Friday, 22 July 2011

MARPOL AMENDMENTS
1.latest amendments in MARPOL
Ans; Adjustable nozzle ring
The intake air is compressed by the compressor wheel, which is driven by the turbine. Both the compressor
wheel and the turbine can be adjusted to engine requirements by choosing from a range of meridians and
blading configurations. Diffusers and nozzle rings which are very finely stepped in their mass-flow areas allow
the turbochargers to be fine-tuned to the engine. For maximum variability an optional nozzle ring capable of
adjustment during operation will be available in the near future.
Oil mist instead of water cooling
None of the TCA turbocharger bearing casings is water-cooled - not even in the largest frame sizes, the TCA88
and TCA99. The heat brought in by the compressor and the turbine is dissipated in the luboil flung off the shaft
of the rotating assembly. The oil mist thus generated can drop down the walls of the very generouslydimensioned interior of the bearing casing, thereby evenly absorbing the heat which is to be dissipated. The
bearing casing boasts its own air vent, which can likewise be connected to the left or right. This air vent
ensures that the leakage air which the compressor inevitably forces into the bearing casing through the shaft
seal of the rotating assembly does not increase crankcase pressure in the engine, but instead is dissipated
directly.
The result is a turbine with 41 so-called "wide-chord" blades arranged in a fir-tree root in the turbine disc.The
characteristic feature of wide-chord blades is their very high chord-to-height ratio. This produces a compactlooking, very stiff and hard-wearing turbine blade. For engine matching the turbine blades can be of varying
angles and lengths. With the aid of leading-edge design tools it is now possible to dispense with lacing wire to
dampen exhaust-generated vibrations, even in four-stroke engine applications. Apart from improving the blade
profile, this has also been an immense boost to efficiency.
A new design of compressor volute and new designs of nozzle ring ensure optimum
turbocharger matching and contribute to the high efficiency of the TCAturbochargers.
2.Difference SULZER, RT FLEX and B&W (ME-C)
3.Difference between ME MC
Ans; The ME series of engines have no camshaft. Instead, to provide power for fuel injection and exhaust valve
lifting, they utilise a hydraulic oil loop with fine filtered oil from the main engine lubricating system at about 200
bar pressure.
The advantages of the ME series of engines come from the fact that the timing and intensity of fuel oil injection
and exhaust valve opening and closing is optimal at all steady and transient loads, thus giving lower part load
fuel oil consumption, lower emissions and particularly smoother and better low load operation. The balance
between cylinders will be easier to adjust for smoother operation. All this will eventually mean longer MTBO
(Mean Time Between Overhauls).
The engine can be changed over to different low emission modes where its NOx exhaust emission can be
reduced below the IMO limits if desirable due to local emission regulations
The electronic control of the fuel injection system and the exhaust valve operation, together with the fact that
ME engines are normally delivered with on-line cylinder pressure measurement equipment and the engine
diagnosis system CoCoS-EDS, provides a number of benefits:
Well-proven conventional fuel injection pattern and technology
Adjustable injection intensity by electronically variable cam angle and cam length
The control system offers more precise timing and thereby better engine balance with equalized thermal load
in and between cylinders
Uniform combustion and heat load at any load
Lower rpm possible for manoeuvring
Sequential cylinder cut-off at low load
High injection pressure at low load
Slide type zero-sack-volume fuel valves
Improved emission characteristics, i.e. lower NOx and less visible smoke at any load
System comprising performance monitoring for longer time between overhauls.
Monitoring of the engine (based on CoCoS-EDS) identifies running conditions which could lead to
performance problems

 The Overload Protection System ensures compliance with the load diagram and ensures that the engine is
not overloaded
Optimum crash stop and reverse running performance
Engine braking may be obtained, reducing the stopping distance of the vessel
Faster acceleration of the engine by opening the exhaust valves earlier during acceleration
Significantly improved dead slow running with low minimum rpm and stable operation together with improved
combustion due to the electronic control of fuel injection
The following parts are omitted:
Chain drive
Chain wheel frame
Chain box on frame box
Camshaft with cams
Roller guides for fuel pumps and exhaust valves
Fuel injection pumps
Exhaust valve actuators
Starting air distributor
Governor
Regulating shaft
Mechanical cylinder lubricator
Local control stand
The above-mentioned parts are replaced by:
Hydraulic Power Supply (HPS)
Hydraulic Cylinder Units (HCU)
Engine Control System (ECS), controlling the following:
Electronically Profiled Injection (EPIC)
Exhaust valve actuation
Fuel oil pressure boosters
Start and reversing sequences
Governor function
Starting air valves
Auxiliary blowers
Crankshaft position sensing system
Electronically controlled Alpha Lubricator
Local Operating Panel (LOP)
Hydraulic cylinder unit
The hydraulic cylinder unit, of which there is one per cylinder, consists of a hydraulic oil distributor block with
pressure accumulators, an exhaust valve actuator with ELVA control valve and a fuel oil pressure booster with
ELFI control valve. Each individual HCU is interconnected by double-wall piping, through which the hydraulic oil
is led.
ELVA and ELFI valves were substituted by one common FIVA valve controlling both the exhaust valve actuation
and the fuel oil injection.
ELFI valves
On the Print Circuit Board (PCB) components have come loose due to vibrations. Improvements by means of
resilient mountings have been introduced on all vessels in service with ELFI valves, and performance has been
Good
ELVA valves
Early service experience proved that low ambient temperatures, as often experienced during shop tests in the
winter season, gave rise to sticking high response valve spools in the ELVA valve due to low hydraulic oil
temperatures. The diameter of the spool was reduced in order to obtain correct functioning of the highresponse valve Initially, the ME tacho system was designed on the basis of trigger segments with a sine-curved
tooth profile mounted on the turning wheel. The total trigger ring was built from eight equal segments.
Two redundant sets of sensors were applied. This initial tacho system is relatively expensive, and the system
The new tacho system is based on optical angular encoders installed on the free end of the crankshaft. This
system, consisting of two redundant encoders
Alpha Lubrication system

The ME engine has the advantage of an integrated Alpha lubrication system, which utilizes the hydraulic oil as
the medium for activation of the main piston in the lubricators. Thus, a separate pump station and control are
not needed compared to the MC counterpart.
4.what are the basic features of ME GI engines
Ans; the new modified parts of the ME-GI engine pointed out, comprising gas supply piping, large-volume
accumulator on the (slightly modified) cylinder cover with gas injection valves, and HCU with ELGI valve for
control of the injected gas amount.
High-pressure gas compressor supply system, including a cooler, to raise the pressure to 250-300 bar, which is
the pressure required at the engine inlet.
Pulsation/buffer tank including a condensate separator.
Compressor control system.
Safety systems, which ex. includes a hydrocarbon analyser for checking the hydro-carbon content of the air in
the compressor room and in the double-wall gas pipes.
Sealing oil system, delivering sealing oil to the gas valves separating the control oil and the gas.
Inert gas system, which enables purging of the gas system on the engine with inert gas .
The gas supply system is a common rail system, the gas injection valve must be controlled by another system,
i.e. the control oil system. This, in principle, consists of the ME hydraulic control (servo) oil system and an ELGI
valve, supplying high-pressure control oil to the gas injection valve, thereby control-ling the timing and opening
of the gas valve. the normal fuel oil pressure booster, which supplies pilot oil in the dual fuel operation mode, is
connected to the ELGI valve by a pressure gauge and an on/ off valve incorporated in the ELGI valve.
By the control system, the engine can be operated in the various relevant modes: normal dual-fuel mode with
minimum pilot oil amount, specified gas mode with injection of a fixed gas amount, and the fuel-oil-only
mode.
The principle of the gas mode control system is that it is controlled by the error between the wanted discharge
pressure and the actual measured discharge pressure from the compressor system. Depending on the size of
this error the amount of fuel-gas (or of pilot oil) is either increased or decreased. If there is any variation over
time in the calorific value of the fuel-gas it can be measured on the rpm of the crankshaft. Depending on the
value measured, the amount of fuel-gas is either increased or decreased.
5.comparison between ME - MC engine
Ans;
Power, speed and nominal Specific Fuel Oil Consumption (SFOC) are the same for the ME series as for their
MC counterparts.
The SFOC has been reduced significantly at part load as the maximum pressure can be maintained down to
65-70 percent of the engine load.
SFOC is the same as for the mechanically controlled engines at nominal output
At lower load, the SFOC is lower for the electronically controlled engines
Easy to change between various running modes.
6.What is intelligent cylinder lubrication
Ans;
Alpha Lubricator system
ensures considerable cylinder oil savings
controllable wear rates, scuffing control and
longer intervals between engine overhauls.
However, over lubrication is not only expensive - it may even be counter productive in promoting scuffing
through excessive carbon deposits
and/or "bore-polished" running surfaces.
The properties of cylinder oil scraped from the cylinder liner wall reflect the chemical environment in the
cylinder as well as the physical condition of rings and liner; and there is a direct relationship between some of
the key parameters in the scrape-down oil and the actual cylinder condition. A lubrication algorithm - based on
scrape-down oil analysis data, cylinder oil dosage, engine load and cylinder wear rate can thus be created.
7.Alpha adaptive lubrication
Ans; The main element of cylinder liner wear is of a corrosive nature, and the amount of neutralizing alkaline
components needed in the cylinder will therefore be proportional to the amount of sulphur (which generates
sulphurous acids) entering the cylinders. A minimum cylinder oil dosage is set
in order to satisfy other requirements of a lubricant, such as providing an adequate oil film and detergency

properties
The cylinder oil must be injected into the cylinder at the exact position and time where the effect is optimal,
which is not always possible with the conventional lubricators of today.
The following two criteria determine the control:
The cylinder oil dosage shall be proportional to the sulphur percentage in the fuel
The cylinder oil dosage shall be proportional to the engine load (i.e. the amount of fuel entering the cylinders).
a standard TBN 70-80 cylinder oil. For operation in long periods with fuels with a sulphur content below 1%, we
recommend changing to a cylinder oil with a lower TBN (i.e. TBN 40-50 cylinder oils). the control of the cylinder
oil dosage proportional to the engine load, together with rpm-proportional and mep-proportional lubrication. At
part load, load-proportional cylinder oil dosage will provide large cost savings and also reduce the
environmental impact from excessive lubrication. Below 25% load, the load-proportional lubrication is stopped,
and rpm-proportional lubrication takes over,
.
In the present version of the Alpha Lubricator System the ship staff inputs the so-called HMI( human machine
interface-setting ) based on the sulphur percentage of the fuel used and a conversion table. An input is made
at the appropriate system panel each time the fuel specification is changed. This is done by one input on the
HMI-panel of the Alpha Lubricator System each time the fuel specification is changed.
Typical feed rate (mechanical lubriator), 1.2 g/bhph, rpm proportional control
Basic feed rate (mechanical lurbicator), 0.9 g/bhph, rpm proportional control
Basic feed rate (Alpha Lubricator System), 0.8 g/bhph, MEP proportional control
Alpha ACC, 0.25 g/bhph/S%
Significant savings in daily cylinder oil consumption through Alpha ACC of this 12K90MC engine monitored
over a five-month period since system implementation equate to annual savings of 340 000 USD on cylinder
oil.
8.what is alpha pulse cylinder lubrication system
Ans; The new lubricating system is based on the principle of injecting a specific volume of oil into the cylinder,
via a number of injectors, for every four (or every five, six, etc.) revolutions. Furthermore, the precise timing
ensures that all cylinder oil is delivered directly onto the piston ring pack where it is needed.
a small piston for each lubricator quill in the cylinder liner, and the power for injecting the oil comes from the
system pressure, supplied by a pump station. A common rail system is used on the driving side, but the
injection side has a high-pressure positive displacement system, thus giving equal amounts to each quill and
providing the best possible safety margin against clogging of single lubricator quills.
The pump station includes two pumps (one operating, the other on stand-by with automatic start up). The
computer unit comprises a main computer, controlling the normal operation, a switch-over unit and a (simple)
back-up unit. The injection function is controlled by the computer sending an on/off signal to a solenoid valve.
A shaft encoder (which can be shared with the PMI system, or timing system on the Intelligent Engine) supplies
the necessary timing signal.
The amount of oil injected can be adjusted automatically or manually as required, e.g. at load changes,
start/stop, at reduced engine load (different modes are available), sulphur % in the fuel, temperature level on
liner surface, variation in cylinder oil BN, etc. Pre-lubrication before start can be made manually or be a
sequence in the bridge manoeuvring system.
The pump station supplies the Alpha Lubricators with 40-50 bar oil pressure.
9.What is multistage turbo charging
Ans;
1.exhaust flow is bypassed from one stage to another, in doing so energy contained in the exhaust is
preserved.
2.bypass flow is passed through a VGT vane outlets, other variable geometry nozzle. Thus converting pressure
energy to kinetic energy. Such high kinetic energy exhaust gas is made to exert mechanical rotational force on
the lower pressure turbine wheel. The VGT mechanism is only in one turbine volute.
10.Definition of a bulk carrier as per SOLAS
Ans: bulk carrier means a ship which is constructed generally with single deck , top side tanks, and hopper side
tanks, in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes such types as coal
carriers and combination carriers.

11.definition of bulk carrier of single side skin

Ans - means a bulk carrier in which cargo hold is bounded by the side shell. One or more cargo holds bounded
by a double skin, the width of which is less than 760mm (for ships built before 1 jan2000) and less than for
1000mm ( for ships built between 1st jan 2000 and 1st july 2000).
12.As chief engineer vessel has too much breakdown people are tired how will you motivate them.
Ans; 1. Improve the working atmosphere- safety culture to follow, no goupism, no conflicts
2. approval,praise and recognition
3. ensure that work is divided amongst them equally- team building
4. do the job peacefully and carefully, to avoid mistakes
5. C/E must be in the vicinity of the job and provide guidance where required
6. pat on their backs
7. give them incentive- overtime to the crew,
8. assure them sufficient rest after the job is completed, keeping in mind minimum manning required for watch
keeping
9. emphasise on good communications
10. help them in their jobs with ur own hands.
11.tell them to do better job so that work is carried out without errors and no further breakdown of same
machineries to be attended
12.permit them to use new spares where required, avoid using substandard spares.
13.If required request for Advice from specialist.
14.Take care of their living standard and assure that good quality of food is provided to them.
15.Grounding holed ship is sitting hard what will you do.
Ans:
a.follow the contingency plan , damaged stability plan- for grounding and flooding
b.calculate all stress and stability before attempting any transfer of oil and bunkers
c.Consider transfer of oil in case it is in the way of bunker or cargo tanks, to prevent pollution
d.Inform the company, DPA, communicate with office alert team
e.Analyze the possibility of assistance required from the shore- nearest coastal state and classification
societies
f.Refer to the tidal charts of the concerned area
g.Maintain stability of the vessel
h.Sound the adjacent tanks
i.Consider the possibility of the patching up of the hole or any repairs if possible by the shore and ship staff
j.Do not use engines to take the vessel out of the aground condition
k.Warn vessel in vicinity
l.Close all tank valves and pipe lines master valves where appropriate
16.Bunker spill who will pay for the compensation, up to what extent
Ans: as per bunker convention the P&I club of the shipowner shall pay the compensation
The limit of liability for claims for loss of life or personal injury for ships not exceeding 1,000 gross tonnage is 2
million SDR (US$3.17 million ).
For larger ships, the following additional amounts are used in calculating the limitation amount:
For each ton from 2,001 to 30,000 tons,- 800 SDR (US$1,269)
For each ton from 30,001 to 70,000 tons,- 600 SDR (US$952)
For each ton in excess of 70,000, - 400 SDR (US$634).
17.Difference between car insurance and ship insurance
Ans;Car insurance is transferable where as ship insurance is not transferable,
Car insurance is done on the basis of depreciated value , where as ship insurance is on the basis of agreed
value coverage. Or actual cash value- will get depreciated amount.
car insurance - the price of new parts is paid, On ships new for old provision is there, against- drunken driving
is not insured. Negligence of master crew and officer can be insured,
18.what is the difference between the bunker and CLC conventions
Ans: bunker convention is applicable above 1000 GT for ships others than tankers,
CLC is applicable to oil tankers carrying 2000 GT and above, applicable to laden as well as unladen and
bunkers from such tankers.
contribution from shipowner, bareboat charterers, operator / manager, ,

limits of liability as per the national regime, but in all cases not exceeding LLMC (limitation of liability for
maritime claims
19.All generators damage, H&M policy, insurance clause,
Ans; new for old clause: either new generator or new spares required for partial damaged generators shall be
compensated for
20.Differentiate between safety and security
Ans; safety;is action to prevent a possible injury or death or damage to the property and environment
Security: is a threat to country, ship, premises of any installation from the intruders who wish to cause damage
to the persons, property or environment deliberately
21.Differentiate between prohibited area and restricted area
Ans: Prohibited area: area where no trespassing is allowed and trespassers are liable to be prosecuted
Restricted area: area where entry is subjected to identification of the concerned personnels
22.Annex VI Volatile organic compound,
Ans; Regulation 15 Volatile Organic Compounds
IMO shall specify the ports and terminals, size of ships and types of cargos which requires vapour emission
control with an approved vapour collection system during loading of such cargos
Vapour emission control systems are provided on terminals
Vapour emission collection systems are required for ships
Existing tankers which are not fitted with vapour collection systems may be accepted for a period of three years
after the terminal was included in the above list.
This regulation shall only apply to gas carriers when the type of loading and containment systems allow safe
retention of non-methane VOCs on board, or their safe return ashore.
23.How will you train your juniors for safety and security?
Ans; training concerning safety
a.Demonstrate the use and notify the locations of all safety equipments- such as LSA and FFA, carry out drills
and ask seniors to demonstrate,
b.Train them regarding the pollution prevention equipments- such as IOPP( to officers and trainee engineers),
contents of SOPEP locker, garbage segregation and disposal
c.Ensure they understand the garbage management plan and its contents
d.Train them in the operation of workshop machinery and power tool, safe methods and procedures, checks to
be carried out prior every operation
e.Importance of wearing appropriate safety gear- such as goggles, helmets, safety shoes, full sleeve boiler
suits, ear protection, etc through training sessions verbally and through audio visuals
f.Importance of following safe techniques while lifting loads
g.Importance of implementation of ISM filling up of checklists and documentation
h.Importance of following standard operating practice.
i.Familiarization with all locations of emergency exits
j.Importance of record keeping, and religiously carrying out daily and safety routines- such as Saturday
routines.
k.Importance of team work and taking sufficient rest during non working Hours
l.Carry out fire, abandon ship , oil spill, MOB drills at regular intervals
m.Importance of proper communication while carrying out shipboard operations.
Training concerning security
n.importance of keeping a good vigilance on board ship
o.familiarization with Ships security plan
p.importance of gangway watchkeeping, importance of filling up gangway log.
q.significance of various security levels
r.action to be taken when a security breach has taken place- raise alarm
s.precaution to prevent piracy,
t.importance of doing religious security search to prevent stowaways
u.importance of checking received spares and stores prior taking them on board.
v.Actions to be taken on finding an unidentifiable object

w.Keep the areas which not in use closed and locked,

x.Importance of access control.
y.Importance of adequate lighting and patrolling under various security levels
24.What is collision what action will you take as chief engineer
Ans: Collision is material damage to ship, may be make ship unseaworthy.
a.raise alarm
b.stand by in engine room for engine movements as per bridge order, stop engines
c.muster, head count
d.shut down all non essentials
e.sound all the tanks
f.isolate penetrated tanks
g.prepare for firefighting.
h.consider the possibility of oil transfer
i.make initial assessment of type , location and extent of damage
j.is damage above or below water line
k.buoyancy and stability affected
l.is vessel maneuverable
m.is there any risk of any pollution to the environment
n.prepare for firefighting if required,
o.inform the nearest coastal state
25.Oil spill punishment in MS act
Part XIA Prevention and containment of Pollution of the sea by oil , Section 356
Ans; oil spill 5 lakhs rupees fine to master or the person concerned
IOPP equipment not fitted 10000 rupees fine
Not maintaining oil record book 5000 rupees., imprisonment of six months or fine or both if willfully make an
false entry or destroys entries
If master refuses to certify the entries in the oil record book then 1000 rupees fine.
26.MS amendments/ chapters
Ans: The Merchant Shipping Act, 1958 has been amended on fifteen occasions since 1958 and the major
amendments were made as indicated below :(a) In 1966, the provisions of the International Convention for the Safety of Life at Sea, 1960
(i) The Special Trade Passenger Ship Agreement, 1971 and
(ii) The Protocol on space Requirements for Special Trade Passenger Ships, 1973. The amended provisions of
Law aim at upgrading safety requirements applicable to special Trade Passenger Ships (Formerly known as
unberthed Passenger Ships)
(e) In 1979, provision for placing an obligations on the persons obtaining certificates of competency under the
Act to serve Government or Indian Ships for a specified period was incorporated in the Act;
(f) In 1981, provisions to enable the Co-operative Societies to own and register ships was incorporated in the
Act;
(g) In 1983, the provisions of the International Convention on Control and Prevention of Pollution of Sea by
ships in accordance with the amendments to the 1954 Oil Pollution Convention; giving provisions for civil
liability for Oil Pollution damage, was incorporated in Part X B of the Act.
The 1983 amendment act also provided to insert new provisions for registration of fishing boats, their
inspection etc, in Part XVA of the Act,
(h) In 1984 provisions in relation to Welfare of Seamen and insurance of crew of sailing vessels, etc. was
incorporated in the Act;
(i) In 1986, Section 80 of the Act regarding grant of certificate of service to naval officers was deleted from the
Act, as the International Convention on Standards of training, Certification and Watch-keeping 1978 (to which
India is a party) does not permit grant of certificates of service without examination.
(j) In 1986, an Act called the Shipping Development Fund Committee (Abolition) Act,1986 was passed to
abolish the SDFC constituted under the M.S. Act, 1958. The Central Government delegated the Shipping credit
and Investment Company of India Limited, a Company registered under the Companies Act, 1956 ( 1 of 1956)
with all its functions in 1987.
(k) In 1987 provision with regard to manning of ships by certificated officers in accordance with the Standards
of Training, Certification and Watchkeeping Convention of 1978 was inserted in the Act;

(l) In 1988, provisions of the International Convention on Civil Liability for Oil Pollution Damage, 1969 and its
1976 Protocol was inserted in Part XB of the Act;
(m) In 1993, on the recommendation of the M.S.Act Review Committee, the Sections 21,42,45,51, 412 and 414
of the M.S. Act, 1958 were amended. The Govt. of India in 1991, set up a Review Committee under the
Chairmanship of Director General of Shipping to review the Merchant Shipping Act 1958 in its entirety taking
into consideration the international conventions which India has ratified but not enacted statutorily. The
Committee has gone into depth of the provisions of M.S. Act 1958 and has suggested wide ranging
amendments of various sections including the preamble. The intent and purpose of the Act is better explained
in the suggested preamble by the Review Committee which now includes to provide for registration of Indian
ships, safety.of ships, welfare of seafarers etc. These suggestions/recommendations of the Review Committee
are under consideration of the Government to amend the M.S. Act 1958 for incorporating the same. The policy
of liberalisation adopted by the Government since 1991 has also been taken care of for inclusion in the
Merchant Shipping Act
(n) 2002 :- 1. Regulations to issue and control license for recruit and placement agency
2. New section 97 reception of remuneration, donation, fees, from seamen for shipping is prohibited.
3. New section 97A Prohibition of Discrimination
4. New sub-section substituted for various existing sub-sections in Part 9 safety, section Safety certificates,
safety equipment certificates, safety radio certificates, exemption certificates.
5. New Part- XC International oil pollution Compensation Fund.
a.seamens employment office role has been redefined to control and regulate the manning agent, and
recruitment and placement service, instead of controlling and regulating the employment of seaman.
b.Central govt has been empowered to prescribe different manning scales for different types of ships
c.Act was amended to improve CLC 92 protocol and fund convention 92 ammendment
d.Solas 74 as amended in 1988 to implement the provisions of loadline conventions 1966 as amended in
1988,
To harmonize the survey and certification (HSSC) procedures with those of solas convention 1974 as amended
in 1988, to enable the central govt to implement the provisions of LLMC 76
( o ) 2003 : - Mandatory requirements of Int. sewage pollution Prevention certificate.
Inspection and control of ships .
Revision of subsections of Section 356A to 356H. Part 11A.Prevention and contentment of pollution of sea by
oil.
substitution for a new section added 356 Provisions of port state inspections on Indian ports, issue of
certificates under MARPOL for annex I, II, IV. To any non Indian ship in India and to Indian ship abroad on the
request of the flag state.
Regulation for the noxious liquid substances and its associated equipments added to the act,
2005- Adopted new compensation limits as per CLC 2000 and Fund 2000 conv.
Part I - preliminary
Part II - National Shipping Board,
Part III - General Administration,
Part IV - Shipping Development Fund ( Omitted )
Part V - registration of Indian ships.
Part VI - certificates of officers.
Part VI - obligation of certain certificate holders to serve Government or in Indian ships.
Part VII - seamen and apprentices.
Part VIII - passenger ships
Part IX - Safety.
Part IX A - Nuclear Ships
3.13.1 The review committee has suggested for inclusion of one more part Part IX B to cover provisions for
mobile offshore Drilling units section 344 J to 344 Z. (Proposed).
Part X - collision, accident at sea and liability.
Part X A - limitation of liability.
Part X B civil liability for oil pollution damage.
3.16.1 The review committee has suggested include part X C to give provision of International Oil Pollution fund
Convention 1971 and its protocol.
Part XI A Prevention and containment of pollution of sea by Oil :
Part XII : investigation and inquiries
3.19.1 The review committee has suggested to constitute a formal board of investigation headed by a judge

instead of giving the matters to the court, as it is assumed that the court take too much of time in coming to a
conclusion.
Part XIII - wreck and salvage.
Part XIV - control of Indian ships and ships engaged in coasting trade.
Part XV sailing vessels
part XVA- fishing boats
Part XVI penalties and procedure
Part XVII` - miscellaneous
Part XVIII - Repeals and saving
27.seaman welfare fund
Ans;
a.grant of monthly exgratia monetary assistance of Rs 200 to medically unfit seaman / widows
b.Adhoc ex gratia on death of seaman 5000 Rs for foreign going and 3000 for home trade
c.Educational scholarship to children of seaman
d.Grants to various seafarers clubs hostels homes for recreation and other welfare facilities
e.Financial assistance to distress seaman effected by natural calamities- cyclone floods riots
f.Advance of wages to seaman to the vessels of ex shipping company who could not meet their liabilities- goes
into liquidation
g.Death compensation to the widows- Rs. 40000
Contribution to the fund
From foreign shipowners, by way of wage differential between international and Indian wage- initial corpus
By way of transfer of fines imposed on seaman. And voluntary donations
Fees from govt, -aid
Unemployment relief contribution received from shipowners,
Interests earning of thereof.
Constitution of welfare fund 16 members
Chairman- DG
Vice chairman- Dy DG
Two Indian Shipowners reps
2 govt nominee
2 foreign shipowners reps
one person representing Indian public sector shipping company
4 seaman
1-merchant navy officer
1secretary
1treasurer
28.responsibilities of seaman as per MS act. 190.
Misconduct endangering life or ship.- No master, seaman or apprentice belonging to an Indian ship, wherever it
may be, or to any other ship, while in India, shall knowingly(a) do anything tending to the immediate loss or destruction of, or serious damage to, the ship, or tending
immediately to endanger the life of, or to cause injury to any person belonging to or on board the ship; or
(b) refuse or omit to do any lawful act proper and requisite to be done by him for preserving the ship from
immediate loss destruction or serious damage, or for preserving any person belonging to or on board the ship
from danger to life or from injury.
191.Desertion and absence without leave.194.General offences against discipline
(b) if he is guilty of wilful disobedience to any lawful command or neglect of duty;
(d) if he assaults the master or any other officer of the ship;
(e) if he combines with any of the crew to disobey lawful commands or to neglect duty or to impede the
navigation of the ship or retard the progress of the voyage;
(f) if he wilfully damages his ship or commits criminal misappropriation or breach of trust in respect of, or
wilfully damages any of, her store or cargo.
195.Smuggling of goods by seamen or apprentices.(2) If a seaman lawfully engaged is convicted of an offence of smuggling opium, hemp or any other narcotic

drug or narcotic,
196.Entry of offences of official logs.202.Payment of fines imposed under agreement to shipping master.208.On change of master, documents to be handed over to successor.29.enumerate the benefits of seaman
Ans:
a.issuance of Continuous discharge certificate
b.issuance of certificate of competency provisions
c.repatriation of seaman
d.medical examination and treatment of sick seaman
e.maritime lien over the ship
f.distress seaman benefits
g.welfare benefits
h.provisions health and accommodation - working condition benefits
i.allowances for short and bad provisions
j.enquiry(inspection) upon complaint by a seaman
k.special provision for the protection of seaman in respect of litigation
l.property of deceased seaman
m.payment of wages, dues
n.advance and allotment of wages
o.settlement of wages
p.working hours of seaman
q.wages on termination of service by wrecks illness etc
30.how will you evaluate and training a junior engineer
Ans; training has to be done systematically and under a certified experienced person. It has to be documented,
follow TAR BOOK
a.on the basis of performance in task assigned.
b.Follow safe working practices
c.Knowledge of LSA and FFA equipments- location and operation
d.On the basis of knowledge of emergency exits
e.On the basis of pipe line tracing
f.Performance as evaluated during drills- knowledge of life boat stations - equipments
g.Ability to assist a watchkeeping engineer in keeping the watch as second assistance
h.Ability to work with hand tools , measuring instruments,
i.Ability to communicate clearly
j.Ability to understand drawing and manuals
k.Ability to demonstrate the medical first aid , and action to be taken in event of medical emergency.
l.Ability to prepare main and aux machineries for operation, as second assistance to a engine room watch
keeper
m.Ability to trouble shoot.
n.Ability to understand the importance of the working parameters and their deviations
o.Ability to understand transfer and ship board pumping systems
p.Basic knowledge of electrical machineries and safe working practices
q.Understanding the importance of documentation under ISM
r.Knowledge of operation of anti pollution equipments and plans
s.Ability to demonstrate fire fighting perform during fire drills etc
31.Why divided into X, Y, Z, what is the scientific aspect and what is the pollution aspect
Ans; the marine pollution hazards of thousands of chemicals have been evaluated by the Evaluation of
Hazardous Substances Working Group, giving a resultant GESAMP2 Hazard Profile which indexes the
substance according to its bio-accumulation; bio-degradation; acute toxicity; chronic toxicity; long-term health
effects; and effects on marine wildlife and on benthic habitats.
Due to revision of all substances , the substance which belongs to earlier group now it come under other group.
As it is human behaviour to follow the same things as he followed earlier. The same things may be happen
about the substances which were earlier in one category , and if that substance now comes under different
category , but still he may assume in old way only and it may endanger the operation. Hence the name of
groups also changed from A,

As a result of the hazard evaluation process and the new categorization system,
Category X ; if discharge into sea or tank cleaning would present a major hazard to environment and humans,
therefore justify the prohibition of the discharge into the sea.
Category Y ; hazard, or harm to amenities, therefore requires, limitation on the quantity and qualityof the
discharge
Category Z ; minor hazard or therefore justify less stringent restrictions on the quality and quantity of the
discharge.
Other substances; those substances which fall outside the category X, Y , Z because if discharged or tank
washings they present no harm to the marine resources and human healthor amenities, when discharged into
sea. The discharge of bilge or or ballast water or other residues or mixtures from such tanks are not subjected
to any requirements of the MARPOL annex II
vegetable oils which were previously categorized as being unrestricted will now be required to be carried in
chemical tankers. for the transport of vegetable oils in deep tanks or in independent tanks specially designed
for the carriage of such vegetable oils on board dry cargo ships allows general dry cargo ships that are
currently certified to carry vegetable oil in bulk to continue to carry these vegetable oils on specific trades.
32.In case of engine room fire how will as a leader of the team fight the fire
Ans;;
a.refer to the contingency plan and take suitable action
b.muster, headcount, evacuate any casualty if any
c.assess the situation , gravity of the fire if any witness is present,
d.stop M/E after informing bridge if required
e.
f.shut down ventilation and operate remote shut down devices
g.motivate crew to effectively prepare the fire fighting outfit and fight the fire
h. start emergency fire pump and isolate concerned valve carry out boundary cooling where possible
i.emphasize the crew entering the fire space to follow safety procedure and effectively communicate the
situation thereof
j.as a leader of the team chief engineer will access the situation and consult with the master the possibility of
releasing fixed fire fighting installation
k.ensure that engine room is evacuated prior releasing CO2, after releasing CO2 do not enter the engine room
and give sufficient time for fire to extinguish and cool- say 6-8 hrs.
l.after lapse of such time again make entry into engine room and re assess the situation and damage caused.
m.after fighting the fire consider the damage and the maneuverability
n.consider shore assistance required in there after
o.make initial report and final reports
33.What is re-insurance
Ans; Reinsurance The insurer under a contract of marine insurance has an insurable interest in his risk, and
may reinsure in respect of it, the original assured has no right or interest in respect of such reinsurance.
Insurers reduce their exposure to risk by insuring themselves against claims. General Insurance Corporation
(GIC) was designated as the Indian Reinsurer in November 2000 by Act of parliament to function exclusively
as Life and Non-life Reinsurer. The reinsurance regulation of the country aims at maximum retention of
insurance premium within the country. As per existing statute, GIC is entitled for 20% obligatory cessions on
risks underwritten by the non-life insurers in India. The legislation also provides for utilizing GICs capacity
before any risk is offered to the international market. Being the Indian Reinsurer, GCI plays the role of
reinsurance facilitator for the Indian insurance companies.
34.who- will pay for the ships total loss
Ans hull and machinery insurer
35.who will pay for the ships crew
Ans; protection and indemnity clubs
36.who will pay for the pollution
Ans; protection and indemnity clubs
Ans; efficiency- ratio of useful work performed in relation to efforts input or ratio of output to input

Effectiveness;
37.suppose you are 2/E on a foreign ship, and you are injured or dead what are the provision in MS act
Ans; 174.Expenses of medical attendance in case of illness.- (1) If the master of an Indian ship, or a seaman or
apprentice, receives any hurt or injury or suffers from any illness (not being a hurt, injury or illness due to his
own wilful act or default or to his own misbehaviour), resulting in his being discharged or left behind at a place
other than his proper return port, the expenses of providing the necessary surgical and medical advice,
attendance and treatment and medicine, and also the expenses of the maintenance of the master, seaman or
apprentice until he is cured, or dies, or is brought back to the port from which he was shipped or other port
agreed upon after receiving the necessary medical treatment, and of his conveyance to that port, and in case of
death, the expenses, if any, of his burial recrimination shall be defrayed by the owner of the ship without any
deduction on that account from his wages.
(2) If the master, seaman or apprentice is on account of any illness or injury temporarily removed from his ship,
at a port other than his proper return port, for the purpose of preventing infection, or otherwise for the
convenience of the ship, and subsequently returns to his duty, the expenses of removal and of providing the
necessary surgical and medical advice, attendance and treatment and medicine and of his maintenance while
away from the ship, shall be defrayed in like manner.
(3) The expenses of all medicines, and surgical and medical advice, attendance and treatment, given to a
master, seaman or apprentice while on board his ship, shall be defrayed in like manner.
(4) In all other cases any reasonable expenses duly incurred by the owner for any master, seaman or
apprentice in respect of illness, shall, if proved to the satisfaction of the Indian consular officer or a shipping
master, be deducted from, the wages of the master, seaman or apprentice.
(5) Where any expenses referred to in this section have been paid by the master, seaman or apprentice
himself, the same may be recovered as if they were wages duly earned, and, if any such expenses are paid by
the Government, the amount shall be a charge upon the ship and may be recovered with full costs of suit by
the Central Government.
50. what are the provisions for property of the deceased seaman
Ans:
a.152.Master to take charge of the effects of deceased seamen.
b. The master shall thereupon enter in the official log book the following particulars, namely:(a) a statement of the amount of money and a detailed description of the other effects;
(b) a statement of the sum due to the deceased for wages and of the amount of deduction, if any, to be made
from the wages.
c. If the ship touches a foreign port, within forty-eight hours of arrival elsewhere, the master shall report the
case to the Indian consular officer at such port
d. if consular thinks necessary then he will take charge of the property of deceased seaman and shall give a
receipt to the master The receipt shall be produced by the master to the shipping master within forty-eight
hours after his arrival at his port of destination in India.
e. If ship is coming to India then the master shall, within forty-eight hours after his arrival at his port of
destination in India, pay and deliver and property to the shipping master at that port.
f.if the deceased seaman dies at any place outside India leaving any money or effects not on board the ship,
the Indian consular officer at or near the place shall claim and take charge of such money and other effects
g.An Indian consular officer to whom any property of a deceased seaman or apprentice is delivered, may think
of selling such property with permission of the dependent of the deceased seaman or shall remit the property to
the shipping master at the port of engagement of the deceased seaman.
h.Disposal of unclaimed property of deceased seamen, such property shall be with shipping master for 1yr then
he will sell it and put the money in public account of India
38.latest developments on chemical tankersAns; revised annex II
Before category were A,B,C,D on the basis of
Category A ; if discharged or tank cleaning would present a major hazard to environment or humans, or causes
serious harm to amenities. and therefore requires stringent anti pollution measures.
Category B if discharged or tank cleaning would present a hazard to environment or humans , or harm to
amenities., requires special anti pollution measures
Category C : minor hazard , or minor harm, requires special operational procedures
Category D; recognizable hazard and minimal harm, requires some attention in operational procedures
Category X ; if discharge into sea or tank cleaning would present a major hazard to environment and humans,

therefore justify the prohibition of the discharge into the sea.

Category Y ; hazard, or harm to amenities, therefore requires, limitation on the quantity and quality of the
discharge
Category Z ; minor hazard or therefore justify less stringent restrictions on the quality and quantity of the
discharge.
Other substances; those substances which fall outside the category X, Y , Z because if discharged or tank
washings they present no harm to the marine resources and human health or amenities, when discharged
into sea. The discharge of bilge or or ballast water or other residues or mixtures from such tanks are not
subjected to any requirements of the MARPOL annex II.
Tank retention has been reduced to 75 ltrs per tank. For each category for ships after 1 jan 2007 as compared
with previous 100 to 300 ltrs.
45.Under LDC what are black and gray material
Ans black materials list, most dangerous and prohibited
organo halogen compounds
mercury and its compounds
cadmium and its compounds
persistent plastics and other persistent synthetic material
crude oil and petroleum products
radioactive waste
chemical and biological weapons
Grey list materials ( can be dumped after permission is sought from the national authorities)
waste containing significant amounts of Arsenic , Zinc ,Copper , Lead, Organo silicon compounds, Cyanides
Fluorides, pesticides and by products.
46.Why SAR amendments required to be made.
Ans ;
all the countries are not fully developed so a regional cooperation was sought with assistance from developed
countries, and also few of the developed countries were not party to the convention
cooperation between IMO and ICAO, led to replacement of IAMSAR ( international aeronautical and maritime
search and rescue )manual with MERSAR ( merchant ship search and rescue) and IMOSAR ( IMO search and
rescue),
experience of states which had implemented the convnetion
47.How many IMO and ILO conventions India has ratified
Ans. IMO conventions
SOLAS 74
Protocol SOLAS 78
PROTOCOL SOLAS 88
Protocol MARPOL 73
COLREG 72
FAL
LOAD LINE 66
PROTOCOL LAOD LINE 88
TONNAGE 69
CLC 69
PROTOCOL CLC 76
FUND
PROTOCOL FUND 76
PROTOCOL FUND 92
CSC 72
INMARSAT
STCW 78
STCW95
SALVAGE
SAR 79
STP71
STP PROTOCOL 73

SUA
ILO conventions
MINIMUM AGE CONVENTIONS ( 15)
MEDICAL EXAMINATIONS OF YOUNG PERSONS( 16)
SEAMANS ARTICLES OF AGREEMENT( 22)
SEAFARERS IDENTITY DOCUMENTS (108)
MINIMUM STANDARD CONVENTION ( 147)
48.ISM applicable to which all ships.
Ans regardless of construction applies to
passenger ships including high speeds crafts, not later than 1 JULY 1998
oil tankers, chemical tankers, gas tankers, bulk carriers , cargo high speed craft of 500 GT and above not
later than 1 JULY 1998
other cargo ships and mobile offshore drilling units of 500 GT and above not later than 1 JULY 2002
Ans
49.Incase of unlimited liability in US water how will the owner pay
Ans; Oil pollution cover for U.S.A.
Separate cover has to be taken for actual or threatened oil pollution arising out of an incident to which the US
Oil Pollution Act 1990 (OPA 90) and COFR (Certificate of Financial Responsibility) requirements is applicable.
Additional premium has to be paid for this additional cover.
P&I will pay .
50.How you are going to motivate a junior engineer who is not willing to work, tell me what will you do.
Ans
talk to him about his problem
give him task to build up his confidence
a new person is unknown , you will have to find his capabilities
give him training as per the TAR book
solve if any work related problems
guide him . or assign a suitable person to guide him
give him sufficient rest
involve him in major overhauls
unbiased evaluation of his performance
51.What is ISPS code, what are the duties of a chief engineer, security levels
Ans:
assessment of SSP plan
declaration of security- , being SSO
strict control on access control
regular security inspection
maintaining and supervising the implementation of SSP
proposing modification to the SSP
reporting to the company any non conformity during internal audit
reporting all security incidents to the CSO
ensure all security equipments are properly calibrated and maintained
reviewing and completing the declaration of security
52.Incase of a piracy attack how will you manage or action to be taken,
Ans ;
raise SSAS ( ships security alarm system) to notify the nearest port authority
sound emergency alarm & muster the crew inside accommodation
inform local authority by any other means to ask for assistance
lock all restricted area, lock all the entrances to the accommodation
avoid direct confrontation with pirates
piracy can be avoided by keeping security patrols deck watch
rig fire hose to deter boarders,

best possible illumination of water around the vessel at night

advise the crew that emergency alarm will be sounded if pirates board
notify head office, flag state, P&I,
prepare report with full description- with photographs of crime scene.
53.As you have come out of your cabin have noticed smoke in the alleyway what action will you take.
Ans;
raise alarm , find the source of fire or smoke, and inform bridge to raise emergency alarm signal, inform them
details of fire
try to extinguish or restrict fire,
muster and fight the fire as per fire contingency plan.
Make a report and inform authorities- port state, flag state, company and P&I
54.What is hamburg rule,
hague and hague visby rules were too much in favors of carrier hence hamburg rule were designed
they do not give so many exception from liability as hague and Hague visby rules
applicable to inward and outward cargos, live animals carried as cargos cargo carried on deck
India has not ratified to hamburg rules
Limitation of liability of carriers has increased about 25 %, that is 835 SDR per package
55.Under what conditions insurance will be given
Ans hull and machinery
Peril clause;
Sister ship clause see page no-127 handout
Leased equipment
Running down clause- th collision liability
Sue and labour
Deductibles
Vessel should be under classification
ISM certification , DOC SMC
Management, flag, state charter( bareboat), changes insurance becomes invalid
Wages and maintenances- which form a part of general average
War risk clause- additional premium to be paid
New for old
Bottom treatment- painting cleaning not be given- but claims for bottom plating damage
Disbursement- increased value of the vessel can be insured
General average and salvage
Tender provisions- leading under writer has write to order to go to port of refuge, has write to place tender,
Notice of claim
56.If container is fallen who will pay
Ans cargo insurer will pay
39.How is doing salvage LOF, SCOPIC, who will pay for the salvage.
40.loyds open form 2000
57.what are inter personal conflict
41.hague visby rules
58.CAS
59.Incase of grounding what is your action, how you will retrieve from the situation manage to re-float the
vessel
60.Junior engineer is disobeying you what action will you take as chief engineer
61.Human fatigue
Ans; state of feeling tired, weary, or sleepy that results from prolonged mental or physical work, extended
periods of anxiety, exposure to harsh environments, or loss of sleep. The result of fatigue is impaired
performance and diminished alertness.
A reduction in physical and/or mental capability as the result of physical, mental or emotional exertion which
may impair nearly all physical abilities including: strength; speed; reaction time; coordination; decision making;

or balance.
Causes of fatigue;
Crew-specific Factors
Sleep and Rest(e.g. ships violent movement, weather, heavy vibration, noise
or poor accommodation)
(e.g. stress, family worries, on-duty responsibilities) (e.g. disruptions caused by drills, loading and unloading)
- Quality, Quantity and Duration of Sleep
- Sleep Disorders/Disturbances
- Rest Breaks
Biological Clock/Circadian RhythmsThe biological clock is perfectly
synchronised to the traditional pattern of daytime wakefulness and night-time sleep. Irregular schedules caused
by shifting rotations, crossing time zones, etc. cause the circadian rhythms to be out of synchronization.
Psychological and Emotional Factors, including stress
- Fear
- Monotony and Boredom
Health
- Diet
- Illness
StressStress can be caused by a number of things, including:
Environmental hardships (noise, vibration, exposure to high and low temperatures, etc)
Weather (i.e. ice conditions)
Personal problems (family problems, home sickness, etc.)
Broken rest
Long working hour sExcessive work load
Working consistently heavy workloads can cause fatigue. Workload is considered heavy when a person works
excessive hours or performs physically demanding or mentally stressful tasks. Excessive work hours and
fatigue can result in negative effects:
- Increased accident and fatality rates
- Increased dependence upon drugs, tobacco or alcohol
- Poor quality and disrupted sleep patterns
On-board interpersonal relationships
- Skill, knowledge and training as it relates to the job
- Personal problems
Interpersonal relationships
Age
Management Factors (ashore and aboard ship)
Organizational Factors
Staffing policies and Retention
Role of riders and shore personnel
Paperwork requirements
Economics
Schedules-shift, Overtime, Breaks
Company culture and Management style
Rules and Regulations
Resources
Upkeep of vessel
Training and Selection of crew
2. Voyage and Scheduling Factors
Frequency of port calls
Time between ports
Routing
Weather and Sea condition on route
Traffic density on route
Nature of duties/workload while in port

Ship-specific Factors
Ship design
Level of Automation
Level of Redundancy
Equipment reliability
Inspection and Maintenance
Age of vessel
Physical comfort in work spaces
Location of quarters
Ship motion
Physical comfort of accommodation spaces
Environmental Factors
Exposure to excess levels of environmental factors, e.g. temperature, humidity,excessive noise levels,can
cause or affect fatigue.
Ship motion is also considered an environmental factor. Motion affects a persons ability to maintain physical
balance.
EFFECTS OF FATIGUE
PERFORMANCE IMPAIRMENT SIGNS/SYMPTOMS
Unable to organize a series of activities1 Inability to concentrate
Preoccupied with a single task
Focuses on a trivial problem, neglecting more important ones
Reverts to old but ineffective habits
Less vigilant than usual
Misjudges distance, speed, time, etc.2 Diminished decision-making ability
Fails to appreciate the gravity of the situation
Overlooks items that should be included
Chooses risky options
Difficulty with simple arithmetic, geometry, etc.
Fails to remember the sequence of task or task elements3 Poor memory
Difficulty remembering events or procedures
Forgets to complete a task or part of a task
Responds slowly (if at all) to normal, abnormal or4 Slow response
emergency situations
May appear to be drunk5 Loss of control of bodily movements
Inability to stay awake
Affected speech e.g. it may be slurred, slowed or garbled
Feeling heaviness in the arms and legs
Decreased ability to exert force while lifting, pushing or
pulling
Increased frequency of dropping objects like tools or parts
fatigue that will manifest in physical discomfort, such as:
Headaches
Giddiness
Heart palpitations / irregular heart beats
Rapid breathing
Loss of appetite
Insomnia
Sudden sweating fits
Leg pains or cramps
Digestion problems
detrimental effect on alertness
susceptible to errors of attention and memory
affect an individual's ability to respond to stimuli, perceive stimuli, interpret or understand stimuli, and it can

take longer to react to them

detrimentally affect a persons performance and may reduce individual and crew effectiveness and efficiency;
decrease productivity; lower standards of work and may lead to errors being made.
PROTECT YOURSELF FROM THE ONSET OF FATIGUE
Deep sleep
Between 7 to 8 hours of sleep per 24-hour day
Uninterrupted sleep
Consider relaxation techniques such as meditation and yoga, which can also be of great
help if learnt properly
Monitor your hours of work and rest when opportunity arises
Take breaks when scheduled breaks are assigned
Exercise regularly. Any type of muscular activity: running, walking, stretching or even chewing gum
strategic napping as a short-term relief technique to help maintain
performance levels during long periods of wakefulness. The most effective length for a nap is about 20
minutes. This means that if you have the opportunity to nap you should take it. naps longer than 30 minutes will
cause sleep inertia, may disrupt later sleeping periods
Social Interaction Social interaction (conversation) can help you stay awake. However, the interaction must be
active to be effective.
Job Rotation Changing the order of activities, where personnel are assigned tasks that include variety in the
nature of tasks, can be beneficial in breaking up job monotony. Mixing tasks requiring high physical or mental
work with low-demand tasks can be beneficial.
Scheduling drills in a manner that minimizes the disturbance of rest/sleep periods
Ensuring that shipboard conditions, within the crews ability to influence, are maintained in a good state (e.g.,
maintaining the heating, ventilation and air-conditioning (HVAC) on schedule, replacing light bulbs, and
contending with the sources of unusual noise at the first opportunity)
Emphasizing to shore management the importance of selecting seafarers with the right
training and experience for the job
Creating an open communication environment, by making it clear to the crew members that it is important to
inform supervisors when fatigue is impairing their performance and ensuring that there will be no recriminations
for such reports
Increasing awareness of the long term health care of appropriate lifestyle behavior (e.g.
exercise, relaxation, nutrition, smoking and alcohol consumption)
Management should consider the following in developing fatigue management policies and
systems:
ISM Code requirements for clear, concise guidance on operational procedures on board
The need for joining crews to be adequately rested before assuming duties
Scheduling time for proper hand over on crew change
Voyage length, time in port, length of service and leave ratios
Multicultural issues; language barriers, social, cultural and religious isolation
Interpersonal relationships, stress, loneliness, boredom, social deprivation and increased
workload as a result of small crew numbers
Provision for shore leave and onboard recreation, family communication
Improved sleeping berths and accommodation
Adequate quality and quantity of food for proper nutrition
Read Modules 2-4 for additional potential managerial mitigation tools
Modification of present ship design or future designs
International Labor Organisation: Convention Concerning Seafarers Hours of Work and the Manning of Ships
ILO Convention No. 180. 92, 133, 140, 141 and 147. Each introduces minimum habitability requirements (e.g.
noise control and air conditioning) on board ships.
International Maritime Organisation: International Convention on Standards of Training
Certification and Watchkeeping for Seafarers, 1978 as amended in 1995 (STCW
Convention)2; Seafarers Training, Certification and Watchkeeping Code (STCW Code) PartsA: Part A of the
Code requires posting of the watch schedules.
Part B of the Code recommends that record keeping is useful as a means of promoting compliance with the
rest requirements.

International Safety Management Code (ISM Code)5; This Code introduces safety management requirements
on shipowners to ensure that conditions, activities, and tasks (both ashore and afloat) that affect safety and
environmental protection are planned, organized, executed and verified in accordance with company
requirements. The fatigue related requirements include:
1. manning of ships with qualified and medically fit personnel;
2. familiarization and training for shipboard personnel; and
3. issuance of necessary support to ensure that the shipmasters duties can be adequately
performed.
and various guidelines/recommendations

DIFFERENCE BETWEEN ESP AND CAS

1.
2.
3.

Difference between ESP and CAS

Why a ship required to be registered ? in which convention does it come
what is development in charter party

liens: Lien is a claim or charge upon property securing the payment of some debt or the satisfaction of some
obligation or duty
. The lien can be enforced by arrest and sale of the property
Maritime liens will come before mortgages and any statutory rights in rem (i.e. against the ship or cargo, etc.)
and possessory liens
4.
compensation regime
5.
superstructure definition; is bridge a superstructure
6.
third party liability definition and example
7.
reliability based on maintenance
8. developments in turbocharger nozzle rings flow
9. Differentiate between maritime liens and mortgage
10. Conflict between India and IMO, what will be the effect.
11. Equipment failure.
12. what are the C/E responsibilities as per ISM
13. What is a third party?
14. why do u require registry of ship.
What shipboard health and safety document plan
What are the essential features of quality management system?
15. what is a marine casualty?
16. Reliability barred index maintenance

Firing pressure influence. Reducing the firing pressure via injection retardation will lower the peak
temperature and thus reduce NOx, but it also inevitably leads to higher fuel consumption.
Air quality control.
The partial pressure of the reagents oxygen and nitrogen can only be influenced by changing the specific
amount of air entering the engine, or by changing the ratio between oxygen and nitrogen. The ratio can
be changed by exhaust gas recirculation (EGR). If 15 per cent of the exhaust gas is recirculated, the
resulting oxygen concentration in the intake air will be reduced from about 21 per cent (atmospheric) to
around 18 per cent, and the impact on NOx formation will be significant
Water emulsification. It was verified years ago that water emulsification leads to a significant reduction of
the NOx The influence of water emulsification varies with the engine type, but generally one per cent of
water reduces NOx by one per cent.
Water injection or humidification. Water can also be added to the combustion chamber through separate
nozzles or by means of stratified injection of water and fuel from the same fuel nozzle. The results are
similar to the results of water emulsification, but water emulsification is simpler to apply and minimises
water consumption.

Another way to introduce water into the combustion zone is by humidifying the scavenge air. However,
knowing that too much water in the scavenge air may be harmful to the cylinder condition, and that we
therefore use water mist catchers as standard after the scavenge air cooler, this method is not appealing.

IMO-

IMOs purposes are stated in Article 1 of the Convention on the International Maritime Organization. The
chief purposes can be summarised as:
to facilitate inter-governmental co-operation on State regulation and practices relating to maritime
technical matters; and
to encourage and facilitate the adoption of the highest practicable standards of maritime safety,
efficiency of navigation and prevention and control of marine pollution from ships.
IMO organs

* IMOs main organs are its Assembly, Council, Maritime Safety Committee (MSC),Marine
Environment Protection Committee (MEPC), Legal Committee, andTechnical Co-operation
Committee. There is also a Facilitation Committee and a number of sub-committees of the main
technical committees.
Assembly

- is the highest governing body of IMO. It consists of all Member States and meets once every 2
years in regular sessions, and in extraordinary sessions if necessary. The Assembly is responsible for
approving IMOs work programme, for voting IMOs budget and for determining IMOs financial
arrangements. It elects IMOs Council. Plenary sessions of the Assembly are open to the press and
public, but the majority of its work is done in Committee.
Council

- is composed of 40 Member States elected by the Assembly for 2-year terms beginning after each
regular session. 10 Council members are Member States with the largest interest in providing
international shipping services, e.g. Greece and Norway. 10 are other States with the largest interest in

international seaborne trade. 20 are other States with special interests in maritime transport or navigation
and whose election to the Council will ensure the representation of all major geographic areas of the
world2.
* Council is the executive organ of IMO, responsible under the Assembly for supervising IMOs work. It
performs the functions of Assembly between sessions, except for making recommendations to
governments on maritime safety and pollution.
Protocols

- 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.
Conventions

- are multilateral treaty documents. (For notes on treaties see A01a.3.)

- are the chief instruments of IMO, being binding legal instruments regulating some aspect of
maritime affairs of major concern to IMO, e.g. safety of life at sea or marine pollution.
Recommendations are not formal treaty documents like Conventions and Protocols and are not subject
to
ratification. They provide more specific guidelines than treaty documents. Although Recommendations are
not legally binding on governments, they provide guidance in framing national regulations and
requirements.. Recommendations are generally intended to supplement or assist the implementation of
the relevant provisions of conventions and, in some cases, the principal codes, guidelines, etc.
Codes are named, e.g. the International Code of Signals (1969) and the ISM Code. Many Codes, such as
the Timber Deck Cargoes Code, are non-mandatory but may be used by Governments as the basis for
national regulations. Other codes, such as the ISM Code, the IBC Code and the IGC Code, are
mandatory under a regulation of a parent Convention.
Resolutions

- are the final documents resulting from the agreement by the IMO Assembly or a main committee (e.g.
MSC or MEPC) of some matter such as an Amendment or Recommendation.
Amendments are made by adoption of a Resolution,

Convention on Limitation of Liability for Maritime Claims, 1976 LLMC

1976 LLMC Protocol 1996
Specifies limits of liability for claims for loss of life or personal injury, and property claims
(such as damage to other ships, property or harbour works). Limitation amounts are expressed
in terms of units of account, each unit being equivalent in value to the Special Drawing
Right (SDR) as defined by the International Monetary Fund (IMF). For personal claims,
liability for ships not exceeding 500 tons is limited to 330,000 SDR (equivalent to around
US$422,000). For larger ships, additional amounts are based on a tonnage scale. Provides for
a virtually unbreakable system of limiting liability. Declares that a person will not be able to
limit liability only if "it is proved that the loss resulted from his personal act or omission,
committed with the intent to cause such a loss, or recklessly and with knowledge that such
loss would probably result".
ILO

ILOs main purpose is to raise world labour standards by building up a code of international law and
practice.It forms policies and programmes to help improve working and living conditions, enhance
employment opportunities and promote basic human rights.
The ILO Conference convenes annually. Each Member State is represented by two government
delegates plus an employer delegate and a worker delegate.
* Conferences main job is to examine social problems and adopt international labour standards in the
form of ILO conventions and recommendations.
ILO Convention No. 147

Minimum Standards Convention.

requires ratifying States to have regulations laying down for ships registered in their territory:
safety standards, including standards of competency, hours of work and manning;
appropriate social security measures;
shipboard conditions of employment and living arrangements where these are not already provided
for by
collective agreements or courts;
requires ratifying States to agree:
- to hold an official inquiry into any serious marine casualty involving its flag ships, particularly those
involving injury and/or loss of life, the final report of the inquiry normally to be made public (Article 2)
to ensure that adequate procedures exist for the engagement of seafarers on its ships and for
investigation of
complaints in this connection and that adequate procedures exist for the investigation of complaints
about
engagement of its own seafarers on foreign ships, or foreign seafarers on foreign ships in its territory;
to ensure that seafarers employed on its own flag ships are properly qualified or trained;
to verify by inspection, etc. that its flag ships comply with applicable international labour Conventions
which it has ratified;
1920 Minimum Age (Sea) Convention
Placing of Seamen Convention
1926 Seamens Articles of Agreement Convention
Seafarers Hours of Work and Manning of Ships Convention, 1996
Working time is restricted to a maximum of 14 hours in any 24-hour period, and to 72 hours in any 7-day
period. There must be a minimum of 10 hours of rest in any 24-hour period, or 77 hours in any 7-day
period.
Flags of convenience (FOCs)

flags of necessity , open registers and free flags.

are designated by the ITF Fair Practices Committee, which decides which flags are FOCs and which
are not.
The criteria include:
whether the country allows non-citizens to own and control vessels;
whether access to and transfer from the registry is easy;
whether taxes on shipping income are low or non-existent;
whether the country of registration does not need the shipping tonnage for its own purposes but is
keen to earn the tonnage fees;
whether manning by non-nationals is freely permitted;
whether the country lacks the power (or the willingness) to impose national or international
regulations on the shipowners using its flag.
Status of ISM Code

* The International Management Code for the Safe Operation of Ships and for Pollution
Prevention (the ISM Code) came into force on 1 July 1998 for:
passenger ships of any tonnage, including high-speed passenger ships, on international voyages;
gas carriers of 500gt or over on international voyages;
oil tankers of 500gt or over on international voyages;
chemical tankers of 500gt or over on international voyages;
bulk carriers of 500gt or over on international voyages; and
high-speed cargo ships of 500gt or over on international voyages.
- came into force on 1 July 2002 for:
other cargo ships of 500gt or over on international voyages; and

mobile offshore drilling units (MODUs) of 500gt or over on international voyages.

- was amended in December 2000 by resolution MSC.104(73) and came into force in its revised
form on 1 July 2002.
* National regulations gave earlier effect in some countries to the ISM Codes requirements2.
Hull and machinery insurances to which the International Hull Clauses (01/11/02) apply are
conditional on a valid ISM Document of Compliance and Safety Management Certificate being held by
the Owners or party assuming responsibility for operation of the vessel (see G04a.2i)
Non-conformity: An observed situation where objective evidence indicates the non-fulfilment of a
specified requirement.
Major non-conformity: An identifiable deviation that poses a serious threat to the safety of personnel or
the ship or a serious risk to the environment that requires immediate corrective action and includes the
lack of effective and systematic implementation of a requirement of this Code.
Objective evidence: quantitative or qualitative information, records or statements of fact pertaining
to safety or to the existence and implementation of an safety management system element, which is
based on observation, measurement or test and which can be verified.
Observation: A statement of fact made during a safety management audit and substantiated by
objective evidence.
Declares objectives of Code as being to ensure safety at sea, prevention of human injury or loss of
life, and avoidance of damage to the environment, in particular, to the marine environment, and to
property (1.2.1).
Safety management objectives of Co should, inter alia:
1. provide for safe practices in ship operation and a safe working environment;
2. establish safeguards against all identified risks; and
3. continuously improve safety management skills of personnel ashore and aboard ships, including
preparing for emergencies related both to safety and environmental protection (1.2.2).
SMS should ensure:
compliance with mandatory rules and regulations; and
that applicable codes, guidelines and standards recommended by IMO, Administrations,
classification societies and maritime industry organisations are taken into account (1.2.3).
Interim certification
IDOC may be issued to facilitate initial implementation of Code when:
1. a Co is newly established; or
2. new ship types will be added to an existing DOC,
- following verification that Co has an SMS meeting Codes objectives, provided , Co demonstrates
plans to implement a SMS meeting full requirements of Code within IDOCs period of validity.
IDOC should be issued for not more than 12 months by FSA, an RO or, at the request of FSA, by
another CG. Copy IDOC should be placed on board so that master, if requested, can produce it for
verification by the FSA or organisation recognised by FSA, or for purposes of port State control on
operational procedures. Copy DOC is not required to be authenticated or certified (14.1).
ISMC may be issued:
1. to new ships on delivery;
2. when a Company takes on responsibility for the operation of a ship which is new to the Company; or
3. when a ship changes flag .
ISMC should be issued for not more than 6 months by FSA, an RO or, at the request of FSA, by another
CG (14.2).
ISMCs validity may be extended in special cases for not more than 6 months from expiry date by
FSA or, at request of FSA, another CG (14.3).
ISMC may be issued after verification that:
1. DOC or IDOC is relevant to the ship;
2. SMS provided by Co for the ship includes key elements of ISM Code and has been assessed during
the audit for issuance of DOC or demonstrated for issuance of IDOC;
3. Co has planned a ship audit within 3 months;

4. master and officers are familiar with SMS and planned arrangements for its implementation;
5. essential pre-sailing instructions are provided; and
6. relevant information on SMS has been given in working language(s) understood by ships
personnel (14.4)
The International Transport Workers Federation (ITF) is a London-based democratic federation of
worldwide transport workers trade unions, and includes NUMAST and RMT amongst its members.
FOC shipowners may sign the ITF Special Agreement. This requires owners to employ seafarers on the
terms and conditions of the ITF Standard Collective Agreement, and to enter into individual contracts of
employment which incorporate the terms of that Agreement. Owners who have signed the ITF Special
Agreement will be issued with a Blue Certificate.
SOLAS regulation XI-1/3 (Ship identification number)10 applies to all passenger ships of 100gt and
upwards and all cargo ships of 300gt and upwards. Every ship must be provided with an identification
number which conforms to the IMO Ship Identification Number Scheme adopted by IMO (regulation 3.1).
The ships identification number (the IMO Number) must be inserted on the certificates and certified
copies thereof issued under regulation I/12 or regulation I/13 (i.e. the SOLAS safety certificates)
The IMO Ship Identification Number Scheme was introduced as a voluntary scheme, recommended in IMO Resolution A.600(15) and intended to
enhance maritime safety and marine pollution prevention and to facilitate the prevention of
maritime fraud.
It should be inserted on the Certificate of Registry and on all certificates issued under IMO
Conventions. IMO recommend that it is also inserted on other certificatessuch as Suez and Panama
Canal Tonnage Certificates.

CONTINUOUS SYNOPSIS RECORD

* SOLAS regulation XI-1/5 provides that, with effect from 1 July 2004, ships must be issued with
a Continuous
Synopsis Record (CSR) which is intended to provide an on-board record of the history of the ship.
* The CSR will be issued by the flag State administration and will contain information such as the name
of the ship and of the State whose flag the ship is entitled to fly (the flag State), the date on which the ship
was registered with that State, the ships identification number (i.e. its IMO number), the port at which the
ship is registered and the name of the registered owner(s) and their registered address.
* Any changes must be recorded in the CSR so as to provide updated and current information together
with the history of the changes.

SHIP CLASSIFICATION
* Ship classification entails inspection of a ship and its components at all stages of construction from
design to sea trials, and regular inspection throughout its life to ensure that it is maintained to the required
standards of the classification society. It is valuable to insurers, shipbrokers, bankers, shippers and other
parties needing reliable information about a vessels condition.
Classification is not mandatory for any particular class or type of ship. There is, however, as outlined in
a statutory requirement SOLAS Party State ships to bedesigned, constructed and maintained in
compliance with the structural, mechanical and electrical requirements of a classification
society which is recognised by the flag State Administration in accordance with the provisions of SOLAS
regulation XI-1/1,
Classification is in many cases a contractual requirement of:
hull and machinery underwriters14;
cargo underwriters15; and
P&I clubs,
- breach of which may render the insurance cover void.

Full Members of IACS have, as a minimum, 30 years experience as a classification society with their
own
Classification Rules, a classed fleet of not less than 1500 ocean-going vessels of over 100gt with an
aggregate total of not less than 8 million gross tonnage, and a professional staff of at least 150 exclusive
surveyors and 100 technical specialists, all of whom must be qualified and trained in accordance with
IACS Procedures.
* Associate Members of IACS have, as a minimum, 15 years experience as a classification society with
their own Classification Rules, a classed fleet of not less than 750 ocean-going vessels of over 100gt with
an aggregate total of not less than 2 million gross tonnage, and a professional staff of at least 75
exclusive surveyors and 50 technical specialists, all of whom must be qualified and trained in accordance
with IACS Procedures.
Periodical surveys of existing ships

Maintenance of class depends on the programme of periodical hull and machinery surveys being
carried out within stipulated periods. Survey programmes consist chiefly of special, annual and
intermediate surveys.
* Special surveys of the hull are carried out at 5 yearly intervals in order to establish the condition of the
hull structure to confirm that the structural integrity is satisfactory in accordance with the classification
requirements, and will remain fit for its intended purpose until the next special survey, subject to proper
maintenance and operation. Special surveys are also intended to detect possible damages and to
establish the extent of any deterioration. Special surveys of machinery are carried out at the same
intervals and have corresponding aims. Following satisfactory completion
of special surveys (as reported by LR surveyors), a new Certificate of Class is issued by the society.
* Annual surveys must be carried out within 3 months before or after each anniversary date of the
completion commissioning or special survey in order to confirm that the general condition of the vessel is
maintained at a satisfactory level. Following satisfactory completion of an annual survey, the Certificate of
Class is endorsed by the LR surveyor.
* Intermediate surveys are carried out on all ships instead of either the second or third Annual Survey.
Following satisfactory completion of an intermediate survey, the Certificate of Class is endorsed by the LR
surveyor.
* Docking surveys are carried out by arrangement with the owner. Ships under 15 years old must be
examined in drydock twice in any 5 year period; not more than 3 years may elapse between dockings.
Ships 15 or more years old must be examined in drydock at 2-yearly intervals with extension to 2.5 years
when a suitable high-resistance paint is applied to the underwater portion of the hull.
* Continuous surveys of the hull are permitted on all ships other than bulk carriers, combination carriers
and oil tankers, which are now subject to enhanced surveys. All hull compartments are to be opened up
for survey and testing in rotation with a 5-year interval between examinations of each part.
* Complete surveys of machinery (CSM) are carried out every 5 years, with parallel arrangements as
for the hull.
Chief engineers examinations of machinery may be made where the society agrees to some items of
the machinery being examined by the ships chief engineer at ports where the society is not represented,
or, where practicable, at sea. A limited confirmatory survey is carried out at the next port where a society
surveyor is available.
Where an approved planned maintenance system operates, confirmatory surveys may be held at annual
intervals.
* In-water Surveys may be accepted in lieu of any one of the two Docking Surveys required every 5
years on ships less than 15 years old and are to provide the information normally obtained from Docking
Surveys, so far as practicable. The beam must be greater than 30m (or as agreed), and a suitable highresistance paint must have been applied to the underwater portion of the hull. (For notes on statutory
provisions relating to in-water surveys,
* Inert gas systems must be surveyed annually. In addition, on ships to which an IGS notation has been
assigned, a special survey of the IG plant must be carried out every 5 years.
Certificates of Class

* A Certificate of Class is a document issued by a classification society certifying the structural and
mechanical fitness of a ship for a particular use or service in accordance with the rules and regulations
laid down and made public by that society.
* A valid Certificate of Class may be a requirement of:
a Hull and Machinery insurer, for a ship being insured;
a P&I club, for an entered ship;
a cargo insurer, for the carrying ship;
the flag State Administration, for ship registration purposes;
a port authority or customs administration, for port clearance purposes.
Where a Certificate of Class is required but the ship is not classed, or is below a certain tonnage (e.g.
500gt), a Certificate of Seaworthiness may be acceptable.
Conditions of Class

* Where a class surveyor considers that continuance of a ship in class should depend on certain
requirements being fulfilled by the shipowner, e.g. the repair at the next dry-docking of certain specified
damage, or the inspection or testing of certain specified equipment, or the witnessing of the first loading of
a cargo on a new ship, he will list these on the Interim Certificate of Class as Conditions of Class Now
Imposed.
If conditions of class are not complied with, class is liable to be suspended or withdrawn by the society.
Suspension or withdrawal of class

* When the societys regulations as regards surveys on hull, equipment or machinery are not complied
with, the ship is not entitled to retain class. Class will be suspendedor withdrawn, and a corresponding
notation will be assigned.
* When it is found, from reported defects in the hull, equipment or machinery, that a ship is not entitled to
retain class in the Register Book, and the owner fails to repair such defects in accordance with the
societys requirements, class will be suspended or withdrawn.
Three security levels are defined in ISPS Code, part A, section 2.1, as follows:
Security level 1 means the level for which minimum appropriate protective security measures must
be
maintained at all times.
Security level 2 means the level for which appropriate additional protective security measures must
be
maintained for a period of time as a result of heightened risk of a security incident.
Security level 3 means the level for which further specific protective security measures must be
maintained for a limited period of time when a security incident is probable or imminent, although it may
not be possible to identify the specific target
Every chemical tanker and every gas carrier, of any tonnage, must carry an appropriate Certificate of
Fitness for the carriage of the particular cargo on board. These certificates are required by the provisions
of the various IMO Codes for gas carriers (see D03d.1) and for chemical tankers (see D03e.1).
Gross tonnage is expressed as a whole number, without any unit, e.g. Gross tonnage: 8756.
is a realistic indication of the ships size based on the moulded volume of the entire ship (hull plus
erections and all enclosed spaces) without deductions, exemptions or special allowances.
is used mainly in the compilation of statistics.
* Net tonnage is expressed as a whole number, without any unit, e.g. Net tonnage: 3367.
is a general indication of the ships earning capacity, derived from a formula based on the moulded
volume of
the cargo spaces, the number of passengers carried, the moulded depth of the ship and the summer
draught.

is used by many authorities as the basis for charging dues, e.g. light dues, port charges and canal
dues.

GMDSS;
communications systems for use in the global system;
search and rescue radar transponder (SART);
equipment carriage requirements SOLAS; distress communications and false alerts; extracts from the
ITU Radio Regulations 1998; the management of VHF; VHF DSC, list of coast
stations for Sea Areas A1; MF DSC, list of coast stations for Sea Areas A2 and
limits of sea areas diagrams; HF DSC, list of coast stations for Sea Areas A3 and
A4; Inmarsat; COSPAS-SARSAT; Maritime Safety Information (MSI) under the
GMDSS; SafetyNET; NAVTEX; distress, search and rescue; Appendix 1 GMDSS
Radio Log; index of stations and services; numerical list of shore based MMSI
numbers; Phonetic Alphabet and Figure Code; International Code of Signals.
The daily tests and checks referred to in Schedule 3 are as follows:
The proper functioning of the DSC facilities must be tested at least once each day, without radiation of
signals,by use of the means provided on the equipment.
Batteries providing a source of energy for any part of the radio installations must be tested daily and,
where necessary, brought up to the fully charged condition.
* The weekly tests and checks referred to in Schedule 3 are as follows:
The proper operation of the DSC facilities must be tested at least once a week by means of a test
call, when within communication range of a coast station fitted with DSC equipment.
Where a ship has been out of communication range of a coast station fitted with DSC equipment for a
period of longer than one week, a test call must be made on the first opportunity that the ship is within
communication range of such a coast station.
Where the reserve source of energy is not a battery (for example, a motor generator), the reserve
source of energy must be tested weekly.
* The monthly tests and checks referred to in Schedule 3 are as follows:
Each EPIRB and satellite EPIRB must be examined at least once a month to determine its capability
to operate properly, particularly its ability to float free (where required to do so) in the event of the ship
sinking, its security and for signs of damage.
Each search and rescue radar transponder must be checked at least once a month for security and
signs of
damage.
Each survival craft two-way VHF equipment must be tested at least once a month on a frequency
other than 156.8 MHz (VHF Channel 16).
Part A of the STCW Code is mandatory and contains, for example, tables of minimum
standards required of seafarers. Part B is only recommended and containsguidance and
advice intended to help with implementation of the revised Convention.
The White List

* Under regulation 7 of chapter 1 (General Provisions) of STCW 95, Parties must provide detailed
information to IMO concerning administrative procedures taken to ensure compliance with the
Convention, education and training courses, certification procedures and other factors relevant to
implementation. This information is used by IMOs Maritime Safety Committee to identify complying
Parties. Other Parties will then be able to accept certificates issued by these Parties. (No proof of
compliance was required under STCW 78.) Countries assessed by IMO to be properly implementing
STCW 95 are placed on a so-called White List
Dry bulk carrier market categories

* For charter marketing purposes, dry bulk carriers are categorised by owners, charterers and brokers,
and in market reports, as outlined below.
Handysize bulk carriers are vessels in the range10,000-29,999 dwt.

Handymax bulk carriers are vessels in the range 30,000-49,999 dwt.

Panamax bulk carriers are vessels in the range 50,000-79,999 dwt.
Capesize bulk carriers are vessels of 80,000 dwt or more.
Tanker market categories

* For charter marketing purposes, tankers are categorised (by owners, charterers and brokers, and in
market reports) as outlined below.
Handysize tankers are vessels in the range 27,000-36,999 dwt.
Handymax tankers are vessels in the range 37,000-49,999 dwt.
Panamax tankers are vessels in the range 50,000-74,999 dwt.
The London Tanker Brokers Panel determine market rates under a freight billing system called
Average Freight Rate Assessment or AFRA. This allows an assessment to be made of a freight scale
for tankers of various sizes,

Laydays - refers to a period of specified days (e.g. Jan 8/15) during which owners must present the vessel for
loading.
laytime,
- should not be confused with which is the period allowed to the charterers for loading and/or
discharging without payment additional to the freight
Together, laydays/cancelling or, as it is often called, the laycan is the period within which the vessel
must be presented at the agreed port or place. If the vessel arrives before the first day of the period, the
charterers do not have to accept her until commencement of the agreed laydays. If she arrives after the
final layday, the charterers are entitled to reject the vessel and cancel the charter
Notice of readiness

- is a notice to the charterer, shipper, receiver or other person as required by the charter party that the
vessel has arrived at the port or berth, as the case may be, and is ready to load or discharge.
Demurrage

* If cargo operations are completed after expiry of the laytime, there is a breach of contract for which the
charterers
would be technically liable for damages. Owners and charterers will often find themselves in this situation,
and to avoid the expense and unpleasantness of legal proceedings, liquidated damages,
termed demurrage, normally become payable by the charterers to the owners for each day, or part of a
day, that the ship is detained beyond the time of expiry of laytime.
Despatch

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

Where the charterers are not the owners of the goods but is acting only as an agent or broker for the
loading of another partys goods, he will probably be anxious to ensure that his liability for the cargo
ceases once it is loaded. This is usually expressed in a Cesser Clause.
Lien Clause will also be included giving the owners the right to retain possession of the goods at the
discharge port until outstanding debts are paid.
The two clauses are often combined in a Cesser and Lien Clause
Notice of Readiness (NOR) shall mean the notice to charterer, shipper, receiver or other person as
required by the charter party that the vessel has arrived at the port or berth, as the case may be, and is
ready to load or discharge.
Preamble Identity of parties; identity and technical specifications of vessel; present position of vessel .
Suspension of Hire Clause will provide for hire payments to be suspended if the vessel is out of service
for more than a specified minimum period due to drydocking, maintenance, machinery breakdown, lack of
crew, damage, etc.
When cargo is shipped, the shipper may be given a mates receipt (or equivalent document) as
acknowledgement.
The information in a mates receipt forms the basis of a bill of lading, which in many non-liner trades is
prepared by
the shipper.
* The bill of lading functions as a receipt, as a document of title (if appropriately worded) and
as evidence of a contract of carriage. Although a time charterer is a disponent owner, the contract of
carriage evidenced by a bill of lading, if a bill is issued to a shipper, is between the real shipowner and the
shipper. If the ship fails to deliver the goods described in the bill of lading, the owners (and not the
charterer) will therefore be liable to the owners of the goods.
A Drydock Clause may provide for the vessel to be made available to the owners, free of cargo, after a
stated period of notice for cleaning, painting, survey, routine repairs and maintenance. During this period
she will be offhire.
A bill of lading - is a receipt for goods either received (before shipment) or shipped on board
- is good evidence of the existence and terms of a contract between the shipper and carrier
( A contract of carriage may exist without issue of a bill of lading, however.) A bill of lading is not a
true
contract, since it is usually signed by only one of the parties.
- is a document of title, signifying that the holder has the legal right to possession of the goods
it describes (The right to possession should not be confused with the right to ownership, which will
usually be determined by the terms of the sales contract.)
A clean bill of lading is a bill of lading bearing no superimposed clauses stating a defective condition or
shortage of the goods. It states that the goods have been received in apparent good order and
condition..., without further remarks as to their condition.
* A dirty bill of lading, also known as a claused or foul bill, is one claused with remarks such as torn
bags, rusty drums, three (3) more c/s in dispute - if on board to be delivered, etc.
A mates receipt - is a receipt, issued and signed by the carrying ships chief mate (or the ships agent on his behalf), for
goods received on board.
- is the document on which the details entered on the bill of lading are based; the information on both
mates receipt and bill of lading should therefore be identical.
International conventions applicable to contracts of carriage

These sets of rules are:

the Hague Rules, which have been adopted by the majority of trading countries;
the Hague-Visby Rules, adopted by the UK and nearly 30 other countries; and
the Hamburg Rules, adopted by relatively few countries (and not favoured by shipowners since they
are less to their advantage than the other rules).
Hague-Visby Rules

Article II provides that, subject to the provisions of Article VI, under every contract of carriage of
goods by sea, the carrier, in relation to the loading, handling, stowage, carriage, custody, care and
discharge of such goods, will be subject to theresponsibilities and liabilities, and entitled to
the rights and immunities, set out in the Rules.
The carrier has three basic obligations:
to ensure the vessels seaworthiness;
to care for the cargo; and
to issue a bill of lading where the shipper requests one.
The courts do not expect perfection from the carrier, but it has been held that stowage was improper
where contamination of other goods occurred;
there was inadequate or no ventilation;
dry cargo was damaged by liquid goods; and
vehicles were secured only by their own brakes.
Article III paragraph 3 provides that after receiving the goods into his charge, the carrier, the master or the
carriers agent must, if the shipper demands, issue a bill of lading to the shipper
piracy as an act of boarding any vessel with the intent to commit theft or any other crime, and
with the intent or capability to use force to further that act.
Piracy deterrence

Prepare an anti-attack plan and ensure each person knows what to do if the ship is attacked.
Keep one bridge door locked (and both locked if pirates board the vessel).
Secure all doors to accommodation spaces, engine room, steering flat and funnel.
Lock all store rooms on deck.
Set extra watches, e.g. two lookouts on the bridge, one looking aft to detect small craft not detected
by radars.
Assign crew members to man searchlights.
Have fire pumps running from sunset to sunrise, with fire hoses rigged on rails around the poop
deck.
Ensure the poop deck is well illuminated. (At anchor or in port, keep all decks brightly lit.)
Ensure as far as practicable that pirates are aware that the ship is alert and prepared.
Essential elements in a salvage service

the salvage service must be voluntary;

the salvage service must be rendered to a recognised subject of salvage;
the subject of salvage must be in danger; and
the salvage service must be successful.
Special compensation

* If the salvor has carried out salvage operations in respect of a vessel which by itself or its
cargo threatened damage to the environment, have failed to earn a reward at least equivalent to the
special compensation assessable under the Convention (because, for example, of the low values of the
vessel and/or cargo salved), the salvor will be entitled to special compensation from the vessels owner
equivalent to his expenses, i.e. his out-of-pocket expenses reasonably incurred in the salvage operation
and a fair rate for equipment and personnel actually and reasonably used
Lloyds Standard Form of Salvage Agreement, commonly known as Lloyds Open Form or LOF
In its early editions (up to LOF 1970), LOF was a straight no cure, no pay contract.
The Scopic Clause came into effect in August 1999. An improved edition, Scopic 2000, was introduced
in
September 2000 and may be used in LOF 2000
Lloyds Open Form 2000 (LOF 2000)

- should be used where the ship or marine environment are at risk and the master hasinsufficient time
to
request the owner to arrange salvage services on a the basis of a pre-agreed rate or sum.
- is a single sheet (2-page) document (whereas LOF 95 consists of 6 pages) in a simplified format.
- has a boxed front page layout with numbered boxes for information to be entered as follows: 1. Name
of the
salvage contractors; 2. Property to be salved (vessels name to be inserted); he property as named
includes her
cargo, freight, bunkers, stores and any other property thereon but excludes the personal effects or
baggage of
passengers, master or crew); 3. Agreed place of safety; 4. Agreed currency of any arbitral award and
security (if
other than US dollars); 5. Date of agreement; 6. Place of agreement; 7. Is the Scopic Clause
incorporated into
this agreement? Yes/No; 8. Name and signature of person signing for and on behalf of the Contractors;
9.
Name and signature of Captain or other person signing for and on behalf of the property, with signature;
- contains 12 clauses, A to L,
SCOPIC Clause

The Special Compensation P&I Clause, known as the Scopic Clause

- is supplementary to any Lloyds Open Form Salvage Agreement No Cure No Pay which
incorporates the
provisions of Article 14 of the International Convention on Salvage 1989.
- was introduced into LOF agreements
- as used with LOF 2000 is known as Scopic 2000.
- may be invoked at the option of the salvage contractor by written notice on the owners of the vessel
being
salvaged.
- determines the method of assessing special compensation
- allows the vessel owners, once the Clause has been invoked, to appoint at their sole option
a Shipowners
Casualty Representative (SCR) to attend the salvage operation
- allows the Hull and Machinery underwriter (or, if more than one, the lead underwriter) and one owner or
underwriter of all or part of any cargo on board to each appoint one special representative, called,
respectively,
the Special Hull Representative and the Special Cargo Representative, to attend the casualty to
observe and
report on the salvage operation in accordance with the terms in Appendix C of the Clause.
AMVER

- is a unique, computer-based, voluntary global ship reporting system used worldwide by search and
rescue
authorities to arrange for assistance to persons in distress at sea. Through AMVER, rescue co-ordinators
can
identify participating ships in the area of distress and divert the best-suited ship or ships to respond.
- is sponsored by the US Coast Guard.
Ships incur no additional obligation to respond to a distress beyond that already existing under
international law.
Since AMVER identifies the best ship or ships to respond to a distress call, it releases other vessels to
continue their voyage, saving fuel, time and payroll costs.

Mercantile Marine Departments were established in 1929 to administer the various merchant
shipping laws and rules relating to registration, tonnage measurement, crew accommodation,
loadline construction and safety of ship, etc. Their other functions include multifarious activities
such as inquiries into shipping casualties holding of examinations for Certificates of Competency
prescribed under Section 78 of the Act, inspection and approval of statutory equipment, including
life-saving appliances, radio and other navigational aids, detection of overloaded and unsafe
vessels, survey of vessels on behalf of State Government etc.
1.
2.
3.
4.
5.

Cargo ship Safety Construction Certificate.

International Load Line Certificate.
Cargo ship Safety Equipment Certificate.
Cargo ship Safety Radio Certificate.
IOPP Certificate

Friday, 22 July 2011

MARINE MMD ORALS SAMPLE

ORAL QESTIONS SAMPLES
Differentiate between a product and crude oil tanker
Product tanker: Oil tanker engaged in carrying oil other than crude oil is termed product tanker
Chemical tanker: A ship constructed for the carriage in bulk of any liquid product listed in chapter 17 of IBC code
(international bulk chemical code)

Crude oil tanker: Any tanker used in carriage of crude oil in bulk
Crude oil is any liquid hydrocarbon mixture occurring naturally in the earth whether or not
treated to render it suitable for transportation
How will you motivate a multinational crew

Use simple English and hand symbol

Respect their cultures

Praise good behavior

Pat on back/ Appreciation of work

Provide monetary incentives

Fair appraisal, promotion

Use common language

Food is served without discrimination

Means of recreation, CDs and magazines of their nationality

Provide good working atmosphere

Conduct social gathering, parties

Provide equal opportunities

Understand his cultural values

Recognize hard work

Major non conformity example and definition

As per ISM code major non conformity means an identifiable deviation that poses a serious
threat to the safety of personnel, the ship, or a serious risk to the environment, that requires
immediate corrective action, In addition lack of effective and systematic implementation of ISM
code is also considered as a major non conformity.
Structural damages,
Invalid certificates or documents
Emergency generator cannot start
Oil record book not available
Non conformities raised during last internal audits are still pending
Non conformity example and definition
Means an observed situation, where objective evidence, indicates the non fulfillment of a
specified requirement,
ISM checklists incomplete,
Crew not aware of companies ISM safety and environmental protection policy
Responsible officers not knowing their duties as per SMS manual
Crew not knowing DPA
Oil record book incomplete/ not signed
SOLAS latest developments / amendments.
Dec 2004 Amendments,
Bulk carrier safety- A new text for SOLAS chapter XII,
Free fall life boat on bulk carrier
Simplified VDR, S-VDR
May 2005 Amendments,
A revised chapter II indented to harmonize the provision on sub division and damaged stability
for passenger and cargo ship. Probabilistic method is being used rather than deterministic
method.
All ships to be provided with arrangements, equipments, fitting of sufficient SWL for safe
conduct of towing and mooring
Water level detector in cargo holds for new single hold cargo ship other than bulk carrier.
Ship construction drawings to be maintained on board and ashore
Mandatory company and registered owner identification number
May 2006 Amendments
Long range identification and tracking system (LRIT)
EPIRB capable of transmitting a distress alert through polar orbiting satellite
MARPOL latest developments/ amendments.
Annex I
Annex I rewritten Chapters segregated
Reg 23 Accidental oil out flow performance
Oman Sea has been designated as special area (wef 01 Jan 2007)

Double hull protection for pump room(reg 22)

Heavy grade oil definition changed
Limitation of bunker tank capacity max to 2500 Cu m for FO tank and protective location of
bunker tank (Entry in force 01 Aug 2010)
South run of South Africa as special area
Annex II
Categorization of chemicals to X,Y,Z and IBC code Chapter 17 also changed.
Removal of Special areas except Antarctic region
Max residue in tank ands associated piping after discharge limited to a max of 75 ltr for X,Y,Z
category of chemicals. (Entry in to force 01 Jan 07)
About veg oil carriage ; Veg oil which was earlier unrestricted is now need to be carried in
chemical tankers
Annex III
Annex IV
Introduction of PSC inspection for control measures.
Revised annex IV
Now applies to above 400 gt or more than 15 persons
Annex V
Annex VI
Introduction of North sea area as SECA region WEF 21 Nov 2006
NOx tech code revised and updated.
Name a detainable deficiency with respect to SOLAS, LOADLINE, MARPOL, STCW, ILO
Solas:

Improper Design of bilge pumping arrangement

Defect in propulsion and electrical machinery.

Failure of proper operation of emergency generator lighting, batteries

Failure of proper operation of main and aux steering gear, Emergency steering not
operational

Certificates under convention expired

Major structural damage not informed to class or flag state.

Life boat lowering arrangement not operational.

Radio failure for distress signals

Below manning
MARPOL

Oil record book not available

Failure of operation of IOPP equipments such as OWS, Incinerator.

Inadequate tank retention capacity for sludge tank for intended voyage.

Sewage plant not operational.

Illegal or evidence of illegal connections for bilge pumping.

Absence of P &A manual, Cargo record book

ILO

Inadequate food and water for intended voyage.

Sea fearer of age below min specified 15yrs
Evidence of inadequate rest hours

STCW
Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid
dispensation or to provide documentary proof that an application for an endorsement has been
submitted to the flag State administration.
Failure to provide proof of professional proficiency for the duties assigned to seafarers for the
safety of the ship and the prevention of pollution.

The Load Lines Convention

Significant areas of damage, corrosion, or pitting of plating and associated stiffening in decks
and hull are noticed affecting seaworthiness and strength. If temporary repairs are done to take
local loads and are unless proper temporary repairs for a voyage to a port for permanent repairs
have been carried out.
Absence of inability to read draught markings
Insufficient stability
Overloading
What instructions will you give to 2/E to preparations of overhaul of engine room crane
Planning - availability of suitable time, preferably at port when it may not be
required for any other maintenance purpose.

Availability of spares- especially wire fall with certificate of appropriate length if

renewal is involved

Follow the makers instructions

Fill up the required checklists such as working aloft, electrical isolation and
carry out a Risk analysis.

Releasing procedure for brake with out power to be discussed.

Renew lube oil and carry out greasing of all points and wire

Confirm the tightness of the clamp.

Use safety harness and safety gear

Check all limits and cut outs before putting crane back in operation

Use sufficient manpower

Tell in detail about P&I club?

P & I clubs are insurance mutuals or clubs which provide collective self insurance each
others insurance requirements. This is a non profit making organization.
th Collision liability to 3rd party
Crew repatriation in case of sick person
Diversion expenses for ship in cases of sick seamen
What is syllabus of MEO class I as per meta manual?
Knowledge of inter national legislation and regulation.
Knowledge of national legislation and regulation-MS act
Official log book and record keeping
Charter party
Marine insurance, P&I Clubs,
Classification society
Human relations
Modern mgt principles, Conflicts, influence of human factor,
Computers
Ship stability
Safety regulations and SOLAS
ISM , Emergency preparedness.
Repair management.
Machinery performance testing, Inventory Management
PSC, Coast guard
York Antwerp rules?
This is regarding General average act.
What is latest in fire fighting?

Water mist nozzles- hyper mist pump and nozzles in engine room,
CLC convention :
International convention on Civil Liability for oil pollution damage 1969. It ensures
compensation to persons who suffer oil pollution damage resulting from maritime causalities in
case of oil pollution. Payable by ship owner, who in turn insure themselves with P & I clubs.max
limit million SDR (special Drawing Rights)
FUND convention:
CLC funds were not sufficient in case of large tanker pollution. And a fund was instituted
to relive ship owners and additional compensation to victims. Limit 300 SDR . Fund contribution
from all major oil importers above 150 million gallon. Supplementary FUND over and above
FUND convention. It is a third tier protection. Limit 750 million This convention is optional and
India has not ratified this.
What is MS act
This is a comprehensive piece of legislation passed by Indian parliament in 1958 for
development of maritime activities. Merchant shipping act 1958 has been modified many times
to implement the provisions of international conventions.
Latest developments in tankers /MARPOL
Double hull construction, Alternate design of cargo tanks

CAS requirement for tankers of 15 year or more

Enhanced Survey file to be maintained.
Certificates of chemical tanker
Fitness certificate for carriage of noxious liquid substances in bulk ( NLS Certificate)
M/E breakdown in rough weather.
Possibility of cutting out the effected unit

Cut out the unit as per makers instructions

cut out the fuel pump and exhaust valve using cutting out arrangements- levers for
SULZER

exhaust valve must be closed

Possibility of repairing or renewal of major spare parts

Plan the job check availability of the spares

Prepare to stop, engine let it cool down nad start maintenance job
Take full assistance from engine and deck crew
Lash the heavy parts properly
Tell all crew to keep clear and themselves in safe working locations
All must wear full protective gear should work carefully
Leader to communicate with all
Delegate nature duties and explain them in a meeting prior to starting the work

Instructions to crew in safeties in dry dock.

Look out for any unsafe act
Fire capabilities may be reduced and efficient fire patrol to be done
Dangers of fall, Protect any open removed guard rails.
What is new in annex VI
North sea area has been designated as SECA wef 26 Nov 2006
What is new in MARPOL annex I, and new regulation regarding bunkering ?
A new regulation 12 A added to chapter 3 Requirement for machinery space for all ships
for control and protection of bunker tanks, ie. Ships having a aggregate bunker capacity of 600
cu m or more and

Order placed on or after 01 Aug 07

Keel laid 01 Aug 08

Delivered on or after 01 Aug 2010

It includes the requirements for protective location of fuel tank and performance standards
accidental oil fuel flow. A max capacity limit of 2500 cu m per fuel oil tank is included
What is interim SMC?

What is new in marpol annex II

What is NOx technical file
File maintained on board to verify the various components installed on the engine which
affect the engine performance wrt NOx emission. All components replaced and maintenance
carried out on these components are to be recorded in this file. There is one file for each engine
with EIAPP certificate issues. When replaceing these components it is to be checked that the
component replaced have the same IMO number as specified in the technical file
What is the difference between hull and enhanced survey (CHS & ESP)
HULL
ENHANCED

Latest developments and amendments in bulk carriers.

Dec 2004 Amendments : A new text for SOLAS chapter XII Additional safety measures
for bulk carrier New reg 14 on restriction from sailing with one hold empty and requirements for
double side skin construction.
Free fall life boats made mandatory on bulk carriers.
What declaration is made under ISPS
How is enhanced survey different from other surveys

What is continues synopsis record?

SOLAS chapter XI -1 Special measures to enhance maritime safety, Reg 5 states that every ship
to which chapter 1 applies shall be issued with a continuous synopsis record . indented to provide
on board record of the ship history.

Name of flag state

Date registred

Ship identification Number

Name

Port at which registred

Name of owners and address./ If bare boat charterer their address.

Address of safety management company.

Name of Class society

Name of administration issued SMC,ISSP certificate.

Any changes to owner/ Flag state etc to be entered in this record.

If D/G is damaged how will you go as C/E about making a claim
Hull and machinery insurance deals with this type claim. Inform full details of incident and all
relevant class survey reports
Ship out of dry-dock, heavy vibrations what internal checks you will carry out.

check the tightness of the foundation bolts of M/E

check the foundation for any damage and tightness of the pedestal bearing
take the engine crankshaft deflection
check the tightness of the shafting couplings
Take the trust bearing clearance.
M/E top bracing to be checked
Tie rod tightness to be checked
Check integrity of vibration dampers and detuners if any.

Ship out of dry-dock SFOC is increased what all-internal checks to carry out.

Take indicator cards, Check that power developed are comparable

Incorrect or clogged flow meter, clean the filter
Fuel injection valves may be leaking
Check and compare scavenge air pressure with test trials, Air pressure drop at air
filters coolers and assess the need for any cleaning of air side of air cooler
Check the fuel timing
Check the chain tightnessCheck the operation of VIT and confirm that linkages are free.

How will you align deep well pumps

As C/E what will you do in annex VI?

Keep a accurate record of Ozone depleting substances and if any maintenance work need
to be done on A/C or REF plants methods for extracting Freon from the system to be available.
During bunkering a representative sample is obtained with Bunker delivery note with
appropriate information to be available. Sample (MARPOL) to be signed and kept on board for
12 months with record.
Fuel change over procedure to be available and are followed when required. Records of
change over to LSFO consumption and back is recorded with location.
Nox technical file for each engine is available and maintained.
What all will you do for SEQ survey
What all certificates to carry regarding CO2 system

Weight cert,
Pressure test certificates of bottles, lines, installation cert.
Annual shore service certificate
Vessel off hire for six hours how will you as chief engineer defend

Documentation of the work done, plan, inform and take permission vessels
superintendent where possible
Spares consumed
Entries in log book as regard to the need of maintenance- indicating abnormal
parameter
Mention time of breakdown observed, maintenance started and completed when
the vessel is at sea.

Propeller is to be changed what will be the role of chief engineer.

Give details of the propeller to the company from the makers instructions
since it is a dry-dock job and company would arranging for an emergency drydock chief engg. must ensure that if any other jobs are to be done.
Keep record of fuel consumption and engine power output for future reference
Keep a record of stern tube oil seal leaks if any
Take crankshaft deflection
Instruct the ships crew to give required assistance to dry dock authorities
Keep handy poker gauge and witness the propeller drop when measured by the
dry dock authorities
Keep the drawings concerned ready
Check the record of the dynamic balancing of the new propeller
Check the manufacturers details of the new propeller and compare it with old
propeller
Details such as- diameter, material , pitch,
Ensure that the rope guard is fitted back if removed
Keep no 1 unit on TDC when advised by the dock authorities.
Check the mating ( Bedding) surfaces for area of contact- should be more than
90%
Ensure that the tallow grease is adequately filled up in the cover
And cover is cemented smoothly after boxing up

Who will test lifeboat wire falls.

5- yearly overhauling and operational test with test weight Annual operational tests shall
be carried out based Annual thorough examinations
5-yearly dynamic load tests shall be carried out with test weight This requirement applies
5-yearly to all launching appliances with fall and winch including cranes and davits for freefall
lifeboats. Annual dynamic load tests shall be carried out with test weight based Annual thorough
examinations
Weekly and monthly inspection, and routine maintenance as defined by the manufacturer,
should be conducted under the direct supervision of a senior ships officer in accordance with the
instructions provided by the manufacturer,
All other inspections, servicing and repair should be conducted by the manufacturers
representative or a person appropriately trained and certified by the manufacturer for the work to
be done.
When repairs, thorough servicing and annual servicing are completed, a statement
confirming that the lifeboat arrangements remain fit for purpose should be issued by the
manufacturers representative
Manufacturer without attendance of authorized surveyor or
Personnel appropriately trained and certified by manufacturer without attendance of authorized
surveyor or
Service personnel trained by some other reputed and approved manufacturer in the presence of
authorized surveyor. Workshop carrying out the test / servicing in India to be registered with the
Directorate.

If Lifeboat/Rescue boat wire falls are replaced while the vessel is in India, the wire falls
used for replacement should be approved by Mercantile Marine Department (MMD).
If wire falls are replaced while the vessel is overseas, the falls should be approved by a
member of International Association of Classification Society (IACS), subject to the condition
that it complies with the applicable IMO standards.
Release Gear The following should be examined for satisfactory condition and operation:

operation of devices for activation of release gear:

excessive free play (tolerances);
hydrostatic interlock system, where fitted;
Cables for control and release; and
Hook fastening.
Davit The following items should be examined for satisfactory condition and operation:

davit structure, in particular with regard to corrosion, misalignments,

deformations and excessive free play;
wires and sheaves, possible damages such as kinks and corrosion;
lubrication of wires, sheaves and moving parts;

functioning of limit switches;

stored power systems; and
hydraulic systems.
Winch The following items should be examined for satisfactory condition and operation:

open and inspect brake mechanism;

replace brake pads, if necessary;
remote control system; and
power supply system.
DYNAMIC WINCH BRAKE TEST

Annual operational testing should preferably be done by lowering the empty boat. When
the boat has reached its maximum lowering speed and boat enters the water, the brake should
be abruptly applied.
Five-yearly operational testing should be done by lowering the boat loaded to a proof
load of 1.1 times the maximum working load of the winch, or equivalent load. When the boat
has reached its maximum lowering speed and before the boat enters the water, the brake should
be abruptly applied.
OVERHAUL OF ON-LOAD RELEASE GEAR

dismantling of hook release units;

examination with regard to tolerances and design requirements;
adjustment of release gear system after assembly;
operational test as per above and with a load according to SOLAS regulation
III/20.11.2.3; and
Examination of vital parts with regard to defects and cracks..
Test of fire fighting equipments.
Fire Fighting Equipments including portable fire extinguishers that exists while the ship
is being registered under Indian flag are required to have documentary evidence of having
approval of Administration or classification society, who is a member of the IACS and the fire
fighting equipment is approved in accordance with the relevant provision of the SOLAS 74 as
amended and relevant provision of the FSS Code and applicable IMO Assembly Resolution
All fire extinguishers are required to have 100 % spare charges; Shipping companies are required
to ensure that the refill of the same make is available on board ship
Shipping companies are not able to comply with the requirement of getting one third of
the fire extinguishers pressure tested every year. In order to facilitate shipping companies, it has
been decided that fire extinguishers may be hydraulically pressure tested during the dry dock
once in three years.
However, shipping companies are required to ensure that the ships fire extinguishers are
properly maintained and kept in satisfactory operating condition at all times

Weekly testing and inspections

all public address systems and general alarm systems are functioning properly; and

Breathing apparatus cylinders do not present leakages.

Monthly testing and inspections
all firemans outfits, fire extinguishers, fire hydrants, hose and nozzles are in place,
properly arranged, and are in proper condition;

all fixed fire-fighting system stop valves are in the proper open or closed position, dry
pipe sprinkler systems have appropriate pressures as indicated by gauges;

sprinkler system pressure tanks have correct levels of water as indicated by glass gauges;

all sprinkler system pumps automatically operate on reduction of pressure in the

systems;

all fire pumps are operated; and

all fixed fire-extinguishing installation using extinguishing gas are free from leakage.

Quarterly testing and inspections

all automatic alarms for the sprinkler system are tested using the test valves for each
section;

the international shore connection is in proper condition;

lockers providing storage for fire-fighting equipment contain proper inventory and
equipment is in-proper condition;

all fire doors and fire dampers are tested for local operation; and

all CO2 bottle connections for cable operating system clips should be checked for
tightness on fixed fire-extinguishing installations.

Annual testing and inspections

all fire extinguishers are checked for proper location, charging pressure and condition;

fire detection systems are tested for proper operation, as appropriate;

all fire doors and dampers are tested for remote operation;

all foam-water and water-spray fixed fire-fighting systems are tested for operation;

all foam-water and water-spray fixed fire-fighting systems are tested for operation;

all accessible components of fixed fire-fighting system are visually inspected for proper
condition;

all fire pumps, including sprinkler system pumps, are flow tested for proper pressures
and flows;

all hydrants are tested for operation;

all antifreeze systems are tested for proper solution;

sprinkler system connections from the ship?s fire main are tested for operation.

all fire hoses are hydrostatically tested;

breathing apparatus air recharging systems checked for air quality;

control valves of fixed fir-fighting system should be inspected; and

air should be blown through the piping of extinguishing gas systems.

Five-year service
hydrostatic testing for all SCBA?s cylinders; and
control valves of fixed fire- fighting systems should be internally inspected.
.
If the LSA is of Indian make, the "type approval" shall be granted in accordance with M.S.
(LSA) Rules. Application shall be forwarded and thereafter tests will be carried out by the
nearest Mercantile Marine Department surveyors. Based on satisfactory compliance with the
applicable IMO standards an approval for a period of 5 years shall be granted
If the LSA is of foreign make, the applicant will be required to submit necessary authenticated
document to the Nautical Adviser for scrutiny and consideration for issue of Letter of
Acceptance for that appliance No replacement or substitution shall be permitted. The life
rafts of foreign make to which acceptance letter has been issued shall be put up for inspection by
the MMD for functional test and necessary certificate shall be issued by the MMD on direction
of DGS before the same is placed on board Indian ships Letter of Acceptance as mentioned in
para (c) shall be issued for a limited period, maximum of 5 years subject to intermediate
verification of 2 1/2 year + 3 months.
The foreign manufactures of LSA, who seek "Letter of Acceptance", shall clearly nominate only
one representative in India who shall be responsible for such equipments.
.
LSA service stations where inflatable LSA are periodically serviced must have approval
from the Directorate General of Shipping. For self certification, the servicing of Life raft shall be
carried out at Service Station approved by D.G. Shipping. Such approved Service Station should
also have necessary approval from the manufacturer. In all other cases the servicing may be
carried out in the presence of a surveyor from the Mercantile Marine Department. Other
inflatable LSA of foreign-make will be serviced in the presence of a surveyor from the
Mercantile Marine Department.
The life raft of the Indian manufacture shall not be serviced by any other service station unless
until such service station has an authorization from manufacturer. In such cases, the servicing of
the life raft shall be done under the supervision of MMD surveyor.
In the cases where the Indian manufacturer has not authorised any service station for servicing of
his life raft in any Indian port, the servicing in such port can be undertaken by any service station
as per the customers wish under the supervision of MMD surveyor.
The purpose of a Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder (SVDR) is to maintain and store (in a secure and retrievable form) information concerning the
position, movement, physical status, command and control of a vessel over the period leading
upto and following an incident / casualty.
The information contained in the VDR / S-VDR is to be retrieved and used during the
subsequent investigation. For a vessel operating in shallow waters, cost of recovery of fixed
VDR recording medium may not be very expensive. However, in case a vessel is lost in deep
waters, the cost of recovery of the recording medium may be prohibitive and at times not feasible
at all.

In view of the foregoing, it has been decided that all Indian ships shall install the float-free
variety of the VDR / S-VDR. However, if the shipowner has already installed the fixed type of
VDR or it is not possible to install the float-free VDR meeting full requirements of the IMO
Resolution, they shall ensure that an additional float-free arrangement may be made to retrieve
the following information:
Operators should periodically check the condition of igniters and flame scanners, to
ensure that they are in good working order, Automatic fuel oil shut offs should, as a routine, be
tested to ensure that the fuel valves operate efficiently for fault conditions (e.g. flame failure and
combustion air failure). Burners should be lit with fuel oil at the minimum firing rate compatible
with flame establishment and operators should not attempt to light a burner immediately after its
flame failure.
Whenever any machinery is required to be operated on emergency mode, Chief Engineer
Officer must be informed, who in turn must give specific instructions for such an operation and
take immediate steps to restore the normal mode.
Particular attention is drawn to the need to purge the furnace and gas passages with air
following flame failure or ignition failure however short the period of failure or prior to any
lighting up operation.
The sensors should be capable of being located either in the aft part of each cargo hold or
in the lowest part of the spaces other than cargo holds to which these requirements apply. The
systems of detecting water level should be capable of continuous operation while the ship is at
sea.
An alarm, both visual and audible, activated when the level of water at the sensor reaches
the main alarm level, an alarm both visual and audible must be activated indicating increasing
water level in a cargo hold. The indication should identify the space and the audible alarm
should not be the same as that for the per-alarm level.
For compartments other than cargo holds: An alarm both visual and audible, indicating
the presence of water in a compartment other than a cargo hold when the level of water in the
space being monitored reaches sensor. The visual and audible characteristics of the alarm
indication should be the same as those for the main alarm level in a hold space.The detector
indicating the water level should be capable of activating to an accuracy of + 100 mm.
The part of the system which has circuitry in the cargo area should be intrinsically safe
The visual indication should be capable of remaining visible until the condition activating
it has returned below the level of the relevant sensor. The visual indication should not be capable
of being extinguished by the operator. The audible indication should be capable of being muted
by the operator. Time delays may be incorporated into the alarm system to prevent spurious
alarms due to sloshing effects associated with ship motions.Overriding indication and alarms for
the detection systems installed only in tanks and holds that have been designed for carriage of
water ballast.
Cancellation of the override condition and reactivation of the alarm should automatically
occur after the hold or tank has been de-ballasted to a level below the lowest alarm indicator
level.

The water level detector system should be capable of being supplied with electrical
power from two independent electrical supplies. Failure of the primary electrical power supply
should be indicated by an alarm.
SSAS what and how ?
The SSAS should be documented in the Ship Security Plan. The location of activation
points should be specified in the plan and may form a part of the Confidential Section of the
plan. It is advised that such information shall be known to the Master, Ship Security Officer and
other ship personnel as may be decided by the Master and the SSO.
The dedicated equipment used for transmission of Security Alert should not be used for
any other routine communication. The system should have the main source of electrical power
and a backup source, which may include emergency source or independent supply. However, an
uninterruptible power supply (UPS) or such similar device may also be considered as an alternate
source of power.
All Indian Ship owners, Company Security Officers, Masters and others concerned may
please note that the SSAS test is to be carried out in the "LIVE" mode only.
How to test SSAS?
The standard procedure for testing of Ship Security Alert System is as follows:
1. E-mail DG Commcentre the following information at least three hours in advance when
requesting for a test :
a)
Name of the vessel and its present position
b)
Intended date and time (UTC) and IST of the test.
2. The DG Commcentre will acknowledge confirming the conduct of the test. It may be noted
that SSAS tests with other ship/s may have already been scheduled at the proposed time, in
which case, the DG Commcentre would advise the earliest suitable time for the conduct of the
test.
3.
The ship staff may then carry out the SSAS test as per schedule, first from Location 1.
4.
The CSO/ Master shall confirm by phone whether the Alert has been received by DG
Comm centre. DG Comm centre will then advise if all details provided in the alert are correct, or
otherwise.
5.
If all details received are correct, DG Comm centre will advise to reset the alert and then
proceed to test from Location 2
6.
When testing from Location 2, WAIT FOR about 30 minutes for alert to go to Level 3.
7.
Call DG Comm centre to confirm whether alert Level 3 has been received.
8.
DG Comm centre will confirm whether all is OK, or otherwise. If all is OK, DG Comm
centre will advise the CSO/ Master to reset the system.
9. After resetting the system, the CSO/ Master to send an email to DG Comm centre stating that
the "SSAS test has been completed and all subsequent alerts may be treated as true alerts."
Request for compliance may be made immediately upon satisfactory completion of the test, and
not after several days,
10.
Comm centre will then revert compliance by email if tests were OK or advise further
testing/ rectification, as required.