New Amendments in JAN 2013 - APR 2013 MARITIME REGULATIONS

8/22/2019 New Amendments in JAN 2013 - APR 2013 MARITIME REGULATIONS

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MEO CLASS I DEEPESH MERCHANT

JAN 2013

1. QuestionWhat are the significant SOLAS amendments coming into force in 2012?

With reference to SOLAS 2010 amendment, discuss "International Goal

Based Ship Construction standards?

ANSWER :-

Amendments to the International Convention for the Safety of Life at Sea(SOLAS) aimed at preventing accidents during lifeboat launching entered intoforce on 1 January 2013.

The amendments, adopted in May 2011, add a new paragraph 5 toSOLAS regulation III/1, to require lifeboat on-load release mechanisms not

complying with new International Life-Saving Appliances (LSA) Coderequirements to be replaced, no later than the first scheduled dry-docking of theship after 1 July 2014 but, in any case, not later than 1 July 2019.

The SOLAS amendment is intended to establish new, stricter, safetystandards for lifeboat release and retrieval systems, and will require theassessment and possible replacement of a large number of lifeboat releasehooks.

GOAL BASED SHIP CONSTRUCTION:----1. 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 ofcouncil. They suggested that IMO should play a larger role in determiningthe standard to which new ships are built, traditionally the responsibility ofclassification society and shipyards.

2. It was adopted in 2010 at MSC 87. It will be applied to oil tankers and bulkcarriers starting in 2016. It means whose building contract is placed on/after1st July 2016. In the absence of building contract keel laid on/after 1st July2017. And whose delivery is on/after 1st July 2020.

3. IMO Goal based standards are:-

a. Broad, overarching safety, environmental and/or security standards thatships are required to meet during their lifecycle.b. The required level to be achieved by the requirements applied by

classification societies, other RO, administration and IMO.c. Clear, demonstrable, verifiable, long standing, implementable and

achievable, irrespective of ship design and technology.d. Specific enough in order not to be open to differing interpretation.

4. These basic principles were developed to be applicable to all goal based newship construction standard. In the near future IMO may develop goal basedstandards for other areas e.g. machinery, equipment, fire protection etc.

5. The committee agreed in principle on a five tier system.


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I. TIER 1 :- GOALSShips are to designed and constructed for a specified design life to be safeand environmentally friendly when properly operated and maintained underthe 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.II. TIER 2:- FUNCTIONAL REQUIRMENT ----

A set of requirements relevant to the functions of the ship structure is to becomplied with in order to meet the above mentioned goals. It consists of:-a)DESIGN:--

1) Design life :- 25 years design life2) Environmental condition:- North Atlantic environment

3) Structural strength:- Suitable safety margin at net scantling4) Fatigue life:- 25 years fatigue life in north Atlantic5) Residual strength:- Sufficient6) Protection against corrosion:- Coating design life specified.7) Structural redundancy8) Water tight and weather tight integrity9) Human element consideration10) Design transparency

b) CONSTRUCTION:-

1) Construction quality procedures2) Surveyc) IN SERVICE CONSIDERATION:-


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1) Survey and maintenance2) Structural accessibility

d) RECYCLING CONSIDERATION:-1) Recycling

III. TIER 3:- VERIFICATION OF COMPLIANCEIt provides the instruments necessary for demonstrating that the

detailed requirement in TIER 4 and TIER 5 comply with TIER 1 goals andTIER 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 MSC4) MSC takes decision on conformity with GBSIV. TIER 4:- Technical procedures and guidelines, including national and

international guidelines.

V. TIER 5:- Industry standard, codes of practices and safety and qualitysystems for ship building, operation, maintenance, training etc.SHIP CONSTRUCTION FILE:- it will contain the specific information onhow the functional requirements of the GBS have been applied in ship designand 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 ships

life. Contents of SCF shall at least conform to the guidelines.

2. QuestionHow will you prepare your ship for a renewal survey of IAPPC

International Air Pollution Prevention Certificate!

Explain with specific emphasis on the records and documents to be

maintained,

Enumerate general requirements for shipboard incinerators, as mentioned

in Annex VI of MARPOL 73/78

ANSWER :-

MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from

ships applies to all ships greater than or equal to 400 gross tonnage and to have

an IAPP ( For renewal survey of IAPP certificate the following things as per

Annex VI should be considered. 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 :-


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1. Regulation 12:- Ozone Depleting Substances (ODS)This regulation does not apply to permanently sealed equipment where there isno refrigerant charging connection. Subject to this regulation any deliberateemission of ODS shall be 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 recordbook should be maintained. This record book shall be approved byadministration.c) Entries in ODS record book shall be recorded in terms of mass( kg) ofsubstance in respect ofi) Recharge of equipment

ii) Repair or maintenanceiii) Discharge of ODS to atmosphere either deliberate or non deliberateiv) Discharge of ODS to land based facilitiesv) Supply of ODS to ship2. Regulation 13:Nitrogen Oxides (NOx)

a. Check all engines are certified and have the necessary documents.b. Sight the EIAPP certificate and Check that a approved Technical file is

maintained and include onboard verification procedure for all applicablediesel engine on board.

c. Verify Record book of engine parameters for all diesel engines isupdated. Check that the following is updated in the file:- changes to NOx emission related adjustable engine settings- changes to NOx emission related engine components.

d. Confirm that NOX influencing components for diesel engines areprovided with manufacturer's identification code.

e. Confirm NOx emission related engine settings for diesel engines in order.3. Regulation 14:- Sulphur Oxides SOx

a. Verify that the sulphur content of fuels is not above 3.5%, m/m and forfuels to be used inside SECAs is not above 1%.m/m

b. Confirm satisfactory installation and documentation for fuel switchingarrangements between low and normal sulphur content fuel.

c. Verify the log-book for operation of fuel oil systems with low-sulphurfuel oils (SECA), is updated and in compliance.

d. Verify operation of Exhaust gas cleaning system, if fitted.4. Regulation 15 :- VOC

a. Applicable for tankers only when entering ports where this isrequired.Verify VOC return system certification and Vapour emissioncontrol system manual on board.

b. Confirm condition of vapour collection system. Check Vapour collectingpiping including drains and valves, marking and flanges at manifold.


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Test level gauging system, overflow control systems including visual andaudible alarms, and high and low pressure alarms.

5. Regulation 16:- Shipboard Incinerationa. Get an overview of Incinerators requiring type approval Incinerator

installed after 2000-01-01to be approved according to resolution MEPC

76(40),b. Check the Certificate and operation manual on board.c. Verify satisfactory operation Check proper functioning of Alarm and

Tripsd. Verify instruction for operation posted, warning and instruction plates,

and that manufacturers name, incinerator model number/type and capacityin heat units per hour is permanently marked on the incinerator.

e. Check drip trays under burners, pumps and strainers should be free of oildeposits.

f. Check list of materials not to be incinerated is posted near theincinerator.6. Regulation 18 :Fuel Oil Quality

a. Verify bunker delivery notes onboard and with correct content.b. Verify that each bunker delivery note is accompanied by a representative

sample.c. Samples to be kept onboard until the fuel oil is substantially consumed,

and for minimum 12 months. Every BDN is to be accompanied by arepresentative MARPOL sample of min.400 ml. The label of the sampleshould be traceable to the BDN.

d. Sampling shall be drawn continuously throughout the bunker period asper MEPC.96(47).

e. Confirm satisfactory storage of fuel oil samples in a safe storage location,outside the ships accommodation, where personnel would not be exposed

to vapours which may be released from the sample.f. The BDN must be stored onboard for three years after the delivery. It is

advised that an inventory is made to help finding sample bottles andBDNs.

g. Verify that BDN's are provided for all bunker operations, recorded in E/R

log. book and or Oil Record book, and that content of sulphur is below therequired limits of 3.5% (worldwide) and 1% (SECA).

General Requirements for Enumerate general requirements for

shipboard incinerators, as mentioned in Annex VI of MARPOL

73/78.

1. Onboard incineration outside an incinerator is prohibited except that sewagesludge and sludge oil from oil separators may be incinerated in auxiliary

power plants and boilers when the ship is not in ports, harbours and estuaries.

2. Incineration of Annex I, II and III cargo residues, of PCB's (Polychlorinated


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biphenyls), of garbage containing more than traces of heavy metals and ofrefined petroleum products containing halogen compounds is always

prohibited.3. Incineration of PVCs (polyvinyl chlorides) is prohibited except in shipboard

incinerators type approved according to resolutions MEPC 59(33) or MEPC

76(40).4. Monitoring of combustion flue gas outlet temperature shall be required at all

times and waste shall not be fed into a continuous-feed shipboard incineratorwhen the temperature is below the minimum allowed temperature of 850C.

5. For batch-loaded shipboard incinerators, the unit shall be designed so that thetemperature in the combustion chamber shall reach 600C within 5 minutesafter start-up. It must be ensured that the incinerators' flue gas outlettemperature monitoring system is operational.

All incinerators installed on or after 1 January 2000 shall be type approved in

accordance with Resolution MEPC 76(40) giving the IMO standardspecification for shipboard incinerators. For such incinerators a manufacturer'soperating manual is required.

3. QuestionDefine a unseaworthy ship within the meaning of MS Act 1958, as amended.

Explain detainable deficiency with reference to a PSC inspection and

Describe the procedure to be followed for timely release of a vessel detained

for serious structural deficiencies under PSC.

ANSWER :-

In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship andunsafe ship is as follows:-Under section 334 a ship is said to be unseaworthy "when the materials of whichshe 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 respectfit for the proposed voyage or service."Detainable deficiency

A deficiency that presents an immediate threat to the ship, its personnel or theenvironment, which renders the ship unsafe to proceed to sea.A ship can expect to be detained when in the professional judgment of a PSCOi.e he considered unsafe to allow a ship to proceed to sea before the deficienciesidentified have been rectified.EXAMPLES OF DETAINABLE DEFICIENCIES

Under SOLAS Failure of main propulsion, electrical, pumping and steering


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Excessive oil leakage in E/R, lagging insulation contaminated by oil Absence non compliance or poor condition of LSA equipments, fire

dampers, ventilation dampers, quick closing valves etc Absence, non compliance of poor condition of navigational lights, shapes

and sounds signals

Absence of corrected charts and publications Absence or failure of mandatory navigational systems and equipments Absence or failure of radio communications systemsNumber, composition or certification of crew not corresponding to safe

manning certificatesUnder load lines Insufficient stability or ability to calculate stability conditions Significant areas of damage/corrosion/pitting of deck and hull effecting

sea worthiness

Absence of poor condition of hull closing devices such as hatch coversand water tight doorsUnder MARPOL

Absence or poor condition or failure of OWS, ODMCS and alarms Remaining capacity of slop tanks / sludge tanks insufficient of intended

voyageNo oil record book

Under STCW

Lack of or insufficient crew member certificates / endorsements Inadequate navigational / engineering watch arrangements/personnel Competency of crew members not adequate for the duties assigned for the

safety and security of the ship and prevention of pollution Insufficient rested watch keepers for the first and relieving watch duties at

the commencement of the voyageUnder ILO convention

Insufficient food and portable water for next voyage Excessively unsanitary conditions on boardNo heating in accommodations if ship operated in low temperatures

Excessive garbage blocked passage waysOnce the detention order has been placed on a ship, it is likely to remain part ofthe historical port state records for that ship and be displayed on web for at least3 years. A detentions order might include an instruction that the ship has toremain in a particular place or move to an anchorage or other berth. The ordershould specify the circumstances that would allow the detention to be releasedThe fact that a ship had been detained should be clearly stated on Report form

Procedures for Rectification of Deficiencies and Release

1. It is the responsibility of the owner / Manager to inform the flag state andclass about deficiency and detention.


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2. Port state will normally notify the flag state of any detention.3. Flag state or a classification society acting on its behalf may attend the ship

to help resolve the problem in this case PSCO might agree to the remedialaction proposed by the surveyor and allow him to oversee the repairs.

4. The master and / or the ship owner would need to authorize the repair work

to be carried out in presence of the surveyor.5. There will be associated costs to cover port state inspection cost will of

course also be charged to the ship detention orders are lifted once allpayment has been received in full

6. When deficiencies which caused a detention cannot be remedied in the portof inspection, the ship concerned may be authorised to proceed to the nearestappropriate repair yard available, as chosen by the master and the Port StateAuthority, provided that the conditions determined by the competentauthority of the flag State and agreed by the Authority of the Port State are

complied with. Such conditions will ensure that the ship can proceed withoutrisk to the safety and health of the passengers or crew, or risk to other ships,or without being an unreasonable threat of harm to the marine environment.The flag State or the recognised organisation acting on its behalf should issuesingle voyage certificates or preferably endorse existing certificates (to

proceed to a repair yard, normally in ballast). The terms of release should beacceptable for the port State.

7. On the condition that all possible efforts have been made to rectify thedeficiency the ship may be allowed to proceed to port where any suchdeficiency can be rectified.

4. QuestionWrite short notes on the following:

(a) Lloyd's Open Form (b) General Average (c) Particular Average. (d)

BILL OF LADDING. (e) Treaty, Convention and Protocol.

ANSWER :-

(a) Lloyds Open form.1. LOF provides a regime for determining the amount of remuneration to be

awarded to salvors for their services in saving property at sea and minimisingor preventing damage to the environment. Originating from the late 1800s, itis probably the most widely used international salvage agreement of its kindin the world today.

2. It is a standard legal document for a proposed salvage operation.3. It should be used when a marine environment is at risk and master has

insufficient time to request the owner to arrange salvage services on a pre-

agreed rate of sum.4. It is single sheet(2 page) document in a simple format(LOF 2000 form)


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5. LOF 2000 form contains numbered boxes as belowa. Name of the salvage contractors

b. property to be salved (vessel name)c. agreed place of safetyd. agreed currency

e. date of agreement place of agreementf. Is SCOPIC clause is incorporated-- yes/nog. name and signature of contractorh. name and signature of master / on behalf of property

6. Lloyds open Form of Salvage Agreement or LOF , as it is morecommonly known, has been revised ten times since it was first introduced in1892.

7. The latest revision of the form is regarded as one of the more radicalrevisions which have so far occurred. It comprises a single sheet of paper

incorporating a box lay-out in which essential information such as the nameof the ship and the identity of the salvage contractors is to be inserted.8. Below the box lay-out and on to the reverse side of the document, there are

12 lettered clauses and 2 information notices. Therefore the LOF 2000 is amore manageable document and easier to read and understand.

9. The LOF is basically No Cure No Pay agreement. Article 13 deals withthe criteria for the claims. The claims depends upon

Saved value

Skill and Effort applied

Measure of success Nature and degree of danger

Time / Expense

Risk / Liabilities

Promptness of service

State of readiness

If any other vessels in operation Etc.10.Article 14 talks about the special compensations to be paid to the salver even

if they are not successful in their operation, as a measure of saving the

environment. As per the article 14 the minimum special compensation will beout of pocket expenses plus 30% of that.

11.In any case article 13 can be duplicated, i.e, Award as per article 14 is morethan article 13, and then the total award will be article 13 plus the difference

between two. Claims as per article 13 is a part of GA and article 14 will bepaid by P&I.

12.LOF -2000 has a supplementary clause called SCOPIC. SCOPIC is done asper tariff. It is a choice to the salver, but owner can deny. As per the SCOPICwhen salver gives a notice, owner has to give a bank guarantee to the salver

to perform. The owner will appoint a Ship casualty representative (SCR) atthe location for logging down all the day to day works and machineryoperations done under SCOPIC.


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(b) General Average

1.General average is an ancient form of spreading the risk of sea transport andexisted long before marine insurance. General average means general loss, as

opposed to a particular loss under marine insurance.

2.It is defined in the rules of YORK-ANTWERP rule as There is a generalaverage act when and only when any extraordinary sacrifice or expenditure isintentionally and reasonably made or incurred for the common safety for their

purpose of preserving from peril, the property involved in a commonmaritime adventure.

3.The general average loss are shared by all parties to the common maritimeadventure, each parties contributing proportions depends to his share of totalvalue saved. The parties involved in common maritime adventure are

Ship owner

Each consignee The recipient of the freight (Ship owner/ Charterer)

When any equipment is installed on the vessel by a third party, he also aparty

4.The five major component of a general average loss are therefore

An extraordinary sacrifice or expenditure

Which action taken was intentional or voluntary and not inevitable.

And reasonably made

Against a peril

In order to benefit the common venturee.g., Damage done when over working a ships engine while afloat to

prevent grounding in ordinary, whereas damage done to engines, whenalready aground, in attempting to re-float the vessel is a GA, since thisis an extraordinary Act.

(c) Particular Average

It is a partial loss, proximately caused by a peril insured against and which is nota General average loss. Thus, structural damage proximately caused by

collision, grounding, heavy weather etc. (perils of the seas) would normally becaused as a PA loss.Particular average, instead of being contributed for by the general body of thosewho are interested in the adventure, falls entirely upon the particular owner ofthe property, which has suffered by the damage. Such owner has a claim againstthe insurer in proportion to :Degree by which the damage sustained may have diminished the value that the

property has to him, andTo the sum that the insurer has agreed to insure.


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(d)Bill Of Ladding

1. The bill lading is the declaration of the master of the vessel by which heacknowledges that he received the goods on board of his ship and assuresthat he will carry the goods to the place of destination for delivery, in thesame condition as he received them against handing of the original bill of

lading.2. The definition of a bill of lading given in the HAMBURG RULES is the

following.BILL OF LADING means a document which evidence a contract of carriage

by sea and the taking over of loading of the goods by the carrier, and bywhich the carrier undertakes to deliver the goods against surrender of thedocument.

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

4. The bill of lading serves as aa) A receipt of the goods by the ship-owner acknowledging that the goods of thestated species, quantity and conditions are shipped to a stated destination in acertain ship or at least received in custody of the ship owner for the purpose ofshipment.

b) A memorandum of the CONTRACT OF CARRIAGE by which the masteragrees to transport the goods to their destinations all terms of the contract whichwas in fact concluded prior to signing of the bill of loading are repeated on the

back of this documentc) A document of title, signifying that the holder has the legal right to possessionof the goods it describes.Types of Bill of Lading

Long Term B/L

Short Term B/L

Direct B/L

Combined transport B/L

Through B/L

Received for Shipment B/L

Straight B/LHague Visby rule apply to every type of bill of lading.A typical bill of lading may contain the following:-1) reference number2) name and address of shipper and consignee3) ports of loading and discharging4) name of carrying vessel

5) number and kind of packages6) gross weight


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7) description of goods8) place where freight is payable9) numbers of original bill of lading10) place and date of issue11) signature of carrier/master

12) carrier's standard terms and conditions

(e) Treaty

1. A treaty is a written international agreement between two states (a bilateraltreaty) or between a number of states (a multilateral treaty), which is bindingin international law.

2. In relation to shipping matters, the chief international treaty-making bodiesare an internationally accepted organization such as the United Nations orone of its agencies, such as IMO, ILO, WHO or ITU.

3. A treaty normally enters into force in accordance with criteria incorporatedinto the treaty itself, e.g. 1 year after a stipulated number of states haveacceded to it (by signature of a government representative).

4. A treaty signed by a state government generally has no effect in the nationallaw of the state until there has been an act of ratification or accession and thetreaty has been incorporated by statute into the national law of the state.

Conventions:

1. Means coming together for a common objective2. A convention is a set of agreed, stipulated, or generally accepted standards,

norms, social norms, or criteria, often taking the form of a custom3. Earlier convention was regularly employed for bilateral agreements. Now

convention are multilateral treaty documents and are the chief instruments ofIMO being binding legal instrument regulating some aspects of maritimeaffairs of major concern of IMO.

4. Conventions are identified by the name and year of adoption by theassembly. Eg: Marpol 73.

5. They have technical/ provisions attached in annexes. Eg: Annexes in Marpol.6. They have technical provisions in an associated code. Eg: LSA code.Protocol:

They are important treaty instruments made where major amendments arerequired to be made to a convention which, although already adopted has not yetentered in to force. Eg: Marpol 73/78. i.e, Marpol convention adopted in 1973and protocol made on 1978 before it came into force.


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5. QuestionState the different types of Marine Insurance policies that could be

undertaken by owners, shippers or other related parties Explain the salient

liabilities and exclusions related with each case for an insurer.

ANSWER :-

There are various types of marine insurance policies available and they couldbroadly be classified into 5 types.1. Time policy - Insures property for a period of time.2. Voyage policy - It insures property from one place to another it may include

a date limit.3. Mixed policy - It covers both a voyage and a period of time of voyage and in

port after arrival.

4. Construction policy - It insures vessel while in course of construction not fora period of time.5. Floating policy - cargo policy that insures a number of shipments. In Canada

& US this policy is continuous and covers all shipments to a limit of liabilityfor any 1 loss.

The marine insurance policies that a ship owner can take are1) Hull & machinery policy2) Protection & indemnity cover.The insurance policies for a cargo owner include1) Marine cargo insurance2) Goods in transit insurance.Hull and machinery policies :

These are usually time policies with a maximum period of 12 months. Normallythe items covered will be clearly stated in the clauses of each policy. Any extra

port to be covered will raise the insurance premium.Perils include1) Peril of seas2) Fire / explosion3) Theft from outside

4) Jettison5) Piracy6) Earthquake volcanic eruption, lightening7) Accidents during loading or discharging8) Machinery damage9) Latent defects in machinery or hull10) Negligence of master, officer or crew11) 3/4 collusion liabilityItems not covered under insurance include

1) loss / damage eg insurer deliberately set fire to ship caused by willfulmisconduct wilful negligence by owner.


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2) loss of charter hire due to delays3) loss due to wear and team4) war risk cover.6) Cost for scraping & painting vessel underwater part due to fouling7) Valuation clause i.e. in case the vessel is a constructive total loss, salvage

values are not considered.8) loss / damage from nuclear weapon or by radioactive material.P & I cover

P&I club is a mutual club of ship owners for covering the various liabilities. P&Icover available forCargo claims, Crew claims, Liability against the collision with fixed of floatingobjects and installations, Claims for various fines of innocent breaches, Third

party death and injury claims, 1/4 Collision liability which is not covered by thehull and machinery policy, Oil pollution liability, Special compensation,

stoways , unrecovered GA, Salvage expenses under LOF, wreck removal, shipscontribution of GA Etc.Limits and restrictions on P&I cover:Deviation, Delivery of cargo at port not specified in the contract of carriage,Failure to arrive or late arrival at port, Delivery of cargo with out bill of lading,out dated bill of lading, clean bill of lading in respect of damaged cargo, arrestor detention.Cargo insurance policies :

Most policies incorporate institute of cargo clause A, B or C. Institute of cargoclause C: This covers only against major casualties. i.e, Fire, Explosion,Stranded, grounding, sinking, capsizing, collision or contact, discharge at port ofdistress, GA sacrifice and jettison.Institute of cargo clause B: This covers all the above plus the damages due toearth quake, volcanic eruption, lightening, washing overboard, entry of sea.Institute of cargo clause A: Offers cover against all possible risks.Items excluded in marine cargo insurance are1. Claims resulting from insufficient or unsuitable packing or protection ofsubject matter insured.2. Claims for loss or damage arising from the financial default of Owners

Company, manager or charterer.3. Claims against the use of nuclear weapons.4. Claims arising from the damage by terrorist or politically motivated groups.5. Claims arising from the unfitness of the ship.War risk and strike risk cover are available for cargo insurance for an additional

premium.Open cover policies and floating policies are available for cargo for long terminsurance.


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6. QuestionExplain the key features of the United Nations Convention on the Law of

The Sea? How many articles and annexes it contains? Enumerate the areas

covered under this convention with particular focus on duties required to

be focused by the flag state ?

ANSWER :-

UNCLOS stands for United Nations conventions on laws of sea. It was outcomeof the third UN conference in 1982 and came into force internationally on 16th

November 1994.The UNCLOS replaces the older and weaker 'freedom of the seas' concept. TheUNCLOS provides a universal legal frame work for the National managementof marine resources and their conservation. The treaty document consists of 446

articles grouped under 17 part headings and 9 Annexes.One of the functions of UNCLOS is to allocate responsibility to states forsetting some standards and enforcing the same standards in various maritimezones to reduce/control the sources of pollution.

Necessity of UNCLOS was in order1. To promote peaceful uses of the seas and ocean2. To facilitate international communication3. To enable equitable and efficient utilization of oceans resources4. To protect and preserve The marine environment5. To protect promote maritime safety

Important highlight/salient features of UNCLOS are as follows

1. It defines international law of the sea2. Sets widths of the territorial sea at 12Nm with a contiguous zone at

20Nm3. Sets Transit passages through international straits and territorial sea4. Sets exclusive economic zone extending 200 Nm5. It defines continental self and jurisdiction over the resources of the

shelf beyond 200Nm where appropriate

6. It defines legal status of the high seas and establishes regulationsfor the control of the marine pollution

7. It allows dispute to be settled in the international court of justice

UNCLOS provisions concerning ships flag and nationalityPart VII High seas

Article 90 :-Right of navigation

Every state coastal or land locked has the right to have its ship flying its flag onhigh seas

Article 91:-Nationality of ships


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Every State should lay down conditions / requirements for granting itsnationality, registration and the right to fly its flag. Ships have the nationalityof the state whose flag they are entitled to flyState must issue to ships flying its flag, documents to that effectThere should be a genuine link between the state and the ship

Article 92:- Status of shipsShips must sail under the flag of one state and are subject to the jurisdiction ofthe flag state on high seasThe permission for the change of flag is given only in the case of transfer ofownership or change of registryIt also deems that a ship which uses two or more flags according to conveniencewill be treated as a ship with no nationalityArticle 93:- Ships flying the flag of the United Nations, its specialized agencies

and the International Atomic Energy Agency

It gives provisions for ships to fly the flag on UN or its agencies andIAEA(International Atomic Energy Agency)Duties of flag state

Article 94:-Duties of the flag State

1. Each flag state to effectively exercise its jurisdiction and control inadministrative, technical and social matters over ships flying its flag.

2. Maintain a register of the ships.3. Assume jurisdiction under its internal law over each ship flying its flag and

its master, officers and crew in respect to administrative, technical and socialmatters concerning the ship.

4. Take such measures for ships flying its flag as are necessary to ensure safetyof sea with regards to:

a) Construction, equipment and sea worthiness of shipb) Manning of ships, labour conditions, training of crew (STCW & ILO

convention)c) Use of signals, the maintenance of communications and preventions of

collisions such measures includei. each ship is surveyed before and after registration by a qualified surveyor

of ships and has on board such charts, nautical publications, navigational

equipments and instruments for safe navigation of the shipii. each ship is in charge of master and officers who posses appropriate

qualifications in seamanship, navigation, communications and marineengineering and the crew is appropriate in qualification and numbers forthe type, size, machinery and equipment of the ship.

iii. The master, officers, crew are fully conversant with and required toobserve the applicable international conventions like MARPOL, SOLAS,COLREG, GMDSS etc.

5. In taking above measures, each state is required to confirm to generally

accepted international regulations, procedures and practices and to take anysteps which may be necessary to secure their observance.


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6. A state which has clear grounds to believe that proper jurisdiction and controlw.r.t a ship is not exercised may report the facts to the flag state, uponreceiving such report flag state may investigate that matter and if necessaryto take remedial action.

7. Every state must cause an enquiry by a qualified person/s into every marine

casualty/incident of navigation and caused loss of life/damage to othernationals or to a marine environment. The flag state and other states must co-operate in the conduct of enquiry.

7. QuestionThe vessel where you are posted as Chief Engineer is undergoing dry-

docking and a serious fire occurs on the deck because of welding work.

Illustrate the documented procedures to deal with such emergency and its

advantage over non-documented actions? Explain the different ship relatedcontingencies against which document procedures are maintained under

emergency preparedness of ISM Codes. In case of a major pollution of oil

from a ship how best the contingency plans in emergency preparedness help

over other actions.

ANSWER :-

1. According to the ISM code the company should make documentedprocedures to identify describe and respond to potential emergency shipboardsituations.

The company should establish programme for drillsand exercises to prepare for emergency actions. The safety ManagementSystem (SMS) should provide for measures ensuring that the companys

organization can respond at any time to hazards accidents and emergencysituations involving its ships.

2. As the fire fighting is to carried out on the deck of a ship in dry dock thereare several hurdles to fire fighting. Major jobs are being carried out, thusmost primary muster stations may not be suitable for muster log. Also, some

repairs may be in progress on the vessels general emergency alarm systemand thus alarm may not be available there is a possibility that some shipscrew have availed of shore leave. Also, several shore gangs are working atdifferent locations ships fire fighting appliances may have gone ashore for pr.Testing/recharging. Hence above points to be taken into account whilstdevising a suitable plan.

3. It is also stated in SMS manuals documentation that the master make it clearto the ship repairer that its his responsibility for taking suitable precautionsagainst fire, testing and certification of spaces prior to any hot work. There

has to be in place a clear written agreement to the effect and an


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acknowledgement of the acceptance of their responsibility to be provided tothe ship owner/master.

4. To ensure proper safety against fire and fire fighting to be effective the vesselmanagement must also familiarize/acquaint with the Dock employers firesafety plan, equipment and abilities which must include the following

information.Identification of significant fire hazardsProcedures for recognizing and reporting unsafe conditions (fire patrols,designated and non designated areas for hot work checklist etc).Alarm proceduresProcedures for notifying employees of a fire emergencyProcedure for notifying fire response department of a fire emergencyProcedure for evacuation.Procedure to account for employees after evacuation

Fire response policy- Information Whether (i) Initial fire response(ii) Outside fire response (iii) A combination of both above required during aparticular type of fire.Rescue and Emergency response.

5. And also following points to be considered while developing a contingencyplan to fight fire on board.

a) Suitable muster station for all teams to be declared made aware at thebeginning of day along with planning and allocation of other jobs.

b) Status of general emergency alarm to be checked and declared/made aware/familiarize to ship staff and shore employees.

c) Equipment for communication with dock (telephone) to be conspicuouslymarked and numbers for emergency services and fire department to behighlighted.

d) Officers at management level to be familiar with dock evacuation procedure,shore fighting abilities, fire fighting plan equipment and dock emergencyalarm.

e) Logs of attendance 1 each for vessel and yard employees to be maintainedspecifying names of employees with jobs, location and in out times to avoidchaos during head count.

6. Considering the above underlying concepts a suitable fire fighting planwould be as follows:

Personnel witnessing the fire to shout fire, fire and raise general alarm andinform and relay to command team of nature and location of fire andwhatever information available.

If possible also inform/alert clock fire department personnel muster atsuitable muster station command team/Technical team to inform Dockfire department. (if not already informed)

Take head count, check logs (Attendance) stop all work.

In case of fire on Deck Emergency team I (headed by C/officer) to leadfire fighting and in case of E/R fire Emergency Team II to lead fire


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fighting Emergency Team II to lead fire fighting while other emergencyteam will back up.

Emergency Team I to lead fire fighting to check fire line pressure, containextinguish fire.

To evacuate casualties if any.

To liase with Dock fire fighting department if already present and to assistthem in fire fighting with logistics and shipboard plans etc. asses damageand possibility of secondary fire.

Back up team: To provide boundary cooling where required.

Provide equipment back up.

Restrict flame by removing flammable item.

Evacuate casualties and shore personnel.

Support team: To evacuate personnel and to provide first aid to injured.Assist as directed.

Technical team: To cut of necessary electrical supplies to cut of shorepneumatic lines. Stop vents oils valves drain oil lines etc.

The advantages of documented procedures over the non-documentedprocedures for fire fighting

1. The plans are ship specific and devised by experts hence they are readilyexecutable and effective.

2. All personnel are accounted and resources can be mobilized in a very shorttime.

3. Absence of key person may not affect fire fighting as jobs/duties and deputyleader are assigned and well defined.

4.New joining crew can easily familiarize with procedure.5. Documentation and availability of shipboard plans enable shore expertise to

access situation and give proper assistance.6. Avoids duplication of effort, confusion/chaos.7. Simplified instructions/complexity reduction8. Documented procedure have been devised with an aim to quickly regains

control and restore.

9. Considerable damage to property loss of life and injury can be avoided.10.Proper reporting and documentation helps in insurance claims.11.Documentation enables to analyse effectiveness of procedures employed and

thus enable improvisation.12.Human error due to poor decision making is minimized.13.Responsible persons with help of well documented procedures and clear

definition of duties and regular exercise drills can quickly arrive at correctdecision under stressful and life threatening environment.

Contingencies against which documented procedures are required to bemaintained as per ISM Code are:Structural failure


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Main Engine failureSteering failureElectrical power failureCollisionGrounding / Stranding

Shifting of cargoCargo spillage and contaminationFireCargo JettisoningFloodingMachinery Room CasualtyAbandon Ship DrillMan over board/Search and RescuePermit to work systems

Serious injuryHelicopter operationTerrorism and piracyHeavy Weather DamageSopep

MARPOL Annex I requires oil tankers of ISO gross tones and above every othership other than oil tanker of 400 GRT and above must have a Sopep Plan(Shipboard oil pollution and emergency plan)SOPEP plan is a well documented plan devised by experts and is exhaustive andship specific in nature such that there is no chance of oversightIt is complete with all information so that master will feel no need o refer to anyother document for reference.It is structures logically that will reduce decision making time and errorIt is so designed that master of vessel can interact with company in real time andshore experts can assess the situation of the vessel and offer advice, assistance asto action to take, stress calculation and other help.The plan also has list of all contact nos of third parties that are helpful in the

emergency and are need to be contacted

The plan has appended to it V/L tank and pipeline plans capacity chart of tanksgeneral arrangement of hull and decks for ready reference.The plan employees flow charts and checklists that guide master through variousactions and decisions.Following a contingency plan saves lots of time and panic situation and help tocontrol the situation at an early stage.Everybody knows what he has to do in this emergency and acts promptly andeffectively and no time is wasted.All personnel on board well aware with this plan and regularly exercise drills for

their optimum performance in case of major/minor oil pollution.


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8. QuestionAs a Chief Engineer on a fully loaded ship you are stranded in an island

near, the UK coast having no survey facility where the forepeak of the

vessel is severely damaged. Explain your actions with reasons and the

procedures to be adopted for making a safe return voyage to India.

ANSWER :-

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 isseverely damaged. And the ship has to proceed towards India, let us see whatshould be done to make the voyage safe and seaworthy.

After stranding following actions to be taken:-1) ReportingMaster should report the matter to following authoritiesa) 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 faxc) Classification societyd) P&I local correspondente) Owner2) 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 fromany salvage association, master should ask help from them. Master shouldfollow contingency plan given in the SMS manual. Tank sounding should betaken and sounding of sea at various points to be measured. Any possible casefor marine pollution to be kept in mind and a good look out to be carried out. Allthese should be recorded and documented. Master should always remain incontact with office for necessary guidelines and assistance.3) Under water inspection:-Divers should be arranged from U.K. main land by company for under waterinspection. 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 abovewaterline should be assessed from divers 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.c) If temporary underwater repair is possible it should be carried out, otherwisesome of the cargo will have to be offloaded to barge and it should be arranged

by the company.


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d) After this make the vessel aft trimmed as possible. Proceed towards nearestport where repair is possible.e) Vessel repair should be carried out in presence of class surveyor. After repairit 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 ofship and survey) rule 1991, if the vessel has met with an accident and she haslost her seaworthiness then she cannot go to sea. So, in this case Indianadministration would not allow the vessel to come to India with damagedcondition.

Vessel must carry out minimum repair at nearest repair yardand then proceed to India from U.K. coast. On arrival India, ship should beinspected 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 thecasualty happening on their flagged ship.

9. QuestionYou as C/E are requested to inform your company with respect to

inspection of propeller in drydock during which you noticed a surface crack

on one of the blades.

State the steps taken by you as C/E for successful handling of the situation.

Also if some surface cracks are noticed on the keyway of a tail shaft, state

the steps taken by you for tackling the problem. Explain the effects in case

the cracks, as stated are not dealt with at the proper time.

ANSWER :-

Surface cracks have been noticed on one of the propeller blades:-As soon as a crack has been observed on the propeller blade, the head

office as well as the Classification Society must be notified. The services of a

propeller expert would also be needed in certain cases.Cracks on a propeller surface may be due to:-

Physical damageFaults during casting

Physical Damage:- These types of cracks generally occur on the tips andthe leading edge of the propeller. Pitting may occur near the tips on the drivingface and on the whole of the fore side due to cavitation. Propeller blades aresometimes damaged by floating debris which is drawn into the propeller stream.Such damage must be made good as it reduces the propeller efficiency, while the

performance is improved by polishing the blade surface. If a built propeller isfitted, it is necessary to ensure that the blades are tight and the pitch should be


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checked at the same time. Small surface cracks can be ground out. Cracks at theblade tips may require the cropping of the blade section. If this is carried out, amatching section on the opposite blade would also have to be cropped in orderto maintain balance. Since thrust developed by such a cropped propeller would

be reduced, the main engine rpm will have to be adjusted to compensate for the

loss. All actions must be taken in consultation with the classification society andpropeller experts. It must be noted that most classification societies do notpermit any welding on the propeller as heat treatment and annealing is anextremely complicated process. Therefore in extreme cases of cracks, it may benecessary to replace the entire propeller

Cracks due to Faulty Casting:- These are extremely small cracks of theorder of length 3mm and depth 1mm. the region of the blade most prone to suchcracks are within o.2 0.4 of the radius of the propeller. These cracks areextremely difficult to spot when the propeller is stationery. The cracks only open

when the propeller develops thrust in operation due to the bending momentinduced. The only lasting solution to such a faulty fabricated propeller is tochange it with a new one.

Surface cracks on the keyway of a tail-end shaft:- The area of the cracksis to be inspected visually as well as ultrasonically (or with dye penetrant) todetect all the cracks. Causes of this are quoted as inadequate force fit between

propeller and tailshaft causing loss of peripheral grip which allows propeller tomove and make contact with key. This causes excessive dynamic load to fall onkey and shaft adjacent to keyway. This causes incipient cracks (small andsuperficial) which usually begin at high stress concentration areas i.e. around theleading edge of the keyway. Fatigue failures may occur due to corrosion andtemperature variations in seawater, altering the force fits.

The key is also to be inspected for any damage. Also the dimensions ofthe key must be accurately measured to ensure no play is present between keyand keyway. Abrupt changes of shape of section cause stress concentration to

build up due to interruption of the stress flow lines. This build up in stresscauses cracks to develop and supports crack propagation. With this in mind itcan be seen that shapes or sections which may be subject to great stresses;should be well rounded or gradually tapered off to give smooth stress flow.

Round end keys should be used, and the keyway in propeller boss andcone of the tailshaft are to be provided with a smooth fillet at bottom ofkeyways, fillet radius at least 0.0125 of shaft diameter at top of cone. Sharpedges at top of keyway to be removed. Two screw pins should secure key inkeyway and forward pin should be at least of key length from forward end.

Pin holes should have a depth not exceeding pin diameter. Hole edges to bebevelled.


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The cracks in the keyway can be ground depending on the depth of thecracks. Large cracks would require welding and machining. Welding will only

be carried out after appropriate heat treatment and annealing. The annealingperiod required for a tail end shaft of a large ship may extend up to 7 days. Itmust be noted that, in a tailshaft with key and keyed propeller, the thrust of the

propeller is not absorbed by the key but by the shrink fit between propeller huband shaft. Therefore cracks in the keyway of the tail end shaft do not pose asmuch a problem as cracks on the shaft itself or cracks on the propeller.


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FEB 2013

1. QuestionYour vessel where you are posted as a Chief engineer is about to enter dry

dock. State the co-ordination and information exchange necessary with the

master of the vessel for successful entry. Also list the necessary preparation

you would make along with earmarking division of duties to the engineers

of the vessels. Enlist the inspection and co-ordinations you will make with

dry dock authorities for successful coming out of the dry dock.

ANSWER:-

Dry docking is one of the most important activities that a vessel maycome 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 requirement2) Statutory requirement3) Condition of vessel

So for a successful dry dock there should be a good co-ordinationbetween master and chief engineer so that all the works are completed at timewithout any casualty.

As a chief engineer following are the exchange of information which will

be necessary with the master:-1. Class, survey and statutory requirement2. Scope of work in dry dock 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 master4. 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 gritblasting is performed.

8. Co-ordination with master to required list and trim and put accordingly fueloil and fresh water tanks in use as advised by him.

9. Communicate with master as to be in touch with company regarding any newrequirements which ship will be fulfilling after dry dock. i.e. to fulfil anycompliance 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.


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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 bewell consulted before dry dock.

Delegation of responsibility to engine room staff:-

Preparedness for the same will start well in advance of the dry dock. Thepreparedness 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 plant4. 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 ofengine room department, to make a rough plan to delegate responsibility ofvarious jobs.

8. Chief engineer will delegate responsibility for arranging spares as theyarrive.

9. Personnel to prepare tags for various valves with job number and fix them onvalve.

10.All safety aspects discussed and safety precautions to be followed. All engineroom 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 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 beencompleted.

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


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12.Ensure all tanks are at same level while entry so as to have same trim whenrefloating

Verify weight log certificate ( no heavy weight has been shifted)

2. QuestionDifferentiate between annual, intermediate, renewal, damage and repair

surveys. What are the purposes of each survey onboard? Also, enlist all

statutory certificates carried onboard, their issuing authority, and the IMO

Convention under which they are issued

ANSWER:-

Annual Survey :-

1. The purpose of the annual survey is to do the general inspection of itemsrelated to particular certificate to ensure that they have been maintained andremain satisfactory for service for which the ship is intended

2. Annual surveys are to be carried out within a window from three monthsbefore to three months after each anniversary date.

3. It is carried out by class surveyor. At the time of annual surveys, the ship isgenerally examined. The survey includes an inspection of the hull, equipmentand machinery of the ship and some witnessing of tests, so far as is necessaryand practical in order to verify that, in the opinion of the attendingsurveyor(s) the ship is in a general condition which satisfies the Rulerequirements.

Intermediate Survey :-

1. Intermediate survey is a survey including visual examinations, measurementsand testing as applicable, of the hull and equipment, machinery and systems,in order to confirm that the ship complies with the relevant rule requirementsand is in satisfactorily maintained condition.

2. The required examinations, measurements and testing shall be carried outbefore the intermediate survey is regarded as completed.

3. An intermediate survey is to be carried out within the window from three

months before the second to three months after the third anniversary date.4. The intermediate survey includes examinations and checks on the structure as

specified in the Rules to verify that the vessel is in compliance with theapplicable Rule requirements. The Rule criteria become more stringent withage.

5. According to the type and age of the ship the examinations of the hull may besupplemented by thickness measurements as specified in the Rules and wheredeemed necessary by the attending surveyor.

Renewal Survey :-

1. Renewal survey is a major survey including visual examinations,measurements and testing of the hull and equipment, machinery and systems,


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in order to confirm that the ship complies with the relevant rule requirementsand is in satisfactorily maintained condition.

2. Class renewal surveys/special surveys are carried out at five-year intervals.However, consideration may be given by the Society, in exceptionalcircumstances, to granting an extension for a maximum period of three

months after the due date. In such cases the next period of class will startfrom the due date for the previous class renewal survey before the extensionwas granted.

3. The special survey may be commenced at the 4th annual survey and beprogressed with a view to completion by the 5th anniversary date.

4. The class renewal surveys/special surveys include extensive examinations toverify that the structure, main and essential auxiliary machinery, systems andequipment of the ship are in a condition which satisfies the relevant Rules.The examinations of the hull are generally supplemented by thickness

measurements and witnessing of tests as specified in the Rules, and asdeemed necessary by the attending surveyor, to assess that the structuralcondition remains effective and to help identify substantial corrosion,significant deformation, fractures, damages or other structural deterioration.

Damage Survey : -

1. Damage surveys are carried out in the event of damage which affects or mayaffect the class of the ship.

2. It is performed to access the extent of damage sustained, to compile a list ofrecommended repairs and estimated cost to return the vessel to its condition

before the incident.3. It is non periodic survey and required by insurance companies when a claim

has been submitted .4. Damage survey is usually commissioned by an insurance company as part of

a claim investigation to establish the probable cause and extent of damage.

Repair Survey :-

1. Following a damage defect or break down any repair carried out to the hull,equipment and machinery is assessed by a class surveyor.

2. The surveyor ascertains the status of the vessel to determine if it has beenreturned to a condition that is in compliance with the applicable Rule

requirements.3. Where repairs are carried out at a place where the surveyor services are not

available, survey must be carried out at the earliest opportunity thereafter.4. Damages or repairs required by the surveyor to be re-examined after a

certain period of time are also covered by an appropriaterecommendation/condition of class.


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Statutory Certificates Carried Onboard

I. SOLASNo Certificate Reference

1 Cargo Ship Safety ConstructionCertificate

Validity :- 5years

SOLAS 1974,regulationI/12;1988 SOLAS Protocol,

regulation I/12,2 Cargo Ship Safety Equipment

CertificateValidity :- 5years

SOLAS 1974,regulationI/12;1988 SOLAS Protocol,regulation I/12,

3 Cargo Ship Safety Radio CertificateValidity :- 5years

SOLAS 1974, regulationI/12, as amended by theGMDSS amendments; 1988SOLAS Protocol, regulationI/12

4 Cargo Ship Safety CertificateValidity :- 5years

1988 SOLAS Protocol,regulation I/12

5 Exemption Certificate SOLAS 1974, regulationI/12; 1988 SOLAS Protocol,regulation I/12

9 Minimum safe manning document SOLAS 1974, regulationV/14.2

10 Safety Management CertificateValidity :- 5years

SOLAS 1974, regulationIX/4; ISM Code, Element

13.711 Document of Compliance

Validity :- 5yearsSOLAS 1974, regulationIX/4; ISM Code, Element13.2

12 International Ship Security CertificateValidity :- 5years

SOLAS 1974, regulationXI-2/9.1.1; ISPS Code partA, section 19.2

II. Marpol 73 / 781 International Oil Pollution Prevention


MARPOL Annex I,

regulation 7

2 Statement of ComplianceValidity :- 5years

MARPOL Annex Iregulations 20 and 21

3 International Sewage PollutionPrevention CertificateValidity :- 5years

MARPOL Annex IV,regulation 5;MEPC/Circ.408

4 Garbage Management PlanValidity :-

MARPOL Annex V,regulation 9

5 Garbage Record Book MARPOL Annex V,regulation 9

6 International Air Pollution Prevention MARPOL Annex VI,


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Certificate regulation 6

7 Engine International Air PollutionPrevention Certificate

Nox Tech code Reg 2.3/ 2.3

8 International energy efficiencycertificate wef. 01-01-2013

MARPOL Annex VI,regulation 9

III. Load line 19661 International Load Line Certificate

Validity :- 5yearsLL Convention, article 16;1988 LL Protocol, article 18

2 International Load Line ExemptionCertificate, Validity :- 5years

LL Convention, article 16;

IV. International tonnage convention 691 International Tonnage Certificate (1969)

Validity :- 5yearsTonnage Convention,article 7

V. AFS Convention1 International Anti-fouling System


AFS Conventionregulation 2(1) ofannex 4

2 Declaration on Anti-fouling SystemValidity :- 5years

AFS Conventionregulation 5(1) ofannex 4

VI. STCW

1 Certificates for masters, officers or

ratingsValidity :- 5years

STCW 1978, article VI,

regulation I/2;STCW Code,section A-I/2

2 Records of hours of rest STCW Code,section A-VIII/1

CONVETION ON LAWS OF SEA

1 Certificate of Registry Unclos Article 91

LIBILITY CONVENTION

Certificate of insurance in respect of

civil liability

Liability convention, article

VIIILO CONVENTION

1 Certificate of Compliance for ILO ILO conventionAccomodation for crew

2 Load test certificate for ILO Occupational safety andhealth in dock work


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3. QuestionWhat do you understand by unseaworthy vessel within the meaning of the

MSA 1958 as amended?

What according to you is the difference between unseaworthy and unsafe

ship

What are the obligation of the owner to crew with respect seaworthiness.

ANSWER:-

In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship andunsafe ship is as follows:-Under section 334 a ship is said to be unseaworthy "when the materials ofwhich 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 andequipment, boilers and machinery are not such as to render her in every respectfit 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 byreason of overloading or improper loading, unfit to proceed to sea withoutserious danger to human life, having regard to the nature of service for whichshe is intended.

Now we will discuss the difference of unseaworthy ship and unsafe ship indetails. First we will see the unseaworthy ship:-1) A ship is unseaworthy, when the material which she is made and herconstruction and design is faulty and not as per laid down regulation.2) A ship is unseaworthy when its master, officers and crew are not qualifiedand 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 missingwhich 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 shipunseaworthy for the voyage.

Now take the case of Unsafe ship:-1) A ship is said to be unsafe, when the hull and equipment is temporarilydefective 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 butdo not follow the safe working practices.3) Not maintaining the required provisions laid down in certificates can make

the ship unsafe during the voyage.


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4) A ship is said to be unsafe if the machinery or equipment is placed on boardbut found not working or the maintenance plan is not being followed.5) An unsafe ship does not pose serious threat to human life.6) A ship is said to be unsafe when its machinery or equipment is operatedwrongly at any instance by the ship's crew in the voyage.

7) Wrong procedure of ballasting, deballasting or negligence of crew towardsstowage of cargo makes the ship unsafe an any instance during voyage.In broad perspective or loosely we can say that unseaworthiness depends ondesign factors and physical factors. Also unseaworthy is a condition.But ship becomes unsafe due to human factors. It is an act.Obligation of owner to crew with respect to seaworthiness

1. In every contract of service, express or implied between the owner of anIndian ship and the master or any seaman thereof, and in every contract ofapprenticeship whereby any person is bound to serve as an apprentice on

board any such ship, there shall be implied, notwithstanding any agreementto the contrary, an obligation on the owner that such owner and the master,and every agent charged with the loading of such ship or the preparingthereof for sea, or the sending thereof to sea, shall use all reasonable meansto ensure the seaworthiness of such ship for the voyage at the time when suchvoyage commences, and to keep her in a seaworthy state during the voyage.

2. For the purpose of seeing that the provisions of this section have beencomplied with, the Central Government may, either at the request of theowner or otherwise, arrange for a survey of the hull, equipment or machineryof any sea-going ship by a surveyor.

4. QuestionWrite shot notes on

Tier 2 and 3 emission regulation on main engine.

Homogenizer for water emulsion.

SCR for Nox emission reduction.

ANSWER:-

Tier 2 and 3 emission regulation on main engine.

1. MARPOL Annex VI sets limits on NOx and SOx emissions from shipexhausts, and prohibits deliberate emissions of ozone depleting substances.

2. The IMO emission standards are commonly referred to as Tier I...IIIstandards. The Tier I standards were defined in the 1997 version of AnnexVI, while the Tier II/III standards were introduced by Annex VI amendmentsadopted in 2008, as follows:2008 Amendments (Tier II/III)Annex VI amendments adopted in October

2008 introduced(a) new fuel quality requirements beginning from July 2010,


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(b) Tier II and III NOx emission standards for new engines, and(c) Tier I NOx requirements for existing pre-2000 engines.

3. The revised Annex VI enters int o force on 1 July 2010. By October 2008,Annex VI was ratified by 53 countries (including the Unites States),representing 81.88% of tonnage.

4.NOx emission limits are set for diesel engines depending on the enginemaximum operating speed (n, rpm), as shown in Table 1 and presentedgraphically in Figure 1. Tier I and Tier II limits are global, while the Tier IIIstandards apply only in NOx Emission Control Areas.

Table 1. MARPOL Annex VI NOx Emission Limits

Tier Date NOx Limit, g/kWhn < 130 130 n < 2000 n 2000Tier I 2000 17.0 45 n-0.2 9.8

Tier II 2011 14.4 44 n-0.23 7.7

Tier III 2016 3.4 9 n-0.2 1.96

In NOx Emission Control Areas (Tier II standards apply outside ECAs).

Figure 1. MARPOL Annex VI NOx Emission Limits5. Tier II standards are expected to be met by combustion process optimization.

The parameters examined by engine manufacturers include fuel injectiontiming, pressure, and rate (rate shaping), fuel nozzle flow area, exhaust valvetiming, and cylinder compression volume.

6. Tier III standards are expected to require dedicated NOx emission controltechnologies such as various forms of water induction into the combustion


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process (with fuel, scavenging air, or in-cylinder), exhaust gas recirculation,or selective catalytic reduction.

7. Pre-2000 Engines. Under the 2008 Annex VI amendments, Tier I standardsbecome applicable to existing engines installed on ships built between1

stJanuary 1990 to 31

stDecember 1999, with a displacement 90 liters per

cylinder and rated output 5000 kW, subject to availability of approvedengine upgrade kit.

Homogenizer for water emulsion.1. In order to have the optimal spray into the combustion chamber, it is

recommended that the water droplets in the fuel oil after emulsification areas small as possible. Both ultrasonic and mechanical types of homogenisercan be used to obtain the same level of NOx reduction per water unit addedwithout penalising the total engine performance. However, if the engine is to

be operated on diesel oil, it may be necessary to add additives to stabilise theemulsion.2. When this emulsified fuel is injected into the combustion chamber, NOx

reduction is achieved due to the following reasons:a. The injection time of the emulsified fuel is greater than with fuel for the

same load on the engine. Due to this the flame temperatures are lowerand thus lower NOx formation.

b. The water that is present within the plume of the injected spray createssecondary micro explosions thereby atomizing the injected fuelthoroughly. This relates to a better and a more complete combustion ofthe fuel and in turn reduces the peak flame temperatures.

3. Attainable values for NOx reduction is approximately 1 percent reduction offor every percent of water added to the fuel. Some installations havesuccessfully tested up to 50% water without any signific ant operationaldifficulties. In general 25-30% of water is sustainable throughout the loadrange of the engine and returns a 25-30% reduction in NOx emissions.

4. Various types of homogenizers have been employed for fuel emulsification.a. Mill pump homogenizer comprising of a grinding wheel impeller that

physically grinds the fuel as it passes through the unit.

b. Ultrasonic homogenizer employing high power ultrasonic transducers tohomogenize the fuel passing through the unit.

c. High pressure homogenizer comprising of a piston pump to raise thepressure of the fluid to about 100 bar and releasing it through ahomogenizing valve that physically pulverizes the fluid passing through.

5. The added benefit of a homogenizer for residual fuels is that in the processof homogenization, the asphaltenes in the fuel, which can vary widely insize and can be as large as 70-100 microns in size is broken down to about 3-5 microns. This relates to better combustion and thus less deposits in the

combustion chamber.


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6. Aside from the NOx reduction benefits derived from a homogenized fuelemulsion, there is marked decrease in particulate matter emissions largelydue to the fact that the combustion process is more complete.

SCR for Nox emission reduction.

1. An SCR (Selective Catalytic Reduction) unit is an effective means ofconditioning the exhaust gas after the combustion process for reducing NOxalready formed in the combustion process.

2. SCR is the method for NOx reduction on diesel engines today that can givethe largest reductions.

3. The process essentially involves injecting ammonia in the exhaust stream andin the presence of a catalyst the NOx reacts with the ammonia and formswater vapour and nitrogen. Due to the hazardous properties of ammonia,urea solution is generally used to provide the required ammonia.

4. With the SCR technique, the exhaust gas is mixed with ammonia NH3 orurea (as NH3 carrier) before passing through a layer of a special catalyst at atemperature between 300 and 400C, whereby NOx is reduced to N2 andH2O.

5. The reactions are, in principle, the following4NO + 4NH3 + O2 4N2 + 6H2O6NO2 + 8NH3 7N2 + 12H2O

6.NOx reduction by means of SCR can only be carried out in this specific tem-perature window:If the temperature is too high, NH3 will burn rather than react with the

NO/NO2.If the temperature is too low, the reaction rate will also be too low, and con-densation of ammonium sulphates will destroy the catalyst.

7. When engine exhaust gas is released from the exhaust gas receiver, urea orammonia is supplied to the pipeline via double-wall piping into a mixer. Theengine exhaust gas is mixed with the agent and led into the turbocharger inthe turbine side.

8. To compensate for the pressure loss across the SCR system, high-efficiencyturbochargers and high performing auxiliary blowers are mandatory. Due to

the ammonia/urea heat release in the SCR process, the exhaust gastemperature from the turbocharger is slightly higher than the exhaust gastemperature in engines without SCR.


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The overall SCR system layout is shown schematically in Figure 6. Itconsists of the following main components: A reducing agent storage tank, areducing agent feeding and dosing unit, the reducing agent injectionand mixing element, a reactor with catalyst elements, a soot blowing systemfor keeping the catalyst elements clean and the controlsystem. A pump unit transfers urea from the storage tank to the dosing unit,which regulates the flow of urea to the injection system based on theoperation of the engine. The dosing unit also controls the compressed airflow to the

injector. The urea injector sprays reducing agent into the exhaust gas duct. Afterthe injection of reducing agent, the exhaust gas flows through the mixing duct tothe reactor, where the catalytic reduction takes place.


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5. QuestionState 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 the

recommended practices for a safety investigation into a marine casualty or

marine incidentWhat do you understand by the term very serious marine casualty?

ANSWER:-

Every flag state has to carry out investigation in any casualty occurringon board the ship flying its flag. This responsibility is laid down in variousconventions of IMO. Following are the conventions and articles under whichabove responsibility is laid down:-

1) UNCLOS:- Article 94(7) states that " each state shall cause an inquiry to beheld by a suitably qualified person/persons into every marine casualty orincident of navigation on the high seas involving a ship flying its flag andcausing loss of life or any other incident involving another state or marineenvironment."2) SOLAS 74:- Chapter 1, part C, Regulation 21 states that " EachAdministration undertakes to conduct an investigation of any casualty occurringto 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 thepresent regulations might be desirable."3) Article 12 ofMARPOL73/78 and article 23 ofILLC also states more or lesssame as stated in above conventions.

To harmonize the casualty investigation a code was adopted on 27thNovember 1997 in IMO resolution A849(20) called casualty investigation code.

The salient features of the code.1) Necessity of code:- It was acknowledged that the investigation and properanalysis of marine casualties and incidents can lead to greater awareness ofcasualty causation and result in remedial measures including better training toenhance safety of life at sea and protection of environment.

It was also recognized that a standard approach andcooperation between governments, to marine casualty and incident investigationis necessary to correctly identify the cause.

2) Objective:- Objective to any marine casualty investigation is to preventsimilar casualties in future. Investigations identify the circumstances of thecasualty 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.


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b) If casualty occurs in territorial sea of a state, then flag state and coastal stateshould cooperate to maximum extent and mutually decide who will be the leadinvestigating 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 whowill be the lead investigating state.

4) Consultation and cooperation between states:- If casualty has taken placein territorial water of any state then the coastal state should without delay reportthe matter to flag state. Also if the casualty involves other parties allsubstantially interested parties to be informed by investigating state.When twoor 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 witnessb) view and examine documents and evidencec) Produce witness and other evidenced) Comment on and have their views properly reflected in final report.e) Be provided with transcripts statement and final report relating toinvestigation.

5) Recommended practice for safety investigation:-

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 includingsurvey records held by flag state , owner, class etc.e) Effective use should be made of all recorded data including VDR in theinvestigation 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 shippingindustry and public.

6) Reporting to IMO:- After investigation the lead investigating state shouldcirculate draft report to coastal state and substantially interested state forcomments. If no comment is received within 30 days lead state should send thefinal report to IMO.

Very serious marine casualty means a ship casualty which involves total lossof ship, loss of life or severe pollution.


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6. QuestionIn an unfortunate incident of Main Engine Crank case explosion on your

vessel, the main engine was badly damaged and two engine room personnel

suffered serious injuries. Explain how you will present the vessel for

subsequent inspections by P&I and H&M insurance companies with special

emphasis on the records and documents required in each case to ensurethat only genuine claims are honoured.

ANSWER:-

1) 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.2) After every incidence, investigations take place and insurance claims are

raised. The insurance underwriters appoint damage surveyors who come onboard and do their investigation. In the process of doing it, they ask for allthe relevant documents.

3) Suppose a main engine crankcase explosion has taken place on your ship inwhich main engine was badly damaged and two engine room personnelsuffered serious injuries.

4)Now, you will have to present your vessel for subsequent inspections by P&Iand H&M insurance companies. We will

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