1.

differentiate between product and chemical tankers

Ans; 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)

2. under revised annex can vegetable oil be carried on product tankers

Ans; No it has to be carried on chemical tankers as per GSEAMP( group of experts on the
scientific aspects of marine environmental protection) studies which revised the annex II
categorization depending on bio accumulation bio degradation

3. differentiate between convention and protocol, eg protocol

Ans; Conventions Generally used for formal multilateral treaties with a broad number
of parties. Conventions are normally open for participation by the international community as a
whole, or by a large number of states. Usually the instruments negotiated under the auspices of an
international organization are entitled conventions
Protocols
A Protocol of Signature is an instrument subsidiary to a treaty, and drawn up by the same parties.
Ratification of the treaty will normally ipso facto involve ratification of such a Protocol.
A Protocol based on a Framework Treaty is an instrument with specific substantive obligations
that implements the general objectives of a previous framework. Such protocols ensure a more
simplified and accelerated treaty-making process.
A Protocol to amend is an instrument that contains provisions that amend one or various former
treaties, A Protocol as a supplementary treaty is an instrument which contains supplementary
provisions to a previous treaty.
Protocols are made when major amendments are required to be made to a convention which,
although already adopted
An Optional Protocol to a Treaty is an instrument that establishes additional rights and
obligations to a treaty. It is usually adopted on the same day, but is of independent character and
subject to independent
EXAMPLE of protocol- MARPOL73/78

4. general average , can master discharge the oil to save the ship
Ans; A general average act is defined in Rule A of the York Antwerp Rules 1994 and Marine
Insurance Act as follows:
There is a general average act when, and only when, any extraordinary sacrifice or
expenditure is intentionally and reasonably made or incurred for the common safety for the
purpose of preserving from peril the property involved in a common maritime adventure.
The five component parts of a general average loss are therefore:
a) an extraordinary sacrifice or expenditure,
b) which is intentionally
c) and reasonably made
d) against a peril,
e) in order to benefit the common venture
yes master can discharge oil into sea As per MARPOL regulation 4 annex I, to save life at sea,
securing the safety of ship, to minimize the effect of damage
Example of GA- damage caused to machinery while re-floating the vessel after grounding, or
jettison of cargo.
 5. why beam is large on tankers

6. discuss any contingency and action taken

Ans; FLOODING, ACTION TAKEN- sound emergency alarm, reduce speed or stop if at sea,
access nature of failure and risk to environment, start all available bilge pumps,,, close water
tight doors, locate and isolate damage if the flooding due to engine room pipe lines, consider
internal transfer to minimize the damage, analyze fire and explosion risks, ensure stability of
vessel, refer to damaged control plan, consider jettison of cargo to keep vessel under stable
conditions, incase of major flooding close dead lights and ports on all lower decks (if
applicable), close the vent heads in the cargo tanks ,consider the vessels manoeuvre ability
and if any towing or external help is required, prepare for LSA equipments or lifeboat if
necessary, ACTION PLAN- inform ships in vicinity, inform nearest coastal authorities,
inform company.
FIRE;, ACTION TAKEN- raise emergency alarm, inform bridge, muster and take head count,
carry out duties as per muster list such as stopping of ventilation, shutting down vent flaps,
evacuation and first aid to casualty if any, operation of emergency and remote stops & shut
downs, boundary cooling, closure of fire and watertight doors, fight the fire if possible, if
major fire refer to contingency plan , for engine room and cargo hold release CO2 where
applicable, access the damage to hull , machinery if any and analyze the assistance required
from shore- with regards to fire fighting or other technical guidance, also access the
possibility of pollution prevention. Maintain vessel under stable conditions at all times. If the
situation becomes worse prepare for the abandoning
ACTION PLAN; inform ships in vicinity inform nearest coastal authority, inform office.

7. discuss any major survey on board

Ans: BOILER SURVEY
preparations-ample mount of time and assistance is available for survey, ensure the availability of
spare tubes and changing material on board, manhole gaskets, gland packing and mountings
isolate the boiler, follow the shutting down procedure and put placards, when boiler pressure
becomes one bar open the vent valve, and blow down he boiler, let the boiler shell be cooled
down , give sufficient time- one day, fill up the required documentations under ISM such as steam
and pressurized vessel checklists,
drain the boiler and ensure that blow down valves on ship side are closed. Open the bottom
manhole door and mud hole doors, slacken the nuts and break the gasket seal prior removing,
open the top manhole door, slacken the door, tie it up and keep clear , hammer the door from top
so that it hangs inside, tag and dismantle all the mountings, measure the safety valve clearances
and document the same, overhaul the dismantled mountings and keep them nicely on floor for
inspection by the surveyor, carry out the recommendation as suggested by the surveyor, fill up
the enclosed space checklist before entering the enclosed spaces such as smoke box and furnace,
clean the boiler furnace and smoke side for the inspections, after survey box up all the mountings
with new packing, prepare the boiler for cold firing, raise the steam pressure below the rated
boiler working pressure and test all the boiler safeties, such as HWL, LWL,LLWL, oil temp high,
low oil pressure, flame failure, ID fan failure, cut outs and alarms upon satisfactory operation of
all above ,test for any leaks from any of the mountings and call the surveyor for completion of the
survey for checking the safety valve setting, gag one safety valve and fire the boiler in front of the
surveyor, raise the pressure in steps till the safety valve lifts at the desired pressure, repeat the
gag test with the other safety valve, once the surveyor is satisfied, the survey is finished and
boiler can be put into use.

8. what is the advantage of high voltage and how it is generated

 9. what is HSSC
Ans; Protocol of 1988 relating to the International Convention for the Safety of Life at Sea
1974, which harmonies the periods of validity and intervals between surveys for the nine
main convention certificates. In so doing it aims to simplify the survey and certification
process, HSSC will bring benefits to the industry in terms of flexibility of survey schedule,
reduced numbers of surveyors, survey time and paperwork, all therefore reducing costs.

A new Cargo Ship Safety Certificate (CSSC), which includes provision for recording all
the surveys required for the Cargo Ship Safety Equipment Certificate, the Cargo Ship
Safety Radio Certificate and the Cargo Ship Safety Construction Certificate, may be issued
as an alternative to the existing cargo ship safety certificates.

Under the HSSC, there are seven types of survey:

a) Initial Survey: it is a complete inspection before the ship is put into service of all the items
relating to the particular certificate to ensure that relevant requirements are complied with
b) Renewal Survey: it is the same as periodical survey but also leads to issue of new certificate.
c) Periodical Survey: is an inspection of all the items relating to the particular certificate to
ensure that they are in a satisfactory condition.
d) Intermediate Survey: is an inspection of specified items relevant to a particular certificate to
ensure that they are in satisfactory condition
e) Annual Survey: is a general inspection of the items relating to the particular certificate to
ensure that they have been maintained and remain satisfactory for service.
f) Inspection of the Outside of the Ships Bottom: is an inspection of ships underwater part and
related items to ensure that they are satisfactory in condition.
g) Additional Survey: it is an inspection either general or in partial according to the
circumstances made after repairs resulting from accidents, investigations or renewal

10. differentiate between York Antwerp rules and Hague Visby rules
Ans; YORK ANTWERP rules
these are set of internationally recognized rules for a uniform method of calculating the
contribution of parties when there is an general average act. The York/Antwerp Rules, are not
the subject of national statutes or international conventions, but are imposed by special
clauses in standard form contracts - principally bills of lading.
York Antwerp rules consists of 7 lettered rules and 22 numbered rules, lettered rules deals
with principles of general average, where as numbered rules deals with the practices of
general average, numbered rues have precedence over the lettered rules when there is a
conflict
HAGUE VISBY rules
These rules are international convention for the unification of certain rules relating to the bills
of lading, drafted at Hague in 1924
Due to certain court decisions, and due to advent of containerization and multi modal
transportation of goods and due to pound sterling loosing its convertibility to gold The Hague
rules in 1968 were amended and called Hague Visby rules. India has adopted a number of
provisions of the Hague Visby rules by amending the carriage of goods by sea Act 1925
 Under The Hague rules shipper bears the cost of loss/damage of the goods if they cannot
prove that the vessel was unseaworthy, improperly manned, or unable to safely transport and
preserve the cargo.
This means that the carrier can avoid the liability for a risk resulting from human errors
provided they exercise due diligence and their vessel is properly manned and seaworthy.
Hague rules do not apply to charter parties unless incorporated therein by agreement,
Whenever Hague rules are adopted by into the national statutes they apply only to the
outwards cargos and for inward cargos they must be incorporated in the bills of lading.
Hague Visby rules falls mainly in two categories. Rules in the first category establish the
obligations of the carrier. Rules in the second category define the maximum immunity to
which he is entitled and the extent to which he may limit his liability.

11. What do u mean by sue and labour clause in insurance

Ans; provides that the assured has a duty to take all reasonable steps to avert or minimize any
loss for which a claim would be payable under the policy. In return, most costs incurred in taking
such steps are recoverable from the underwriters.
- Was formerly known (in ITC 1/10/83 and older policies) as the Sue and Labour Clause.
* Sue and labour charges are not to be confused with general average expenditure (see G06b).
They are incurred for the benefit of only a single interest (e.g. the vessel, or the cargo), whereas
general average expenditure is incurred for the common benefit (e.g. of the ship, cargo and
freight, if any at risk).
Examples of sue and labour charges might include costs incurred by a shipowner in
recovering a lost anchor and cable, and costs incurred by a cargo owner of having a
refrigerated cargo stored ashore while a ships refrigerating machinery is under repair.

12. what do you understand by SECA

Ans; sulphur oxide(Sox) emission control area, areas ; Baltic sea19 may 2006 north sea, and
English channel by 19 nov 2007
In such areas
either the sulphur content in the fuel should not exceed 1.5% m/m
an exhaust gas cleaning system approved by the administration so that emission of Sox
including both aux and main propulsion engine should not exceed 6 g /KWhr. Effluents
from such washing is to meet the criterion of the port state, otherwise retained on board,
when approaching a SECA the fuel must be changed over to the 1.5% sulphur content
fuel and completed before entering the SECA. That is all the fuel lines to the engine must
have this fuel only.
There are two approaches to this
1. Flushing - low sulphur fuel is used to flush out the higher sulphur fuels from the
settling/service tank
2. Duplication of tanks- separate Settling/service tanks are installed for the two
types of fuels. This has the potential to simplify the change over procedure and
reduce risk of fuel incompatibilities.

The time, ships positions at the start and completion of changeover to and from 1.5%
fuel oil must be recorded in a logbook (e.g. ER log. book), together with details of
the tanks involved and fuel used. It can be anticipated that the same will be
applicable with respect to the EU proposal upon entry into force.
 13. what do you understand by the bareboat charter
Ans; bareboat charter (sometimes called a charter by demise or demise charter
is a contract for the hire of a vessel for an agreed period during which the charterers acquire
most of the rights of the owners, is used by owners such as banks and finance houses who
are not prepared to operate or manage ships themselves. a purchase option after expiry of
the charter or during the hire period. (Hire payments may include installments of the purchase
price, and transfer of ownership may follow the final installment., the vessel owners put the
vessel (without any crew) at the complete disposal of the charterers and pay the capital costs,
but (usually) no other costs. The charterers have commercial and technical responsibility for
the vessel, and pay all costs except capital costs.

14. york Antwerp rules explain with points

15. latest SOLAS and MARPOL amendments

16. what is PSSA( particular sensitive sea area) and what is the difference between special
area
Ans: PSSA is an area, which need special protection through action by IMO because of its
significance for recognized ecological, or socio economic or scientific reasons and which
may be vulnerable to damage by international maritime activities. Eg; Great Barrier Reef
SPECIAL AREA means a sea area where for recognized technical reasons in relation to its
oceanographical and ecological conditions and to the particular character of its traffic the
adoption of special mandatory methods for the prevention of sea pollution by oil, NLS,
garbage, sewage, air, and hazardous substances in packed form. Baltic sea
PSSA can be protected by ships roueting measures such as an area to be avoided, an area with
in defined limits in which either navigation is particularly hazardous or it is exceptionally
important to avoid causality and which should be avoided by all ships or by certain classes of
ships.
Where as in special area no special navigational limitations exists and required discharge
criterions laid down as per MARPOL annexes are to be met while enroute

17. objective of ISM & objective of audit

ans; management failures were described as "the disease of sloppiness". objective was to
ensure safety, to prevent human injury or loss of life, and to avoid damage to the
environment, in particular, the marine environment, and to property
The Code became applicable, under chapter IX of the International Convention for the Safety of
Life at Sea, 1974, first for passenger ships, tankers and bulk carriers on 1 July 1998, thereafter for
all other ships over 500 GT on 1 July 2002 and has, therefore, been in force globally for just over
two years

18.Deviation in insurance
Ans; Deviation; Where a ship, without lawful excuse, deviates from the voyage contemplated
by the policy, the insured is discharged from liability as from the time of deviation, and it is
immaterial that the ship may have regained her route before any loss occurs.
Several ports of discharge; Where several ports of discharge are specified by the policy, the ship
may proceed to all or any of them, but, in the absence of any usage or sufficient cause to the
contrary, she must proceed to them, or such of them as she goes to, in the order designated by the
policy. If she does not there is a deviation
Excuse for deviation or delay; (a) where authorized by any special term in the policy; or
(b) where caused by circumstances beyond the control of the master and his employer ; or
 (c) where reasonably necessary in order to comply with an express or implied warranty; or
(d) where reasonably necessary for the safety of the ship or subject-matter insured; or
(e) for the purpose of saving human life or aiding a ship in distress where human life may
be in danger; or
(f) where reasonably necessary for the purpose of obtaining medical or surgical aid for any
person on board the ship
When the cause excusing the deviation or delay ceases to operate, the ship must resume her
course, and prosecute her voyage,

18. explain OPRC & HNS conventions

Ans; OPRC is the international convention on oil pollution preparedness response and
cooperation. Entered into force 13 may 95, India has ratified, providing a global framework for
international co-operation in combating major incidents or threats of marine pollution. Parties to
the OPRC convention are required to establish measures for dealing with pollution incidents,
either nationally or in co-operation with other countries.
Ships are required to carry a shipboard oil pollution emergency plan. Operators of offshore
units under the jurisdiction of Parties are also required to have oil pollution emergency plans
or similar arrangements which must be coordinated with national systems for responding
promptly and effectively to oil pollution incidents. Ships are required to report incidents of
pollution to coastal authorities and the convention details the actions that are then to be taken.
The convention calls for the establishment of stockpiles of oil spill combating equipment, the
holding of oil spill combating exercises and the development of detailed plans for dealing
with pollution incidents.
HNS; Like the OPRC Convention, the HNS Protocol aims to provide a global framework
for international co-operation in combating major incidents or threats of marine pollution. Parties
to the HNS Protocol will be required to establish measures for dealing with pollution incidents,
either nationally or in co-operation with other countries. Ships will be required to carry a
shipboard pollution emergency plan to deal specifically with incidents involving HNS

19. Explain FUND convention, CLC conventions

Ans; The purposes of the Fund Convention are:
To provide compensation for pollution damage to the extent that the protection afforded
by the 1969 Civil Liability Convention is inadequate.
Fund provides supplementary compensation to the victims of oil pollution disaster
It is an attempt to ensure that damages of the oil pollution are not only borne by the
shipping industry but also by the cargo interests.
All persons or companies importing more than 150000 tonnes of oil per year shall make
contribution to the fund, fund is managed as an independent entity under a supervision of
director appointed by IMO.
2000 fund convention was adopted on 18 th oct 2000 and EIF on 1st nov 2003, under 2000
regime maximum amount of compensation payable from the fund under single accident,
including the limit established under 2000 CLC protocol is 203 million SDR, however if
three states contributing to the fund more than 600tonnes of oil per annum the maximum
amount is raised to 300,740,000 SDR
CLC convention
The Civil Liability Convention was adopted to ensure that adequate compensation is available to persons,
who suffer oil pollution damage resulting from maritime casualties involving oil-carrying ships. The
Convention places the liability for such damage on the owner of the ship from which the polluting oil
escaped or was discharged.
The Convention requires ships covered by it to maintain insurance or other financial security in sums
equivalent to the owner's total liability for one incident. The Convention applies to all seagoing vessels
actually carrying oil in bulk as cargo, but only ships carrying more than 2,000 tons of oil are required to
maintain insurance in respect of oil pollution damage. . It is applicable to ships, which actually carry oil in
bulk as cargo, i.e. generally laden tankers. Spills from tankers in ballast or bunker spills from ships other
than other than tankers are not covered, nor is it possible to recover costs when preventive measures are so
successful that no actual spill occurs.
The 1992 protocol also widened the scope of the Convention to cover pollution damage caused in the
exclusive economic zone (EEZ) or equivalent area of a State Party.
The Protocol also extended the Convention to cover spills from sea-going vessels constructed or adapted to
carry oil in bulk as cargo so that it applies apply to both laden and unladen tankers, including spills of
bunker oil from such ships
- For a ship not exceeding 5,000 gross tonnage, liability is limited to 4.51 million SDR (US$5.78 million)
(Under the 1992 Protocol, the limit was 3 million SDR (US$3.8 million)
- For a ship 5,000 to 140,000 gross tonnage: liability is limited to 4.51 million SDR (US$5.78 million) plus
631 SDR (US$807) for each additional gross tonne over 5,000. (Under the 1992 Protocol, the limit was 3
million SDR (US$3.8 million) plus 420 SDR (US$537.6) for each additional gross tonne)
- For a ship over 140,000 gross tonnage: liability is limited to 89.77 million SDR (US$115 million) (Under
the 1992 Protocol, the limit was 59.7 million SDR (US$76.5 million)

20. Explain P&I clubs, reason for such clubs, their liabilities and fund raising
Ans; protection relates to the liabilities incurred by the employment of the ship as a ship,
where as Indemnity is concerned with the liabilities incurred by the employment of ship as a
carrier of cargo.
P&I clubs are association of the shipowners to provide covers for the items of liability, which are
not covered under hull and machinery insurance, such clubs operate on no profit no loss basis.
Each shipowners contribution is decided on the basis of the tonnage, type of ships, and
experience of the claims.
Shipowners take P&I insurance cover in respect of third party liability and expenses arising
from owing ships or operating ships as principals.
Liabilities which P&I clubs covers
Crew-liability for injury, illness, death, medical expenses, repatriation under such
circumstances, funeral, and repatriation of substitute crew member under such
circumstances
Stevedores- loss of life, injury,
Passengers, injury ,loss of life and illness
personnel effects
diversion expenses: to land sick crew, stowaway
life salvage: award to person who has saved life
one fourth collision liability: hull policy usually covers 3/4 th collision liability
oil pollution: Standard cover: actual or threatened escape or to prevent escape or
expenses borne in all such cases are covered in standard policy
USA cover: under OPA act 1990 a separate cover is required, which requires additional
premiums to be paid. Issuance of COFR( certificate of financial responsibilities)
Single hull 3000USD / GT
tanker 3000 gt
and above or
less with double
side only or
double bottom
only
Double hull 1900USD / GT
tanker 3000GT
or above or less
 Any other vessel 950 USD/GT
other than a
tanker

wreck liabilities: removal , destruction, lightening or marking of the wreck

cargo liabilities; for loss, shortage, damage or delay
cargos proportion of general average
fines
legal costs
besides above P&I clubs also give guaranty to port authorities to prevent detention of the
ships for settlement of full pending cases of liability against the ships.
Omnibus cover

policy is for one year starting noon GMT on 20th FEBRUARY

collection of premium:
estimated total calls ETC or advance calls; whole premium of the year collected in
advance in quarterly installments
supplementary calls: for claims heavier than expected, a call for supplementary premium
to balance the books
overspill calls: one or more overspill call in respect of overspill claim.
Disbursement of claims
the first USD 5 million of a claim are covered by the member's club - known as the club's own
retention
the next USD 25 million (figure is reviewed annually) are covered by the Pool to which all the
clubs in the International Group of P&I Associations ("the Group") contribute, according to an
agreed formula
claims in excess of USD 30 million are compensated under the Group market reinsurance
arrangements. The total commercial market reinsurance limit is - currently - at USD 2000 million.
cover in excess of USD 2000 million - "the overspill cover", This cover has been fixed at 2,5 % of
the 1976 Limitation Convention's Property Fund, or approximately USD 2400 million on top of
existing market reinsurances. This risk is shared mutually by the Pool members.
The system for reimbursement of oil pollution claims has the same bottom features, but the policy is
limited at USD 1,000 million, with no overspill.

21. electrical requirement during dry- dock

Ans: check voltage, phase sequence, and frequency of supply, check KW hour meter reading if
any prior dry-docking, If the frequency offered is lesser than the ships rated, then the machines
are to be run under load condition to prevent over speeding of the rotors and prevent damage to
the bearings. shore connection terminal box, if not present then connect to most convenient place
such as emergency switch board or main switch board

22. ISM code NC,M-NC observation etc

Ans: Non conformity: an observed situation where objective evidence indicates the non
fulfillment of a specified requirement.
Major Non conformity: mans an identifiable deviation that poses a serious threat to the safety of
the personnels or to the ship or a serious risk to the environment that requires an immediate
corrective action and includes lack of effective and systematic implementation of a requirement
of this code.
Observation: means a statement of fact made during a safety management audit and
substantiated by the objective evidence
Objective evidence; means qualitative or quantitative information, records of statements of facts,
pertaining to the safety or to the existence and implementation of the safety management system
element, which is based on observation, measurement or test , which can be verified.
23. Explain FOB, CIF
Free on board; under free on board contract the seller undertakes to deliver the goods over the
ships rails at which point the risks passes from the seller to the buyer, the sellers responsibility is
to pay all expenses till this point the buyer is responsible for freight and subsequent charges. The
buyer is responsible for the insurance from the time he assumes the risk that is once the good
passes the ships rail. In short till the goods passes the rail they are at the risk of the seller and
there after remains the risk of the buyer.

Cost , insurance and freight; on CIF sales bases the seller is responsible for insurance from his
own premises to that of the buyer at the destination. The policy is timely to the warehouse to
warehouse. The policy is taken out in sellers name and buyer will negotiate any claim. Same
policy protects the interests of both seller and buyer. The seller must provide the buyer a clean bill
of lading

24. explain high velocity vent valve(HVVV), refer macgeaorge

25. differentiate between CAS and CAP

Ans: Condition Assessment Program(CAP) is a specialized survey program
which offers owners a detailed assessment of a ship's actual condition, based on
strength evaluation, and fatigue strength analysis as well as a detailed on site
systematic inspection of the hull, machinery and cargo systems.
The CAP applies, in principle, to oil tankers and chemical carriers, though other
types of ships may be covered, provided that the CAP is properly modified.
CAP consists of two major parts
a) CAP-HULL (Condition Assessment for Hull Structures)
b) CAP-MACHINERY/CARGO SYSTEM (Condition Assessment for
Machinery and Cargo Systems)
The results of condition assessment are clearly identified using a rating
system.
After the completion of the CAP, the certificate of CAP indicating the ship's
comprehensive rating Detailed assessment results and the relevant records
shown below are attached to the certificate of CAP. It is carried out by the
classification society on the request of shipowner.

Condition assessment scheme

After disaster of prestige , IMO adopted the amendments to the regulation 13G or 20 in
2006 edition of MARPOL 73/78 annex 1, for further acceleration of the phase out
timetable for single hull oil tankers and consequentially adopted the amendments to
Condition Assessment Scheme (CAS). The amendments to these regulations has entered
into force on 5APRIL 2005.
CAS application
Category 1 tankers: oil tanker of 20,000 tons dead weight and above, carrying crude oil ,
fuel oil, heavy diesel oil, or lubricating oil as cargo,
: 30,000 deadweight and above carrying oil other than above, which does not comply
with the requirements of the definition of a new tanker.
Category 2 tankers: oil tanker of 20,000 deadweight and above carrying crude oil, fuel
oil, heavy diesel oil, or lubricating oil as cargo and 30,000 deadweight and above
carrying oil other than above. Which complies with the requirement of the definition of a
new tanker.
Category 3 tankers: oil tanker of deadweight 5,000 and above but less than as specified in
category 1&2 tankers.
Delivered on 5April 1982 or earlier shall be phased out on 5 april 2005 and are not
applicable for compliance with CAS.
The full timetable for the phasing out of single-hull tankers is as follows:
Category of oil
Date or year
tanker
Category 1 5 April 2005 for ships delivered on 5 April 1982 or earlier
2005 for ships delivered after 5 April 1982
Category 2 and 5 April 2005 for ships delivered on 5 April 1977 or earlier
Category 3 2005 for ships delivered after 5 April 1977 but before 1 January 1978
2006 for ships delivered in 1978 and 1979
2007 for ships delivered in 1980 and 1981
2008 for ships delivered in 1982
2009 for ships delivered in 1983
2010 for ships delivered in 1984 or later

Implementation
The first CAS survey will be carried out concurrent with the first intermediate or renewal
survey
- after 5 April 2005
- or after the date when ship reaches 15 yrs of age
which ever occurs later.
CAS is intended to improve the requirements of the Enhanced Survey Programme (ESP)
during survey of oil tankers, therefore CAS shall apply to survey of hull structure in the
way of cargo tanks , pump room, cofferdam, pipe tunnel, void spaces with in the cargo
area and all ballast tanks.
CAS shall not apply to survey of machinery, equipment, fire extinction and fitting
1. close up survey; the requirements of ESP at special survey no. 3 has been revised
and is same as of CAS
Close up survey requirement
All web frame rings in ballast tanks and cargo wing tanks
A minimum of 30% of all web frame rings in each remaining cargo wing tank
All transverse bulkheads in cargo and ballast tanks
A minimum of 30% of deck and bottom transverses including adjacent structural
members as considered necessary by the attending surveyor

2. thickness measurements; the extent of thickness measurement in CAS is enhanced

than those of special survey.
a) each deck plate within cargo area.
b) 3 transverse sections( 2 tranverse section for SS 3)
 c) each bottom plate
3. measurement of structural members subject to close up survey, for general
assessment and corrosion recording patern.
4. suspected areas
5. selected ind and water strakes outside the cargo area
6. internal structures in the fore and aft peak tanks
7. all exposed main deck plate outside the cargo area and all exposed first tier
superstructures deck plates.

CAS survey record and documentation

Upon completion of survey, (the survey shall not be considered complete until all the
recommendations / COC of hull structures are have been rectified to the satisfaction of
the surveyor.), surveyor will send a report to the head office of class and will issue an
interim statement of compliance for a period not exceeding 5 months.

The class HO then will draft a final report and submit this report to the
administration not later than 3 months of completion of survey.
The administration upon verifying and reviewing CAS final report shall issue a
statement of compliance and will forward the results of the CAS final report to the IMO.
The validity of the statement of compliance shall not be more than 5yrs and 6 months
from the date of completion of survey.
In case the SOC issued upon the first CAS survey is valid beyond 2010 than ship may be
considered under compliance, under reg13G(7). But under reg 13G(8) administrations
party to convention may deny the entry of such ships beyond 2010.
After 15 years if a ship is not carrying SOC it shall be out of service.

Enhanced programme survey.

Enhanced survey programme for bulk carriers was introduced in 1993 as a voluntary
measure through IMO res. A744(18).
ESP became mandatory under international law for bulk carriers under SOLAS Ch XII
(additional safety measures for bulk carriers), which entered into force on 1 july 1999 and
for bulk carriers and tanker under SOLAS Ch XI-1 reg 2 (special measures to enhance
maritime safety).
Application;
As per MARPOL annex I reg 13G all crude oil carriers of 20,000 dwt and above and all
product carriers of 30,000 Dwt and above will be subjected to ESP
As per the guidelines on the enhanced programme of inpection during safety of bulk
carriers and oil tankers, there are two annexes;
Annex A guidelines on the enhanced programme of inspections during surveys of bulk
carriers.
In respect of bulk carriers the surveys should be applied to surveys of hull structure and
piping system in the way of cargo holds, cofferdam, pipe tunnel, voids spaces with in the
cargo areas and all ballast tanks. Extent of examination, thickness measurements and tank
testing the survey should be extended when substantial corrosion or structural defects are
found and include additional close up survey when necessary.
Annex B guidelines on enhanced programme of inspections during surveys of oil tankers
In respect of oil tankers should apply to the surveys of hull structure and piping systems
in the way of cargo tanks, pump room , cofferdams, pipe tunnel , void spaces within the
cargo area and all ballast tanks

26. Explain anti fouling systems

(Adoption: 5 October 2001; Entry into force: The convention will enter into force 12 months after 25
States representing 25% of the world's merchant shipping tonnage have ratified it.)
Anti fouling systems will prohibit the use of the harmful organotins in antifouling paints used on the
ships and will establish a mechanism to prevent the potential use of other harmful substances in the
antifouling systems.
Shall be applicable to the ships 400GT and above engaged in international voyages will undergo an
initial survey and shall be issued a international anti- fouling systems certificate for the first time and
a survey when the antifouling systems are changed or replaced.
Ships of 24m length but less than 400GT shall be required to carry a declaration on anti fouling
systems signed by the owner accompanied by the paint receipt.

27. Explain world scale

Ans: World scale is the code name for New World Wide Tanker Nominal Freight Scale;
This system brings out annually revised scales of freights based on the cost of operating a
standard tanker to and from some known ports.
Worldscale is a schedule of nominal freight rates intended to be used as a standard of
reference to compare rates for all voyages and market levels. The oil maritime
transportation industry uses the WORLDSCALE rates to express the market level in
terms of percentage of the WORLDSCALE nominal freight rate.
The actual rate negotiated between shipper and shipowner will be expressed as a
percentage of the world scale rate, depending on the market conditions. So
Worldscale 100 means exact rate, whereas Worldscale 120 expresses a rate equal to
120% of Worldscale for that particular route, and Worldscale 60 means a rate of 60%
Worldscale.
Worldscale is based on an average vessel with average costs earning an average rate. It works on the
basis that, using the realistic costs of operating an imaginary standard tanker of average size on an
average 15,000- mile round voyage, the break-even freight rate for that ship on that route can be
calculated. This Worldscale Flat rate is calculated in US dollars per metric ton of cargo carried on a
standard loaded voyage between a loading port and a discharge port with a ballasted return voyage. The
standard vessel is of 75,000 dwt with an average service speed of 14.5 knots and consumption of 55 m.t. of
380 CSt fuel per day while steaming, plus 100m.t. per round voyage for other purposes and an additional 5
m.t. in each port in the voyage. Port time allowed is 4 days for the voyage. The fixed hire element (on the
assumption that the ship is time-chartered) is $12,000 per day. Bunker prices are assessed annually by the
Worldscale Associations and are based, as are port charges, on the previous years average. Average
exchange rates for the previous September are used. The total of the voyage costs divided by the cargo
tonnage will give the Worldscale Flat rate, or W100 for that voyage.
It is customary in the tanker trades to express market freight levels as a percentage of the published
Worldscale rates, a method known as points of scale. Thus Worldscale 100 or W100 means 100
points of 100% of the published rate - in other words, the published rate itself, or Worldscale flat.
Worldscale 243 means 243 points or 243 per cent of the published rate and Worldscale 31.5 means
31.5 points or 31.5% of the published rate.
 Economies of scale dictate that, in order to break even on a voyage, a large tanker carrying a large
quantity of oil will require a lower freight rate per tonne than a smaller tanker lifting a smaller
cargo. A VLCC might therefore be quoted at W41 while a 50,000-tonner may require well over
W100 or even more than W200.

28. CESSER clause explain

Ans; it is in voyage charter, 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 stating that
...charterers liability will cease on shipment of cargo and payment of freight, deadfreight and demurrage,
i.e. sums incurred at the loading port. The shipowner, however, will not want to find himself without a
remedy for any breach of contract or damage done to his vessel after the charterers liability has ceased,
and will want legal recourse against another party, who will usually be the receiver of the goods. Therefore,
if a Cesser Clause is incorporated in the charter party, a 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. The relief given to the charterers from their
obligations only operates to the extent that outstanding sums can be recovered at the discharge port. The
owners must proceed against the receiver first, but the charterers will remain liable for sums which cannot
be recovered from the receiver.
29. Explain bill of lading in detail
6.2 Ans; Bill of Lading (B/L)
The bill of lading is the declaration of the master of the vessel by which he acknowledges that he
received the goods on board of his ship and assures that he will carry the goods to the place of
destination for delivery, in the same condition as he received them, against handing of the original bill
of lading.
The bill of lading (B/L) serves as:
1. A receipt of the goods by the shipowner acknowledging that the goods of the stated species,
quantity and condition, are shipped to a stated destination in a certain ship, or at least received in
custody of the shipowner for the purpose of shipment;
2. A memorandum of the contract of carriage, by which the master agrees to transport the goods to
their destination; all terms of the contract which was in fact concluded prior to the signing of the
bill of lading are repeated on the back of this document;
3. A document of title to the goods enabling the consignee to dispose of the goods by endorsement
and delivery of the bill of lading.
. MATES RECIEPT Chief officer (C/O) compares ships tally or intaken cargo tonnage with
details on Shipping Note and issues a Mates Receipt (M/R) from ships triplicate book. M/R contains
accurate and truthful details of quantity and condition of goods, including references to any shortage,
damage, etc. C/O gives at least one copy to shippers representative but retains one copy in book. Shipper
obtains a full set of blank B/Ls from carrier, types in details of received cargo exactly as stated on M/R
given by ship. Shipper sends full set of original B/Ls to port agent for signing by master or agent (with
written authority of master). Person signing B/Ls carefully checks that typed details correspond to those in
ships copy of M/R, and signs all original B/Ls in set. Full set of signed original B/Ls is handed to shipper.
Other signed copies (marked COPY - NON-NEGOTIABLE) are also issued for office/filing purposes. Ship
sails from loading port. During voyage shipper may sell goods to another party by endorsement and transfer
of the full set of B/Ls. This may happen several times. Ship arrives at discharge port. Last buyer of goods in
chain (who is now consignee) or his receiver proves his identity to port agent and presents one original B/L,
endorsed to him. Pays freight and any demurrage owing. Agent stamps B/L accomplished and issues
Delivery Order to consignee to enable him to collect his goods. Consignee or receiver presents Delivery
Order to ship, bills of lading are made up of four specimens;
1. one for the shipper,
2. one for the consignee of the goods,
 3. one for the master,
4. one for the owner of the vessel.
Only these three or two specimens are marked with the statement "original", and all the other
specimens - the ones for the master, the owner of the vessel, the consignee, and other specimens for other
purposes - are marked with the statement "copy not negotiable". Sometimes a hundred "copies not
negotiable" exist, and none of them gives the right to receive the goods.
The three or two originals, handed over to the shipper, is called "a full set of bills of lading". When a
person has a full set of bills of lading, it is impossible that another person would receive the goods. The bill
of lading always mentions the number of originals.
The B/L must indicate that the goods have been loaded on board or shipped on a named vessel, and it
must be signed or authenticated by the carrier or the master, or the agent on behalf of the carrier or the
master. The signature or authentication must be identified as carrier or master, and in the case of agent
signing or authenticating, the name and capacity of the carrier or the master on whose behalf such agent
signs or authenticates must be indicated.
A set contains at least two originals. In practice, a set of three originals is the most common. The
number of original bills of lading (Bs/L) may be expressed as 3/3 (read as 'three of three') or 2/2 (read as
'two of two'). In the sample L/C, it the L/C stipulates "Full set 3/3... The purpose of issuing more than one
original is to ensure that the port of destination will receive the original when dispatched separately. The
original Bs/L are proof of ownership of goods, one of which must be surrendered to the carrier at
destination, duly endorsed by the title holder in the goods in exchange for the goods or the delivery order.
When one of the originals being surrendered to the carrier, the others become invalid.
The non-negotiable copy of B/L simply means the unsigned copy of the B/L, which is for information
purposes.

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.

30. discuss COLREG and reg 22 and 23
Ans: Part C Lights and Shapes (Rules 20-31)
Rule 20 states rules concerning lights apply from sunset to sunrise.Rule 21 gives definitions.

Rule 22 covers visibility of lights - indicating that lights should be visible at minimum ranges (in nautical
miles) determined according to the type of vessel.

Rule 23 covers lights to be carried by power-driven vessels underway.

Rule 24 covers lights for vessels towing and pushing.

Rule 25 covers light requirements for sailing vessels underway and vessels under oars.

Rule 26 covers light requirements for fishing vessels.

Rule 27 covers light requirements for vessels not under command or restricted in their ability to
manoeuvre.

Rule 28 covers light requirements for vessels constrained by their draught.

Rule 29 covers light requirements for pilot vessels.

Rule 30 covers light requirements for vessels anchored and aground.Rule 31 covers light requirements for
seaplanes

Part D - Sound and Light Signals (Rules 32-37)

 Rule 32 gives definitions of whistle, short blast, and prolonged blast.

Rule 33 says vessels 12 metres or more in length should carry a whistle and a bell and vessels 100 metres
or more in length should carry in addition a gong.

Rule 34 covers manoeuvring and warning signals, using whistle or lights.

Rule 35 covers sound signals to be used in restricted visibility.

Rule 36 covers signals to be used to attract attention.

Rule 37 covers distress signals.

31. what is AFRA and AFRA max

AFRA- average freight rate assessment The London tanker brokers panel determine market
rates under a freight billing system called AFRA.
They are unique in being the only assessment of their kind to be recognized by taxation
authorities, as an acceptable method of charging freights between affiliated company of
multinational groups. AFRA results are used by oil traders and govt agencies, to access the
freight element in various types of oil sale agreement. AFRA results are published on the first
business day of each month and cover five dead weight group.
Medium range- 25000-49999 DWT
Large range 1- 500000-79999 DWT
Large range 2- 80000-159999 DWT
VLCC- 160000- 319999 DWT
ULCC- 3200000-549999 DWT
In each of the five groups tonnage is divided into three categories, long term charter, short
term charter, single voyage charter, each month AFRA subscribers receive the AFRA
expressed in new Worldscale points.
Panamax tankers are vessels in the range 50,000-74,999 dwt.
Aframax tankers are vessels large enough to carry Aframax-size cargoes of between 80,000 tonnes and
119,000 tonnes. The average size of Aframax cargoes varies from one world region to another, resulting in
different tanker market practitioners quoting different sizes for an Aframax tanker 4 Vessels in this category of
less than 100,000 dwt are divided into dirty and clean groups, dirty vessels carrying black cargoes such as crude oil, heavy
fuel oils, asphalt, etc. and clean vessels carrying refined
white products.
A Suezmax tanker is a vessel of such a size (around 150,000-200,000 dwt, depending on dimensions and
draught) that she can sail through the Suez Canal when fully loaded. Some brokers categorise Suezmax
tankers as vessels in the range 120,000-199,999 dwt.

32. discuss wreck and salvage convention

SALVAGE convention
International convention on salvage 1989 ; it has 34 articles included in five chapters.
Ch 1 deals with general provisions definitions etc.
Ch 2 deals with the salvage performance such as duties of salvor, owner and the master,
Ch 3 deals with rights of salvor
Article 13 deals with criterion for fixing the reward
Article 14 deals with the special compensation clause- SCOPIC
Chapter 4 deals with claims and actions
Ch 5 deals with final clauses.
33. Exhaust boiler safety valve settings
34. What things to check in dry-dock
Ans;Items to be checked before dry-docking
1. check the documentations;
 Plans- General arrangement, Docking plan, Shell expansion plan
Surveys and certifications due/ renewal
Maintenance schedules, spares and stores R.O. B and requirement
Measuring instruments,
Consumption of stern tube lube oil , send samples for analyses
M/E crankshaft deflection and record
Sound all the engine room DB tanks
Items to be checked during docking
shore connection terminal box, phase sequence indicator, voltage and frequency of shore
supply, KW hr meter on the shore side if any.
maintain vessels trim as required by the dry dock authorities
ensure the FFA equipments such as fire plan are in order, availability of international
shore connection
check with ,master when to shut down the M/E , A/Es and Sea water pumps,
boiler dump condenser to be isolated after stopping the boiler
sewage discharge connection to be made ready for discharge ashore or to be collected in
tanks
isolate the tern tube lube oil head tank while the water being pumped out.
ensure that all DB tanks bottom drain pugs are fitted back and cemented

Items to be checked during undocking
leakages from the sea water pipe lines and ship side valves etc.
ensure that oil is there in stern tube head tank and correct tank in use.
Remove the shore connections and check the KW hr meter reading
Check the contents of the DB tanks so that trim is maintained as per dry-dock
authorities requirement.

35. Ballast water management why and how

Ans; International Convention for the Control and Management of Ships'

Ballast Water and Sediments

Adoption: 13 February 2004

Entry into force: 12 months after ratification by 30 States, representing 35 per cent of
world merchant shipping tonnage.,

Under article 2 ;to prevent, minimize and ultimately eliminate the transfer of harmful
aquatic organisms and pathogens through the control and management of ships' ballast
water and sediments.

Reception facilities
Under Article 5 Sediment Reception Facilities Parties undertake to ensure that ports and terminals where cleaning
or repair of ballast tanks occurs,

Survey, certification and inspection

Ships are required to be surveyed and certified (Article 7 Survey and certification) and may be inspected by port
State control officers (Article 9 Inspection of Ships) who can verify that the ship has a valid certificate; inspect
the Ballast Water Record Book; and/or sample the ballast water. If there are concerns, then a detailed inspection
may be carried out and "the Party carrying out the inspection shall take such steps as will ensure that the ship
shall not discharge Ballast Water until it can do so without presenting a threat of harm to the environment,
human health, property or resources."
Annex - Section B Management and Control Requirements for Ships
Ships are required to have on board and implement a Ballast Water Management Plan approved by the
Administration (Regulation B-1)

Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast water is taken on board;
circulated or treated for Ballast Water Management purposes; and discharged into the sea. It should also record
when Ballast Water is discharged to a reception facility and accidental or other exceptional discharges of Ballast
Water

Annex - Section D Standards for Ballast Water Management

Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do so
with an efficiency of 95 per cent volumetric exchange of Ballast Water. For ships exchanging ballast water by the
pumping-through method, pumping through three times the volume of each ballast water tank shall be
considered to meet the standard described. Pumping through less than three times the volume may be accepted
provided the ship can demonstrate that at least 95 percent volumetric exchange is met

The sequential flow-through and dilution methods of ballast water exchange will be accepted. When
flow-through or dilution is used, at least three times the tanks volume should be pumped. Ballast
water exchange should be carried out with an efficiency of at least 95% volumetric exchange.

D1 = Ballast Water Exchange (95% volumetric exchange) or pumping through three time the
volume of each tank.
D2 = Ballast Water Treatment systems approved by the Administration which treat ballast
water to an efficacy of:

not more than 10 viable organisms per m3 >50 micrometers in minimum

dimension, and

not more than 10 viable organisms per millilitre < 50 micrometers in minimum
dimension and >10 micrometers in minimum dimension.

Indicator Microbe concentrations shall not exceed: a) toxicogenic vibrio cholerae: 1 colony
forming unit (cfu) per 100 millilitre or 1 cfu per gram of zooplankton samples; b) Escherichia
coli: 250 cfu per 100 millilitre c) Intestinal Enterococci: 100 cfu per 100 millilitre
Construction Date (CD) = keel laying date; 50 tons or 1% of structural material whichever
is less; or major conversion.
Major Conversion = change of ballast capacity of 15%; change of ship type; projected life is
extended by 10 years; or ballast system modification except for replacement-in-kind or
modifications needed to meet ballast water exchange
Ballast Water Exchange is to take place as follows: regulation B4

1) at least 200 nm from the nearest land and in 200 m water depth;

2) at least 50 nm from the nearest land and in 200 m water depth; or

3) in the event throughout the intended route the sea area does not afford the above
characteristics, in a sea area designated by the port State.

All ships > 400gt are to be surveyed (initial, annual intermediate, and renewal) and
certificated (not exceeding 5 years).
 36. Differentiate between bareboat and voyage, time charter
Ans; voyage charter
is a contract for the carriage by a named vessel of a specified quantity of cargo between
named ports or places. The charterer, who may be the cargo owner or may be
chartering for the account of another party such as the shipper or the receiver, agrees to
provide for loading, within the agreed period of time, the agreed quantity of the agreed
commodity, to pay the agreed amount of freight, and to take delivery of the cargo at the
destination place. In effect the charterers hire the cargo capacity of the vessel, and not
the entire vessel, and to this extent a voyage. The shipowner must provide the master and
crew, act as carrier and pay all running and voyage costs, unless the charter party
specifically provides otherwise.
Freight is in proportion to the volume of the cargo

time charter -
- is a contract for the hire of a named vessel for a specified period of time. The
shipowner is responsible for vessels running expenses, i.e. manning, repairs and
maintenance, stores, masters and crews wages, hull and machinery insurance, etc. He
operates the vessel technically, but not commercially. The owners bear no cargo-handling
expenses and do not normally appoint stevedores Stevedoring damage notification
forms, and log extracts (or abstracts) will usually be required to be sent to the
charterers.
an extra payment to be made by the charterers each time the ships crew sweep and/or
wash down the holds of a dry cargo ship. Time charterers are normally allowed to fly
their own house flag and, at their own expense, paint their own colours on the funnel
and/or sides.

bareboat charter (sometimes called a charter by demise or demise charter

is a contract for the hire of a vessel for an agreed period during which the charterers
acquire most of the rights of the owners, is used by owners such as banks and finance
houses who are not prepared to operate or manage ships themselves. a purchase option
after expiry of the charter or during the hire period. (Hire payments may include
instalments of the purchase price, and transfer of ownership may follow the final
instalment. Many permutations are possible.) In essence the vessel owners put the vessel
(without any crew) at the complete disposal of the charterers and pay the capital costs,
but (usually) no other costs. The charterers have commercial and technical responsibility
for the vessel, and pay all costs except capital costs.

37. DOC is issued to whom?

Ans: Document of Compliance is issued to the shipping company upon when the shipping
company demonstrates the plan to implement safety management system, meting the full
requirement of this code with the period of validity of interim DOC
 38. Discuss LOF
Ans; The only international standard form of salvage agreement in use is Lloyds Standard
Form of Salvage Agreement or Lloyds Open Form (LOF). A form of contract which was
easily understood and known to be fair to salvors, seafarers owners and underwriters
alike;
a contract which can be agreed without hesitation or negotiation thereby
enabling necessary salvage work to start immediately;
a contract with an administrative system and rules of conduct under which the
assessment of the salvage award and all disputes could safely be left to be
resolved after a successful operation had been completed;

The 1980 version (LOF 80) provided that contractors could limit their liability
in accordance with the 1976 Limitation Convention, notwithstanding that, at
that time, the Convention did not then have the force of law. LOF 80 also broke, for the
first time, the centuries old salvage principal of no cure no pay by providing that if the
salvage services involved a laden tanker, the salvor, even if unsuccessful, would at least
recover the very minimum of his expenses plus an uplift of 15%. This was done to
encourage salvors to run to the assistance of seriously damaged tankers which were
threatening damage to the environment.

LOF90 incorporated the Salvage Convention which included the very important new
provision for Special Compensation under Article 14. But difficulties of interpreting the
precise meaning of Article 14 of the Convention was defeating its very purpose, namely
to encourage salvors to proceed to the assistance of seriously damaged ships

To correct the situation, new concept, the SCOPIC Clause (Special Compensation P&I
Clause), which was specifically designed to replace the Article 14 provision of the
Salvage Convention and make the assessment of the amount due to the contractor that
much easier. LOF2000 specifically made provision for the use of the SCOPIC clause

39. What are critical machinery and critical operations

Ans; critical machineries are those machineries sudden failure of which may result in hazardous
situation- such as M/E, A/E. steering gear, IOPP euipment, LSA & FFA equipments, IG system
anchoring and mooring equipment, cargo handling equipments,
Critical operations are those operations, which if not followed correctly may lead to hazardous
situation or may pose a threat to the environment. such as manoeuvring or bunkering.
Critical operation would include but not ltd to
-navigation in res visibility
-nav in high desity traffic
-nav in res/narrow area
-heavy weather operation
-handling of haz cargo and noxious liquid substances
- bkrg and oil transfer operation at sea
- cargo operations on gas and oil / chemical tankers

40. What are dynamic elements of ISM

 Ans; dynamic elements of ISM code are as follows, dynamic elements are designed to
support continuous improvement of SMS
1. Internal audit and SMS review by the company
2. reporting of non conformities, accidents, near misses, and hazardous situations
3. masters review and reporting of deficiencies
4. identification of training needs and provision of same.

41. Test ships safety- tankers-hull related- cargo safety

42. Damaged stability criterion-product tanker chemical tanker- bulk carrier
43. For gas carrier any convention

44. P&I club who pay the premium

Ans; Shipowners pay the P&I club premium.
45. Suppose shipowner takes the policy from the P&I now the vessel is sold to another
person will policy get transferred,
Ans: NO the policy will not gets transferred, because new owner may not be a member of the
same club, While other insurance premiums are fixed on the basis of probabilities - or actuary
calculations, P&I insurance premiums are reviewed annually on a per ship and/or fleet basis. Several
factors are taken into account in the process, most importantly the claims record of the vessel,
specifically the average loss-ratio (claims as percentage of premium) over the previous 5 years.

46. a major maintenance is carried out in engine room , after starting normally another
accident take place- found from the incident , what could be the reason what will you do
regarding that.
Ans; Generally if a major maintenance is carried out and test run is normal , and after that if
any accident takes place the following could be the reasons
1. human error, lack of knowledge and experience, senior engineers irresponsible.
2. material failure, due to poor quality or substandard spare parts
3. failure of lubrication, again its the coz of human error, either insufficient lube oil
in the system or passages are not clear.
4. Excessive thermal stress or mechanical stress due to over tightening of
components, again it leads to human error, either insufficient cooling cooling
medium valves shut, or over or under tightening of the component, correct
tightening methods and procedures not followed.

47. CLC conventions what are the limits what are the amendments, has this convention
signed by India.

Ans; YES, ratified on 19.6.75 , CLC 69, and CLC protocol 1976
Limits in 1969-133 SDR /ton , with max limit of 14 million SDR
Limits as per 1992 protocol
Less than 5000GT , 3million SDR
5000GT to 140,000 GT , 3 million SDR+ 420 SDR per ton
over 140,000 GT , 59.7 million SDR
limits as per 2000 amendments
less than 5000GT, 4.51 million SDR
5000 to 140,000GT 4.51 million SDR+ 631 SDR per ton
over 140,000 GT 89.77 million SDR

48. What is FUND convention limit, who contribute to fund, has India ratified it, what is
supplementary fund, who contribute to supplementary fund, what is SDR
 Ans; YES India has ratified , act16.10.78, FUND, 1971 and protocol FUND 1976, 1992
protocol FUND ratification is under consideration, All persons or companies importing more
than 150000 tonnes of oil per year shall make contribution to the fund.
In May 2003, a Diplomatic Conference adopted the 2003 Protocol on the Establishment of a Supplementary Fund
for Oil Pollution Damage. The Protocol establishes an International Oil Pollution Compensation Supplementary
Fund, the object of which is to provide an additional, third tier of compensation for oil pollution damage.

the total amount of compensation payable for any one incident will be limited to a combined total of 750
million Special Drawing Rights (SDR) (just over US$1,000 million), including the amount of compensation
paid under the existing CLC/Fund Conventions
Special drawing rights is the new unit of account, based on the special drawing rights as used
by the International Monetary Fund (IMF)

49. What is the purpose of MS?

Ans; to provide for the registration of Indian ships and to consolidate the law relating to
merchant shipping
An act to foster the development and ensure the efficient maintenance of an Indian mercantile
marine in a manner best suited to serve the national interests and for that purpose to establish
national shipping board.
50. Junior for training on board DMET, and workshop, what will be your criterion for
training
51. STCW section in MS act
52. UK COC want to sail in Indian ship which section of MS act allows

Ans: 86.Recognition of certificates of competency or service granted in other countries.-

(1) If provision is made by the law in force in any country other than India for the grant of
certificates of competency or service similar to those referred to in this Act, and the Central
Government is satisfied-

(a) that the conditions under which any such certificates are granted in that country require
standards of competency or service not lower than those required for the grant under this Act of
corresponding certificates; and

(b) that certificates granted under this Act are accepted in that country in lieu of the corresponding
certificates granted under the laws of that country;

the Central Government may, by notification in the Official Gazette, declare that any certificate of
competency or service granted under the laws in force in that country and specified in that
notification shall for the purposes of this Act be recognised as equivalent to the corresponding
certificate of competency or service granted under this Act and specified in the notification.

(2) Whenever the provisions of this Act require that a person employed in any capacity on board
any ship shall be the holder of a specified certificate of competency or service granted under this
Act, any person employed in that capacity shall, if he is the holder of a certificate recognised
under sub-section (1) as equivalent to the first-mentioned certificate or to a certificate of higher
grade granted under this Act, and still in force, be deemed to be duly certificate under this Act.

53. As C/E what will you do when going to SECA area, what will you do with cylinder oil
Ans: in SECA areas to meet the SOX emission requirement of 6 g / kw hr under annex VI,
provision is made to burn fuel having low sulphur content of 1.5%. since the sulphur is
reduced therefore the TBN should also be reduced to counter less generated acidic effect,
therefore cylinder oil of low TBN should be used in the main propulsion engines. This can be
also be achieved by intelligent cylinder lubrication.
 54. As C/E what will you do with respect to annex VI Nox technical file if original spare is
not there what will you do.

Ans; The engines Technical File identifies the components, settings and operating values
that influences the exhaust emissions and these must be checked to ensure compliance
during surveys and inspections.

To satisfy the requirements of this method the following must be available:

o Technical File including the onboard verification procedure.
o Record book of engine parameters for recording all of the changes made
relative to an engines components and settings. Also to include technical
documentation in case of modification of any of the engines designated
components
o Nox influencing components- fuel injector nozzle, fuel pump, fuel
injection pressure, liner, piston , valve cams, valve timings, fuel timings,
con rod piston rod shims, cylinder heads and gasket.

Changing spares must be entered in the NOX tech file,

If the original spares as per the Nox tech file code are not on board then, make a
requisition on urgent basis, inform the company about the same, if possible try to
overhaul the same component, such as fuel injectors, dont change any parts with those
which are not in compliance with the Nox tech file.

In case it is very much urgent to renew such a part then keep a close monitoring of the
engine parameters and compare them with the previous record, Engine parameter record
book., while entering port limits reduce the load on the engine so that the exhaust
temperature are reduced and hence NOX.

55. What are the future amendments of MARPOL

Ans: 1 August 2007
March 2006 amendments to MARPOL
MARPOL regulation on oil fuel tank protection
The amendment to the revised MARPOL Annex I (which was adopted in October 2004 with
entry into force set for 1 January 2007) includes a new regulation 12A on oil fuel tank
protection. The regulation is intended to apply to all ships delivered on or after 1 August 2010
with an aggregate oil fuel capacity of 600m3 and above. It includes requirements for the
protected location of the fuel tanks and performance standards for accidental oil fuel outflow.
A maximum capacity limit of 2,500m 3 per oil fuel tank is included in the regulation, which also
requires Administrations to consider general safety aspects, including the need for
maintenance and inspection of wing and double-bottom tanks or spaces, when approving the
design and construction of ships in accordance with the regulation. Consequential
amendments to the IOPP Certificate were also adopted.

The MEPC also agreed to include appropriate text referring to the new regulation in the
amendments to the Guidelines for the application of the revised MARPOL Annex I
requirements to FPSOs and FSUs and approved a Unified Interpretation on the application of
the regulation to column-stabilized MODUs.
Definition of heavy grade oil
A further amendment to the revised MARPOL Annex I relates to the definition of "heavy grade
oil" in regulation 21 on Prevention of oil pollution from oil tankers carrying heavy grade oil as
cargo, replacing the words "fuel oils" with "oils, other than crude oils", thereby broadening the
scope of the regulation.
MARPOL Annex IV amendments
The amendment to MARPOL Annex IV Prevention of pollution by sewage from ships adds a
new regulation 13 on Port State control on operational requirements. The regulation states
that a ship, when in a port or an offshore terminal of another Party, is subject to inspection by
officers duly authorized by such Party concerning operational requirements under the Annex,
where there are clear grounds for believing that the master or crew are not familiar with
essential shipboard procedures relating to the prevention of pollution by sewage.
Amendments to BCH Code
Amendments to the Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk (BCH Code) were adopted as a consequence of the revised Annex II of
MARPOL 73/78 and the amended International Code for the Construction and Equipment
of Ships carrying Dangerous Chemicals in Bulk (IBC Code), which are expected to enter
into force on 1 January 2007. The MEPC also adopted a resolution on Early and Effective
Application of the 2006 amendments to the BCH Code to invite MARPOL Parties to consider
the application of the amendments to the BCH Code, as soon as practically possible, to
ships entitled to fly their flag. Also adopted were the revised Guidelines for the provisional
assessment of liquids transported in bulk. In this context the Committee urged industry, in
particular the chemical industry, to provide information on the revision of List 2 of the
MEPC circular which contains pollutant-only mixtures based on section 5 of the revised
Guidelines.
56. Discuss reg 13G, 13F
Ans; New-build tankers are covered by Regulation 13F, while regulation 13G applies to existing crude oil
tankers of 20,000 dwt and product carriers of 30,000 dwt and above. Regulation 13G came into effect on 6
July 1995.
Regulation 13F requires all new tankers of 5,000 dwt and above to be fitted with double hulls separated by
a space of up to 2 metres (on tankers below 5,000 dwt the space must be at least 0.76m).
As an alternative, tankers may incorporate the "mid-deck" concept under which the pressure
within the cargo tank does not exceed the external hydrostatic water pressure. Tankers built to this design
have double sides but not a double bottom. Instead, another deck is installed inside the cargo tank with the
venting arranged in such a way that there is an upward pressure on the bottom of the hull.
Other methods of design and construction may be accepted as alternatives "provided that such
methods ensure at least the same level of protection against oil pollution in the event of a collision or
stranding and are approved in principle by the Marine Environment Protection Committee based on
guidelines developed by the Organization.
For oil tankers of 20,000 dwt and above new requirements were introduced concerning
subdivision and stability.
The amendments also considerably reduced the amount of oil, which can be discharged into the
sea from ships (for example, following the cleaning of cargo tanks or from engine room bilges). Originally
oil tankers were permitted to discharge oil or oily mixtures at the rate of 60 litres per nautical mile. The
amendments reduced this to 30 litres. For non-tankers of 400 grt and above, the permitted oil content of the
effluent which may be discharged into the sea is cut from 100 parts per million to 15 parts per million.
Regulation 24(4), which deals with the limitation of size and arrangement of cargo tanks, was also
modified.
Regulation 13G applies to existing crude oil tankers of 20,000 dwt and product carriers of 30,000
dwt and above. Tankers that are 25 years old and which were not constructed according to the
requirements of the 1978 Protocol to MARPOL 73/78 have to be fitted with double sides and double
bottoms. The Protocol applies to tankers ordered after 1 June 1979, which were begun after 1 January 1980
or completed after 1 June 1982. Tankers built according to the standards of the Protocol are exempt until
they reach the age of 30. Existing tankers are subject to an enhanced programme of inspections during
their periodical, intermediate and annual surveys. Tankers that are five years old or more must carry on
board a completed file of survey reports together with a conditional evaluation report endorsed by the flag
Administration. Tankers built in the 1970s which are at or past their 25th must comply with Regulation 13F.
If not, their owners must decide whether to convert them to the standards set out in regulation 13F, or to
scrap them. Another set of tankers built according to the standards of the 1978 protocol will soon be
approaching their 30th birthday - and the same decisions must be taken.

57. discuss future amendments of SOLAS?