STEERING GEAR REQUIREMENTS FOR TANKERS ABOVE 10000

GT:
Regulation 29:

The main steering gear and the auxiliary steering gear shall be so arranged that the failure of one
of them will not render the other one inoperative
All the steering gear components and the rudder stock shall be of sound and reliable construction
to the satisfaction of the Administration
The design pressure for calculations to determine the scantlings of piping and other steering gear
components subjected to internal hydraulic pressure shall be at least 1.25 times the maximum
working pressure to be expected under the operational conditions
Relief valves shall be fitted to any part of the hydraulic system which can be isolated and in which
pressure can be generated from the power source or from external forces. The setting of the relief
valves shall not exceed the design pressure
The main steering gear and rudder stock shall be:
o of adequate strength and capable of steering the ship at maximum ahead service speed
o capable of putting the rudder over from 35 on one side to 35 on the other side with the
ship at its deepest seagoing draught and running ahead at maximum ahead service
speed and, under the same conditions, from 35 on either side to 30 on the other side in
not more than 28 s;
o so designed that they will not be damaged at maximum astern speed
The auxiliary steering gear shall be:
o of adequate strength and capable of steering the ship at navigable speed and of being
brought speedily into action in an emergency
o capable of putting the rudder over from 15 on one side to 15 on the other side in not
more than 60 s with the ship at its deepest seagoing draught and running ahead at one
half of the maximum ahead service speed or 7 knots, whichever is the greater
Main and auxiliary steering gear power units shall be:
o arranged to restart automatically when power is restored after a power failure
o Capable of being brought into operation from a position on the navigation bridge. In the
event of a power failure to any one of the steering gear power units, an audible and visual
alarm shall be given on the navigation bridge
Where the main steering gear comprises two or more identical power units, an auxiliary steering
gear need not be fitted, provided that
o the main steering gear is capable of operating the rudder as required, while any one of
the power units is out of operation
o the main steering gear is so arranged that after a single failure in its piping system or in
one of the power units the defect can be isolated so that steering capability can be
maintained or speedily regained
Steering gear control shall be provided:
o for the main steering gear, both on the navigation bridge and in the steering gear
compartment
o where the main steering gear is arranged in accordance by two independent
o Control systems, both operable from the navigation bridge. This does not require
duplication of the steering wheel or steering lever. Where the control system consists of a

hydraulic telemotor, a second independent system need not be fitted, except in a tanker,
chemical tanker or gas carrier of 10,000 gross tonnage and upwards;
for the auxiliary steering gear, in the steering gear compartment and, if power-operated, it
shall also be operable from the navigation bridge and shall be independent of the control
system for the main steering gear
Any main and auxiliary steering gear control system operable from the navigation bridge shall
comply with the following:
o if electric, it shall be served by its own separate circuit supplied from a steering gear
power circuit from a point within the steering gear compartment, or directly from
switchboard busbars supplying that steering gear power circuit at a point on the
switchboard adjacent to the supply to the steering gear power circuit
o means shall be provided in the steering gear compartment for disconnecting any control
system operable from the navigation bridge from the steering gear it serves
o the system shall be capable of being brought into operation from a position on the
navigation bridge
o in the event of a failure of electrical power supply to the control system, an audible and
visual alarm shall be given on the navigation bridge;
o short circuit protection only shall be provided for steering gear control supply circuits
The electrical power circuits and the steering gear control systems with their associated
components, cables and pipes required by this regulation and by regulation 30 shall be separated
as far as is practicable throughout their length
A means of communication shall be provided between the navigation bridge and the steering gear
compartment.
The angular position of the rudder shall:
o If the main steering gear is power-operated, be indicated on the navigation bridge. The
rudder angle indication shall be independent of the steering gear control system
o be recognizable in the steering gear compartment
Hydraulic power-operated steering gear shall be provided with the following:
o arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration
the type and design of the hydraulic system;
o A low-level alarm for each hydraulic fluid reservoir to give the earliest practicable
indication of hydraulic fluid leakage. Audible and visual alarms shall be given on the
navigation bridge and in the machinery space where they can be readily observed; and
o a fixed storage tank having sufficient capacity to recharge at least one power actuating
system including the reservoir, where the main steering gear is required to be poweroperated. The storage tank shall be permanently connected by piping in such a manner
that the hydraulic systems can be readily recharged from a position within the steering
gear compartment and shall be provided with a contents gauge
The steering gear compartments shall be:
o readily accessible and, as far as practicable, separated from machinery spaces; and
o provided with suitable arrangements to ensure working access to steering gear machinery
and controls. These arrangements shall include handrails and gratings or other nonslip
surfaces to ensure suitable working conditions in the event of hydraulic fluid leakage
Where the rudder stock is required to be over 230 mm diameter in way of the tiller, excluding
strengthening for navigation in ice, an alternative power supply, sufficient at least to supply the
steering gear power unit which complies with the requirements and also its associated control
system and the rudder angle indicator, shall be provided automatically, within 45 s, either from the
emergency source of electrical power or from an independent source of power located in the
steering gear compartment. This independent source of power shall be used only for this
purpose. In every ship of 10,000 gross tonnage and upwards, the alternative power supply shall
o

have a capacity for at least 30 min of continuous operation and in any other ship for at least 10
min
In every tanker, chemical tanker or gas carrier of 10,000 gross tonnage and upwards and in every
other ship of 70,000 gross tonnage and upwards, the main steering gear shall comprise two or
more identical power units
Every tanker, chemical tanker or gas carrier of 10,000 gross tonnage and upwards shall, comply
with the following
o the main steering gear shall be so arranged that in the event of loss of steering capability
due to a single failure in any part of one of the power actuating systems of the main
steering gear, excluding the tiller, quadrant or components serving the same purpose, or
seizure of the rudder actuators, steering capability shall be regained in not more than 45 s
after the loss of one power actuating system
o the main steering gear shall comprise either
two independent and separate power actuating systems, each capable of meeting
the requirements
at least two identical power actuating systems which, acting simultaneously in
normal operation, shall be capable of meeting the requirements. Loss of hydraulic
fluid from one system shall be capable of being detected and the defective system
automatically isolated so that the other actuating system or systems shall remain
fully operational;
17 For tankers, chemical tankers or gas carriers of 10,000 gross tonnage and upwards, but of
less than 100,000 tonnes deadweight, which need not apply the single failure criterion to the
rudder actuator or actuators, may be permitted provided that an equivalent safety standard is
achieved and that
o following loss of steering capability due to a single failure of any part of the piping system
or in one of the power units, steering capability shall be regained within 45 s;
o where the steering gear includes only a single rudder actuator, special consideration is
given to stress analysis for the design including fatigue analysis and fracture mechanics
analysis to the installation of sealing arrangements and to testing and inspection and to
the provision of effective maintenance
Additional requirements for electric and electrohydraulic steering gear
o Means for indicating that the motors of electric and electrohydraulic steering gear are
running shall be installed on the navigation bridge and at a suitable main machinery
control position.
o Each electric or electrohydraulic steering gear comprising one or more power units shall
be served by at least two exclusive circuits fed directly from the main switchboard;
however, one of The circuits may be supplied through the emergency switchboard
o Short circuit protection and an overload alarm shall be provided for such circuits and
motors. Protection against excess current, including starting current, if provided, shall be
for not less than twice the full load current of the motor or circuit so protected, and shall
be arranged to permit the passage of the appropriate starting currents. Where a threephase supply is used an alarm shall be provided that will indicate failure of any one of the
supply phases. The alarms required in this paragraph shall be both audible and visual
o

SEQ SURVEY:

checking the validity, as appropriate, of the Cargo Ship,Safety Equipment Certificate, the Cargo
Ship Safety, Radio Certificate and the Cargo Ship Safety, Construction Certificate or the Cargo
Ship Safety Certificate;
checking the validity of the Safety Management, Certificate (SMC) and that a copy of the
Document of Compliance (DOC) is on board
checking the validity of the International Ship Security Certificate, International Load Line
Certificate or International Load Line Exemption Certificate, IOPP, International Sewage Pollution
Prevention Certificate, IAPP,
checking that the ship's complement complies with the Minimum Safe Manning Document
checking that the master, officers and ratings are certificated as required by the STCW
Convention
checking the certificates of class
confirming that, where applicable, the approved documentation for the alternative design and
arrangements is on board
checking whether any new equipment has been fitted and, if so, confirming that it has been
approved before installation and that any changes are reflected in the appropriate certificate
confirming that the fire control plans are permanently exhibited
confirming that the maintenance plans have been provided
confirming that the training manuals and the fire safety operational booklets have been provided
checking whether any fire has occurred on board necessitating the operation of the fixed fire
extinguishing systems or the portable fire extinguishers since the last survey
checking, when appropriate, that the ship is provided with a document indicating compliance with
the special requirements for carrying dangerous goods
confirming, when appropriate, that the instruction manuals for the inert gas system have been
provided and checking from the records of the pressure and oxygen content that the inert gas
system is being operated correctly
checking that log-book entries are being made the date when the last full muster of the crew for
boat and fire drill took place
the records indicating that the lifeboat equipment was examined at that time and found to be
complete
the last occasion when the lifeboats were swung out and when each one was lowered into the
water
the records indicating that crew members have received the appropriate onboard training
confirming that the training manual and training aids for the life-saving appliances are available on
board in the working language of the ship
confirming that the checklist and instructions for onboard maintenance of the life-saving
appliances are on board
checking condition and operation of water spray and air supply systems that are in totally
enclosed lifeboats and have self-contained air support systems
checking that operational and, where appropriate, maintenance manuals for all navigational
equipment are provided
checking that nautical charts and nautical publications necessary for the intended voyage are
available and have been updated, and, where electronic systems are used, the required back-up
system is provided
checking that records of navigational activities and daily reporting have been maintained

confirming that continuous synopsis record is provided

examining the fire pumps, fire main, hydrants, hoses and nozzles and the international shore
connection and checking that each fire pump, including the emergency fire pump, can be
operated separately so that two jets of water are produced simultaneously from different hydrants
at any part of the ship whilst the required pressure is maintained in the fire main
checking the provision and randomly examining the condition of the portable and non-portable fire
extinguishers
confirming that the fire fighters' outfits and emergency escape breathing devices (EEBDs) are
complete and in good condition and that the cylinders, including the spare cylinders, of any
required self-contained breathing apparatus are suitably charged
checking the operational readiness and maintenance of firefighting systems
examining the fixed fire-fighting system for the machinery, cargo, vehicle, special category and roro spaces, as appropriate, and confirming that its means of operation is clearly marked
examining the fire-extinguishing and special arrangements in the machinery spaces and
confirming, as far as practicable and as appropriate, the operation of the remote means of control
provided for the opening and closing of the skylights, the release of smoke, the closure of the
funnel and ventilation openings, the closure of power operated and other doors, the stopping of
ventilation and boiler forced and induced draft fans and the stopping of oil fuel and other pumps
that discharge flammable liquids
checking that fixed carbon dioxide fire-extinguishing systems for the protection of machinery
spaces and cargo pump-rooms, where applicable, are provided with two separate controls, one
for opening of the gas piping and one for discharging the gas from the storage container, each of
them located in a release box clearly identified for the particular space
examining, as far as possible, and testing, as feasible, any fire detection and alarm system
examining the helicopter facilities
examining the arrangements for remote closing of valves for oil fuel, lubricating oil and other
flammable oils and confirming, as far as practicable and as appropriate, the operation of the
remote means of closing the valves on the tanks that contain oil fuel, lubricating oil and other
flammable oils
examining and testing of the general emergency alarm system
checking that emergency instructions are available for each person on board and that copies of
the suitably updated muster list are posted in conspicuous places and that they are in a language
understood by all persons on board and confirming that there are posters or signs in the vicinity of
survival craft and their launching stations
checking that the falls used in launching appliances have been periodically inspected and have
been renewed as necessary in the past 5 years
checking, when appropriate, the provision of an appropriate instrument for measuring the
concentration of gas or oxygen in the air together with detailed instructions for its use
checking the deck foam system, including the supplies of foam concentrate and testing that the
minimum number of jets of water at the required pressure in the fire main is obtained
examining the inert gas system and IG system alarms
examining the fixed fire-fighting system for the cargo pump rooms
checking bilge level monitoring devices and alarms

LOADLINE SURVEY:

Certificates to check: Loadline certificate, loadline exemption certificate, multiple

loadline survey
Check validity of statutory certificates
Check approved documentation for any alternative design
Check no deterioration of hull strength
Check position of deck line, loadline marking, properly marked and painted
Examine superstructure, bulkhead and opening, means of securing weather
tightness of hatchways
Check Access Points:
o All movable parts (clamps, etc,) should be greased.
o Gasket and water tight packing should be checked for cracks.
Check ventilators and Air Pipes:
o Should be provided with closing mechanism, any repairs or damages.
Deck:
o Examine scuppers, inlet and discharge
o Deck to be free from unnecessary tools
o Check sounding pipes
o Examine bulwark and freeing port
o Examine means provided to minimize water ingress through spurling and
chain locker
Check Hatches:
o Should be checked for being watertight
o Butterfly screw should be checked for easy movement
Check Locking Bars, locking pins: derusted and free movement
Check remote closing arrangements
Machinery space: clean and oil free.
o Pipelines free of corrosion
o Check overboard valves
o Check funnel flaps

SAFCON SURVEY:

Check validity of all statutory certificate.

Hull and machinery survey as per CSM
Class certificate without CoC
Any modification or equipment fitted and its approval
Certificate:
o Ship specific towing procedure
o Ship stability information, damage stability book and damage control plan
cited
o Log book entries of testing and emergency drills
o ESP reports
o Boiler survey and water testing record
o Material data sheets
o Coating technical file
Engine Room:
o Boiler, machinery installation with minimum danger to person onboard
o Normal operation can be restored even when one auxiliary machinery out
of order
o Means provided to bring ship to operational from dead ship
o Testing of main and auxiliary steering
o Operation of ventilation for machinery space
o Measures to prevent noise in machinery space effective
o Engine room telegram, secondary means of communication
o Engineers alarm audible in accommodation
o Operation of emergency source of electric power
o Means of escape in emergency
o Conditions of expansion joint
o No new materials containing asbestos
Deck:
o Sufficient structural strength
o Examining hull and closing appliances
o Bilge well alarms and bilge pumping system
o Potential source of ignition near cargo pump eliminated
o Condition of PV valve
o Maintenance of corrosion prevention system in ballast tanks
o Emergency lighting in cargo pump room

IOPP SURVEY:

Check validity of all statutory certificate.

Hull and machinery survey as per CSM
Class certificate without CoC
Any modification or equipment fitted and its approval
Valid DOC and SMC
PMS evidence with photograph
Oil Record Book
OCM calibration report
OWS approval certificate and operating manual
Incineration approval certificate and operating manual
SOPEP and SMPEP equipment
Alarms and trips record
Critical Spares

IAPP SURVEY:

Check validity of all statutory certificate.

Hull and machinery survey as per CSM
Class certificate without CoC
Any modification or equipment fitted and its approval
NOx technical file
Record of engine parameters
Procedure for fuel changeover and its record
SECA compliance plan
VOC Management plan
BDN and bunker samples
IEEC
Approved SEEMP and EEOI
NO installation of HCFC
ODS record book
Engine room log book and oil record book
Check if engine undergone any modification
Incinerator prohibited from burning prohibited materials
Operation and training in operation of Incinerator

STABILITY:

Floodable Length:
o The floodable length is the maximum length of the ship that can be flooded
without submerging the margin line, also known as the deck line.
o any porting of a ship at any draught means the maximum length of that
porting having its centre at a given point in a ship which at that draught
and under such assumption of permeability set forth in the First Schedule
as are applicable in the circumstances, can be flooded without submerging
any part of the ships margin line when the ship has no list;
Margin Line: Margin line is an imaginary line drawn 75mm below the free board deck.
Factor of Subdivision:
o the max permissible length of a compartment having its centre at the given point
of the ship length is obtained by multiplying the floodable length and appropriate
factor called factor of subdivision
o if factor of subdivision is 1 margin line should not submerge when one
compartment is submerged
o if factor of subdivision is 0.5 margin line should not submerge when two
compartment is submerged
o it is function of length of ship and nature of service of ship
Subdivision Load Line:
o sub-division load line means the load line indicating the depth to which a
ship can be loaded having regard to the extent to which she is sub-divided
and to the space for the time being allotted to passengers
o applicable to ship that carry both passenger and cargo
o The sub-division load lines shall be identified by the letter C.
o If there is more than one sub-division load line indicating alternative
conditions for carriages of passengers and cargo, the principal sub-division
load line shall be identified by the letter C1 and the notations
C2,C3,etc. for the alternative conditions of service
o C1- can carry only passenger ships
o C2- can carry passenger in cargo space
o C3- can carry cargo in passenger space
o In no case ship in salt water should submerge sub-division loadline
o In no case sub-division loadline be above summer loadline
Deterministic Approach:
o In this approach the ships subdivision is based on the theoretical principles
o It is based on standard dimension of damage extending anywhere along
the ships length or between transverse bulkheads depending on the
relevant requirements
The consequence of such standard of damage is the creation of a
group of damage cases, the no. of which and as well as no. of
compartments involved in each case, depends on dsw sasships
dimensions and internal sub-divisions

For each loading condition, each damage case is to be considered

and all applicable criteria are to be complied with
Different deterministic methods in damage stability have been
developed depending on ships type, on freeboard reduction and the
kind of cargo carried
The deterministic method to be applied for passenger ships, oil
tankers, chemical tankers, gas carriers and special purpose ships.
The deterministic method to be applied in cases of free board
reduction.
Probabilistic Approach:
o A pattern in accidents which could be used in improving the design of the
ships. For eg: Most damage were sustained in the forward part of the ship
hence it seemed logical, to improve the standards of subdivisions forward
rather than towards the stern
o he probabilistic method is based on statistical evidence concerning what
actually happens when ships collide, in terms of sea state and weather
conditions, extent and location of damage, speed and course of the ship
and whether the ship survived or sank
o It is based on three probabilities related to sub-division and damage
stability requirements:
Probability that the ship may be damaged (Probability of occurrence)
Probability as to the location of damage and extent of flooding
Probability to assess the ability of the ship to survive in flooded
Situation (Probability of Survival)
o Depends on the buoyancy and stability in flooded condition which will
further depend on the following: Location and extent of damage
Permeability of flooded space
Draft and stability before flooding
Applied forces and moments
o The probabilistic method takes the probability of survival after collision as a
measure of ship safety in damaged condition, referred to as ATTAINED SUBDIVISION INDEX A and a REQUIRED SUB-DIVISION INDEX R which is
defined by IMO in terms of persons and size of vessel Criteria
o ATTAINED SUB-DIVISION INDEX (A) >REQUIRED SUB-DIVISION INDEX (R)
o The attained sub division index A is obtained by the summation of the
partial indices calculated for the drafts ds, dp & dl as per below formula
A = 0.4As + 0.4Ap + 0.2A1
Where ds = deepest sub division draft
dp = partial sub division draft
dl = light service draft
o Each partial index is a summation of contribution of all damage cases
taken into consideration using the below formula
A = Pi x Si

i = represents each compartment or group of compartment

under consideration
Pi = accounts for probability that only the compartment or
group of compartments under consideration may be flooded
disregarding horizontal sub-divisions
Si = accounts for the probability of survival after flooding of
compartments or group of compartments under consideration
including effects of horizontal sub-divisions.
Required sub division index R shall be determined by the required sub
division index R which is as follows:
For cargo ships greater than 100m in length (Ls)
R= 1- (128 / (Ls+152))

CLASSIFICATION SOCIETY AND RO CODE:

Classification societies are organisations that establish and apply technical

standards in relation to the design, construction, and survey of marine related
facilities including ships and off shore structures.
The vast majority of ships are built and surveyed as per standards laid down by
classification societies.
These standards are issued by classification societies as published rules.
A vessel that has been designed and built to the appropriate rules of a society
may apply for a certificate of classification from that society
In UNCLOS convention of IMO responsibilities of flag state granting the
registration of a ship are outlined.
Under article 94, the flag state must effectively exercise its jurisdiction and
control in administrative, technical and social matters over ships flying its flag.
Many flag state countries in the world dont have sufficient expertise, experience
and technical manpower to carry out the responsibilities of flag state nation
regarding maintaining the standards of ships flying their flag so SOLAS and other
international conventions permit the flag Administration to delegate the
inspection and survey of ships to Recognised Organisation
Requirements for Recognised organisation are as follows
o R. O. must have established rules for design, construction and
maintenance of a ship.
o Government representation is necessary.
o Classification society organisation structure must include a representative
from flag state nation placed at higher level in organisational hierarchy.
o R. O. should have adequate resources financial / personal.
o Society must have internal audit equivalent to ISO 9001-2000.
o Society must present itself to external audits by auditing body approved by
flag state govt.
Limitations to the role of classification societies as R. O.:
o Flag state may not delegate all its authority to class what all authorities are
to be given to class will be clearly mentioned in the agreement between
flag state and class.
o Class may undertake the survey of vessels under certain convention i.e.
SOLAS (surveys for safety construction, safety radio and safety equipment)
but class is not authorised to give certificates to vessels under that
convention.
o When required repairs or corrective actions are not carried out or a survey
is not passed satisfactorily, RO's do not have the power to detain the ship
o Many flag states dont allow class to carryout ISPS survey

STRUCTURAL FIRE PLAN:

The structural fire protection arrangements shown on the fire control plan should
clearly indicate details of all stairways, machinery spaces, lift, vertical light and
air shafts, the divisions (bulkheads and decks) separating accommodation spaces
from other spaces such as fish holds and main store spaces.
Standards of insulation for decks and bulkheads, fire resisting doors, shutters and
ventilation dampers should be shown and the plan is to be drawn to a sufficiently
large scale to permit a full and clear presentation of the required information.
As the opportunity occurs the surveyor should impress on owners and the
vessel's officers the importance of the presence onboard of up to date and
Comprehensive information so that the personnel responsible for fire-fighting are
fully aware of the structural protection arrangements on their particular vessel.
Structural fire plan is nothing but plan showing and indicating structural
arrangement

FIRE CONTROL PLAN:

The Fire Control Plan is a mandatory requirement of SOLAS convention described

in Regulation 15 of Chapter II.
The fire control plan provides us information about fire station on each deck s, on
various bulkheads, and in spaces enclosed by A class division, B class
divisions.
It also explains us the type of fire detection system and fire fighting systems
available on ship. Fire control plan tells us about various fire alarm systems,
sprinkler installation, extinguishing appliances, means of escape to different
compartments and decks, and ventilation system including particulars of remote
operation of dampers and fans.
The position of various dampers, their marking and which fan is for particular
compartment or deck is also explained so that required damper and fans can be
closed in case of fire

CONDITION ASSESSMENT PROGRAMME

The CAP ratings your ship acquires will indicate to prospective purchasers and
financial institutions that the ship has been well maintained, and this can help
maximise its residual value.
The Programme covers:
o hull structure assessment
o machinery assessment
o cargo systems assessment.
The hull structure assessment may include a fatigue assessment that can identify
specific areas or locations to be inspected.
The machinery and cargo inspections are combined in a single operational
voyage that culminates in a cargo discharge. For bulk carriers, cargo gear and
deck fittings are tested and examined as necessary
Ratings are computed for each of the Programme assessments, ranging from 1
(high) to 4 (low).
Separate reports are prepared covering the hull, fatigue, and machinery and
cargo systems.

CONDITION ASSESSMENT SCHEME:

The Scheme requires that compliance with the CAS is assessed during the Enhanced
Survey Program of Inspections concurrent with intermediate or renewal surveys
The requirements of the CAS apply to:
o Oil tankers of 5,000 tons deadweight and above, 15 years or over after the
date of delivery
o Category 1 tankers delivered before 5 April 1982 must be phased out of
service no later than 5 April 2005.
Definition:
o Category 1 oil tanker means an oil tanker of 20,000 tons deadweight and
above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo,
and of 30,000 tons deadweight and above carrying oil other than the above,
which does not comply with the requirements for new oil tankers
o Category 2 oil tanker means an oil tanker of 20,000 tons deadweight and
above carrying crude oil, fuel oil, heavy diesel oil or lubricating oil as cargo,
and of 30,000 tons deadweight and above carrying oil other than the above,
which complies with the requirements for new oil tankers
o Category 3 oil tanker means an oil tanker of greater than 5000 tons
deadweight and less than 20,000 tons deadweight carrying crude oil, fuel oil,
heavy diesel oil or lubricating oil as cargo or an oil tanker less than 30,000
tons deadweight carrying other types of oil
cas clearly applies to single hull tankers of 15 years of age or older and it's a planned
phase out program
Another catch is admin or flag state can allow continued operation of category 2 and
3 tankers subject to satisfactory results from cas but such continued operation must

not go beyond anniversary of the date of delivery of the ship in 2015 or the date on
which ship reaches 25 years of age after date of its delivery , whichever is earlier
Cat 2 and 3 tankers fitted with only db's or double sides which are not used for
carriage of oil and extending to entire cargo tank length or double hull spaces not
meeting minimum dist protection requirements not used for carriage of oil and
extend to entire cargo length admin may allow continued ops beyond 2010 provided
ship was in service on 1st July 2001 and admin is satisfied by verification of official
records that ship complied with conditions specified and those conditions remain
unchanged but again such continued operation not to go beyond 25 years of ships
age

ENHANCED SURVEY PROGRAM:

Overall survey is a survey intended to report on the overall condition of the hull
structure and determine the extent of additional close-up surveys
Close-up survey is a survey where the details of structural components are within
the close visual inspection range of the surveyor, i.e. preferably within reach of hand.
Representative spaces are those which are expected to reflect the condition of other
spaces of similar type and service and with similar corrosion prevention systems.
Suspect areas are locations showing substantial corrosion and/or are considered by
the surveyor to be prone to rapid wastage.
Substantial corrosion is an extent of corrosion such that assessment of corrosion
pattern indicates a wastage in excess of 75% of allowable margins, but within
acceptable limits.
Corrosion prevention system is normally considered either:
o a full hard coating supplemented by anodes;
o a full hard coating.
Coating condition is defined as follows:
o GOOD
:
condition with only minor spot rusting;
o FAIR
:
condition with local breakdown of coating at edges of
stiffeners and weld connections and/or light rusting over 20% or more of
areas under consideration, but less than as defined for POOR condition
o POOR
:
condition with general breakdown of coating over 20% or
more of areas or hard scale at 10% or more of areas under consideration.
The enhanced survey may be commenced at the fourth annual survey and be
progressed during the succeeding year with a view to completion by the fifth
anniversary date.
As part of the preparation for the enhanced survey, the thickness measurement and
survey programme should be dealt with, in advance of the enhanced survey. The
thickness measurement should not be held before the fourth annual survey
The survey should include, in addition to the requirements of the annual survey,
examination, tests and checks of sufficient extent to ensure that the hull and related
piping is in a satisfactory condition and is fit for its intended purpose for the new

period of validity of the Cargo Ship Safety Construction Certificate, subject to proper
maintenance and operation and to periodical surveys being carried out
All cargo holds, ballast tanks, pipe tunnels, cofferdams and void spaces bounding
cargo holds, decks and outer hull should be examined, and this examination should
be supplemented by thickness measurement and testing as deemed necessary, to
ensure that the structural integrity remains effective. The examination should be
sufficient to discover substantial corrosion, significant deformation, fractures,
damages or other structural deterioration
All piping systems within the above spaces should be examined and operationally
tested under working conditions to ensure that the condition remains satisfactory
The survey extent of combined ballast/cargo holds should be evaluated based on the
records of ballast history and extent of the corrosion prevention system provided.
A survey in dry-dock should be a part of the enhanced survey during periodical
survey. There should be a minimum of two inspections of the outside of the ship's
bottom during the 5-year period of the certificate. In all cases, the maximum interval
between bottom inspections should not exceed 36 months.
An overall survey of all spaces excluding fuel oil tanks should be carried out at the
periodical survey. Fuel oil tanks in way of cargo holds should be sufficiently examined
to ensure that their condition is satisfactory
Representative thickness measurements to determine both general and local levels
of corrosion in the shell frames and their end attachments in all cargo holds and
ballast tanks should be carried out. Thickness measurement should also be carried
out to determine the corrosion levels on the transverse bulkhead plating. The
thickness measurements may be dispensed with provided the surveyor is satisfied
by the close-up examination, that there is no structural diminution, and the coating
where applied remains efficient.
REQUIREMENTS FOR CLOSE-UP SURVEY AT PERIODICAL SURVEYS
Age <5
25% of frames in the
forward cargo hold
at
representative
positions.

5 < age <10

25% of frames in the
forward cargo hold
at
representative
positions.

Selected frames in
remaining
cargo
holds.
One transverse web
with
associated
plating
and
longitudinal in two
representative water
ballast tanks of each
type (i.e. topside,
hopper side or side

Selected frames in
remaining
cargo
holds.
One transverse web
with
associated
plating
and
longitudinals in each
water ballast tank
(i.e. topside, hopper
side or side tank)

10< Age < 15

25% of frames in all
cargo holds

Age>15
All frames
cargo holds

All transverse webs

with
associated
plating
and
longitudinals in each
water ballast tank
(i.e. topside, hopper
side or side tank)

All transverse webs

with
associated
plating
and
longitudinals in each
water ballast tank
(i.e. topside, hopper
side or side tank)

in

all

tank)

Two selected cargo

hold
transverse
bulkheads

Forward
and
aft
transverse bulkhead
in one side ballast
tank,
including
stiffening system.
One
transverse
bulkhead in each
cargo hold.
Selected cargo hold
hatch covers and
coamings
Selected areas of
deck plating inside
line
of
hatch
openings
between
cargo hold hatches.

All
cargo
hold
transverse
bulkheads.
All cargo hold hatch
covers
and
coamings

All
cargo
hold
transverse
bulkheads.
All cargo hold hatch
covers
and
coamings

REQUIREMENTS FOR THICKNESS MEASUREMENTS AT PERIODICAL SURVEYS

Age <5
Suspect areas

5 < age <10

10< Age < 15
Age>15
Suspect areas
Suspect areas
Suspect areas
Within the cargo Within the cargo Within the cargo
length area
length area
length area
1.Two
transverse1. Each deck plate1. Each deck plate
sections of deck
outside line of outside line of
plating outside
cargo
hatch cargo
hatch
line of cargo
openings
openings
2.
Two
transverse
2.
Three
transverse
hatch openings
sections, one of sections, one of
which should be which should be
in the amidship in the amidship
area,
outside area,
outside
line of cargo line of cargo
hatch openings
hatch openings
3. Each
bottom
plate
Measurement, for Measurement, for Measurement, for
general
general
general
assessment and assessment and assessment and
recording
of recording
of recording
of
corrosion
corrosion
corrosion
pattern, of those pattern, of those pattern, of those
structural
structural
structural
members subject members subject members subject

to
close-up
survey according
to annex 1
Selected
cargo
hold
hatch
covers
and
coamings
(plating
and
stiffeners)
Selected areas of
deck
plating
inside
line
of
openings
between
cargo
hold hatches
All
wind
and
water
strakes
within the cargo
length area

to
close-up
survey according
to annex 1
All cargo hold
hatch covers and
coamings
(plating
and
stiffeners).

to
close-up
survey according
to annex 1
All cargo hold
hatch covers and
coamings
(plating
and
stiffeners).

All deck plating

inside
line
of
openings
between
cargo
hold hatches

All deck plating

inside
line
of
openings
between
cargo
hold hatches

All
wind
and
water
strakes
within the cargo
length area
Selected
wind
and
water
strakes
outside
the cargo length
area

All
wind
and
water
strakes
within the cargo
length area
Selected
wind
and
water
strakes
outside
the cargo length
area

LIST OF AMMENDMENTS ENTERING INTO FORCE:

1 January 2016: Mandatory audit scheme

o Amendments to number of treaties to make the use of the IMO Instruments
Implementation Code (III Code) mandatory
1 January 2016: SOLAS amendments, steering gear, inert gas
o amendments to SOLAS regulation II-1/29 on steering gear, to update the
requirements relating to sea trials
o amendments to SOLAS regulations II-2/4, II-2/3, II-2/9.7 and II-2/16.3.3, to
introduce mandatory requirements for inert gas systems on board new oil and
chemical tankers of 8,000 dwt and above, and for ventilation systems on
board new ships; related amendments to the International Code for Fire Safety
Systems (FSS Code) on inert gas systems
o amendments to SOLAS regulation II-2/10, concerning fire protection
requirements for new ships designed to carry containers on or above the
weather deck
o amendments to SOLAS regulation II-2/13.4, mandating additional means of
escape from machinery spaces
o new SOLAS regulation II-2/20-1 Requirement for vehicle carriers carrying
motor vehicles with compressed hydrogen or natural gas for their own
propulsion, which sets additional requirements for ships with vehicle and ro-ro
spaces intended for the carriage of motor vehicles with compressed hydrogen
or compressed natural gas in their tanks as fuel.
o amendment 37-14 to the International Maritime Dangerous Goods (IMDG)
Code
o amendments to the International Life-Saving Appliance (LSA) Code related to
the testing of lifejackets
1 January 2016: MARPOL - carriage of stability instruments
o Amendments to MARPOL Annex I, the Code for the Construction and
Equipment of Ships carrying. Dangerous Chemicals in Bulk (BCH Code) and the
International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (IBC Code), on mandatory carriage requirements
for a stability instrument for oil tankers and chemical tanker
1 March 2016: MARPOL - heavy fuel oil as ballast Antarctic
o MARPOL Annex I regulation 43 concerning special requirements for the use or
carriage of oils in the Antarctic area, to prohibit ships from carrying heavy
grade oil on board as ballast;
o MARPOL Annex III, concerning the appendix on criteria for the identification of
harmful substances in packaged form
o MARPOL Annex VI, concerning regulation 2 (Definitions), regulation 13
(Nitrogen Oxides (NOx) and the Supplement to the International Air Pollution

Prevention Certificate (IAPP Certificate), in order to include reference to gas as

fuel and to gas-fuelled engines
1 July 2016 - SOLAS - container weight verification
o Amendments to SOLAS chapter VI to require mandatory verification of the
gross mass of containers, either by weighing the packed container; or
weighing all packages and cargo items, using a certified method approved by
the competent authority of the State in which packing of the container was
completed;

1 July 2016 - SOLAS -atmosphere testing

o

Amendments to add a new SOLAS regulation XI-1/7 on Atmosphere testing

instrument for enclosed spaces, to require ships to carry an appropriate
portable atmosphere testing instrument or instruments, capable of measuring
concentrations of oxygen, flammable gases or vapours, hydrogen sulphide
and carbon monoxide, prior to entry into enclosed spaces.

ISM CODE:

Understanding DOC
o A Document of Compliance or DOC is issued to a company based on the type
of ship. This means that the DOC will be different for different type of ships i.e.
if company have10 containers and 10 oil tankers then 2 different DOC will be
issued, one to the container fleet and other to the tanker fleet.
o DOC is issued under the authority of flag state government by successfully
auditing and reviewing companies SMS and its implementation.
o Types of DOCs
Interim DOC
An interim DOC is issued to a newly established company or
when a new type of ship is added in the company
The company is requested to submit SMS implementation plan
and 12 months are given to the company for fulfilling the ISM
requirements.
The company shall undergo initial audit, and in case of newly
built shipping company within the validity period of interim DOC
i.e. 12 months.
The company shall undergo additional audit in case new ship
type is added to the shipping company within the validity period
of interim DOC i.e. 12 months.
For a new company, further document review is conducted prior
to the audit by administration.
Short Term DOC
A short term DOC is issued on the day of the audit by the
administration auditor as a response or proof of completion of the
initial, annual or renewal audit process.
Validity of short term DOC is 5 months.
DOC
It is issued by the administration after successful completion of
initial audit or fulfilment or interim DOC requirements.
Issued after at least three months of implementation of SMS at
the company and at least one ship in the fleet for which DOC is
concerned.
The validity of DOC, after initial audit is 5 years from the next
date of expiry and it is subjected to annual audit.
If a Major NON Conformity is found in the audit, the DOC is
withdrawn.
The DOC is kept with the company and copy is kept in all the ship
under that DOC fleet.
Understanding SMC
o
A Safety Management Certificate is issued to the ship of a DOC holding
Company by the administration.

Every individual ship must have a SMC which ensures that it complies with the
onboard Safety Management Manual based on ISM.
o If a company owns 25 oil tanker ships, then SMC is issued to each ship with
total of 25 SMC.
o SMC is issued after successfully auditing the ship for making sure that it is
operating as per the SMS based on ISM code.
o Types of SMC
1. Interim SMC
Issued to the company which posses Main DOC, Interim DOC or
Short term DOC.
Issued to the newly built ship added to the existing fleet of the
shipping company.
Issued to a new ship with change in Management Company.
Issued to a company with change in the flag state.
Its Validity is for 6 months.
A ship undergoes initial audit with interim SMC and it must fulfil
the entire requirements to comply the SMS based on ISM code to
get the main SMC.
Short Term SMC
A short term SMC is issued on the day of the audit by the
administration auditor as a response or proof of completion of the
initial, annual or renewal audit process.
Validity of short term SMC is 5 months.
SMC
It is issued by the administration after successful completion of
initial audit or fulfilment or interim SMC requirements.
The validity of SMC, after initial audit is 5 years from the next
date of expiry and it is subjected to intermediate audit.
The intermediate audit is carried out between the second and the
third anniversary date of the ship.
If a Major NON Conformity is found in the audit, the SMC and DOC
are withdrawn.
The original SMC is kept on the ship and copy is kept with the
company.
DEFINITIONS:
o Technical Deficiency
Defect or failure in operations of a part of ship machinery or structure,
equipment or fitting
o Non- Conformity
Observed situations where objective evidence indicate non- fulfilment of
specified requirement
o Major Non- Conformity:
Identifiable deviation, poses a serious threat to safety of personnel,
ships, environment requires immediate corrective action.
o Unseaworthy ship:
o

Unsafe Ship:

when the materials of which she is made, her construction, the

qualification of master, the number, description and qualification of the
crew including officers, the weight, description and stowage of the
cargo and ballast, the condition of her hull and equipment, boilers and
machinery are not such as to render her in every respect fit for the
proposed voyage or service.
by reason of the defective condition of her hull, equipment or
machinery, or by reason of overloading or improper loading, unfit to
proceed to sea without serious danger to human life, having regard to
the nature of service for which she is intended.

OBJECTIVES:
o To ensure safety at sea, prevention of human injury, loss of life and avoid
damage to marine environment
Functional Requirements:
o Safety and environment protection policy
o Procedure to ensure safe operation of ship and protection of environment
o Define level of authority and lines of communication between shore and ship
o Procedures for reporting NC and accidents
o Procedures to respond to emergencies
o Procedure for internal audit and management review
Elements:
1. General
1. Definition
2. Objective
3. Application
4. Functional Requirements
2. Safety and Environment protection policy
3. Company responsibility and Authority
4. Designated Person
5. Masters Responsibility and Authority
6. Resources and personnel
7. Shipboard operation
Establish plans procedures and checklist for key shipboard
operations
Tasks defined and assigned to qualified person
8. Emergency Preparedness
Identify emergency and prepare procedures to respond
Establish program for drills and exercise
9. Report Accidents, Non-Conformity, and Hazardous Occurrences
Establish procedure for corrective action and prevent recurrences
10.Maintenance of ship and equipment
Inspections held
Non conformty reported
Corrective actions taken
Record of activites
11.Documentation

 Valid documents present

Documents reviewed
Obsolete documents removed
12.Company Verification, Review and Evaluation
13.Certification and periodical verification
14.Interim Certification
15.Verifications
16.Form of Certificates
17.

DAMAGE STABILITY OIL TANKER:

Oil tankers shall be regarded as complying with the damage stability criteria if the
following requirements are met:
o The final waterline, taking into account sinkage, heel and trim, shall be below
the lower edge of any opening through which progressive flooding may take
place. Such openings shall include air-pipes and those which are closed by
means of weathertight doors or hatch covers and may exclude those openings
closed by means of watertight manhole covers and flush scuttles, small
watertight cargo tank hatch covers which maintain the high integrity of the
deck, remotely operated watertight sliding doors, and sidescuttles of the nonopening type
o In the final stage of flooding, the angle of heel due to unsymmetrical flooding
shall not exceed 25, provided that this angle may be increased up to 30 if no
deck edge immersion occurs
o The stability in the final stage of flooding shall be investigated and may be
regarded as sufficient if the righting lever curve has at least a range of 20
beyond the position of equilibrium in association with a maximum residual
righting lever of at least 0.1 m within the 20 range; the area under the curve
within this range shall not be less than 0.0175 mrad. Unprotected openings
shall not be immersed within this range unless the space concerned is
assumed to be flooded
o The Administration shall be satisfied that the stability is sufficient during
intermediate stages of flooding.
o Equalization arrangements requiring mechanical aids such as valves or crosslevelling pipes, if fitted, shall not be considered for the purpose of reducing an
angle of heel or attaining the minimum range of residual stability to meet the
requirements

DAMAGE STABILITY FOR BULK CARRIER:

Bulk carriers of 150 m in length and upwards of single side skin construction,
designed to carry solid bulk cargoes having a density of 1,000 kg/m3 and above,
constructed on or after 1 July 1999 shall, when loaded to the summer load line, be
able to withstand flooding of any one cargo hold in all loading conditions and remain
afloat in a satisfactory condition of equilibrium
Bulk carriers of 150 m in length and upwards of single side skin construction,
carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, constructed
before 1 July 1999 shall, when loaded to the summer load line, be able to withstand
flooding of the foremost cargo hold in all loading conditions and remain afloat in a
satisfactory condition of equilibrium
The assumed flooding need only take into account flooding of the cargo hold space.
The permeability of a loaded hold shall be assumed as 0.9 and the permeability of an
empty hold shall be assumed as 0.95, unless a permeability relevant to a particular

cargo is assumed for the volume of a flooded hold occupied by cargo and a
permeability of 0.95 is assumed for the remaining empty volume of the hold.
For carrying Grain:
o

the angle of heel due to the shift of grain is to be not greater than 12 or the
angle at which the deck edge is immersed, whichever is the lesser

in the statical stability diagram, the net or residual area between the heeling
arm curve and the righting arm curve up to the angle of heel of maximum
difference between the ordinates of the two curves, or 40 or the angle of
flooding, whichever is the least, is in all conditions of loading to be not less
than 0,075 m.rad
the initial metacentric height, after correction for the free surface effects of
liquids in tanks is to be not less than 0,30 m.

o
o

CHEMICAL TANKERS:

Type 1:
o must be able to survive assumed damage anywhere in their length. Cargo
tanks for the most dangerous products should be located outside the extent of
the assumed damage and at least 760mm from the ship's shell.
o Maximum tank size is 1250 m3
o Double side width B/5 or 11.5 mtrs which ever is less
o DB depth B/15 or 6 mtrs at centre line, but not < 760mm
Type 2:
o if more than 150m in length, must be able to survive assumed damage
anywhere in their length; if less than 150m, the ship should survive assumed
damage anywhere except when it involves either of the bulkheads bounding
machinery spaces located aft.
o Tanks for Type II cargoes should be located at least 760mm from the ship's
shell and outside the extent of assumed grounding damage.
o Maximum tank size is 3000 M3
Type 3:
o if more than 125m in length, should be capable of surviving assumed damage
anywhere in their length except when it involves either of the bulkheads
bounding the machinery space.
o If less than 125m in length, they should be capable of surviving damage
anywhere unless it involves machinery spaces.
o There is no special requirement for cargo tank location.
o No limit for size of tank.