall in any event be or become liable for any loss of
damage to or in connection with goods in any amount exceeding 666.67 SDR per package or
unit or 2 SDR/ kg of gross weight whichever is higher.

Article 5:- Surrender of rights and immunities, and increase of responsibilities and
liabilities
The carrier has liberty to surrender in whole or in part all or any of his immunities and in
return he can increase any of his responsibilities and liabilities under the rules provided they
should be embodied in the Bill of lading, issued to the shipper.

Article 6:- Special condition

This section applies to special condition where because of nature of cargo both shipper and
carrier are in liberty to go in any agreement regarding carrier's rights and immunities and
increase of responsibilities and liabilities, provided that in this case no Bill of Lading has been
issued or shall be issued. All the agreed terms shall be embodied in a receipt which shall be non
negotiable. Any agreement so entered shall have full legal rights.

Article 7:- Limitation on the application on the rules:-

This article says that the carrier and the shipper can go to any agreement regarding
responsibilities and liabilities of the carrier or ship for loss or damage of goods during loading,
carriage or discharging.

Article 8:- Limitation of liability

The provision of these rules shall not affect the right and obligation of the carrier under any
stature for the time being in force relating to the limitation of the liability of owners of sea going
vessel.

Article 9:- The monetary value taken in these rules are to be taken to the gold value.

M.S. ( carriage of cargo) rules 1995

Some salient features of M.S. (carriage of cargo) rules 1995:-
Part II ------

 Every cargo ship carrying dangerous cargo in bulk which is liable to emit a toxic or
flammable gas or causes oxygen depletion in the cargo space, shall be provided with an
appropriate instrument for measuring the concentration of gas or oxygen in the air or in such
spaces.
 Cargo information:- 1. The shipper shall provide the master or his representative with
appropriate information on the cargo sufficiently in advance of loading to enable the precautions
which may be necessary for proper stowage and safe carriage of the cargo to be put into effect.
2. Cargo information shall include general description of cargo, gross mass of cargo, any
relevant property of cargo, trimming procedures, moisture contents and its transportable
moisture limits.
 32

 When an incident takes place involving loss or likely loss overboard of dangerous cargo
including packaged damaged goods, dangerous cargo in bulk, the master shall report the
particular of such an incident without delay and to the fullest extent possible to nearest coastal
state.
Part III ------
 This part applies to a) dangerous goods in packaged forms b) Solid bulk cargoes c)
Deck cargoes including timber deck cargo
 In all documents relating to the carriage of dangerous goods by sea where the goods are
named,the correct technical name of the goods and the U.N. number allotted to it in the IMDG
code shall be used. If the substance is marine pollutant, it should be clearly marked as that.
 A copy of list of dangerous goods shipped and their location to be submitted to MMD in
India or to the person or if any organization by the port state authority in a port outside India
before departure.
Part V -----
 Application to this part applies to carriage of a) liquefied gases b) dangerous or NOx
liquid substances in bulk.
 Carriage of dangerous liquid chemicals in bulk shall be carried in accordance to the
requirement of a) IBC code, chemical tankers constructed on or after 1st july 1986 b) The code
of or the construction and equipment of ships carrying dangerous chemicals in bulk (BCH) code
for all other chemical tankers.
 Similarly for liquefied gases in bulk a) IGC code tankers constructed on or after 1st July
1986 b) Gas code for all other tankers.

Power vested with state for preventing or containing oil pollution

MS act 1958 gives power to the state to give notice and to take measures for preventing or
containing the oil pollution. Power vested with the state is described in section 356J to 356 O

356 J:- If central government is satisfied that oil is escaping or is likely to escape from a tanker,
ship other than tanker or offshore installation and this is causing or threatens to cause pollution
of coastal water of India, may for purpose of minimizing the pollution issue notice to owner,
agent, master or charterer of the ship.
Notice may contain
 action for preventing the escape of oil
 action for removing oil
 action for removal of the ship
 action for removal of the oil slick on surface of sea
 action to disperse the oil slicks on surface of sea
as specified in notice.
356 K:- Where any person fails to comply with the notice served on him in above section,
central government may convict the person. Any expenditure or liability incurred by central
government for oil pollution damage may be recovered from that person to whom the notice has
been issued and he fails to comply.
356 L:- Central government if finds necessary, direct by an order in writing, the owner of any
Indian ship, tug or barge to provide the services to the ship which is likely to cause oil pollution
or oil is escaping from ship.
 33

356 M:- 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. The cess may be utilized in providing reception facilities and for
combating oil pollution.

356 N:- Any ship which does not pay the cess will not get port clearance from the officer in
charge.

Prevention & Provision for containment of oil pollution under MS act 1958
With respect to MS act 1958 as amended, prevention and provision for containment of
accidental pollution of the sea by oil is given in part XI A. sections 356A to 356I deals with the
prevention and provision for containment.

1. 356 A:- Applies only on oil tankers of 150 GT or more and other ships of 400 GT
or above and offshore installations. Sections deals with incident of marine casualty or
acts relating to such casualty occurring with grave and imminent danger to Indian
coastline by deliberate, negligent or accidental release of oil into sea including such
incidents occurring on high seas.
2. 356 C:- No Indian oil tankers or other ships shall proceed to sea unless there is
in force, in respect to that ship, a certificate issued by central government to be called an
IOPP certificate.
3. 356 E:- For the purpose of preventing or reducing discharges of harmful
substances or mixtures containing such substances from oil tankers or other ships, the
central government may make rules requiring Indian oil tankers or other ships to be fitted
with an equipment as described in MARPOL 73/78, survey of equipment before issuing
of IOPP certificate.
4. 356 F:- Every Indian oil tanker or other Indian ship which carries substance a
subject to control by convention shall maintain, as may be required, record books in the
prescribed forms.
5. 356 G:- A surveyor may go at any time on board an oil tanker or other ship for
purpose of ensuring that ship is complying with the rules and regulations laid down in the
convention. He can check all the records and IOPP certificate for validity.
6. 356 H:- On report from a surveyor who has inspected the oil tanker or other ship,
that the provision of the convention has been contravened by the ship, DG can detain
the ship or proceed against the ship for recovery of cost of pollution damage.
7. 356 I:- Central government may direct, by order in writing, to the port authority to
provide for reception facilities to the ship.
TRAINING OF E/R PERSONNEL AND EVALUATION OF COMPETENCE
ROLE OF CHIEF ENGINEER TOWARDS SATISFACTORY TRAINING OF E/R
PERSONNEL:-
Chief engineer should establish a training program on board a ship. He should:
1. Break down various jobs into duties tasks and sub tasks.
2. Establish priorities of task.
3. Define performance standard for each task.
4. Identify proper mode of learning.
5. Collect data on profile of trained personnel
 34

6. give trainee, independent of doing job and at the same time supervise his job
constantly.
7. Identify constraint like language, lack of training etc.
If a trainee is found to be lacking in knowledge in some areas, then the chief engineer must
discuss his weakness with him and must try to give him a chance to improve upon.

EVALUATING COMPETENCE FOR ON BOARD TRAINING:-

The criteria for evaluating competence for on board training of engine room personnel is
given in column 4 of tables A-III/1 & III/4. Some of the criteria are:-
1. Identification of important parameter and selection of material is appropriate.
2. Use of equipment and machinery tool is appropriate and safe.
3. Dismantling, inspecting, repairing and reassembling is in accordance with
manuals and good working practices.
4. The conduct, handover and relieving of watch conforms with the accepted
principles and procedures.
5. A proper record is maintained of the movement and activities related to ship's
engineering system.
6. Communications are well understood in accordance with established rules.
7. The causes of machinery malfunctioning are properly identified and actions are
designed to ensure overall safety of the ship and plant.
8. Procedures for monitoring ship board operations and ensuring compliance with
MARPOL requirement.
9. The type and scale of emergency is properly identified and emergency
procedures are followed as per plan.
10. Legislative requirements relating to safety of life at sea and protection of
environment are correctly identified.
On the basis of above guidelines and evaluation criteria, the competence of on board training
can be evaluated.

TRAINING PLAN FOR VARIOUS SHIP BOARD EMERGENCIES

The training program developed should be in accordance with chapter VI of STCW code 2010,
which deals with standards and minimum requirement regarding familiarizing and basic safety
training for emergency and occupational safety along with medical care and survival functions.
The purpose of such a training should be to provide basic knowledge, increase their
proficiency and at the same time enhancing their skill by subjecting them to simulated
emergency situation i.e. drills and exercises, so that the personnel identifies the potential
hazardous situation that may result in threat to life or the pollution of marine environment.
1) FIRE PREVENTION AND FIRE FIGHTING:- Training program for this should be complying
with chapter VI table A-VI/ 1-2, where by specification of minimum standard of competence in
fire prevention and fire fighting are laid down. Competence is in minimizing the risk of fire and
maintaining a state of readiness to respond to emergency situation involving fire. This should
include the knowledge, understanding and proficiency in matter pertaining to :
 The elements of fire and explosion
 Types and sources of ignition
 flammable materials, fire hazards and spread of fire.
 Ship board fire fighting organizations
 35

 Location of fire fighting appliances and emergency escape route

 The need for constant vigilance
 Actions to be taken on board ship
 Fire and smoke detection and automatic alarm system
 Classification of fire and applicable extinguishing agents
 Fire fighting equipment and its location on board.
 The donning of fire fighting outfit, use of SCBA, ventilation control, QCV, Remote shut
down
 Instruction and knowledge regarding fixed installation and rescue procedure
All engine room personnel must be made well aware of fire plan on board ship, their duties
should be explained and importance of same with respect to emergency situation should be
explained. Fire drills must be conducted weekly and during briefing session assessment of
performance and improvement should be done.

2) POLLUTION PREVENTION :- This is dealt with in chapter VI table A-VI/1-4., whereby

specification of minimum standards of competence in pollution prevention of marine
environment is laid down. It includes the knowledge, understanding and proficiency in matters
pertaining to :-
Effects of operational or accidental pollution of the marine environment and basic
environmental protection procedure. This will include imparting knowledge of SOPEP, which is a
contingency planto prevent pollution. Accidental pollution can occur during cargo loading/
discharging, bunkering etc. Same should be explained along with location of SOPEP locker,
equipment, their use and personnel duties during SOPEP operation. Remote stop of COPs,
closing scuppers, testing and indication of high level alarms, etc. For bunkering the bunker
system, location of tanks, sounding procedure to be explained.
Knowledge, operation and maintenance of pollution prevention equipment like OWS,
incinerator and sewage system should be explained.SOPEP drills should be carried out weekly
and during briefing sessions the liability, compensations, and fines that may result should be
explained along engine room personnel duties in each case.

3) SAFE WORKING PRACTICES:- This is dealt with in chapter VI table A-VI/ 1-4, where by
specification for competence in safe working practice is laid down. Knowledge, understanding
and proficiency for the following must be imparted:-
Knowledge of safe attire is of prime importance, importance of safety while carrying out
various ship board operations should be explained. This includes personal safety, safety of
other men and machinery and safety of ship.
For engine room operation use of gloves, goggles, chemical handling suits while working with
hazardous chemicals, using gloves, goggles and shield while carrying out welding or cutting
jobs and use of PPE when on lathe, grinding machine etc.
Permit to work should be explained. All checklists while doing hot work, cold work, enclosed
space entry, electrical isolation should be complied with. Use of oxygen analyzer and HC
detector should be explained. Drills for enclosed space rescue such as from pump room should
be carried out weekly or fortnightly.

LOW SULFUR HFO AND TRANSPORTATION COST

According to IMO expert study, the use of HFO will largely have to be abandoned once the
sulfur content limit in fuel decreases to less than 1%. A report by IMO states that approximately
 36

0.5% of the fuel currently used by global maritime traffic is HFO with sulphur content of less
than 0.5%. A switch to fuel with a maximum sulphur content of 0.1% will in practice will in
practice mean that vessel will have to use gas oil (MGO) as fuel, which is lot more expensive
than HFO.
As a result sea freight charges will increase considerably when the stringent
regulation on maximum sulphur content takes effect. Fuel cost contributes 30-55% of costs
incurred in running of ships. The difference in cost rise of fuel oil can be explained as follows:-
Let us suppose price of HFO with 1.5% Sulphur be Rs X.
Price of HFO with 1% sulphur will be Rs Y = 7-22% more than RsX
Price of HFO with 0.5% sulphur will be Rs Z = 13- 29% more than Rs X
Price of LFO ( Light fuel oil) with 0.1% sulphur will be 73 - 85% more than Rs X

Low sulphur grade fuel oil can be achieved by 2 ways:-

1) HFO can be made from crude oil, which naturally contains less sulphur.
2) High sulphur oil and low sulphur oil are mixed together.
Fuel containing less than 1.5% sulphur which is been used in ECA area is a blend of
high sulphur fuel oil and slightly low sulphur fuel oil to get 1.5% sulphur. But to achieve 1%
sulphur the mixing ratio will be changed and a greater need of low sulphur fuel oil will be
required. However mixing two different grade of oil sometime make them unstable and can
cause engine problems. HFO containing less than 0.5% sulphur is obtained from crude oil with
a sulphur content that is clearly less than 0.5%. HFO is distillation residual oil, which remains
when grades of light fuel oil have been produced from crude oil. Most of sulphur remains in the
heavy fuel oil, so sulphur rich crude can not possibly be used to produce HFO containing less
than 0.5% sulphur.
Grades of crude oil less than 0.5% sulphur can only be possibly obtained from Daqing(China),
Bonny Lt( Nigeria), Brunt ( UK) and WT (USA).
In practice, it is not possible to extract sulphur from heavy oil using current methods,
because the metallic impurities in HFO such as vanadium and nickel, despite their low content
on the whole prevent the use of the sulphur extraction system employed for the lighter fraction
in the oil refinement process for the removal of sulphur in HFO, as they poison the sulphur
extraction catalyst.
According to IMO the use of heavy fuel oil grade will mainly need to be abandoned when
the sulphur content limit for fuel is less than 1%, necessitating a switch to light fuel grades. An
alternative is the use of sulphur scrubbers which will allow the use of current fuel grades.
The conclusion is that the prices of low sulphur fuel grades will be higher than price of high
sulphur fuel grades. This will increase running cost for ships operating in current special areas.

REASONS FOR COMPOUNDING OF MACHINERY VIBRATION

There are primarily 3 excitation sources of vibration on a ship:-
a) Wave forces
b) Machinery generated vibration:
1) Primary excitation - Which are forces and moments originating from combustion pressure
and inertia forces of rotating and reciprocating masses.
2) Secondary excitation -- Stemming from a forced vibratory response in a substructure.
c) Propeller induced excitation :
1) As a result of unbalance caused by damage
2) Hydrodynamic excitation due to uneven flow of water to propeller.
 37

If the forcing frequency of the externally applied vibration coincides with the
natural frequency of the hull, resonance occurs and considerable damage can result by the
compounding of overlapping excitation amplitudes.
For avoiding resonance either the frequency of the exciting external force or the natural
frequency of the hull must be changed.
The vibration characteristic of low speed 2 stroke engines can be split into 4
categories:-
1) External unbalance moments:- Caused by the inertia forces origination from the rotating
and reciprocating masses. The addition of counterweights and moment
compensators yield good result with respect to such external unbalanced moments.
2) Guide force moments :- Caused by transverse reaction forces acting on the cross head due
to connecting rod and crankshaft mechanism. Installation of the top bracing between the engine
upper platform brackets and the side casing increases frequency of resultant vibration to a level
where resonance will occur above normal engine speed.
3) Axial vibration :- When the crank throw is loaded by the gas pressure through the
connecting rod mechanism, the arms of the crank throw deflect in axial direction of the
crankshaft. The effect is minimized by the addition of an axial vibration damper.
4) Torsional vibration :- Resulting from varying gas pressure in the cylinders during working
cycle and the crankshaft/ connecting rod mechanism. Torsional vibration can be dealt with
introduction of tuning wheel, increase in diameter of shaft at design stage and use of material
with high tensile strength.

The natural frequency of hull depends on its rigidity and distribution of masses while
vibration level at resonance depends mainly on the magnitude of the external moments and the
engine position in relation to the vibration of the ship.
The magnitude of forced excitation due to propeller can be reduced by better wake
distribution and aft body configuration . Accordingly critical speed of engine is adjusted with
natural frequency.The natural frequency may be so adjusted that resonance occurs 30-70%
below specified engine speed at MCR. Conversely natural frequency may be adjusted such that
resonance occurs at 35-45% above engine speed at MCR.

INSTITUTIONS ESTABLISHED UNDER MS ACT 1958

Institutions established under MS act 1958 of India:-
1) NATIONAL SHIPPING BOARD:-
Under section 4 of MS act 1958 national shipping board is established. It is the highest
advisory body on matters related to Indian shipping fraternity including its expansion,
liberalization policies, development etc. The total number of members should not exceed 16.
Out of 16 members 6 will be Member of Parliament. Out of 6 4 will be from LOK SABHA and 2
will be from RAJYA SABHA. Other members will be to represent government, owner, seaman
etc. The tenure of the board is of 2 years. At present the chairman of the board is Capt.
P.V.K.Mohan.

2) NATIONAL WELFARE BOARD FOR SEAFARER:-

Under section 218 of MS act 1958 National board for seafarer is established. The
function of welfare board is as follows:-
 Establishment of sailor home, boarding, lodging homes.
 Establishment of libraries, recreation rooms, cafeteria and club houses
 Establishment of hospitals, nurseries, rest houses etc.
 38

 Establishment of free reading books for knowledge up gradation.

Board is headed by Union minister of surface transport and comprised of MPs, representatives
of concerned ministries, port trusts, owners, seafarers, merchant navy officers. It is also
constituted for 2 years.

3) SEAMAN PROVIDENT FUND SCHEME 1966:-

Fund organization was set up on 9th july 1966. A board of trustee is appointed by
government, shipowner and seafarer organization. Director general of shipping is the chairman
and the seaman provident fund commissioner is the secretary of the board.

FREIGHT FIXING
Have we ever thought how shipping freights are being fixed? The shipping services are divided
in two. One is Tramp shipping and another is Liner shipping.
1) TRAMP SHIPPING:-
Dry bulk, Oil and refined product, Chemical and Gas carriers freights are fixed under
Tramp shipping. Pricing is fully governed by law of supply and demand. Ships are chartered
under different terms and conditions including single voyage or consecutive voyage charter,
COA, time charter, trip charter or bare boat charter. Charter rates are quoted on a competitive
basis through brokers in various exchanges through out the world. Major elements which
influence the fixing of specific rate are:-
 Ship specification
 Trade and route
 General market condition
 Terms of charter party i.e. distribution of cost between owner and charterer.
 Urgency of charter
 Duration of charter
A special situation applies to tanker chartering. It is according to world scale.

2) LINER SHIPPING :-
General cargo and container ships freights are fixed under liner shipping. Liner services
are provided on the basis of fixed schedules and itineraries until recently these services were
controlled by cartels, called shipping conferences. A conference exists for each major trade
route and it is conferences that draw up tariffs, scheduling freight rates at which goods will be
transported. Two basic factors affect rate fixing in liner shipping:- a) Port and distance related
factors. b) Cargo related factors.
There are three types of conference rate including:-
1. COMMODITY RATE :- Rates are quoted individually for several hundred
commodities.
2. CLASS RATE :- Tariff specific commodities are grouped into limited
number of classes
3. COMMODITY-CLASS RATE :- Combination of above two
Liner freight tariffs are commonly based on liner terms under which carrier assumes
responsibility of loading and discharging expenses as well as carriage of goods by sea. Tariffs
are frequently amended in light of changes in relation of currencies, US $ is the currency of
international shipping, and the cost of bunker, through currency (CAF) and bunker (BAF)
adjustment factors. In addition surcharges are commonly applied to published tariffs for
 39

unforeseeable reasons such as port congestion, excessive cargo weight or dimension and
insurance to cover war risk.
GENERAL CARGO:- Liner tariffs are assessed on either cargo weight measurement or value.
Goods measuring 40 cu ft/ 1000 kg are charged on cargo weight basis, and above that measure
by the measurement tariff scale. If goods are of very high value, they are charged irrespective of
weight and measurement on an advalorem basis.
CONTAINER SHIP:-
1) Less than container load( LCL) -- Rates are usually same as those charged for conventional
shipment.
2) Full container load ( FCL) -- For FCL containers there exists the principle of commodity box
rates (CBR). CBR is lump sum payable for the carriage of a container stuffed with
particular commodity. Rate is based on average utilization of the box e.g. 13 tons in 20 ft.
container. As a more recent development container carrier have introduced freight all kind (FAK)
principle. FAK rates are non discriminatory by treating all commodities the same way.
Despite the existence of conferences and because of the increasing role of independent
carrier in the liner trade, the rates actually charged vary widely and often deviate substantially
from published tariffs. Carriers offer loyalty bonuses and apply rebates in violation of conference
agreement.

MEAN PISTON SPEED AFFECTING FUEL CONSUMPTION

MEAN PISTON SPEED:-
It is the average speed of the piston in a reciprocating engine.
MPS = 2LN/ 60
For constant stroke length
MPS is proportional to N ............................(1)
Now,
Power = PLAN/ 60
For constant L and A
Power is proportional to PN .............................(2)
2/3 3
But, Power is proportional to (displacement) (Speed)
For constant displacement,
3
Power is proportional to (speed) ........................(3)
But speed,
V is proportional to Pitch * N, So for constant pitch,
V is proportional to N ...................................(4)

From (1), (2), (3) and (4)

3
Power is proportional to ( MPS) ....................................(5)
Now, Fuel consumed / unit time is proportional to Power ................................(6)

From (5) and (6)

3
Fuel consumed/ unit time is proportional to (MPS)

MPS LIMITATION:-
 40

1. Increase in MPS will increase the dynamic forces and moments and this will
affect bearings, bearing bolts etc.
2. If MPS is high time available for fuel consumption is less.
3. If MPS is low, compression will be isothermal but we want compression to be
adiabatic. Low MPS will cause compression temperature to be low resulting in
incomplete combustion and increase in fuel consumption.
4. Speed decreases service life of frictional parts.
MPS play an important role in exchange of gases. Beyond a certain piston speed the efficiency
of the gas exchange process drops sharply there by resulting in poor combustion.

ASCERTAINING OPTIMUM USE OF FUEL OIL:-

1) Factors affecting scavenging to be maintained.
 Scavenge ports to be kept clean.
 turbo charger air filter to be kept clean.
 Air cooler both air and water side clean
 exhaust valve maintenance as per PMS
2) Engine parameters must be closely monitored.
 Exhaust temperature and colour of smoke.
 Engine peak pressure and performance.
 Inspection through scavenge ports.
 Scavenge temperature.
DUTIES OF OFFICE DURING EMERGENCY ON BOARD
Element 8 of ISM code deals with the emergency preparedness. Element 8.1 says that
company should establish procedure to identify, describe and respond to potential emergency
ship board situation. So it is the responsibility of office to identify possible ship board emergency
situation specific to the type of ship and accordingly contingency plans to be made.
The office should be prepared at all times to efficiently handle an emergency situation
which might occur on any of the company's vessel. The contingency plan made by the company
for specific type of ship should contain:-
1. Procedures to be followed in response to different types of emergency situation.
2. Procedure for establishing and maintaining contact between ship and shore.
3. Checklist appropriate to the type of emergency, so that no step in emergency
response procedure is omitted.
4. List of all names and contact details of pertinent organizations.
5. Compilation and duties of the persons acting within the contingency plan.
Element 8.2 says company has to establish programs for drills and exercises to prepare for
emergency actions. Most important responsibility of the office is listed in element 8.3, which
says that contingency plan should provide for measures ensuring that the company's shore side
organization should respond at any time to hazards, accidents and emergency situation
involving its ships.

DUTIES OF OFFICE IN:-

1) Formation of emergency team:-
Office forms the emergency teams on board a ship, which will be given in its SMS
manual. Whole ship's personnel will be divided into different teams like command team,
 41

emergency team, support team, boat preparation team etc. The duties of each personnel will be
clearly defined in different types of emergencies.
Similarly emergency team will also be formed in office which shall as soon as possible assist
the master to initiate, engage, command and co-ordinate the appropriate action as the situation
may require. The contingency team consists of the following person:- 1) Leader of team 2)
Technical 3) Operation 4) manning 5) Insurance 6) Legal 7) Administration
The Company has to set up above mentioned persons such that everybody is prepared and
know their duties in case an emergency is called. The company has to lay down a policy in
which the contingency team shall be ready at any time.

2) During emergency situation:-

Whenever there is an emergency situation, the vessel calls the company and the one who
gets the message first is responsible for contacting the head of technical and marine division.
Then the members of emergency teams are informed. Now depending on the type of
emergency the mobilization of teams will take place in the office. If the emergency is pollution or
collision or loss of lives, then red mobilization takes place in the office and all the reams have to
assemble in the office. But if the emergency is not of that serious then all teams are not
required. responsibilities of company will be:-
1. Office should know the development of the situation and master may seek advice
from the emergency team and discuss further action to be taken.
2. During action each member of the team shall evaluate the condition under his
responsibility.
3. the team leader shall be kept fully informed about any action suggested or
executed by the member of the team.
4. Also during action the person in charge and his assistant is appointed for the
following job:-
 Keep the emergency room equipped and in good order.
 keep the relevant charts available.
 Keep track of members.
 Receive the alarm report/ mobilize the team.
 call the technical superintendent's and fleet manager
 Notify the owner, charterer, cargo owner, class and flag state.
 Hire of salvage
 call press conference and inform media.
The office has to evaluate and make the action plan which are based on a worst case scenario.
The action plan will be updated continuously as soon as new information is received. Also the
office shall not diminish the Master's over riding authorities.

3) Maintaining contact between ship and office:-

the contact between ship and office is to be maintained throughout the action so that the
advice is given to the master or person - in - charge on board, what is to be done and what may
be further action. Also the company knows the latest development and can plan accordingly.

GUIDELINES TO MASTER AND CEO REGARDING ORB

GUIDELINES TO MASTERS AND CHIEF ENGINEERS:
1. ORB must be duly recorded and signed( duty engineer and chief engineer to sign
each entry for part 1 and for part 2 by chief officer after each completed entry with
 42

master to sign the completed page for both the parts. In some companies chief engineer
signs each page countersigned by master) until the day before arrival at port. If vessel
arrives in port with a partially filled page, master has to sign at the end of last entry in
that page.
2. The ORB part 1 should be shown to PSC ( or any authorized person) in the
presence of the chief engineer and all the questions related to the entries made, must be
answered directly by him. Part 2 may be shown by master. Photocopies of the ORB
may be provided to the PSC inspector, only if requested.
3. The ORB part 1 have to be kept in the personal custody of the chief engineer and
part 2 with master(or chief officer as delegated). and they are responsible for the proper
upkeep of the oil record book.
4. Certificate and instruction manuals of the following equipment must be readily
available with the chief engineer:
 15 ppm Bilge separator, oil content monitor and automatic stopping device.
 Waste oil incinerator
 Auxiliary boiler ( In case used for waste oil incinerator)
 ODMCS
5. Bilge and waste oil treatment system (piping, cabling and equipment) are always in good
operation, properly monitored and maintained. Maintenance and calibration records are
available. Operating instructions should be posted near the equipment and all officers
authorized to operate equipment mentioned in (4) above to be familiar with the operation of the
equipments.
6. The IOPP certificate and supplement must be readily available for cross verification with the
oil record book by the PSC inspector.
7. A copy of IOPP certificate together with supplements must be available with the chief
engineer for his reference. He must go through the certificate carefully and ensure that entries
especially made in the ORB with respect to the following are correct:
 Tank names and capacities written in the certificate are same as what is written in the
ORB.
 Actual capacity should not be more than capacity mentioned in the certificate.
 Check the IOPP certificate supplement -- whether the boiler on your vessel is approved
for burning waste oil.
8. The receipts obtained after discharging waste oil or dirty water to ashore facilities must be
kept in the safe custody of chief engineer, attached to the oil record book.
9. A copy of the schematic pipeline diagram for bilge and sludge system should be displayed
near OWS and one additional copy should be available with chief engineer for reference. The
same is applicable for ODMCS which should be available with chief officer.
10. At least one spare new copy of ORBs must be available on board.
HOW TO FILL ORB?
RULES FOR COMPLETING ORB:-

1. All operations should be executed as per MARPOL 73/78- Annex 1 regulation 17

and should be recorded in the oil record book.
2. Anything other than what is to be recorded by rule; does not have to be recorded.
3. ORB should clearly and correctly record all operations related to cargo/ ballast
operations on oil tanker.
 43

4. When making entries in the ORB the date, operational code and item number
shall be inserted in the appropriate columns chronologically.
5. All officers and crew on board need to recognize that recording of ORB is
required by the rules and that the records are critical.
6. Tank nomenclature should be recorded as per the format noted within the
IOPPC.
7. Immediately upon completion of each operation/ job, the proper entries shall be
completed; in the way errors and omissions are avoided.
8. All entries in the ORB have to be recorded with indelible ink. Entries recorded in
pencil are not acceptable.
9. In case a wrong entry has been recorded in the ORB, it should be immediately
be struck through by a single line such that the wrong entry could still be read. No white
ink to be used for correction. The wrong entry will be signed by the officer in charge,
and the new correct entry follows.However, if a serious mistake is discovered in a later
stage, contemporaneous evidence is needed to prove that such an entry was wrong.
10. It is not permitted to leave any full lines empty between entries.
11. Oil record book shall be retained on board for the period of 3 years from the date
of last entry.
12. The vessel should have only one record book in use at a time.
13. In case an entry is missed out and this fact is realized later, a suitable entry has
to be recorded after the latest entry.
14. Where the vessel has an approval for discharging engine room bilges to slop
tanks, entry must be made both in ORB part 1 and ORB part 2 in case of such transfers.
15. Routine transfer of bunkers are not required to be entered in ORB.
16. Sooty waste generated from economizer water washing is categorized as waste
and is part of garbage. Hence it is not required to enter the same in ORB.
17. Weekly recording of quantities retained in bilge holding tank is voluntary and not
required by convention.
18. Recording of general maintenance of OWS is voluntary and not required to be
entered in ORB.
PREVENTION OF POLLUTION UNDER UNCLOS
PREVENTION OF POLLUTION UNDER UNCLOS:-
Prevention of pollution of sea is given in part XII, section 5 of UNCLOS. Following are the
relevant articles:-
ARTICLE 207 -- Pollution from land based sources
States shall adopt laws and regulations to prevent, reduce and control pollution of the
marine environment from land based sources, including rivers, estuaries, pipelines and outfall
structures, taking into account internationally agreed rules, standards and recommended
practices and procedures.

ARTICLE 208 -- Pollution from sea bed activities

Coastal States shall adopt laws and regulations to prevent, reduce and control pollution
of the marine environment arising from or in connection with sea bed activities subject to their
jurisdiction and from artificial islands, installations and structures under their jurisdiction.
 44

ARTICLE 209 -- Pollution from activities in the area. ( AREA means high seas)
States shall adopt laws and regulations to prevent, reduce and control pollution of the
marine environment from activities in area undertaken by vessels, installations, structures and
other devices flying their flag.

ARTICLE 210 -- Pollution from dumping

States shall adopt laws and regulations to prevent, reduce and control pollution of the
marine environment by dumping any thing in the sea from their vessels, installations and other
devices.

ARTICLE 211 -- Pollution from vessels

States shall adopt laws and regulations to prevent, reduce and control pollution of the
marine environment from vessels flying their flag. States acting through the competent
international organization or general diplomatic conference, shall establish international rules
and standards to prevent, reduce and control pollution of marine environment from vessels.

ARTICLE 212 -- Pollution from or through the atmosphere

States shall adopt laws and regulations to prevent, reduce and control pollution of the
marine environment from or through the atmosphere applicable to air space under their
sovereignty and to the vessels flying their flag or vessels or aircraft of their registry taking into
account internationally agreed rules, standards and practices and the safety of air navigation.

ENFORCEMENT OF REGULATIONS BY FLAG STATE UNDER UNCLOS

ENFORCEMENT BY FLAG STATE:-
It is described in article 217 of UNCLOS.

 Every state must ensure that vessels flying their flag must comply with the international
laws and must adopt regulations to ensure their compliance.
 State must take appropriate measures to ensure that all vessels flying their flags are
prohibited from sailing unless they are complying with international rules and standards.
 State must ensure all vessels flying their flag are carrying on board all certificates as per
international requirement and must ensure periodical inspection of ships to ensure conformity of
these certificates with actual conditions on board. These certificates shall be accepted by other
states unless they have clear grounds for believing that the condition of the vessel does not
correspond substantially with the particulars of the certificate.
 if a vessel commits a violation of international rules and standards, the flag state must
provide for immediate investigation.
 Flag state conducting investigation of violation, may request assistance of any other
state, whose co-operation could be useful in clarifying the circumstances of the case.
 State must, at written request of any state, investigate any violation committed by the
vessel flying its flag.
 States must be prompt in responding to any request for information by any other flag
state.
 flag state must fix adequate penalty for any vessel which violates the law. The penalty
must be adequate in severity, to discourage future violation.
DUTIES OF FLAG STATE UNDER UNCLOS
 45

Duties of flag state is explained in article 94 of UNCLOS. It makes clear that the right of owning
a ship ( flying the flag of a country) makes the ship a part of the states national property. It also
entails duties and responsibilities.
1) Every state shall effectively exercise its jurisdiction and control in administrative, technical
and social matters over ships flying its flag.
2) In particular every state shall:-
a) Maintain a register of ships flying its flag with details except those who are excluded from
international regulation on account of their small size.
b) Assume jurisdiction under its internal law over each ship flying its flag and its master,
officers and crew in respect of administration, technical and social matters.
3) Every state shall take such measure for ships flying its flag as are necessary to ensure safety
at sea with regard, inter alia to:-
a) The construction, equipment,and seaworthiness of ship.
b) The manning of ships, labor conditions, and the training of crews, taking into account the
applicable international instruments.
c) The use of signals, the maintenance of communication and the prevention of collision.
4) Such measures shall include these necessary to ensure:-
a) That each ship, before registration and thereafter at appropriate intervals, is surveyed by a
qualified surveyor of ships and has on board such charts, nautical publications and
navigational equipment and instruments for safe navigation.
b) that each ship is in the charge of master, and officers who possess appropriate
qualifications, in particular in seamanship navigation, communications and marine engineering.
c) that the master, officers and to some extent appropriate the crew are fully conversant with
international regulation concerning safety of life at sea, marine pollution, prevention of collision
and maintenance of communication of radio.
5) In taking the measures called for in para (3) and (4) each state is required to conform to
generally accepted international regulations, procedures and practices and to take any step
which may be necessary to secure their observance.
6) A state which has clear grounds to believe that proper jurisdiction and control with respect to
a ship have not been exercised may report the facts to flag state, which in turn should take
remedy actions.
7) Each state shall cause an inquiry to be held by a suitably qualified person/ persons into every
marine casualty or incident of navigation on the high seas involving a ship flying its flag and
causing loss of life or any other incident involving another state or marine environment.

How internal audit identifies lack of proper training of personnel?

Element 12 of ISM code, company verification, review and evaluation makes it mandatory for
the company to control the shore and ship based safety management system and pollution
prevention activities by means of internal audits. Internal audits are to be carried out annually. It
is a form of self verification.
It will identify, where appropriate with regard to training
1) procedures -- Bunkering, use of machinery checks - arrival, departure etc.
2) Documents -- Oil record book, log book, permit to work etc.
3) Personnel -- Training records, familiarization location and use of safety equipment.
4) Corrective action -- Report of accidents, near miss application
5) Equipment -- Maintenance and operation of OWS, LSA, FFA etc.
There are two methods for the auditor to find out the above:-
 46

1) Observing -- It gives the visible flaws in documentation, machinery condition/ operation,

condition of ship, operation of ship
2) Interviewing -- When a safety management procedure exists, the personnel involved should
be able to describe their understanding, of the way it is carried out or in some cases provide
evidence for the same. The auditor should compare the participants statement against standard
procedure. If it is not, it may lead to personal harm, damage to ship/cargo/ environment. This
will be an NC.
Thus this may indicate the requirement of on board training of personnel.

ENGINEERING ECONOMICS RELATED WITH SHIP BUILDING/ REPAIR

1) RISK ANALYSIS:-
Risk analysis comprises of risk assessment, risk management and risk communication.
Risk analysis = Risk assessment + Risk management + Risk communication
Risk assessment involves identifying source of potential harm, assessing the likelihood of
harm occurring and its consequences.
Risk management evaluates the identified risks, requiring attention and implements plan
and actions required to address the risk.
Risk communication involves an interactive dialogue between risk assessors, risk
managers and stake holders.
Risk analysis is frequently used when carrying out non routine jobs or those with a potential to
cause accident or harm. e.g. when carrying out ship side painting in a dry dock, a risk analysis
is carried to identify hazard, ( hazard to man and environment) and plans and actions are put in
place to address the identified risk.
Risk analysis plays an important role in ship repair/ building, as at its various stages risky
jobs have to be taken up. Hence before going through with the job, it has to be thoroughly
analysed using the risk analysis method. On doing so, this job can be carried out successfully.

2)BREAK EVEN ANALYSIS:-

It is a technique widely used in production management. It is based on categorizing
production cost between those which are 'variable' ( costs that changes when production output
changes) and those that are fixed( cost not directly related to volume of production)
Total variable and fixed costs are compared with sales revenue in order to determine the
level of safe volume, sale value or production at which the business makes neither profit nor a
loss known as break even point.
 47

OA - Variation of income with production.

OB -- Total fixed cost
As output increases, variable costs are incurred. At low level of production costs are greater
than income At point 'P' total cost = Income and this is the break even point.
Break even analysis is frequently used for the capacity planning of a new port or terminal and
for a service capacity such as a number of ships that can be simultaneously attended to.

3) SENSITIVITY ANALYSIS:-
It measures the impact on project outcomes, of changing one or more key input values,
about which there is uncertainty. It reveals how profitable or unprofitable the project might be if
input values to the analysis turn out to be different from that assumed.
e.g. If a pessimistic, expected and optimistic values be selected for a variable, a sensitivity
analysis may be performed to see the outcome changes with change to each of the three
selected values in turn.
Sensitivity analysis helps identify critical inputs in order to facilitate choosing where to spend
extra resources. It also helps in anticipating and preparing for questions asked when defending
a project. Sensitivity analysis is a major of project worth.
Such evaluation can be used as a tool for ship construction where raw material price is a
variable.

4) MULTISTAGE SEQUENTIAL ANALYSIS:-

Managing today's organization require continuous decision making. The results from
these decisions must be continuously monitored and the original decision may need to be
revised or new alternatives sought. the sequence of decisions and uncertain events link the
initial decision to the final outcome. It involves 'starting' at the end and 'rollback' towards the
initial decision. Decision trees then display the effect of successive decisions over a time
horizon where outcome is uncertain.
Capital budgeting for new ventures, production scheduling and inventory replacement policies
use multistage sequential analysis.

5) MULTI-ATTRIBUTE DECISION MAKING:-

It is process of selecting a particular option from a set of possibilities, so as to best satisfy the
aims or goals of the decision maker. Options are decomposed into different dimensions X
 48

usually called attributes. According to this decomposition each option O is first described by a
vector of value V of corresponding attribute. The vectors are then evaluated by utility function F.
Functions should be defined by decision maker goal. When applied on a particular option O
then function F yields a utility F(O). According to this value the option can be ranked and the
best one chosen. In multi attribute paradigm the decision maker knowledge about particular
problem is therefore described by attributes X and utility function F. In addition there is data
base of option O of vector V.
Options O Attributes
O1= V11, V12 .....V14 X1, X2, X3, X4 (
O2= V21, V22, ... V24
O3= V31, V32, .... V34 Utility function (F)
O4= V41, V42, ..... V44
F(O1), F(O2) F(O3) F(O4)

e.g. Selection of dry dock. In MADM problems the decision maker is often faced with the
problem of selecting alternatives that are associated with non commensurate of conflicting
attributes.

TREATY, CONVENTION AND PROTOCOL

TREATY:-
A treaty is a written international agreement between two states ( a bilateral treaty) or
between a number of states ( a multilateral treaty), which is binding in international law. In a
treaty willing parties assume obligations among themselves and a party which fails to live up to
their obligations can be held liable under international law for that breach. Treaty can be loosely
compared to contracts; both are means of willing parties assuming obligations among
themselves, and a party to either that fails to live up to their obligations can be held liable under
international law.

CONVENTION:-
A convention is a meeting of various states for a formal multilateral treaty with a broad
number of parties . Convention generally means coming together for a common objective.
Conventions are normally open for participation by the international community as a whole or by
a large number of states. Usually the instruments negotiated under the auspices of an
international organization or any of their organs is known as convention.

PROTOCOL:-
These are important treaty instruments made when major amendments are required to be
made to a convention which although already adopted, has not yet entered into force. For
example, MARPOL 73/78. The protocol to MARPOL was adopted in 1978 as the 1973
convention was not in force in 1978. 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 amendments in their articles. In 1988, harmonization of certificates were adopted through
protocol in the conventions. For this the amendments were done in their articles. So protocol,
will be called when
1) Major amendments are done when convention is not in force.
2) When amendments are made in the articles.
 49

3) When there amendments are done in chapter 1 of SOLAS as chapter 1 of SOLAS is the
articles.

ENGINE ROOM RESOURCE MANAGEMENT -- 2

COPING WITH STRESS:-
The personnel on board the ship are burned with the magnitude of work due to reduced
crew strength on ship. This along with fear of doing something wrong, differences among
various people and lack of sleep may lead to tremendous amount of stress in the personnel.
Living away from home for months together compounds this problem many folds. It is the duty
of chief engineer to ensure that his staff do not get over stressed. This can be done by
encouraging better in the personal relation. Praising person for his good job. Briefing them how
to avoid mistakes and delegating work so that nobody is overburdened. In addition to all these,
talking personally to people, engaging about their family, and other personal matter sometimes
help in keeping environment cool and thereby reducing the chance of over stressing. Music, art
etc are forms of physical diversion for stressed individual.

EMERGENCY RESPONSE:-
Each and every person should be allotted his duties in case of different types of
emergencies. All personnel should be educated about their duties and responsibilities. Same to
be practiced during drills, performance assessed and shortcoming addressed. Also during drills
the importance of team work is emphasized which motivates people in acting faster and in
organized manner in any kind of emergency. The response time to be noted and brainstorming
sessions held to discuss means to improve response.

HUMAN RESOURCE QUALITY ASSURANCE:-

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

ENGINE ROOM RESOURCE MANAGEMENT -- 1

LONG TERM PERSONAL DEVELOPMENT :-
An individual is judged for his skill and job competence. Special skills and
innovative jobs should be recognized and entered in his appraisal report for further development
without delay. Thus personal development is more important as in workplace the personality is a
major determinant in selection and approach and completion of job along with inter relation.
Each man's personality should be entered in his appraisal report for further development without
delay and can be recommended for promotion. If a person is appreciated and his needs are
fulfilled by employer then a transparent environment conductive to his growth is developed and
this will lead to a long term interpersonal relationship development. Thus long term personal
development concept is important in success of organization.

ATTITUDE AND MOTIVATION DEVELOPMENT:-

A positive attitude and self motivation are crucial for the overall development of an
organization. Shipping companies are trying various theories to develop individual's attitude and
motivation by applying technique like positive reinforcement, behavior modification, stress relief
 50

etc. Attitude is the established way of responding to people and situation based on values,
beliefs and assumptions. In an organization the individuals has to change the attitude with the
changes in the world. Attitude of a person affects his behavior.
Similarly level of motivation not only affect the perception and learning but also affects the
performance of the individual. Motivation also causes goal directed behavior.
So, both attitude and motivation are the factors which influence the human behavior. As
a person is motivated positively, his attitude changes towards organization goals. So, the
development is necessary.

TRAINING PROGRAM AND INCENTIVE PROGRAM

TRAINING PROGRAM:-
Training plays an important role in making a person an effective member of
organization. Thus training aid in:-

1. Orienting and indoctrinate a new employee.

2. Teaching him specific knowledge, skills, attitudes to perform jobs.
3. Providing the opportunity for self development.
Training should be developed on following logic:-
1. Identifying the need for training.
2. Select the appropriate target group for training.
3. Design the training in terms of appropriate learning theory.
4. Evaluate the scope of training with scientifically designed evaluation scheme.
5. Drills on emergency should be regularly conducted and in realistic manner.
6. An assessment of individual's existing knowledge to be made when designing a
training program.
7. Training program to be documented, debriefing to be carried out.
8. Videos, CBT's and demonstration to be used as training aid.
INCENTIVE PROGRAM:-
Considering needs of the individual as a driving force in human behavior, management tries to
govern the behavior of employees in satisfying their needs and the object perceived are known
as incentives.
Considering the motivational techniques money can never be overlooked as motivator whether
in form of wages, bonus incentives etc. An incentive program based on performances may be
developed for the engine room on quality basis. This in turn increases the effectiveness and
performance level of the workers. Crew members may be rewarded for good work by either
giving extra over time, bows etc. Junior officers may work hard for the sake of promotion, which
in turn brings better wages. Thus incentive in any form increases the overall effectiveness of
crew.

HOW SHIP BUILDING COSTS ARE ANALYSED?

Methods of ship building cost analysis:-
1) The Vodoo method –It is also known as black book method of estimation. It is so called
because of its secrecy. In this method shipyard personnel estimate the cost of ship building
based on their previous experience of building similar ships which are nearly of same size and
type. Apart from previous estimate the knowledge of experts and their self made formula also go
 51

into this type of cost estimation. All these information are kept secret. This method works only
with similar type of ship.
2) Direct method:- In this method during beginning of construction a rough estimate is given
and is improvised as the design progresses.
3) Parametric method:- It consists of dividing the ship cost estimation into chunks based on
previously available input or extrapolation of that data and finally summed up to give a total cost
estimate, which is generally more accurate than the other methods. System and subsystem
costs are characterized in a spread sheet or cost estimation programme as a programme of
overall matrices such as length, volume, displacement and propulsion powers. The proportions
are estimated through comparisons with similar ships.
Cost estimation approach requirement --- 3-tier hierarchy cost estimation
a) 1st tier – used at start of cost estimating process when limited information is available.
b) 2nd tier – preliminary design. It is based on about 125 data elements related to ship.
c) 3rd tied -- Contract design. It is based on 100 or 100 of data elements related to subsystem.
4) Standard method:- Some shipyards offer standard ship design for which cost characteristics
are well known.

WHO (WORLD HEALTH ORGANIZATION)

WHO:-
It is the UN specialized agency for health and was established in 1948. It,s objective is the
attainment by all people of the highest possible level of health. Health is defined as a state of
complete physical, mental and social well being. It contracts with member governments, UN
agencies and other bodies to develop health standards, control communicable diseases and
promote all aspect of family and environmental health. it is governed by 192 member states
through the world health assembly.
In 1951 WHO member states adopted international sanitary regulation which were renamed
international health regulation in 1969. Its purpose is to ensure maximum security against the
international spread of diseases with minimum interference in world traffic. earlier 6 diseases
Cholera, Plague, Small pox, Yellow fever, Relapsing fever and Typhus were on the agenda of
WHO but later it reduced to 3 namely Cholera, Plague and Yellow fever.
Article 81 of IHR states no other documents are necessary for international traffic. Now
vaccination against Small pox and Cholera is not required, only vaccination against yellow fever
is required. Article 54 of IHR requires every ship to be either permanently kept in such condition
that it is free of rodent or be periodically deratted.
For every ship to do international business International deratting certificate is required

IMO PERFORMANCE STANDARD FOR PROTECTIVE COATING ( PSPC)

IMO PERFORMANCE STANDARD FOR PROTECTIVE COATING ( PSPC)
Aim of PSPC:- Aim is to improve safety at sea by avoiding the effects of corrosion thus
enhancing the structural integrity of the vessel at whole. In specific terms it involves a a target of
15 years useful coating life for ballast tanks classified as being in good condition according to
definition used by IACS.
It applies to new building and covers protection of the water ballast tanks in all type of
ships of 500 GT and more as well as double side skin spaces in bulk carriers of 150 meters or
more in length.
It came in force for all ship building contracts placed on or after 1st july 2008. If no contract all
keels laid from 1st July 2012. PSPC already applies to the ballast tank and double side skin
spaces of tanker and bulk carriers built in accordance with common structure rules (CSR) since
 52

8th December 2006.

PSPC sets out requirement for improved procedures and better quality control via increased
inspection requirement at all stages within the three following main areas:-
1. Surface preparation -- ( primary and secondary), including requirements to a)
profile, b) cleanliness c) shop primer.
2. Coating application -- with requirement that include a) surface preparation in all
stages b) dry film thickness c) coating advisers must have FROSIO or NACE
certification.
3. Coating quality -- it includes a) type b) pre-qualification c) specification
Overall there are significantly increased demand for documentation of entire coating process,
right from raw steel plate to the final coating system. These must be compiled into a coating
technical file ( CTF), which is to be kept on board and maintained throughout the lifetime of the
ship.

Summary of specific PSPC requirement:-

A) Surface preparation --
1. Blasting to Sa 2 and 1/2 with profile between 30-75 microns.
2. Soluble salts< 50 mg/sq. meter
3. Shop primer must be zinc silicate based. If not at least 70% of intact shop primer
must be cleaned to Sa2
4. No visible dust
5. No oil contamination
B) Coating inspection -- Advisers must be certified to FROSIO( level III) or NACE( level II) .
Inspection must include
1. Surface preparation for all stages.
2. For primary surface preparation; confirmation of the quality and thickness of shop
primer
3. Visual inspection and measurement of dry film thickness
C) Coating system --
1. Coating must be epoxy based system
2. Use of multicoat system that must involve contrasting colors.
3. Top coat must be light in color to ease inspection
D) CTF must include
1. Statement of compliance.
2. Copy of technical data sheet
3. Shipyard work record
4. Procedure of inspection and repair of particular coating system.
CORROSION MANAGEMENT
Corrosion can be mitigated primarily by two methods. One method is technical approach, which
includes coating, cathodic protection and inhibitors etc. The other method is managerial
approach, which is less technical and more managerial. This has been not a major focus of
attention for ship owners for many years. Corrosion management is concerned with the
development, implementation, review and maintenance of the corrosion policy.
The general conclusion of some authors is that the causes of corrosion related a failure is
human error/ poor management control. These causes include lack of inspection/ monitoring,
 53

poor communication, mal -operation, insufficient design review and inattention to warnings/
technical information.
Successful management of corrosion means that corrosion hazards are identified and the
associated risks are minimized by implementation of appropriate action before significant
damage is sustained by the installation. Use of corrosion inspection and corrosion monitoring in
a proactive way( determining the deterioration rate and action to change the rate) and predictive
maintenance ( maintenance action based on equipment condition) are effective strategies for
corrosion management.
Investigation into a series of marine casualties have revealed that about 40% of them have
resulted from structural failures and corrosion deterioration is found to be single largest factor
leading to such failures.
The first recommendation came in 1996 with ESP of hull structures of bulk carriers and
tankers, which specified the positive reporting of the condition of structural members in
corrosion prone area.
In order to combat corrosion deterioration of hull structure, the fight should ideally begin
from the building stage. The first serious and implementable regulatory measure was made in
1998, by amending SOLAS to include a corrosion prevention system for ballast tank.
CAS to ascertain the actual longitudinal strength after taking into account of the actual
corrosion deterioration was made mandatory in 2002 for all tankers older than 15 years. Class
societies were assigning CAP notations prior to this which was not mandatory.
Now GBS is mandatory. In 2006 PSPC (Performance standard for protective coating), which
stipulate the surface preparation and application of coating at new building stage and in their
subsequent inspection and planned maintenance throughout a vessel's life.

How ISM code continuously improves shipboard activities

The ISM code has been formulated for continuous improvement of SMS. There are various
clauses which helps to improve the system. these are as follows:-

1. Under ISM code element 12.1, it says company should carry out internal safety
audit on board and ashore at intervals not exceeding 12 months to verify whether safety
and pollution prevention activities comply with the SMS. By this a company self
assesses the system.
2. Under element 12.2, it is mentioned that ship's SMS are to be reviewed by
company for effectiveness and to be proposed corrective action accordingly.
3. Under element 12.3, the audit and corrective action should be approved
procedure.
4. As per element 9.1, report of NC, accident and hazardous occurrences with the
proposed corrective action to be reported to company, so that as per the desired
objective can be achieved.
5. As per ISM element 5, where the master's review, overriding powers should be
clearly mentioned in SMS. Master's review of SMS is periodical. In this way SMS can be
assessed periodically.
6. Identification of training needs, resources of personnel, requirement of various
sumbols issued from the organization as per element 6.3,6.5 etc.
DIFFERENT ZONES OF SEA UNDER UNCLOS
UNCLOS:-United Nations Convention on the Law Of the Sea.
There were 2 earlier Conventions on same in 1958 and 1970. But both failed. UNCLOS 3
 54

took place from 1973 to 1982. It defines the rights and responsibilities of nations in their use of
world's ocean, establishing guidelines for businesses, the environment and the management of
marine natural resources. It came in force in 1994. It has 17 parts in which 320 articles are
there. Apart from that it has 9 annexes.
Objective of UNCLOS:-

1. To promote peaceful uses of the sea.

2. To facilitate internal communication.
3. To enable equitable and efficient utilization of ocean.
4. To protect and preserve the marine environment.
5. To promote maritime safety.
Under UNCLOS the sea has been divided in different zones. But to define the zones first there
should be a baseline. So, we will start from the baseline.
1) BASELINE:- Normally a sea baseline follows the low water line, but when the coastline is
deeply indented, has fringing island or is highly unstable, straight baseline may be used.

2) INTERNAL WATERS:- Covers all water and waterways on the landward side of the baseline.
the coastal state is free to set laws, regulate use, and use any resources. Foreign vessels have
no right of passage within internal waters.

3) TERRITORIAL WATERS:- It is mentioned in UNCLOS Part-II, section 2 Article 3. Territorial

waters are 12 Nm from the baseline( 22 km, 14 miles). The coastal state is free to set laws,
regulate use and use of any resources. vessels are given the right to innocent passage through
any territorial water. Innocent passage is defined in section 3, article 17. It is defined as passing
through waters in an expeditious and continuous manner, which is not prejudicial for the peace,
good order or the security of the coastal state. Fishing, polluting, weapon practice and spying
are not innocent, and submarines and other underwater vehicles are required to navigate on the
surface and to show their flag. nations can also temporarily suspend innocent passage in
specific areas of their territorial seas, if doing so is essential for the protection of its security.

4) ARCHIPELAGIC WATERS:- The convention set the Archipelagic states in the part IV which
also defines how the state can draw its territorial border. A baseline is drawn between the
outermost points of outermost island, subject to these points being sufficiently close to one
another. All waters inside this baseline are designated Archipelagic waters. The state has full
sovereignty over these waters(like internal water) but foreign vessels have right to innocent
passage(like territorial water).

5) CONTIGOUS ZONE:- It is defined in part II, section 4, article 33. Beyond 12 Nm limit, there is
further 12 Nm from territorial sea baseline, the contigous zone, in which a state can continue to
enforce law in four specific areas: Customs, taxation(fiscal), Immigration and Pollution(sanitary).
Vessels carrying noxious substance or waste may be turned away on public health and
environmental grounds.

6) EXCLUSIVE ECONOMIC ZONES (EEZ) :- Defined in part V, article 55 to 57. These extend
from the edge of the territorial sea out to 200 Nm( 370 Km, 230 miles) from the baseline. Within
this area, the coastal nation has sole exploitation rights over all natural resources. The EEZs
were introduced to halt the increasingly heated clashes over fishing rights, although oil was also
becoming important. Foreign nations have the freedom of navigation and overflight, subject to
the regulation of coastal states. Foreign states may also lay submarine pipes and cables.
 55

7) CONTINENTAL SHELF:- It is defined in part VI, article 76. It is defined as the natural
prolongation of the land territory to the continental margin's outer edge, or 200 Nm from the
coastal state's baseline whichever is greater.A state continental shelf may exceed 200 Nm until
the natural prolongation ends.

However it may never exceed 350 Nm( 650 km, 400 miles) from the baseline, or it may never
exceed 100 Nm( 190 Km, 120 miles) beyond the 2500 meter isobath.( the line connecting the
depth of 2500 meters)
Coastal states have the right to harvest mineral and non living material in the subsoil of its
continental shelf, to the exclusion of the others. Coastal states have also the exclusive control
over living resources attached to the continental shelf, but not to creature living in the water
column beyond the EEZ.

8) HIGH SEAS:- Defined in part VII. Part of the sea not included in EEZ, in territorial sea or in
internal waters of a state or in the archipelagic waters of an archipelagic state. High seas are
open to all states for freedom of navigation, freedom of overflight, freedom to construct artificial
island and installation, freedom of fishing, freedom of scientific research. High seas shall be
reserved for peaceful purposes. Other high sea precautions are prevention of slave trade,
piracy, seizure of ship, illicit narcotics trafficking.
IMDG CODE
IMDG CODE:-
It was developed as a uniform international code for the transport of dangerous goods by
sea covering such matters as packing, container traffic and stowage, with particular reference to
segregation of incompatible substances.
Development of code:- It dates back to 1960 SOLAS conference. Working group of IMO MSC
began preparing the code in 1961 in co-operation with UN committee of experts on the transport
of dangerous goods. It was adopted in 4th assembly in 1965.
IMDG code classes:- For the purpose of this code, dangerous goods are classified in different
classes, to subdivide a number of these classes and to define and describe characteristic and
properties of the substances, material and article which will fall within each class or division.
There are 9 classes:-----
1. class 1 -- Explosives
2. class 2 -- Gases
3. class 3 -- Flammable liquids
4. class 4 -- Flammable solids; substances liable to spontaneous combustion,
substances which in contact with water emit flammable gases.
5. class 5 -- oxidising substances and organic peroxides
 56

6. class 6 -- Toxic and infectious substances.

7. class 7 -- Radio active material
8. class 8 -- Corrosive substances
9. class 9 -- Miscellaneous dangerous substances and articles.
IMDG code made mandatory by amendments to SOLAS chapter -VII adopted in may 2002 from
1st july 2004.
How an amendment can be done in IMDG code:-
Amendments to IMDG code originate from two sources --
1) Proposal submitted directly to IMO by member state.
2) Amendments required to take account of changes to the UN recommendation on the
transport of dangerous goods.
Amendment is made on 2 yearly basis and approximately 2 years after their adoption, they
are adopted by authorities responsible for regulating the various transport modes.
Implementation of code is mandatory in conjunction with obligation of the members of the UN
governments under SOLAS and MARPOL 73/78. It is intended for use not only by the mariner
but also by all those involved in industries and services connected with shipping.
The current edition of IMDG code is 2010 edition; incorporating amendment 35-10. This
edition was applied on voluntary basis starting 1st January 2011 and became mandatory on 1st
January 2012. The 2012 edition, incorporating amendment 36-12 will be voluntary starting 1st
January 2013 and will become mandatory on 1st January 2014.

WORLDSCALE
WORLDSCALE:-

Purpose:- To establish a tanker to obtain the same net return per day at the same world scale
percentage regardless of the voyage actually undertaken.
Structure:- Based upon normal trading voyages of a notional standard vessel. Calculation is
based on the costs involved in the standard vessel performing a round voyage on the target
voyage( 15000 miles)
World scale schedule issued jointly ---
1) World scale association (LONDON) ltd. -- Rest of the world
2) World scale association ( NYC) INC -- Responsible for north, central and south America,
Carribean islands, Bermuda, Greenland and Hawaii.

WORLD SCALE-- BASICS 1:-

Constitute an index of reference rates with common calculation factor. it is expressed in
USD/tonne of cargo carried. World scale schedule is issued in January, amended for changes in
bunker prices, port charges and exchange rates.
WORLD SCALE --- BASIC 2:-
Amendments published when significant changes occur to port charges and are
effective from a specified date. Actual market rates are expressed as a percentage of the
published rate. e.g.
W100= The flat rate as calculated and published.
W40= 40% of published rate
W250= 250% of published rate
Market rates are determined by negotiation between the owner and charterer.
Basis of calculation:-
1) Standard vessel
 Total capacity -- 75000
 57

 Speed ---- 14.5 knots

 Bunker consumption --- 55 ton/day at sea, plus 100 tons/voyage, 5 tons/day in port,
 Port time --- 48 hours /port for one to one voyage plus 12 hrs for additional ports.
 Fixed hire element -- 12000 USD/day
2) Variable cost
 Bunker prices-- Worldwide average for 380 cst during the 12 months ending
30 September prior to schedule effective date.
 Port costs -- Information available up to end September using USD exchange rates
average for during the 12 months ending 30 September prior to schedule effective date.
 Canal transit -- a) 24 hrs for each Panama canal
transit
b) 30 hrs. for each Suez canal transit.

STCW 2010 MAJOR REVISIONS

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.

FREIGHT AND "COA"

1) FREIGHT:-
It is the remuneration payable by the charterers to the owners for the performance of the
contract. It is normally payable in accordance with the terms of a freight clause which stipulates
the amount of freight, the time of payment and the method of payment.It is often paid under
charter party terms partially in advance.
 It is not payable unless the entire cargo reaches the agreed destination, even not the
carriers fault.
 It is not payable where the owners have breached the contract.
2) CONTRACT OF AFFREIGHTMENT:-
It is essentially a contract to satisfy a long term need for transport, most often for iron ore
and coal in bulk. It is an agreement between a charterer and ship owner for the carriage of a
specified quantity of specified goods between specified places, over a specified( and usually
long) period of time by vessels of a type and size stipulated by a charterer but which are
 58

nominated by the owners. The goods to carried and the total period are clearly defined, but the
shipment dates may be approximate. A stated minimum quantity must usually be loaded each
voyage with a "more or less" margin at the option of either the charterer ( MOLCO) or the
owners ( MOLOO).
In summary:
 The owners agree to transport an agreed volume of cargo over specified period.
 The charterer nominates cargoes and loading dates.
 The owners nominate suitable vessels.

ON BOARD RECORD KEEPING

A) NECESSITY OF PROPER FILING:-
Control of document is required by element 11 of ISM code. Proper filing is advantageous
because of:-
1) Proper filing ensures quick retrieval when required for future reference.
2) A ready reference is available for inspection
3) Filing forms is a systematic means of record keeping.
4) Standardization of record keeping across vessels enables more efficient record management.
5) Organized filing also saves storage place.
6) Proper filing is also required by legislation and regulation. i.e. MARPOL requires BDN to be
filed and maintained on board.
7) Numbering and naming of files also serves as a means of a reference number during
correspondence and reports.
8) Proper filing of a document mean it should go in a proper file with proper number and in a
proper order at proper time.

B) EFFICIENT CONTROL OF FOLLOW UP AND VERIFICATION:-

Follow up means keep yourself updated regarding the inquiry you have sent for answer, to
know progress.
1) Follow up to an initial correspondence serves as reminders and are to be filed with the first
correspondence.
2) Recording of follow up and verification activities serve as a evidence for closure of a finding in
an audit or inspection.
3) Such evidence may be in form of a record or photographic evidence and must not only be
sent to the party concerned as follow up to their inspection but also a copy to be maintained on
board.
4) Where applicable reports on the status of a follow up activity such as an audit must be
updated and sent weekly to ascertain that corrective measures to existing issues are being
established.
5) If this communication is a paper correspondence it is very important to have initial letter
number or reference number. If it is an e-mail that it is always better the whole correspondence
should be sent every time.

C) ACCIDENT/ INCIDENT INVESTIGATION:-

Records are the main key to investigate the reasons for an accident. The records can tell
how this problem started and what were initial indications.
1) Record of incident/ accident/ near miss reports serve as tool for training of personnel and
promoting a safety culture.
2) Near miss reports help spread awareness about a potential safety hazard, there by mitigating
risk.
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3) Accident/ incident investigation records are circulated through out the fleet for discussion and
subsequent filing.
4) Such reports also serve as evidence in the event of claims arising from an accident.

To highlight the importance of record keeping let us take an example of head injury due
to breaking of helmet by falling hammer.
 We received helmets in store, the received ones were not of same standard we have
asked for. ( Requisition filed, Invoice filed)
 Office was informed regarding this. ( Follow up done and continued, everything filed)
 In between helmet was used and a hammer fell on the helmet breaking it and injuring
head. ( log book entry)
 Incident report made and office informed.
During accident investigation requisition checked, invoice checked, office correspondence and
follow up checked, log book entry and incident reports studied. So, the filing of all documents
helped in a smooth investigation.

CHARTER PARTY AND LAY TIME

CHARTER PARTY:-
It is a written, or partly written partly printed contract between a ship owner and a charterer,
by which a ship is let or hired for the conveyance of goods on a specified voyage or for a
definite period.It defines the obligations, rights and liabilities of ship owner and charterer. It
usually comprises a set of standard clause on a printed form with additional typed Rider
clauses appended if the standard clauses fail to cover all aspect of parties agreement.It may
have many amendments, called Side clauses to the standard clauses, as agreed by parties. It
may have sensitive clauses in an addendum and/ or side letter. Side letters are not so
important as addenda. Addenda is not written in printed charter party. Charter parties are often
drawn up by brokers acting for charterer and are based on an evolved, standardized form.

LAY TIME:-
It is defined in voyage charter party lay time interpretation rule as the period of time
agreed between the parties during which the owners will make and keep the vessel available for
loading or discharging without payment additional to the freight. It is time allowed to the
charterers for cargo operation without additional payment
It may be three types with respect to method of determining the duration --
1) Definite lay time -- it will be stated in charter party as 6 days --- or-- 48 running hours.
2) Calculable lay time --- It is determined by making a computation from information in the
charter party e.g. where a cargo weighing 20,000 tons is loaded at a rate of 10,000 tons/day,
the lay time will be 2 days.
3) Indefinite lay time -- The charter party may state that the cargo to be loaded with "
customary dispatch" or " customary quick dispatch" or " as fast as vessel can receive".
Lay time is usually agreed to commence after a elapse of an agreed period
after the vessel is ready in all respect to load and has served the charterer a written notice
called notice of readiness.
If the lay time is exceeded by the charterer, he has to pay the owner a compensation
called "demur rage".But if the ship has loaded or discharged quicker than lay time, the owner
will have to pay the charterer a compensation called " dispatch".
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OFF HIRE CLAUSE

OFF HIRE CLAUSE:-
It appears most in time charter. There is generally a printed clause applying to special
circumstances. The purpose of Off Hire clause is to relieve the charterer of having to pay hire in
circumstances where use of the ship is compromised and without any need to prove breach of
charter by the owner. However not all off hire clause are equal and sometime it is the
circumstances of the charterer rather than the ship that decide if such apply.
A classic off hire clause is clause 15 of 1946 NYPE time charter. This provides that " .... in the
event of loss of time from deficiency of men or store, fire, breakdown or damage to hull.
machinery or equipment, grounding, detention by average accidents to ship or cargo, dry
docking for the purpose of examination or painting bottom, or by any other cause preventing the
full working of vessel, the payment of hire shall cease for the time thereby lost, and if upon the
voyage the speed be reduced by defect in or breakdown of any part of hull, machinery or
equipment, the time so lost, and the cost of any fuel consumed in consequence there of, and all
extra expenses shall be deducted from hire."

STEPS AND METHODS OF SHIP ACQUISITION

Four step process for capital acquisition like ship acquisition are:-
1) PLANNING:- Planning is the most important thing to do for any project. It is thinking, about
the future and the action laid down in advance. Planning is the design of a desired future and of
effective ways of bringing it about.
Planning -- a) Set a mission and goal
b) assess the environment
c) Appraise company's capability
d) Craft the strategies
e) Implement the strategies
f) Evaluate and control the strategies

2) DESIGN:- The second major phase in ship acquisition is design. The design has various
meaning but with reference to the ship acquisition it basically means, preparing engineering
drawing, specification and to support these with calculation and experimental testing as
required. design establishes the configuration, form dimension, lay out and other characters
which can be represented visually.
Design --- a) concept
b) preliminary
c) contract
d) detailed
Design types include:- drawings, sketches, diagrams/schematic computer imaging, models etc.
Design engineering needs information on -- Output, capacity, capability, cost and delivery lead
time, weight and center of activity, dimensions, clearance required for maintenance, spare part
requirement, required maintenance, required services

3) COMMERCIAL:- The third phase in ship acquisition process mainly involves commercial
activities. It requires expertise of professionals in following areas --
a) Selection of yard for invitation
b) Request for expression of interest
c) Invitation to bid
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d) Bid analysis, invitation to bid

e) Negotiations
f) Financing
g) Contracting

4) PRODUCTION AND POST PRODUCTION:- The fourth phase in the ship acquisition process
involves the owner's activities during production.
Project management --
a) Fulfill original objectives
b) Keep project within budget
c) Keep project on schedule
d) Co-ordinate project team
e) Detect need for and take corrective action
f) Communicate progress to management

Six methods of ship acquisition are:-

1) New ship construction
2) Second hand purchase
3) Lease or chartering
4) Ship conversion
5) Contract of affreightment
6) Ship sharing/ vessel pooling.

COURSE OF ACTION WHEN SHIP IS IN HEAVY SEAS

If a ship is operating in heavy seas following are the course of actions which should be taken:-
1) FREQUENTLY SOUND ALL HOLD BILGES:-
If a ship is operating in heavy seas, there is more likelihood of structural damage to the
hull, hatch covers, ventilators, etc. due to green seas. This could allow water ingress into the
hold and there will be an increase in mean draft. In addition, if the center of buoyancy of the
intact volume after bilging does not lie in the same transverse plane as the center of gravity,
there will a change in trim. And if the bilge space is asymmetrical with respect to center line of
the ship, the ship will heel till the center of buoyancy of the intact waterline volume lies in the
same fore and aft plane as the center of gravity. If the metacentric height GM in the flooded
condition becomes negative, the resulting moment will cause the vessel to heel to the angle of
loll, even though the bilged space is symmetrical with respect to center line.
The result of heel and trim may also result in further entry of sea water through
non watertight openings which would further aggravate the situation, by causing loss of stability
by flooding and free surface effect. So, frequent sounding of bilge space give an indication of
any such damage.

2) FREQUENTLY SOUND BILGE IN CHAIN LOCKER, FORE AND AFT PEAK TANKS,
COFFERDAMS AND OTHER VOID SPACES:-
Checking and sounding bilges in chain locker, fore and aft peak tanks, cofferdams and
other void spaces for water ingress will indicate any structural damage affecting water tight
integrity. The effect of stability will be same as described above. Also if the structural damage
will be in chain locker and fore peak tank, it will cause the vessel to trim by head, with more
green seas being taken at forward aggravating the problem.
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3) SOUND ALL FUEL, FRESH WATER AND BALLAST TANKS:-

All the above tanks should be checked for again water tight integrity of ship and
particularly fuel tanks and fresh water tanks for sea water contamination. Fuel oil contamination
with sea water would increase the amount of water and sodium content in the fuel oil. The
presence of sodium is determined for main engine, when sodium to vanadium ratio increases
more than 1:3, this could lead to main engine component failure due to hot corrosion with
serious consequences. Fresh water contamination would lead to water shortage on board.
Flooding of ballast tank will affect the stability of the vessel due to free surface effect and
unbalanced moments. So, sounding of above tanks is important for vessel safety.

4) IF SATISFIED WITH 1), 2), AND 3) TRIM SHIP BY STERN AND CORRECT ANY LIST:-
generally even keel is the desirable sailing condition, but in heavy seas if a trim by
stern is maintained particularly in ballast condition, then there would be less likelihood of
propeller/ rudder emerging out of water. Thus propeller racing and engine load fluctuation is
avoided giving better power and steering. A trim by head would cause more green seas to be
taken over the bows making the condition worse. Any list would reduce the roll angle necessary
for deck immersion, hence any list should be corrected.

5) REDUCE SPEED OF MAIN ENGINE:-

Heavy pitching can cause main engine to be overloaded at the same speed. So, speed of
main engine should be reduced. Also, reduction in main engine speed would lower the effect of
green seas and thus reduce the possible structural damage, particularly at fore end. Ship
motion ( rolling, pitching etc.) would generally be better and the change in speed would cause a
change in periodic time of wave encounter, which would reduce resonant motions and vibration
if they had been occurring.

ILO and its background

BACKGROUND:- The ILO was established as an agency of the league of nations following the
treaty of Versailles which ended world war 1. It was established in 1919. In 1919 a pioneering
generation of scholar, social policy experts and politicians designed an unprecedented
international organizational framework for labor politics. The core members all knew one
another from earlier private, professional and ideological network, in which they exchanged
knowledge, experiences and ideas as social policy. Prewar, International association for
labor legislation (IALL) and political networks such as The socialist Second International were a
decisive factor in the institutionalization of international labor politics. In the post world war 1
euphoria, the idea of make able society was an important catalyst behind the social engineering
of the ILO architects.
GOVERNANCE:- The international labor office in Geneva is the permanent secretariat of
ILO. Administration and management are decentralized in regional area and branch office in
more than 40 office. The International labor council meets annually. the governing body decides
the agenda of the International labor conference, adopts the draft program, elects the director
general etc. The guiding body is composed of 28 government representative, 14 worker's
representative and 14 employer's representative.Unlike other United
nations specialized agency, ILO has a tripartite governing structure-- representing government,
employers and workers with a ratio of 2:1:1.
Through July 2011, the ILO has adopted 189 conventions. In 1998 the ILC adopted
 63

a declaration containing four fundamental policies:-

1) The right of workers to associate freely and bargain collectively.
2) The end of force and compulsory labor.
3) The end of child labor.
4) the elimination of discrimination in respect of employment and occupation.

PARIS MOU NEW INSPECTION REGIME(NIR)

NEW INSPECTION REGIME
NIR of Paris MOU has entered into force on 1st January 2011. with introduction of NIR, Paris
MOU will change its target of inspecting 25% of individual ships calling at each member state to
a shared commitment for full coverage of inspecting all ships visiting ports and anchorages in
the region. Information collection was started from 17 june 2009. Features of NIR :-
1) SHIP RISK PROFILE:- SRP is based on following factors using details of ship inspection in
Paris MOU in last 36 months.
GENERIC FACTOR HISTORICAL FACTOR
--- Type of ship --- Deficiencies
--- Age of ship --- Detentions
--- Flag( whether undertaken voluntary IMO member state audit scheme)
--- recognized organization
--- Company (enforcing ISM)
According to above factors ships will be classed as:-
HRS -- High risk ship -- with points having 5 or more
SRS -- Standard risk ship -- which is neither LRS nor HRS
LRS -- Low risk ship -- Meets all criteria of low risk parameter.

For calculating SRP ----- Points

Ship type oil, chemical, Gas bulk, passenger 2
Age >= 12 1
Flag Black- VHR, HR, Med to HR 2
Black- Med risk 1
RO Low, very low 1
Company Low, Very low 2
No. of detentions in
last 36 months >=2 1

2) COMPANY PERFORMANCE:- This is the new parameter in the Paris MOU inspection
regime. It takes into account detention and deficiency history of all ship's in a ISM's company
fleet. It is calculated daily over 36 months period. ISM deficiency will cause 5 points and rest 1
point.
a)Deficiency index of company= No. of deficiencies in all inspection in all ship / No. of
inspections in all ships
b) Detention index = No. of detention of all ship / No. of inspection in all ship
Company performance will be classed as High, medium, low, very low.
Index will be classified as
a) Below average -- if > 2 points below Paris MOU average
 64

b) Average -- if Paris MOU average + or - 2 ponits

c) above average -- if. 2 points above Paris MOU average

3) INSPECTION INTERVAL AND PRIORITY:-

a) HRS -- Priority II - between 5-6 months of last inspection
Priority I -- after 6 months of last inspection
b) SRS -- Priority II- 10-12 months of last inspection
Priority I - after 12 months of last inspection
c) LRS -- Priority II - 24- 36 months of last inspection
Priority I- after 36 months of last inspection

But there are some over riding factors also for inspection. Over riding factors are Priority I :- i)
Collision ii) Illegal discharge iii) Unsafe manoeuvering iv) Suspended or withdrawn class v) No
ship data in data base.
Unexpected factors are for priority II:- i) Outstanding deficiencies ii) previously detained ship iii)
Complaint iv) Cargo problem v) reporting by pilot

4) REPORTING OBLIGATION :- a) 72 hrs before ETA if eligible for expanded inspection. b) All
ships with HRP c) Any bulk carrier, tankers, passenger ships . 12 years of age.
24 hrs before ETA for every ship.

5) REFUSAL OF ACCESS:-
* If ship flies black listed flag, it will be banned after more than 2 detentions in the last 36
months.
* If the ship flies grey flag it will be banned after more than 2 detentions in the last 24 months.
Lifting of ban :- a) 1st ban -- after 3 months
b) 2nd ban -- after 12 months
c) 3rd ban -- after 24 months
d) 4th ban -- permanent
As a chief engineer if my ship is going to Paris MOU region, first of all I will check my
ship's profile and will check that no ISM related deficiencies are there.

DIFFERENCE BETWEEN OFFICIAL LOG BOOK AND DECK&ENGINE LOG

BOOK.
OFFICIAL LOG BOOK:-
1) It is required by administration like M.S. act 1958 section 212 states that every Indian ship
except a home trade ship of less than 200 GT, an official log book should be kept.
2) It is always in a prescribed form approved by administration.
3) Official log book is signed by master and some other member of crew as witness.
4) Master commits an offence if he does not abide by the rules laid down by administration
regarding official log book.
5) It should be submitted to administration when ship changes its flag, or ship is lost or
abandoned if practicable.
6) Entries in the official log book is as per section 214 of M.S. act in Indian context.

DECK AND ENGINE LOG BOOK:-

1) It is required by office and charterer to see the parameters or any events related to
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movement of ship.
2) It is in prescribed form of company.
3) deck and engine log book is signed by the departmental heads of their respective
department.
4) Master can not be convicted and penalized if some entry is not made in the above log books.
5) These need not be submitted to administration.
6) Entries will be likely as follows
deck log book -- course, speed, weather, switching on and off of navigational lights, change
over of steering gear to auto/manual.
Engine log book --Engine parameters, any machinery breakdown, fuel oil, lubricating oil
consumption etc.

BEST MANAGEMENT PRACTICES (BMP)

BEST MANAGEMENT PRACTICES:-
Three fundamental requirements of BMP are:-
1) Register at MSCHOA( Maritime security centre – Horn of Africa).----- It is a planning and
co-ordination centre for EU naval forces. It encourages companies to register their vessel
movement prior to entering high risk area including IRTC (International recommended transit
corridor). This may be done directly online by Ship’s operator by fax or by e-mail.
2) Report to UKMTO ( UK maritime trade operation). ----- It’s office is in Dubai and it is the
first point of contact for ships in the region. The day to day interface between masters and naval
forces is provided by UKMTO. It talks with merchant ships and liaises directly with MSCHOA
and naval commanders at sea and ashore. Vessel are strongly encouraged to report daily to the
UKMTO by e-mail at 0800 hrs GMT whilst operating within high risk area. Vessel position
reporting form – Daily position report should be used.
3) Implement SPMs (Ship protection measures) ---- These measures are the basic that are
likely to be effective. BMP includes planning from company as well as from master.
A) Company planning:-
a) Register ship with MSCHOA website
b) Obtain the latest information from MSCHOA and NATO shipping centre websites.
c) Review the ship security assessment (SSA) and implementation of ship security
plan(SSP) as required by ISPS code.
d) Put SSP in place.
e) Monitor piracy related websites on specific threats.
f) Offer guidance to master with regard to recommended route.
g) Plan and install ship protection measures(SPMs)
h) Conduct crew training.
B) Master’s planning:-
a) Briefing crew and conduct drill.
b) Prepare an emergency communication plan.
c) Define the ship’s AIS policy --- better to keep ON.
d) Register with MSCHOA, if company has not done it.
e) Upon entering submit vessel position reporting form – initial report to UKMTO.
f) Reduce maintenance and engineering work to minimum.
g) Daily submit vessel position reporting form to UKMTO @ 0800 hrs GMT.
h) Carefully review all warning and information.
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i) Use IRTC “group transit scheme” while transiting through Gulf of Aden.
j) Make adjustment to passage plan to conform to MSCHOA.
Now let us see what all are the Ship protection measures(SPM) :-
1) Provide additional look outs.
2) Rotate watch to provide watch keepers rest.
3) Ensure sufficient binoculars and keep vigilant watch on RADAR.
4) Put well constructed dummies.
5) All doors and hatches providing access to the bridge, accommodation and machinery
spaces should be properly secured.
6) Deploy razor wires on ship side. Electrified barriers can be used on ship other than
hydrocarbon carrying vessels, following a full risk assessment.
7) Use of water spray or foam monitors --- hot water and steams are more effective.
8) Manoeuvring practice
9) Safe muster points/citadel
10) Armed private maritime security contractors.

ENTRIES TO BE MADE IN OFFICIAL LOG BOOK

OFFICIAL LOG BOOK:-
Section 212 of MS act 1958 as amended, states an official log book shall be kept in the
prescribed form in every Indian ship except a home trade ship of less than 200 GT.
Section 214 of the above act states that the entries to be made in the official log book
are as follows:-
1) Every conviction by a legal tribunal of a member of his crew for which it is intended to
prosecute.
2) Every offence committed by a member of his crew for which it is intended to prosecute.
3) Every offence for which punishment is inflicted on board and the punishment inflicted.
4) A report on the quality of work of each member of his crew, or a statement that the master
declines to give an opinion there on with a statement of his reasons for so declining.
5) Every case of illness, hurt or injury happening to a member of the crew with the nature there
of and the medical treatment.
6) Every case of death happening and the cause there of.
7) Every birth happening on board with the sex of infant, the names of parent.
8) Every marriage taking place on board with the names and the ages of the parties.
9) The name of every seaman or apprentice who ceases to be member of the crew otherwise
than by death, with the place, time, manner and the cause there of.
10) The wages due to any seaman or apprentice who dies during the voyage and gross
deduction to be made there from.
11) The money or property taken over of any seaman or apprentice who dies during the voyage.
12) Any other matter which to be or may be prescribed for entry in the official log book.

ARTICLE OF AGREEMENT AND ITS NECESSITY

ARTICLE OF AGREEMENT:-
Article of agreement is the legal document agreed and signed between owner and or master or
its agent and the seaman who is being employed by the owner.
As per MS act 1958, The master of every Indian ship except a home trade ship of less
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than 200 GT, shall enter into a agreement with every seaman whom he engages, in, and carries
to sea as one of his crew. An agreement with the crew shall be in the prescribed form and shall
be signed by the owner or agent and the master before any seaman signs the same.
The agreement with the crew shall contain the following particulars:-
1) The name, of the ship on board which the seaman undertakes to serve.
2) Either the nature and, as far as practicable, the duration of the intended voyage, and the
places or parts of the world, if any, to which the voyage or engagement is not to extend.
3) The number and description of the crew of different categories in each department.
4) The time at which each seaman is to be on board or begin work.
5) The capacity in which each seaman is to serve.
6) The amount of wages which each seaman is to receive.
7) A scale of provision which are to be furnished to each seaman.
8) A scale of warm clothing and a scale of extra provision to each seaman in specified cold
regions.
9) Any regulation as to conduct on board and as to fines or other lawful punishments for
misconduct which is sanctioned by central government and agreed by parties.
10) Payment of compensation for personal injury or death caused by accident arising out of and
in course of employment.
11) Stipulations relating to such other matters as may be prescribed.

Article of agreement is necessary due to following reasons:-

1) Article of agreement is the legal document which states the employment of a seaman legally.
2) Payment of wages will be as per article of agreement and it can not be less than the amount
fixed by central government.
3) In case of any dispute between seaman and owner the article of agreement becomes the
legal document and the disputes are settled as per article of agreement. It also states that the
disputes will be solved as per which area or place jurisdiction.

FLAG OF CONVENIENCE (FOC)

FLAG OF CONVENIENCE:-
It is also known as "flag of necessity", "open registers" and "free flags". FOCs are
designated by the ITF's 'fair practice committee' which decides which flags are FOCs and which
are not. The criteria which makes a FOC are --
1) Whether the country allows non citizens to own and control vessels.
2) Whether access to and transfer from the registry is easy.
3) Whether taxes on shipping income are low r non existent.
4) Whether the country of registration does not need the shipping tonnage for its own purposes
but is keen to
earn the tonnage fees.
5) Whether manning by non-nationals is freely permitted.
6) Whether country lacks the power (or the willingness) to impose national or international
regulations on the
ship owner using its flag.
In defining an FOC register, the ITF takes as the most important factor whether the
nationality of the ship owner is the same as the nationality of the flag.

TYPES OF SURVEYS
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ANNUAL SURVEY:-
It is carried out 3 months before or after each anniversary date of
completion, commissioning or special survey. Purpose of annual survey is to do the general
inspection of items in relation to particular certificate. General inspections of items are done to
determine if they are maintained in good condition so that they can fulfill the functional
requirements for which they are installed on the vessel.

INTERMEDIATE SURVEY:-
It is held halfway approximately between special surveys. The window period for
intermediate survey is plus or minus 6 months. So, they are carried out on all ships, instead of
either second or third annual survey. Ultrasonic thickness gauging is done to find out whether
plates are within limit, where necessary surveyor attends gauging. The survey consists of
general examination of hull,machinery equipment ,fire fighting equipment etc. and detailed
examination of a certain part of them.

RENEWAL SURVEY:-
A renewal survey is carried out within a window period of plus or minus 3 months of
the 5th anniversary date. It involves a thorough inspection of hull, machinery and equipment to
confirm the structural integrity and fitness for intended purpose until next special survey. This
survey is carried out in dry dock and includes survey of side shell and bottom plating, sea chest,
sea suction, tail shaft, propeller and propeller shaft , rudder, anchor, anchor chain and mooring
equipment. Following satisfactory renewal, the certificate of class is renewed for a period of 5
years subject to annual and/or intermediate survey.

DAMAGE SURVEY:-
A damage survey is performed to access the extent of damage sustained, to compile a
list of recommended repairs and estimated cost to return the vessel to its condition before the
incident. A damage survey is required by insurance companies when a claim has been
submitted. It is part of a claim investigation to establish the probable cause and extent of
damage.

REPAIR SURVEY:-
Following repairs, a survey is again conducted in which a surveyor again assesses the
status of the vessel to ascertain if she has been restored to a condition meeting requirement.
Temporary repairs may be permitted by issuance of an appropriate recommendation or
condition of class. Where repairs are carried out at a place where the surveyor services are not
available, survey must be carried out at the earliest opportunity there after.

REGIONAL CO-OPERATION AND FUTURE OF PSC.

REGIONAL CO-OPERATION/AGREEMENT:-
While national port state control alone will enhance the safety of ships and
protection of marine environment, only a regional approach will ensure that substandard ships
and operators have fewer places left to hide.
Unless a regional approach is adopted, operator will just divert the vessel to ports where
less stringent inspections are conducted causing economical disadvantage to countries who
conduct proper inspection. To remedy this and to generally improve the effectiveness of
inspection, many regions of the world have already or are beginning to enter into regional
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agreements on PSC. Countries of same region come on common agreements called

memorandum of understanding(MOU). It ensures proper exchange of information about
ship,their record and the result of inspection carried out. This enables to target only ships that
have not been recently inspected.It also ensures that identified substandard ships are effectively
monitored. This applies especially to those ships that have been allowed to sail with minor
deficiencies on the condition that these are rectified in the next port of call.
It also ensures that PSC inspection is carried out in uniform manner in all countries
and similar standards are applied to all ships regarding detention.

FUTURE OF PSC:-
The impact of PSC on ship's and shipowners has grown, with concern members of
regional PSC becoming more organized and professional in their approach to inspection. When
detention occurs, the name of ship is publicly announced and quoted in their regional shipping
magazines. Ships with history of detention will find it increasingly difficult to trade unless they
and their companies gear up fully to inspection criteria laid by the PSC. The prospect of global
PSC with exchange of information and harmonization of procedure and training has even more
exciting implication.This will also provide means for better analysis of the cause of incident and
casualties and keep in preventing their recurrence. The development of PSC gives us a chance
to replace secrecy with transparency and openness in shipping.
The PSC officers have been now a days more trained and professionalized. New inspection
regime (NIR) of Paris MOU says that low risk ships are rewarded with 36 months interval and
high risk ships subjected to inspection every 6 months. The PSC officer now a days is more
trained and they get special training on safety and environment. Now a days the different MOUs
organize concentrated inspection campaign focusing on particular area of compliance.

SIGNIFICANCE OF PROPELLER CURVE

The traditional agent employed to move a ship is a propeller. The necessary propeller thrust, T,
required to move the ship at speed V, is normally greater than the pertaining resistance Rt. The
thrust of a propeller depends on its size, the angle of attack of its blades and the speed at which
it spins. By convention, propellers are described by diameter and pitch in that order. The
diameter of propeller is governed by its speed of rotation and the power of the engine rotating it.
For example a 20 H.P. engine would drive a 14 inch propeller at about 1500 rpm. If the propeller
had too small surface area for the power provided it would over speed and cavitate at high
revolution, providing little or no thrust. Pitch is dictated by the propeller’s speed of rotation, its
percentage of slippage, and the speed required from ship.
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The diagram power vs shaft speed, the so called propeller curve, contains
useful information about the working point of the main engine and the propeller.

The diagram above shows the propeller curve. The X axis is of scale of RPM and the Y axis is
the scale of HP. Now there will be a maximum HP and Maximum rpm for the engine. Curve A
shows propeller power curve with too much pitch or diameter. With this pitch and diameter the
engine will not be able to drive the propeller at given RPM. Curve B shows propeller power
curve with too little pitch or diameter. This will cause the cavitation and over speed of the
propeller at rated horse power. Which I have already discussed. The propeller with ideal
pitch/diameter ratio will be the one whose propeller power curve and engine HP curve meets at
maximum RPM.
So, a propeller curve is a very much significance for chief engineer. From the curve he can
easily make out that for the particular engine power what will be the maximum rpm at which he
can run the engine to get good propeller efficiency. In case of fixed pitch propeller, when
operating in heavy weather condition, the propeller performance curves i.e. the combination of
power and speed (rpm); will change according to the physical laws and the actual propeller
curve can not be changed by the crew. But in case of controllable pitch propeller the pitch can
be altered to suite the conditions outside and best propeller efficiency can be achieved. For this
the chief engineer will require propeller curve.

CHARTERER CONTRIBUTION CLAUSE

CHARTERER'S LIABILITY TO DAMAGE OF HULL( CLH) :-
It is not a standard a P&I cover but can be obtained by charterer from their P&I or from
their fixed premium underwriters. For example damage caused to the hull while loading, main
engine breakdown due to bad quality fuel supplied by charterer etc. In these cases CLH cover
will address the owner's claim for the damage to the vessel, hull, machinery and dry docking if
required.

CHARTERER'S LIABILITY TOWARDS CARGO CLAIM:-

As per NYPE agreement 1996, cargo claims are to be settled between owner and charterer,
in accordance with inter club agreement. Depending upon what has caused the claim to rise,
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claims may be allocated 100% to either owner or charterer or a 50%-50% allocation. Example
1) Unseaworthiness of vessel -- 100% owner
2) Claims due to loading, stowage, lashing, discharge -- 100% charterer unless the word
responsibility is added and master is responsible for above operations, then owner -- 50% and
charterer-- 50%
3) Claims for shortage and over carriage. 50% owner, 50% charterer.

POLLUTION LIABILITY INSURANCE

If a ship is a tanker carrying a cargo of more than 2000 tons of persistent oil in bulk, then one
has to make sure that they have a CLC ( International civil liability convention for oil pollution)
certificate on board. The certificate is commonly known as oil pollution insurance or 'OPIC'. The
certificate is issued by flag state. It is valid for a maximum period of 12 months. The period of
validity is usually concurrent with the period of the insurance cover. If the insurer is P&I club,
this will be normally from noon GMT on 20th february in one year to the same time and date in
following year.
But US federal law requires vessels entering US navigable waters to carry a certificate of
financial responsibility (COFR) as evidence of financial responsibility for oil pollution. It should
be carried out by all ships of 300 GT and above.
Under CLC 1992 all these liabilities are insured by the clubs, although with a limit in respect of
oil pollution claims which presently stand at US $ 300 million, each entered ship, each accident
or occurrence.
The international convention on the establishment for an International fund for compensation
for oil pollution damage, 1971 is known as Fund convention. It has a protocol adopted in 1992.
Came in force in 1996. It has two purposes:-
1) To provide additional compensation to that given under the CLC to victim of pollution.
2) To provide some relief to the ship owner liability for pollution.
It requires the importers of oil to make payments into a pollution fund known as
International oil pollution compensation fund (IOPC) from which relief payment can be made.

ENTITLEMENT, ADJUSTMENT AND ARTIFICIAL GENERAL AVERAGE

1) ENTITLEMENT
a) Ordering general average act:-
The general average act was usually ordered by the master or other crew member in
authority of vessel. Now a days in USA and in UK even a third party like local port authority,
provided that it is necessary for the common safety. It is usual practice today that the
shipowners order the act, directly or through agents.
b) Carrier's actionable fault precludes entitlement:-
A claimant is not entitled to obtain contribution from the other parties to the common
venture simply because his sacrifice or expenditure falls within the terms of Rule A of the York-
antwerp rules. Something more is required, the carrier must not have been at fault in law. In
other words a carrier in not entitled to obtain contribution in general average from cargo, if the
peril which necessitates the extraordinary sacrifice or expenditure arises as a result of his
actionable fault or negligence in law, or of that of his employees.

2) ARTIFICIAL GENERAL AVERAGE

Artificial general average is the granting of the claim for general average even when one of
the 5 basic principles of general average found in rule A of the York-Antwerp rules of 1994 is not
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present.
Because there is no specific peril requirement in rules X(b) and XI(b) of York-Antwerp
1994, which is related to expenses at port of discharge and wages of master and crew, claims
may be made for general average. This is 'general average by agreement' or 'artificial general
average'.

3) ADJUSTMENT
The process of adjusting a general average sacrifice or expenditure begins with the
'declaration' of the general average. general average claims must be submitted in writing to the
average adjuster within 12 months of the date of termination of the common maritime
adventure.

General average is ordinarily adjusted at the place where the voyage terminates
according to the law applicable there. The contract usually provides that the adjustment is
conducted accordingly to the York-Antwerp rule, unless the parties choose another mode of
adjustment. The actual adjustment is usually carried out by professional average adjuster,
usually at the shipowners request. The general average is apportioned by multiplying the value
of each contributory interest by a fraction, composed of the value of all the general average
expenses, divided by the sum of the contributory values.

CONTESTATION IN GENERAL AVERAGE

The principle of general average has been the subject of considerable dissatisfaction in recent
years for six main reasons:-
1) Exoneration of carriers for faults of the crew--
Hague rules, Hague/Visby rules, York-antwerp rules say that carrier should be exempted
from liability for their own negligence. However same rules say cargo owners/shippers are
responsible for their faults and fault of their employees. This causes considerable ill feeling.
2) The interpretation rule--
The second complaint regarding general average arises from interpretation rule, which
gives the numbered rules precedence over the lettered rules.
3) Emergence of marine insurance--
The third complain regarding general average has arisen because of the emergence of
insurance and marine insurance, which has made general average redundant. In fact, because
of the risk involved in general average, all parties now insure against responsibility for general
average contribution.
4) Expense and delay in general average adjustment --
The fourth complain arises from the fact that the general average adjustment is expensive
and is often so time consuming that it must be commenced before the right in law to contribution
has been decided.
5) Contribution collection problem --
A fifth problem arise from the fact that in general average the money is collected after the
event, as opposed to insurance, where premium is paid in advance. Many difficulties are
encountered in obtaining general average bonds, while collecting of contribution from cargo
interests is often made difficult in certain countries due to exchange control regulation.
6) Small general average ---
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Lastly, unless the general average claim is very large, adjusters find adjustment
quite innumerate.

P&I CLUBS
P&I clubs are properly called 'protection and indemnity association'. These are the association
of members shipowners and charterers owned and controlled by the insured shipowner or
charterer member, for the purpose, basically, of mutual insurance against third party liabilities
which arise in connection with the operation of ship. There are 13 members of the international
group of P&I clubs ( and their 4 associate clubs) and a number of small independent clubs. P&I
clubs are controlled by board of directors representing the shipowner members. Large claims
are examined and approved by directors. Clubs are managed by firms of insurance experts,
maritime lawyers and mariners operate on a non profit making basis. P&I club fund is
contributed by its member shipowners. Each shipowner contribution is decided on the basis of
1) Tonnage
2) Types of ship
3) Experience of claim with the particular shipowner
The premiums paid by shipowners are also referred as calls. Now the calls are divided in 3
parts
1) Advance call
2) Supplementary call
3) Over spill call
Insurance premiums are reviewed annually on a per ship/ fleet basis. Average claim ratio
over previous 5 years is taken into account to determine premiums.

Liabilities and Exclusion for P&I cover

P&I COVER:- Shipowners take P&I cover to mainly protect themselves from 1/4th collision
liability not covered by H&M policy and liability against 3rd party.

P&I cover salient liabilities are:-

1) Cargo claims ( short delivery, loss or damage to cargo)
2) Crew claims ( medical expenses, repatriation etc.)
3) Collision liability ( 1/4th not covered under H&M)
4) Fixed and floating objects ( damage to docks, wharves, bouys)
5) Third party injury and death claims ( stevedores, passengers)
6) Oil pollution liability
7) Miscellaneous claims e.g. custom fines, immigration fines due to improper documentation.

Exclusion for P&I cover are:-

1) ad-valorem bills of lading
2) Deviation
3) Delivery of cargo at a port other than that specified in charter party.
4) Failure to arrive or late arrival at the port of loading
5) delivery of cargo without production of a bill of lading
6) Ante dated or post dated bills of lading
7) Clean bills of lading in case of damaged cargo
8) Arrest or detention of an entered ship
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9) Oil pollution liabilities are also limited and is announced for each policy year declared toward
the end of current year.

LIABILITIES AND EXCLUSION IN H&M COVER

H&M POLICY:- These are usually time bound policies with a maximum period of 12 months.
The items covered will be clearly stated in the clauses of policy. Any extra part covered will raise
the insurance premium.
LIABILITIES OF H&M POLICY ARE AGAINST FOLLOWING:-
1) Perils of the sea
2) Fire and explosion
3) Theft from outside
4) Jettison
5) Piracy
6) Earthquake, volcanic eruption, lightening
7) Accidents during loading and discharging
8) Machinery damage
9) Latent defect in machinery and hull
10) Negligence of master, officer and crew
11) 3/4th collision liability
12) Barratry of master, officer and crew

EXCLUSION TO H&M COVER ARE:-

1) Loss of damage caused by willful misconduct or willful negligence of owner
2) Loss of freight due to delays
3) Loss due to wear and tear
4) War risk clause
5) Increased value, disbursement and excess liabilities are covered in separate policies
designed to provide an additional source of recovery over and above H&M value in event of
total loss.
6) Third party liabilities including oil pollution
7) Loss due to strikes, locked out workmen etc.
8) Loss or damage due to nuclear weapon or radioactive damage
9) Loss due to chemical, biological, biochemical, electromagnetic weapons and cyber attack.

BILL OF LADING
BILL OF LADING:-
A bill of lading ---
1) is a receipt of goods either received(before shipment) or shipped on board.
2) is a good evidence of the existence and terms of a contract between the shipper and the
carrier. However, bill of lading is not a true contract, since it is usually signed by only one of the
parties.
3) is a document of title, signifying that the holder has the legal right to possession of the goods
it describes.

It can be said that the bill of lading is a document issued by a carrier, acknowledging that
specified goods have been received on board as cargo for conveyance to a named place for
delivery to the consignee, who is usually identified. The term is derived from the noun "Bill", a
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schedule of cost for services supplied or to be supplied and from the verb "to lade" which means
to load a cargo onto a ship or other form of transport.
A typical bill of lading may contain the following:-
1) reference number
2) name and address of shipper and consignee
3) ports of loading and discharging
4) name of carrying vessel
5) number and kind of packages
6) gross weight
7) description of goods
8) place where freight is payable
9) numbers of original bill of lading
10) place and date of issue
11) signature of carrier/master
12) carrier's standard terms and conditions

HISTORY OF LOAD LINE AND OVERVIEW OF ILLC 1966

It has long been recognized that the limitation on the drought to which a ship may be loaded
makes a significant contribution to her safety. These limits are given in the form of free board,
which constitutes, besides external weather tight and water tight integrity, the main objective of
convention.
HISTORY:-
The first recommendation about cargo loading limits based on free board were introduced by
Lloyd's register in 1835. The free board was assigned as a function of the height of the cargo
hold. It was 3 inch/ feet of the height of cargo hold.
In 1860's after increased loss of ships due to overloading a member of the British
Parliament, Samual Plimsoll advocated the creation of legislation about load line.
It was 1930 that there was international agreement for universal application load line
regulations and the load line convention was adopted.
In 1966, another load line convention was held in London which re examined and
amended the 1930 rules. The international convention on load line was adopted on 5th april
1966 and entered into force on 21st july 1968.
PROVISIONS INCLUDED IN 1966:-
1) Provision were made for determining the free board of ships by subdivision and damage
stability calculations.
2) The regulation took into account the potential hazard present in different zone and different
seasons.
3) The technical annex contained several additional safety measures concerning doors, freeing
ports and hatchways. The main purpose of these items was to ensure water tight integrity of the
ship's hull below the free board dice.
4) 1966 convention required all assigned load lines to be marked amid ship on each side of the
ship, together with deck line.
5) Ships intended for carriage of timber as deck cargo, were assigned a smaller free board as
the deck cargo provided protection against the impact of waves.

OVERVIEW OF ILLC 1966:-

1) ARTICLES -- Covering matters of contract between government, survey and certification
 76

2) ANNEX I --- Regulations for determining load lines( divided in 4 chapters)

Chapter I-- General -- Strength of hull, types of ship, definitions and marking
Chapter II -- Conditions of assignment of free board
Chapter III -- Free boards -- Evaluation of free boards in terms of geometrical, physical
characteristic
of any ship
Chapter IV -- Special requirement for ships assigned timber free board.
ANNEX II -- Defines Zones, areas and seasonal periods appropriate to the various load line
marking.
ANNEX III -- Prescribes the form and scope and certificates including the ILL certificate and
ILL
exemption certificate.

GENERAL AVERAGE ACT

GENERAL AVERAGE ACT:-
General average act is defined in Rule A of YORK ANTWERP RULE 1994 and 2004 as
follows:-
There is a general average act when, and only when, any extraordinary sacrifice or
expenditure is intentionally and reasonably made or incurred for the common safety, for the
purpose of preserving from the peril, the property involved in a common maritime adventure.
Essential features of a general average act:-
1) There must be an extraordinary sacrifice or expenditure-- Examples are
a) cargo jettisoned to re float a grounded vessel
b) Machinery damage sustained during re floating operation
c) Cost of salvage operation including salvors' reward.
d) Cost of entering, staying at and leaving a port of refuge.

2) Sacrifice or expenditure must be intentionally made or incurred -- Sacrifice should be

intentional and not by some accident. Examples are
a) Ship's CO2 cylinders are discharged in order to put off the fire on board.
b) Cost of wetting damage done to previously undamaged cargo.
c) beaching a leaking ship in order to prevent her foundering.

3) Sacrifice or expenditure must be reasonably made or incurred--

To allowed in general average act, the sacrifice or expenditure must be reasonably
made or incurred. When more cargo is jettisoned than required to refloat a grounded ship, the
excess would not be allowed in general average.

4) The sacrifice or expenditure must be made for common safety---

The sacrifice or expenditure must be made for the benefit of all the parties to the common
maritime adventure and not for the benefit of one party. Example -- To deviate the vessel for
repairs of refer plant on a refer vessel is not a general average.

5) The sacrifice or expenditure must be made for the purpose of preserving the property
from peril:-
The peril must have been real and substantial, although it need not have been imminent.
Example--
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A vessel which lost main engine power in mid ocean would be in peril, even though the
weather at that time might be good. But later the ship and cargo would come to grief either by
running aground and breaking up.

2012
EFFECTIVE COMMUNICATION
COMMUNICATION:-
it is the transfer of one's ideas to another for mutual benefit. Communication is said to be
effective when delivered at the right time. Communication provides a means by which human
element of the system can be motivated such that the plans are executed willingly and
enthusiastically, thus more effectively. Hence communication plays vital role in motivating a
person even though there are differences in attitude of people.
Some of the communication barriers are:-
1) Badly expressed message
2) Defective and faulty translation/ interpretation
3) Media transmission loss
4) In attention of receiver
5) Premature evaluation
6) Distrust between communicator and receiver
7) Failure to communicate in time.
Above barriers should be removed while communicating and following guidelines should
be followed for effective communication:-
1) Plan your communication properly
2) Know your own abilities and limitation
3) Cash on your abilities and weakness of opponents.
4) Verify your ideas before communication
5) Consult others where necessary
6) Communicate at right time
7) Put right information at right time
8) Be consistent with follow up action and feedback
9) Make your message original, colorful and interesting
10) Gain interest and attention first
11) Execute thoroughly
As communication structure has 3 kinds of flow of communication, which may be called
official:-
1) Downward
2) Upward
3) Lateral
Hence communication has to be properly utilized among colleagues as well as superiors and
subordinates to create an atmosphere full of faith, trust and competitiveness.

IMPLICATION OF JOHARI WINDOW

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The quality of interpersonal relationship is largely affected by the manner in which parties relate
to each other. How to relate to or affect other person reflects our personality. In order to
develop a close and binding relationship all parties must expose themselves to each other, so
that they can really get to know each other's strength and weakness.
JOHARI WINDOW:-
KNOWN TO UNKNOWN TO
SELF SELF

KNOWN TO ARENA BLIND SPOT

OTHER

UNKNOWN CLOSED DARK/GREY

TO OTHER

Every person has to develop in such a manner that the area marked ARENA increases
which will result in decrease of other areas i.e. blind, closed, and dark areas. A good manager
has to develop the ARENA as much as possible.
IMPLICATION OF MODEL:-
Whenever the ARENA is small, free and spontaneous interaction will be minimum.
If the ARENA is large there will be a greater chance of participation, in any relationship to make
any perceptual judgement helps the parties to achieve/ develop realities and mutual
expectations. Meeting these expectations improves relationship. As ARENA increases, closed
area or private self shrinks. self disclosure is the act of showing respect for sharing intimacy with
another person. Such an act of sharing requires trust in another person and encourages the
another person to follow suit in trusting you. There can be no teamwork without trust. Feedback
reduces the blind spot area and helps to increase our self awareness. Others see by our action
which may not be clear to self.

HOW A SHIPOWNER CAN GET P&I INSURANCE

When a shipowner/ shipping company requires P&I insurance for a ship, the club underwriter
will ask for information so that he can make a risk profile of the vessel. The underwriter is trying
to understand what sort of risk or risks the vessel represent in its current trading pattern. So, the
shipowner has to provide the following information to the underwriter:-
1) The tonnage of the ship in GT( Premiums are expressed in USD/GT)
2) year of build
3) Number of crew members
4) Type of vessel
5) Type of cargo to be carried
6) Areas of trading
7) Liner trade or tramp
8) Classification society
9) Management expertise
10) Compliance with national or international legal requirement
11) Number of ships in company
12) Previous P&I history
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After getting all these information the underwriter assesses the risk and calculate a fair
rate or premium. The premium should represent a fair charge to cover the risk involved and to
make sure that the other members of the club do not have to subsidize or lose benefit as a
result of new entry.
Now the club will make a company audit with the management. This adds valuable
information for the club underwriter. In addition club will often require a survey of one or more
ship in the new fleet to ensure the quality and technical standard of ship. So, the owner should
keep their ships in good condition and should abide by the club's rule. Entry into club is often
dependent upon the ship being found satisfactory on inspection. Once the ship is accepted for
entry into the club, a certificate of entry will be issued. This will be the evidence of P&I insurance
which has to be shown in most ports.

KEY AREAS TO INSPECT ON BOARD BEFORE A LONG VOYAGE.

As a chief engineer , under ISM code, I will inspect and check the following areas:-
1) Read the handing over notes of previous chief engineer thoroughly.
2) FO,LO,DO soundings to confirm and actual figures to match with log book figures and check
for any new requirement
3) Consumption pattern, any special instruction for same.
4) Check ORB
5) Overdue certificates, surveys if any
6) status of M/E and A/E.
7) Since PMS is on the basis of running hours and time based, so record of running hours
should be collected and checked from outgoing chief engineer
8) Check whether inventory is updated. There should be minimum number of spares stock
available on board at all times, for carrying out maintenance as per PMS. if number of spares
are not enough, then indent should be raised at earliest
9) Since vessel is going on the long voyage, so required stock of stores should be available on
board. Inventory should be updated. Requisition should be raised at earliest.
10) Pollution prevention equipment like OWS, sewage plant, Incinerator and associated
pumping system are in order.
11) Check inventory of all important special and provision tools on board.
12) Readiness for PSC inspection and their records to be checked.
13) Check maintenance files and records carried out by ship staff and workshop
14) The maintenance carried out during each month shall be entered in the log abstract and
forwarded to the concerned superintendent at the end of every month. renewal of every major
components, breakdown repair, detection of any crack, other defects to be highlighted in the
above abstract.
15) Complete set of drawings and instruction books/manuals as per the acceptance protocol
shall be kept and indexed.
16) Random testing of alarms and critical safety devices should be carried out. Audio/visual
alarms/cut outs and auto starting of equipment wherever provided shall be tested. alarm devices
should not be bypassed under normal condition, but if bypassed due to some reason, all
concerned personnel should be informed.
17) Check the record of CSM and equipment certificate. I should make sure that all certificate
under my charge are in order and valid.
18) check all engineer officers are familiar with PMS operation of all equipment and safety and
environmental protection policy of the company and they are strictly following it. Check that all
 80

personnel are able to communicate properly in execution of their duties related to SMS.
19) I will establish a plan for drills and exercises related to emergency shipboard situations and
check that personnel are responding to them as per company's established procedure.

COMPANY AND ITS OBJECTIVE UNDER ISM CODE

In ISM code element 1.1.2 'Company' means the owner of the ship or any other
organization or management, or the bare boat charterer who have assumed the
responsibility of for operation of the ship from the ship owner and who on assuming
such responsibility have agreed to take over all the duties and responsibilities imposed
by code.
OBJECTIVE:- Safety management objectives of the company should interalia (element 1.2.2)
1) Provide for safe practices in ship operation and a safe working environment.
2) Assess all identified risks to the ships, personnel and environment and establish appropriate
safeguard and
3) Continuously improve safety management skills of personnel ashore and aboard ships
including preparing for emergencies related both to safety and environmental protection
Company verifies the satisfactory implementation of the ISM code requirement and this written
in element 12 of ISM code
Company verification:- Company carries out internal audit over the shore based and
shipboard safety management system in order to measure the effectiveness of their own
system.
The company should carry out internal safety audit annually to verify whether
safety and pollution prevention activities comply with the SMS. The company should periodically
evaluate the effectiveness of and when needed review the SMS in accordance with procedure
established by company.The audits and possible corrective action should be carried out in
accordance with documented procedures. personnel carrying out audits should be independent
of the areas being audited unless this is impracticable due to size and nature of the company.
The results of the audits and reviews should be brought to the attention of all personnel having
responsibility in area involved. The management personnel responsible for the area involved
should take timely corrective action on deficiencies found.

SURVEYS OTHER THAN STATUTORY SURVEYS CARRIED OUT BY

CLASSIFICATION SOCIETIES
Apart from statutory surveys other surveys undertaken by classification society for a ship are:-
1) Design appraisal of new building:- Class appraise and approves design for the ship which
is going to be built.
2) Surveys during construction:- Attendance at the construction of the vessel in the shipyard
by a classification society surveyor and to verify materials during the construction at shipyard,
supervise the welding technique procedure, fabrication at all stages of construction, installation
of essential machinery on board and witness during sea and other trials. They inspect the
essential machinery and equipment at various stages of construction.
3) Surveys after construction:- Maintenance of class is assured by the system of periodic
survey. Upon satisfactory completion of the above, the shipowner request for the issuance of a
class certificate. This will be considered by relevant classification society and if deemed
satisfactory, a certificate of classification is issued.
4) Classification of existing ships:- If the ship is not built under particular society, can also be
classed with the other, provided the class rules of the new society are strictly abided by.
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5) Damage survey:- Damage survey of hull, machinery, equipment and permanent fitting are
done at the request of the shipowner or other interested parties and a factual report is issued.
6) Special survey:- Special surveys of hull and machinery are carried out at 5 yearly interval in
order to establish the condition of hull structure/machinery respectively to confirm the structural
integrity is in accordance with class requirement.
7) Annual and intermediate survey:- Must be carried out at their respective dates and within
their window periods. These are also carried out by the classification societies.
8) Approval of workshop:- They also approves workshop for manufacturing marine
components.
9) OFF hire/ ON hire survey:- It is done on behalf of owner's or charterer's to check the
condition of the ship.
10) Advisory services and other services:-
a) Inspecting technical features of all types of ship not covered under statutory surveys
b) Advising on lay up and recommissioning procedure
c) Noise and vibration measurement
d) Repairing and updating stability data
e) training for ships and shore staff on ISm code.

11) Approval of work based on QCS

12) Approval of work based on Quality assurance system

ROLES OF CLASSIFICATION SOCIETIES AND IMPORTANCE OF IACS

ROLE OF CLASSIFICATION SOCIETY:-
Classification societies are organizations that establish and apply technical standards in
relation to the design, construction and survey of marine related facilities including ships and
offshore structures. These standards are issued by the society as published rules. They publish
rules and regulations concerning:-
1) The structural strength of all essential parts of hull and its appendages.
2) The safety and reliability of the propulsion and steering system and other auxiliary system
3) All machinery (including electrical)
4) Materials of construction
5) Rules for special types of vessel
6) Rules for ship equipment etc

The classification society service is mainly on setting/ updating and monitoring hull structure and
essential shipboard engineering system, during construction and throughout a ship's service life.
A vessel must be in class all times while in service. For this vessels are being surveyed by
classification society surveyor at regular intervals. They carry out research and development in
ship's structure, engineering design and other safety aspect. They also provide technical
advisory services to shipowner and operator.

IMPORTANCE OF IACS:-
IACS was formed in 1968 with seven leading societies. In 1969 IACS was given consultative
status with IMO. It is the non governmental organization with observer status which is able to
develop and apply rules for structure, equipment and machinery. IACS frequently provides
technical input to IMO notably for studies into specific ship type and various safety and pollution
prevention issues. IACS is also playing a vital role in the introduction/ implementation of the ISM
 82

code. The program of periodical hull survey consists of annual, intermediate and renewal
survey. These are carried out by surveyors to assess any damage or defect which would impair
the structural capability or watertight integrity of hull. Also IACS surveyors survey in new
construction which are built under their supervision. For this the constructional details and all
necessary particulars relevant to hull, equipment and machinery are submitted for approval of
classification society before work is commenced. Materials used and workmanship should be
satisfactory according to rules. IACS pass Unified resolution (UR) and Unified interpretation(U
I).

UNIFIED REQUIREMENTS:-
These are adopted resolutions on matters directly connected to or covered by specific rule
requirement and practices of classification societies and the general philosophy on which the
rules and practices of classification societies are established. Subject to the ratification of the
governing body of each member society,unified requirements shall be incorporated in the rules
and practices of member societies, within one year of approval by the IACS general policy
group. Unified requirements are minimum requirements and each member is free to set more
stringent requirements.

UNIFIED INTERPRETATION:-
These are adopted resolutions on matters arising from implementing the requirements of
IMO conventions or recommendation. Such adopted resolutions can involve uniform
interpretation of convention, regulation or IMO resolution on those matters which in the
convention are left to the satisfaction of administration or vaguely worded.

STRESS, STRATEGY TO BEAT STRESS & MOTIVATE STRESSED

PERSONNEL
Stress is equivalent to tension/pressure caused by emotional strain. It is an adverse reaction of
people because of excessive pressure or demand placed on them. It arises when people feel
they can not cope.
The strategy for coping with stress affected personnel consists of three steps:-
1) Identify stress affected personnel-- They may be identified by their physical behavioral
effect such as
a) Chronic worry or anxiety
b) Inability to relax
c) Problems with sleep
d) Emotional instability demonstrated by aggression/uncontrolled anger
e) nervousness
f) Physical disorder like high blood pressure/ digestive problem
g) Uncooperative attitude
h) Addiction to smoking/ alcohol
i) Such individual may have a reduced morale and commitment to work
j) Poor judgement and poor relationship with colleagues

2) Identification of the problem -- (STRESSORS) Stress may be due to following reasons

a) Excessive workload without break
b) Time pressure for work completion
c) Insecure jobs/ work condition
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d) Monotony
e) Lack of worker friendly supervision
f) Continuous friction between superior and subordinate
g) Stagnation e.g. lack of career advancement
h) Poor working condition, interpersonal conflict
i) Personal problem i.e. family, friend etc

3) Coping with stress--

a) Efforts to increase physical and mental preparedness for coping. Release of emotional
tension through yoga, meditation, physical exercise etc
b) Creative diversions for emotional enrichment by music, theater etc
c) Counseling -- Counseling of employee is necessary. Give courage/ conviction to boldly face
problems. Show open and understanding attitude towards what people have to say about work
pressure
d) Re orientation -- Encouraging internal change in mind set to be realistic in goals/ values
e) Effective communication -- Regular communication with friends, colleagues and family helps
to reduce stress.
f) Job rotation -- Jobs to be rotated among personnel to bring out them from monotonousness
g) Source of problem to be addressed and problems to be dealt confidentially.

MOTIVATION:- Stressed personnel can be motivated through--

1) Feeling of loyalty -- Creating greater trust, better communication and sharing problem. The
sense of belonging will motivate the person as team
2) By understanding needs and attending to crew grievances and by presenting a conductive
working environment, personnel are motivated to put their best
3) Recognition and reward for a job will serve to motivate personnel to work harder.
4) Effective planning to ensure adequate rest hours will ensure maximum utilization of personnel
5) Jobs to be moved among personnel. More responsibility to be given to personnel to prevent
the drudgery and boredom associated with repetitive work
6) A conductive atmosphere free from harassment, discrimination and partiality and with
adequate control measures against physical hazard serves to maximize employee participation.

ISM RELATED DEFICIENCIES AND DEFICIENCIES LEADING TO

DETENTION
ISM RELATED DEFICIENCIES:-
1) Company safety and environment protection policy is not on board the ship or the ship
personnel are not familiar with it.
2) Safety management documents are not readily available. e.g. SMS manual not kept in library
3) SMS documentation is not in ship's working language
4) A senior officer does not identify DPA
5) Emergency situation contact procedures and contact number details of shore management
not in place
6) Emergency drill programs not available on board
7) Master and senior officers not knowing their responsibility and authority
8) NC raised during internal audit not reported to company and if reported no action taken
9) ship maintenance is not as per maintenance routine and no record available
10) Newly joined crew member is not familiar with his duties and necessary instructions
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which should be given to him prior sailing are not available

11) Senior ship officer is not aware of company responsibility and its policy
12) Vessel has been issued with interim certificate ( DOC and SMC ) not in accordance with
provision of resolution A788(19)

ISM DEFICIENCIES LEADING TO DETENTION:-

1) SMC is not valid (expired):- To avoid this program may be made to review all certificates at
regular interval and keeping a track of their validity
2) company safety and environmental protection policies are not known to senior
staff:- Proper training of personnel in aspect of ISM. All personnel to be briefed while joining.
Proper internal audit to carry out.
3) Emergency preparedness not on board:- Conduct proper internal audit and review all
documents at regular interval
4) ORB not on board:- Major non professionalism and negligence as part of ship's personnel
and company. Proper care should be taken to ensure that ORB is on board and properly filled
up. It should be ensured that new ORB are ordered well in advance
5) Emergency equipment on board not operating properly:- Due to improper planning and
maintenance. To avoid this emergency equipment must be maintained properly and tested at
specific interval as per laid standard and logged down to keep a track.

ACTION OF PSCO TOWARDS NON PARTY STATE

CERTIFICATES ISSUED BY NON PARTY STATE:-
If a flag state is not party to a convention and has not ratified the convention and has
issued a certificate , it does not give freedom to the state to violate the standards of convention.
PSCO will make sure that equivalent survey and inspection are conducted and an equivalent
level of safety and protection of marine environment are ensured. This is called no
more favorable treatment.

INSPECTION OF SHIP BELOW CONVENTION SIZE:-

Most maritime convention have progressive limits of application for each category of size of
ship. Those may be related to tonnage, length or other ship parameter. Such limits of
application involve not only certificate but also their equipment. As ships of non party and below
convention size are not provided with SOLAS, LOAD LINE or MARPOL certificates, as
applicable, or the crew member may not hold valid STCW certificates, the PSCO , taking into
account the principles established in this document should be satisfied that ship and crew do
not present a danger to those on board or an unreasonable threat to marine environment. It is
usual for such ships to comply with requirements of flag state, which may not be known to
PSCO, who must therefore use his discretion in judging those ships, possibly assisted in this by
some form of certification issued by flag state or on its behalf. In case of deficiency considered
hazardous to safety, health or the environment, PSCO can take appropriate action.

NO MORE FAVORABLE TREATMENT:-

Article I (3) of the protocol of 1988 to SOLAS 1974, article 5(4) of MARPOL 73/78 and article
X(5) of STCW 1978 provide that no more favorable treatment is to be given to ships of countries
which are not party to convention. In these cases ships shall be subjected to detailed inspection
and the PSCO will follow the same guidelines as those provided for ships to which the relevant
instruments are applicable.
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CLEAR GROUND FOR DETAILED INSPECTION DURING PSC

INSPECTION
CLEAR GROUNDS:-
Evidence that the ship, its equipment or its crew does not correspond substantially with
requirement of relevant convention or that the master or crew members are not familiar with
essential shipboard procedures relating to the safety of ship or prevention of pollution.
Clear grounds to conduct a more detailed inspection include:-
1) The absence of principal equipment or arrangements required by convention:- e.g.
MARPOL annex 1 requires that ship above 400 GRT and above must have an OWS with
automatically stopping device, if effluent exceeds 15 ppm. Absence of this principal equipment
will lead to detention.
2) Evidence from a review of the ship's certificate that it is clearly invalid:- e.g. Safety
equipment certificate found invalid since no renewal survey was carried out.
3) Evidence that the ship's logs, manuals or other required documentation are not on
board, are not maintained or falsely maintained:- e.g. ORB part 1 not present on board or
incomplete. Fire control plan not present.
4) Evidence from PSCO general impression and observation that serious hull or
structural deterioration or deficiency exist that may place at risk the structural, watertight
or weather tight integrity of ship:- e.g. Damaged guard rails, rusted ladder ways, rusted or
patched up pipes on deck.
5) Evidence from PSCO general impression and observation that serious deficiency
occurs in the safety, pollution prevention or navigational equipment:-e.g. any sign of paint
accumulation, seizure of pivot points, absence of greasing condition of blocks or falls.
Navigational lights not working
6) Information or evidence that master or crew is not familiar with key shipboard
operation relating to safety or pollution prevention:- e.g. Chief engineer does not know how
to release CO2 in Engine room. Master not familiar with emergency steering
7) Indication that key crew members may not be able to communicate with each other or
other person on board:- e.g.On Indian flag ship, English is working language. PSCO may
ensure that key crew members are able to understand each other during drill.
8) Absence of an up to date muster list, fire control plan and for passenger ships a
damage control plan:- e.g. signed off crew name still in muster list.
9) The emission of false distress alerts not followed by proper cancellation
procedure:- e.g. if EPIRB is accidentally actuated then it should be set right and nearest
coastal authority informed about accident.
10) Receipt of a report or complaint containing information that a ship appears to be
substandard:- e.g. Suppose a third engineer has reported that the OWS does not alarm. PSCO
may conduct detailed examination and should not disclose the source of information.

CARGO INSURANCE AND OPEN COVER

CARGO INSURANCE:-
It covers physical damage to or loss of goods whilst in transit by land, sea and air. There is no
standard cargo policy and most policies are tailored for the individual risk. However, most
policies incorporate the Institute cargo clauses A,B,or C. Risks covered under these clauses
are :-
1) ICC A-- Gives cover only against major casualties like fire or explosion, vessel or craft
stranded, grounded or sunk, capsized, overturning or derailment of land conveyances, collision
 86

or contact, discharge at a port of distress, jettison, general average sacrifices.

2) ICC B -- Extends the 'C' cover to include earthquakes, volcanic eruption, lightening, washing
overboard, entry of sea, lake or river into the vessel, total loss of package in unloading or
loading. There is deliberate damage exclusion, requiring the addition of the malicious damage
clause. Theft is not covered.
3) ICC C -- Give cover 'against all risks of loss of or damage to the subject matter insured'
making the policy almost fully comprehensive.
Some conditions are common to all institute cargo clauses. But for risks against war and
strike, which are excluded from above mentioned cargo cover, cargo owners have separate
insurance cover which is called cargo insurance war clause and institute strike clause.
Except for risk of piracy and malicious damage covered under policy A, excluded
risks are common to all 3 policies and these are:-
1) willful misconduct of the insured
2) Ordinary leakage, wear and tear, normal losses in weight or volume of cargo, insufficient or
unsuitability of packing or preparation of cargo.
3) Inherent vice or nature of cargo
4) Delay
5) Insolvency or financial default of owners, managers, charterers or operators of vessel
6) Unseaworthiness of vessel
7) Use of any weapon of war employing atomic or nuclear fission
Long term cargo insurance contract covering all goods shipment is normally covered
by 'OPEN COVER'. In this, assured forwards insurance against all shipment during the duration
of open cover. Open cover is itself 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
days notice period of cancellation by either side, reduced to 7 days when there are war risks.
The assured is honor bound to declare and insure all his shipments during the term of the open
cover and the insurer is honor bound to insure all the assured's shipments.

H&M COVER
HULL AND MACHINERY COVER:-
Hull and machinery cover, commonly known as H&M cover insures against ---
1) Actual or total constructive loss of ship's hull, machinery or equipment
2) Accidental damage to hull, machinery or equipment
3) Liability against owner of other vessel with which ship collides, commonly known as collision
liability. Normally collision liability is 3/4th of total liability but can be extended to 4/4th.
4) Liability for general average charges
5) Liability for salvage charges
H&M policies are generally time policies, the maximum period of insurance usually being
12 months. Coverage for a vessel under H&M policy is written with a vessel value, which has
been agreed upon between the shipowner and the policy underwriter. But it is not necessary to
insure property for its full value, and some assureds, in return for a lower premium, prefers to
carry part of the risk themselves. A H&M policy might state the insured value as for e.g.
$4,000,000 on hull and machinery valued at $ 5,000,000.
H&M cover is generally arranged for owners or managers by brokers, who acts as
agents of assureds. On instruction from assureds the broker prepares a slip for presentation of
the subject matter details to underwriters. The broker supplements the basic facts on the ship
with all material information about the risk as supplied by assured( under the principle of utmost
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good faith).
The broker contacts with one or more underwriters to pay an agreed premium for a
policy covering loss or damage. Unless the insured value of the vessel is small, the broker takes
the slip first to an influential 'lead' underwriter, then to a succession of others, until the risk is
100% covered. Some underwriters may not be interested in covering any part of the risk, while
those who are interested will usually write a line only a small percentage of the insured value of
the ship. Each underwriter indicates acceptance of his share of risk by writing his signature or
initials against the line on the slip bearing the percentage he accepts on behalf of his syndicate
or company.
When the slip is complete, i.e. the risk is 100% covered, the broker prepares details of
the cover on a cover note and sends this to the assured for approval. If assured approves of the
term, a formal policy is drawn up.
The policy form has inner section for attaching the applicable clauses and
warranties. Standard clauses of H&M cover are:-
1) International hull clause
2) Institute war and strikes clauses
3) Builder's risk clause.

P & I INSURANCE
P&I INSURANCE:- Ship owners insure against loss of or damage to their ship with hull
underwriters. They look to P&I clubs for insurance against their liabilities to others. P&I stand for
protection and indemnity. P&I clubs offer ship owners and charterers various degrees of cover
e.g. Protection, Indemnity, Strikes, Freight, Demurrage and defence etc. Individual clubs may
offer slightly different types of cover, although in the main, most will offer the same basic cover.
Most clubs offer two principal classes of cover. Protection and Indemnity ( P&I) known as class
1 and Freight, demurrage and defense FD&D) known as class 2. P&I cover includes the
following liabilities:-
1) Cargo claims (short delivery, loss or damage to cargo etc.)
2) Crew claims( medical expenses, repatriation, compensation of death)
3) Collision liability( the extent not covered in H&M policy)
4) Fixed and floating objects( damage to docks, wharves and buoys)
5) Third party injury and death claims( from stevedores, crew and passengers)
6) Oil pollution liability( or pollution by other substance)
7) Miscellaneous claims( including fines for innocent breaches of regulation, diversion and
expenses)
FD&D cover indemnifies members for legal and related expenses incurred in connection with
disputes under charter parties and other contracts, as defined in club’s rule, but does not extend
to principal amount in dispute.
Member of a club is not obliged to enter for all the risks set out above but may choose to
take cover from his club in respect only of certain risk which he perceives as most pressing from
his point of view.
A year from noon GMT on 20th February to immediately prior to noon GMT on the next
following 20 February is the policy year.
While other insurance premiums are fixed on the basis of probabilities or actual calculation,
P&I insurance premiums are reviewed annually on a per ship and/or fleet basis. Several factors
are taken into account in the process, most importantly the claim records of vessel, specifically
 88

the average loss- ratio (claims as percentage of premiums) over the previous 5 years. The
premium determined by the association and payable by the member may include the
following:-
1) Advance calls:- Means the whole of the budgeted premium for the year, payable in
quarterly installments.
2) Supplementary calls:- Later in the year, if claims have been heavier than expected, the
managers will ask members for a supplementary call to balance the books. Clubs aim to be
accurate in their prediction of future claims so as not to burden owners with supplementary
calls.
3) Over spill calls:- One or more over spill calls in respect of an over spill claim.
If there is a surplus at final closing of a policy year, the General body may distribute all or part of
the surplus among the members in proportion to the net annual calls paid for that policy year.
Refunds are made when income( calls + investment) exceeds outgoing( claims+ expenditure).

CLASSIFICATION SOCIETIES AS RO, LIMITATION AND STATUTORY

SERVICES
CLASSIFICATION SOCIETY AS RECOGNIZED ORGANIZATION
Classification society is an independent organization which publishes its own classification rules
including technical requirement, in relation to the design, construction and survey of the ship. It
has the capacity to apply, maintain and update those rules and regulation with its own resources
on a regular basis. Class is not controlled by and has no interest in ship owners, ship builders or
other commercial aspect of repair and maintenance of ships.
SOLAS and other international convention permit the flag administration to delegate the
inspection and survey of ships to a recognized organization. Classification societies play the
role of recognized organization and play an role in implementation of national and international
regulations.

LIMITATION;- While the authority to carry out statutory surveys and inspection on behalf of flag
administration may be delegated to RO, the powers of enforcement of RO are limited. When
required repairs or corrective actions are not carried out or a survey is not passed satisfactorily,
RO's do not have the power to detain the ship. At the most RO can withdraw the statutory
certificate or declare them invalid, and notify the ship's flag state or port state where vessel
happens to be located for further action.
Also, ROs are not guarantors of safety of life at sea or seaworthiness of vessel
because classification societies has no control over how a vessel is operated and maintained in
between the periodic surveys which it conducts.
Acting as recognized organization, classification societies verify compliance with national/
international regulations adopted by a flag state. The RO cannot on its own interpret the
regulation, nor without permission use professional judgement to accept equivalent solutions.
The specific roles of a RO are defined in contract with the flag state and flag state
has the ultimate responsibility.

STATUTORY SERVICES:-
Through their extensive resources of manpower worldwide expertise and technology, the
classification societies have the capability to undertake surveys, maintain records and conduct
the technical review necessary to fulfill the requirement of various IMO convention and codes
based on national standards imposed by individual flag states. Classification society undertakes
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statutory work on behalf of individual IMO member state.

Under the statutory services and activities, ROs may inspect and survey design,
construction, equipment and technical part and operation of ship. The elements to be inspected
or surveyed will depend on the specific requirement of the flag state. On successful completion
of the pertinent survey, the classification society will issue statutory certificate and attest that the
ship complies with the legal requirement of the flag state. If delegated by the administration,
class may also carry out certification of the SMS according to ISM code.

PMS UNDER ISM

IMPLEMENTATION OF A PMS ON BOARD SHIP UNDER ISM:-
1) CORRECTIVE ACTION PROCESSES:- Chapter 9 of ISM code requires the company's SMS
to include reporting and analysis of accidents with the objective of improving safety and
establishing procedure for implementation of corrective action to prevent recurrence. Corrective
action processes such as root cause analysis help identify and eliminate the underlying reasons
causing machinery failure, thereby preventing recurrence.
Corrective action process can be shown in following flow chart:-
IDENTIFY THE PROBLEM

ESTABLISH THE CAUSE

PROPOSE SOLUTIONS

EVALUATE SOLUTIONS

ACCEPT ONE REJECT ALL( Go to propose solution)

IMPLEMENT SOLUTION

EVALUATE EFFECTIVENESS

EFFECTIVE INEFFECTIVE( Go to propose solution)

CHAPTER CLOSED

Element 10.2.3 of ISM code requires the company to carry out appropriate corrective action to
ensure that the ship is maintained in conformity with rules and regulations.

2) DEVELOPING AND IMPROVING MAINTENANCE PROCEDURE:-

i) Element 10.3 of the ISM code requires companies to identify critical system, the failure of
which may be hazardous and provide measures aimed at promoting reliability. So, company
should develop the maintenance plan in such way that critical item or system should not fail and
their standby operation is always ready.
ii) The maintenance recommendation and specification of the equipment manufacturer.
iii) The history of equipment including failure, defects and damage and the corresponding
remedial action.
iv) Input obtained from third party inspection i.e. class, administration must be incorporated into
the maintenance system.
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v) The age of ship should be considered.

vi) Use of trend analysis and condition monitoring to ensure timely remedial action.

3) SYSTEMATIC APPROACH TO MAINTENANCE:- A systematic approach to maintenance

will include
i) The establishment of maintenance interval
ii) The definition of method and frequency of inspection
iii) The specification of type of inspection and measuring equipment to be used and the
accuracy required of it.
iv) Establish specific acceptance criteria (Go/No go)
v) The assignment of responsibility for inspection and maintenance activities to appropriately
qualified person.
vi) The clear definition of reporting mechanism and requirement
vii) Maintaining a good inventory management system

4) MAINTENANCE INTERVAL:- It should be based on following

i) The manufacturer recommendation and specification
ii) Predictive maintenance determination technique ( L.O. analysis, vibration analysis etc)
iii) Practical experience in the operation and maintenance of the ship and its machinery
including historical trends in the results of routine inspection and in the nature and rates of
failure.
iv) The use to which equipment is put continuous, intermittent standby or emergency
v) Practical or operational restrictions e.g. maintenance which can only be done in the dry dock
vi) Intervals specified as part of class, administration, convention and company requirement
vii) The need for regular testing of standby arrangements.
viii) A trend to be developed by condition monitoring to maximize maintenance interval

5) INSPECTION:- Element 10.2.1 of ISM code requires inspection to be carried out at

appropriate intervals to ensure conformance to regulations. Procedure for planned inspection
routine should be written to include the following
i) Inspection to be integrated into ship's operational maintenance routine( 10.4)
ii) Procedure for specific inspection routines to be documented and their acceptance criteria
establish.( Pass/ fail, tolerance)
iii) The use of suitable measuring and testing equipment of the required accuracy
iv) The calibration of measuring and testing equipment to appropriate standard
v) Format of inspection report and corrective action process to be well defined
Following are example of type of inspection and test
a) Visual b) Vibration c) Pressure d) Temperature
e) Electrical f) Load etc.

"WAR RISK CLAUSE" IN MARINE INSURANCE

WAR RISK CLAUSE :- Marine insurance act 1963 section 2(e) defines war peril as maritime
peril. A charter party may include a war risk clause under which a vessel may be prohibited to
be used in war zones or to carry goods which will expose her to the risk of capture.
War risk cover is normally excluded from the H&M cover, so it is necessary for the assured
to buy cover separately against war risk. Similarly Institute cargo clauses A,B,C also exclude the
cover against war and strike.
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War risk clause covers the following perils:-

1) War or war like situations, including civil war, use of arms in course of military exercise in
peace time.
2) Capture at sea, confiscation and other similar intervention by a foreign state power.
3) Riots, sabotage, act of terrorism or other social, religious or politically motivated use
of violence or threat.
4) Piracy and mutiny.
However insurance does not cover:-
1) Insolvency
2) Damage due to any nuclear weapon, chemical, biological or electromagnetic weapon.
For the cargo insurance cargo owners buy cover against war risk and strike. This
covers the loss occurred during above. But the coverage provided by war risk clause do not
operate during the entire course of transit. Marine underwriters only offer cover for war risk
whilst waterborne. There is no war risk cover for any of the goods up to the time they are loaded
on to the ship and the cover terminates immediately after the goods are discharged at the
destination port. Marine war policies also automatically terminates following outbreak of war
between major power.
A 12 month war policy gives cover for vessels whilst trading worldwide but outside certain
excluded areas which are deemed areas of increased risk. Cover can be obtained for these
areas but underwriters need to be informed and underwriters can ask for additional premium for
the call which is set no earlier than 48 hrs before entry. Either party can give 7 days notice of
cancellation at any time during the policy period.

"DEVIATION" IN MARINE INSURANCE

DEVIATION:- According to Indian marine insurance act 1963 section 48(1), when a ship,
without lawful excuse, deviates from the voyage contemplated by the policy, the insured is
discharged from the liability as from the time of deviation and is immaterial that the ship may
have regained her route before any loss occurs.
As per section 49(2) there is a deviation from the voyage contemplated by the policy
1) where the course of the voyage is specifically designated by the policy and that course is
departed from.
2) where the course of the voyage is not specifically designated by the policy, but the usual and
customary course is departed from.
Section 48(3) says the intention to deviate is immaterial, there must be a deviation in fact to
discharge the insurer from his liability under the contract.
So, the effect of deviation is that any loss arising during or after the deviation will be borne
by the ship owner.
Section 49(1) says where several ports of discharge are specified by the policy, the ship may
proceed to all or any one of them, but, in the absence of any usage or sufficient cause to the
contrary she must proceed to them in the order designated by the policy. If she does not there is
a deviation.
Section 49(2) says, where the policy is to "ports of discharge" within a given area which are not
named the ship must, in the absence of any usage or sufficient cause to the contrary, proceed
to them in their geographical order. If she does not there is a deviation.
Although section 51 says that deviation will be excused in the following circumstances:-
1) Where authorized by any special term in the policy.
2) Where caused by circumstances beyond the control of the Master and his employer; or
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3) Where reasonably necessary in order to comply with an express or implied warranty;or

4) Where reasonably necessary for the safety of the ship or subject matter insured; or
5) For the purpose of saving human life or aiding a ship in distress
6) Where reasonably necessary for the purpose of obtaining medical or surgical aid for any
person on board the ship; or
7) Where caused by the barratrous conduct of the Master or crew, if barratry be one of the perils
insured against.
When the cause excusing the deviation ceases to operate the ship must resume her course,
and prosecute her voyage with reasonable despatch.

WARRANTIES IN MARINE INSURANCE

Section 35 of India marine insurance act 1963 and section 33 of UK marine insurance act 1906
defines a warranty as a promissory warranty, that is to say a warranty by which the assured
undertakes that some particular thing shall or shall not be done, or that some condition should
be fulfilled, or whereby he affirms or negates the existence of a particular state of facts. A
warranty, as above defined, is a condition which must be exactly complied with, whether it be
material to the risk or not. If it be not so complied with, then, subject to any express provision in
the policy, the insurer is discharged from liability as from the date of the breach of warranty, but
without prejudice to any liability incurred by him before that date. There are two types of
warranties:-
1) EXPRESS WARRANTY:- An express warranty is the warranty, which must be included in, or
written upon the policy, or must be contained in some document incorporated by reference into
the policy.
There are a number of express warranty in marine insurance like warranty of neutrality
during war, institute warranty etc. But a common example with reference to H&M policy being a
warranty that the vessel is classed with a particular society and that her class will be
maintained. The wording is likely to be, for example " warranted LR classed and class
maintained"

2) IMPLIED WARRANTY:- These are not written in the policy but are implied by the law to exist
in the contract. They must be strictly complied with in the same way as expressed warranties.
There are two major implied warranties in marine insurance policies covering seaworthiness
and legality.
a) Seaworthiness:- With reference to H&M policy, if the policy is voyage policy, there is an
implied warranty that at the commencement of the voyage, the ship shall be seaworthy for the
purpose of particular adventure. A ship is deemed to be seaworthy when reasonably fit in all
respects to encounter the ordinary perils of the sea of the adventure insured.
But if it is a time policy, there is no implied warranty that the ship shall be seaworthy at any
stage of adventure but where, with the privity of the assured , the ship is sent to the sea in an
unseaworthy state, the insurer is not liable for any loss attributable to unseaworthiness.
b) Legality:- There is an implied warranty that the adventure insured is a lawful one and that, so
far as assured can control it, the adventure will be carried out in a lawful manner.
AN EXPRESS WARRANTY DOES NOT OVERRIDE AN IMPLIED WARRANTY
UNLESS THE TWO CONFLICT.
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SUCCESSFUL VOYAGE OF A CHIEF ENGINEER

Success is the achievement of one’s goals, at a higher efficiency i.e. minimum input and
maximum output. An organization aims at best returns of its assets. The ship much like an
organization is an open system that occurs with and interacts with environment. A voyage turns
out to be successful when the chief engineer adopts well chocked out plans to mobilize and
utilize the resources both physical and human. One of the most important tasks of the chief
engineer is to utilize the vessel assets effectively to avoid delays at port and control cost to
enhance voyage contribution.
To achieve a successful voyage a chief engineer should follow the following:-
A) To achieve trouble free run of machineries he should have and should do:-
1) He should have sound knowledge of operation of machinery
2) Ensuring that maintenance routines are carried out as per PMS
3) Carrying out regular training and familiarization for new joiners and existing staff
4) By recording and analyzing machinery performance on a regular basis
5) By carrying out tests on machinery and ancillary systems to determine their condition. E.g.
boiler water tests.
6) By assistance and in co-ordination of shore to carry out system condition analysis.
7) By recording of all maintenance carried out. Records of failures occurred, serves as a ready
reference for future staff.
8) By maintaining an effective inventory management system to reduce lead time and ensure
good maintenance.
9) By in general maintaining cleanliness to provide for early detection of leaks/ defects.
B) Optimum use of fuel:- To optimize fuel consumption chief engineer should --
1) Run machinery at economical speed
2) Check performance monitoring to record status and trend in fuel consumption
3) By training crew on energy conservation and energy efficiency
4) By regular maintenance of machinery and machinery component to ensure complete
combustion of fuel and hence minimize consumption
5) Minimize leakages
6) Use performance monitoring as a means to assess hull condition and suggest cleaning if
necessary
7) Carefully operate and monitor the purifier performance to prevent overflows
8) Ensure lubrication of moving parts/ sliding parts to minimize friction
9) Use weather routing
10) Carefully watch fuel trends and record it.
C) Minimizing interpersonal conflict:- to minimize it chief engineer should—
1) It can be resolved by adopting a win – win situation with rewarding outcomes for both parties
2) It can be avoided by providing a healthy working environment, security of employment and by
cultivating a conducive atmosphere.
3) Praise and appreciation help minimize conflicts
4) By putting in place mechanism for problems to be brought forth once identified
5) By being friendly and sociable and by developing good relationships with co-workers and
colleagues
6) By identifying situations, ideas or people which may be brewing conflict and addressing them.
7) A potential conflict must never be avoided or denied as it is then likely to escalate.
D) Achieving less intervention from shore:-
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1) By maintaining optimum communication with shore and restricting communication to daily

reports, shore intervention can be minimized.
2) By providing one’s ability during difficult situations, shore authorities can be assured of an
individual’s competence and thereby will avoid unnecessary intervention.
3) By being aware of existing rules and regulations and being capable of enforcing the same.
4) Shore intervention can also be minimized by effective concise and complete reporting of all
matters and good communication
5) By efficient record keeping and timely reporting such as month end reports dispatched on
time
6) By developing a healthy professional relationship with those on shore.

FIRE IN DRY DOCK AND DOCUMENTED PROCEDURE

Chapter 8 of ISM code deals with emergency preparedness and requires the company to
identify potential emergency shipboard situation and establish procedure to respond to them. It
also requires the company to establish programs for drills and exercise to prepare for
emergency action. Fire on board a ship is also a documented procedure in the SMS of every
company. But during dry dock the procedure will be changed.
FIRE DURING DRY DOCK DOCUMENTED PROCEDURE:-
Due to nature of dry dock repair activities, it is a challenging task to device a fire fighting plan
that will satisfactorily operate under all condition. Thus, necessarily in such a situation a suitable
fire fighting plan should be able to frequent changes and thus should be highly flexible in nature.

To prepare a documented system following should be kept in mind:-

1) Earlier primary station may not be suitable for muster due to repair work
2) Vessel general emergency alarm may be under repair
3) Ship’s crew may have gone for a shore leave
4) Fire fighting appliances may be gone ashore for servicing
Therefore documented procedure prior entry to dry dock will include carrying out a risk
assessment for contingencies specific to dry dock. Master should make it clear to dry dock
personnel that its his responsibility to take suitable precaution against fire, testing and
certification of space prior to any hot work. Documented action plan should be drawn along with
yard personnel and agreed upon by ship and shore staff.
In a dry dock the responsibility for carrying out hot work and the associated permit lies with the
dock personnel. However ship staff must initiate action against a contingency and co-ordinate
response. The documented procedure will be ---
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1) The procedure for informing the yard is documented and is to be understood.

2) Number for emergency helpline to be conspicuously displayed
3) Fire lines to be kept charged via shore through ISSC
4) Suitable muster station for all teams to be declared and made aware at beginning of the day
along with planning and allocation of the work
5) Status of general emergency alarm to check
6) Officers at management level to be familiar with dock evacuation procedure, and dock
emergency plan.
7) Logs of attendance for ship and yard personnel to maintain
KEEPING ABOVE POINTS IN MIND THE REST OF THE PROCEDURE WILL BE SAME
LIKE:-
1) Person witnessing fire to shout and inform everybody about nature and location of fire
2) Emergency teams to fight the fire and evacuate casualties
3) Support team to help in evacuation, first aid etc.
4) Technical team to cut necessary electrical supply etc.
ADVANTAGES OF DOCUMENTED PROCEDURE:-
1) Documented plans are ship specific and hence more effective
2) Personal specific responsibilities are delegated and therefore resources can be quickly
mobilized
3) Documented procedure helps in quick familiarization
4) Documentation, ship plan etc. help shore personnel to access situation suitably
5) Avoids duplication of efforts, confusion and chaos
6) It reduces damage to property/ and loss of life
7) It helps in insurance claims
8) It helps analyze procedures and enable improvisation
9) Human error due to poor decision making is minimized.
Likewise there are so many contingencies which are covered in ISM and all have documented
procedure.Following is the list of some of these contingencies:-
1) Collision
2) Grounding/Stranding
3) Fire
4) Electrical power failure
5) Flooding
6) Steering failure
7) Main engine failure
8) Pollution/ spill
9) Man overboard
10) Heavy weather
11) Helicopter operation
12) Terrorism and piracy
13) Serious injury
Now take another case of oil pollution. In case of pollution the contingency will help in following
way:-
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Annex 1 of MARPOL requires tankers of 150 GT and other ships of 400 GT and above to have
a SOPEP. It is well documented plan devised by experts and is ship specific in nature such that
there is no oversight. SOPEP clearly lists out the responsibilities of individual crew member in
the event of pollution incident and thereby considerably reduces the response time. A separate
SOPEP locker containing equipment for dealing with a pollution incident is demarcated. SOPEP
provides master with a list of contacts to approach during a pollution incident. Vessel tank and
pipe line diagrams are present in SOPEP to assist in mitigating the pollution. A SOPEP in
conjunction with regular drills will greatly reduce the extent of a pollution incident and assist in
gaining control over a situation rapidly.

MAJOR NCs AWARDED DURING SMC AUDIT

We sometimes during an ISM audit get major NCs and because of that SMC cannot be
endorsed annually or renewed. As a chief engineer it becomes our duty to inform and suggest
the remedial actions which can be done to downgrade the major NCs into NCs or correct them
so that undue delay of vessel can be avoided and the vessel can sail smoothly. Below in an
example of such an audit in which 3 major NCs are awarded and as a chief engineer you are
framing the report to your superintendent suggesting the steps which should be taken as
earliest as possible for early sailing of ship.

To,
Mr. ………..
The superintendent
……….. company
Subject:- Major NC awarded during SMC audit
Good day sir,
This is in reference to earlier report number ………….. in which you have
received the list of major NCs awarded to this good vessel during SMC audit. I would like to
suggest the steps which should be taken for early sailing of vessel. Following are the list of NCs
and their remedial :-
1) LIST OF UP TO DATE VERSION OF NAVIGATIONAL CHART FOR INTENDED VOYAGE
NOT FOUND ON BRIDGE.
CORRECTIVE ACTION:- Please ask the local agent to provide the up to date version of above
said chart as soon as possible.
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PREVENTIVE ACTION:- Company should provide the schedule of vessel well in advance so
that master can ask for the relevant chart in time.
2) PORT LIFE BOAT ENGINE NOT STARTING
Port life boat engine was not starting in front of auditor. Later discovered that there was water in
the fuel tank. Since the ship has open life boat it was suspected that water entered in the tank
while washing the bridge wing with deck water.
CORRECTIVE ACTION:- complete fuel oil tank drained and cleaned. Fuel oil line opened
up and water removed. Fresh oil was taken in the tank. Complete fuel line purged and
engine tried out satisfactorily.
PREVENTIVE ACTION:- The crew members were briefed about the danger related with water
entering in the fuel tank. Clear instruction is given to them that that bridge wing washing to be
carried out in supervision of a responsible officer.
3) OIL MIST DETECTOR OF MAIN ENGINE FOUND FAULTY
CORRECTIVE ACTION:- The OMD needs overhauling by workshop as its printed ckt. Board is
faulty. Sensors were cleaned but found no improvement. It was explained to the auditor that
engine room will be manned and temperature of crankcase will be monitored during watch by
watch keepers. He allowed the vessel to go to next port.
PREVENTIVE ACTION:- OMD needs five yearly servicing by an authorized workshop approved
by the maker. It is also prescribed in the manual. Hence, this has to be followed so that in future
the recurrence of the same can be avoided.
Please see the attached requisition to arrange the servicing of OMD at next port.
Thank you
Yours sincerely
…………………….
Chief engineer officer

STATIC AND DYNAMIC STABILITY, HIGH GM LESS STABILITY

STATIC STABILITY:-
1) It is defined as the ability of a ship to regain its upright equilibrium position, after the removal
of external factor which caused the vessel to heel at an angle.
2) It gives the stability information of a vessel under the condition that the outside water is static.
3) It is expressed in terms of metacentric height. i.e. GM ( for angle of heel up to 10 degree) and
righting lever GZ ( for angle of heel above 10 degree)
4) It’s unit is meter
5) Static stability at two different angle of heel can be the same.
DYNAMIC STABILITY:-
1) It is defined as the energy required heeling the ship from upright equilibrium till the angle of
heel in question.
2) It gives the stability information of a vessel considering dynamic behavior of the sea.
3) It is expressed in terms of the area under righting moment curve. ( or GZ curve multiplied by
displacement of the ship in tons)
4) It’s unit is ton-meter-radian
5) The dynamic stability at two different angle of heel cannot be the same

A value of metacentric height gives accurate measure of stability only for small disturbances i.e.
angle not beyond 10 degree. For larger angle of heel, the righting lever GZ is used to measure
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stability. In any stability analysis, the value of GZ is plotted over the entire range of heel angles
for which it is positive or restoring.
So, as a thumb rule we say that vessel stability is decided on its value of GM up to 10 degree
of heel. But is it possible that a vessel high on GM can be low on stability?
Yes, a ship high on GM can be low on stability. Let us consider the vessels which are built with
high forc’le and low working aft for e.g. offshore supply vessels. These vessels possess a large
upright GM value due to generous beam to length ratio. But these boats tend to tolerate less
heel angles than narrower boats. Also the vanishing stability of these vessels is relatively low.

The hull form of a vessel is an important factor in determining the characteristics of its stability.
Increased beam will result in higher value of GM and righting lever(GZ). However the point of
vanishing stability will be less. This is due to free trim effect. i.e. heeling of these vessels
produces a trimming moment by astern.

While taking over a new ship in shipyard as chief engineer the following governing
factors for having optimum stability in both the static and dynamic categories should be
inspected:-
1) The new ship must fulfill six criteria of intact stability as follows –
a) The area under righting lever curve is not to be less than 0.055 m.rad up to 30 degree heel
b) Area under GZ curve not less than 0.09 m-rad up to 40 degree heel
c) Area under GZ curve between 30 degree and 40 degree heel should not be less than 0.03 m-
rad
d) The righting lever GZ should be at least 0.2 meter at an angle of heel greater than or equal to
30 degree
e) The angle of heel for max GZ must be at least 25 degree and preferably greater than 30
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degree.
f) Initial GM should be minimum 0.15 meter.
2) Elements affecting stability should be taken into account like beam wind of ships with large
windage area, icing of top side, water trapped on deck, rolling characteristics, following seas
etc.
3) Safe margin should be there for elements which reduce stability during voyage, regarding
being given to addition of weight, such as those due to absorption of water and icing and to
losses of weights such as those due to store and fuel.
4) For hips carrying passengers, in addition to the general intact stability criteria, the angle of
heel on account of turning of the ship through rudder should not exceed 10 degree. Also the
angle of heel on account of crowding of passengers to one side should not exceed 10 degree.
5) Apart from above, watertight integrity should also be checked. The reserve buoyancy of a
vessel is the measure of her stability.

AUTHORITY AND RESPONSIBILITY OF DIFFERENT MARINE

ORGANIZATIONS
A. MARITIME ADMINISTRATION:-
AUTHORITY:- According to UNCLOS, flag state is completely responsible for the
administrative, technical and social matter of the ship, which also includes seaworthiness.
Article 94 of UNCLOS states that every state has to bring all the international conventions, to
which they are parties, into their national laws. In India MS act 1958 as amended, it is written
that for all Indian flagged ship, India is responsible and dedicated to ensure the safety of the
ship, the protection of life and property at sea and the marine environment.
RESPONSIBILITY:-
1) To make ship construction rules
2) Various IMO conventions to include in national legislation
3) Monitoring the vessel during construction
4) Do initial survey of vessel before registration
5) Do periodic surveys to check ship standards
6) Do investigation involving ship accidents
7) Impose penalty to owners who are not maintaining ship seaworthy

B. RECOGNIZED ORGANISATION:-
AUTHORITY:- These are independent organizations which do not benefit from ship owners,
builders etc. Flag state often authorizes these recognized organization some responsibilities by
issuing official gazettes, notices or orders. In India section 7(3) and section 9(1A) of MS act
1958, as amended states that DG shipping can delegate some responsibilities as he think fit to
recognized organizations. So, RO is only working on behalf of flag state.
RESPONSIBILITY:-
1) Make construction rule book and get it verified by administration
2) Monitor the vessel construction in yard
3) Ensure that ship’s equipments are in sound and reliable condition
4) Ensure that ship’s various system comply with flag state rules and various international
convention
5) Survey the vessel. All survey reports to be submitted to flag state
6) Advice and give necessary technical guidance to owners for maintaining seaworthiness of
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ship
7) Responsibility of ROs in today shipping world has increased as port states, charterers, P&I
clubs rely on them to confirm that vessel is classed all time and complies with international
conventions and safety standards

C. SHIP OWNER:-
AUTHORITY:- To carry out his responsibilities the ship owner is free to choose any state where
his ship can be registered and to choose any classification society recognized by that flag state.
RESPONSIBILITY:-
1) He has to maintain the condition of hull, m/c, cargo holds, cargo handling gears, safety etc. in
highest grade.
2) He has to maintain class notification assigned to him
3) He has to follow all the flag state’s regulation and the local regulations where his ship is
visiting
4) Call the surveyors to carry out different surveys and to revalidate the certificates
5) Report to flag state if any deficiency is developed on the ship which affects seaworthiness.

D. INSURANCE COMPANIES:-
AUTHORITY:- According to MS act 1958 as amended vessel has to only cover civil liability for
oil pollution.( Part X B of MS act). No other insurance like H&M and P&I is required according to
law. Owners require insurance for commercial purpose, otherwise they will not get business. So,
authority of insurance companies is limited to their own benefit that if unseaworthy vessels are
covered by them, they will have to pay more claims.
RESPONSIBILITY:-
1) Ensure that vessel is seaworthy before issuing insurance policy
2) Ensure vessel is under class and class condition is maintained
3) Ensure ship owners have good management expertise
4) Ensure ship owner is doing legal business.

HARMONIZATION OF SURVEY AND CERTIFICATES

The harmonization of survey and certification was adopted by the IMO on 11th November 1988.
It entered into force on 3rd feb 2000. The HSSC seeks to standardize the period of validity and
intervals between surveys for 9 main convention certificates. Further IAPP, ISPP AND ISSC
were added. So, following are the certificates which come under HSSC.
1) PSSC
2) CARGO SHIP SSC
3) CARGO SHIP SEQ
4) CARGO SHIP RADIO
5) IOPP
6) IPPC
7) INTERNATIONAL CERTIFICATE FOR FITNESS FOR CARRIAGE OF LIQUID GASES IN
BULK
8) INTERNATIONAL CERTIFICATE FOR CARRIAGE OF DANGEROUS CHEMICAL IN BULK
9) ILLC
10) IAPP
11) ISSC
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12) ISPP
OUTLINE:- The maximum validity of all certificates except PSSC is 5 yrs. PSSC will be renewed
annually. Each full term of 5 years will follow directly from the previous one. A renewal survey
can be carried out up to 3 months before expiry of existing certificates. The new certificates will
still be dated from the expiry of previous one. Every certificate will be subjected to an annual,
intermediate and renewal survey. External survey is required for every cargo ship. A minimum
of two such inspections are required every 5 yrs and interval between two such inspections shall
not exceed 3 yrs.
The harmonized system provides a system for extension of certificate limited to 3 months to
enable a ship to complete its voyage or 1 month for ships engaged in short voyage. This
extension is also granted if ship is at port where adequate survey facilities are not available. A
written request must be submitted to administration or RO issuing the certificate on behalf of
administration, clearly stating reasons for extension.
When an extension is granted, period of validity of the new certificate will start from the
expiry date of existing certificate before extension.
In Indian waters, if vessel is in port with an expired statutory certificate and the port has not
adequate facility for survey the principal officer concerned may permit the ship to proceed from
that port to another port in India. Such extension shall not exceed one month.

SHIP COLLISION OFF THE COAST OF INDIA -- COURSE OF ACTION

Section 350 of part X of MS act 1958 as amended, states that “when a ship has sustained or
caused any accident occasioning loss of life or any serious injury to any person or has received
any material damage affecting her seaworthiness or her efficiency either in her hull or in her
machinery, the owner or master shall within 24 hrs after the happening of the incident, transmit
to the central government or the nearest principal officer a report of the accident or damage and
of the probable cause there of stating the name of the ship, her official number, her port of
registry and the place where she is.”

So as per MS act 1958 as amended, master of the vessel should inform the government or P.O.
regarding the accident as soon as possible. Master can approach the following the station and
report about the accident and the present scenario:-
1) Coastal radio station
2) Port radio station
3) DG communication centre
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4) Commander of any naval ship nearby

5) Indian coastguard
6) Nearest principal officer of MMD
Master should clearly state in his report about the collision and loss of lives. The situation
should be explained properly. He should clearly state about the assistance required if any
regarding injury to personnel or threat to marine environment. In India, search and rescue
operation, combating marine pollution, salvage operation is performed by Indian coastguard.
So, if any such assistance is required coastguard will rush to the venue and will perform the
duty under technical guidance of DG.

Section 349 of MS act states that in every case of collision, in which it is practicable to do so,
the master of every vessel shall immediately after the occurrence, cause a statement regarding
occurrence and the circumstances under which it happened and same to be entered in official
log book.
Section 348 of MS act states that in every case of collision between two ships it shall be the
duty of the master or person in charge of each ship, without endangering his own vessel, crew
and passengers, render assistance to the other ship, her master, crew and passenger.
After the rescue operation is completed and the ship is restored in safe condition and the
environment is taken care of, the officer appointed by the central government in this behalf will
report in writing to the central government and may proceed to make a preliminary enquiry into
the casualty.
The purpose of the inquiry is to establish:-
1) The shipping casualty has occurred within the meaning of the act.
2) The voyage details leading to casualty
3) The events leading to casualty
4) The extent to which loss of life or loss of property has occurred due to the shipping casualty
5) The causes that led to the casualty- including acts of incompetency, negligence or
misconduct of the person
In conducting the preliminary inquiry the officer has the following responsibility:-
1) To inform the central government and the state government concerned where necessary, the
details of the shipping casualty occurring within their jurisdiction
2) To go on board the ship and inspect the same including machinery and equipment, but not
unnecessarily detaining or delaying her from proceeding her on any voyage
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3) To enter and inspect any premises to facilitate the completion of the preliminary enquiry.
4) To summons the persons he think to take statement to complete the preliminary enquiry
5) To demand the production of all log books, documents or papers he considers necessary for
enquiry
6) To submit the report to the central government
Section 360 of the MS act says that the officer appointed to do the preliminary enquiry, whether
he has made a enquiry or not, may, and where the central government directs, shall make an
application to the court empowered, requesting it to make a formal enquiry into the casualty and
the court shall thereupon make such investigation.
A judicial magistrate of the first class specially empowered in this behalf by the central
government and metropolitan magistrate shall have the jurisdiction to make formal investigation
into shipping casualties.
The courts are assisted by assessors having requisite technical and are independent of all
the interest concerned. Assessors should not be less than 2 and more than 4. The assessors
shall attend during the investigation and deliver their opinions in writing, but the exercise of all
powers shall rest with the court. The assessors shall be chosen from a list to be prepared from
time to time by the central government.
Any court making a formal investigation into a shipping casualty may inquire into any charge
of incompetency or misconduct arising in the course of investigation, against any master, mate
or engineer.
Court has got the power to cancel or suspend the certificate of master, mate or engineer if they
are found to be guilty regarding the casualty happened due to wrongful act or default of such
master, mate or engineer.
Report of court, unless the cancellation or suspension of any officers’ certificate is not
involved, the court need not tell its decision in open court. It should transmit full report of
conclusion to central government.

EFFECT OF A REGISTRATION AND ITS LEGAL SIGNIFICANCE

EFFECT OF REGISTRATION:-
As per UNCLOS registration of ship in any state makes the ship national property of that state.
As per article 91, it makes a genuine link between ship and state. State can effectively exercise
its jurisdiction and control in administrative, technical and social matters over ships flying its flag.
State takes measure for the ships flying its flag regarding to safety at sea and this includes the
construction, equipment and seaworthiness of the ship. It also includes manning of the ship,
labour condition and training of crew taking into account the applicable international
instruments. States ensure that after registration, ship is surveyed by a qualified surveyor at
regular intervals regarding all the applicable national and international rules. Each state causes
an enquiry to be held by a suitably qualified person into every marine casualty or incident of
navigation on the high seas involving a ship flying its flag and causing loss of life or any other
incident involving another state or marine environment. After registration only a ship can do a
legal business.
LEGAL SIGNIFICANCE OF CERTIFICATE OF REGISTRY:-
UNCLOS 1982 in article 91 says about the nationality of a ship. A ship flying any states’ flag
should be registered in that state. The state maintains a register book in which all the particulars
of the ship are entered, which is registered in that state. This makes a genuine link between the
state and the ship. Legal significance of the certificate of registry is:-
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1) Makes a ship and the owner legal and legally accepted substance.
2) The ship and the owner enjoy and are bounded to the local jurisdiction of the state
3) Establishes ship’s nationality and its identification
4) Allows the ship to trade commercially world wide
5) Avails privileges and protection of the flag state
6) Provides documentary evidence of the ownership
7) During wartime neutrality of the ship is shown by the flag it is flying
8) Facilitates the ship purchase, sale and mortgaging.
M.S. act 1958 as amended under section 22 states that all vessels above 15NT and on coast of
India should be registered.

NOx EMISSION AND ITS REDUCTION MEASURES

PRIMARY NOx REDUCTION MEASURE:-
These are measures aimed at reducing the amount of NOx formed during combustion by
optimizing engine parameters with respect to emission. Some of the methods are listed below –
1) Water addition:-
a) Direct water injection:- Greater heat capacity is utilized to reduce high peak temperatures as
the water evaporates immediately upon injection. Rapid evaporation of injected water also helps
to create a homogeneous fuel-air mixture.
b) Emulsified fuel or fuel – water emulsion :- It is favoured by some manufacturer claiming clear
reduction in NOx emission at low cost with no significant design changes.
2) Altered fuel injection:-
a) Delayed fuel injection:- Retarded fuel injection timing retards the combustion process.
Nitrogen oxide formation occurs later and with lower concentration.
b) Common rail control :- It has proven to be a very effective way in combating NOx reduction
techniques.
c) NOx optimized fuel spray pattern:- Different fuel nozzle types and models have a significant
impact on NOx formation, and the intensity of the fuel injection also has an influence.
3) Combustion air treatment:-
a) Exhaust gas circulation :- This is one method of adding dilutants to intake air, reducing
burned gas temperature for any given mass of fuel and oxygen. But it is more practical for
engines burning cleaner fuel such as low sulphur and low ash fuel.
b) Humidifying the scavenge air:- Injection of very fine water after the turbocharger using special
nozzles. The fine water droplets evaporate fast and further heat is introduced in the air cooler
and humidifies the combustion air. Drawback is too much humidity can be harmful to the
cylinder condition.
c) Reducing the amount of scavenge air, and hence reducing the amount of excess oxygen
available for conversion to nitrogen oxide
d) Water cooled rest gas:- In an electronically controlled exhaust valve timing it is quite easy to
leave some of the exhaust gas in the cylinder. This obviously has a negative impact on engine
performance, however this can be dramatically reduced by cooling the rest gas with a water
spray, in which case the rest gas accounts for some of the NOx reduction and the water spray
for the rest.
SECONDARY NOx REDUCTION MEASURE:-
These are measures designed to remove NOx from the exhaust gas by downstream cleaning
technique. The most common secondary measures are –
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1) SCR ( Selective catalytic reduction) :- In this system the exhaust gas is mixed with
ammonia before passing through a layer of special catalyst at a temperature between 300 deg
Celsius to 450 deg Celsius. The NOx is reduced to gaseous and harmless byproducts water
and nitrogen.
2) SNCR( Selective non catalytic reduction) :- In case of SNCR, the reaction between
ammonia and NOx takes place in a gaseous phase in a temperature window of between 800
and 900 deg Celsius.
The most effective method of NOx reduction is secondary measure. The advantages are:-
1) Secondary measures reduces Nox in case of SCR of up to 80- 95% and in case of SNCR 30-
50%. Whereas primary measures average Nox reduction is up to 25- 35%.
2) Possible side effects of primary measures are lower overall energy efficiency, increased
carbon mono-oxide and soot formation and hydrocarbon emission, corrosion due to reducing
atmosphere, increase in unburnt carbon in fly ash. So, this directly affects the combustion
process and some measures can also damage the engine components.
The secondary measures do not affect the engine component and combustion process.

HOW A STRANDED SHIP CAN PROCEED TOWARDS SEA

Let us take a case of an Indian ship stranded near U.K. coast and its fore peak is severely
damaged. And the ship has to proceed towards India, let us see what should be done to make
the voyage safe and seaworthy.

After stranding following actions to be taken:-

1) Reporting – Master should report the matter to following authorities
a) D.G. com centre/ D.G. casualty investigation cell by e-mail or fax
b) Report to U.K. coastguard/ DOT authority by e-mail or fax
c) Classification society
d) P&I local correspondent
e) Owner
2) Refloat the vessel after grounding:-
Master should sought maritime assistance service from the U.K. authorities. Arrangement of tug
should be done. If the ship has got any pre contract from any salvage association, master
should ask help from them. Master should follow contingency plan given in the SMS manual.
Tank sounding should be taken and sounding of sea at various points to be measured. Any
possible case for marine pollution to be kept in mind and a good look out to be carried out. All
these should be recorded and documented. Master should always remain in contact with office
for necessary guidelines and assistance.
3) Under water inspection:-
Divers should be arranged from U.K. main land by company for under water inspection.
Underwater inspection should be carried out according to documented procedure and taking all
safety measures like main engine isolation.
4) Following actions to be taken in severe forepeak damage:-
a) See the extent of damage. Portion of damaged part underwater and above waterline should
be assessed from diver’s report. Vessel shell expansion plan should be studied to check which
all plates or frames have got damaged.
b) All these damaged reports with damaged plate number should be sent to class. The advice
from class should be taken for temporary and permanent repair.
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c) If temporary underwater repair is possible it should be carried out, otherwise some of the
cargo will have to be offloaded to barge and it should be arranged by the company.
d) After this make the vessel aft trimmed as possible. Proceed towards nearest port where
repair is possible.
e) Vessel repair should be carried out in presence of class surveyor. After repair it must be
inspected and forepeak should be pressure tested.
f) While doing the above process, P&I correspondent should help the vessel so that extra and
unnecessary claims are not slapped on the vessel.
Since vessel has to proceed towards India, according to M.S.( construction of ship and survey)
rule 1991, if the vessel has met with an accident and she has lost her seaworthiness then she
cannot go to sea. So, in this case Indian administration would not allow the vessel to come to
India with damaged condition.
Vessel must carry out minimum repair at nearest repair yard and then
proceed to India from U.K. coast. On arrival India, ship should be inspected by D.G. approved
surveyor. However, it is mandatory for any Indian ship owner to report to D.G. about any
casualty happening on board their ship. Similarly, it is mandatory for the D.G. to carry out the
investigation in the casualty happening on their flagged ship.

SUSPENSION OF CLASS AND DIFFERENT TERMS USED BY SOCIETY

SUSPENSION OF CLASS:-
The class may be suspended following a decision made by the society and this includes—
1) When a ship is not operated in compliance with the rule required. Eg.
a) In case of service or condition not covered by the service notation
b) Trade outside navigational restrictions for which a class is assigned
2) When a ship proceeds to sea with a less freeboard than that assigned or when the freeboard
marks are placed higher than assigned
3) When the owner fails to request a survey after having detected defects or damages affecting
the class.
4) When repairs, alterations or conversions affecting the class are carried out without requesting
the attendance of a surveyor or not to the satisfaction of surveyor
In addition to above class is automatically suspended –
1) When any one or more survey has become overdue and has not been completed by end of
the corresponding survey time windows.
2) When a recommendation or condition of class is not dealt with within the time limit specified.
3) During an annual survey if any CSM item is due or overdue
4) When due to nature of defects, the society considers that a ship is not entitled to retain its
class even on a temporary basis
WITHDRAWAL OF CLASS:-
The society will withdraw the class of a ship when –
1) If requested by owner
2) The class has been suspended for more than six months
3) When a ship is reported as a constructive total loss and the owner does not give his
intentions to repair the ship for reinstatement of class
4) The ship is reported lost
5) The ship is reported scrapped
ANNIVERSARY DATE:- It is the day and month given in the certificate of class which
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correspond to the expiry date of the certificates.

CONDITION OF CLASS:- These are the requirement imposed by the society which will affect
the class if not complied with by the assigned due date. Condition of class is a defect/blemish of
hull/machinery/equipment, repair of which cannot be left to the direction of owner. This is only
given to the class items and not to the statutory items.
WINDOW PERIOD FOR SURVEY:- The window period for survey is the fixed time period within
which a annual or intermediate survey must be carried out
MEMORANDA:- Information of assistance to the surveyor and owner may be recorded as
memoranda e.g. notes concerning material, barred engine speed. A memoranda may also be
defined a condition which, though deviating from the technical standard does not affect the class
e.g. slight indent on shell, or minor deficiency of machinery. In addition memoranda could also
be defined as recurring survey requirements such as annual survey of specified spaces or
retrofit requirements, which have the defacto effect of condition of class.
ADDITIONAL NOTE:- Each of the classification societies has developed a series of notation
that may be granted to a vessel to indicate that it is in compliance with some additional
voluntary criteria that may be specific to that vessel type or in excess of standard classification
requirement.
STATUTORY REQUIREMENTS:- These are the requirements as per the administration which
should be followed by the ship. Classification societies often act as recognized organization
which act on behalf of administration and check that all statutory requirements are being
followed.

SURVEY AFTER MAJOR LAY UP

Since the ship was in major lay up and necessary repair have been done, to put it in active
service, a reactivation survey has to be carried out to restore its ‘active class status’. The
primary objective of a reactivation survey is to ensure that the vessel is fit as per requirements
to proceed on intended voyage.
Preparations and trials to be conducted:-
1) HULL AND OUTFIT:-
Class surveyor can ask for dry dock survey. However depending on the date of last dry dock
survey and period and condition of lay up, an underwater inspection may be permitted in lieu of
dry dock. In addition to hull partfollowing items to be kept ready for inspection –
a) Anchor and chain cables, chain stopper and chain locker pumping arrangement
b) Windlass, mooring winches and roller fairlead.
c) Cargo and machinery space bilges and their pumping arrangements
d) Random cargo tanks, ballast tanks, pump room and cargo piping
e) All items under load line
f) General examination and testing of ship’s whistle, internal communication system, engine
order telegraph, general alarm system, steering arrangement and control and navigational
lights.
g) Examination of all LSA and FFA items
h) Examination and servicing of ship’s radio installation, gyro, RADAR, navigational aids etc.
i) Tank venting arrangement including closing devices, flame arrestors and P/V valves
2) MACHINERY:- Following inspections should be carried out –
a) Stacks and ventilators covers to be removed and opened up.
b) Boilers, heat exchangers and piping systems to be drained and cleaned of inhibitors and then
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inspected and tested under operating condition.

c) Engine L.O., stern tube L.O. and steering gear hydraulic oil to be tested for contamination or
chemical degradation and flushed and renewed if required.
d) Thrust bearing, line shaft bearing and their lubrication arrangement to be checked.
e) Diesel engine and associated gear to be selectively opened and examined for corrosion,
wear and damage etc. crankshaft deflection to be recorded. Protective trips and alarms to be
tested.
f) All auxiliary machinery to be tested and their protective device verified.
g) All piping system to be examined and under pressure and pressure relieving arrangements
verified.
h) All connections to sea and their respective valves and their expansion joints examined.
i) Fire fighting arrangements including fire pumps to be tested.
3) ELECTRICAL AND CONTROL SYSTEM:-
a) Insulation resistance of all power and lighting ckts together with generators motors and switch
gears to be tested and dealt with if necessary.
b) Generators to be tested under operating condition. Switches, circuit breakers and protective
devices verified.
c) All essential control system and monitoring instrument and emergency shut offs to be verified.
4) TRIALS:-
In addition to operational tests of individual unit of machinery, dock trials and /or subsequent
sea trial to be carried out to the satisfaction of attending surveyor.
5) DOCUMENTATION AND CERTIFICATION:-
The validity of various trading and statutory certificates to be checked and renewal survey to be
carried out if necessary.
6) ADDITIONAL ITEMS FOR CONSIDERATION:-
a) Possible changes or revisions in international convention requirement
b) Necessary supplies, spares and consumables
c) Internal corrosion, removal and recoating
d) Cargo gears
e) Mooring lines and hawsers
f) Gangways and boarding ladders
g) Gas/ leak detection apparatus.

RENEWAL OF IAPP CERTIFICATE

Vessels greater than 400 GT are required to have IAPP certificate after IMO introduced annex
VI by means of protocol in 1997. So ships belonging to parties to MARPOL 73/78 have to be
issued with IAPP certificate. Prior to issuance of certificate the flag state or RO will need to
confirm compliance with the applicable regulations contained within the annex. The certificate
continuity validity will require annual, intermediate and renewal surveys to be satisfactorily
carried out.
For renewal of IAPP certificate preparation will lie in the fact that vessel is complying
with the regulations of annex VI. So, preparation regarding to different regulations under annex
VI will be :-
1) REGULATION 12 – OZONE DEPLETING SUBSTANCES
This regulation does not apply to permanently sealed equipment where there is no refrigerant
charging connection. Subject to this regulation any deliberate emission of ODS shall be
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prohibited.
Also, after 19 may 2005 any installation which contains ODS other that HCFC is prohibited.
Installation containing HCFC is permitted till 1st January 2020.
Records and documents to be maintained:-
a) A list of equipment containing ODS should be maintained.
b) If the ship has any rechargeable system containing ODS, then an ODS record book should
be maintained. This record book shall be approved by administration.
c) Entries in ODS record book shall be recorded in terms of mass( kg) of substance in respect
of—
i) Recharge of equipment
ii) Repair or maintenance
iii) Discharge of ODS to atmosphere either deliberate or non deliberate
iv) Discharge of ODS to land based facilities
v) Supply of ODS to ship
2) REGULATION 13 – NOx EMISSION CONTROL
This regulation applies to ships having engine > 130 KW. Engines are divided into 3 tiers and
each tier has different limitation on NOx emission depending on the RPM of engine. NOx
emission can be checked by 3 methods. So, records and checks to be maintained in the
different methods are:-
i) Engine parametric method –
a) ENGINE INTERNATIONAL AIR POLLUTION PREVENTION ( EIAPP) certificate is issued to
all the engines which fall under the above tiers. This certificate is issued after demonstrating
compliance with NOx emission limits. So, this certificate is required.
b) All certified engines are delivered with an individual technical file that contains the engine
specification of compliance with NOx regulation. This NOx technical file should be on board.
c) Engine parameter check method requires Imo marking on NOx influencing components. All
components are to fitted with identification markings according to technical file. The components
if renewed with new spares, the marking on new spares should be as per technical file and to be
maintained in a register.
ii) Simplified measurement method –
a) EIAPP certificate
b) Technical file
c) All recommendations from engine manufacturer and approved from administration concerning
simplified measurement method.
d) Test result.
iii) Direct monitoring and measurement method –
a) EIAPP certificate
b) Technical file including on board monitoring manual.
c) Approval of installed measuring equipment
d) Logged measurement results.
3) REGULATION 14 :- SOx EMISSION –
Under this regulation SOx emission is limited and the limitation is based on whether the ship is
in emission controlled area(ECA) or outside ECA.
Documents and records to be maintained are –
a) Ships using different fuel for ECA shall carry a written procedure showing how the fuel oil
changeover is to be done. This plan should be approved by the administration.
b) The date, time, position of the ship when any fuel oil changeover operation is completed
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should be recorded in the log book prescribed by the administration.

4) REGULATION 15 :- VOLATILE ORGANIC COMPOUND –
Documents and records to be maintained are –
a) All tankers which are subjected to vapour emission control in accordance with above
requirement shall be provided with an approved vapour collection system, and shall use such
system during loading. This should be recorded.
b) Crude oil tanker above 400 GRT to implement and keep on board a VOC management plan
approved by administration. It should be checked before renewal survey.
5) REGULATION 16 :- SHIPBOARD INCINERATION
A notice containing the material to be incinerated should be posted on the incinerator. Also the
quantity incinerated should be recorded in garbage record book along with time and position.
6) REGULATION 18:- FUEL OIL AVAILABILITY AND QUALITY
Documents to be maintained are –
a) It is requirement that any fuel oil for combustion purposes delivered to and used on board
shall be recorded by means of Bunker delivery note ( BDN). BDN should be kept on board for at
least 3 years.
b) Every BDN is to be accompanied by a representative sample of the fuel oil delivered. The
sample should be sealed and signed by both supplier’s representative and the officer in charge.
Sample should be retained on board for at least 12 months.
So, by keeping all the above documents in ready condition IAPP survey can be easily passed
and the IAPPC can be renewed.

AUDIT,SURVEY,MAJOR NC,NC, INVALIDATION OF SMC AND DOC

We are often confused between an audit and a survey. Even sometimes an auditor and a
surveyor mix each other when they come for the audit or survey respectively. I will try to
differentiate an audit with a survey.
AUDIT:-
1) Audit always forecasts on past activities and then detect the fault and propose the corrective
action.
2) Audit always focuses on system operation, system procedure and documentation.
3) Audit always looks only on the system.
4) Audit is focused on software items.
5) Audit of entire system is not possible as it is done on sampling basis like surveillance audit
6) For example an auditor will check satisfactory repair of pump and will enquire, find and
analyze as to when pump was last inspected, why deficiency not found before survey etc.
SURVEY:-
1) Survey focuses on future activities so that equipment continues to function for next survey.
2) Survey focuses on physical status of machinery or equipment.
3) Survey looks on product.
4) Survey is focused on hardware
5) Survey of entire system is possible like safety equipment survey, main engine performance
survey etc
6) For example in a survey of fire pump surveyor will check satisfactory repair of pump and
noted deficiency removed.
MAJOR NON- CONFORMITY:-
A major non-conformity means an identification deviation which poses a serious threat to the
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safety of personnel or the ship or a serious risk to the environment and requires immediate
corrective action. The new definition added to major NC after July 2010 is “ major NC now also
makes clear that this can be lack of effective and systematic implementation of requirement of
this ISM code.”
When a major NC is raised, corrective action must be implemented before a new
certificate can be issued or before existing certificate is endorsed at an annual DOC or
intermediate SMC verification. RO may ask to the company for immediate corrective action to at
least downgrade the major NC to an NC as early as possible. After verification of corrective
action by auditor a short term DOC or SMC valid for 3 months can be issued. Corrective action
for the NC and the time frame for the same can be then agreed. Also, a significant number of
NCs identified against the same section of the ISM code may be issued as a single major NC.
All major NCs including those that are downgraded before the completion of the audit are to be
reported to the flag state/ company/ master in writing.
NON- CONFORMITY:-
A non conformity means an observed situation where objective evidence indicates the non
fulfillment of a specified requirement of the ISM code.
When an NC is found, agreement must be reached with the management of the department
concerned that the perceived NC exists. Certificate can be issued or endorsed provided suitable
corrective action and appropriate time scale (not exceeding 3 months) is agreed. Closure of an
NC does not require a revisit by auditor. Written notification of completion of corrective action
accompanied where possible with objective evidence must be forwarded. An NC which is not
corrected with the stipulated time frame may be upgraded to a major NC and result in
invalidation of certificate.
EXTENSION OF SMC:-
When an extension of SMC is requested for, same can be done if a ship, at a time when SMC
expires is not in port in which it is to be verified. Then period by validity of the SMC may be
extended. But the extension period cannot exceed 3 months. A ship to which extension is
granted should not by virtue of such extension be allowed to leave port without a new SMC.
When the renewal verification is completed the new SMC is valid to a date not exceeding 5
years from the expiry date of the existing SMC, before the extension was granted.
REVISION OF AN ENTRY IN A CERTIFICATE:-
When the particulars, such as ship’s name, company’s name or address mentioned in the
SMC or DOC are changed, an additional audit to rewrite the SMC or DOC is required.
INVALIDATION OF SMC:- An SMC will be invalidated when
1) A company has not undergone an internal audit of ship annually.
2) There is evidence of major NC.
3) Corrective actions for NCs are not completed within agreed period of time.
4) Amendments in Ism code are not taken into account by the company.
5) DOC of the company is invalidated.
6) A ship is not maintaining class or the classification society is not authorized by the
administration.
7) Absence of adequate manning as per safe manning document unless the master is in
possession of a valid exemption from administration.
8) If a ship’s flag is changed or its company is changed.
INVALIDATION OF DOC:-
1) Corrective action for NC is not taken within agreed time period.
2) Company is not audited annually or has not requested for audit.
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3) Applicable amendments to ISM code has not been taken into account.
4) There is an evidence of an unresolved major NC.
5) Cancellation is requested by DOC holder.
6) Company’s name and address is changed or company no longer exists.

CONDITION OF ASSIGNMENT AND ITS PERIODIC INSPECTION

CONDITION OF ASSIGNMENT:- These are the conditions which must be met before free
board is assigned to a ship and load line certificate is issued following a load line survey. Free
boards are computed assuming ship to be a completely enclosed and watertight/ weather
tight envelop. The convention then goes onto recognize the practical need for opening in the
ship and prescribes means of protection and closure of such openings. These are called
condition of assignment, since the assignment of computed free board is conditional upon the
prescribed means of protection and closure of openings such as hatchways, doorways,
ventilation, air pipes, scuppers etc. Following are the conditions which must be met before
assigning the load line :-
1) Enough structural strength should be possessed.
2) Enough reserve buoyancy should be possessed
3) Safety and protection of crew.
4) Prevent entry of water into hull
Ships are to surveyed annually to ensure that they fulfill the condition of assignment.
Most of the condition of assignment are concerned with the water tight integrity
of the ship. Hull construction should meet the highest standard laid down by the classification
society. This ensures protection against flooding of the ship. The superstructure and the
bulkheads must be strengthened sufficiently. Some of the condition of assignment which
contribute towards water tight integrity are:-
1) Hatchways
2) Machinery space openings
3) Details of opening in free board
4) Details of opening in super structure deck
5) ventilators
6) Cargo ports
7) Air pipes
8) Scuppers
9) Side scuttles
10) Inlets and discharges
All of the above parameters ensures watertight integrity and protection against flooding
of compartment. If above are not watertight then during rough weather water can enter into the
areas below main deck causing to reduce the free board. So, condition of assignment very
much contributes towards water integrity of the ship. Also if green sea effect is not reduced and
water is being accumulated on the deck , it can cause free board to reduce and add free surface
effect. In rough weather if any longitudinal or transverse girder give way it can cause structural
failure and water can enter area below main deck.
Because of this coaming height of hatchways, height of sound pipes and vent pipes are
prescribed in M.S. load line rules.
Condition of assignment needs periodic inspection to ensure that ship condition are such
that above mentioned items are maintained in good order. During periodic inspection surveyor
shall assume that no material alterations have been made to the hull or superstructure that
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would affect the calculation determining the position of loadline. This can be found out by
reviewing the records of condition of assignment.
Examples of items which may no longer fulfill the conditions could be:-
1) Coaming of hatches, ventilators, air pipes -- corrosion especially at weather deck level
2) Gangways, rails, bulwarks --- damaged or not properly secured, will hamper the safety of
crew
3) In engine room ship side valves and stub pieces can get corroded and thinned down with
time, so they need periodic inspection.
4) Sealing arrangements of closing devices are made of neoprene. They become hard with time
and needs renewal.
5) Corrosion reduces resilience of locking arrangement. So, they need to be inspected.

INTERNAL AUDIT OF DECK DEPARTMENT

Element 12.1 of Ism code says that internal safety audits have to be carried out on board and
ashore at intervals not exceeding 1 year. As we all know internal audit can be carried by the
auditor belonging to the department other than the department being audited. So, as a chief
engineer I can audit the deck department provided I should have undergone the training
required to be an auditor.
For carrying out internal audit of deck department, first of all opening meeting with master
and other deck officer should be carried out. In the meeting they should be briefed about the
audit, so that Master and chief officer would be ready with their documents and personnel.
Following is the way how I will carry out the audit:-
A) MASTER:- Audit will be started from Master’s cabin. Master is the overall in charge of the
vessel and implementation of ISM code lies on his shoulders. He should clearly understand the
policies of the company and should be fully conversant with company’s safety management
system. So, following things should be checked with Master:-
1) He should know company’s responsibilities and authorities as per element 3 of Ism code
2) He should know how and when to contact DPA and the line of communication
3) He should be well aware of his responsibilities and authority especially his overriding
authority as per element 5.2. Under same element, it should be verified that master is
evaluating the SMS periodically and sending its deficiencies to the shore based management.
4) Master’s standing order/ night order book is available and should be sighted.
5) On board training schedule/planner should be sighted
6) Records of emergency drills should be checked. If possible drills can be carried out.
7) It should be checked that debriefing is carried out after the drills.
8) Is change of command well documented or not
9) Does safety and management meetings being carried out or not.
10) Under element 9 of ISM code, near miss/ ACHO reports to be sighted.
11) All critical ship board operation and maintenance books should have been sighted by
master
12) All certificates to be checked for validity
13) Verification of last audit report and deficiencies if any
14) Passage planning briefing and debriefing to be checked.
B) AT BRIDGE:- Bridge audit to be carried out with second officer. As in almost all companies
second officer is the navigational officer on board the ship. Following things to be checked on
bridge:-
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1) Check if navigational officers on watch understand function of ‘emergency stop’ and ‘override’
switches on main engine console on bridge.
2) Check whether maneuvering data is posted or not
3) Watch keeping schedule is posted or not
4) Emergency steering change over procedure posted on bridge. Also instruction for change
over from auto pilot to manual should be posted.
5) Carry out lamp test on main engine and steering console
6) Check all navigational lights are in working order from panel
7) Check both forward and aft horns are working
8) First aid kit to be available on the bridge
9) To check if any zone on fire panel is switched off or isolated and if duty officer is aware of
same.
10) To check whether window wiper is working or not
11) To check all navigational equipments are in working order
12) Check for pyrotechniques
13) Check whether general emergency alarm is working
14) Ventilator plan should be always posted on bridge
15) Emergency batteries should be checked for good order. Protective equipment should be
kept near the batteries.
C) AT DECK:- A complete round of deck should be taken and following items should be
checked:-
1) Company policy to be displayed prominently
2) Name of DPA and DO to be displayed prominently
3) All LSA and FFA items to be in place and in good condition
4) Use of PPEs on deck
5) Guardrails/ chains to be rigged around open hatches and walkway
6) Sounding pipe should be secured shut and marked to indicate compartment
7) Cargo and bunker drip trays to be free of oil
8) Flame screens on vent heads to be intact and of correct mesh size
9) Paint and thinners to be kept covered and secured in paint locker and eye wash available
10) Paint locker to be fitted with a fixed fire fighting arrangement and should be marked
11) Garbage to be stored in covered, marked, leak proof, non combustible bins.
12) Greasing of open gears to be verified
13) Operation of accommodation vent flaps
14) Galley vents and drip trays to be oil free
15) Condition of windlass/ winch brake lining
16) All deck crane maintenance to be checked. Cut outs to be checked
17) Is the forepeak valve free
18) Is hospital and provision store alarm tested as per policy
19) Remote stops for accommodation and engine room blower to try out.
20) First aid kit available in galley
21) All lubricating points to be clearly marked
D) CHIEF OFFICER:-
1) Check for knowledge and operation of deck hydraulics, steam system fundamentals and
emergency operation
2) Record of rest hour of crew
3) Operation and testing of gas detector
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4) Garbage management record

5) Ballast management and record keeping
6) Inspection of deck PMS system and lubricating schedule
7) Inspection of permit to work file
8) Emergency stops for cargo pumps and tank level alarms to be tested
9) Record of continuity test of hoses and operation of P/V valves
10) Record of ODME and ORB part 2 on tankers
E) JUNIOR OFFICERS AND DECK CREW:-
1) Check medical log, resuscitator, medicine chest
2) Familiarity with cargo and MSDS
3) Maintenance on LSA/FFA
4) Lifeboat kits and SCBA bottles to be inspected
5) Flags to be sighted
6) Any person from crew can be called and could be interviewed regarding his knowledge about
company's basic SMS, DPA's name etc.
A closing meeting to be taken after the audit. Any observation or nonconformity should be
written in the report and to be told to the persons concerned. A copy of the audit will be sent to
the company’s ISM cell.

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.
In November 2003 the IMO assembly adopted two resolutions addressing the issue of port of
refuge for ship in distress.
1) Resolution A949(23) :- These guidelines on places of refuge for ship in need of assistance
are intended for use, when a ship is in need of assistance but the safety of life is not involved.
Where the safety of life is involved, the provision of SAR convention should be continued to be
followed.
The guidelines recognize that when a ship has suffered an incident, the best way of preventing
damage or pollution from its progressive deterioration is to transfer its cargo and bunkers, and
to repair the casualty. Such operation is best carried out at place of refuge. However to bring
such ship at place of refuge may endanger the coastal state economically as well as
environmentally. Therefore granting access to port of refuge could involve a political decision
which can only be taken on case by case basis.
2) Resolution A950 (23) :- MARITIME ASSISTANCE SERVICES (MAS):- recommends that all
coastal states should establish a MAS. The principal purpose would be to receive the various
reports, consultations and notification required in a number of IMO instrument, monitoring a
ship’s situation. If such a report indicates that a ship may be in need of assistance, the MAS
serves as a point of contact and center for exchange of information between the ship and
coastal state.
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
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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.

INFLUENCE OF CHARTERER ON PROPULSION AND OTHER

SHIPBOARD OPERATION
CHARTERER:- It is a person or company who hires a vessel for a specified voyage or a
specified period of time.
There are three types of charters:-
1) Voyage charter
2) Time charter
3) Bareboat charter
In all above cases influence of charterer on operation of propulsion and other shipboard
Machineries during a voyage will be :-
1) VOYAGE CHARTER:- In a voyage charter laycan days are given to owner. Laycan days
means a specified time period in which a vessel has to reach to the given port for loading and
after loading it has to reach within a specified time period to discharge port. In case of any
machinery breakdown takes place during voyage and because of that if vessel is not present at
agreed port or place, the charterers are entitled to reject the vessel and cancel the charter. So.
It is the duty of chief engineer to check the main engine rpm so that vessel should be present at
the port or place as specified in charterparty and between laycan days. Master can take
appropriate route to reach the port without the permission of chrterer.
2) TIME CHARTER:- In time charter vessel speed and fuel consumption is mentioned and
agreed in charter party. As fuel is supplied by charterer, so any deviation in case of fuel or
speed, the owner has to pay the compensation to the charterer. So, chief engineer has to
maintain charterer required rpm to get the speed as specified in charter party. Master has to
take permission from charterer before diverting the route. Route of the voyage should be
approved by charterer. Similarly cargo operation time is also mentioned in the charterparty. And
if it deviates from this, the vessel will be off hired for that particular period of time.
3) BAREBOAT CHARTER:- In case of bareboat charter all responsibilities regarding
navigation, propulsion and maintenance of ship board machineries remain with the charterer
itself.
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If a ship is on a time charter and has a history of unforeseen auxiliary

machine breakdown at sea, I, as a chief engineer of the vessel, will check the nature and cause
of breakdown. If the breakdowns are not severe and do not deter the cargo operation, there is a
maintenance clause in the carter party in a time charter. For e.g. standard BIMCO charter party,
it is 48 hrs/ year. So, I will plan and mobilize the engine room staff, so that maintenance is
carried out in stipulated time as given in charter party. All efforts to be made to avoid the vessel
becoming off hire.
But if the nature of breakdowns is severe and can cause delay of the ship during voyage or
during cargo operation, then:-
1) Company must be informed regarding the breakdown and proposed maintenance.
2) Any special assistance required like some spare parts/ stores or technicians.
3) Anticipated time for carrying out the maintenance.
All the maintenance should be carried out before the commencement of voyage, so that vessel
should not get delayed and off hired.

CRITICAL EQUIPMENT AND OPERATION UNDER ISM CODE.

Critical equipments are equipments whose failure will lead to a potential hazardous situation or
an accident, thereby causing injury to personnel or loss of life or damage to marine environment
or property. This causes deviation or failure of the ISM objective 1.2.2 of ISM code.
PROVISION IN ISM:- Element 10.3 of ISM code states----
The company should establish procedures in its safety management system to identify
equipment and technical system, the sudden operational failure of which may result in
hazardous situation. The SMS should provide for specific measures aimed at promoting the
reliability of such equipment or systems. These measures should include the regular testing of
standby arrangement or equipment or technical systems that are not in continuous use.
Hence SMS must have with respect to the critical equipment have procedures:-
1) To identify them
2) To ensure their test and functional reliability
3) To establish and use the alternative arrangements on sudden failures.
4) To test standby equipments
5) To ensure that a single failure does not lead to a critical situation
6) To ensure that a system or equipment which is standby or unoperated or inactive for a certain
time is tested regularly and prior to conducting the critical operation.
7) There is always minimum level of spares for critical equipments.
The list of critical equipments or systems can vary according to ship type and
operation .once identified appropriate tests and other procedures should be developed to
ensure reliability.
CRITERIA FOR CHOOSING CRITICAL EQUIPMENTS AND OPERATION:-
As per element 7 of Ism code, the company must establish procedures for preparing plans,
instructions, checklists for key shipboard operations related to the safety of the ship, and
prevention of pollution and safety of personnel.
Normally criteria for choosing a critical equipment or operation lie as its potential to carry
on to a hazardous situation. Thus a critical equipment or operation is that whose direct failure
will lead to an accident. Hence with combination with element 10 the following shipboard
equipments/ items are subjected to inspections and tests (but are not limited to)
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1) Hull and superstructure steel work

2) Safety, firefighting and LSA equipment
3) Navigational equipment
4) Steering gear
5) Anchoring or mooring gear
6) Main engine and auxiliary engine
7) Cargo handling equipment
8) I.G. system
9) Electrical installation
10) Fire detection and alarm system
Similarly shipboard operations can be categorized into :-
1) Normal operation:- Error becomes apparent, only after occurrence of a hazardous situation.
2) Critical operation: - Error directly leads to accidents. Critical operations will include ( but are
not limited to) :-
a) Navigation in restricted visibility
b) Navigation in high density traffic area
c) Navigation in restricted/ narrow area
d) Heavy weather operation
e) Handling of hazardous cargo and noxious substances
f) Bunkering and oil transfer operation at sea
g) Cargo operation on oil/ gas/ chemical tankers
h) Critical machinery operation like OWS, INCINERATOR, EMERGENCY FIRE PUMP etc.

PRESCRIPTIVE BASED DESIGN VS FUNCTIONAL BASED DESIGN.

The maritime safety committee at its 74th session and 82nd session, approved guidelines on
alternative design and arrangement for SOLAS CH-II-2 and SOLAS CH II-1 and III
respectively.MSC issued guidelines, which serve to outline the methodology for engineering
analysis required by above SOLAS chapters on alternative design and arrangements for which
the approval of an alternative design deviating from the prescriptive requirement of SOLAS is
sought.
Alternative design and arrangement means measures which deviate from the prescriptive
requirement of SOLAS CH II-1, CH-II-2 or CH-III, but are suitable to satisfy the intent of that
chapter. For this first of all engineering analysis is carried out. It shows that alternative design
and arrangements provide the equivalent level of safety to the prescriptive requirements of
SOLAS CH II-1, CH II-2 and CH-III. This approach should be based on sound science and
engineering practice incorporating widely accepted methods, empirical data, and calculation,
correlation and computer models as contained in engineering textbooks and technical literature.
A design team acceptable to the Administration should be established by the owner,
builder or designer and may include a representative of owner, builder or designer and experts
having the necessary knowledge and experience in safety, design and/or operation as
necessary for the specific evaluation at hand.
The design team should:-
1) Appoint a coordinator serving as primary contact.
2) Communicate with the administration for advice on the acceptability of the engineering
analysis of the alternative design and arrangement throughout the entire process.
3) Determine the safety margin at the outset of design process and review and adjust it as
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necessary during the analysis.

4) Conduct a preliminary analysis to develop the conceptual design in qualitative terms.
5) Conduct quantitative analysis to evaluate possible trial alternative designs using quantitative
engineering design.
6) Prepare documentation, specification, and a life cycle maintenance programme.
To understand it better let us take the example of part F of SOLAS II-2 :-
PRELIMINARY ANALYSIS

FIRE SCENARIO INFORMATION

QUANTIFY PRESCRIPTIVE SYSTEM PERFORMANCE

QUANTIFY PROPOSED SYSTEM PERFORMANCE

EVALUATE PERFORMANCE OF PRESCRIPTIVE VS PERFORMANCE

PERFORMANCE OF PROPOSED DESIGN ACCEPTABLE

ALL SCENARIOS EVALUATED

SELECT FINAL DESIGN

But performance based design is not about:-
1) This approach should not be used to justify the use of material or equipment, where material
or type approval exists.
2) This approach should be used to demonstrate equivalent or higher level of safety.
Advantage of functional based design:-
1) Cost effective design
2) Design for unique application
3) Formal method for incorporating novel designs.
4) Greater understanding of loss potential.
5) Allows designs to be assessed which are too complex to have relevant regulations applied.
6) Conventional guidance can restrict design flexibility.
7) Can address issues beyond life safety e.g. protection of assets.
Disadvantages of functional based design:-
1) More time consumed.
2) More cost.
3) Greater documentation.
4) Special training will be required for the employees to understand new system.

Drydocking, exchange of information between M/S and C/E, delegation of

work and undocking checks
Drydocking is one of the most important activities that a vessel may come across. Hence a good
planning and co-ordination will be vital towards successful completion of dry dock.
The dry docking is governed by various factors:-
1) Classification society requirement
2) Statutory requirement
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3) Condition of vessel
So for a successful drydock there should be a good co-ordination between master and chief
engineer so that all the works are completed at time without any casualty. As a chief engineer
following are the exchange of information which will be necessary with the master:-
1) Class, survey and statutory requirement
2) Scope of work in drydock categorizing especially time required, shore gang required, work
that is to be done by engine room and dock staff.
3) ROB of bunkers and L.O. to be shared by master
4) Any requirement for pumping of black water, oil sludge to reception facilities and its
arrangement.
5) Spare requirements as to what all spares have arrived and what will be arriving.
6) List of survey items to be submitted to master.
7) Any special requirement like covering of vents, opening of tanks when grit blasting is
performed.
8) Co-ordination with master to required list and trim and put accordingly fuel oil and fresh water
tanks in use as advised by him.
9) Communicate with master as to be in touch with company regarding any new requirements
which ship will be fulfilling after dry dock. i.e. to fulfill any compliance towards statutory
requirements.
10) Any rules laid down by yard should be informed to ship personnel by master.
11) A pre docking tank cleaning and line washing plan to be informed by master to chief
engineer to mobilize the resources to carry out the operation.
12) All refit requirements to be submitted as stated with appropriate data e.g. pipe repair
material, location, staging required etc.
13) If any changes to be made in the emergency teams in the dry dock should be well consulted
before dry dock.
Delegation of responsibility to engine room staff:-
Preparedness for the same will start well in advance of the dry dock. The preparedness will
include the following:-
1) How to change over main engine and boiler in diesel oil.
2) How to change the ship power to shore power taking in account of voltage and frequency.
3) Requirement of cooling of fridge and A/C plant
4) Method of sewage disposal.
5) Securing of heavy weights.
6) Tanks and coffer dams to be sounded.
7) Chief engineer and second engineer who are management level personnel of engine room
department, to make a rough plan to delegate responsibility of various jobs.
8) Chief engineer will delegate responsibility for arranging spares as they arrive.
9) Personnel to prepare tags for various valves with job number and fix them on valve.
10) All safety aspects discussed and safety precautions to be followed. All engine room
personnel to be briefed about safety and asked to check the shore personnel regarding safe
working culture.
11) A day to day work report to be made and discussed to check whether all jobs are
proceeding as per schedule or there is some delay. If same look into them.
12) Chief engineer and second engineer to divide and co-ordinate various surveys which they
will oversee.
Now while undocking of vessel there should be proper co-ordination between ship and yard
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personnel. Various inspection and co-operation with dry dock personnel are:-
1) Check about the plan of dry dock and ensure that all works have been completed.
2) Check paint work has been completed.
3) Hull repair completed.
4) All tanks plugs are in place and secured.
5) All anodes are fitted. Grease/ paper used on them while painting, are removed.
6) Echo sounder transducer is cleaned of paper and grease.
7) Propeller rope guard is fitted properly and propellers are on dock mark.
8) Oil is not leaking from stern tube.
9) Rudder plugs are in place.
10) Ensure all valves are shut.
11) Sea grids are in place
12) Ensure all tanks are at same level while entry so as to have same trim when refloating
13) Verify weight log certificate ( no heavy weight has been shifted)

SALVAGE OPERATION AND THE LOF

MODERN SALVAGE LAW:-
Salvage is the services rendered by a person who saves or helps to save a maritime property in
danger. A salvage operation will be a salvage operation if and only if
1) The salvage service must be voluntary
2) The salvage service must be rendered to recognized subject of salvage
3) The subject of salvage must be in danger
4) The salvage service must be successful.
Modern salvage law is based on INTERNATIONAL CONVENTION ON SALVAGE 1989,
which replaced the 1910 convention which incorporated the ‘no cure – no pay’ principle. This
means the salver was only awarded for his services when the operation was successful.
Although this basic philosophy worked in most cases, it did not take pollution into account. A
salver who prevented a major pollution incident ( by towing a damaged tanker away from a
environmentally sensitive area) but did not managed to save the ship or cargo got nothing. The
1989 convention seeks to remedy this deficiency by making provision for an enhanced salvage
award taking into account the skills and efforts of salvers’ in preventing or minimizing damage to
environment.
Article 14 of convention introduced a special compensation to be paid to salvers who have
failed to earn a reward in the normal way which is listed in article 13. If the salver by his salvage
operation has prevented or minimized damage to the environment, the special compensation
payable by the owner to the salver may be increased up to maximum of 30% of the expenses
incurred by the salver. It can be increased in special cases but cannot exceed 100% of the
expenses incurred by the salver.

LLOYD’S OPEN FORM:- A Lloyd’s open form, formally Lloyd’s standard form of salvage
agreement, but more commonly referred to as LOF, is a standard legal document for a
proposed salvage operation. The two page contract is published by Lloyd’s of London. It is
called open because it is literally open, without any money being stipulated for the salvage job.
The sum to be paid is determined later in London by a professional arbitrator. At the top of
page, beneath the title ‘salvage operation’ is a statement of contract’s fundamental promise “NO
CURE – NO PAY”. This means that the reward depends upon success and the recovery of
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property.
First Lloyd’s form of salvage agreement was adopted in 1892. In its early edition ( up to
1970). LOF was straight “NO CURE -- NO PAY” contract. The 1980 edition moved away from
the traditional “NO CURE—NO PAY” principle by providing a safety net for salvers who agreed
to the salvage of loaded oil tanker. The safety net guaranteed that the salver’s expenses would
be paid in case where the value of the salved property was less than normal salvage award. In
addition salver could receive an increment of up to a maximum of 15% of his expenses.
An improved incentive scheme ‘special compensation’ was introduced in article 14 of the
International salvage convention 1989. This is paid by the ship owner when salver has
prevented or minimized damage to the environment. LOF 1980 ‘safety net’ only applied to
loaded oil tanker, but article 14 applies to all ships. The 1990 edition of LOF contract gave
immediate effect to article 14.
Although seen by the salver as welcome incentive, difficulties were experienced in several
salvage cases in assessing the amount of special compensation due under article 14. An
alternative means of assessing special compensation remuneration, known as SPECIAL
COMPENSATION P&I CLAUSE or SCOPIC clause, was therefore developed by salver’s P&I
club underwriters and other parties. To incorporate the SCOPIC clause improved version of
LOF came in force in 2000.

HULL CLAIMS AND CARGO CLAIMS

HULL CLAIMS: - Following any case of hull or machinery damage e.g. due to collision or
grounding, the ship owner manager’s insurance department will normally immediately inform via
the broker, the lead hull and machinery insurer. The lead underwriter will then instruct a
surveyor to ascertain the nature, cause and extent of damage, necessary repair and fair and
reasonable cost thereof. The lead underwriter will make a decision with respect to any claim
within 28 days of their receipt of the average adjusters final adjustment or if no adjuster is
appointed, a full document claim presentation sufficient to enable the underwriter to determine
their liability in relation to coverage and quantum.
The underwriter is discharged from liability of the claim, if he is not notified within 180 days of
the assured becoming aware of the occurrence.
Documents generally required for processing of claims are:-
1) Policy/ underwriter documents
2) Survey reports with photographs
3) Claims intimation letter by the insured with respect to the claim
4) Log book
5) All applicable valid certificates
Apart from above standard documents some other documents based on the nature of claim are
as follows:-
1) Deck and engine room log books covering the casualty, and, if possible the repair periods.
Master/ Chief engineer detailed report and/or note of protest, as relevant.
2) Underwriters’ surveyor report and account.
3) Class surveyor report and account
4) Superintendent’s report and account
5) Receipted accounts for repairs and/or any spare parts supplied by owner, in connection with
repairs, endorsed by underwriter surveyor as being fair and reasonable.
6) Accounts covering any drydocking and general expenses
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7) Accounts for all incidental disbursements at the port of repair

8) Details of fuel and engine room stores consumed during repair period together with the cost
of replacement
9) Accounts of owner’s repairs effected concurrently with damage repairs.
10) Copies of faxes/ e-mails sent and details of long distance calls made in connection with the
casualty.
11) Details of dates of payments of all account.
CARGO CLAIMS:-
Where cargo loss or damage is discovered by the receiver or consignee, a delivery note or
consignment note will be clause with the note of the loss or damage. The cargo owner will
immediately inform his insurer. If the loss is extensive the underwriter will normally ask for a
surveyor report. The timeline to file the claim depends upon the insurance companies to
insurance companies and is written in the clause.
Documents generally required to furnish the claims are:-
1) A proper duly filled claim form along with policy certificate.
2) Photographs and/or video film of insured damaged property showing the extent of damage
3) Sale contract or commercial invoice for the entire shipment
4) Original bill of lading
5) Surveyor report together with a duly paid surveyor fee bill
6) Packing list for the entire shipment
7) An authentic certificate of origin
8) Custom transit declaration
9) Claim notification letter to company together with Xerox copy of the policy and premium
receipt
10) Letter of subrogation cum undertaking
11) Claim bill
After the claim is quantified and documented, the underwriter settles the claim. The underwriter
then decides (under the doctrine of subrogation) whether or not the claim is worth pursuing
against the carrier. If he decides to pursue the claim, he immediately makes a written claim on
carrier. The claim is settled by the carrier in the currency stated in the policy. The carrier then
claims on his P&I club for reimbursement. But P&I club requires following documents from
ship to settle the claim by the claimants:-
1) Bilge, ballast and bunker sounding and pumping record
2) Cargo ventilation, humidity and temperature record
3) Records of any unusual weather condition
4) Records of hatch, access, hold and watertight doors check
5) Records of fire and safety equipment check
6) Records of cargo securing and lashing
7) Records of cargo temperature(heating or cooling) where applicable
8) Records of inert gas and venting operation as applicable
P&I clubs stress the importance of keeping record in order to help defeat cargo claims by cargo
insurer.

MLC 2006 and its novel features

MARINE LABOUR CONVENTION:- MLC is an international labour convention adopted by ILO
in its 94th session on 7th February 2006. It sets out seafarer rights to decent condition of work.
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It is now globally recognized as the fourth pillar of international regulatory regime along with
SOLAS, MARPOL and STCW. It consolidates 68 ILO legal instruments relating seafarer
accommodation, rest hours, medicals, repatriation, minimum age, condition of employment etc.
The convention is organized into 3 main parts:-
1) Articles – which set out the broad principles and obligations
2) Regulations and Codes – with two parts
Part A :- Mandatory
Part B:- Non- mandatory
These are integrated and organized into five titles:-
1) TITLE 1:- Minimum requirement for seafarers to work on a ship
a) Age – Minimum age is 16 years
b) Medical certificate – Seafarer should be medically fit
c) Training and qualification – Seafarer should be duly trained and certified to work on board
ship.
d) Recruitment and placement – License to agencies
2) TITLE 2:- Conditions of employment
a) Seafarer employment agreement
b) Wages
c) Hours of work and hours of rest
d) Entitlement to leave
e) Repatriation
f) Seafarer compensation for the ship’s loss or foundering
g) Manning levels
h) Career and skill development and opportunities for seafarer employment
3) TITLE 3:- Accommodation, recreation facilities, food and catering
a) Accommodation and recreation facilities
b) Food and catering
4) TITLE 4 :- Health protection, medical care, welfare and social security protection
a) Medical care on board ship and ashore
b) Ship owner’s liability
c) Health and safety protection and accident protection
d) Access to shore based welfare facilities
e) Social security
5) TITLE 5 :- Compliance and enforcement
a) Flag state responsibilities – Flag state will issue two certificates after survey
i) Maritime labour certificate
ii) Maritime labour compliance
b) Port state responsibilities
On 20th august 2012 Russia and Philippines signed and ratified MLC 2006. This made 30
countries with 60% of world tonnage who had ratified the convention and thus it will come in
force on 13th august 2013.
Existing ILO convention will phase out as ILO members ratify the new convention.
There will be a transition period when some parallel convention will be in place. Countries those
do not ratify the MLC 2006 convention will be bound by the existing conventions.
NOVEL FEATURES OF MLC 2006:-
1) It is a single instrument covering all aspects – 68 key ILO conventions and recommendations
consolidated.
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2) A tripartite maritime committee in ILO

3) Accelerated amendment procedure enabling amendments to come into force within 3- 4
years of their proposals.
4) On board and on shore complaint procedures for rapid resolution of problems
5) Modernized management based on an approach to occupational safety and health
6) Any state ratifying this convention will be bound by it up to 10 years after coming into force.
Within next year if member does not denounce it, it will be again bounded to next 10 years.
7) No more favourable treatment to non ratifying countries
8) Novel structure with code broken into two parts i.e. A—mandatory and B – non mandatory.

Drydocking, why it is a major event and planning

DRYDOCKING REQUIREMENT:-
1) As per M.S. cargo ship construction and survey rules (INDIA) 1991, every vessel has to dry
dock twice in 5 years in which the intermediate dry dock should be at two and half years but can
be extended up to 3 years. Intermediate dry dock can be replaced by in water survey but ship
has to be dry docked at 5 years interval.
2) M.S. cargo ship construction and survey rules 1991 also states that propeller shaft and the
tube shaft driving screw propellers shall be withdrawn and surveyed at intervals not exceeding
two and half years, but Principal officer can extend it up to 3 years. However, depending upon
the tail shaft system like oil bath or water bath, keyless propeller or keyed propeller, the survey
requirement can be extended.

WHY DRYDOCKING IS A MAJOR EVENT:-

Drydocking is referred to as major event because of reason that without it the portion of ship
can not be assessed. Following checks and repairs are carried out in dry dock:
1) Cleaning of ship’s hull and to check ship’s hull fouling condition.
2) See the condition of underwater hull painting and its requirement.
3) See the condition of underwater hull plating and requirement of its renewal.
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4) To fulfill requirement of tail shaft survey.

5) For propeller and rudder inspection and repair.
6) To check and change the sacrificial anodes fitted in underwater area.
7) To see local deformation like bulging, sagging of ship hull and repair it.
8) To see bow thruster tunnel, inspect the tunnel and blades of thruster.

PLANNING:-
As drydocking is very important and costly affair it’s preplanning is required. As a chief
engineer different steps to prepare the vessel for drydocking are:-
1) Drawing of steering gear, rudder, propeller, ship side valves, and gratings are to be studied
and kept ready.
2) Last initial report to be checked regarding rudder drop, tail shaft, stern tube bearings, shaft
seals, poker gauge reading, pintle clearance etc.
3) Inventory of spares
4) Inventory of stores
5) CSM items due
6) Identification of defect and preparation of defect list.
7) Requirement of any specialized service
8) Job allotment
9) Job timing schedule
10) Safety
11) Assess paint requirement with master
12) See last anchor chain report and prepare for inspection.

GOAL BASED STANDARDS (GBS)

GOAL BASED SHIP CONSTRUCTION:----
Goal based ship design and structure was first presented in 2002 in MSC 76 after a proposal
was given by BAHAMAS and GREECE in 89th session of council. They suggested that IMO
should play a larger role in determining the standard to which new ships are built, traditionally
the responsibility of classification society and shipyards.
It was adopted in 2010 at MSC 87. It will be applied to oil tankers and bulk carriers starting
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in 2016. It means whose building contract is placed on/after 1st July 2016. In the absence of
building contract keel laid on/after 1st July 2017. And whose delivery is on/after 1st July 2020.
IMO Goal based standards are:-
1) Broad, overarching safety, environmental and/or security standards that ships are required to
meet during their lifecycle.
2) The required level to be achieved by the requirements applied by classification societies,
other RO, administration and IMO.
3) Clear, demonstrable, verifiable, long standing, implementable and achievable, irrespective of
ship design and technology.
4) Specific enough in order not to be open to differing interpretation.
These basic principles were developed to be applicable to all goal based new ship
construction standard. In the near future IMO may develop goal based standards for other areas
e.g. machinery, equipment, fire protection etc.
The committee agreed in principle on a five tier system.

Tier 1 GOALS ----- IMO

Tier 2 FUNCTIONAL
REQUIREMENT
Tier 3 VERIFICATION AND
ACCEPTANCE CRITERIA
Tier 4 IACS CSR FOR OIL TANKER AND
BULK CARRIER ------ IACS
Tier 5 PROCEDURE AND QUALITY SYSTEM ------ INDUSTRY

TIER 1 :- GOALS –
Ships are to designed and constructed for a specified design life to be safe and environmentally
friendly when properly operated and maintained under the specified operating and
environmental condition, in intact and specified damage condition, throughout their life.
Here safety also includes the ship structure being arranged to provide safe access,
escape, inspection and proper maintenance.
TIER 2:- FUNCTIONAL REQUIRMENT ----
A set of requirements relevant to the functions of the ship structure is to be complied with in
order to meet the above mentioned goals. It consists of:-
a)DESIGN:--
1) Design life :- 25 years design life
2) Environmental condition:- North Atlantic environment
3) Structural strength:- Suitable safety margin at net scantling
4) Fatigue life:- 25 years fatigue life in north Atlantic
5) Residual strength:- Sufficient
6) Protection against corrosion:- Coating design life specified.
7) Structural redundancy
8) Water tight and weather tight integrity
9) Human element consideration
10) Design transparency
b) CONSTRUCTION:-
11) Construction quality procedures
12) Survey
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c) IN SERVICE CONSIDERATION:-
13) Survey and maintenance
14) Structural accessibility
d) RECYCLING CONSIDERATION:-
15) Recycling
TIER 3:- VERIFICATION OF COMPLIANCE
It provides the instruments necessary for demonstrating that the detailed requirement in
TIER 4 and TIER 5 comply with TIER 1 goals and TIER 2 functional requirements. Verification
process is:-
1) RO or administration submits request for verification of its rule.
2) IMO appointed audit teams review.
3) Report of audit team goes to MSC
4) MSC takes decision on conformity with GBS
TIER 4:- Technical procedures and guidelines, including national and international guidelines.
TIER 5:- Industry standard, codes of practices and safety and quality systems for ship building,
operation, maintenance, training etc.
SHIP CONSTRUCTION FILE:- it will contain the specific information on how the functional
requirements of the GBS have been applied in ship design and construction. It shall be provided
upon delivery of a new ship, and kept on board a ship and/or ashore. It should be updated as
appropriate throughout ship’s life. Contents of SCF shall at least conform to the guidelines.

SURVEY BEFORE DIFFERENT CHARTER AND CHIEF ENGINEER'S ROLE

VOYAGE CHARTER:- In this form of charter, charterer are mainly interested in seaworthiness
and condition of cargo spaces. Surveyors check whether vessel can carry the cargo of the
particular quantity and to be able to discharge the same, within an agreed period of time.
Chief engineer’s role:- He should take care of cargo handling equipments and tank condition.
If any repairs are necessary, to keep the same in good condition, they should be carried out, as
it is a requirement to prove that the ship is able to carry the cargo safely and the vessel should
be able to reach in agreed time.
TIME CHARTER:-
a) Before putting the vessel on time charter first ON HIRE SURVEY is carried out. There will be
an agreement that an on hire survey will be carried out to establish
 Quantity of bunker remaining on board
 The general condition of vessel
 Tanks or holds are fit to carry the cargo
Holds of a dry cargo vessel must be dry and swept clean. Tanks for oil/chemical must pass the
survey, to be certified fit. ON HIRE survey is usually carried out by jointly approved surveyors
paid for (50/50) by the owners and charterers. Time spent on survey is normally at owner’s risk.
A delivery certificate is issued by the surveyor to confirm the date and time of handover,
bunker ROB and condition of holds or tanks. The certificate should be attached with the survey
report and it is a vital document for the assessment of hire payment due and the
commencement of various charterers’ liabilities.
Chief engineer’s role:- As a chief engineer one should calculate the bunker on board correctly
and keep all machineries in good running condition. It is his responsibility to prove that the ship
is able to satisfy all ‘CHARTER PARTY’ requirements regarding fuel consumption and speed.
Any maintenance required to be carried out before survey.
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b)OFF HIRE SURVEY—The charterer must normally redeliver the vessel in same good order
as when she was delivered to the charterer, although a fair amount of wear and tear is
acceptable. This survey will be carried out normally by an independent surveyor, to ascertain
the extent of any damage done during the charter, quantity of bunker ROB etc. The redelivery
clause may provide for repair necessary to make the vessel seaworthy and that must be done
immediately on redelivery. OFF HIRE survey is similar to ON HIRE survey. ROB of bunker is
measured so that the vessel is handed over to the owner with same quantity as previously
recorded. Restoring the vessel’s condition and cargo spaces is charterer’s responsibility. A
redelivery certificate is issued to the master.
BAREBOAT CHARTER:- Survey procedure can be done in yard itself according to agreement.
In other cases there is thorough examination, considering the following points:-
1) Bunker on board
2) Stores and spares on board
3) General condition of vessel
4) Certificate validity
5) Tank condition
6) Sea worthiness
Chief engineer role:- He is responsible for maintain all equipments in good order. Bunkers on
board are to be properly calculated and records to be kept ready. Proper PMS to be in use to
maintain seaworthiness. It is more stringent survey, since the charterer takes the responsibility
of the vessel in full respect, except for capital cost. All crew members to be aware of safety
procedures and company’s QMS. Proper training and briefing to be given with respect to all
requirement before survey.
If a second hand ship is taken over by a chief engineer and is being put on a bareboat charter
he should check following with respect to ship:-
1) Visual inspection of vessel
2) Seaworthiness
3) Documentation
4) Machinery condition
5) Pipeline condition
6) Underwater part
7) LSA and FFA items
8) Sounding of all tanks and calculate bunker, lub oil
9) Navigation equipment condition
10) Critical machineries inventory
11) Inventory of spares and stores
12) ORB ( last 3 years )
13) Master and Chief engineer log book
14) Ship sea trial if possible
15) Machinery survey records and PMS
16) Cargo hold condition
17) Insulation check of all motors and alternators.

Port state control,ITS OBJECTIVE, KEY ELEMENTS AND AUTHORITY

PORT STATE CONTROL:- It is an inspection programme under which all countries work
together to ensure that all vessels entering their water are in compliance with strict international
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safety and antipollution standards. All countries share their findings with each other and the
ships that are found to be in violation of laid down standards are detained in port, until their
deficiencies are rectified.
OBJECTIVE OF PSC INSPECTION:- The objective of PSC inspection is to defeat and deter
owners from operating substandard ships that endanger not only the ship crew and the port, but
also the environment. This minimizes the threat to life, property and environment.
KEY ELEMENTS:- Key elements of PSC inspection are:-
1) Ensuring compliance with international rules regarding safety, marine pollution and threat to
working environment.
2) Detaining substandard vessel till all deficiencies are rectified.
3) Implementing a initially agreed figure of annually inspecting the minimum number.
4) Applying a targeting system. Selection is such that well run vessels are not harassed where
as blacklisted vessels will not be allowed to operate.
5) Harmonizing and strengthening to the greater extent PSC’s authority to carry out better
surveillance.
6) Providing technical assistance and training, where the need is identified.
AUTHORITY:- Authorities of PSC are clearly defined under the following instruments of IMO:-
1) SOLAS 1974
 Regulation 1/19 ( chapter 1, regulation 19) – General provision/ control
 Chapter IX, regulation 6 --- Management of safe operation ship
 Chapter XI , regulation 4—special measures to enhance maritime safety
 Chapter XI, regulation 2 – special measures to enhance maritime security.
2) MARPOL 73/ 78
 Article 5 – Certificate and special rules on inspection of ships
 Article 6—Detection of violation and enforcement of convention
 Regulation 11 of annex 1 – PSC on operational requirement
 Regulation 16 of annex II -- – PSC on operational requirement
 Regulation 8 of annex III -- – PSC on operational requirement
 Regulation 13 of annex IV -– PSC on operational requirement
 Regulation 8 of annex V -- – PSC on operational requirement
 Regulation 10 of annex VI--– PSC on operational requirement
3) LOADLINE CONVENTION
 Article 21:- Limitation of draught, to which a ship on its international voyage is to be loaded
4) STCW 1978
 Article X – control regulation ( Rights of PSCO to ensure all seafarers have appropriate
certificates)
 Regulation ¼ -- control procedure
5) TONNAGE 1969
 Article 12 – verification of tonnage certificate
Although Tonnage convention is not a safety convention, the revision A787 (19) has laid down
the guidelines for PSC. However the control provision of article 12 of TONNAGE 1969 does not
include the provision for detention of ships.
6) ILO CONVENTION
 Article 4 of ILO convention number 147 gives provision for PSC.
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THIRD PARTY LIABILITY, CONTRACTUAL LIABILITY AND LIMITATION OF

LIABILITY
An insurance policy is a contract. The insured is referred as first party to the contract. The
insurer i.e. the insurance company is who issues the contract is the second party. A stranger to
the contract who makes a claim against insured is known as third party.
THIRD PARTY LIABILITY:- It is obligation to compensate the another person harmed or injured
or suffered a loss due to negligence or mistake or wrongful act of first party. When the insured –
first party causes a loss then the second party assumes the insured liability up to the policy limit.
Examples of third party liabilities are collision, third party injury or death claim, oil pollution
liability, cargo claim, crew claim, unrecoverable general average contribution etc.
When the agreement is signed by the parties, they agree on certain conditions and goals
written in the agreement. They also get certain liability towards each other for successful
achieving of the goals. But by any reason a third party gets affected, then liability towards the
third party is called third party liability. E.g. compensation required to pay the affected coast
during oil pollution becomes third party liability. There is no such agreement between ship
owner and coast, but coast gets affected due to pollution. So, ship owner takes P&I insurance
cover in respect to third party liability during ship operation.
CONTRACTUAL LIABILITY:- During any agreement both parties agree for certain terms and
conditions for achieving particular goals and interests. So some liabilities are set towards
achieving goals. As agreement is signed by them, the liabilities are called contractual liability.
Liability does not come in picture if everything runs smoothly but if anything goes wrong, then
liability comes into picture. Hence contractual liability is because of a contract, where involved
parties agree usually in writing, to take on the liability of someone else, otherwise there would
not have been a liability. This form of agreement where one party takes on the liability of
another by contract is commonly termed as “Holder harmless” or indemnity agreement.
Contractual liability is the express liability namely charter party, bill of lading, cargo insurance,
contractual salvage, charterer agreement, towage e.t.c. Here the liability is documented for
specific occasion and specific time. Contractual liability claim settlement takes place in a
judiciary, arbitration, tribunal as in agreement.
LIMITATION OF LIABILITY:- A ship owner who as unlimited liability might be faced with a claim
of such magnitude that it would bankrupt him and discourage him ( and other owner) from
further participation in international trade. In respect of various maritime claim brought against
ship owner, therefore, the ship owner, if found liable is entitled to limit his liability to the claimant.
This right has been enshrined in ‘CONVENTION ON LIMITATION OF LIABILITY FOR
MARITIME CLAIMS 1976’. A ship owner may seek to limit his liability under article 2 of 1976
convention and this includes:-
1) Claims in respect of loss of life or personal injury or loss of or damage to property, occurring
on board or in direct connection with the operation of the ship or with salvage operation.
2) Claims in respect of loss resulting from delay in carriage by sea of cargo, passenger or their
luggage.
3) Claims in respect of other loss resulting from infringement of rights other than contractual
rights, occurring in direct connection with the operation of ship or salvage operation.
4) Claims in respect of raising, removal, destruction or rendering harmless of a ship which is
sunk, wrecked, stranded or abandoned, including anything that is or has been on board such
ships.
5) Claims in respect of removal, destruction or the rendering harmless of the cargo of the ship.
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6) Claims of a person, other than the person liable in respect of measures taken in order to
avert or minimize loss for which the person liable may limit his liability in accordance with
convention and further loss caused by such measures.

INFLUENCE OF EXTERNAL FACTORS ON FUEL CONSUMPTION

Bunkers have become now a day very significant expense in day to day running of ships. Hence
saving in fuel is a very important aspect for all shipping companies and their vessels. A small
saving in bunker expense surprisingly contributes a significant amount in the long run for the
ship. Sometimes external factors influence the consumption of fuel. Following are some external
factors on which fuel consumptions depends a lot:-
1) SHIP’S HULL CONDITION:- Ship’s hull condition definitely influences the fuel consumption.
Ship’s movement is restricted by resistance experienced by heship, which is comprised by two
types called frictional resistance and residual resistance. Frictional resistance is a function of
density of water, hull roughness and length of ship. Residual resistance is due to wake forming
tendency caused due to movement in water and shape of ship. Frictional resistance can be up
to 70% of total resistance of the ship and hull condition is a major contributory factor in frictional
resistance. Thus it is very important to keep hull clean. Hull can be cleaned by several methods
while ship is afloat, but majority of these are not effective in long run. So, regular dry docking is
the best solution in this regard.

So any increase in underwater hull roughness will increase hull frictional resistance or
vessel drag resulting in additional power requirement with increased fuel consumption and cost
to maintain vessel speed. Factor responsible for hull fouling are:-
a) Use of improper techniques in applying paint.
b) Poor quality of applied paint.
c) Long port stays or anchorage.
d) Damaged hull surface.
e) Poor maintenance of hull protective system.
Appropriate measures should be taken regarding the above points to reduce the extent of hull
fouling of the ship. Antifouling paint of approved type and well maintained antifouling system
plays an important role in ship’s regular operating period between dry docks.
2) WEATHER CONDITION:- Ships are designed and constructed to withstand the forces of
nature up to certain extent for a certain time. Depending upon the area of trading, weather
conditions keep changing along with the condition of sea. Seasons of extreme nature are also
common in the ship’s routes. If climate/weather condition are favorable, it may result in a
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positive slip i.e. ship travels more distance than given by the engine and with adverse weather
condition, the slip may be negative, that means that the actual distance travelled by ship is
lesser than the engine distance, resulting in extra fuel consumption due to higher power
demands and overloading of engines.
Good judgement and regular updates regarding weather condition helps the master
in choosing a route to avoid adverse weather condition. This may result in lesser fuel
consumption in long run. Engine manufacturer’s guideline should be strictly followed in severe
weather conditions. Governor load index, hunting, RPM, scavenge air limits, torque limits must
be taken into account to avoid thermal and mechanical overloading of the engine.
3) MAINTENANCE OF DIFFERENT ELEMENT IN FUEL OIL SYSTEM:- Although the condition
of the hull and weather play a significant role in regulating fuel consumption, elements which
directly control fuel have a proportional relation to the consumption of fuel. The different
elements of fuel oil system are:-
a) Fuel oil injector:- It should be regularly changed after fixed running hours as per maker’s
guidelines. Overhauled and tested valves to be used.
b) Fuel pumps:- Injector timings to be checked regularly and adjusted as required.
c) VIT:- Adjusted as per requirement.
d) Fuel oil filter:- Regular cleaning.
e) Viscotherm:- Regular maintenance and maintaining proper fuel oil temperature to achieve
desired viscosity as per fuel oil analysis report.
f) Service tanks:- Proper temperatures to be maintained.
g) Greasing of fuel linkage
h) Operation and maintenance of purifiers should be always carried out for proper
operation.
4) DAMAGE TO PROPELLER BLADE:- Propeller should be maintained in top condition at all
times. The main factors that detract from optimum condition are fouling, cavitations and physical
damage. But, any distortion from their true shape can cause an imbalance and hence vibration,
which in turn causes increased cavitations, loss of thrust, drive shaft damage, wear on
numerous bearing and increased fuel use due to decreased efficiency.

Damaged propeller blade can be repaired in dry dock.

Propellers can be easily damaged if they strike a buoy, or hit floating debris or ice. The damage
is usually to tip which can become bent or which can even have large chunks of metal taken out
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of it. Physical damage of this nature mostly causes vibration. The solution in this case is to trim
the blades equally to remove the damage and achieve proper balance, and reduce excessive
cavitations. But this should be done carefully as bad trimming can result in even worse problem.
There are 3 types of modification:-
a) Diameter reduction:- Easily and inexpensively performed underwater, this is the usual
method for increasing RPM and balancing the ratio. The blade tips are cropped and faired.
b) Pitch reduction:- This involves twisting of blades and can only be accurately done in a
workshop as blades need to be heated to prevent cracking. Although more expensive this is
most effective modification as there is no loss of blade material. It is ideally suited to blades
smaller than 4,000 mm diameter.
c) Trailing edge modification:- This is achieved by either bending the trailing edges or by
cutting them. Both operation can be performed in water and can achieve an effect on the RPM
of approximately 5%.

Ship bunkering operation, DISPUTE ON CORRET QUANTITY & QUALITY

AND BDN
Bunkering is one operation on ship which has been the reason for several pollution related
incidents in the past. Bunkering operation requires utmost care and alertness to prevent any
kind of fire accident or oil spill. Chief engineer is the overall in charge of a bunkering operation.
So, before bunkering operation chief engineer should plan in the following way:-
1) He should calculate and check which tanks are to be filled once he receives confirmation
from the shore office about the amount of fuel to be received.
2) It might be required to empty some tanks and transfer the oil from one tank to other. This is
required so as to prevent mixing of two oils and prevent incompatibility between the previous oil
and new oil.
3) A meeting should be held between the members that will take part in bunkering operation and
should be discussed about the whole process regarding tanks to be filled, sequence of filling,
contingency plan etc.
4) Bunkering checklist should be filled up and no items should be missed.
After making fast the bunker barge with ship chief engineer should check the supplier
valid license issued by implementing authorities. Chief engineer should check that following
documents are present on board the barge:-
1) Bunker requisition form:- This will tell that the supplier has to supply what quantity and
quality of bunker. This will indicate viscosity, density, water content, flash point etc.
2) Tank measurement/ calculation form:- This form is to record the gauging and cargo
temperature readings as witnessed by chief engineer.
3) Non cargo tank declaration form:- It is the declaration by cargo officer of the
measurements and content of non cargo tanks and spaces before bunkering. The chief
engineer should be allowed to verify the declaration.
4) Chief engineer should always check that the specification of bunker to be supplied is as per
ISO 8217 latest edition which is fourth edition 2010. Apart from other requirements two new
things have been added in both distillate and residual fuels, which are
a) Acid number limits included:- For distillate fuel- 0.5 mg KOH/ gm
For residual fuel - 2.5 mg KOH/gm
b) Hydrogen sulphide :- From 1st JULY 2012 the limit is 2mg/ Kg
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After the checks of documents and bunker quantity on barge, chief engineer should ensure that
sampling points are fixed. Sampling should be taken at one point only. All sampling should be
carried out either at barge manifold or ship’s manifold. The sample must be representative of
the total delivery and ideally taken by ‘drip feed’ at the discharge side of manifold, during the
course of pumping.
After deciding the location of sampling and sampling procedure, hose should be
connected. Barge master has to show valid hose pressure testing certificate to chief engineer. It
shall be chief engineer’s responsibility to prepare the vessel for receiving bunkers including
removing the blank flanges from the bunker manifolds, fitting gaskets and connecting hose.
After connecting hose bunkering can be started after confirmation by chief engineer.

ENSURING CORRECT QUANTITY:-

It is chief engineer’s responsibility to ensure that the actual received quantity is exactly what has
been ordered. To ensure this the ‘ Tank measurement/ calculation’ form shall again be used to
calculate the bunker remaining on barge after delivery. The delivered quantity shall be based on
the bunker barge/ vessels tank measurement and calculation as witnessed by both the chief
engineer and cargo officer. The calculation shall be based on the opening and closing gauges of
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the bunker barge tanks and cargo temperature as witnessed by both chief engineer and cargo
officer.
In case of any dispute regarding quantity of bunker received, the chief engineer of
vessel should raise a note of protest which shall be signed by both parties. An independent
surveyor may then be called to investigate the findings. This should be entered in log book or oil
record book.
This letter of protest should be delivered to supplier at the time or immediately after
completion of bunker, in the absence of which, any claim or complaint shall be deemed
absolutely waived. The master of bunker barge can also raise a letter of protest if he disagrees
with the alleged shortage. As per standard BIMCO bunker clause, within 15 days of delivery of
such fuel and letter of protest handed over to supplier as aforesaid, the customer must submit to
the company a formal claim in writing specifying precisely the extent of short delivery.
ENSURING CORRECT QUALITY:-
To ascertain about the quality of bunker, it is necessary to take the samples in prescribed
manner. The sample should be divided into 4 or 5 subsamples. Out of these one should be sent
to laboratory for analysis by the ship. The supplier has the duty to provide ship with MARPOL
sample and the seal number of this must be recorded in the BDN, along with seal numbers of
other samples. If the ship’s sample report comes and it shows bunker to be of lower quality or
not as per specification, ship staff should tender a complaint regarding quality. As per BIMCO
standard bunker clause this complaint should be tendered within 30 days of delivery. After
receiving the complaint the supplier will send their sample to laboratory and will match its result
with ship’s one. Otherwise both can choose an independent laboratory for testing the sample.
IMPORTANCE OF BDN AND STATUTORY REQUIREMENT:-
As per MARPOL 73/78 annex VI regulation 18, after completion of bunkering, details of fuel oil
for combustion purposes delivered to and used on board shall be recorded by means of bunker
delivery note(BDN). BDN will include the following:-
1) Name and IMO number of receiving ship.
2) Bunkering port
3) Name, address, and telephone number of marine fuel supplier.
4) Product name.
5) Quantity in metric tons.
6) Density at 15 degree Celsius
7) Sulphur content.
8) A declaration signed and certified by the fuel oil supplier’s representative that the fuel oil
supplied is in conformity with regulation 14 and 18 of Annex VI.
BDN should be kept on board for at least 3 years and should be readily available for inspection.
In case of any dispute regarding quality or quantity this serves as a vital document.

REASONS FOR BULK CARRIER LOSSES

In the last decade a large number of bulk carriers were lost. From 1990 to mid 1997 a total
number of 99 bulk carriers were lost, with the death of 654 people. This forced IMO to think
about the safety of bulk carriers and a new chapter was included in SOLAS which is chapter XII.
What were the reasons which caused so many losses of bulk carriers? We will discuss the
reasons one by one.
1) AGE OF SHIP:- Age is a contributing factor in the loss of bulk carriers. Statistically ,bulk
carriers 20 years or older exhibit a greater chance of total loss than their younger counterpart
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2) CORROSION:-Certain products including coal, phosphate and raw sulphur transported by

bulk carriers can rapidly corrode the hold side frames and promote fracture. For a capsize bulk
carrier carrying coal and iron ore it has been recorded that a hull web frame with an original
thickness of 10mm can corrode to only 3 to 5mm along bottom portion of the hold in a short
period. Corrosion increases the structure’s susceptibility to fatigue and buckling. As web
thickness is not sufficient to support the heavy cargo being transported, as a result frame can
detach from side shell.
3) FATIGUE:-Bulk carriers are susceptible to many modes of cyclic forces that combine with
other forces acting upon vessel’s structure. Cyclic wave pressure acts upon the side frames of
the vessel in a constant cycle of loading and unloading forces. For bulk carrier carrying high
density cargo, such as iron ore, the side frames do not have an internal pressure to counteract
the external forces and the side shell is forced inward by the unbalanced forces. This can result
in weakening of side frames. Conversely internal pressure created by lower density cargo
impose load in opposite direction when a wave trough is encountered. This pressure can also
fluctuate and react with the motion of vessel.
Bulk carriers with cargo loaded in an alternate hold pattern experience high level of still
water shear forces as the weight of the holds loaded with cargo are pushing down and the
buoyant forces are pushing up the empty holds. These upward and downward acting still water
forces combine with the shear forces that fluctuate with the wave motion to impose fluctuating
stresses on the side frames.
Similarly the longitudinal framing of the upper and lower wing tanks is subjected to
fluctuating stresses due to the external wave action as well as internal pressure from the ballast
tank.

4) COMMERCIAL PRESSURE :- Commercial pressure to reduce the number of cargo transfer

passes, resulted in the use of large grabs followed by bulldozers and hydraulic hammers to
collect remainder cargo. These caused extensive damage to the inner bottom, lower hopper
brackets and shell plating.
5) LARGE HATCHES:- Presence of large hatchway opening over the cargo area reduced the
torsional resistance of the hull structure and added focal points for stress concentration at the
corners of hatchways.
6) GREEN WATER:- The flooding of spaces below the main deck due to hatch cover or
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securing device failure, or failure of other deck fittings has been linked to green water loads.
This also caused structure failure and finally loss of the ship. Also the flooding of foremost hold
resulted in collapse of bulkhead between this hold and adjacent hold leading to progressive
flooding and finally sinking of vessels.
7) SPONTANEOUS COMBUSTION:- Transportation of coal and fishmeal can cause
spontaneous combustion. Coal emits combustible methane. If temperature in the hold is not
checked it can lead to spontaneous combustion and can cause fire.
8) MOISTURE IN CARGO:- Earlier the shippers were not bound to declare moisture in the
cargo. So, extra moisture in the cargo initially or moisture generated during the voyage led to
green water accumulation and free surface effect in the hold resulting in virtual loss of
metacentric height and making the vessel less stable. These had caused the vessels to heel
dangerously and finally capsize.
9) LOADING PATTERN:- Sometimes the ships broke on the berth while loading only. This
happened because of the casual approach towards loading by the ship’s crew. They didn’t
follow the loading pattern and because of this structural failure took place and caused the ship
to break while loading only.
Above are some reasons due to which a large number of bulk carriers were lost. All
these .factors were examined in detail by IMO and additional safety measures were introduced
in chapter XII of SOLAS. The measures proved to be effective and these reduced the structural
failure to a greater extent.

CRANKCASE EXPLOSION AND INSURANCE CLAIMS

In spite of taking all safety measures and following all correct procedures, sometimes
unfortunate incidents do occur on board a ship. These result in personal injuries and machinery
damage. After every incidence, investigations take place and insurance claims are raised. The
insurance underwriters appoint damage surveyors who come on board and do their
investigation. In the process of doing it, they ask for all the relevant documents.
Suppose a main engine crankcase explosion has taken place on your ship in which main engine
was badly damaged and two engine room personnel suffered serious injuries. Now, you will
have to present your vessel for subsequent inspections by P&I and H&M insurance companies.
We will see step by step what all should be done after the incidence:-
1) Take care of persons injured:- Since persons are seriously injured, give them first aid and
ask for medical advice from a rescue centre. Give the information to owner and charterer and
seek their advice. If the vessel needs to divert and make a emergency port of call take
permission from owner and charterer. But since main engine is also badly damaged the vessel
will need emergency towing. Give notice to agent and P&I correspondent at the nearest port.
They will arrange for the salvage assistance. Enter in the port. Injured personnel to be
transported to hospital and later on they can be repatriated. All the medical treatment given to
the personnel should be chronologically documented in the medical book.
2) Reporting of incidence to:- The incident should be reported to following without delay
a) Administration
b) Owner
c) Class
d) P&I correspondent
e) H&M broker
f) MAS centre
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3) Record keeping:- Time, date, place and cause of injury should be recorded. The evidence
should be preserved and a witness statement should be taken. Write down all important medical
condition and drugs that were given to the person. The persons injured were wearing PPEs or
not. Take the statement of injured personnel as soon as possible if they are in position of giving
one. The most important report in case of personnel injuries is Master’s report. It is an important
evidence to judge whether the injury is work related or not. Photos of sites and other evidence
should be preserved.
4) Necessary documents and records required to honor only genuine claims
In case of P&I surveyor following documents should be kept ready:-
a) Master statement of fact
b) Witness report
c) Injured person statement
d) Communication with the owners, managers, medical advisors and authorities
e) Deviation report
f) Photos of place of evidence
g) Medical report book relating to important medical condition and all the drugs thet were given
to personnel
h) Evidence showing personnel wearing PPEs
i) Injured personnel familiarization with machinery form duly signed by him.
j) Safety instructions explained.
In case of H&M surveyor following documents should be kept ready:-
a) Chief engineer log book and official log book entry.
b) Master’s and chief engineer’s statement
c) Witness statement
d) Engine room crew statements
e) Main engine PMS records
f) Main engine bearings last renewal and evidence showing that only genuine bearings were
used.
g) Main engine crankcase lubricating oil report
h) Engine parameters at the time of incidence ( from log book or data logger)
i) Records showing last alarms and trips tried out ( from alarm logger)
j) Compliance with manufacturer or service letter received recently
All the above documents will be required by the surveyor appointed by H&M underwriter. After
the survey a damage survey report will be made. Now the main engine will be repaired. And
after that claims will be settled. Depending upon the nature of insurance and the clauses
inducted repairs can either be carried out by owner and later the claims can be settled or repair
tender can be floated by H&M underwriter only and they can carry out the repairs.

ISM INTERNAL AUDIT,ITS OBJECTIVE,SALIENT ISSUES AND PERSON

RESPONSIBLE FOR SAME
After July 2010 it became mandatory to carry out internal audit annually under ISM code.
Clause 12.1 of ISM code says " Internal safety audits are now required to be carried out on
board and ashore at intervals not exceeding 12 months, in extreme exceptional cases it can be
extended to 3 months." So, what should be the objective of internal audit?
OBJECTIVE OF ISM INTERNAL AUDIT
1 ) It acts as a tool to monitor how well the SMS system is implemented on board regarding the
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safety practices and pollution prevention activities.

2) It helps in checking whether company safety and environmental policy is continually in
compliance with the requirement of this code. Provides an opportunity to possible changes in
the SMS system
3) Shows the evidence of the SMS working and that the procedures are being followed
4) To determine compliance with regulatory requirement
How it helps external audit: - Normally an internal audit is carried out 4 weeks prior to external
audit. The internal audit is carried out in same rigorous way as an external audit.
During internal audit, the shortcomings of the shipboard SMS, identified as the form of NC,
observation can be rectified by ship staff or by the company before any external audit. This
provides time and guidance for improving the preparedness towards external audit. Any
deficiency /NC which would have been left unattended till the time of external audit thus will be
brought up and corrective action procedure will be laid down, brought in the internal audit. The
internal audit is carried out as per the procedure laid down in company’s SMS annually. It is
conducted by company’s person who is other than the field of audit. By this all documents,
displays, procedures, emergency equipments etc. are checked for proper order. Thus an
internal audit helps a lot in conducting of external audit. The effectiveness of former will certainly
affect the effectiveness of latter.
SALIENT ISSUES ADDRESSED IN INTERNAL AUDIT
1) About safety and environmental protection policy.
2) Instruction and procedure to ensure safe operation of ship.
3) Level of authority and lines of communication between shore and shipboard personnel.
4) Procedure for reporting accidents and non conformities.
5) Procedure for prepare for and respond to emergency situation.
6) Company’s DOC validation.
The auditor should check
1) Plans/ procedures being followed.
2) Laws and regulations being followed.
3) Records/ documentations are being maintained to provide adequate and accurate
information.
4) Deficiencies are identified and corrective action taken.
5) Personnel are familiar with use of SMS.
PERSON RESPONSIBLE FOR INTERNAL AUDIT
The person responsible for internal audit is a company’s man and most probably from ISM cell.
Designated person ashore (DPA) is the responsible person for carrying out/ organizing the
internal as well as the external audit. The audit is carried out by a competent person belonging
to department other than the field being audited. Auditor should have undergone training to the
extent necessary to ensure their competency in the skills required for carrying and managing
the audit. They should have knowledge and understanding of terms, standards used in the
system and should have good assessment technique for examining, questioning, evaluating and
reporting.

SOCIO-CULTURAL DIFFERENCE BECOMING INTERPERSONAL

CONFLICT AND HOW TO RESOLVE IT
As a chief engineer to run the ship with minimum interpersonal conflict is a big challenge. As we
all know every individual has its own attitude and perception towards the world and the people
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living with him in the society. Ship is like a society in which people from different socio-culture
background work and lives together.
CULTURE:- Culture is a system of values, beliefs, assumptions, and norms shared among a
group of people. The group can be a country, religion, profession, organization or even a
generation.
SOCIO CULTURAL DIFFERENCE BECOMING INTERPERSONAL CONFLICT
Major merchant ships trade internationally and have multinational crew on board. Thus the
environment on ship is mostly multicultural. Crew from different culture and different social
background have different beliefs, values, attitudes and perception. The culture within which a
person is brought up is very important determinant of behaviour of a person. The personality of
an individual to a marked extent is determined by the culture in which he is brought up. Each
culture expects and trains its members to behave in the ways that are acceptable to the group.
So, this type of environment where people work from different socio- cultural background, may
create problems. Being social animal, individuals have to interact with each other in day to day
activities. Given, the differences in beliefs, values, attitudes and needs, chances of interpersonal
conflicts are always there.
THREATS OF INTERPERSONAL CONFLICT:-
These perceived differences may seriously hamper not only the interpersonal relationship but
also the efficient running of the vessel. Interpersonal conflicts create an unhealthy atmosphere
on board and lower morale, thereby affecting productivity and safety. Interpersonal conflict
creates an unhealthy atmosphere on board and due to increasing workload people tend to lose
their piece of mind. This in turn results in reduction of concentration which may lead to an
accident on board, hence a safety hazard.
HOW INTERPERSONAL CONFLICT SHOULD BE RESOLVED ON BOARD:-
Interpersonal conflicts should be resolved by taking into consideration the nature of differences
between the parties in conflict. An amicable solution could be found by accepting differences
without conflict. Measures should be taken to develop a co-operative relationship based on job
related performances rather than communal/ racial basis. This will motivate people to work as a
team. A bias free approach must be taken and individuals must be respected for their skills and
efforts, irrespective of their socio- cultural background. A common language must be used for
communication. The key dimension of diversity management is to maintain the two dimensions
of unity and diversity in balance. Encourage healthy competition to motivate personnel at the
same time carrying out team building exercises.
Basically there is no thumb rule/ formula to resolve conflict and one should go by own
judgement and experience. Adopt strategies based on facts and not on prejudices, to achieve
trouble free peaceful relationships, which would yield positive result.

Registration of a ship (BASIC STEPS OF A SHIP REGISTRATION)

Registration of any sea going ship or coastal ship is laid down in various international and and
national convention or law.Like:-
1) UNCLOS 1982 article 91
2) MS act 1958 part V section 22
Registration of ship in any country gives the ship the nationality of the state whose flag they are
entitled to fly. It makes a genuine link between the state and the ship. Lets know the basic steps
of a ship registration under MS act 1958 as amended.
As per MS act 1958 as amended, every Indian ship other than 15 NT and on coast of India must
be registered.The ports at which ships can be registered shall be the ports of Mumbai, Kolkata
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and Chennai and such other ports in India as central government may declare in its official
Gazettes.The basic steps are:-
A) APPLICATION FOR REGISTRY:- For registry of the ship under section 26 of act, an
application for the registry shall be made by individual, joint owner or company or society. The
owner makes a proposal to the Government of India. The application should be accompanied by
i) Declaration of ownership
ii) Builder's certificate
iii) Instrument of sale
Builder's certificate is the true account of the proper denomination and the tonnage of the ship
as estimated by the builder. If the ship is second hand purchase then instrument of sale is
required.
Name of the ship:- The owner or his agent shall give to registrar at the port of registry notice of
the name proposed for the ship at least 14 days before the date on which he desires to effect
the registry. At least 3 names should be proposed. On receipt of notice the registrar shall send it
to DGS. The name should be approved by the DG. DG checks the name and if the name is not
allotted to any other ship, the proposed name is allotted.The registrar also on receipt of
application applies to DG for allotment of an Official number.

B) SURVEY AND MEASUREMENT:- After the registrar has satisfied himself as to the evidence
of ownership, he shall arrange the ship to be surveyed by a surveyor and her tonnage
ascertained in accordance with MS ( Tonnage measurement of ship) rules 1997. Thereafter the
surveyor shall grant a certificate of survey in respect of the ship.

C) CARVING AND MARKING NOTE:- Where in respect of a ship an official number has been
allotted and the name approved by DG and certificate of survey granted by surveyor, the
registrar shall issue to owner a carving and marking note, which shall be returned to registrar
after the carving and marking have been duly carried out and certified by the surveyor.
D) ISSUE OF CERTIFICATE OF REGISTRY:- On completion of the preliminaries of registry,
the registrar shall enter the following particulars in respect of the ship.
i) The name of ship and the port where she belongs
ii) The ship identification number
iii) The particular respecting her origin stated in declaration of ownership, and
iv) The name and description of her registered owner or owners and the number of shares
owned by them.
On registry of a ship the registrar shall retain in his custody the following document:-
i) The surveyor’s certificate
ii) The builder’s certificate
iii) Any instrument of sale
iv) All declaration of ownership
On completion of the registry of an Indian ship the registrar shall grant a certificate of registry
containing the particulars respecting her as entered in register book with the name of her
Master.

DOCUMENTS REQUIRED UNDER ISM CODE AND HOW THEY CAN BE

ACHIEVED.
We all have heard about the ISM code and why this code came in force. To minimize the human
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error in ship operation and management this code was adopted in SOLAS. We also know that
under this code two certificates are issued by administration or any RO duly authorised by the
administration. First certificate is issued to the company as defined under ISM code and is
called DOCUMENT OF COMPLIANCE (DOC). This certificate is ship specific type. For example
a company will require a DOC for crude oil tankers and a separate DOC for dry bulk carrier and
so on.
The second certificate is issued to the particular ship and is called SAFETY MANAGEMENT
CERTIFICATE (SMC).
Let us see what is the process of issuing of these certificates in India under Directorate General
of Shipping.
Suppose a company has bought a second hand ship and the ship type is new to company. For
immediate sailing of the ship interim DOC and interim SMC will be required.
1) To get the interim DOC the company will have to follow the following procedure:-
An application on company letter head with following enclosures will have to be submitted to
ISM cell DGS –
a) Company SMS manual
b) ISM- 03 form with fees
c) ISM – 11/12 forms
d) Company incorporation certificate
e) Copies of ownership/ lease agreement/ rental agreement for office premises.
On receipt of the application, Auditor is nominated to scrutinize the SMS manual. The
company will be informed of nomination of the auditor and need to liase with auditor in case any
changes are required to be made in SMS manual. The nominated auditor hands over the SMS
manual on completion of scrutiny with intimation to DGS on the status of SMS manual. The
company should submit amended final approved SMS manual in soft copy to ISM cell of DGS.
On receipt of communication from auditor, the ISM cell nominates auditors for carrying out
interim DOC audit. DGS issues interim DOC for a maximum period 12 months on receipt and
scrutiny of interim DOC audit report from audit team. After obtaining the certificate, the company
is eligible to take over the vessel for technical management of the ship type stated in DOC.
2) Procedure to get interim SMC:-
Company in possession of interim DOC or DOC is eligible to apply for interim SMC audit for
ship. The application on company letter head with following enclosures is to be submitted to ISM
cell DGS and to INDIAN REGISTRAR OF SHIPPING (RO)—
a) ISM- 03 form
b) ISM- 01/02 form
c) Copy of certificate of registry of vessel
In Indian flag vessel SMC audits are carried out by IRS. On satisfactory completion of SMC
audit IRS issues short term interim SMC for 3 months and recommends to ISM cell DGS for
issuance of interim SMC valid for 6 months.
After getting interim DOC and short term interim SMC ship can sail under ISM code.
Now to get full term DOC, the company will be eligible after implementation of SMS for at least 3
months on the vessel and in company. Application on company letter head with ISM-03 form
with fees is to be submitted to ISM cell DGS. DGS nominates auditor and auditor does the initial
audit. The DGS issues DOC for a maximum period of 5 years subjected to annual verification on
receipt and scrutiny of initial DOC audit report from the audit team.
Company in possession of DOC (not interim DOC) and having implemented SMS on board the
ship for at least 3 months is eligible to apply for initial audit of ship. On satisfactory completion of
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audit IRS issues SMC valid for 5 months and recommends to ISM cell DGS for issuance of
SMC valid for 5 years. DGS issues the SMC for 5 years subjected to one intermediate
verification.
So, above are the procedures by which any new type of ship can be inducted in a company and
can be operated under ISM code in INDIA.

UNSEAWORTHY SHIPS AND UNSAFE SHIPS

We often hear that particular ship has been detained because of its unseaworthiness. Or we
often hear that particular ship is unsafe.Have you ever thought what is the meaning of
unseaworthy ships or unsafe ships.Let us see the definition of unseaworthy and unsafe ship and
difference between them.
Well, in the M.S. Act 1958 of India as amended the meaning of unseaworthy ship and unsafe
ship is as follows:-
Under section 334 a ship is said to be unseaworthy "when the materials of which she is made,
her construction, the qualification of master, the number, description and qualification of the
crew including officers, the weight, description and stowage of the cargo and ballast, the
condition of her hull and equipment, boilers and machinery are not such as to render her in
every respect fit for the proposed voyage or service."
Under section 336, unsafe ship may be defined an unsafe ship, that is to say, is by reason of
the defective condition of her hull, equipment or machinery, or by reason of overloading or
improper loading, unfit to proceed to sea without serious danger to human life, having regard to
the nature of service for which she is intended.
Now we will discuss the difference of unseaworthy ship and unsafe ship in details. First we will
see the unseaworthy ship:-
1) A ship is unseaworthy, when the material which she is made and her construction and design
is faulty and not as per laid down regulation.
2) A ship is unseaworthy when its master, officers and crew are not qualified and are not as per
safe manning of the ship.
3) Not having enough certificates according to law make the ship unseaworthy.
4) A ship is said to be unseaworthy when the machinery or equipment is missing which should
have been installed as per any regulation.
5) An unseaworthy ship poses serious threat to human life.
6) A ship is said to be unseaworthy when its machinery or equipment is not able to perform its
duties for the intended voyage.
7) Wrong weight, description and stowage of cargo and ballast make the ship unseaworthy for
the voyage.

Now take the case of Unsafe ship:-

1) A ship is said to be unsafe, when the hull and equipment is temporarily defective and the ship
is unsafe for that proposed voyage.
2) A ship is said to be unsafe when its master, officers and crew are qualified but do not follow
the safe working practices.
3) Not maintaining the required provisions laid down in certificates can make the ship unsafe
during the voyage.
4) A ship is said to be unsafe if the machinery or equipment is placed on board but found not
working or the maintenance plan is not being followed.
5) An unsafe ship does not pose serious threat to human life.
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6) A ship is said to be unsafe when its machinery or equipment is operated wrongly at any
instance by the ship's crew in the voyage.
7) Wrong procedure of ballasting, deballasting or negligence of crew towards stowage of cargo
makes the ship unsafe an any instance during voyage.

In broad perspective or loosely we can say that unseaworthiness depends on design factors
and physical factors. Also unseaworthy is a condition.
But ship becomes unsafe due to human factors. It is an act.

greenhouse gas emission, SHIPPING INDUSTRY AND IMO

First of all lets know something about green house gas and how it affects
us Life on earth depends on the energy from sun.About 30% of the sunlight
that beams towards earth is deflected by the outer atmosphere and scattered back into space.
The rest reaches the earth's surface and is again reflected upwards. This reflected radiation is
absorbed by the green house gas and this keeps the earth's atmosphere warm.This
phenomena is called green house effect and it is believed that without green house effect the
earth's atmosphere would have been 30 deg Celsius colder, which would have been too colder
to sustain life on earth. These gases are carbon di oxide, methane, water vapor, ozone etc.
But there is a proverb in Sanskrit and which says " ATI SARVATRA VARJAYET". This means
there is a limit to each and everything.After industrial revolution and invention of internal
combustion engines, fossil fuels were burnt and this started increase of carbon-di-oxide in the
atmosphere.Deforestation also increased the imbalance in the atmosphere.
Not going much in detail about GHG and its effect, in simple sentence it can be said that more
GHG means more reflected radiations trapped and and held, which gradually increases the
temperature of earth's surface and air in lower atmosphere.
How much the shipping industry contributes to this increase in GHG emission?
International maritime shipping accounts for approximately 2.7% of annual global GHG
emission.And as trade between countries will increase the GHG emission will also increase. It is
expected that in next 10 years there will be an increase of 70 to 75% in emission of GHG.
DEVELOPMENTS IN IMO
Although discussions on GHG emission from ships within IMO started in the late 1980s, it was
the 1997 MARPOL conference Resolution 8 on "CO2 emission from ships" that triggered IMO's
work on GHG emissions.The first IMO study on GHG emission from ships was presented to
MEPC 45 in october 2000 which identified a potential for reduction of GHG emission through
technical and operational measures.
A significant amount of work on technical and operational measures has been carried out in
accordance with the work plan and at MEPC 59( july 2009) the committee approved to circulate
interim guidelines on technical and operational measures which will reduce the GHG emission
from ships.
In 2010, MEPC 61 considered amendments to MARPOL Annex VI as a potential manner for
introducing non mandatory technical and operational measures into IMO regulatory regime.
MEPC 62 ( July 2011) considered and adopted amendments to MARPOL Annex VI for inclusion
of regulations on energy efficiency for ships. These amendments added a new chapter 4 to
Annex VI on regulations on energy efficiency for ships making EEDI mandatory for new ships
and SEEMP for all ships.
These amendments are expected to enter into force on 1st January 2013.
TECHNICAL MEASURES:-
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The most important technical measure is Energy efficiency design index ( EEDI) for new
ships and it aims at promoting the use of more energy efficient ( less polluting) equipment and
engine. The EEDI requires a minimum energy efficiency level per capacity mile (e.g. tonne mile)
for different ship type and size segments.It is expressed in grams of CO2 per ship's capacity
mile.A smaller EEDI means a more energy efficient ship design.
CO2 emission
EEDI = -------------------
Transport work
The CO2 emission represents total CO2 emission from combustion of fuel at design stage,
including propulsion and auxiliary engine taking into account the carbon content of the fuel in
question.If some innovative energy efficient technology or non conventional source of energy is
used on board, the energy saved by these means will be deducted from total CO2 emission,
based on actual efficiency of system.
Transport work is calculated by multiplying the ship's capacity as designed ( dead wt. for cargo
ship and gross tonnage for passenger ship) with the ship's design speed measured at maximum
design load condition.

OPERATIONAL MEASURES:-
Ship energy efficiency management plan ( SEEMP) is an operational measure that
establishes a mechanism to assist a shipping company and/or a ship to improve the energy
efficiency of its ship operation in a cost effective manner.The success can be achieved by 4
steps:-
1) Step 1- Establish a baseline. It is important to examine data, tools and processes in order to
determine a credible baseline from which goals, plans and actions all grow.
2) Step 2-- Identify improvement potential. Identify how much you can save. What initiatives you
need to take to realize the improvements.
3) Step 3- Implement and monitor. Put the plan into action and track performance using variety
of established system.
4) Step 4- Evaluate and update. The progress of the different improvement initiatives should be
regularly followed up by responsible person with the assessment of performance used to modify
future goals.
The IMO has set target for the reduction of GHG emission in different phases. The CO2
reduction level for first phase is set to 10% and it will be tightened every 5years.IMO has set
reduction rates until the period 2025 to 2030 when a 30% reduction is mandated for most ship
types calculated from a baseline representing the average efficiency for ships built between
year 2000 and year2010.

CASUALTY INVESTIGATION CODE

Question:- State the applicable regulation of SOLAS and MARPOL under which it is mandatory
for a flag state to conduct an investigation into any casualty. Write briefly the salient points of
casualty investigation code and recommended practices for a safety investigation into a marine
casualty or marine incident. What do you understand by the term" very serious marine
casualty."

ANSWER:-----Every flag state has to carry out investigation in any casualty occurring on board
the ship flying its flag. This responsibility is laid down in various conventions of IMO. Following
are the conventions and articles under which above responsibility is laid down:-
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1) UNCLOS:- Article 94(7) states that " each state shall cause an inquiry to be held by a suitably
qualified person/persons into every marine casualty or incident of navigation on the high seas
involving a ship flying its flag and causing loss of life or any other incident involving another
state or marine environment."
2) SOLAS 74:- Reg 1/ 21 states that " Each Administration undertakes to conduct an
investigation of any casualty occurring to any of its ships subject to the provisions of the present
convention when it judges that such an investigation may assist in determining what changes in
the present regulations might be desirable."
3) Article 12 of MARPOL73/78 and article 23 of ILLC also states more or less same as stated in
above conventions.
To harmonize the casualty investigation a code was adopted on 27th November 1997 in IMO
resolution A849(20) called casualty investigation code.
Lets us see the salient features of the code.
1) Necessity of code:- It was acknowledged that the investigation and proper analysis of
marine casualties and incidents can lead to greater awareness of casualty causation and result
in remedial measures including better training to enhance safety of life at sea and protection of
environment.
It was also recognized that a standard approach and cooperation
between governments, to marine casualty and incident investigation is necessary to correctly
identify the cause.

2) Objective:- Objective to any marine casualty investigation is to prevent similar casualties in

future. Investigations identify the circumstances of the casualty under investigation and
establish the cause.

3) Who will do the investigation:-

a) Flag state has to carry investigation in all casualties occurring to its ship.
b) If casualty occurs in territorial sea of a state, then flag state and coastal state should
cooperate to maximum extent and mutually decide who will be the lead investigating state.
c) If casualty occurs at high seas then flag state has to carry out investigation. But if the casualty
involves other other parties or affects environment of other state, then all substantially interested
state should work together and decide who will be the lead investigating state.

4) consultation and cooperation between states:- If casualty has taken place in territorial
water of any state then the coastal state should without delay report the matter to flag state.Also
if the casualty involves other parties all substantially interested parties to be informed by
investigating state.
When two or more states have agreed to the procedure for a marine
casualty investigation, the state conducting the investigation should allow representative of the
other state to:-
a) Question witness
b) view and examine documents and evidence
c) Produce witness and other evidence
d) Comment on and have their views properly reflected in final report.
e) Be provided with transcripts statement and final report relating to investigation.

5) Recommended practice for safety investigation:-

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a) Investigation should be thorough and unbiased.

b) Cooperation between substantially interested states.
c) It should be given same priority as criminal or other investigation.
d) Investigator should have ready access to relevant safety information including survey records
held by flag state , owner, class etc.
e) Effective use should be made of all recorded data including VDR in the investigation of
casualty.
f) Investigator should have access to government surveyors, coastguard officers, pilot or other
marine personnel of respective states.
g) Investigator should take account of any recommendation published by IMO or ILO regarding
human factor.
h) Reports of investigation are most effective when circulated to shipping industry and public.

6) Reporting to IMO:- After investigation the lead investigating state should circulate draft
report to coastal state and substantially interested state for comments. If no comment is
received within 30 days lead state should send the final report to IMO.
Very serious marine casualty means a ship casualty which involves total loss of ship, loss of life
or severe pollution

INFLUENCE OF FUEL PROPERTIES/ CONTENT ON FUEL

CHARACTERISTIC AND ITS ECONOMIC USE
Fuel remains one of the highest single cost factors in running a ship and also the source of the
most potent operating problems. Fuel contributes to 30% to 55% of the total operating cost of a
ship. Fuel oil characteristic changes with change in its properties and its content. Influence of
following properties/ contents on fuel characteristic and economy are:-
1) VISCOSITY:- Fuel grades are based on viscosity. High viscosity fuels are generally less
expensive than lower viscosity fuel. But high viscosity fuel will require more preheating prior to
centrifuging and fuel injection in order to lower the viscosity. This increased heating will cause
more steam to be consumed resulting in more fuel to be burnt to get that steam. Caution must
be exercised when heating prior to injection to temperature above 135 degree Celsius because
cracking may occur, gases may be given off and water may vaporize forming steam pockets in
fuel line. Also if correct viscosity of oil will not be injected then there will be injection problem
including less fuel atomization. Poor atomization and delayed burning may lead to higher
thermal loading, scuffing problems, possible piston and piston ring failure and to an increase in
fuel consumption.
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2) DENSITY:- Fuel is sold by weight; therefore density must be known to determine the mass of
fuel received. The importance of density relative to diesel engine operation lies in the fact that
today’s standard fuel/ water separating techniques are based upon the difference in density
between the two substances. Therefore, as the specific gravity of the fuel approaches 1.0,
centrifuging becomes less effective. Since diesel engine fuels should be free from water and the
salts normally dissolved there in, extra centrifuging will be required for high gravity fuel. High
specific gravity indicates a heavily cracked, aromatic fuel with poor combustion qualities which
can cause abnormal liner wear.
3) IGNITION QUALITY:-Ignition quality is indicated by cetane number. The lower the cetane
number of fuel, the greater ignition delay and the longer the period of time between fuel injection
and the beginning of rapid pressure rise associated with fuel ignition and combustion. This
ignition delay can result in hard knocking or noisy engine running, which is undesirable over
long period of time. The result could be poor fuel economy, loss of power and possibly even
engine damage.
4) VIT:- Variable injection timing of marine engine greatly applies on the quality of fuel oil
characteristics. Accordingly the timing of fuel pump can be advanced or retarded as per quality
of fuel oil. As all fuels are different they differ in their ignition quality. Some fuels have a reduced
‘ignition delay’ period and are considered to have a better ignition quality.
5) COMPTIBILITY:- Compatibility problems occur when heavy fuel oil with a high asphaltene
content are mixed with lighter fraction with a predominance of aliphatic hydrocarbons. The
mixing can cause precipitation of the asphaltene. It occurs when fuel oil suppliers blend in order
to reduce final fuel oil viscosity, specific gravity, or other fuel property. Incompatible fuel oils
result in rapid strainer and separator plugging with excessive sludge. In the diesel engine,
incompatible fuel oil can cause injection pump sticking, injector deposits, exhaust valve deposits
and turbocharger turbine deposits.
6) CARBON RESIDUE:- CCR is a measure of the tendency of a fuel to form carbon deposits
during combustion and indicates the relative coke forming tendencies of a heavy oil. Carbon rich
fuels are more difficult to burn and have combustion characteristics which lead to the formation
of soot and carbon deposits. Since carbon deposits are a major source of abrasive wear, the
CCR value is an important parameter for a diesel engine. A high CCR level denotes a high
residue level after combustion and may lead to ignition delay as well as after burning of carbon
deposits leading to engine fouling and abrasive wear. Fuels with high CCR values have an
increasing tendency to form carbon deposits on injection nozzles, pistons and in the ports of 2-
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stroke engines. This causes reduction in the efficiency and performance of those components
and increased wear.

7) VANADIUM AND ASH CONTENT:- Vanadium is a metallic element that chemically

combines with sodium to produce very aggressive low melting point compounds responsible for
accelerated deposit formation and high temperature corrosion of engine components. Vanadium
itself is responsible for forming slag on exhaust valves and seats on 4-stroke engines, and
piston crowns on both 2-stroke and 4-stroke engines, causing localized hot spot leading
eventually to burning away of exhaust valve, seat and piston crown. As the vanadium content
increases, so does the relative corrosion rate.

The ash contained in heavy oil includes the inorganic metallic

content, other non-combustibles and solid contamination. Ash deposits can cause localized
overheating of metal surfaces to which they adhere and lead to the corrosion of the exhaust
valve. Excessive ash may also result in abrasive wear of cylinder liner, piston rings, valve seats,
injection pumps and deposits which can clog fuel nozzles and injectors.
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