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REPORT OF ORAL EXAMINATION FOR MASTER (FG) GRADE CERTIFICATE OF

COMPETENCY
EXAMINATION CENTRE MERCANTILE MARINE DEPARTMENT: MUMBAI/ CHENNAI/ KOLKATA/
KOCHI/ KANDLA/NOIDA

Serial Competency Topics: Includes 2nd Mate(FG), FIRST Mate (FG) and the
PAGE NO
No following topics of ASM
1 INDIAN MERCHANT SHIPPING ACT
Registration of ships, Engagement discharge and management of Seafers,
Entries in Official Log book, Hygiene of the ship and welfare of crew, Port
Health Requirements,Safety of Ship, Crew and Passengers, Masters duties
to render assistance and reporting dangers, Unseaworthy ship, Pollution, 5-22
Liability and Compensation, Wrech and Salvage,Investigations and
Inquires. Awareness of Merchant Shipping Rules. Latest amendments
to MS Act.
PRINCIPLES AND PRACTICE OF MODERN SHIP
2 MANAGEMENT

ISM CODE, ISPS CODE, Leadership, Teamwork and Managerial skills,

Bridge resource Management, Taking over ship as Master, Change of
Management, Audits and Certification, Risk Assessment, Guidelines on
Fatigue, Occupational Health and Safety on ships, Lessons learnt from 23-38
casualty investigation reports. Casualty Investigation Code. Drug and
Alchohol Policy. Mentoring of junior officers and trainees. Amendments
in STCWConvention.
3 SURVEY AND CERTIFICATION
Certificates and documents required on a passenger, bulk, oil chemical or
gas carrier and other cargo ships as per the Conventions. Survey
procedures to obtain these certificates and to maintain its validity. Surveys
and Certificates for Special Trade Passenger Ships/River Sea vessels and
Indian Coastal vessels. Dry-docking surveys and requirements.
38-56
Enhanced Survey Programme. Preparing Repairs specifications for
Drydock. Drydocking both intact and in damaged condition. Other trading
certificates required to be carried. Role of Recognized organisations.
Classification surveys. Latest amendments in SOLAS, LOADLINE,
TONNAGE Conventions
4 Control measures
Port State Control Procedures by IMO, Flag State inspections, vetting
inspections, terminal inspections, Condition surveys etc. Various MOUs
on PSC, Ship Risk profile, Black list/grey lists by MOUs. (Not covered as
it all queastions are in syllabus)
5 Emergency response procedures
Fire/explosion in Port & at sea, Grounding, Collision, Pollution, Flooding,
Engine/Steering failure, Listing, MOB, Leakage and spills of dangerous
cargoes. International obligations upon Collision and reporting instances.
Rescue of victims from enclosed spaces & Rescue of survivors from
56-91
another vessel or sea. Musters and Drills. Damage Control Plans.
Abadonship procedures. Method of refloating vessel. Precautions when
Beaching. Damage Stability Criteria and Damage Stability Booklet.
Emergency Technical Assistance Service by Classification Societies in

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damage assessment and suvival capability

6 LIFE SAVING AND FIRE FIGHTING APPLIANCES
Knowledge of various LSA and its usage. Onboard maintenance and
operational readiness of LSA & FFA. Various Fire Fighting Appliances:
Maintenance and ready availability, fire control plan, fire drills, fixed fire
fighting systems and its testing procedures (Not covered as it all
queastions are in syllabus)
7 RADIO COMMUNICATION , SEARCH AND RESCUE
Knowledge of functional requirements, Radio installations, Radio personel
and Radio records. Distress/urgency/Safety messages. Avoidance of false
distress alerts. Search and Rescue procedures, GMDSS Volume V. Steps
91-123
to be taken when disabled and in distress, assisting ship or aircraft in
distress. Safety in Helicopter rescue operations. IAMSAR manual

8 SAFETY OF NAVIGATION AND COLREGS

Knowledge of Distress Messages- Obligation and procedures, Safe
Manning, Navigating in Ice, Ships Reporting System. Ships Routeing,
Vessel Traffic Services, Navigational Equipments, VDR and LRIT.
Masters discretion. Navigation Bridge Visibility. Master-Pilot relationship.
Pilot Boarding Arrangements. Watchkeeping Principles as per STCW.
Ocean
123-151
Towing. Emergency Towing Arrangements. Maritime Assistance Service.
BMP to deal with Piracy and Armed Robbery against Ships. Polar Code
and High Latitude Navigation. Weather Routeing services and Voyage
planning.COLREGS application, identification of vessels by day/night.
Action to be taken in various situtations including Restricted Visibility.
Amendments to COLREGS.
9 SHIP HANDLING
Manoevering and handling ships in all conditions. Manoevering
characteristics/criteria and WH Poster. Emergency Stopping Maneoveres,
Crash stop, rudder cycling. Avoidance of dangerous situation in following
and quartering sea. Synchronous rolling/parametric rolling, Wing heeling
criteria for high freeboard ships, Picking up pilot, Maneovering in and
near TSS and VTS areas. Navigation in special areas such as straits of
Malacca and Singapore, English Channel, Entrances to Baltic sea. Off
151-195
shore installation and structures. STS operations. Anchoring and berthing
under the effect of tide/wind in shallow/deep waters. Use of anchors for
berthing. Squat, transverse thrust, Pivot Point, interaction between
ships/shore. Turing the ship short round. Dragging/dredging anchors.
Different types of tugs and its usage and limitations. Berthing with or
without Tug in various conditions of wind, current and tide. Effectiveness
of bow and stern thrusters.
10 CARRIAGE OF CARFOES
Economics of Sea Transport. Contract of Affreightment, Charterparties,
Bills of Ladings and its main clauses. Conditions of carriage of cargoes.
AFRA, WORLDSCALE & INCOTERMS. Voyage Estimates. Hague rule,
Hague- Visiby Rules, Hambaurg Rules, Rotterdam Rules, COGSA,
Containerization and Multi-Modal Transport Act. Handling of 195-212
claims and disputes pertaining to Cargo Carriage. Knowledge of standards
for ship carrying Oil cargoes, Chemical in bulk,Liquid gas in bulk,
Containers, Solid bulk cargoes with chemical properties that may entail
hazard during transport. Safety in container transport and VGM.

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Additional Safety Measures for bulk carriers. Grain loading and Carriage
of dangerous packaged goods (IMDGs). Care/stowage and securing of
cargoes. Latest amendments in IMDG Code, IMSBC Code and other codes
11 ENVIROMENTAL PROTECTION
Knowledge of Annex I to VI of MARPOL 73/78, Requirements for
reporting incidents involving dangerous goods, harmful substances and / or
marine pollutants. SOPEP/SMPEP/SEEMP. Oil/Cargo/Garbage Record
Book. Energy Efficiency measures. Latest Amendments in MARPOL.
Vessel Response Plan & OPA 90. Ballast Water Convention. Ship 212-237
Recycling Convention. Global Warming, Climate Change, Carbon Credit
and Kyoto Protocol. National and international Liability for oil pollution.
CLC, Bunker CLC and FUND Convention. International compensation
fund. Revisions in Limits of Liability
12 MISCELLANEOUS PROVISION
FAL Convention, Inward outward customs clearance. Immigration
Clearance. Quarantine Clearance. Dealing with Stowaways. H&M Marine
Insurance. Conditions & Warranties. Particular/General Average.
York&Antwerp Rules. P&I Clubs. Port of Refuge. Salvage & Towage. 237-262
Lloyds Open Form. Scopic clause. Salvage Convention. Wreck Removal
Convention. LLMC Convention. Features of Polar Code, IGF Code & III
Code.

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SECTION -1 : INDIAN MERCHANT SHIPPING ACT

Q1 Registration of ship

Ans - chapter 6.1 of MS act.

The object of registration is to ensure that persons who are entitled to the privilege and protection
of the Indian flag get them. The registration affords evidence of title off the ship to those who deal
with the property in question. It also gives protection to the members of the crew in case of
casualties involving injuries and/or loss of life to claim compensation under the provisions of the
Indian Acts in Indian courts.

6.2 At present Mumbai, Calcutta, Madras, Cochin and Mormugao have been notified as ports of
registry and principal officers of Mumbai, Calcutta & Madras and Surveyor in charge of Cochin and
Mormugao have been notified as Registrar of Indian ships. In their capacity as registrar of Indian
ships, the principal officers are required to maintain a complete record of Ships on register
indicating status of the ship on a particular date. A central register is maintained by the Director
General of Shipping, which contains all the entries recorded in the register books kept by the
registrar at the port of registry in India. The Director General of Shipping, at the request of owners
of Indian ships, desiring to be known at sea, allots signal letter & controls the series that may be so
issued. Certain formalities are required to be complied with before a ship is registered as an Indian
ship and these are laid down in the Merchant Shipping (Registration of ships) rules 1960 as
amended from time to time.

6.3 Part V of the Merchant Shipping Act, 1958 and Registration of ships rules, 1960 as amended
from time to time, are concerned with the Registration of Indian ships.

6.4 STATUS OF INDIAN SHIPS

The conferment of status of Indian ships is restricted to:

i) Ships owned by a citizen of India.
ii) Ships owned by a company or body established by or under any central or state Act which has its
principle place of business in India.
iii) Ships owned by a co-operative society which is registered or deemed to be registered under the
Co-operative Society Act, 1912, or any other law relating to Co-operative Societies for the time
being in force in any state.

QUALIFICATION REQUIRED FOR REGISTRATION AS INDIAN SHIPS:

Sea going ships fitted with mechanical means of propulsion of 15 tons net and above howsoever
employed and those of less than 15 tons net employed otherwise than solely on the coasts of Indian
qualify for registration under Part V of the Merchant Shipping Act, 1958. Ships so registerable are
required to be registered only at ports designated as ports of registry.

6.4.1 In their capacity as Registrar of ships, the Principal officers and concerned Surveyors In-
charge are required to maintain a complete record of ships on register indicating as on a particular
date the person/persons, either in their individual capacity or as joint owners or as a corporate body,
who have a stake in the ownership of ships. Not more than 10 individuals are entitled to be
registered as a owner of a fractional part of a share in a ship, but a maximum of 5 persons could be

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registered as joint owners of a ship or of any share and shares therein. Joint owners by reason of the
position as such cannot, however, dispose off in severalty, any share or interest therein.

6.5 FORMALITIES TO BE OBSERVED FOR REGISTRATION AS INDIAN SHIP :

6.5.1 The owner of a ship wishing to have it registered at a port in India has to submit to the
concerned Register:

a) A declaration of ownership – in one or the other prescribe forms, as may be applicable,

depending upon whether he is a sole proprietor, joint owner or a company made before a Registrar,
Justice of the peace or an Indian Consular Officer.

b) A certificate signed by the builder (builder’s certificate) of the ship containing a true account of
the proper denomination and of the tonnage of the ship as estimated by him and the time, when and
the place where the ship was built, (for new ship).

c) The instrument of sale under which the property of the ship was transferred to the applicant who
requires it to be registered in his name, (for secondhand ships). d) To give a minimum of 14 days
notice to the Registrar of the name proposed for the ship. The Registrar before registering the vessel
in the name of the applicant shall obtain prior approval of the name from the Director General of
Shipping who will also allot an official number for the ship.

6.5.2 On being satisfied that the ship, on the strength of the evidence placed before him, is entitled
to be Indian ship, the Registrar arranges for survey of the ship by a surveyor for the determination
of her tonnage in accordance with the Merchant Shipping (Tonnage Measurement) Rules, 1987 as
amended from time to time, for the purpose of issue of a Certificate of Survey.

6.5.3 After the formalities enumerated above have been gone through, the Registrar issues a carving
and marking note. This note is to be returned to the Registrar after carving and marking have been
duly carried out on the ship in the prescribed manner and certified by a Surveyor. The carving and
marking involves the carving of the name of the ship conspicuously on each side of her bows as
well as insertion permanently on her stern the name of the intended port of registry.

6.5.4 On completion of the preliminaries to registry as described in the preceding paras, the
Registrar enters the particulars of the ship such as :

a) Name of the ship and the port to which she belongs.

b) Details contained in the Surveyors Certificate.

c) Particulars respecting her origin as revealed in the declaration of ownership.

d) the name and description of her registered owner and, if there are more owners than one, the
number of shares owned by each of them; and

e) Name of the Master, in the Registry Book. The Registrar issues thereafter to the owners a
certificate of registry retaining the Surveyor’s certificate, builders certificate, instrument of sale by
which the ship was sold, and the declaration of ownership.

6.6 FORMALITIES CONNECTED WITH REGISTRATION OF AN INDIAN SHIP WHEN

ACQUIRED ABROAD.

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When a ship is built or acquired out of India and becomes the property of a person qualified to own
an Indian ship, the owner or the Master of the ship will have to apply to the Indian Consular Officer
at the nearest port for the issue of a provisional certificate of Indian registry and such officer, on
production of satisfactory proof of ownership, grant the same to the owner or the Master. Such a
certificate has all the force of a certificate of registry. It is, however, valid for a period of 6 months
from its date of issue or until the arrival of the ship at a port where there is a Registrar whichever
first happens and on either of these events happening would cease to have effect. The provisional
certificate so issued will have to be exchanged by the owner for a certificate of registry from the
concerned Registrar.

6.7 Quite often a ship has to set sail from a port where she is built in India to a port where she has to
be registered. The owner in such cases or where he has applied to the Registrar for registration but
delay in the issue of certificate of registry is anticipated, the Registrar may, on the strength of the
authority issued by the Director General of Shipping, issue a temporary pass to enable the ship to
ply between the ports in India.

6.8 The Certificate of Registry has to be used only for the lawful navigation of the ship and is not to
be detained by reason of any lien, mortgage of interest whatsoever claimed by any party.

6.9 Anybody having possession of the certificate of registry has to make it over to the person
entitled to its custody as otherwise he becomes liable for being summoned before a Magistrate and
examined on the issue touching his refusal to surrender the certificate to the one entitled to it.

6.10 No change in the name already in the registry is permitted except in accordance with the
procedure laid down in the M.S.(Registration of Ships) Rules, as amended from time to time.

6.11 Application for the registry of alterations to a ship will have to be made to the Registrar within
one month of the alterations.

6.12 Where the alterations are material so as to affect the principal dimensions of a ship or the
means of propulsion, a ship will have to be registered as new and, in that event, rules applicable for
first registry will come into force.

6.13 Where a ship is registered under circumstances envisaged in para (6.12) above the original
certificate of registry stands cancelled and the existing entries in the registry, remain closed. The
original official number allotted to ship, is however, retained.

6.14 Where transfer of a port of registry is desired by all the parties having a stake in the ownership
or otherwise of the ship, they shall apply to the Registrar of her port of registry, who may, with the
prior approval of the Director General of Shipping have no objection to such transfer subject to such
formalities as has been laid down in the M.S. (Registration of Ships) Rules and on payment of the
requisite fees prescribed thereof.

6.15 Whenever there is any change in the Master of an Indian ship, in whatever the way the change
has come about, a memorandum of change has to be endorsed and signed on the Certificate of
Registry by the Presiding Officer of a Marine Board or a Court if the change of Master is brought
about as a result of the findings of the Marine Board of Inquiry or the Registrar or any other officer
authorized by the Central Government or the Indian Consular Officer depending upon whether the
change has occurred in India or abroad.

6.16 In the event of an Indian Ship being either actually or constructively lost, taken by the enemy,
burnt or broken up or ceasing for any reason to be an Indian ship, every owner of the ship or any

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share in the ship is required to give a notice thereof to the Registrar and thereupon the Registrar will
make an appropriate entry in the Register Book and the entry of the ship in that book would then be
deemed mortgage that lies unsatisfied on that date will, continue to remain in force. The Master of
such a ship, if the event accrues in India, will immediately make over the Certificate of Registry to
the Registrar or within a period of 10 days after his arrival in India if the event occurs elsewhere.

6.17 TRANSFER OR ACQUISITION OF AN INDIAN SHIP OR INTEREST THEREIN :

6.17.1 As per amendment to Section 42 of the M. S. Act no prior permission from the Director
General of Shipping is required for creation of any mortgage on a ship except during the period
when the security of India or any part of the territory thereof is threatened by war or external
aggression. Similarly the Director General of Shipping's prior approval for the sale of the ship is not
required provided:

a) all wages and other amounts due to seamen in connection with their employment on that ship
have been paid in accordance with the provisions of this Act. b) the owner of the ship has given
notice of such transfer or acquisition of the ship to the Director General.

Any such transfer can be effected only by an instrument in writing in the prescribed form and the
instrument, as may be so drawn up, has to contain a full description of the ship as is generally
contained in the Surveyors ' certificate sufficiency to identify the ship by the Registrar and be in the
form (Registration Form No.9) prescribed in the M.S. (Registration of Ship’s) Rules, 1960, as
amended from time to time. The owner of an Indian ship or a share therein wishing to transfer it in
favour of somebody else will have to apply to do so with full particulars of the transferee. Where
the instrument of sale refers to a consideration other than money, and if the Registrar has any doubt
as to whether that constitutes a good condition, a decision therein will lie on the Director General of
Shipping to whom the matter may have to be referred.

6.17.2 If the transaction has been concluded in India, the instrument of Sale referred to above
accompanied by a Declaration of Ownership and the prescribed fee thereof has to be produced by
the transferee to the Registrar of the port where the ship has been registered who will make
appropriate entries in the Register Book and also suitably endorse on the instrument the date and
hour of the entry. The Registrar has also to make as soon as possible suitably endorsement on the
Ship's Certificate of Registry. Every such transaction has to be reported to the Director General of
Shipping.

6.18 TRANSMISSION OF AN INDIAN SHIP OR INTEREST THEREIN :

6.18.1 Where the property in an Indian ship or share therein is transmitted to a person on the death
or insolvency of the registered owner or by any lawful means other than a transfer described as
above, it would be effected by an application made to the Registrar of the ship's port of registry
accompanied by a declaration in the prescribed form identifying the ship and also a statement of the
manner in which and the person to whom the property has been transmitted. In the case of
transmission consequent on insolvency, a declaration of transmission has to be accompanied by
proof of such claim. In the case of transmission as a result of death, the declaration of transmission
shall be accompanied by a Succession certificate, probate or letters of Administration, under the
Indian Succession Act, 1925 or a duly certified copy thereof. The Registrar on receipt of the
declaration of transmission will make appropriate entry in the register book to give effect to the
change in the ownership.

6.18.2 Where as a result of the transmission of property in a ship or share there on death or
insolvency or otherwise a ship ceases to be an Indian ship, the Registrar of Port of her registry will

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have to submit a report to the Central Government through the Director General of Shipping setting
out the circumstances in which the ship has ceased to be an Indian ship. On receipt of such a report,
Central Government can make an application to the High Court for a direction for the sale of such
Ship to any Indian citizen or any Indian company. Such an application may have to be made to the
High Court by the Government within 60 days from the date of receipt of the report.

6.19 REGISTRY OF GOVERNMENT SHIPS

6.19.1 A ship owned by Government is also registered in the same manner as other Indian ships
subject to the following modifications :

a) the application for registry has to be made by the Secretary of the Ministry concerned or the Head
of the Department to whom the management of the ship is entrusted or any other officer nominated
by the Central /State Government with the particulars, as detailed below:

i) name and description of the ships

ii) a statement of the time and the place where the ship was built and, if these particulars are not
known, a statement to that effect, and of the former name, if any known:
iii) a statement of the nature of the title to the said ship; and
iv) The name of the Master.

b) No declaration of ownership is necessary.

c) The Registrar on receiving the application and on compliance with the necessary formalities will
enter the ship in the registry book as belonging to Government, State or Central.

d) The transfer of a registered Government ship has to be made by an instrument of sale in the
prescribed form from which should be omitted the portion relating to the convenant. The instrument
will have to be signed on behalf of the transferee by an officer authorised by Government, Central
or State.

6.20 At the request of the owners of Indian ships desiring to be known at sea, signal letters are
allotted by the Director General of Shipping, who will control the series that may be so issued. The
allotment of such signal letters are required to be noted in the Register Book and endorsed suitably
on the Certificate of Registry. The allotment of signal letters will form subject matter of a
communication by the Director General of Shipping to the Wireless Adviser, Ministry of
Communication, New Delhi

6.21 There is no bar to re-registration of an abandoned or wrecked ship. In such cases the owner
may have to specify whether he desires to retain the ship’s previous name or have a change. The
formalities to be observed in such cases are the same as are applicable to a ship on first registry but
subject to the condition that a ship so coming up for registration is required to be surveyed by a
Surveyor and a certificate as to its seaworthiness obtained. All outstanding mortgage or other
encumbrances on the ship will continue to be in force and may have to be brought forward in the
new registry.

6.22 A certified copy of the entries appearing in the register book will be available to any interested
party on application accompanied by prescribed fees laid down in the Registration of ships rules.
The Registrar can entertain request accompanied by prescribed fees for issue of a new certificate on
the plea that the original certificate has been defaced or mutilated. In that event, the certificate so
issued will be marked "duplicate" in red ink.

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6.23 The Director General of Shipping is required to :

(a) Maintain a Central Register which would contain not only the names of all ships but also entries
relating to every Indian ship that stand recorded at the various ports of registry. Details of the
Registry Of a ship as well as every subsequent entry relating to that ship recorded in the Register
Book are required to be communicated to the Director General Of Shipping as and when the events
occur. On or before the 15th January of each year, Registrars of each Port are required to submit to
the Director General of Shipping a return showing the number of ships with their tonnage registered
in the register book during the previous year.

(b) Executive Orders: The Director General of Shipping has assigned the work of maintaining the
Central Register of Ships to the Nautical Adviser. All Principal Officers have been directed to send
their returns, including the transcript of registry, to the Nautical Adviser so that he should be able to
maintain the Central Register.

6.24 The following documents are admissible in evidence in respect of any proceedings that may
come up in Court touching upon:

(a) Any registry on its production in custody of Registrar or any other person having the lawful
custody thereof.
(b) A Certificate of Registry purporting to be signed by the Registrar or any other officer authorised
in this behalf by the Central Government.
(c) an endorsement on the Certificate of Registry purporting to be signed by the Registrar or any
other officer authorised in this behalf by the Central Government;
(d) Every declaration made in pursuance of provisions contained by Part V of M.S. Act 1958, in
respect of an Indian ship.
(e) A certified copy of an entry in the Register book is admissible in evidence in any proceedings in
a Court and have the same effect as the original entry in the Register book.

Q 2. Engagement discharge and management of seafarers as per MS act.

Ans- 114.Engagements between seamen and masters of ships other than Indian ships.―

(1) When the master of a ship other than an Indian ship engages a seaman at any port in India to
proceed to any port outside India, he shall enter into an agreement with such seaman, and the
agreement shall be made before a shipping master in the manner provided by this Act for the
making of agreements in the case of foreign going Indian ships
(2) All the provisions, of this Act respecting the form of such agreements and the stipulations to be
contained in them and the making and signing of the same shall be applicable to the engagement of
such seaman.
(3) The master of a ship other than an Indian ship shall give to the shipping master a bond with the
security of some approved person resident in India for such amount as may be fixed by the Central
Government in respect of each seaman engaged by him at any port in India and conditioned for the
due performance of such agreement and stipulations,and for the repayment to the Central
Government of all expenses which may be incurred by it in respect of any such seaman who is
discharged or left behind at any port out of India and becomes distressed and is relieved under the
provisions of this Act:

Provided that the shipping master may waive the execution of a bond under this section where the
owner of the ship has an agent at any port in India and such agent accepts liability in respect of all

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matters for which the master of the ship would be liable if he were to execute a bond under this
section or may accept from the agent such security as may be approved by the Central Government.
(4)The fees fixed under section 90 shall be payable in respect of every such engagement, and
deductions from the wages of seamen so engaged may be made to the extent and in the manner
allowed under the said section 90.

116. Engagement of seamen outside India for Indian ships:

With respect to the engagement of seamen outside India, the following provisions shall have
effect:—When the master of an Indian ship engages a seaman at any port outside India, the
provisions of this Act respecting agreements with the crew made in India shall apply subject to the
following modifications:—

(a) at any such port having an Indian consular officer, the master shall, before carrying the seaman
to sea, procure the sanction of the consular officer, and shall, if not contrary to any law in force in
that port, engage the seaman before that officer;

(b)the master shall request the Indian consular officer to endorse upon the agreement an attestation
to the effect that it has been signed in his presence and otherwise, made as required by this Act, and
that it has his sanction, and if the attestation is not made, the burden of proving that the engagement
was made as required by this Act shall lie up on the master.

118.Discharge before shipping master.―

(1) When a seaman serving in a foreign-going ship is, on the termination of his engagement,
discharged in India, he shall, whether, the agreement with the crew be an agreement for the voyage
or running agreement, be discharged in the manner provided by this Act in the presence of a
shipping master.

(2)The provisions of sub-section (1) shall apply inflation to the discharge, of seamen serving in a
home-trade Indian ship of two hundred tons gross or more as they apply in relation to the discharge
of seamen serving in a foreign-going ship:

Provided that this sub-section shall not apply where a seaman is discharged from a Ship under an
agreement made in accordance with section 103 for service in two or more ships, for the purpose of
being engaged in another ship to which the agreement relates.64(3)If the master, owner or agent of
a home-trade ship, other than a ship to which the last preceding sub-section applies, so desires, the
seamen of that ship may be discharged in the same manner as seamen discharged from a foreign-
goingship.

119. Certificate of discharge.―(1) The master shall sign and give to a sea man discharged from
his ship in India, either on his discharge or on payment of his wages, a certificate of his discharge in
the prescribed form specifying the period of his service and the time and place of his discharge.(2)
The master shall also, upon the discharge of every certificated officer whose certificate of
competency has been delivered to and retained by him, return the certificate to the
officer.120.Certificate as to work of seamen.―(1) When a seaman is discharged from a ship in
India, the master shall furnish to the shipping master before whom the discharge is made a report in
the prescribed form stating—(a)the quality of the work of the seaman;or(b)whether the seaman has
fulfilled his obligations under the agreement with the crew;or(c)that he declines to express an
opinion on those particulars;and the shipping master shall, if the seaman so desires, give to him or
endorse on his certificate of discharge a copy of such report.(2)A seaman who is entitled to a
certificate of discharge under section 119 may, if he so desires, be granted by the master, in lieu of

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the certificate referred to in sub-section (1) of the said section or the report referred to in sub-section
(1) of this section, a continuous discharge certificate specifying the period of his service together
with an endorsement stating—(a)the quality of the work of the seaman;or(b)whether the 'seaman
has fulfilled his obligations under the agreement with the crew;or(c)that he declines to express an
opinion on those particulars;and the shipping master shall thereupon sign and give such continuous
discharge certificate notwithstanding anything to the contrary contained in sub-section (1).(3)If the
master states that he declines to express an opinion on the particulars mentioned in clauses (a) and
(b) of sub-section (1) or sub-section (2), he shall enter in the official log book his reasons for so
declining.

Q3. Entries in the Official log book.

Ans: 212.Official logs to be kept and to be dated.―

(1) An official log shall be kept in the prescribed form in every Indian ship except a home-trade
ship of less than two hundred tons gross.
(2) The official log may, at the discretion of the master or owner, be kept distinct from or united
with the ordinary ship‟s log so that in all cases the spaces in the official long book be duly filled
up.

213. Entries in official log books how and when to be made.―

(1) An entry required by this Act in the official log book shall be made as soon as possible after the
occurrence to which it relates, and, if not made on the same day as that occurrence, shall be made
and dated so as to show the date of the occurrence and of the entry respecting it and if made in
respect of an occurrence happening before the arrival of the ship at her final port of discharge, shall
not be made more than twenty-four hours after that arrival.
(2) Save as otherwise provided in this Act, every entry in the official log book shall be signed by
the master and by the mate or some other member of the crew and also—

(a) if it is an entry of injury or death, shall be signed by the medical officer on board, if any;
(b) if it is an entry of wages due to or the property of a seaman or apprentice who dies, shall be
signed by the mate and by some member of the crew besides the master.

(3) Every entry made in an official log books, in the manner provided by this Act shall be
admissible in evidenced.

214. Entries required to be made in official log books.―

(1) The master of a ship for which an official log is required shall enter or cause to be entered in
the official log book the following matters namely:

(a) every conviction by a legal tribunal of a member of his crew and the punishment inflicted;
(b) every offence committed by a member of his crew for which it is intended to prosecute or to
enforce a forfeiture or exact a fine, together with such statement concerning the reading over of that
entry and concerning the reply (if any) made to the charge as is by this Act required;
(c) every offence for which punishment is inflicted on board and the punishment inflicted;
(d) a report on the quality of work of each member of his crew, or a statement that the master
declines to give an opinion thereon with statement of his reasons for so declining;

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(e) every case of illness, hurt or injury happening to a member of the crew with the nature thereof
and the medical treatment adopted (if any);
(f) every case of death happening on board and the cause thereof, together with such particulars; as
may be prescribed;
(g) every birth happening on board, with the sex of the infant, the names of the parents and such
other particulars as may be prescribed;
(h) every marriage faking place on board with the names and ages of the parties;
(i) the name of every seaman or apprentice who ceases to be a member of the crew otherwise than
by death, with the place, time, manner and cause there of;
(j) the wages due to any seaman or apprentice who dies during the voyage and the gross amount of
all deductions to be made there from;
(k) the money or other property taken over of any seaman or apprentice who dies during the voyage;

l)any other matter which is to be or may be prescribed for entry in the official log.

(2)The master of every such ship, upon its arrival at any port in India or at such other time and place
as the Central Government may with respect to any ship or class of ships direct, shall deliver or
transmit, in such form as the Director-General may specify, a return of the facts recorded by him in
respect of the birth of a child, or the death of a person on board the ship to the Director-General.

(3)(a) The Director-General shall send a certified copy of such of the returns received by him under
sub-section (2) as relate to citizens of India, to such officer as may be specified in this behalf by the
Central Government; and such officer shall cause the same to be preserved in suchmanner as may
be specified in this behalf by the Central Government..

(b) Every such copy shall be deemed to be a certified copy of the entry with respect to the person
concerned, registered under any law in force for the time being relating to the registration of births
and deaths.

Q 4. Hygiene of the ship and welfare of the crew.

Ans-175.Accommodation for seaman.―

(1) The Central Government may, subject to the condition of previous publication, make rules with
respect to the crew accommodation to be provided in ships of any class specified in the rules.
(2) In particular and without prejudice to the generality of the foregoing power, such rules may
provide for all or any of the following matters,namely:―

(a) the minimum space for each person which must be provided in any ship to which the rules apply
by way of sleeping accommodation for seamen and apprentices and the maximum number of
persons by whom any specified part of such sleeping accommodation may be used;
(b) the position in any such ship in which the crew accommodation or any part thereof may be
located and the standards to be observed in the construction, equipment and furnishing of any such
accommodation;
(c) the submission to such authority as may be specified in this behalf of plans and specifications of
any works proposed to be carried out for the provision or alteration of any such accommodation and
the authorisation of that authority to inspect any such works.
(d) the maintenance and repair of any such accommodation and the prohibition or restriction of the
use of any such accommodation for purposes other than those for which it is designed;
(e) the manner as to how ships registered or under construction at the commencement of any rules
made under this section may be dealt with after such commencement;

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(f) the fees that may be levied for the survey or inspection of crew spaces and for scrutiny of plans
of crew accommodation spaces and the manner in which such fees may be collected.]

and such rules may make different provisions in respect of different classes of ships and in respect
of crew accommodation provided for different classes of persons.

(3)If any person making an inspection under section 176 finds that the crew accommodation is in
sanitary or is not in accordance with the provisions of this Act, he shall signify it in writing to the
master of the ship and may, if he thinks fit, detain the ship until the defects are remedied to his
satisfaction.Explanation.―In this section, the expression “crew accommodation” includes sleeping
rooms, mess rooms, sanitary accommodation, hospital accommodation, recreation accommodation,
store rooms and catering accommodation provided for the use of seamen and apprentices, not being
accommodation which is also used by, or provided for the use of passengers.

176.Inspection by shipping master, etc., of provisions, water, weights and measures and
accommodation.―

A shipping master,surveyor,seamen's welfare officer,port health officer, Indian consular officer or

any other officer at any port duly authorised in this behalf by the Central Government―

(a) in the case of any ship upon which seamen have been shipped at that port, may at any time, and
(b) in the case of any Indian ship, may at any time, and if the master or three or more of the crew so
request,shall,enter on board the ship and inspect—

(i) the provisions and water,

(ii) the weights and measures,
(iii) the accommodation for seamen,with which the ship is required to be provided by or under
this Act and also the space and equipment used for the storage and handling of food and water and
the galley and other equipment used for the preparation and service of meals.1

176A. Ships to possess Maritime Labour Certificate and Declaration of Maritime Labour
Compliance.―

(1) All ships of five hundred tons gross or more and engaged in international voyage or operating
from a port, or between ports, in another country, shall possess a Maritime Labour Certificate and
a Declaration of Maritime Labour Compliance.
(2) (2)Ships not covered under sub-section (1) shall, unless, exempted by the Central Government,
possess such certificate in such manner and form, as may be prescribed.
(3) The shipping master, surveyor, seamen's welfare officer, port health officer, Indian consular
officer, or any other officer at any port duly authorised in this behalf by the Central Government,
may inspect any ship, in such manner as may be prescribed, and the master of the ship or any
person having charge over the ship shall make available to such inspecting officer, the Maritime
Labour Certificate and the Declaration of Maritime Labour Compliance.

177. Inspection by master of provisions, water and accommodation at sea.―The master of an

Indian ship which is at sea shall, at least once in every ten days, cause an inspection to be made of
the provisions and water provided for the use of the seamen and apprentices and the crew
accommodation, for the purpose of ascertaining whether the same are being maintained in
accordance with the requirements of this Act, and the person making the inspection shall enter a
statement of the result of the inspection in a book specially kept for the purpose.

Q 5. Port health requirements

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Ans-

Q 6. Safety of ship crew and passengers.

Ans- Part IX deal regarding safety

Q7. Master duties to render assistance and reporting danger.

Ans Part X and Section 348 of MS Act.

Duty of master of ship to assist in case of collision.―In every case of collision between two ships
it shall be the duty of the master or person in charge of each ship, if and so far as he can do so
without danger to his own ship, crew and passengers, if any―(a)to render to the other ship, her
master, crew and passengers, if any, such assistance as may be practicable and may be necessary to
save them from any danger caused by the collision and to stay by the other ship until he has
ascertained that she has no need of further assistance,and(b)to give to the masters or persons in-
charge of the other ships the name of his own ship and of the port to which she belongs and also the
names of the ports from which she comes and to which she is bound.

349. Collision to be entered in official log.―In every case of collision in which it is practicable
so to do, the master of every ship concerned shall, immediately after the occurrence, cause a
statement thereof and of the circumstances under which the same occurred to be entered in the
official log book, if any, and the entry shall be signed by the master and also by the mate or one of
the crew.
350. Report to Central Government of accidents to ships.―When a ship has sustained or
caused any accident occasioning loss of life or any serious injury to any person or has received any
material damage affecting her seaworthiness or her efficiency either in her hull or is so altered in
any part of her machinery as not to correspond with the particulars contained in any of the
certificates issued under this Act in respect of the ship, the owner or master shall, within twenty-
four hours after the happening of the accident or damage or as soon thereafter as possible, transmit
to the Central Government or the nearest principal officer a report of the accident or damage and of
the probable cause thereof stating the name of the ship, her official number, if any, her port of
registry and the place where she is.

Q 8. Unseaworthy ship- Part IX safety section 334. defined as-

A ship is “unseaworthy” within the meaning of this Act when the materials of which she is made,
her construction, qualifications of the master, the number, description and qualifications 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.

Unseaworthy ship not to be sent to sea.―

(1) Every person who sends or attempts to send an Indian ship to sea from any port in India in such
an unseaworthy state that the life of any person is likely to be there by endangered shall, unless he
proves that he used all reasonable means to insure her being sent to sea in a seaworthy state or that

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her going to sea in such unseaworthy state was under the circumstances, reasonable and justifiable,
be guilty of an offence under this sub-section.
(2) Every master of an Indian ship who knowingly lakes such ship to sea in such unseaworthy state
that the life of any person is likely to be thereby endangered shall, unless he proves that her going to
sea in such unseaworthy state was,under the circumstances, reasonable and justifiable, be guilty of
an offence under this sub-section.
(3) For the purpose of giving such proof, every person charged under this section may give
evidence in the same manner as any other witness.
(4) No prosecution under this section shall be instituted except by, or with the consent of, the
Central Government

Pollution: Section 352 H

loss or damage caused outside the ship by contamination resulting from escape or discharge of oil
from the ship, wherever such escape or discharge occurs, provided that compensation for
impairment of the environment other than losses or profit from such impairment shall be limited to
costs of reasonable measures of reinstatement actually undertaken or to be undertaken;

(ii)the costs of preventive measures and further loss or damage caused by such measures;

Q9. Liability and Compensation:

Ans- 352-I. Liability of owner.―

(1) Save, as otherwise provided in sub-sections (2), (3) and (4), the owner at the time of an incident,
or, where the incident consists of a series of occurrence at the time of first of such occurrences, shall
be liable for any pollution damage caused by oil which has escaped or been discharged from the
ship as a result of the incident.
(2) No liability for pollution damage shall attach to the owner under sub-section (1), if he proves
that the pollution damage―

(a) resulted from an act of war, hostilities, civil war, insurrection or a natural phenomenon of an
exceptional, inevitable and irresistible character;or
(b) was wholly caused by an act or omission done with intent to cause such damage by any
other person; or
(c) was wholly caused by the negligence or the wrongful act of any government or other
authority responsible for the maintenance of lights or other navigational aids in exercise of its
functions in that behalf.

(3) Where, with respect to any incident the owner proves that the pollution damage resulted, either
wholly or partially, from an act or omission done, with intent to cause such damage, by the person
who suffered damage, or from the negligence of that person, the owner shall be exonerated wholly
or, as the case may be, partially, from liability to that person.
(4) When any incident involving two or more ships occurs and pollution damage results therefrom,
the owners of all the ships concerned, unless exonerated under sub-section (3), shall be jointly and
severally liable for such damage which is not reasonably separable.]1. Subs. by Act 63 of 2002, s.
24, for sub-section (4) (w.e.f. 1-2-2003).151
(5) No claim for pollution damage shall be made against any owner otherwise than in accordance
with the provisions of this section.
(6) Without prejudice to any right of recourse of the owner against third parties, no claim for
compensation for pollution damage may be made against― (a)the servants or agents of the owner
or the members of the crew;

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(b)the pilot or any other person who, without being a member of the crew, renders services for the
ship;

© any charterer (howsoever described, including a bare-boat charterer), manager or operator of the
ship;

(d) any person performing salvage operations with the consent of the owner or on the
instructions of a competent public authority;
(e) any person taking preventive measures;
(f) all servants or agents of persons mentioned in clauses (c), (d) and(e),unless the incident
causing such damage occurred as a result of their personal act or omission committed or made
with the intent to cause such damage, or recklessly and with knowledge that such damage would
probably result.

[352J. Limitation of liability.―

(1) The owner shall be entitled to limit his liability under this Part, in respect of any one or more
incident, as may be prescribed.
(2) (2) The owner shall not be entitled to limit his liability if it is proved that the incident causing
pollution damage occurred as a result of his personal act or omission committed or made with the
intent to cause such damage, or recklessly and with knowledge that such damage would probably
result.]

352N. Compulsory insurance or other financial guarantee.―

(1) The owner of every Indian ship which carries 2000 tons or more oil in bulk as cargo shall, in
respect of such ship, maintain an insurance or other financial security for an amount equivalent to

(a) one hundred and thirty-three Special Drawing Rights for each ton of the ship's
tonnage;or
(b) fourteen million Special Drawing Rights,]whichever is lower.

(2) In respect of every Indian ship which maintains insurance or other financial security under sub-
section

(1) , there shall be issued by the Director-General a certificate in such form and giving
such particulars as may be prescribed.
(2) On an application by the owner or agent of any foreign ship, the Director-General
may issue a certificate under sub-section
(3) in respect of such foreign ship on production of satisfactory evidence relating to
maintenance of insurance or other financial security in accordance with the provisions of the
International Convention on Civil Liability for Oil Pollution Damage signed at Brussels on the
29th day of November, 1969 2[as amended from time to time].
(4) For every certificate issued under sub-sections (2) and (3) there shall be charged such
fee as may be prescribed.

PART XC

INTERNATIONAL OIL POLLUTION COMPENSATION FUND

352T. Contribution to the Fund.―

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(1) Contributions to the Fund, in respect of contributing oil carried by sea to ports or terminal
installations in India, shall be payable in accordance with Articles 10 and 12 of the Fund
Convention ( which will be mention later in CLC and fund convention)

Q 10. wreck and salvage.

Ans-PART XIII : WRECK AND SALVAGE WRECK

391. Receivers of wreck.―

(1) The Central Government may, by notification in the Official Gazette, appoint any person to
be a receiver of wreck (in this Part referred to as receiver of wreck) to receive and take
possession of wreck and to perform such duties connected therewith as are hereinafter
mentioned, within such local limits as may be specified in the notification.

392. Duty of receiver where vessel is in distress.―

Where any vessel is wrecked, stranded or in distress at any place on or near the coasts of India,
the receiver of wreck, within the limits of whose jurisdiction the place is situate, shall, upon
being made acquainted with the circumstances, forthwith proceed there, and upon his arrival
shall take command of all persons present and shall assign such duties and give such directions
to each person as he thinks fit for the preservation of the vessel and of the lives of the person's
belonging to the vessel and of its cargo and equipment:

Provided that the receiver shall not interfere between the master and the crew of the vessel, in
reference to the management thereof unless he is requested to do so by the master.

397. Notice to be given by receiver.―

The receiver of wreck shall as soon as may be after taking possession of any wreck, publish a
notification in such manner and at such place as the Central Government may, by general or special
order, direct, containing a description of the wreck and the time at which and the place where it was
found.

398. Immediate sale of wreck by receiver in certain cases.―A receiver of wreck may at any time
sell any wreck in his custody if, in his opinion,—

(a)it is under the value of five hundred rupees;or

(b)it is so much damaged or of so perishable a nature that it cannot with advantage be kept;or

(c)it is not of sufficient value for warehousing;and the proceeds of the sale shall, after defraying the
expenses thereof, be held by the receiver for the same purposes and subject to the same claims,
rights and liabilities as if the wreck had remained unsold.

399.Claims of owners to wreck.―

(1) The owner of any wreck in the possession of the receiver upon establishing his claim to the
same to the satisfaction of the receiver within one year from the time at which the wreck came into
the possession of the receiver shall, upon paying the salvage and other charges, be entitled to have
the wreck or the proceeds thereof delivered to him.

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(2)Where any articles belonging to or forming part of a vessel other than an Indian vessel which has
been wrecked or belonging to and forming part of the cargo of such vessel, are found on or near the
coasts of India or are brought into any port in India, the consular officer of the country in which the
vessel is registered or, in the case of cargo, the country to which the owners of the cargo may have
belonged shall, in the absence of the owner and of the master or other agent of the owner, be
deemed to be the agent of the owner,with respect to the custody and disposal of the articles.

(3)Where the owner of the wreck does not appear and claim the balance of the proceeds of sale
within one year from the date of sale, the said balance shall become the property of the Central
Government.

Salvage:

402. Salvage payable for saving life, cargo or wreck.

(1) Where services are rendered―

(a)wholly or in part within the territorial waters of India in saving life from any vessel, or elsewhere
in saving life from a vessel registered In India;or

(b)in assisting a vessel or saving the cargo or equipment of a vessel which is wrecked, stranded or
in distress at any place on or near the coasts of India;or

(c)by any person other than the receiver of wreck in saving any wreck;there shall be payable to the
salvor by the owner of the vessel, cargo, equipment or wreck, a reasonable sum for salvage having
regard to all the circumstances of the case.

(2)Salvage in respect of the preservation of life when payable by the owner of the vessel shall be
payable in priority to all other claims for salvage.

(3)Where salvage services are rendered by or on behalf of the Government or by a vessel of the
Indian Navy 2[or of the Coast Guard] or the commander or crew of any such vessel, the
Government, the commander or the crew, as the case may be, shall be entitled to salvage and shall
have the same rights and remedies in respect of those services as any other salvor.

Q11. Investigations and inquiries:

PART XII INVESTIGATIONS AND INQUIRIES:

Whenever a shipping accident happens and comes under the purview of the M.S. Act as a shipping
casualty, the Master, the Pilot or the person in-charge of the ship at the time of the causalty is
required to give notice of this casuality to officers appointed by the government under Section 358
(2) of the M.S. Act. The proper officers appointed by the government are notified in the official
gazette.

358. Shipping casualties and report thereof.―

(1) For the purpose of investigations and inquiries under this Part, a shipping casualty shall be
deemed to occur when―

(a) on or near the coasts of India, any ship is lost, abandoned, stranded or materially damaged;
(b) on or near the coasts of India, any ship causes loss or material damage to any other ship;

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(c) any loss of life ensues by reason of any casualty happening to or on board any ship on or near
the coasts of India;
(d) in any place, any such loss, abandonment, stranding, material damage or casualty as above
mentioned occurs to or on board any Indian ship, and any competent witness thereof is found in
India;
(e) any Indian ship is lost or is supposed to have been lost, and any evidence is obtainable in India
as to the circumstances under which she proceeded to sea or was last heard of.

(2) In the cases mentioned in clauses (a), (b) and (c) of sub-section (1), the master, pilot, harbour
master or other person in charge of the ship, or (where two ships are concerned) in charge of each
ship at the time of the shipping casualty.

Investigations & Enquiries - Preliminary inquiry: - When an officer appointed under the Act
receives information about the Shipping casualty, he is required to conduct a Preliminary inquiry
into the accident. The purpose of the preliminary enquire is to establish the following:-

a) a shipping casualty has occurred within the meaning of the act,

b) the details of the voyage leading to the casualty.
c) The events that led to the casualty
d) The extent to which loss of life or loss of property has occurred due to the shipping
casualty.
e) The causes that led to the casualty including acts of incompetency, negligence or
misconduct of the person / persons concerned.

The preliminary inquiry which is held under Section 359 of the M.S. Act is a departmental inquiry
and the proceedings of such enquiries are not released to the public.

In conducting the preliminary inquiry, the inquiry officer has the following responsibilities .

1.To inform the central government and the state government concerned where
necessary of the details of the shipping causalities occurring within their jurisdiction.

2.To go on board the Ship and inspect the same including machinery and equipment
but not unnecessarily detaining or delaying her from proceedings on any voyage.to
enter and inspect any premises to facilitate the completion of the preliminary inquiry.

3.To summon persons he thinks fit to take statement to complete the preliminary
inquiry.

4.To demand the production of all logbooks, documents or papers he considers

necessary for the inquiry.

5.To submit a report to the central government.

If any person refuses to attend and answer or to produce necessary evidence or impede the inquiry
officer should call his attention to the powers given to him. In case he still refuses, he can take
action under Chapter X of the Indian Penal Code.

Persons who may be present at the examination:- Where the owner or agent of a ship, a casualty to
which is being investigated, signifies his desire to be present during the inquiry, he may be
permitted to be present but only while witnesses belonging to the ships in which he is directly
interested but only while witnesses belonging to his ships in which he is directly interested are

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being examined and he must be requested to remain silent. He may take note of evidence, if he
desires but should not interfere examination of a witness. Barring this, no person is to be present in
the room during the examination of the witness excepting the deponent, the officer conducting the
inquiry and his clerk and if necessary an interpreter. Professional lawyers are not admitted into the
proceedings of preliminary inquiry.

361. Formal investigation: whenever it appears that the event leading to a ship casualty, demand a
formal investigation by the court, the Director General of Shipping by virtue of powers delegated to
him under Section 360 of M.S. Act may direct the same to be held. On receipt of the order of the
Director General the proper officer shall make an application to the court as empowered under
Section 361. The objective of the court empowered under Section 361 is not to punish anyone who
may have been at fault but to throw light on the cause of the causality and to consider steps to
prevent such causalities in future. Only first class Magistrates are empowered to conduct these
formal investigations.

The courts are assisted by assessors possessing the requisite technical knowledge and are
independent of all the interest concerned. The assessors are appointed by the court out of the
list which is maintained by the Directorate.

366. Assessors.―

Where formal investigation involves or appears likely to involve any question regarding
cancellation or suspension of Certificate of Competency of Master, Mate or Engineer, the court
making a formal investigation shall constitute as its assessors not less than two and not more than
four persons, of whom one shall be a person conversant with maritime affairs and the other or
others shall be conversant with either maritime or mercantile affairs.

Apart from the officer on whose application the investigation is undertaken and any person upon
whom a notice of investigation has been served any other interested parties may be permitted to
appear at investigation and become a party to the proceedings.

On the appointed time and place for holding the investigation the court can proceed with
investigation, whether the parties upon whom notices of investigation have been served are present
or not.

Report of the court. Unless the cancellation or suspension of any officers' certificate is not involved,
the court need not tell its decision in open court. It may sent or deliver to the parties a copy of the
report as required by Section 369 of the M.S. Act to be transmitted to the central government. The
court should submit its report to the central government in duplicate. Where the cancellation of
suspension of officers certificate of Competency is involved, the court may deliver its decision in
open court and also send or deliver to the parties a copy of the report to be transmitted to the central
government. When the certificate is suspended and the court has recommended that a certificate of
lower grade should be issued, the same shall be issued by the Directorate General of Shipping
through the Principal Officer concerned .

Powers to cancel Certificate of Competency. The Certificate of competency may also be cancelled
by central government under provision of Section 377 of the M.S. Act.

377. Powers of Central Government to cancel, suspend, etc., certificate of master, mate or
engineer.―

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(1) Any certificate which has been granted by the Central Government under this Act to any master,
mate or engineer, may be cancelled or suspended for any specified period, by the Central
Government in the following cases, that is to say,―
(a) if, on any investigation or inquiry made by any court, tribunal or other authority for the time
being authorised by the legislative authority in any country outside India, the court, tribunal or other
authority reports that the master, mate or engineer is incompetent or has been guilty of any gross act
of misconduct, drunkenness or tyranny, or in a case of collision has failed to render assistance, or to
given such information as is referred to in section 348, or that the loss, stranding or abandonment of,
or damage to, any ship or loss of life has been caused by his wrongful act or default;
(b) if the master, mate or engineer is proved to have been convicted―
(i) of any offence under this Act or of any non-bailable offence committed under any other law for
the time being in force in India;or
(ii) of an offence committed outside India, which, if committed in India, would be a non-bailable
offence;
(c)if (in the case of a master of an Indian ship) he has been superseded by the order of any court of
competent jurisdiction in India or outside India.

Q12. Latest Amendment to MS act.

In 2018

Section 88a definition:

(a) “Declaration of Maritime Labour Compliance” means a declaration issued by the Director-
General of Shipping or by any officer, authority or organization authorized by him in this behalf, in
respect of a ship that it meets with the requirements and standards set out in the provisions of the
Maritime Labour Convention;
(b) “Maritime Labour Certificate” means the certificate issued by the Director-General of Shipping
or by any officer, authority or organisation authorised by him in this behalf, in accordance with the
provisions of the Maritime Labour Convention;
(c) “Maritime Labour Convention” means the International Convention of Maritime Labour
Organisation on Maritime Labour Standards signed in Geneva on the 23rd February,2006;
(d) “seafarer” means any person who is employed or engaged or works in any capacity on board a
sea going ship, but does not include―(i)the employment or engagement or work on board in any
capacity of any person in a ship of war; or(ii)any Government ship used for military or non-
commercial purposes

218A. Power to make rules for purposes of Maritime Labour Convention

218. Functions of National Welfare Board for Seafarers.

(1) The Central Government may, by notification in the Official Gazette, constitute an advisory
board to be called the National Welfare Board for Seafarers (hereinafter referred to as the Board)
for the purpose of advising the Central Government on the measures to betaken for promoting the
welfare of seamen (whether ashore or on boardship) generally and in particular the following:—

(a) the establishment of hostels or boarding and lodging houses for seamen;
(b) the establishment of clubs, canteens, libraries and other like amenities for the benefit of seamen;
(c) the establishment of hospitals for seamen or the provision of medical treatment, for seamen;
(d) the provision of educational and other facilities for seamen.
(e)

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SECTION 2 - PRINCIPLE AND PRACTICE OF MODERN SHIP MANAGEMENT

Q1- ISPS CODE:

The International Maritime Organization (IMO) states that "The International Ship and Port Facility
Security Code (ISPS Code) is a comprehensive set of measures to enhance the security of ships and
port facilities, developed in response to the perceived threats to ships and port facilities in the wake
of the 9/11 attacks in the United States" (IMO)

brought into force on July 1, 2004.

The ISPS Code is implemented through chapter XI-2 Special measures to enhance maritime
security in the International Convention for the Safety of Life at Sea (SOLAS).

The ISPS Code consists of two parts & three levels of security.

The parts of the ISPS code are:

• Part A – These are mandatory provisions which talk about the employment of security
officers in the shipping companies, their ships and port facilities that they call.
o This also covers various security matters that need to be considered in the
preparation of security plans to be implemented in the ships and port facilities.
• Part B – These are re commendatory provisions providing guidance and recommendations
on how the above security plans must be prepared and implemented.

The security levels are implemented by the local port authority under consultation with the
government authorities. The security level adopted by the port facility must be co-ordinated with
the ship for synergy.

The three levels of ISPS security are:

• ISPS Security Level 1 – normal – this is the level at which the ships and port facilities
operate under normal conditions. Minimum protective measures will be maintained at all
times.
• Security Level 2 – heightened – this is a level that will apply whenever there is a heightened
risk of a security incident. At this level, additional security measures will have to be
implemented and maintained for that period of time. This time frame will be determined by
the security experts on the ship or at the port facility.
• Security Level 3 – exceptional – at this level, it is considered that a security incident is
imminent and SPECIFIC security measures will have to be implemented and maintained for
that period of time. At this level, the security experts will work in close conjunction with
Government agencies and possibly follow specific protocols and instructions.

It applies to the ships doing international voyages which include passenger ships & cargo
ships of 500 GT and above.

The main objectives of the ISPS Code include:

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• establishment of an international framework that fosters cooperation between Contracting

Governments, Government agencies, local administrations and the shipping and port
industries, in assessing and detecting potential security threats to ships or port facilities used
for international trade, so as to implement preventive security measures against such threats
• determining the respective roles and responsibilities of all parties concerned with
safeguarding maritime security in ports and on board ships, at the national, regional and
international levels;
• to ensure that there is early and efficient collation and exchange of maritime security-related
information, at national, regional and international levels;
• to provide a methodology for ship and port security assessments, which facilitates the
development of ship, company and port facility security plans and procedures, which must
be utilised to respond to ships' or ports' varying security levels; and
• to ensure that adequate and proportionate maritime security measures are in place on board
ships and in ports.

In order to achieve the above objectives, SOLAS contracting governments, port authorities and
shipping companies are required, under the ISPS Code, to designate appropriate security officers
and personnel, on each ship, port facility and shipping company. These security officers, designated
Port Facility Security Officers (PFSOs), Ship Security Officers (SSOs) and Company Security
Officers (CSOs), are charged with the duties of assessing, as well as preparing and implementing
effective security plans that are able to manage any potential security threat

1. Ship security plan

Ship security plan has all the security-related instructions for the ship’s crew.

ISPS code part A/9.4 gives the minimum points that must be included in the ship security plan.

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Ship security plan need to be approved by flag state of the vessel or by Recognised security
organisation (RSO) on behalf of flag state. RSO is usually the classification society of the vessel.

Handling Ship security plan on board

Ship security plan is to be kept in a locker. If it is at an open location, it may lead to a non-
conformity during PSC inspection or ISPS audit.

Master and SSO must not give access of SSP to any external party. Only Company security officer
and person conducting security audit can be given access.

If any PSC inspector seeks access to SSP, this request should be politely rejected.

There may be situations where PSC inspector believes that there exists a security related non-
conformance and only way to prove to him that this non-conformance does not exist is by showing
him the SSP.

11th Sept 2001 Attack on world trade center lead to ISPS code

2. Ship Security Assessment

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Ship security assessment is the first step toward developing a security plan.

You would probably want to identify all the access point of the ship. You may want to brainstorm
and identify the possible ways your ship can be attacked. You may even want to assume yourself as
an attacker and think of how you can gain access to the ship.

That is what ship security assessment is all about.

Ship security plan need to be approved by flag state of the vessel or by Recognised security
organisation (RSO) on behalf of flag state. RSO is usually the classification society of the vessel.

Handling Ship security plan on board

Ship security plan is to be kept in a locker. If it is at an open location, it may lead to a non-
conformity during PSC inspection or ISPS audit.

Master and SSO must not give access of SSP to any external party. Only Company security officer
and person conducting security audit can be given access.

If any PSC inspector seeks access to SSP, this request should be politely rejected.

There may be situations where PSC inspector believes that there exists a security related non-
conformance and only way to prove to him that this non-conformance does not exist is by showing
him the SSP.

In these cases, Master / SSO can show only the SSP section that is required to prove the non-
conformance as invalid.

3. Ship security officer

ISPS code requires company to appoint a ship security officer. The crew member appointed as SSO
must have done the security training required as per STCW.

The main duties of ship security officer is

• to implement and maintain all the elements of ship security plan and
• to liase with the company security officer and port facility security officer (PFSO) for all
security related activities

It is quite obvious that to implement SSP on board, SSO must himself know about what SSP
requires from SSO and ship’s crew.

For this reason, SSO must read the SSP thoroughly and preferably make notes of key points specific
to SSP of the ship he must know at all times.

For example SSO must know

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• percentage of baggage gangway watch need to check at each security level

• Procedure to follow if any unaccompanied baggage is found on board
• Restricted areas as per SSP
• Security equipments on board and what maintenance is required for these
• Procedure and required interval for testing of ship security alert system

One of the important duty of SSO is to review the ship security plan. The idea for review is to make
the SSP robust over the time. SSO has to look for shortcomings in the SSP and point these out in
the SSP review.

Some companies may have a quick checklist for review of ship security plan. Even if there is no
checklist, SSO can review the SSP to best of his capacity.

For example, SSO may find that an access which should be a restricted area is not designated as
restricted area in the SSP.

He may find that there are no clear instructions if the port security personnel with weapons can be
allowed on board or not.

Whatever the SSO feel should include in the SSP which isn’t included, he can mention that in his
SSP review.

4. Company Security Officer

ISPS code also requires company to appoint a company security officer. The main duties of the
company security officer is to

• Carry out ship security assessment

• Develop ship security plan and submit it for approval
• ensure efficient implementation of SSP on board

One of the important duty of CSO is to share regular security information to the SSO and ship.

5. Security levels
ISPS code has set three security levels.

• Security Level 1
• Security Level 2
• Security Level 3

Security level 1 requires minimum security measures and is the normal security level all ships and
ports are supposed to operate.

security level 3 requires most stringent security measures.

Security level 3 is set only in exceptional circumstances when there is a credible information about
a probable or imminent security incident.

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There is this one frequently asked question related to security levels. The question is “Who decides
the security level on board” ?

Who decides the security levels on board?

When the ship is at sea, Security level is set by the flag state of the vessel. Flag state may not
instruct the ship directly but may do so through CSO.

CSO will forward the message from the flag state to the applicable ships to change the security
level. SSO need to acknowledge the mail for instructions to change the security level and confirm to
CSO when the security level is changed.

At port, vessel need to have same security level as the port. Before arrival, agent gives all the
security details of the port and also advises the security level of the ship.

If the security level of the port is higher than the ship, the ship must increase the security level to
same as the port.

Now there may be instances where security level of ship is higher than the port it is calling. In this
case, SSO should consult CSO. CSO may advise to decrease the level of the ship without
downgrading the security measures.

This means that in this case, the ship will have lower security level but will have same security
measures that are required as per higher security level in SSP.

CSO after consultation with flag may advise to keep the higher security level. In this case, vessel
must inform the port of its higher security level.

6. Declaration of security
As the name suggests, declaration of security is security related declaration between two parties.
One of the party is own ship and other party can either be a port or another ship.

The question is when do we need Declaration of security and why do we need Declaration of
security?

Let us answer the “when” part first.

The DoS is intended to be used in exceptional cases usually related to higher risk. These are the
times when there is a need to reach an agreement between the port facility and the ship as to the
security measures to be applied.

ISPS code requires each flag state to establish the requirements of the declaration of security.

But in general DOS need to be filled when

• Ship is operating at higher security level than the port it is calling

• Ship is operating at higher security level than the other ship it is doing operations with
• Ship is calling a port which do not have port facility security plan. This will be the case
when port is in a country that has not ratified ISPS code

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• Ship is doing operations with a ship the flag of which has not ratified the ISPS code and thus
do not have an approved ship security plan

Another question is why do we need to fill DOS. As you would notice in above situations that the
ship is either at higher security level or is dealing with port or ship that does not comply with ISPS
code.

In first case, we need to make sure that ship’s higher security level is efficiently conveyed to the
port or ship it is dealing with. Also as the port or other ship is at lower level, we would want to
know what security duties the port and ship will be performing.

For example we need to get the declaration from other ship that they will monitor the areas around
their ship and restrict the access to their ship.

In the second case where port or ship is not ISPS compliant, we need to make joint declaration that
the port or other ship will perform some of the security duties as per declaration of security.

Many ships or companies requires DOS to be completed at every port & ship operation. This is not
required and in doing so we are just wasting paper and energy on something that is grossly
unnecessary.

7. Security drills and exercises

Company is required to devise a security drill planner which should cover all the security situations.

These drills may include situations like

• Bomb threat at port / at sea

• change in security level
• Stowaway or Bomb search

The whole idea of these drills and exercises is to test the effectiveness of ISPS code implementation.
These drills should aim to identify the gaps between expected outcomes and actual performance.

SSO should maintain the records of all the security drill carried out on board.

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8. International ship security certificate

International ship security certificate is a statutory certificate. ISPS code applies to all ships over
500 GRT. ISPS code requires these ships to have a valid “International ship security certificate”.

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But how can a ship get “International ship security certificate (ISSC)?

A new building ship or the ship that changes flag or class will get an interim ISSC. The interim
ISSC will be issued after verification by flag state or RSO (usually class) that all the elements of
SSP are implemented on board.

The interim ISSC is valid for six months.

A full term ISSC is issued

• after SSP has been implemented for at least 30 day

• A successful ISPS audit has been conducted by the flag or RSO on behalf of flag

The full term ISSC is valid for 5 years subject to intermediate verification and endorsement by flag
or RSO on behalf of flag.

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9. Ship Security Alert system

One of the main security equipment on board required by ISPS code is ship security alert system.

There needs to be a minimum of two security buttons that can initiate SSAS. One of these buttons
should be on the wheel house of the ship.

Generally, when a SSAS button is pressed, the alert goes to the Flag state and the CSO. But some
flag state may require that alert is only received by the CSO.

Ship security alert system (SSAS) must be tested at least annually.

The test procedure is given in the SSP. SSO must know this procedure of testing.

Conclusion
ISPS code may not have been able to put an end to the security incidents around the world. But it
has surely given a framework for deterrence in the security issues around the world.

This deterrence will only be effective if we know and implement all the elements of ISPS code
effectively.

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Q3 Lesson learn from casualty investigation report?

Ans- What is it?

It is a way of informing fleet staff of the details of an incident and the outcome of the investigation,
including the key lessons learned. It can help to raise safety awareness and promote a strong safety
culture.The purpose of this level of sharing is to:

• Identify any weaknesses and gaps in existing procedures and arrangements, and to set out steps for
putting them right

.• Show examples of good practice in existing procedures.

• Encourage a proactive approach among staff to safety on board and ashore. This would include
identifying hazards and taking measures to prevent any repeat of the incident

2. What should it contain?

The sort of information it should cover includes:

1. An incident description• Give a factual narrative report of the incident and the key issues related
to it.

• Add photographs, if available. These can add a lot of value to the description of the incident,
which can reinforce the message of the lessons learned.

2 The potential out come Identify the ‘top event’ – the moment when control would be lost over the
hazards, leading to a high risk of extensive harm or damage. The aim is to define the worst-case
scenario and then set out the contingency plan for avoiding it.

3 The causes Summarise the immediate and root causes of the incident

.• The immediate causes: substandard acts or conditions that led directly to the incident, e.g. a
machine guard was removed, personal protective equipment was misused, there was stress or
fatigue, or poor concentration or housekeeping.

• The root causes: what the investigation identifies as the initial events or failings that led to all the
other causes or failings. Had this initial event or failing been controlled, the incident would have
been prevented. The root causes are often linked to flaws in management systems.

4.Corrective and preventative actions Explain the steps that were taken to remedy the impact of the
incident and the action needed to prevent it from happening again. These measures will be
connected to the identified causes of the incident.

5 Team engagement and discussion topic Use open-ended questions (What, How, etc.) to encourage
staff to discuss the key messages from the incident investigation. The aim of this is to reinforce
existing procedures and to identify extra measures to prevent a repeat of the incident. Try to make it
a personal experience for staff by building in techniques such as reflective learning.

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Q4. Casualty Investigation code.

Ans-Under SOLAS regulation I/21 and MARPOL articles 8 and 12, each Administration
undertakes to conduct an investigation into any casualty occurring to ships under its flag subject to
those conventions and to supply the Organization with pertinent information concerning the
findings of such investigations. Article 23 of the Load Lines Convention also requires the
investigation of casualties.

Under the United Nations Convention on the Law of the Sea (UNCLOS), article 94 on Duties of the
flag State, paragraph 7, “Each State shall cause an inquiry to be held by or before a suitably
qualified person or persons into every marine casualty or incident of navigation on the high seas
involving a ship flying its flag and causing loss of life or serious injury to nationals of another State
or serious damage to ships or installations of another State or to the marine environment. The flag
State and the other State shall co-operate in the conduct of any inquiry held by that other State into
any such marine casualty or incident of navigation.”

IMO adopted a new Code of International Standards and Recommended Practices for a Safety
Investigation into a Marine Casualty or Marine Incident (Casualty Investigation Code) when the
Maritime Safety Committee (MSC) met in London, for its 84th session in May 2008.

Relevant amendments to SOLAS Chapter XI-1 were also adopted, to make parts I and II of the
Code mandatory. Part III of the Code contains related guidance and explanatory material.

The new regulations, entered into force on 1 January 2010 and expand on SOLAS regulation I/21,
which only required Administrations to undertake to conduct an investigation of any casualty
occurring to any of its ships "when it judges that such an investigation may assist in determining
what changes in the present regulations might be desirable". The Code now requires a marine safety
investigation to be conducted into every "very serious marine casualty", defined as a marine
casualty involving the total loss of the ship or a death or severe damage to the environment.

The Code also recommends an investigation into other marine casualties and incidents, by the flag
State of a ship involved, if it is considered likely that it would provide information that could be
used to prevent future accidents.

The Organization has encouraged cooperation and recognition of mutual interest through a number
of resolutions. The first was resolution A.173(ES.IV) on Participation in Official Inquiries into
Maritime Casualties adopted in November 1968. Other resolutions followed including: resolution
A.322(IX) on Conduct of Investigations into Casualties adopted in November 1975; resolution
A.440(XI) on Exchange of Information for Investigations into Marine Casualties and resolution
A.442(XI) on Personnel and Material Resource Needs of Administrations for the Investigation of
Casualties and the Contravention of Conventions, both adopted in November 1979; resolution
A.637(16) on Co-operation in Maritime Casualty Investigations, adopted in 1989.

These individual resolutions were amalgamated and expanded by the Organization with the
adoption of the Code for the Investigation of Marine Casualties and Incidents. Resolution A.884(21)
on Amendments to the Code for the Investigation of Marine Casualties and Incidents resolution
A.849(20), adopted in November 1999, provided guidelines for the investigation of human factors.
The Assembly, at its twenty-eighth session, adopted resolution A. 1075(28) on Guidelines to assist
investigators in the implementation of the Casualty Investigation Code (resolution MSC.255(84)),
revoking resolutions A.849(20) and A.884(21).

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The Sub-Committee on Implementation of IMO Instruments (formerly the Sub-Committee on Flag

State Implementation(FSI)) re-established the Correspondence and Working Groups on Casualty
Analysis involved in all casualty-related matters and in the process of analysing reports of
investigations into casualties received by the Secretariat. The recommendations of the
Correspondence and Working Groups are approved by the III Sub-Committee and forwarded to
other IMO bodies as appropriate.

The activity of the groups on casualty analysis is based on the Casualty analysis procedure which
includes a process of analysis of casualty investigation reports, graphic representation of the typical
flow of casualty information, procedures for evaluating safety issues that need further consideration,
a graphic representation of the process to validate a safety issue and assignment of estimated risk
level and a diagram of the casualty analysis process.

The Global Integrated Shipping Information System (GISIS) includes a Maritime Casualties and
Incidents module database, which includes data on Maritime Casualties and Incidents (MCI), as
defined by circulars MSC-MEPC.3/Circ.3/Rev.1.

This GISIS module also includes all casualty analyses which were approved by the FSI Sub-
Committee for their release to the public on the GISIS module, where they can be accessed. GISIS
also includes a Contact Point module where it is possible to search flag State contact points for PSC
matters, Casualty investigation services and Ships' inspection services (including Secretariats of
Memoranda of Understanding on Port State Control).

The MCI module contains information collected through MSC-MEPC.3/Circ.4/Rev.1, as well as

full investigation reports uploaded into the system. Part of this information is accessible to IMO
Members only.

Lessons Learned are approved by the III Sub-Committee and are circulated to seafarers in order to
increase awareness of seafarers to accidents for prevention purposes.

Reporting to IMO of marine safety investigations and marine casualties and incidents are based on
the following IMO instruments:

· Code of International Standards and Recommended Practices for a Safety Investigation into a
Marine Casualty or Marine Incident (Casualty Investigation Code), 2008 edition (resolution
MSC.255(84)), paragraph 14.1, chapter 14 of the mandatory Part II;
· Guidelines to assist investigators in the implementation of the Casualty Investigation Code
(resolution MSC.255(84) (resolution A. 1075(28));
· Safety of fishermen at sea, resolution A.646(16), paragraph 3;
· Reports on casualty statistics concerning fishing vessels and fishermen at sea,
MSC/Circ.539/Add.2, paragraph 2;
· Report on fishing vessels and fishermen statistics, MSC/Circ.753, paragraph 3;
· Provision of preliminary information on serious and very serious casualties by rescue co-
ordination centres, MSC/Circ.802, paragraph 3;
· Guidance on near-miss reporting, MSC-MEPC.7/Circ.7, paragraph 4; and
· Casualty-related matters, Reports on marine casualties and incidents, MSC MEPC.3/Circ.4/Rev.1,
paragraphs 6 and 8.

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The IMO Secretariat worked with the European Maritime Safety Agency (EMSA) for harmonizing
reporting procedures with the European Marine Casualty Information Platform (EMCIP) and
avoiding duplication of reporting.

Organization with the adoption of resolution A.849(20) on the non-mandatory Code for the
Investigation of Marine Casualties and Incidents, in 1997. Resolution A.884(21)
on Amendments to the Code for the Investigation of Marine Casualties and Incidents resolution
A.849(20), adopted in November 1999, provided guidelines for the investigation of human
factors. The Assembly, at its twenty-eighth session, adopted resolution A. 1075(28)
on Guidelines to assist investigators in the implementation of the Casualty Investigation Code
(resolution MSC.255(84)), revoking resolutions A.849(20) and A.884(21).

Q5. Mentoring of Juniors officers and trainee-

Ans-mentoring can address the following:

•The provision of consistent technical and psychological support for new seafarers during the initial
stages of learning about seafaring.

•The provision onboard providing training support.

•The offer of encouragement, motivation, industry experience, career development advice and
networking opportunities

.•The provision of the building blocks to help develop human resilience by equipping individuals
with experience, confidence and someone to contact without fear of reprisal

•encourages all seafarers to engage informally in sharing experiential knowledge to enhance team
and individual performances.

•recognises the need for masters and officers to take charge of their teams in terms of
communication, leadership and skill development.

•recognises the need for leaders to promote social inter-action on board to achieve team cohesion.

•acknowledges that time, on and off-duty, is a precious commodity and should not be inhibited.

•acknowledges the need for communication in one language on board in common areas to
encourage inclusion, team cohesion and safe practice.

Q6 Amendment of STCW Convention.

Ans-he International Maritime Organization’s Maritime Safety Committee (MSC) adopted

resolution MSC.416(97), which amends the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW), 1978, along with resolution MSC.417(97),
which amends Part A of the STCW Code. The amendments take effect on July 1, 2018.

1. MSC.416(97)

CHAPTER V Special training requirements for personnel on certain types of ships.

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A) Every candidate for a certificate in basic training for ships operating in polar waters shall have
completed an approved basic training for ships operating in polar waters and meet the standard of
competence specified in section A-V/4, paragraph 1, of the STCW Code.
B) Masters and chief mates on ships operating in polar waters, shall hold a certificate in advanced
training for ships operating in polar waters, as required by the Polar Code.

1 MSC 417(97)

In section A-I/11,

Continued professional competence for masters and officers on board ships operating in polar
waters, as required under regulation I/11, shall be established by:

.1 approved seagoing service, performing functions appropriate to the certificate held, for a period
of at least two months in total during the preceding five years; or .

2 having performed functions considered to be equivalent to the seagoing service required in

paragraph 4.1; or .

3 passing an approved test; or

.4 successfully completing an approved training course or courses."

2) Section A-V/2

A) Passenger ship emergency familiarization.

B) Passenger ship crowd management training
C) Safety training for personnel providing direct service to passengers in passenger spaces
D) Crisis management and human behaviour training.
E) Passenger safety, cargo safety and hull integrity training

STCW Convention chapters

Chapter I: General provisions
Chapter II: Master and deck department
Chapter III: Engine department
Chapter IV: Radiocommunication and radio personnel
Chapter V: Special training requirements for personnel on certain types of ships
Chapter VI: Emergency, occupational safety, medical care and survival functions
Chapter VII: Alternative certification
Chapter VIII: Watchkeeping

The 2010 amendments (the Manila Amendments) to the Convention and Code were adopted by
resolutions 1 and 2, respectively, by a Conference of Parties to the STCW Convention, held in
Manila, Philippines, from 21 to 25 June 2010 (2010 STCW Conference). The amendments mainly
introduced:

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1. Improved measures to prevent fraudulent practices associated with certificates of

competency and strengthen the evaluation process (monitoring of Parties'
compliance with the Convention).
2. Strengthened provisions on medical standards.
3. Revised requirements on hours of work and rest and new requirements for the
prevention of drug and alcohol abuse.
4. New certification requirements for able seafarers, deck and engine.
5. New requirements relating to training in modern technology such as electronic charts
and information systems (ECDIS).
6. New requirements for marine environment awareness training and training in
leadership and teamwork.
7. New training and certification requirements for electro-technical officers and electro-
technical ratings.
8. Updating of competence requirements for personnel serving on board all types of
tankers, including new requirements for personnel serving on liquefied gas tankers.
9. New requirements for security training for all seafarers, as well as provisions to
ensure that seafarers are properly trained regarding piracy and armed robbery.
10. Refresher training module every five years for basic training on personal survival
techniques and fire prevention and firefighting; advanced firefighting; and
proficiency in survival craft, rescue boats and fast rescue boats.
11. Introduction of modern training methodology including distance learning and e-
learning.
12. New training guidance for personnel serving on board ships operating in polar waters.
Part A currently contains mandatory provisions in this regard.
13. New training guidance for personnel operating Dynamic Positioning Systems.

SECTION 3- SURVEY AND CERTIFICATION

Q1. Enhanced Survey programme (ESP).

Ans-IMO adopted a resolution A 744 (18) in 1994 SOLAS conference with guidelines on the
Enhanced survey programme for inspection and surveys of bulk carriers and tankers.

As it has been seen that many ships and lives lost !!! All because something was wrong with either
the design of the ship or with the maintenance of the ship

the number of oil tankers lost may not be as many as bulk carriers but oil tankers were included for
the requirements of ESP because of cargo these carry.

Following these incidents, more and more P&I clubs started to question the quality of surveys done
by the classification societies.

This made the IMO to take special measures and to adopt a new SOLAS chapter (Chapter XI-1) to
enhance maritime safety.

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What is Enhanced survey programme

A ship undergoes four type of surveys during its 5 yearly cycle of statutory surveys.

• Annual Survey
• Intermediate survey
• Renewal Survey
• Dry dock survey

So where does Enhanced survey programme fit in these?

Enhanced survey programme is not a separate survey. Enhanced survey programme is a guideline
for shipping companies and owners to prepare their ships for special surveys to maintain the safety
of the vessel while at sea or at a port. A survey programme (a Planning document for surveying and
paperwork) is to be developed by the owner and is to be submitted to the recognised authorities
such as classification societies, 6 months before the survey.

Who to inspect

• For bulk carriers of 20,000 tons deadweight and above, two surveyors should jointly carry
out the first scheduled renewal survey after the bulk carrier passes 10 years of age (i.e. third
renewal survey), and all subsequent renewal surveys and intermediate surveys.
• On bulk carriers of 100,000 tons deadweight and above, the intermediate survey between 10
and 15 years of age should be performed by two surveyors.

When to inspect

• The renewal 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.
• A survey in dry-dock should be a part of the renewal survey. There should be a minimum of
two inspections of the outside of the ship’s bottom during the five-year period of the
certificate. In all cases, the maximum interval between bottom inspections should not exceed
36 months

How to inspect

• For ships of 15 years of age and over, inspection of the outside of the ship’s bottom should
be carried out with the ship in dry-dock. For ships of less than 15 years of age, alternate
inspections of the ship’s bottom not conducted in conjunction with the renewal survey may
be carried out with the ship afloat.
• In any kind of survey, i.e. renewal, intermediate, annual or other surveys having the scope of
the foregoing ones, thickness measurements of structures in areas where close-up surveys
are required should be carried out simultaneously with close-up surveys

For a company to comply and perform an ESP or an enhanced survey program, it needs to design an
enhanced survey programme, which must include the step by step planning to implement the special
survey. It can be said that the ESP is conducted to check the watertight integrity of the ship by
inspecting the following areas of the ship:

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It covers the minimum requirements for the inspection of ship’s hull and structure during each type
of survey. The structures like

• Cargo holds and hatch covers

• All pipings
• Ballast tanks
• All Hull plating
• Watertight bulkheads

It also guides about the extent the inspection (overall survey or close up survey) for each of these
elements during these surveys.

The overall survey is intended to report the overall condition of the hull structure. For example, as
per ESP code during the annual surveys, the overall survey of the cargo tanks need to be carried out.

This would mean that surveyor needs to do the good visual inspection of the cargo hold.

Close up survey is a survey where the details of structural components are within the close visual
inspection range of the surveyor, i.e. normally within reach of hand.

Again as per ESP code, a Close-up survey of cargo holds is required during renewal survey. So
during renewal survey, each part of cargo hold need to be in hand reach range of the surveyor.

So shipowner may need to arrange for scaffolding in the cargo holds.

Now that we know few things about ESP, let us understand the process involved in the ESP.

1. Survey Programme
ESP code requires that a survey programme is developed before the renewal survey.

The survey programme document gives the complete detail of what needs to be inspected and what
resources are required to conduct the survey.

Survey programme gives the inspecting surveyor a written plan to follow.

Survey programme is sometimes also called “Survey planning document”.

The purpose of this planning document is to identify the hull related critical areas that must be
inspected during the renewal survey of the ship.

i) ESP Code

ESP code has detailed instruction on the minimum criteria for inspection during each of the
statutory survey.

For example, Annex 1 of the ESP code defines the requirements for the close-up survey during
renewal survey of the ship.

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ships staff need to maintain an ESP file on board.

This file will have

• Survey reports related to hull structures

• Condition evaluation report
• Thickness measurement report

Master has to make sure that these records are available in the ESP file.

After the renewal survey, it takes some time for ship’s classification society to prepare condition
evaluation report.

So condition evaluation report may arrive on board after one month from the completion of renewal
survey.

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During any inspections, the master must be able to convey this fact to the inspectors who may want
to have a look at the condition evaluation report.

Same may be the case with thickness measurement report.

Master and the chief officer must understand the content of “condition evaluation report”.

They must know if any areas with “substantial corrosion” are identified in the condition evaluation
report.

Also, they must know if any tank coating has been graded as “Fair” or “poor”.

Whenever ship staff is making the routine inspection of these sections of hull structure, particular
attention must then be given to the areas identified to have substantial corrosion or with tank
coating as “Fair” and “poor”

How To Design an Enhanced Survey Programme?

The Shipping company will draw a planning document which will be submitted to the recognised
classification society for approval.

The essential data provided in the plan are:

• Necessary ship information and particulars

• Main structural plans (scantling drawings), including information regarding the use of high
tensile steels (HTS)
• Plan of holds and tanks
• List of holds and tanks with information on use, protection, and condition of the coating

• Requirements for the survey (e.g., data regarding hold and tank cleaning, gas freeing,
ventilation, lighting, etc.)
• Provisions and methods for access to structures
• Equipment for survey
• Appointing the holds, tanks and other areas for the close-up survey
• Appointing of sections for thickness measurement
• Appointing of tanks for tank testing.
• Damage experience related to the ship in question.

The Plan approval and survey takes place once the Class assesses the report

Q2 Preparing repair specification for drydock.

Ans- RESPONSIBILITY Masters and Chief Eng.

To keep the drydock repair works file properly updated.

To maintain active all safety precautions, as required by Company SQEMS by Vessel Flag
Administration and by Shipyard internal procedure on board during repairs;

To provide the necessary instructions and to provide follow up and control to any subcontractor
carrying out a work which is not included into Shipyard’s contract responsibilities on board of

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vessel, or by the ship staff, according to the instructions and orders received by the ship’s
Superintendent.

To prepare a plan for tank cleaning and submit it to Operation department for approval with copy to
Technical department;

To wait shore approval of tank cleaning plan prior to start tank cleaning; With vessel at berth not
operative with reduced staff on board, to coordinate with yard to ensure that contingency plans (see
dedicated WIN) are in place and effective.

2)Fleet Director

To instruct and support the Technical Manager and Ship Superintendents for preparation,
evaluation, selection and execution of repair works specification, reporting the works extent,
schedule and budget updates to Company Management.

To fix the budget approved/review by Management and communicate it to technical staff

involved; To instruct the technical office assitants to issue a “D” (drydock) Amos order to
Shipyard awarded the repair contract.

To update the Company Management, when vessel is at Shipyard, about the works progress and
significant works scope required changes affecting budget and vessel off hire time at Shipyard in
order to get Management approval for the same;

To submit to Company Managemet the proposal for the vessel to be laid-up or set inactive with
reduced crew, based on safety, technical and economics considerations;

To provide the final approval of Shipyard invoice. To provide for the Amos “D” dyrodck order to
be updated with the final invoice amount.

3) Technical Manager

To provide the necessary technical information and support to the Ship’s Superintendent for the
repair works specification preparation, as deemed necessary, with particular reference to Class
and/or repair works having a large impact on the budget/works duration;

To assist the Fleet Director in the selection of Shipyards invited to bid and in the evaluation of
the Shipyards’ bids received; To review the vessels repair work specification prepared by the
Ship’s Superintendent;

To evaluate and compare the repair offers received by the Shipyards to comment and submit the
same to the Fleet Director for his evaluation;

To attend the vessel during the repair works/drydock period for limited periods in order to check the
works schedule and budget and to update the same according to the information received from the
shipyard managers and providing his own evaluation;

To report to the Fleet Director on a weekly basis.

4) Ship’s Superintendent (supported by ship Staff as necessary)

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To cooperate/discuss and agree with Master/Operation Department for the tank cleaning so to
receive the vessel ready for the intended repair;

To prepare the Ship repair/drydock works specification with the assistance of the vessel
command; To monitor the day-to-day in the ship-yard, coordinating Class and Repair shipyard
surveys and activities;

To organize and coordinate all activities related to the repair works to be included in the repair
works according to his instructions;

To discuss with Shipyard Managers non-compliances versus the contractual commitments;

To check at the repair shipyard the technical progress of the repair works, as deemed necessary
by himself and to discuss the scope and extent of additional works, exceeding the scope of the
original repair works specification;

To provide a regular weekly update to the Technical Manager about the works progress, repair
schedule and budget of the vessel at Shipyard;

To analyze, discuss and review the final works list and relevant Shipyard invoice; To submit
results of the above to the Tech Man and Fleet Dir for their evaluation and confirmation.

3.1 Ship-yard Repair Works Preparation

While the vessel is in normal operations, any defects, maintenance and overhaul works corrective
actions and works for which are beyond the possibilities and capabilities of the vessel crew, should
be listed in the “Ship’s Defect List” and, when the case, recorded in the dedicated Company form
“Specification of Repairs” and reported to Technical Dept. Superintendent. The reports should
include full details of such defect/maintenance items, identifying the cause, when known and
available.

Serious defects which affect the safety of personnel, the ship or the environment as well the
commercial operations shall be reported immediately to the Company.

Where defects/maintenance/overhaul works have been dealt with by ship's staff own means, the
Master and/or the Chief Engineer shall inform the Company Technical Dept, in order to decide
whether the same could be considered satisfactorily with or whether further works/corrective action
are to be taken at the Repair Shipyard/Drydock. The Ship Superintendent will decide on the matter
and inform the Technical Manager Supt in due time while the repair works list is being prepared.

The list of works/repairs to be carried out at the next dry-dock will be available on board and in
copy at the Technical Dept., in the dedicated file.

3.2 Preparation of the Technical Specification :

The Vessel Superintendent will be responsible of the preparation of the repair works specification.
The Technical Manager will assist the Ship Superintendent in the repair works specification
preparation for all Class and technical works beyond standard practice as deemed necessary.

The repair works specification shall also take into account those products and activities which
might have impact to the environment and detailed actions to be taken to control or influence them.

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The list of jobs to be carried out shall follow a logical order as follows:

• hull cleaning and painting;

• dry-dock related jobs (rudder, tail shaft, propeller, sea chests and valves, anchors and chains,
cathodic protection, etc.);

• Structure and fitting, excluding the accommodation block (ballast tanks, cargo tanks/holds,
hatches, cranes, piping, etc.)

;• main machinery (main engine, auxiliary engines and boilers);• Auxiliary machinery (deck
machinery, pumps, compressors, etc.);

• Accommodation (structure, fittings, deck equipment etc.).The Superintendent shall supplement the
work specification description with drawings, sketches and pictures as appropriate.

3.3Preparation for Ship-yard repair works and dry-docking

Before the vessel will enter the premises of the repair Shipyard/Drydock, the Ship command and the
Shipyard Superintendent will make sure that:

a) All necessary materials are ordered and the delivery to the Ship-yard is scheduled in due advance
of the vessel arrival; this work to be carried out in coordination with the Company Purchasing Dept.;
b) Where technical service of machinery/equipment is foreseen, the local service company is alerted
and an order placed by the Purchasing Dept., Technical Dept. or by the Ship-yard (as agreed in the
contract);

C) Master is fully informed about

:• the selected Ship-yard;

• the repair period;

• the required arrival conditions;

• the scope of work;

• the environmental aspects and impacts management during dry-dock period;

d) The ship staff delegated to supervise any part of or specific work to be carried out at the
Shipyard, has been properly instructed and is confident with the relevant scope of work;

e) The list of works to be carried out by the ship staff is understood and agreed and any assistance
required from the Ship-yard or other specialized company is arranged;

f) The Ship-yard personnel in charge of the vessel is aware of and has signed the Environmental
Company Policy and any additional environmental requirements;

g) The Ship-yard personnel in charge is aware of, agrees on and officially authorizes the scope of
works to be carried out by the vessel’s staff or other specialized company directly engaged by the
Company.

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During the time the vessel is in the Ship-yard premises, the Ship Superintendent(s) shall:

a) Ascertain that all vessel safety systems are operative and that power is supplied to maintain all
required systems in working conditions. The Ship-yard shall provide customary safety standards in
accordance to industrial practice. The Ship-yard shall implement all the contractual requirements
related to safety.
b) monitor safety and environmental standards are provided by the Shipyard in accordance with the
applicable industrial standard and with the Ship repair industry best practice;
c) monitor the correct implementation of all ship-yard contractual requirements related to safety
and environmental protection;
d) Liaise between vessel staff and Ship-yard personnel.

NOTE: as far as crew and vessel safety is concerned, the Master responsibility is limited to
any aspect Company procedures could be fully implemented with vessel at repair Yard.

Any procedure or aspect forcedly limited by the Shipyards’ personnel activity and working
conditions on board, condition extremely different by normal vessel in operation, should be
raised during daily Safety Meeting with Yard in order to cover any eventual gap or missing.
Anyhow the Master should liaise with the vessel Superintendent and the Ship-yard staff to
ensure that safety standards and services are maintained on the vessel at all the time.

drydock order should be issued by the technical office to the Shipyard that has been awarded the
repair and drydock works contract. The order will indicate the expected amount of the final invoice
as elaborated by the Technical manager/Superintendent on the basis of the Shipyard offer received
for the scope of works submitted and technical additional evaluation. Upon discussion and
settlement of the final shipyard’s invoice the order

Filing The list of works carried out by the Shipyard/vessel crew, including all technical attachments,
drydock works report etc, must be properly collected and stored in the dedicated vessel file, with
copy in the Technical Dept .

Q3 Dry docking of Intact and damaged Ship.

Q4 Other trading certificate required to be carried on ship.

Q5 Role of recognized organization?

Ans-Under the provisions of SOLAS 1974/1988 regulation I/6, MARPOL Annex I regulation 6,
MARPOL Annex II regulation 8, MARPOL Annex IV regulation 4, MARPOL Annex VI
regulation 5, LLC 1966/1988 article 13, TONNAGE 1969 article 7 and AFS 2001 Annex 4
regulation 1, the inspection and survey of ships shall be carried out by officers of the flag
Administration. The flag Administration may, however, entrust the inspections and surveys either to
surveyors nominated for the purpose or to organizations recognized by it.

In the above context, IMO adopted resolutions A.739(18) on Guidelines for the authorization of
organizations acting on behalf of the Administration and A.789(19) on Specifications on the survey
and certification functions of recognized organizations (ROs) acting on behalf of the Administration.

Recently, IMO, recognizing the need to update the aforementioned resolutions, to gather all the
applicable requirements for recognized organizations in a single IMO mandatory instrument and to

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assist in achieving harmonized and consistent global implementation of requirements established by

IMO instruments for the assessment and authorization of recognized organizations, adopted the
Code for Recognized Organizations (RO Code) by resolutions MEPC.237(65) and MSC.349(92),
which entered into force on 1 January 2015 under MARPOL annexes I and II, SOLAS 1974 and the
1988 Load Line Protocol. The Code, parts 1 and 2 of which are mandatory, while part 3 is
recommendatory,and 3 appendix, appendix No. 2 give function provides a consolidated instrument
containing criteria against which ROs are assessed and authorized/recognized, and gives guidance
for subsequent monitoring of ROs by Administrations.

Module 1A

Management function-

The management of the RO shall have the competence, capability and capacity to organize, manage
and control the performance of survey and certification functions in order to verify compliance with
requirements relevant to the tasks delegated

Module 2A

Hull stucture-

The RO shall have the appropriate competence, capability and capacity to perform the following
technical evaluations and/or calculations pertaining to:

1. longitudinal strength;
2. local scantlings such as plates and stiffeners;
3. structural stress, fatigue and buckling analyses; and
4. materials, welding and other pertinent methods of material-joining, for compliance with
relevant rules and convention requirements pertaining to design, construction and safety.

Module 2B

Machinery systems:

The RO shall have the appropriate competence, capability and capacity to perform technical
evaluations and/or calculations pertaining to:

1. propulsion, auxiliary machinery and steering gear;

2. piping; and
3. electrical and automation systems,

for compliance with relevant rules and convention requirements pertaining to design, construction
and safety.

Module 2C Subdivision and stability

The RO shall have the appropriate competence, capability and capacity to perform technical
evaluations and/or calculations pertaining to:

1. intact and damage stability;

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2. inclining test assessment;

3. grain loading stability; and

4. watertight and weathertight integrity.

Module 2D Load line

The RO shall have the appropriate competence, capability and capacity to perform the following
technical evaluations and/or calculations pertaining to:

1. freeboard calculation; and

2. conditions of assignment of freeboard.

Module 2E Tonnage

The RO shall have the appropriate competence, capability and capacity to perform technical
evaluations and/or calculations pertaining to tonnage computation.

Module 2F Structural fire protection

The RO shall have the appropriate competence, capability, and capacity to perform technical
evaluations and/or calculations pertaining to:

1. structural fire protection and fire isolation;

2. use of combustible materials;
3. means of escape; and
4. ventilation systems.

Module 2G Safety equipment

The RO shall have the appropriate competence, capability and capacity to perform technical
evaluations and/or calculations pertaining to:

1. life-saving appliances and arrangements;

2. navigation equipment;
3. fire detection and fire alarm systems and equipment;
4. fire-extinguishing system and equipment;
5. fire control plans;
6. pilot ladders and pilot hoists;
7. lights, shapes and sound signals; and
8. inert gas systems.

Module 2H Oil pollution prevention

The RO shall have the appropriate competence, capability and capacity to perform technical
evaluations and/or calculations pertaining to:

1. monitoring and control of oil discharge;

2. segregation of oil and ballast water;

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3. crude oil washing;

4. protective location of segregated ballast spaces;

5. pumping, piping and discharge arrangements; and

6. shipboard oil pollution emergency plans (SOPEPs).

Module 2I NLS pollution prevention

The RO shall have the appropriate competence, capability and capacity to perform technical
evaluations and/or calculations pertaining to:

1. list of substances the ship may carry;

2. pumping system;
3. stripping system;
4. tank-washing system and equipment; and
5. underwater discharge arrangements.

Module 2J Radio

The RO shall have the appropriate competence, capability and capacity to perform technical
evaluations pertaining to:

1. radiotelephony;
2. radiotelegraphy; and
3. GMDSS.

Alternatively, a professional radio installation inspection service company approved and monitored
by the RO according to an established and documented programme may perform these services.
This programme is to include the definition of the specific requirements the company and its radio
technicians shall satisfy.

Module 2K Carriage of dangerous chemicals in bulk

The RO shall have the appropriate competence, capability and capacity to perform technical
evaluations and/or calculations pertaining to:

1. ship arrangement and ship survival capacity;

2. cargo containment and material of construction;
3. cargo temperature control and cargo transfer;
4. cargo tank vent systems and environmental control;
5. personnel protection; operational requirements; and
6. list of chemicals the ship may carry.

Module 2L Carriage of liquefied gases in bulk

The RO shall have the appropriate competence, capability and capacity to perform technical
evaluations and/or calculations pertaining to:

1. ship arrangement and ship survival capacity;

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2. cargo containment and material of construction;

3. process pressure vessels and liquid, vapour and pressure piping systems;
4. cargo tank vent systems and environmental control;
5. personnel protection;
6. use of cargo as fuel; and
7. operational requirements.

A2.2.3 Surveys

Module 3A Survey functions

The RO shall have the appropriate competence, capability and capacity to perform the required
surveys under controlled conditions as per the RO's internal quality management system and,
representing an adequate geographical coverage and local representation as required. The work to
be covered by the staff is described in the relevant sections of the appropriate survey guidelines
developed by the Organization.

A2.2.4 Qualifications and training

Module 4A General qualifications

RO personnel performing, and responsible for, statutory work shall meet, as a minimum, the
requirements defined in part 2, section 4.2.5.

Module 4B Radio survey qualifications

A professional radio installation inspection service company, approved and monitored by the RO
according to an established and documented programme, may do surveys. This programme is to
include the definition of the specific requirements the company and its radio technicians shall
satisfy, including, inter alia, requirements for internal tutored training covering at least:

1. radiotelephony;
2. radiotelegraphy;
3. GMDSS; and
4. initial and renewal surveys.

Radio technicians carrying out surveys shall have successfully completed, as a minimum, at least
one year of relevant technical school training, the internal tutored training programme of his/her
employer and at least one year of experience as an assistant radio technician. For exclusive radio
surveyors to the RO, equivalent requirements as above apply.

A2.3 Specifications pertaining to the various certificates

A2.3.1 Passenger ship safety certificate

Initial certification, renewal survey

A2.3.1.1 Module Nos. 1A, 2A, 2B, 2C, 2D, 2F, 2G, 2J, 3A, 4A and 4B apply.

A2.3.1.2 For this certification, the system shall cover practical tutored training on the following
issues as appropriate for Technical Appraisal and Support staff (TS) and Field Surveyors (FS),
respectively:

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1. TS: SOLAS 74, as amended.

2. FS: SOLAS 74, as amended:

1. initial survey, report, and issuance of certificate; and

2. renewal survey, report- and issuance of certificate.

A2.3.10 International certificate of fitness for the carriage of liquefied gases in bulk

Initial certification, annual, intermediate, renewal surveys

A2.3.10.1 Module Nos. 1A, 2A, 2B, 2C, 2L, 3A and 4A apply.

A2.3.10.2 For this certification the system shall cover practical tutored training on the following
issues as appropriate for Technical Appraisal and Support staff (TS) and Field Surveyors (FS),
respectively:

TS: Approval of drawings and manuals according to International Code for the Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).

1. FS: IGC Code:

1. initial survey, report and issuance of certificate;

2. annual/intermediate survey and report; and
3. renewal survey, report and issuance of certificate.

A2.3.11 International tonnage certificate (1969)

Initial certification

A2.3.11.1 Module Nos. 1A, 2E and 4A apply.

A2.3.11.2 For this certification the system shall cover practical tutored training on the following
issues as appropriate for Technical Appraisal and Support staff (TS) and Field Surveyors (FS),
respectively:

1. TS: Measurement and computation of tonnage according to:

1969 Tonnage Measurement Convention; and

1. Pertinent IMO resolutions.

• FS: Marking survey and report.

A2.3.2 Cargo ship safety construction certificate

Initial certification, annual/intermediate, renewal surveys

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A2.3.2.1 Module Nos. 1A, 2A, 2B, 2C, 2F, 3A and 4A apply.

A2.3.2.2 For this certification the system shall cover practical tutored training on the following
issues as appropriate for Technical Appraisal and Support staff (TS) and Field Surveyors (FS),
respectively:

1. TS: SOLAS 74 chapters II-1, II-2 and XII with any amendments and appropriate
classification rules.
2. FS: Pertinent technical surveys (class surveys or similar), newbuilding:

1. hull structure and equipment; and

2. machinery and systems installation and testing.

• FS: Pertinent technical surveys (class surveys or similar), ships in operation:

1. annual/intermediate survey;
2. renewal survey; and
3. bottom survey.

• FS: SOLAS 74 chapters II-1, II-2 and XII, as amended:

1. initial survey, report, issuance of certificate;

2. annual/intermediate survey and report; and
3. renewal survey, report and issuance of certificate.

A2.3.3 Cargo ship safety equipment certificate

Initial certification, annual, periodical, renewal surveys

A2.3.3.1 Module Nos. 1A, 2G, 3A and 4A apply.

A2.3.3.2 For this certification the system shall cover practical tutored training on the following
issues as appropriate for Technical Appraisal and Support staff (TS) and Field Surveyors (FS),
respectively:

1. TS: SOLAS 74 chapters II-1, II-2, III and V, as amended, and applicable aspects of
COLREG 72, as amended.

2. FS: SOLAS 74 chapters II-1, II-2, III and V, as amended, and applicable aspects of
COLREG 72, as amended:

1. initial survey, report and issuance of certificate;

2. annual/periodical survey and report; and
3. renewal survey, report and issuance of certificate.

A2.3.4 Cargo ship safety radio certificate

Initial certification, periodical, renewal surveys

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A2.3.4.1 Module Nos. 1A, 2J, 3A and 4B apply.

A2.3.4.2 For this certification the system shall cover practical tutored training on the following
issues for Technical Appraisal and Support staff (TS) and Field Surveyors (FS) respectively:

1. TS: SOLAS 74 chapter IV, as amended.

2. FS: Reference Module 4B.

A2.3.5 International Safety Management Code certification

Initial certification, annual/intermediate verifications, renewal certification

A2.3.5.1 All of the modules, with the exception of 2E (tonnage), apply to the extent that they relate
to an RO's ability to identify and evaluate the mandatory rules and regulations with which a
company's safety management system and ships shall comply.

A2.3.5.2 For this certification, the system shall comply with the qualification and training
requirements for ISM Code assessors contained in the Guidelines on Implementation of the
International Safety Management (ISM) Code by Administrations.

A2.3.6 International load line certificate

Initial certification, annual, renewal surveys

A2.3.6.1 Module Nos. 1A, 2A, 2C, 2D, 3A and 4A apply.

A2.3.6.2 For this certification, the system shall cover practical tutored training on the following
issues as appropriate for Technical Appraisal and Support staff (TS) and Field Surveyors (FS),
respectively:

1. TS: Calculation of freeboard and approval of drawings for conditions of assignment

according to ILLC 1966.
2. FS: Pertinent technical surveys (class surveys or similar), newbuilding

1. hull structural survey;

2. hull penetrations and closing appliances; and
3. stability/inclining test.

• FS: Pertinent technical surveys (class surveys or similar), ships in operation:

1. annual survey;
2. renewal survey; and
3. bottom survey.

FS: Measurement for load line/initial survey report.

FS: Conditions for assignment/initial survey report.

• FS: Load line marking verification/initial survey report.

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• FS: Load line annual survey.

• FS: Load line renewal survey, report and issuance of certificate.

A2.3.7 International oil pollution prevention certificate

Initial certification, annual, intermediate, renewal surveys

A2.3.7.1 Module Nos. 1A, 2A, 2B, 2C, 2H, 3A and 4A apply.

A2.3.7.2 For this certification, the system shall cover practical tutored training on the following
issues as appropriate for Technical Appraisal and Support staff (TS) and Field Surveyors (FS),
respectively:

1. TS: Approval of drawings and manuals according to MARPOL, Annex I.

2. FS: MARPOL, Annex I, as amended:

1. initial survey, report and issuance of certificate;

2. annual/intermediate survey and report; and

3. renewal survey, report and issuance of certificate.

A2.3.8 - International pollution prevention certificate for the carriage of

noxious liquid substances in bulk

Initial certification, annual, intermediate, renewal surveys

A2.3.8.1 Module Nos. 1A, 2A, 2B, 2C, 2I, 3A and 4A apply.

A2.3.8.2 For this certification the system shall cover practical tutored training on the following
issues as appropriate for Technical Appraisal and Support staff (TS) and Field Surveyors (FS),
respectively:

1. TS: Approval of drawings and manuals according to MARPOL, Annex II and appropriate
codes.
2. FS: MARPOL, Annex II and appropriate codes:I
3. initial survey, report and issuance of certificate;
4. annual/intermediate survey and report; and
5.
6. renewal survey, report and issuance of certificate.

A2.3.9 International certificate of fitness for the carriage of dangerous

chemicals in bulk

Initial certification, annual, intermediate, renewal surveys

A2.3.9.1 Module Nos. 1A, 2A, 2B, 2C, 2K, 3A and 4A apply.

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A2.3.9.2 For this certification the system shall cover practical tutored training on the following
issues as appropriate for Technical Appraisal and Support staff (TS) and Field Surveyors (FS),
respectively:

1. TS: Approval of drawings and manuals according to International Code for the Construction
and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code).

2. FS: IBC Code:

1. initial survey, report and issuance of certificate;

2. annual/intermediate survey and report; and
3. renewal survey, report and issuance of certificate.

SECTION 4-CONTROL MEASURES: ALL QESTION ARE IN OLD VERSION SYLLABUS

SECTION 5-EMERGENCY RESPONSE PROCEDURES

Q1 International obligations upon Collision and reporting instances.

SOLAS CHAPTER 5 REGULATION 31 - Danger messages

1 The master of every ship which meets with dangerous ice, a dangerous derelict, or any other
direct danger to navigation, or a tropical storm, or encounters sub-freezing air temperatures
associated with gale force winds causing severe ice accretion on superstructures, or winds of force
10 or above on the Beaufort scale for which no storm warning has been received, is bound to
communicate the information by all means at his disposal to ships in the vicinity, and also to the
competent authorities. The form in which the information is sent is not obligatory. It may be
transmitted either in plain SOLAS Chapter V – 1/7/02 language (preferably English) or by means of
the International Code of Signals.

2 Each Contracting Government will take all steps necessary to ensure that when intelligence of any
of the dangers specified in paragraph 1 is received, it will be promptly brought to the knowledge of
those concerned and communicated to other interested Governments.

3 The transmission of messages respecting the dangers specified is free of cost to the ships
concerned.

4 All radio messages issued under paragraph 1 shall be precedCHAPTER %ed by the safety signal,
using the procedure as prescribed by the Radio Regulations as defined in regulation IV/2.

CHAPTER 5 REGULATION 33 - Distress messages:

Obligations and procedures

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1 The master of a ship at sea which is in a position to be able to provide assistance on receiving a
signal from any source that persons are in distress at sea, is bound to proceed with all speed to their
assistance, if possible informing them or the search and rescue service that the ship is doing so. If
the ship receiving the distress alert is unable or, in the special circumstances of the case, considers it
unreasonable or unnecessary to proceed to their assistance, the master must enter in the log-book
the reason for failing to proceed to the assistance of the persons in distress, taking into account the
recommendation of the Organization, to inform the appropriate search and rescue service
accordingly.

2 The master of a ship in distress or the search and rescue service concerned, after consultation, so
far as may be possible, with the masters of ships which answer the distress alert, has the right to
requisition one or more of those ships as the master of the ship in distress or the search and rescue
service considers best able to render assistance, and it shall be the duty of the master or masters of
the ship or ships requisitioned to comply with the requisition by continuing to proceed with all
speed to the assistance of persons in distress.

3 Masters of ships shall be released from the obligation imposed by paragraph 1 on learning that
their ships have not been requisitioned and that one or more other ships have been requisitioned and
are complying with the requisition. This decision shall, if possible be communicated to the other
requisitioned ships and to the search and rescue service.

4 The master of a ship shall be released from the obligation imposed by paragraph 1 and, if his ship
has been requisitioned, from the obligation imposed by paragraph 2 on being informed by the
persons in distress or by the search and rescue service or by the master of another ship which has
reached such persons that assistance is no longer necessary.

5 The provisions of this regulation do not prejudice the Convention for the Unification of Certain
Rules of Law Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910,
particularly the obligation to render assistance imposed by article 11 of that Convention.

Q2. Action to take in the event of a collision with another

vessel

The Masters of each vessel involved must, without further endangering his vessel or persons on
board:

• Render all help necessary to the other vessel to save them from danger caused by the
collision.

• Stand by until the other vessel requires no further help.

• Provide the other Master with sufficient particulars to allow identification of your vessel and
its owners.

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• Obtain the above information for your own records. The type of information sought would
include the vessel’s name and port of registry and the names of the ports from which the
vessel sailed and to which it is bound. From that the Authorities will be able to ascertain all
the other information required.

Action to be taken in all casualties or incidents

• If appropriate, sound muster stations and initiate emergency procedures. This is when you
will know if your drills have been effective!

• Take whatever action you deem necessary as per your planned responses to minimise the
danger while noting the chronological order of all the events leading up to and during the incident.

• Make a detailed entry into your Official Log Book/Record Book noting times, actions taken,
response of other vessel, weather and visibility details, etc. These details will be required to
substantiate reports, insurance claims and will be invaluable if the incident leads to an official
investigation.

• Make a full written report to the appropriate authority at the earliest opportunity. (usually 24
hours)

Failure to fulfil your obligations can result in fines and failure to offer assistance to another vessel
in a collision can lead to imprisonment.

Q2. RESCUE FROM ENCLOSED SPACE

1. Raise the alarm and inform

2. Obtain necessary assistance and equipment including medical support
3. Lifelines, breathing apparatus, resuscitation equipment and other items of rescue equipment are
ready for use
4. A trained emergency team is available
5. A back up support squad readily available near to the scene
6. First aid squad fully equipped near to the scene
7. Breathing apparatus and, where practicable, lifelines must be used by persons entering the space
8. A code of signals is agreed in advance
9. Communication link established. Use approved VHF/UHF radios
10. The officer in charge of the rescue must remain outside the space, where he can exercise the
most effective control.
11. Before entry fill up effectively & not rashly the relevant entry to enclosed space checklist. Check
& use calibrated portable instruments for accurate readings.
12. Before entry, officer in charge must inform in briefly the squads about the peculiarities of the
relevant space (if possible consult relevant plan)Officer In Charge or
13. Consider the possibility to use lifting equipment in order to pull up the casualty. (If possible
prior entering the space)
14. Prepare back-up teams for immediate evacuation of the rescue team when situation arises. (Prior
entering)
15. Prepare approved means of lighting (portable &/ or hand held)
16. Before entering a tank/compartment the team members should :Officer In Charge•Check all
equipment carefully. Inspect the air hoses, face mask and straps.Officer In Charge•Check the
cylinders for air content.Officer In Charge•Try the apparatus and see if it functions properly.Officer
In Charge•If anyone feel sleepy or lethargic or smell something, or in any other way feel affected by
vapors do not stay in the tank/compartment.Officer In Charge•Be careful about keeping safety line

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from becoming entangled with the structures of the tank/compartment.Officer In Charge•Never take
off their equipment while in the tank.
17. During rescue procedure adjust ship’s course & speed in order to keep the vessel steady (avoid
pitching & rolling)
18. .During entering enclosed space log the pressure in the air bottles for each person. Calculate the
approximate safe working time for each rescuer.
19. During rescue operation adequate ventilation shall be provided continuously.
20. If any of the conditions stated on the entry permit become unsafe after personnel have entered
the tank, space or compartment, they should leave immediately and not re-enter until the safe
conditions stated on the permit have been restored.
21. After rescue from enclosed space consider if the person rescued needs further medical
assistance. Inform the
22. After leaving the tank/compartment:Officer In Charge•Remove all protective clothing upon
leaving the confined space. Liquids impregnating shoes, gloves and other protective clothing can do
their evil work later.Officer In Charge•After having removed protective garments which may be
contaminated, make certain that the items are properly cleaned before being stowed away in
lockers.
23. Inform the Master and report to the Office.
24. After the rescue operation:•All used equipment and tools to be secure in proper positions

Q 3 Rescue of survivors from sea / another ships.

Ans-1. Briefing: A quick briefing of all crew members is of utmost importance. It would be a good
idea to carry out a detailed briefing as soon as the vessel starts getting distress messages on the
Navtex and Sat-C. Due to the limited resources of the Coastal authorities, there is a good likelihood
that your vessel will be instructed by the MRCC if sailing in nearby waters.

2. All Hands on Deck: Make it clear to all crew members that lives are at stake and that rest hours
could be violated. You don’t want grumpy crew members complaining to you about their rest hours
when you should be concentrating on saving lives.

3. Rescue Equipment: Keep lifebuoys, messenger lines, heaving lines, shackles, cargo nets etc.
ready. It is a good idea to get the Line Throwing Apparatus ready and re-familiarise the deployment
procedure. This will come in handy in strong wind conditions. Keep the Personnel Transfer basket
ready if your vessel has one.

4. Inform the DPA: The DPA is usually the best person to inform in such cases. He can mobilise
other resources if required and also serve as a single point of contact. The Master will be extremely
busy during the operation and the non-essential reporting can be taken care of by the DPA. Also,
keep the charterers updated on every development. On tankers with a tight laycan, the charterers
might need to re work the cargo or laycan. In the end Merchant Ships are commercial vessels and
not NGOs and need to get back down to business at the earliest.

5. Prepare for Embarkation: Swing out both gangways and deploy the pilot ladders. While saving
time for the eventual embarkation, this will also reassure the refugees that the vessel will definitely
come to their rescue. Remember that all refugees will be sea sick and very anxious to get onboard.
This small measure will go a long way in ensuring that the migrants don’t start rushing towards one
side of the boat out of fear or anxiety.

6. Lock Down: Ensure all stores, enclosed spaces, restricted spaces, cabins, accommodation
entrances, lifeboats, boxes, drums, etc. are locked and sealed. Note down the seal numbers to re-
tally at a later stage. The same seal number indicates that the space has not been breached. This will

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save you a lot of time and effort when you carry out a mandatory stowaway search after the
refugees have disembarked.

7. Take Pictures: This is very important should there be an unforeseen occurrence during the
rescue or at a later stage. It will also come in handy to share with the rest of the fleet and during the
crew debriefing. Pictures of who is handling the boat can also help authorities determine the leader
of the boat. This person could very well be the ring leader of such operations.

8. Approaching the Boat: Approach the boat keeping her on the leeward side. The last thing you
want is the boat to come crashing on to the ship. In a recent incident, a migrant boat collided with
the Merchant container vessel King Jacob. Almost 800 lives were lost when the overcrowded boat
capsized. There are multiple homicide charges being brought against the migrant boat captain.
Although, the Merchant Vessel captain has escaped scrutiny in this case, it could very easily have
been him who would have faced the charges. Be courageous but cautious!

9. Use of Rescue Boat: It is a very good idea to pass the messenger lines by the Rescue Boat or
lifeboat. While doing so, keep a safe distance and throw a heaving line to make the connection. Do
not go too close to the migrant boat. There are bound to be overly adventurous persons on the
migrant boat who will try to jump onto the rescue boat.

Remember that the migrant boats are not built by naval architects and have very poor stability. A
small bump or a sudden movement of refugees in the boat is enough to capsize the boat. Remember
that the boats have almost non-functional engines and as such cannot manoeuvre to aid their rescue
in any way. All the hard work has to be done from the ship’s end.

10. Persons in Water: If there are persons in the water, considering launching the liferaft and using
it as an embarkation station. Tie it up near the gangway so that persons can board the vessel directly
from the liferaft. This is easier said than done and will require some deft seamanship.

11. Embarkation: A big question when the boat is alongside is how to embark such a large number
of persons onboard. The refugees are not going to be a disciplined lot when you try to embark them.
When the opportunity arises, everyone will try to jump on the gangway and get onboard as soon as
possible. It is very important for one burly crew member to wear his uniform and appropriate PPE
and stand at the bottom of the gangway. The refugees are not usually disciplined but they have a
tendency to respect authority. The designated crew member should not allow more than four to five
persons to climb up the gangway. Have a person standby to heave up the gangway immediately if
things start getting out of control. It is also very important to take additional lashings on the
gangway if possible. You may consider embarking the refugees using the pilot ladder but it isn’t a
great idea considering the refugees are already exhausted and not in the best frame of mind. Many
of them carry infants with them.

12. Frisk the Refugees: This might prove to be one of the single most important actions during the
rescue. Although unlikely, there is a good possibility that the refugees might be carrying arms or
weapons. It is also possible that some of them might be carrying lighters and cigarettes. Be sure to
search the refugees thoroughly prior logging them down. Use of Gloves, Face Masks and Full Body
protection is highly recommended while frisking the refugees.

13. Record and Tally: It becomes very difficult to keep a track of a large number of refugees. The
ship is a large place with lots of places to wander about. It is impossible to keep a track of each
individual constantly. The first point of gangway entry is the best opportunity for you to count and
tally the refugees. Count them into three groups of Men, Women and Children. This will be the first
question the concerned authorities will ask you after the rescue has been completed.

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The Refugees being frisked immediately upon embarkation

14. Care of the Injured and Sick Refugees: Now this could prove to be tricky. It is impossible to
know if the refugees are carrying any communicable diseases. Direct contact with the refugees
should be avoided at all costs. Provide the injured refugees with antiseptics, cotton wool, bandages
etc. but avoid treating the wound yourself. The refugees usually come from countries with a high
rate of HIV and other infections. Although, there haven’t been reports of refugees from the Ebola
infested countries at yet, it cannot be ruled out. Take every precaution you can. Provide blankets
and mattresses to the sick, pregnant women and children. Avoid giving out anything other than
basic medicines like Paracetamol at this stage unless advised by Radio Medical.

15. Sanitation Facilities: After having spent a long time on the migrant boat, the refugees will
certainly insist on using the toilet. Designate the toilet that is located outside accommodation areas
for this purpose. Try and avoid giving access to the refugees to toilet facilities inside the
accommodation unless in a medical emergency.

16. Refreshments, Food and Water: The cooks will need to double up on their efforts here. It is
certain that most of the refugees will be absolutely famished and thirsty for drinking water. In our
experience sandwiches and plain white rice will suffice. One carton of milk can be shared between
four persons. Women and children should be afforded additional rations if the vessel can spare this.

17. Refugee Details: The best opportunity to re-tally and log down refugee details is when food is
being served. The refugees are usually quite orderly when this is being done. Remember to note
down the Name, Age, Sex, Nationality and the Medical Condition of every single refugee. We also
photographed every refugee when doing this. This came in very handy for the authorities at the port
of disembarkation. This will also serve as evidence that all persons were healthy when onboard.

Crew Members Photographing and Documenting Refugee Taking Details

18. Continuous Watches: Very essential given the large number of people and the potential for
fights erupting. We had spontaneous fights erupting twice amongst rival groups of refugees. The
refugees, although from the same boat, come from different countries, ethnic beliefs, race etc. Also,
they are unlikely to have any concept of tanker / ship safety. It is very easy to smuggle in a lighter
or a blade which is enough to cause severe damage to vessel property and human life. We had all
the deck and engine ratings on continuous 6 on 6 off watches. The presence of vessel’s crew had a
controlling effect on the refugees.

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Crew keeping a constant eye on the Refugees is of utmost importance

19. Prepare for Disembarkation / Appoint Local Agent: Although the port of refugee
disembarkation cannot be construed as a regular port call, it is essential for the Owner’s to appoint
an agent. The agent would be required to arrange for Medical Check-up of the Crew and stocking
up provisions, fresh water, etc. It might also be essential to arrange for fumigation, deck
disinfection etc. A basic medical check-up will go a long way in reassuring the crew that they have
not contracted any disease from the refugees.

20. Inform P and I Club, Charterers etc : The master or company will need to inform the local P
and I club as well. This is important from the commercial point of view since the eventual cost of
diversion will need to be settled at a later date.

21. Hand Over Documents and Pictures to the Authorities: When the vessel arrives at the port of
refugee disembarkation, several authorities (Harbour Master, Local Police, Immigration Officials
etc.) will board the vessel. There will also be a team of medical professionals to make a preliminary
assessment of the medical condition of the refugees. Hand over all details to the authorities. It is
best to have the 2nd Officer to prepare a statement of facts with a detailed timeline regarding the
rescue. This can be stamped, signed and handed over to the Authorities by the Master. Also, hand
over all copies of refugee details taken such as Name, Number, Nationality and Photographs. A few
pictures of the boat prior rescue will be useful since it helps the authorities determine who was
leading the boat men. Remember to keep all originals onboard.

Authorities carrying out a pre disembarkation Medical Check-up

22. Re-Tally and Stowaway Search: It is important to re-tally the refugees as they are
disembarking into the port authority barge. It will serve as a ready reckoner to indicate if any
persons are missing. Irrespective of the tally, it is of utmost importance to carry out a thorough
search for stowaways or contrabands. The last thing you need after carrying out a successful rescue
is to be left with a stowaway or contraband (drugs, arms etc.) onboard.

23. Crew Debrief: Finally, after the vessel has sailed out we carried out a thorough debrief of all
crew members. Many doubts were cleared. The Master thanked all the crew members for their
tireless efforts. A small pep talk by the Master did a lot to uplift the mood. Several crew members
were doubtful if such an operation can be construed as a distress rescue. Many commented that this
appeared to be more like a suicide mission of the refugees. To which we found it easy to explain the
situation by reading out the concerned SOLAS paragraphs as below.

SOLAS Chapter V Regulation 33.1

The master of a ship at sea which is in a position to be able to provide assistance, on receiving
information from any source that persons are in distress at sea, is bound to proceed with all
speed to their assistance, if possible informing them or the search and rescue service that the ship
is doing so. This obligation to provide assistance applies regardless of the nationality or status
of such persons or the circumstances in which they are found. If the ship receiving the distress
alert is unable to proceed to their assistance, the master must enter in the log-book the reason for
failing to proceed to the assistance of the persons in distress, taking into account the
recommendation of the Organization to inform the appropriate search and rescue service
accordingly.

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SOLAS Chapter V Regulation 33.6

Masters of ships who have embarked persons in distress at sea shall treat them with humanity,
within the capabilities and limitations of the ship.

The above extract from SOLAS is unambiguous and clear. The duty to provide assistance to anyone
in Distress is an obligation and not a choice. The Master can turn down a request for rescue in only
the following circumstances:

• He has insufficient bunkers to aid in the rescue effort.

• The rescue poses threat to his own ship and crew (e.g: rescue in hurricane, rescue in fire
situations if own vessel is a loaded tanker).
• If other vessels are already in the process of rescuing.
• If it is indicated by the concerned MRCC that his assistance is not required.

Q4 Methods of re-floating a vessel.

Ans-Stranding means when a vessel has run aground, it is accidental. Consequently, the vessel's
double bottom area will probably suffer considerable damage, especially if the ground is rocky. The
Master of a stranded ship should first secure the safety of the crew, Cargo, vessel, and the
environment.

Assessment of urgency: The master should immediately asses the dangers to which the ship is
exposed and the urgency with which assistance may be required from outside sources. It is better to
over-react on the side of safety and pollution prevention than to delay action in the hope that the
situation may improve. When making judgements, it should be assumed that the situation will not
improve.Account should be taken of all circumstances, including the following:

• Safety of personnel.
• Proximity to shore or shoal water.
• Weather and sea conditions.
• Current and tide.
• Nature of sea bed and shoreline.
• Potential for safe anchoring.
• Availability of assistance.
• Damage already sustained by the ship.
• Risk of further damage to the ship.
• Prospect of maintaining communications.
• Threat of pollution.
• Manpower and material requirements.

In addition to any threat to life, ship and cargo, the necessity to avoid or reduce the risk of pollution
cannot be overstressed. When the Master judges that re-floating the vessel is hopeful, re-floating by
the vessel should be tried first. However, the following items should be investigated to judge the
propriety of re-floating work. Investigation using divers shall be carried out in parallel, if possible.

Accidental flooding

If one or more spaces that usually provide buoyancy become flooded, the action to be taken will

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depend upon the location of the flooded compartment and the extent of the damage. Flooding of the
machinery spaces could result in a major loss of buoyancy and total loss of propulsion. If the ship is
loaded, to compensate for the resulting loss of buoyancy, intact spaces may have to be evacuated
and securely battened down. It includes any accommodation and other spaces that could contribute
to the ship's buoyancy if it settled in the water. Use should be made of any means, such as
pressurization, to reduce or minimize the ingress of water and progressive flooding.

Detailed information about the location and extent of the damage should be sent to the owner or
operator to enable him to assess accurately the buoyancy situation and the structural effect of
flooding in order to provide advice to the Master of ways to the limit hull stresses.

1. Degree of Flooding, if any, and Discharging Capacity : Sound each tank and bilge
periodically to check for leakage and to estimate the rate of leakage. If the leakage rate
exceeds the discharging capacity, external assistance is required.
2. Collection of Basic Data: The Draft, Speed, Tidal conditions (Time, Height, Direction and
Speed), Quantity and arrangement of Fuel oil, Ballast water, Freshwater, and the type,
quantity/ weight, and stowage conditions of Cargo onboard.
3. Stranding Conditions: Degree and Extent of the Stranding, and the Heel of the vessel.
4. Seabed Conditions: Sound the Depth around the vessel and investigate the Nature of the
Seabed.
5. Location and Degree of Damage : Carry out internal inspection of tanks as far as possible
6. Oil Leakages or Threat of Oil leakages
7. Necessity of reinforcing water tightness, and necessary materials on hand.

Self -refloating

1. Use of Engine and Rudder: After De-ballasting to reduce the draft as much as possible, re-
floating the vessel by itself at high tide using the Engine and rudder shall be considered.
2. Use Vessel Engine with extreme caution since there is a possibility of expanding the damage
to the machinery and hull. Check:
a. Condition of the seabed around the stern. A survey by a lifeboat may be required and in
the direction of maneuvering when clear;
b. Integrity of the hull and damage stability;

3. Discharging ballast and fresh water

Prepare discharging operations in such a way that completion will be just about at the high tide. If
the discharge is carried out too early, there is a prospect of expanding the hull damage and
increasing the vessels list.

Rate of drift of a disabled ship

The ship will drift under the influence of wind, current, and wave forces. Direction and speed of
drift cannot be predicted precisely, but results from model tests and full-scale drift observations
have increased knowledge of this subject. Drift, as depicted in these tests, does not account for any
current other than wind-related. The Master should take every opportunity to observe his ship's drift
behavior is loaded and light conditions and various aspects of trim. The drift pattern observed
should be documented and retained on board for future reference.

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While drifting towards a perilous situation, the Master should continue to take observations. The
Master can take decisive action to influence his ship's drift direction and or drift speed. As ships in
different conditions drift in different directions, it is essential to remember that before all control
over the ship"s movement is lost, the initial drift direction can be influenced by how the ship"s head
is directed. Options available to achieve a possible change in drift direction and or speed include the
use of engines when the steering is lost, changing of trim, Heel, positioning of rudder while steering
capability is still available, and use of anchors. It may be helpful to draw the drift patterns likely to
be experienced on a thin piece of paper, and a large enough scale, using data extracted. This
transparency can be placed on the chart relative to the wind/wave direction, to determine the best
possible action to be taken to change the drift direction and speed. Most tables, the ship"s heading
and drift directions are given relative to the wind and wave direction, for conditions of the ship
lying with the wind on the port and starboard sides. In all cases, the condition corresponds to
Beaufort wind force 7, with a significant wave height of 5.2 meters.

2 method for self floating - USE OF GROUND TACKLE( which can be use for refloating and
also for securing of the vessel in position that is broaching of ship further into shore)

Anchor (usually kedge anchor) by open lifeboat and drop in deeper water. Kedge anchor and aft
station winch are connected by warp. Then heave up that anchor by the winch so that your vessel
shifts from aground position and refloats.

-
Requesting salvage

Re-floating by own means if judged to be complicated or there is doubt about the safety of the
vessel during and after the operation, external assistance should be considered. It would involve
offshore unloading and or arrangement of Tug boats.and or dreadging of the However, the contents
of the agreement with salvers shall follow the Company's instructions, except in an emergency
when trying to use the Lloyds Open Form

Securing the vessel

If re-floating is impossible, and if it takes a long time for salvage boats to arrive, the vessel shall try
to stabilize the situation as soon as possible. The following shall be considered:

• Dropping anchors;
• Adding ballast to stop the vessel moving in the waves or by changing tides; and
• Temporary repairs where possible (e.g. cement boxes, wooden plugs etc.).

Response to oil leakage

In case that cargo oil or fuel oil is discharged overboard due to the stranding, take appropriate
measures according to the Shipboard Oil Pollution Emergency Plan and the Emergency Procedures
for Oil Pollution Accident

Cargo discharging at sea

When the vessel transfers part of her Cargo to other ships or barges to reduce her draft for re-
floating, the cargo survey shall be arranged as far as possible for adjustment of General Average
and dealing with cargo damage accident. In this case, keep the record of the container numbers (or

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part contents), stowage, etc., for accident handling in the future. Be sure to record the working
process in detail.

Ballasting

When offshore unloading or jettison is carried out to reduce draft at the stranded portion of the
vessel, put ballast water in tanks until just before the commencement of re-floating operation as far
as possible so that the conditions of the vessel should not change so much from those at the time
when the vessel stranded. Moreover, discharge the ballast water at a stretch when the re-floating
operation is just started. When the draft is reduced by offshore unloading, ships hull may be buried
in the earth and sand around the vessel. Moreover, when the local load is increased, it causes the
expansion of the hull damage.

Q5 Fire / explosion at port and at sea

Ans As soon as a fire is detected, several actions should be taken to ensure the safety of the vessel
and the personnel.

1. Sound general emergency alarm. Bridge/control room to be informed, at port raise alarm as
agreed prior during ship shore meeting.
2. At sea, alter course & speed to reduce draft & minimize fire spread.
3. Determine location of fire.
4. Conduct fire control procedures*.Fire Party
5. Assess proximity of navigational hazards, including traffic, and maneuver the ship as
appropriate.
6. In case of fire in:

•Engine room –checklist “Main Engine Failure” as appropriate.

•Steering gear compartment –checklist “Steering Failure” as appropriate.

•Generator compartments –checklist “Total electrical power Failure (Blackout)” as appropriate.

7. Broadcast URGENCY or DISTRESS message, if appropriate.

8. Isolate fire.
9. Shut down cargo & bunker operations (if any)
10. Close down vent system.
11. Close skylights, doors ports etc.
12. Isolate electrical circuits
13. Stop engines if necessary
14. Evacuate unnecessary personnel from area.
15. Check for missing crew.
16. Check for injuries
17. Operate fire extinguishing system if necessary.
18. If in or near port alert harbor authority, shore fire services & agent.
19. Shore hose connection ready.
20. Switch on vhf-channel and communicate with shore fire party
21. At sea-fix position.Officer On Duty
22. Switch on deck lights (at night).
23. At sea-exhibit lights/shapes.
24. At sea-prepare lifeboats.

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25. Determine cause of fire.

26. Assess injury to ship personnel/damage to vessel.and to cargo.
27. Enter all times and facts in log book.
28. Notify interested parties.
29. Date & time (using GMT) of the occurrence,Weather conditions.
30. Actions taken to control/extinguish & means used (water, foam etc.)
31. Maintain log/record of events and decisions.
32. Report to the office./Owner/ charter/agent.

Q6. Grounding action

Ans- In case of stranding, take at least following actions:

• Stop engines immediately (it happens that a ship runs aground with very little speed on a
very soft bottom with very little slope) and that nobody on the bridge or in the engine room
has felt it)
• Sound general alarm
• Check any injury to ship crew
• Watertight doors to be closed
• VHF watch maintained on channel 16, modify the AIS status
• Inform VTS or port authority
• Broadcast to other vessels
• Sound signals, Light / Shapes to be exhibited especially important in case of fog)
• Deck lighting switched on
• Check position on chart
• Take note of any valuable information (time, course steered, speed, log, eventual
manoeuvres, etc.)
• Switch to high cooling water intake.
• Check machinery/Propeller for damage and Tail shaft for loss of oil.
• Sound bilges, tanks
• Check state of tide/ weather and forecast
• Assess if vessel likely to refloat next high water.
• Details of flooding, ebbing, low water, slack water, high water
• Immediately take overboard soundings around vessel to check on what type of sandbank the
ship is lying.
• If the ship is on top of a flat sandbank the danger of breaking in two is minimal. If the ship
lies on a mountainous sandbank the risk of breaking is real and the stress on the ship
enormous. In that case urgent action must be taken:

o try to free the ship by giving full astern (or full ahead) with successively the rudder
to hard starboard and hard port (a lot depends on the type and size of ship)
o call the assistance of tug boats
o consider jettison of cargo (to throw cargo overboard). Be careful of risk of pollution

• Evaluate risks of pollution

• Inform Company and any third parties if relevant (P & I Club, Hull underwriters, Port
authorities, etc)
• Use of anchor, possibility of vessel sitting on anchor
• Update if necessary vessel's position in radio room, satellite terminal and other automatic
distress transmitter (GMDSS)
• Consider danger of the situation and if possible take pictures
• Consider further actions with consideration for:

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o salvage
o risks of sinking (emergency message, EPIRB's, abandon ship)
o secure position (change of tide, weather, stream, stress risks, stability)
o assistance, port of refuge, oil spills
o Keep the Company always informed
o Enter every action taken in the log book and Preserve VDR/ECDIS records.

Q 7. Collision Action.
Ans- Actions as a master in case of collision:
Immediate action:
Take over the con.
Sound emergency alarm, call emergency station.
Advise engine room
Maneuver as appropriate/stop engine(s).
Check position.
Switch on deck lights (at night).
Close watertight doors and automatic fire doors
Alert vessels in vicinity/shore station/VTS
Exhibit “Not Under Command” lights & shapes
Broadcast URGENCY or DISTRESS message, if appropriate.

Instruct C/Off to:

Muster fire fighting and Life boat party/ Head count.
Check casualties.
Make visual inspection of area of impact, estimate size of damage area, position in relation to
W/L.
Check cargo hold bilges and tank sounding to know which compartments are flooded.
Close all water tight doors and fire doors through ship’s length.
Prepare LSA & survival crafts.
Prepare FFA in case of subsequent fire.
Follow SOPEP in case of pollution.
Asses rate of flooding.
Check ship’s damage stability condition and loss of buoyancy. Refer to damage stability
booklet.
Determine reserve buoyancy, change in GM, trim, list.
As per damage control plan, follow counter measures to control flooding.
Start bilge pumps.
Keep monitoring soundings at regular intervals.
Keep reporting to bridge overall situation.

Without endangering my own ship, I shall:

Render all practicable and necessary assistance to save the other ship, crew and passengers
from danger.
Remain with her until there is no need of further assistance.

Exchange information with the master of the vessel:

Ship’s name, port of registry.
Port of departure, port of destination.

Report the accident to Marine Department within 24Hrs.

Issue Note of protest to hold other vessel responsible and accept from other vessel if any.

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If the ships are interlocked, I will discuss with other ship whether to separate or not, considering
risk of oil spill, spark, fire, sinking etc.
Maintain contact in VHF with other ship.
I’ll verify effect of damage on ship’s stability.
I’ll decide whether to abandon or not, considering:
Amount of damage
Risk of fire
Expected time vessel will stay afloat
Weather condition

Dispatch an urgency message, followed by a distress message if required.

If abandonment is not imminent,
Plug in / shoring the damage.
Inform company and keep them updating the situation.
Enter all the actions taken in ship’s log book and OLB.

Subsequent actions:

I’ll decide whether to proceed to voyage or to proceed to port of refuge.

If proceeding to voyage with reduced maneuvering capability, hoist appropriate signal as per
ICS and broadcast radio warnings.
Write a full report describing all events leading to the collision and gather information for the
owner’s lawyers:
Charts in use before and up to the time of collision
Deck and engine room log books, movement book, OLB.
Graphs and prints of course recorder, echo sounder, telegraph.
Statement of crew members witnessed the accident
Full details of two ships
Exact location of collusion
Time (UTC & LT)
Accuracy of bridge/ER clocks
Estimation of speed/courses of vessels at the time of impact
Estimated angle of impact
Point of impact
Weather and tide condition at the time of collision
List of navigation equipments used at the time of collision
Name and positions of other vessels in the vicinity at the time of collision
Retain scrap papers, which have been disposed off during the time of collision

Brief all officers and crews not to make any statement to any person without master’s
permission.
If it is unsafe to proceed to voyage, proceed to port of refuge, following the appropriate
procedures.
If it is impracticable to proceed to POR or next port, consider beaching the vessel if coast is
nearer.

Additionally action of Master as per MS act in case of collision are:

DUTIES OF MASTER FOR ASSISTING IN CASE OF COLLISIONAS PER MS ACT PART X

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In every case of collision between two ships, the master is to duly comply as far as possible with
following, without endangering his own ship, crew and passengers:

1. He should assist the master, crew and passengers of the other ship in every possible way to
save them from any danger caused by the collision. Before leaving the site they also have to
ascertain that the other ship needs no further assistance
2. He has to provide the master or person in charge of the other ship with the name of his own
ship, her port of registry, last port of call and next port of call
3. In every case of collision if practicable the master of the ship concerned shall make a full
statement detailing the location, circumstances and causes of the incident into the official
log book. The entry should be signed by the Master and also by mate or any of the crew
members
4. The owners or the Master shall immediately transmit a report to the Central Government or
the nearest principal officer in following cases

• If ship has sustained any damage due to collision. E.g. If transverse bulkheads or
shipside frames are damaged due to collision
• If above cause has resulted in loss of life or severe personal injury. E.g. If any crew
member has died or needs to be hospitalized urgently.
• If the material damages caused have affected the vessel’s seaworthiness .E.g. if water
has flooded compartments thereby causing vessel to list heavily.
• If any machinery cannot work up to specified parameters in certificates issued under
MS ACT. E.g. Seawater or fire fighting pump has been damaged and cannot be used up to
their rated capacity.

The above said report should contain name of the ship, her official number, Port of registry, her
present location and details of the incident.

A written notice should be sent to the Central Government stating details of the vessel, her official
number and port of registry as soon as possible by the ship owner or agent of any Indian ship when
a ship has disappeared or in any other circumstance when they suspect the vessel to be totally lost.

These rules are appropriate to demarcate the parties involved with respect to contributions towards
loss of both life and property, personal damages, however for environmental protection no specific
guidelines have been provided in this section.

They also clearly draw an outline to separate claims pertaining to General Average, Salvage and the
International Convention on Civil Liability for Oil Pollution Damage, 1992 by implying their non
applicability to the section 352A – Limitation of Liability for damages in respect of certain claims
of the MS ACT and thus making the above procedures exclusive for vessel registered under Indian
sub continent or with Territorial waters of India.

Q8- Pollution Action

Ans- Steps to Take in Case of an Oil Spill

1) If any body sees oil on deck immediately close the ship side scuppers and alarm the ship staff by
shouting and contacting duty officer on bridge and engine room.
2) Stop all the transfer immediately and locate the effected tank and its sounding pipe and vent
position.

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3) Emergency muster to be called up by the master and everybody must carry out their duty as
listed in the muster list for oil spill.
4) Use of SOPEP equipment and other means to be done to contain the spill within the ship.
5) Lower the quantity of spilled tank to a safer level in any other permissible tank.
6) Putting saw dust over the scupper plug will give an additional barrier for oil to go overboard.
7) Collect the spread oil in a 200 litre SOPEP drum and clear the effected area.
8) Master to enter the whole scenario in the ship’s incident report form and call up for meeting to
discuss the accident so such accidents can be avoided in near future.

Oil Spill during Bunkering Operation or Sludge Discharge Operation

The following points are to be noted in case of oil spill during bunkering:

1) One stand by officer is always present in the bunkering manifold. If he sees any oil or leakage
near that area immediately shout “stop” to the bunker supplying vessel loudly or in the VHF. If
remote switch is supplied, immediately press the switch.
2) For sludge disposal operation, if any spill occurs immediately stop the ship’s sludge transfer
pump from remote panel, normally situated near the bunker manifold.
3) Inform the Chief engineer, duty officer about the emergency situation.
4) Scupper must be plugged before starting any of these operations, if oil spill occur on the deck
recheck the plug and put saw dust over it.
5) Master will call for emergency muster and crew will carry out their duties as per the muster list
for oil spill emergency.
6) Drip tray in bunker manifold must be check for over filling and should be emptied in 200 litre
drum if required.
7) A foam type portable fire extinguisher must be readily available to avoid the worsening of the
situation by fire.

Actions to be Taken in Case Oil Goes Overboard

1) If the oil spill goes overboard, the Master will immediately inform the coastal authority like port
state control and owner or office management.
2) Measures to be taken to limit the area of spill in the water with use of oil booms and other
effective SOPEP items and all efforts to be made not to allow further oil to go overboard.
3) Use of Oil spill dispersant chemical can be done to contain the spill but with prior permission
from port state authorities.
4) Contact with 24 hr Oil Spill Response Organization to be done by master for further cleaning up
operation by shore team.Photographs only if camera of the non-flash type
5) Entry to be made in Bridge log book, Engine room log book and Oil Record Book about the
spill.

Q 9 - Flooding action

Ans-

1. Sound appropriate Emergency Stations signal & call Master

2. Close all watertight doors
3. Crew to “stand-by”/ Muster crew to damage control stations.
4. Main Engine(s) to stand-by, ships speed reduced to maneuvering revs.
5. Maneuver ship as required to: Safeguard personnel and Reduce effect of flooding (if cause
known).

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6. Nominated personnel under direction of Chief Officer (deck) & Chief Engineer (machinery space)
to take soundings of tanks & spaces to establish:*Extent of flooding *Approximate rate of water
ingress.
7. As a precaution, prepare survival craft & other life saving appliances (EPIRBS’s etc), in this case
ship to be stopped in water.
8. Broadcast URGENCY or DISTRESS message, if appropriate.
9. Inform relevant shore/port state authorities or VTS dependent upon seriousness of situation, but
notifying the Company in any event and if applicable contact Emergency response team
10. Conduct damage control procedure.
11. From soundings data obtained:Calculate present effects of flooding on stability & stress
12. Calculate effect on stability & stress for any anticipated corrective actions to be taken against
the flooding e.g. to correct any resultant etc.
13. Calculate whether ship has pumping Means & capacity to discharge or stem flood water ingress.
If the answer to this is no, then what is the probable final effect of the flooding with regards to
stability
14. In case of flood in:Engine room –checklist “Main Engine Failure” as appropriate
15. In case of flood in:Steering gear compartment –checklist “Steering Failure” as appropriate.
16. In case of flood in:Generator compartments –checklist “Total electrical power Failure
(Blackout)” as appropriate.
17. Where possible, pump out flooded spaces using ships fixed pumping system. Otherwise use
portable equipment such as educators.
18. Where the possibility exists, make preparation for oil pollution prevention (ref. SOPEP manual).
19. Use on-board materials where possible to stem flow of water (dunnage, mattresses etc)
20. Maintain log/record of events and decisions/ preserve VDR
21. Report to the Office.

Q 10 Engine and steering failure- action

Ans- Action in case of Engine Failure:

1. Check for other vessels in the vicinity.

2. Check for navigational hazards in vicinity.
3. Exhibit NUC lights/signals/shape.(rule 27 and 35)
4. Take immediate action to keep ship away from danger.
5. Switch on VHF -Channel 16
6. Inform VTS or port authority, as appropriate.
7. Broadcast SAFETY or URGENCY message, if appropriate.
8. Modify AIS status.
9. Prepare for anchoring if water depth suitable and conditions are appropriate..
10. Fix position of vessel
11. Assess sea weather conditions, currents and drift & Forecasted weather/sea conditions.
12. Note date/time of breakdown.
13. Describe damage establish Cause of breakdown.
14. Establish if repairs possible by vessel’s staff.
15. Time required repairing.
16. Establish if shore assistance required
17. Establish if Tug assistance required.
18. Notify interested parties if delay anticipated.
19. Maintain log/record of events and decisions.
20. Report to the Office

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Q 11. Steering Failure -Action

Ans-

1. Disengage autopilot.
2. Engage alternate or emergency steering system
3. Advise engineer officer on watch.
4. Check positions of vessel in vicinity and Check for navigational hazards in vicinity.
5. Maneuver as appropriate and if necessary stop engine
6. Take away off ship is safe to do so.
7. Exhibit NUC shapes/lights/signals as necessary and sound signal.
8. Broadcast URGENCY or DISTRESS message, if appropriate.
9. Prepare engine for maneuver.
10. Switch on VHF -Channel 16. and broadcast Urgency message as applicable.
11. Modify AIS status.
12. Prepare for anchoring if considered necessary and depth of water is suitable.
13. Fix position of vessel
14. Inform VTS or port authority, as appropriate.
15. Note time and cause of failure , enter the facts in log.
16. Report to the Office.

Q 12- Man Over Board Action

Ans-Actions to be Taken during Man Overboard Situation

The initial and early sighting of the fallen crew plays a vital role in increasing the percentage of
saving his/her life. The actions for a MOB mentioned below are extremely urgent and must be taken
without any delay to save the life of the person who has fallen overboard.

1. Raise alarm by Shout ‘Man Overboard on Starboard/Portside’

2. Change over to hand steering from auto and put the wheel hard over to the respective side
(port or starboard)
3. Release MOB marker from the side of the bridge wing to which MOB has occurred. This
marker is buoyant and has a self-igniting light as well as a self-activating smoke signal
4. Press the MOB button on the GPS to mark the position of the casualty for future reference
5. Sound ‘O’ on the whistle (Three prolonged blasts). This is to let the Master and the crew
know about the emergency situation. Supplement this with the appropriate ‘O’ flag
6. Post extra lookout as soon as possible
7. Sound the General Alarm on the ship’s whistle to alert everybody to proceed to stations.
This is to ensure that if the crew has not understood the three prolonged blast for MOB, they
are alerted regardless and proceed to muster stations to assist in the recovery of the person
8. Thereafter, announce the MOB situation on the ship’s PA system
9. Inform the engine room of the situation and let them know that manoeuvring will be
required
10. Execute the Williamsons turn (explained later)
11. Keep a keen eye on the RADAR/ARPA and put the VHF on Channel 16
12. Maintain a record of all the events in the Bell book
13. Carry out Master’s orders
14. The Chief Mate should take-over all decisions based on deck with regard to lowering
survival craft etc
15. The Third Mate ought to assist the Master on Bridge

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16. The officer in charge at the moment must send out an “Urgency signal” on all the
communications systems to let ships in the vicinity know about the situation
17. Keep the lifebuoy (MOB marker) insight
18. The rescue boat should be manned adequately with enough personnel to carry out the rescue
operation
19. A portable handheld VHF must be carried by the officer in the rescue boat
20. Once the person is rescued, the rescue boat must be picked up upon arrival close to the ship
along with the lifebuoy and hoisted back
21. Immediate first aid should be administered if required
22. An ‘Urgency Signal’ must be sent out to cancel the last transmitted MOB alert
23. Appropriate entries must be made in the Ship’s Logbook
24. The Master must carry out an enquiry with respect to the MOB incident and all entries made
in the Ship’s Logbook

The engines are not stopped immediately to keep the person away from the propeller. The same is
the case for wheel hard over to the side of the casualty as it is done to keep the stern away from the
casualty.

Screaming about the MOB at the instant that the mishap is realised is of paramount importance to
use all manpower available for immediate use.

The lifebuoy also adds to the life-saving process as the smoke signal leaves a conspicuous mark by
the day or night. It is also important to pick up the lifebuoy to not confuse any other ships passing
by about the status of the MOB. They must not assume that there is a MOB in the vicinity and
proceed towards helping the person when he has already been rescued.

Entries in the Ship’s Logbook hold great legal importance and should be made carefully. Always try
to succeed in the first attempt as even a little delay can cause a human life.

The Williamson Turn

1. Note the position of the ship

2. Put wheel hard over to the side of the casualty
3. After the ship has altered course by about 60 degrees, put the wheel hard over to the other
side
4. When the vessel is 20 degrees short of the reciprocal course, wheel on the midship

The Scharnow Turn

1. Put the rudder over hard toward the person

2. After deviating from the original course by about 240 degrees, shift the rudder hard to the
opposite side.
3. When heading about 20 degrees short of the reciprocal course, put the rudder amidships so
that vessel turns onto the reciprocal course.

The Anderson Turn

1. Stop the engines.

2. Put the rudder over toward the person
3. When clear of the person, go all ahead full, still using the full rudder.
4. After deviating from the original course by about 240 degrees (about 2/3 of a complete
circle), back the engines 2/3 or full.

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5. Stop the engines when the target point is 15 degrees off the bow. Ease the rudder and back
the engines as required.

Q 13 Leakage and spill of dangerous cargo.

Ans-Most important aspect while dealing with dangerous goods spillage, whether on deck
or under deck is safety of the emergency personnel.

Every vessel must have chemical protective suits, self-contained breathing apparatus and
firefighter’s outfits according to Chapter II-2 of SOLAS convention.

Four steps to spillage response

1. Identification;
2. Rescue;
3. Isolation;
4. Response.

1. Identification of The Dangerous Goods Involved

SOLAS regulation VII/5 requires a special list, manifest or stowage plan setting forth the dangerous
goods on board and the location thereof. This list or manifest will contain four-digit UN Number
and other details of the goods including the container no. and stowage position. (To download FAL
Form 7 visit https://tinyurl.com/y6us2rbv )

Identify UN Number of the spilled goods from column 10 of dangerous goods manifest, and EmS
(Emergency Response Procedures for Ships Carrying Dangerous Goods (EmS Guide))
schedule from column 16 for fire and spillage response. Additionally, properties of the goods can be
found in column 17 of dangerous goods list in chapter 3.2 of IMDG Code. For more information
about the goods vessel can ask their respective office to provide safety data sheets, contact
professional responders or manufacturer of the goods

2. Rescue

Utmost priority is safety of the personnel. When a spillage is noticed first action should be to find
and rescue any victim affected by the spillage this may also involve rescuing persons from confined
spaces and or elevated places.

3. Isolation

Isolation can be achieved by limiting the number of personnel who may get exposed to the spilled
cargo. One of the way to achieve this is roping or taping off dangerous area, sealing off ventilation,
air conditioning which can stop penetration of dangerous vapours into the living and working
spaces. Mater can alter the course of the vessel to keep the vapours away.

4. Response

Response to spillage should be in accordance with spillage schedule in EmS guide. Prior to dealing
with spillage or during spillage control vessel may seek advice from shore. Specialist advise may be
sought from

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• ship operating companies (e.g. designated persons);

• emergency information centres (such as CHEMTREC in the USA);
• specialized agencies;
• professional responders;
• port state authorities;
• coastguard;
• fire brigades; and
• manufacturer of the products.

General Guidelines for SPILLAGE:

• Think of safety first !

• Avoid any contact with dangerous substances. Do not walk through spilled liquids or
dust (solids).
• Keep away from vapours or gases.
• Sound alarm.
• Keep the bridge and living quarters up wind if possible.
• Wear full protective clothing resistant to chemical attack and self-contained
breathing apparatus.
• Locate stowage position of leaking cargo.
• Identify cargo.
• Obtain UN Numbers and the EmS SPILLAGE SCHEDULE of dangerous goods
involved.
• Consider which measures of the EmS SPILLAGE SCHEDULE are applicable and
should be followed.
• Be prepared to use the Medical First Aid Guide (MFAG).
• Contact the designated person of the company responsible for the operation of the
ship to obtain expert advice on dangerous goods emergency response measures

Q14- Drills and muster.

Ans- Regulation 21 -Periodical Operation and Inspection of Watertight Doors, etc. in Passenger
Ship:

1.Drills for the operating of watertight doors, side scuttles, valves and closing mechanisms of
scuppers, ash-chutes and rubbish-chutes shall take place weekly.

In ships in which the voyage exceeds one week in duration a complete drill shall be held before
leaving port,and others thereafter at least once a week during the voyage.

2 All watertight doors, both hinged and power operated, in watertight bulkheads, in use at sea,
shall be operated daily

Regulation 15 -Instructions, On-Board Training and Drills

2 General requirements

2.2 On-board training and drills

2.2.4 On-board training in the use of the ship's fire-extinguishing systems and appliances shall
be planned and conducted in accordance with the provisions of regulation III/19.4.1.

2.2.5 Fire drills shall be conducted and recorded in accordance with the provisions of
regulations III/19.3 and III/19.5.

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Regulation 19 -Emergency Training and Drills:

2 Familiarity with safety installations and practice musters

2.1 Every crew member with assigned emergency duties shall be familiar with these duties before
the voyage begins.
2.2 On a ship engaged on a voyage where passengers are scheduled to be on board for more than 24
h, musters of newly-embarked passengers shall take place prior to or immediately upon departure.
Passengers shall be instructed in the use of the lifejackets and the action to take in an emergency.
2.3 Whenever new passengers embark, a passenger safety briefing shall be given immediately
before departure, or immediately after departure. The briefing shall include the instructions required
by regulations 8.2 and 8.4, and shall be made by means of an announcement, in one or more
languages likely to be understood by the passengers. The announcement shall be made on the ship's
public address system, or by other equivalent means likely to be heard at least by the passengers
who have not yet heard it during the voyage. The briefing may be included in the muster required
by paragraph 2.2. Information cards or posters or video programmes displayed on ships video
displays may be used to supplement the briefing, but may not be used to replace the announcement.

3 Drills

3.2 Every crew member shall participate in at least one abandon ship drill and one fire drill every
month. The drills of the crew shall take place within 24 h of the ship leaving a port if more than
25% of the crew have not participated in abandon ship and fire drills on board that particular ship in
the previous month.When a ship enters service for the first time, after modification of a major
character or when a new crew is engaged, these drills shall be held before sailing. The
Administration may accept other arrangements that are at least equivalent for those classes of ships
for which this is impracticable.

3.3 Crew members with enclosed space entry or rescue responsibilities shall participate in an
enclosed space entry and rescue drill to be held on board the ship at least once every two months.

3.4.3 Except as provided in paragraphs 3.4.4 and 3.4.5, each lifeboat shall be launched, and
manoeuvred in the water by its assigned operating crew, at least once every three months during an
abandon ship drill.

3.4.4 In the case of a lifeboat arranged for free-fall launching, at least once every three months
during an abandon ship drill the crew shall board the lifeboat, properly secure themselves in their
seats and commence launch procedures up to but not including the actual release of the lifeboat(i.e.,
the release hook shall not be released). The lifeboat shall then either be free-fall launched with only
the required operating crew on board, or lowered into the water by means of the secondary means of
launching with or without the operating crew on board. In both cases the lifeboat shall thereafter be
manoeuvred in the water by the operating crew.At intervals of not more than six months, the
lifeboat shall either be launched by free-fall with only the operating crew on board, or simulated
launching shall be carried out in accordance with the guidelines developed by the Organization*.

3.4.5 The Administration may allow ships operating on short international voyages not to launch
the lifeboats on one side if their berthing arrangements in port and their trading patterns do not
permit launching of lifeboats on that side. However, all such lifeboats shall be lowered at least once
every three months and launched at least annually.

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3.4.6 As far as is reasonable and practicable, rescue boats other than lifeboats which are also rescue
boats, shall be launched each month with their assigned crew aboard and manoeuvred in the water.
In all cases this requirement shall be complied with at least once every three months

3.4.8 If a ship is fitted with marine evacuation systems, drills shall include exercising of the
procedures required for the deployment of such a system up to the point immediately preceding
actual deployment of the system. This aspect of drills should be augmented by regular instruction
using the on-board training aids required by regulation 35.4. Additionally every system party
member shall, as far as practicable, be further trained by participation in a full deployment of a
similar system into water, either on board a ship or ashore, at intervals of not longer than two years,
but in no case longer than three years. This training can be associated with the deployments
required by regulation 20.8.2.

Regulation 30 -Drills

1.This regulation applies to all passenger ships.

2 On passenger ships, an abandon ship drill and fire drill shall take place weekly. The entire crew
need not be involved in every drill, but each crew member must participate in an abandon ship drill
and a fire drill each month as required in regulation 19.3.2.Passengers shall be strongly encouraged
to attend these drills.

Regulation 26 -Steering Gear: Testing and Drills

1 Within 12 hours before departure, the ship's steering gear shall be checked and testedvby the
ship's crew…

4 In addition to the routine checks and tests prescribed in paragraphs 1 and 2, emergency steering
drills shall take place at least once every three months in order to practise emergency steering
procedures. These drills shall include direct control within the steering gear compartment, the
communications procedure with the navigation bridge and, where applicable, the operation of
alternative power supplies.

5 The Administration may waive the requirements to carry out the checks and tests prescribed in
paragraphs 1 and 2 for ships which regularly engage on voyages of short duration. Such ships shall
carry out these checks and tests at least once every week.

ISPS code 13-Drills and exercises:

13.6 To ensure the effective implementation of the provisions of the ship security plan, drills should
be conducted at least once every three months. In addition, in cases where more than 25 percent of
the ship’s personnel has been changed, at any one time, with personnel that has not previously
participated in any drill on that ship, within the last 3 months, a drill should be conducted within
one week of the change. These drills should test individual elements of the plan such as those
security threats listed in paragraph 8.9.

13.7 Various types of exercises which may include participation of company security officers, port
facility security officers, relevant authorities of Contracting Governments as well as ship security
officers, if available, should be carried out at least once each calendar year with no more than 18
months between the exercises.These exercises should test communications, coordination, resource
availability, and response. These exercises maybe:

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.1 full scale or live;

.2 tabletop simulation or seminar; or

.3 combined with other exercises held such as search and rescue or emergency response exercises.
13.8 Company participation in an exercise with another Contracting Government should be
recognized by the Administration.

Muster:

The Muster List consists of duties and responsibilities in case of such mishaps, designated and
assigned to each person on the ship; in other words, it is a list of the functions each member of a
ship crew is required to perform in case of emergency.

Owing to it being a document that specifies the job that every crew member is assigned with in case
of an emergency, it must be displayed at every conspicuous location onboard. Some of the
important areas where the muster list is posted are- Bridge, Engine room, accommodation
alleyways etc. – areas where ship’s crew spends the maximum of their time.

Clear instructions are provided for every person on board in the language or languages required by
the ship’s flag State and also in the English language. The list shall be ready before the ship
proceeds to sea. The regulatory requirements for the Muster List are specified in SOLAS Chapter
III, Reg. 8 and 37. The regulation applies to all ships.

The Important features which are displayed in the muster lists are:

Types of Emergency and different alarms for the same

Main emergencies such as fire, man overboard, abandon ship, oil spill etc. are listed along with
dedicated visual and audible alarms. The alarms and indications are visually specified in the list, for
further clarity. It includes details of the GA alarm and PA system and action to be taken by crew
and passengers when this alarm is sounded. The list specifies how the order to abandon ship will be
given, which is usually by the Master’s verbal order.

Instruction to follow in case of different types of emergency

Brief instruction is given in case the alarm for a particular emergency is sounded, which includes
action to be taken by the crew onboard. Specific duties that are assigned to each person on board are
mentioned very clearly in the list. Some of the essential duties specified in the list are

• Closing of the watertight doors, skylights, portholes and other openings

• Carriage of equipment and readying the survival craft and other life-saving appliances
• Muster of the crew (and passengers, if applicable)
• Heads of emergency teams and fire teams to streamline the action against such emergencies
• The muster list shall also specify the apt substitute in case any person is injured or disabled

Common Muster point for all the crew

Crew list of all crew member with assigned life boat

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The crew name is displayed along with the assigned life boat for abandon ship emergency.
Normally two life boats are assigned in between all the crew member i.e. port side and starboard
side life boat. The list displays the officers that are in charge of LSA/FFA maintenance so that all
equipment systems are ready for immediate use.

Assigned duties for abandon ship

All the crew listed in the muster list are assigned with duties to perform in an emergency situation
like carrying EPIRB and SART, lifeboat and life raft launching etc. It is imperative to always
remember that the ship is abandoned only when the Master’s gives a verbal order

Different teams with assigned duties for the individuals of the team for emergencies

Different teams are made to tackle emergencies like fire, flooding etc. these are –

1. Command Team: Operated from the bridge. The Master is the overall in charge and the
Third Mate assists in relaying the orders of the Master to the respective emergency teams in
addition to assisting the Master on Bridge.
2. Emergency Team 1: Operates at the point of scenario. Usually headed by the Chief
Mate/Second Engineer. The team leaders ensure that the rest are complying
3. Emergency Team 2: Standby team and helping hand for emergency team.
4. Roving Commission: Team working along with all another team.
5. Engine room team: This team stand by in ECR.
6. Medical Team: Usually consists of the salon staff (GS + Chief Cook) who are conversant
with the first aid to be administered in case a person is injured while carrying out his tasks in
an emergency situation

Q15 Damage control plan

Ans-1) Damage control Plan

Damage control plan is required as per SOLAS chapter II-1/Regulation 19.

As per this regulation

A plan showing clearly for each deck and hold the boundaries of the watertight compartments, the
opening therein with means of closing and position of any control thereof, and arrangement for the
correction of any list due to flooding.

In simple words, the plan needs to show the

• layout of all the compartments such as cargo tanks, ballast tanks, fuel tanks etc.
• means of closer such as valves, watertight bulkheads, hatches or cargo tank domes and its
position
• arrangement for correction of the list during flooding. Such arrangement could be the use of
ballast pumps, Fire & GS pumps. In this case, location & capacities of these pumps need to
be shown on the plan.

The more detailed guidelines about the information required in the damage control plan are
provided in MSC circular MSC.1/Circ 1245.

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Damage control plan is required to shows the location and other details about resources required for
damage control.
For example during flooding into a compartment, we would like to check the air pipes if air is
coming out from these. Damage control plan gives the location and details of the air pipes of all
compartments.

It gives the location and details of all watertight (and weather tights) doors on the ship.

Similarly, damage control plan gives the details of Tanks, Hatches or other compartments on ships.

It gives the type and location of important valves that can help in damage control or help in
restricting the flooding.

it also provides the information (like capacity) and location of pumps (such as Fire and GS pump,
ballast pump etc) that can be used for pumping out the water during flooding.

Q 16 - Abandon ship Procedure

Ans-Procedure

Step Abandon ship

1. Inform the crew to prepare to abandon ship. Review with crew how the
evacuation will be carried out.

2. Call in a Mayday, with your current location, to the Coast Guard.

3. Crew to gather on main deck, warmly dressed, and put on lifejackets. Keep
them as sheltered as possible. Do not allow lifejackets to be worn inside.

4. Crew checks that all persons on board are accounted for.

5. Crew readies lifeboat and L/R for launching and gets medical kit, blankets, food
and EPIRB / SART ready to be placed in the life boat.

6. Update vessel's position, in radio room, Satellite terminal and other automatic
distress transmitters (GMDSS)

7. Send distress message / alert other vessels

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Step Abandon ship

Check if all crew members and passengers (if any) are present,Search for missing
personnel (especially in the engine room and at night in accommodations)

8. The responsible officers employed on damage control duty should report regularly
to the master
If possible, prepare ship's documents (especially the log book), Record the
incident as soon as practicable

9. Manoeuvre vessel in proper position / stop engine. Verbal order to abandon ship .
Lauch L/B & liferaft over the side, leaving the painter attached to the vessel.

10. Keep the lifeboat/ Life raft attached to the vessel so long as it is safe to do so.

11. Cast off if it appears the vessel will sink or capsize, or if staying alongside poses
other hazards.

12. After rescue, inform company

Q17 Precaution while beaching.

Ans-Sometimes, in case of emergency, the master may decide, by his own will or in agreement with
the Insurance Company and/or the
P & I Club, to run his ship aground, in order :

• To prevent loss of ship due to flooding when there is major damage below the water line of
the ship.
• To avoid the dramatic collision.
• to avoid to be caught on the lee shore in very bad weather (e.g. engine breakdown or when
the engines are not powerful enough to ride the storm)
• to avoid the ship from sinking in deep water (which would make the salvage of the crew,
ship and/or cargo easier and less costly)
• In order to hand it over to the scrap yard.

Points to consider (during beaching)

1. select the beaching site carefully (if the time permits, consider the type of bottom, how level
is it, obstructions/obstacles present)
2. check details of tide (tidal heights, direction, tide times)
3. beach the vessel at 90o to the beach line (level ground)
4. beach approximately 1-2 hours after high water (to ensure sufficient water to refloat). If
unable to beach around this time period.Ballast the vessel to its maximum draft by whatever
reversible means needed to refloat it.
5. stop engines prior to making contact (cooling water intake protection).
6. Sound general alarm
7. Watertight doors to be close.
8. VHF watch maintained on channel 16 and broadcast to other vessel.
9. Sound signals, Light / Shapes to be exhibited and deck lighting switch on.
10. Take all measure to avoid ship going parallel to the beach (throw weather anchor first)
11. If approaching from astern due to stern damage, drop both the anchor at good distance so
that they can assist the vessel in heaving when going water.

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12. Sounding of all tanks must be done before and after beaching.
13. Evaluate risks of pollution.
14. if vessel is moving on bottom, add extra weights, if deep keel vessel, consider shoring up
(prevent vessel lying into the sea for refloating purposes)
15. Inform company and any third parties if relevant
16. Update if necessary vessel's position in radio room, satellite terminal and other automatic
distress transmitter (GMDSS)
17. Consider danger of the situation and if possible take pictures.
18. Consider further actions with consideration for:

• salvage
• risks of sinking (emergency message, EPIRB's, abandon ship)
• secure position (change of tide, weather, stream, stress risks, stability)
• assistance, port of refuge, oil spills

19. Keep the Company always informed.

20. Enter every action taken in the log book

Q 18: Damage Stability and intact stability criteria

Ans- According to the International Code on Intact stability, 2008, the following criteria are
mandatory for passenger and cargo ships constructed on or after 1st January 2010:

1. The area under the righting lever curve (GZ curve) should not be less than 0.055 metre-radians
up to 30° angle of heel.

2. The area under the righting lever curve (GZ curve) should not be less than 0.09 metreradians up
to 40° angle of heel or the angle of downflooding if this is less than 40°.

3. The area under the righting curve between the angles of heel of 30° and 40° or between 30° and
the angle of downflooding if this angle is less than 40°, should not be less than 0.03 metre-radians.

4. The righting lever GZ should be at least 0.20 m at an angle of heel equal to or greater than 30°.

5. The maximum righting arm should occur at an angle of heel preferably exceeding 30° but not
less than 25°.

6. The initial metacentric height GMo should not be less than 0.15 m.

7. Severe wind and rolling criterion (weather criterion)

In addition to the criteria described above, ships covered by the 2008 IS Code should meet a
weather criterion that considers the effect of strong beam wind and waves applied when the vessel
is in dead ship condition.

DAMAGE STABILITY CRITERIA

A damage stability criterion varies from ship to ship and the requirement for the same is given in
SOLAS chapter II-1. It may be single compartment flooding, multi compartment flooding, engine
room flooding etc.

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Under all the criteria as applicable, vessel margin line should not be submerged after the damage.
Margin line is an imaginary line drawn 75mm below the free board deck.

Intact and damage stability are very important factors that govern the overall stability of the ship.

FOR TANKERS

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Q 19 Damage stability booklet.

Ans-Damage stability booklet

The information provided in damage stability booklet can be divided into three parts

• Damage control booklet (required for all type of ships)

• Damage stability calculation (required for tankers)
• Damage control plan (required for all type of ships)

Sometime you may find all this as one booklet called “damage stability booklet”. And on some
ships, you may find three different booklets titled as above.

Let us discuss what information each of these provides.

1) Damage control Plan ( already explained )

2) Damage control booklet

The name says it all. This booklet gives the information to the master about how to control the
effect of damage.

Damage control booklet is also required as per SOLAS chapter II-1/Regulation 19

The information required in the damage control booklet is contained in the MSC
circular MSC.1/Circ.1245.

As per SOLAS chapter II-1/19, damage control booklet need to have all the information as per
damage control plan. To comply with this, usually, a copy of damage control plan will be included
in the damage control booklet.

Apart from this, damage control booklet is supposed to provide information and guidance to the
master about actions to take in case of damage to the ship.

These specific actions may include

• Sounding of alarms to alert the crew

• the closing of all watertight doors and compartments
• Sounding of tanks to check where the water is flooding and with what rate
• ways to reduce the effect of flooding such as by use of pumps to pump out water.

Along with this information, some ship’s damage control booklet may also provide a flow chart to
deal with damage situations. Below is one of such flowchart.

Rest of the damage control booklet will consist of the information and guidance to support required
actions as per this flowchart.

For example, one of the action requires the vessel to monitor tank sounding. Damage control
booklet will have one section with the ready format for recording tank soundings.

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Another action requires the vessel to report the damage situation to the necessary organization such
as ‘Emergency response service”. For this damage control plan will also provide a ready format for
such reporting.

3) Damage stability calculations

Damage stability calculations demonstrate the compliance with the applicable damage stability
regulation.

These are the calculations made during the design stage of the ship and verified after the
construction.

For example, oil tankers need to comply with damage stability requirements as per MARPOL
Annex I, regulation 28.

Damage stability requirements for oil tankers are based on Damage assumptions, meaning that
extent of damage is assumed at locations as mentioned in Marpol Annex I, Reg 28.

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Damage cases are drawn based on these damage assumptions. For example below are the damage
cases for a ship.

4) Damage Stability Information

SOLAS Chapter II-1/Reg 19.5 requires that

damage stability information shall provide the master with a simple and easily understandable way
of assessing the ship’s survivability in all damage cases involving a compartment or group of
compartments.

Damage stability calculations showed that ship will comply with damage stability requirements
when damage cases are applied to the pre-defined intact loading conditions.

But in reality, our actual loading conditions during the voyages may be totally different from that in
intact stability condition.

Our actual loading may not match with any of the loading conditions in the stability booklet.

This SOLAS regulation requires clear and easy instructions to be given to check if our actual
condition complies with the damage stability requirements.

These instructions are usually in form of a graph (or table) of Draft versus minimum GM (or
maximum KG). There may be a different graph for the different trim of the vessel.

Q 20 Emergency Response service

MARPOL Annex 1/Reg 37.4 requires that

All oil tankers of 5000 T deadweight or more shall have prompt access to computerized shore-
based damage stability and residual structural strength calculation programs.

In the real world, this program is usually named as “emergency response service” and is provided
by classification societies.

Though this is mandatory for oil tankers, ship owners prefer this service for other types of vessels
too, especially on container ships.

This service provides an emergency helpline number and email.

In case of a damage and breach of hull plating, the master can call this number and update regarding
the incident.

Master then need to send the initial reports, loading condition before the damage and extent of
damage by email.

The service provider will advise

• if the vessel will be able to sustain this damage

• what specific action vessel can take to reduce the effect of damage.

There is something else that ERS can be used for.

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It can be used for showing the compliance with the damage stability requirements. Some vessels
still do not have the facility in the loadicator to calculate damage stability.

If the vessel’s actual loading condition is not matching with any of the pre-defined loadicator
conditions in the intact stability booklet, this loading condition can be sent to the ERS.

They will check the loading condition and advise if it complies with the damage stability
requirements.

This is considered to be one of the methods for checking the damage stability compliance.

In fact, if the condition is approved for compliance with the damage stability, same can be added to
the list of approved damage stability conditions.

6) Loadicator with damage stability

MARPOL Annex I regulation 28.6 requires the oil tankers to be fitted with loadicator capable of
calculating damage stability compliance.

The Loadicator if fitted with damage stability can check compliance with all the damage cases
identified as per MARPOL or other regulations for other types of ships.

To check the damage stability compliance on the Meca Loadicator, go to calculations -> Stability ->
Damage stability

Section 6 - Life saving and fire fighting appliance (same as old version of ORAL question.)

Q1. Fire control plan

Ans-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 of the ship, 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.

Graphic Symbol

The graphical symbols used in the fire control plan should be as per fighting equipment symbols set
out in IMO Assembly Resolution A.654(16). It is duty of each and every member of ship’s crew to
know the meaning of the symbols used in this plan.

A plan providing crucial information for rapid and efficient action of the vessel’s crew during a fire.
A Fire Control Plan must show the following details:

- Control stations

-Fire alarm system including callpoints

- Various fire sections enclosed by “A” class divisions

- Sections enclosed by “B” class divisions

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- Particulars of the fire detection and alarm systems and it location.

- Particulars of splinker installation

- Particulars of the fire-extinguishing appliances( fixed and portable)

- Means of access to different compartments, decks, and escape route.

- Ventilating system including particulars of the fan control positions, the position of dampers and
identification numbers of the ventilating fans serving each section.

-LSA Locker and fire man outfit locker.

-Main Fire pump location/ emergency fire pump and emergency generator.

Language

The fire plan should be available in the working language of the crew on board and also in English.

Location and Availability

The general arrangement plan should be permanently exhibited for the guidance of ship officer in
conspicuous locations such as navigating bridge, engine room and accommodation.

At least one copy of the fire control plan shall be available ashore at the offices of the Company.

A copy of Fire Control Plan should be permanently stored in prominently marked weathertight
enclosures outside deckhouse for assistance of shore side fire fighting system in case the ship is in
port or in dry-dock.

Also with the permission of Administration i.e classification society, the details can be set out in the
form of booklet and a copy of it shall be supplied to each officer onboard. One copy of the same
should be available on board and be easily accessible. These plans should be kept up-to-date and if
alterations are made shall be recorded as soon as possible. The fire plan should be available in the
working language of the crew on board and also in English language.

Renewal, update of Fire control plan

It comes under the responsibility of the master, ship owner and ship management team at shore to
ensure that the fire control plan is kept up to date and if alterations are made shall be recorded as
soon as possible.

Following are the cases when renewal or update in the fire control plan is required:

• Change in the fire fighting system, alarm system, escape route design or anything related to
current fire plan takes place. The new system or design must be included and approval
should be taken from the classification society

• Modification In ship structure or ship particulars which effect the current fire plan must be
added to the new plan with approval of the classification society

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• In case of revision of statutes related to fire control plan under SOLAS done by IMO or
similar authority, the new fire plan to be provided and the fire fighting system or equipment
must be as per the new revised plan
• When change of flag in a ship happens, the assigned classification society must review the
ship fire control plan
• During the change of classification society, the fire control plan must be reviewed

Following surveys are required

Initial Survey: This is the survey to be done for issuing the approved fire control plan to the
newly built ship.

Annual Survey: The fire control plan survey comes under the continuous ship safety
equipment survey (CSSE) which is performed annually.

Renewal Survey: If the CSSE certificate is under renewal period requiring a survey, the fire
control plan will require this survey.

The attending surveyor is required and expected to make a specific and explicit statement in
the report of the relevant survey as to whether he has examined and has verified that the
content of fire control plan found on board are in a readable state, updated, approved (or
examined for compliance) and in accordance with the requirements of Regulations under
SOLAS.

Importance of Fire control Plan

• The Fire control plan is not just a paper requirement for the classification society or the port
state control. It is a useful document to understand:

• The location of various firefighting and safety equipment onboard for new joiners

• Location of nearest and safest fire fighting equipment and escape route when fighting fire on
ship

• The port fire fighting station team has no clue about the ship arrangement. The fire control
plan is extremely useful and easy to read document to tackle major fire on ship by port Fire
fighters

• Fire control plan is an important part of safety management plan of the ship and any
discrepancy may lead to non conformities against the SMS

• Copy of Fire control plans kept the shore officer is also inspected while issuing/ re-issuing
the document of compliance (DOC) and safety management certificate (SMC) to the
company

SECTION 7: RADIO COMMUNICATION, SEARCH & RESCUE

Q1. Functional requirements of GMDSS Equipments

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Ans-General functional requirements for GMDSS

1. Transmission of ship-to-shore distress alerts by at least two separate and independent means,
using different radiocommunication service;
2. Reception of shore-to-ship distress alerts;
3. Transmission/reception of ship-to-ship distress alerts;
4. Transmission/reception of search and rescue co-ordinating communications;
5. Transmission/reception of on-scene communications;
6. Transmission/reception of SART signals for locating;
7. Transmission/reception of maritime safety information;
8. Transmission/reception of general radiocommunications to and from shore-based radio
systems or networks; and
9. Transmission/reception of bridge-to-bridge communications.

Q2- Radio Installation

Ans-Every such ship or fishing boat subject to the requirements of Merchant Shipping (Life Saving
Appliances Rules), 1982 shall carry the following before 1st February 1995.

1.Two Satellite EPIRBS so installed that :

One shall be capable of floating free if the ship sinks and activate automatically when afloat,

The other shall be close to the position from which the ship is normally navigated and be
capable of manual activation from that position, and

Each shall be capable of being carried by a person into a survival craft and being activated
manually.

NAVTEX receiver if the ship is engaged on voyages in any sea area in which the
international NAVTEX service is provided,

A radio facility for reception of Maritime Safety information by the INMARSAT engaged
on voyages in which international NAVTEX service is not provided ;

Two radar transponder beacons so placed that each of them can be carried by a person into a
survival craft :

Provided that ships of class III may carry only one float free satellite EPIRB and one radar
transponder beacon.

Carriage of radio equipment in Sea Area A1. -Vessels plying exclusively in Sea area A1
shall comply with the above requirement of rule

Carriage of Radio equipment for Sea Areas A1/A2.-Every ship engaged on voyages beyond
Sea Area A1 but within Sea Area A2 shall, in addition to the requirement above requirement
carry :

(a) MF radio installation capable of transmitting and receiving for distress and safety purposes
on frequencies 2187.5 kHz DSC and 2182 kHz using radio telephony.

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(b) MF radio installation capable of maintaining a continuous DSC watch on 2187.5 kHz.
Such radio installation may be combined with MF radio installation specified in
clause (a) above.

(c) Means of initiating, on systems other than MF system, the transmission of ship to shore
distress alert by either:

1.HF using DSC or INMARSAT ship earth station

Capacity for general radio communication by using either

radio installation operating on working frequencies in the bands between 1605 kHz 27500
kHz. Such installation may be combine with installation specified at clause (a ) of sub-rule
(1) of this rule; or

An INMARSAT ship earth station.

Carriage of radio equipment Sea Areas A1/A2 /A3. -(1) Every ship engaged on voyages
beyond sea areas A1 and A2 but within Sea Area A3, shall, in additional to the requirements

Every such ships are carry :

1 INMARSAT Ship Earth Station ;

2 MF radio installation capable of transmitting and receiving distress and safety

communication on frequencies 2187.5 kHz using DSC and 2182 kHz using radio telephony ;

A radio installation capable of maintaining a continuos DSC watch on the frequency 2187.5
kHz which may be separate from or combined with installation specified at clause (b) of
sub-rule (2) of this rule, and

Means of initiating the transmission of ship to shore-distress alerts by any one of the
following systems ;

HF using DSC, or An additional INMARSAT ship earth station.

A Satellite EPIRB

Every such ship shall carry :

MF/HF radio installation capable of transmitting and receiving distress and safety
communication on all distress and safety frequencies in the bands frequencies between 1605
kHz and 27500 kHz using DSC radio telephony and direct printing telegraphy ;

Radio installation capable of maintaining DSC watch on 2187.5 kHz 8414.5 kHz and on at
least one of the distress and safety frequencies namely 4,207.5 kHz, 6312 kHz, 12,577 kHz
with facility to select any of these DSC distress and safety from or combined with
installation :

Means of initiating the transmission of ship to shore distress alert by a radio communication
service operating on

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An additional HF using DSC, or An INMARSAT ship earth station

A satellite EPIRB

Carriage requirement for Sea Area A4. —Ships engaged on voyages in Sea Area A4 shall
comply with rule. with the exception in INMARSAT equipment . Satellite EPIRB when
carried in compliance with above requirement shall be a polar orbiting satellite EPIRB.

Q3 Radio personnel

Ans-

Certified personnel engaged exclusively as radio operators shall

carryout maintenance of the equipment as specified in the operating manual for such
equipment and also carry out appropriate checks and tests specified in the Third Schedule,
and

inform the Master where any of the radio installations are not in working order and record
the details of the same in official log.

Where certified persons are not engaged exclusively as radio Operators and persons are
required to carry out the duties of a radio operator in addition to their other duties (such as
deck officers with additional qualification) at least two officers with qualification as
specified in the table above shall be carried and oneof these shall be nominated by the
Master to carry out the duties

Also Every such radio operator shall have attended the following courses approved
under rule 12 of Merchant Shipping – (Examinations of Master and Mates) Rules 1986:

First aid at sea course.

Survival at sea courses.

Basic fire fighting course.

II Radio Records

(1) Every radio operator shall, when keeping radio watch, enter the following in the radio
log book as they occur, together with the time of their occurrences :-

1.a summary of communication relating to distress, urgency and safety.

2 A record of important incident connected with radio service, and

3.Where appropriate the position of the ship at least once a day.

4. Summary of Communication exchanged between the ship station and other station.

5.The master of the ship shall daily inspect and sign entries in the radio log.

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Provisions of sections 215, 216 and 217 of the act shall apply to radio log book in the like
manner as they apply to an official log.

Q 4- Distress/ urgency/ safety message

Ans-

If a DSC distress alert is received on VHF or MF, the normal procedure to follow is:

(a) Watch the DSC control unit for reception of a DSC acknowledgement from a Coast Station.
Such an acknowledgement will stop further transmissions of the distress alert.
(b) Tune the radio to the frequency and mode indicated in the DSC alert.
(c) Acknowledge the receipt of the distress alert on the frequency indicated, either by voice or by
telex as indicated in the DSC alert.

The message acknowledging the distress alert should be as follows:

Mayday - The word Mayday indicates that it is a distress message.

Identity of Distressed vessel - This will be their MMSI, repeated three times - neither the name nor
the call sign of the distressed vessel will be indicated on the DSC alert.

This is......... - Your identity - your MMSI and/or name and call sign, repeated three times.

Received Mayday.

Over.

If there is a Coast Station, or Rescue Co-ordination Centre controlling the operation and they want
you to help, they will call you back. If no Coast Station nor RCC has taken control, the distressed
vessel should hear your acknowledgement and may call you back to ask for your assistance if it is
needed. If no Coast Station nor RCC has taken control and you do not hear any response to your
acknowledgement by the distressed vessel, then you should send a distress alert relay.

Reception of a DISTRESS ALERT on HF

Vessels operating in Areas A3 and A4 are expected to monitor at least two of the DSC HF
emergency frequencies. Normally 8414.5 kHz is designated as one and the other is chosen
according to conditions - a lower frequency by night or a higher one by day. Many DSC watch-
keeping receivers will in fact scan through all the DSC emergency frequencies; which are:

4207.5 kHz 6312 kHz 8414.5 kHz 12577 kHz 16804.5 kHz

If you receive a DSC distress alert on HF from another ship you must not acknowledge it by DSC.
Because of the likely propagation of the HF signal it is probable that the other vessel is several
hundreds, or possibly thousands of miles away. If the distress alert was acknowledged by DSC then
no further distress alerts would be transmitted by the distressed station, and this could well reduce
the chances of it being heard by a shore station who could co-ordinate rescue attempts.

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If you do receive an HF DSC distress alert then the correct procedure is:

a. Note on which band or bands the DSC alert was received.

b. Note the position of the distressed vessel, and compare to your own. Unless the HF signal was
received on ground wave, it is likely to be many hundreds of miles from your own position.

c. Tune the HF radio to the mode and frequency indicated in the alert, or if no frequency and mode
was specified then to the emergency frequency in the band on which the DSC alert was received.
The HF emergency frequencies are:

Voice emergency frequencies:

4125 kHz 6215 kHz 8291 kHz 12290 kHz 16420 kHz

Telex emergency frequencies:

4177.5 kHz 6268 kHz 8376.5 kHz 12520 kHz 16695 kHz

If telex was specified in the alert then the telex frequency should be monitored, but if it is possible
to monitor the voice frequency on the same band as well then this should be done. If the DSC alert
was received on several frequencies then monitor the most likely band, probably 8 MHz if the alert
was received on this band.

d. If no distress traffic is heard on the frequency to which you tuned within two minutes, then
switch to the emergency frequency on another band on which the DSC alert was received or
another of the emergency frequencies that might be appropriate, considering the position of the
other vessel in relation to you and the likely propagation.

e. If distress working is heard, then the situation should be monitored until it is obvious that the
Coast Station has the situation under control. If no distress working is heard and no DSC
acknowledgement has been transmitted by a Coast Station, then transmit a DSC distress alert relay
to inform the nearest Rescue Co-ordination Centre or Coast Station by any means possible.

Transmission of a Distress Alert Relay

A vessel should transmit a distress alert relay if:

(a) the distressed vessel herself is not able to transmit a distress alert.
(b) the master of the relaying ship considers that more assistance is required.
(c) a distress alert has been received but no contact with the distressed vessel has been possible and
no Coast Station has responded to the alert.

The distress alert relay could be sent to 'all stations', to vessels in a particular area or to a specific
Coast Station or RCC. On VHF or MF an 'all stations' call might be considered appropriate to alert
vessels in the vicinity as well as any Coast Stations within range. Usually, in the case of an HF
DSC alert relay, it will be better to send it to a specific Coast Station or Rescue Co-ordination
Centre, and let them co-ordinate the rescue. Do not do an 'all stations' call. There is no point in
alerting vessels, for example, in the Indian Ocean for a vessel in distress in the North Atlantic.

A DSC distress alert relay is sent as follows.

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a. Tune the radio to the DSC emergency frequency of the most suitable band.
b. Select 'distress relay' on the DSC control unit.
c. Address the call as 'all stations', or to the MMSI of a specific Coast Station or RCC.
d. Key in the MMSI of the distressed vessel, if known.
e. Select the nature of the distress, if known.
f. Key in position of distressed vessel.
g. Key in UTC time that the position was valid.
h. Indicate frequency and mode for subsequent traffic.
i. Transmit the DSC distress alert relay.
j. Watch on the DSC control unit for a DSC acknowledgement. Tune the radio to the stipulated
frequency and mode, and transmit the distress relay message.

The distress relay message should take the format:

Mayday relay - Mayday indicates that there is a distress situation, but by adding the word 'relay' it
indicates at once that it is not you in distress.

This is......... - Your MMSI, name of vessel, and call sign.

Text of message - Indicating identity and position of distressed vessel, nature of distress, assistance
needed and number of persons on board if known.

Reception of a Distress Alert Relay

See a typical Mayday Relay transmitted via Inmarsat-A by JRCC

PIRAEUS.

When a Coast Station, RCC, or indeed another vessel, has received, and acknowledged a DSC
distress alert it may elect to transmit a distress alert relay to other vessels. It can do this to all
stations, a group of vessels, vessels in a particular geographic area, or to one specific vessel.
Vessels receiving such a DSC alert should not acknowledge it by DSC, but instead should tune to
the indicated frequency and mode and acknowledge it on the appropriate frequency on the same
band as it was received. The procedure is: -

a. Do not acknowledge by DSC. Tune the radio to the appropriate frequency and mode indicated in
the relay call.
b. Acknowledge the alert relay by voice or telex as appropriate.

The format of the acknowledgement message is:

Mayday - The word Mayday indicates that it is a distress message.

Identity of Distressed vessel - This will be their MMSI, repeated three times. (Neither the name
nor the call sign of the distressed vessel will have been indicated on the DSC alert.

This is......... - Your identity, including your MMSI and/or name and call sign, repeated three times.

Received Mayday.

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Over.

If there is a Coast Station or Rescue Go-ordination Centre controlling the operation and they want
you to help, they will call you back. Continue to monitor the frequency after you have transmitted
the acknowledgement.

If a DSC distress alert relay is received from another ship who has perhaps done an 'all stations'
distress alert relay, the procedure is exactly the same. Do not acknowledge by DSC, instead
acknowledge by voice or telex as appropriate, in exactly the same way as above.

Urgency Calls

An urgency call is for serious situations but not one where the ship or a person is in 'grave and
imminent' danger. An example of an urgency call might be a vessel which has lost her engines and
may be swept ashore in the next hour or so. The danger is grave, but not yet imminent, so the
correct call is an urgency call rather than a distress call. A serious medical problem may warrant an
urgency call for assistance or evacuation. An urgency call must not be broadcast to the world in
general, it must be addressed to somebody, even if it is to 'all stations.'

Transmission of an Urgency Alert

DSC is used to alert other stations that an urgency message is about to be transmitted on a
nominated frequency. The message itself is then transmitted on an appropriate frequency in the
normal way. The procedure is:

a Select 'urgency call' on the DSC control unit.

b. Select on which band you want to transmit the DSC alert.

c. Tune the radio to the DSC frequency of the chosen band. The DSC control unit may do this for
you.

d. Address the call to 'all stations' or to the MMSI of a particular Coast Station or vessel, or group
of vessels.

e. Key in the mode and frequency on which the urgency message will be transmitted.

f. Transmit the DSC urgency alert.

Transmission of an Urgency Message

The radio can now be tuned to the emergency frequency of the band on which the DSC alert was
sent for transmission of the urgency message.
The format of an urgency message is:

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Pan Pan - The words Pan Pan indicate that the message is an urgency message, and as such, it
should have priority over all but distress traffic. In the case of a request for medical assistance, the
signal is Pan Pan Medico. Note that this is for medical assistance. A request for medical advice is
not a Pan Pan.

Address - All messages except distress must be addressed to somebody. A general call, perhaps for
a tow, would be addressed to 'all stations'. A Pan Pan Medico is more likely to be addressed to a
specific Coast Station, but under some circumstances that too could be addressed to 'all stations'.

Identity - You must identify yourself in all transmissions. Any station that has received your
urgency call on DSC has received your MMSI number as part of the call, so your identity should
include the MMSI number as well as the name and call-sign of your vessel.

Position - This may have been included in the DSC call, but it should be repeated here. If
somebody is to help you, they need to know where you are. As in the distress message, your
position as a distance and bearing from a prominent landmark may mean more to the receiving
station than a latitude and longitude.

Assistance - State what assistance is needed.

Over - Terminate the message with Pan Pan, name of your vessel and call-sign, and the word 'over',
so the other stations know you have finished, and they can respond.

Once communications have been established with a suitable station, the subsequent traffic will
normally transfer off the emergency frequency onto a working channel. If the communication is on
VHF and the traffic is inter-ship, then channel 6 could be used. If the communication is with the
Coastguard, then they will probably transfer operations to channel 67 in the UK or 22A in the USA.
A Coast Station will move communications to one of their working channels.

Reception of an Urgency Alert

Vessels receiving a DSC urgency alert should not acknowledge by DSC but should switch to the
indicated channel, normally the emergency frequency for the band where the DSC alert was
received, and listen for the urgency message.

Safety Calls

A safety call is to warn other vessels of a particular danger. It may be some danger to navigation,
such as a drifting derelict or it could be an urgent weather warning. Again, the call and the message
must be addressed to somebody even if it is to 'all stations'. The DSC safety alert can be addressed
to 'all stations', a particular Coast Station, a group of vessels, vessels in a specified geographic area,
or an individual vessel.

Safety messages if they are short (less than a minute in duration), and if they are primarily intended
for vessels in the immediate vicinity can be transmitted on the emergency frequency, but any longer
messages should be transmitted on a working channel.

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If the message is addressed to 'all stations' and is primarily intended for reception by other vessels
in the vicinity, then VHF will be used both for the DSC alert and the subsequent traffic and the
message itself could be transmitted on channel 6, the inter-ship safety channel, or channel 13, the
bridge-to-bridge navigational safety channel. For example, if you were entering a narrow channel in
thick fog and you wanted to warn other vessels of your location, you would do this on channel 13.

Transmission of a Safety Alert

As with the urgency call, DSC is used to alert a station or stations that there is a safety message
about to be transmitted and advises them of the frequency and mode. To send a DSC safety alert:

a. Tune the radio to the DSC frequency of the band on which it is desired to transmit the alert.

b. Select 'safety call' on the DSC control unit.

c. Address the call to 'all stations' or to the MMSI of a particular Coast Station or vessel or group of
vessels.

d. Key in the channel on which the urgency message will be transmitted. For most safety messages
a working channel (such as VHF channel 13 or 6) is selected, rather than the emergency channel.

e. Transmit the DSC safety alert.

Transmission of a Safety Message

The radio can now be tuned to the appropriate channel and the message transmitted. The message
should be in the format:

Securite - The word securite - pronounced securitay - indicates that this is a safety message.

Address - The message must be addressed to somebody, very often in this case to 'all stations'.

Identity - Give your MMSI, which will have been given in the DSC call, and the name of your
vessel and/or call-sign. All transmissions must be identified, even if you are not expecting a reply.

Message - The text of the safety message.

Out- Terminate the transmission with the name/call-sign of the vessel, and the word 'out', which
signifies the end of the transmission and that you are not expecting a reply. 'Over' signifies the end
of that part of the transmission and that you are standing by for a reply. Although one hears it every
day, it is incorrect to say 'over and out' - the two together are contradictory.

Reception of a Safety Alert

Another vessel may want to issue a safety message to warn of a danger to navigation, or perhaps a
Coast Station has an urgent gale warning or navigational warning to transmit. The DSC alert may

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be addressed to 'All Stations', a group of vessels, vessels in a particular area, or it may be addressed
to you specifically. If the DSC control unit recognises that the safety call concerns you, you will be
alerted.

a. Do not acknowledge by DSC, unless the alert is addressed only to your vessel.
b. Tune the radio to the frequency and mode indicated in the call
c. Listen for the transmitted message.

Non-DSC equipped vessels should make distress, urgency, or safety calls on the emergency
frequency of a suitable band prior to transmitting the message. The call is Mayday, repeated three
times, for a distress call; Pan Pan repeated three times for an urgent call; or Securite repeated three
times for a safety call. This should be followed by your vessel's name and/or call sign again
repeated three times. Then the message should be transmitted in exactly the same way as if a DSC
alert had been sent, e.g., MIPDANIO for distress.

Under the GMDSS regulations there is no obligation for anybody to monitor any of the emergency
frequencies other than the DSC frequencies,

Q5- Avoidance of false distress message

Ans-814(19) Guidelines for the avoidance of false distress alerts

Administrations should:
.1 inform shipowners and seafarers about the implications of the rising number of false distress
alerts;
.2 take steps to enable ships properly to register all GMDSS equipment, and ensure that this
registration data is readily available to RCCs;
.3 consider establishing and using national enforcement measures to prosecute those who:
.3.1 inadvertently transmit a false distress alert without proper cancellation, or who fail to respond
to a distress alert due to misuse or negligence;
.3.2 repeatedly transmit false distress alerts; and
.3.3 deliberately transmit false distress alerts;
.4 use the International Telecommunication Union violation reporting process for false distress
alerts, or for failure to respond to a distress alert relayed from shore-to-ship;
.5 ensure that all relevant ship personnel know how GMDSS equipment operates, the importance of
avoiding false distress alerts, the steps to be taken to prevent transmission of such false distress
alerts, and the procedures to be followed when a false distress alert has been transmitted;
.6 inform type-approval authorities of false distress alert problems, in order to draw their attention
to the testing and alerting functions of radio equipment during the type approval process;
.7 urge companies installing radio equipment to ensure that relevant ship personnel are made
familiar with the operation of the installed equipment;
.8 investigate the cause when a specific model of GMDSS equipment repeatedly transmits
unwanted distress alerts, and inform the appropriate organizations accordingly;
.9 ensure that surveyors and inspectors are informed about GMDSS equipment, and particularly
about how to operate and test it without transmitting a false distress alert; and
.10 require that GMDSS radio operators be appropriately certificated.

2 Manufacturers, suppliers and installers should:

.1 design equipment for distress alerting so that:
.1.1 it will not be possible to transmit a distress alert unintentionally;
.1.2 the panel for emergency operation is separated from the one for normal operation and is
partially fitted with a cover, and the switches on the panel are clearly classified by colouring; and

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.1.3 there are standardized arrangements of operation panels and operational procedures;
.2 design test features so that the testing of GMDSS equipment will not result in the transmission of
false distress alerts;
.3 ensure that any distress alert activation is indicated visually or acoustically, or both and shows
that the equipment is transmitting a distress alert until manually deactivated;
.4 ensure that the satellite EPIRB position on board, installations (including the release and
activation mechanisms) and handling procedures preclude unwanted activation (designing the
EPIRB so that when it is out of its bracket it must also be immersed in water to activate
automatically, and so that, when operated manually, a two-step activation action is required);
.5 provide clear and precise operational instructions that are easy to understand (maintenance and
operational instructions should be separated, and should be written both in English and in any other
language deemed necessary);
.6 ensure that when any GMDSS equipment has been installed, the necessary instructions are given
to ship personnel, drawing specific attention to operational procedures (a record should be kept that
such instructions have been given); and
.7 ensure that supply and installation personnel understand how the GMDSS works, and the
consequences of transmitting a false distress alert.

3 Trainers and educators should:

.1 ensure that maritime education centres are informed about false distress alert problems and their
implications for SAR, the GMDSS, etc., and procedures to be followed if a false distress alert is
transmitted, and include them in their teaching programmes;
.2 obtain and use actual case histories as examples;
.3 emphasize the need to avoid false distress alerts; and
.4 ensure that no inadvertent transmission of a false distress alert occurs when training on GMDSS
equipment.

4 Companies, masters and seafarers should, as appropriate:

.1 ensure that all GMDSS certificated personnel responsible for sending a distress alert have been
instructed about and are competent to operate, the particular radio equipment on the ship;
.2 ensure that the person or persons responsible for communications during distress incidents give
the necessary instructions and information to all crew members on how to use GMDSS equipment
to send a distress alert;
.3 ensure that as part of each "abandon ship" drill, instruction is given on how emergency
equipment should be used to provide GMDSS functions;
.4 ensure that GMDSS equipment testing is only undertaken under the supervision of the person
responsible for communications during distress incidents;
.5 ensure that GMDSS equipment testing or drills are never allowed to cause false distress alerts;
.6 ensure that encoded identities of satellite EPIRBs, which are used by SAR personnel responding
to emergencies, are properly registered in a database accessible 24 hours a day or automatically
provided to SAR authorities (masters should confirm that their EPIRBs have been registered with
such a database, to help SAR services identify the ship in the event of distress and rapidly obtain
other information which will enable them to respond appropriately);
.7 ensure that EPIRB, Inmarsat and DSC registration data is immediately updated if there is any
change in information relating to the ship such as owner, name or flag and that the necessary action
is taken to reprogramme the ships new data in the GMDSS equipment concerned;
.8 ensure that, for new ships, positions for installing EPIRBs are considered at the earliest stage of
ship design and construction;
.9 ensure that satellite EPIRBs are carefully installed in accordance with manufacturers' instructions
and using qualified personnel (sometimes satellite EPIRBs are damaged or broken due to improper
handling or installation. They must be installed in a location that will enable then to float free and
automatically activate if the ship sinks. Care must be taken to ensure that they are not tampered with

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or accidentally activated. If the coding has to be changed or the batteries serviced, manufacturers'
requirements must be strictly followed. There have been cases where EPIRB lanyards were attached
to the ship so that the EPIRB could not float free; lanyards are only to be used by survivors for
securing the EPIRB to a survival craft or person in water);
.10 ensure that EPIRBs are not activated if assistance is already immediately available (EPIRBs are
intended to call for assistance if the ship is unable to obtain help by other means, and to provide
position information and homing signals for SAR units);
.11 ensure that, if a distress alert has been accidentally transmitted, the ship makes every reasonable
attempt to communicate with the RCC by any means to cancel the false distress alert using the
procedures given in the appendix;
.12 ensure that, if possible, after emergency use, the EPIRB is retrieved and deactivated; and
.13 ensure that when an EPIRB is damaged and needs to be disposed of, if a ship is sold for scrap,
or if for any other reason a satellite EPIRB will no longer be used, the satellite EPIRB is made
inoperable, either by removing its battery and, if possible, returning it to the manufacturer, or by
demolishing it.

Q6. Search and rescue procedures

Ans-All vessels should have specific procedures and plans that should be followed if SAR
operations are needed. Additionally, Search and Rescue drills should be conducted periodically
onboard, to ensure personnel’s familiarization.

Actions to be taken to ensure effective SAR Operations

• On receipts of distress call, fix own position, calculate distance and steaming time to distress
position
• Establish communications with the RCC and/ or On-Scene Coordinator and other SAR units
• Prepare emergency boats, ladders, nets and the crew for rescue operations
• If assistance can be rendered, then follow guidelines in IMO publication: “Merchant Ship
Search & Rescue Manual”
• Prepare emergency boat/crew, Prepare emergency boat/crew,Post additional lookouts.
• Medical Officer should be prepared for medical treatment of survivors and provisions of hot
food and drinks
• GMDSS Officer should continuously listen and watch the relaying distress signals
• If survivors are taken on board, list names & next of kin. list of missing persons.
• Notify interested parties and report to the office
• Enter facts in log book

Q7 GMDSS Volm 5

Ans-Volume 5 (NP285) - Global Maritime Distress and Safety System (GMDSS)

This volume includes:

Worldwide communication requirements for distress, search and rescue

Extracts from SOLAS and ITU Regulations

Distress and SAR (incorporating MRCC and MRSC contacts)

Worldwide NAVTEX and Maritime Safety Information

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Q 8- Assist shiip or air craft in distress.

Ans-UNCLOS and SOLAS“Every State shall require the master of a ship flying its flag, in so far as
he can do so without serious danger to the ship, the crew or the passengers:a)to render assistance to
any person found at sea in danger of being lost;b)to proceed with all possible speed to the rescue of
persons in distress, if informed of their need of assistance, in so far as such action may reasonably
be expected of him.”Note: It is an honourable traditionof the sea to render every assistance to those
in distress.

And as per Section 355 in The Merchant Shipping Act, 1958

bligation to render assistance on receiving signal of distress.—

(1) The master of an Indian ship on receiving at sea a signal of distress or information from any
source that a vessel or aircraft is in distress shall proceed with all speed to the assistance of the
persons in distress (informing them if possible that he is doing so) unless he is unable or in the
special circumstances of the case considers it unreasonable or unnecessary to do so or unless he is
released from such obligation under the provisions of sub-section (3) or sub-section (4).
(2) Where the master of any ship in distress has requisitioned any Indian ship that has answered his
call, it shall be the duty of the master of the requisitioned ship to comply with the requisition by
continuing to proceed with all speed to the assistance of the persons in distress unless he is released
from the obligation under the provisions of sub-section (4).
(3) The master shall be released from the obligation imposed by sub-section (1) as soon as he is
informed of the requisition of one or more ships other than his own and that the requisition is being
complied with by the ship or ships requisitioned.
(4) The master shall be released from the obligation imposed by sub-section (1), and if his ship has
been requisitioned, from the obligation imposed by sub-section (2), if he is informed by the persons
in distress or by the master of any ship that has reached the persons in distress that assistance is no
longer required.
(5) If the master of an Indian ship on receiving at sea a signal of distress or information from any
source that a vessel or aircraft is in distress is unable or in the special circumstances of the case
considers it unreasonable or unnecessary to go to the assistance of the persons in distress, he shall
forthwith cause a statement to be entered in the official log book or, if there is no official log book,
cause other record to be kept of his reasons for not going to the assistance of those persons.
(6) The master of every Indian ship for which an official log is required shall enter or cause to be
entered in the official log book every signal of distress or message that a vessel, aircraft or person is
in distress at sea.

Q9-Safety in helicopter operation

Ans-Helicopter operations are commonly used on ships for crew changes, pilot
embarkations and disembarkations, medical and other emergency lift offs.

1. Check Weather Conditions Properly

Fair weather condition is an inevitable factor in helicopter operations. The helicopter team will
foresee the expected weather conditions prior the operations. However, the ship’s officers should
also consider the same at that time. This includes:

a. Wind Direction and Speed

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The speed and direction of wind has great impact on helicopter operations. During the operation,
officers have to keep an eye on wind direction and speed. Extreme wind conditions will be very
unsuitable for landing/winching of the helicopter.

b. Sky Condition – Estimate the condition of the sky. Clear or partial sky is favourable for
operations.

c. Visibility – Clear visibility is best suited for the operations. Restricted visibility is unfavourable;
in such cases extra care should be given.

d. Precipitation – Rain, fog, drizzle and snow conditions are not favourable for helicopter operations.

More attention and care is needed when conducting operations in such conditions.

e. Sea State – The state of the sea should also be taken into account. Rough sea and heavy currents
is found adverse for helicopter operations. In such cases, necessary allowance and counteracting
actions should be taken to maintain a given steady course.

2. Go Through Checklists Thoroughly

There are various checklists which have to be complied and documented prior to Helicopter
Operations. Such checklists contain important preparations and key factors which are to be checked
and followed while getting ready for the operation. The OOW preparing the checklist should be
positively sure about every single ‘tick’ he marks on the checklist. The same should be produced to
the Master for his signature before it is filed.

Necessary entries in the Logbook should also be done.

3. Maintain Efficient Communication

Communication is the most vital factor in Helicopter Operations. The ship’s officer must establish
proper communication with the Helicopter team well in advance before the operation. During such
communications the officer onboard must clarify the following:

a. The Course to be steered and the Speed to be maintained by the ship during the operation.

b. Intended Position of helicopter operation

c. ETA to the Position

d. Desired Landing or Winching Area.

After the initial communication the OOW can expect a call from the helicopter on VHF just before
it goes on-scene for the operation. When found in range, the vessel can also try to establish
communication with the helicopter. The OOW should keep a good radio watch on VHF CH.16 till
the operation is terminated.

4. Keep a Constant Watch On Ship’s Course and Speed

Once the OOW is aware of the required Course and Speed of the ship to maintain, he shall:

a. Maintain the advised Course and Speed

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b. Ascertain the situation and traffic density

c. Ensure enough sea room is available and is clear off obstructions

d. Ensure the readiness of the Deck party.

e. In case of change of watch, delay handing over the watch until the operation is terminated.

5. Prepare Landing/Winching Area With Utmost Care

Landing area is the specific area onboard dedicated for the landing of helicopter. It will vary from
ship to ship. Landing of helicopter onboard is comparatively less frequent and practised mostly on
specially designed vessels and some bulk carriers.

Winching is the process of lowering down or picking up a person using the sling attached to the
winch of

the helicopter. This operation is more common and used vastly for pilot embarkations and crew
changes. Winching areas onboard ships are variable. Most common winching areas are forecastle
deck, main deck, hatch covers, and bridge wings.

After the initial communication with the helicopter team, the advised landing/ winching areas
should be prepared for the operation at the earliest.

6. Be Ready With Inventory Of Items Used for Helicopter Operations

Every vessel designated to allow Helicopter Operations should carry and maintain an Inventory of
Items used for Helicopter Operations. These items should be ready for use at all times and should be
available during on scene operations.

Such inventory includes, but not limited to:

a. Crow Bar

b. Large Axe

c. Wire Cutters

d. Hand Signals

e. Emergency Signal Torch

f. Wind Stock

g. Marshalling Batons

h. First Aid Equipment

The officers and crew members associated with the operations should be familiar with the
equipments and their use.

7. Make All Adequate Preparations

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Helicopter Operations require thorough preparations, for the reason that it involves high risks and
danger. Such preparations are as follows:

a. All the loose objects in or near the area of operation should be removed.

b. All aerials, running gears, equipment and objects in the area should be secured.

c. Fire Pumps should be running and fire hoses must be rigged, charged and ready for use.
They should be clear from the area of operation and shouldn’t be pointing towards the same. The
readiness of pumps must be to an extent that, they are available for use in no time.

d. Portable Fire extinguishers (DCP) and foam extinguishers should be readily available at the area.

e. Helicopter Inventory Items should be available for immediate use.

f. A rescue party must be ready for immediate rescue operations and fire-fighting. This includes at-
least 2 persons wearing full fire man’s outfit.

g. The rescue boat should be ready for immediate launching in case of Man overboard Situation.

h.Required Day signals or Navigational lights of ‘Restricted in ability to manoeuvre’ should be

switched on. (During medical emergency lifts only)

i.A duty officer in proper PPE with walkie-talkie radio in contact with the bridge should be ready at
the area.

j. Extra deck hands should be ready at the area with proper PPE.

8. Monitor The Operation Closely And Keep Necessary Items Ready

When the helicopter operation is underway, the following points should be considered:

a. OOW on the bridge must maintain a visual contact with the helicopter and its operation.

b. Any uncertainties should be brought into the attention of helicopter team, by communicating
through VHF.

c. Duty officer standing-by at the landing/winching area should update the status of the operation to
the bridge.

d. Duty officer must be able to give clear commands and guidance to the deck hands associated with
the operation.

f. During medical emergencies, extra attention and care must be taken when the person is lifted
using rescue nets, baskets, or backboards.

9. Never Ever Neglect Safety Procedures

Safety is another important aspect of helicopter operations. As it involves great risks and
dangers, good safety consciousness is strongly recommended. The officers and crew
members associated on scene should also show high level of situational awareness and good

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seamanship. They should never compromise on wearing proper PPE and of staying clear
from the area of operation.

10. Take Proper Familiarisation And Training

Helicopter operation is a much faster and efficient method for transferring crew and pilots.
Nowadays more ports have implemented helicopter use for pilot embarkations and disembarkations.
In such changing scenarios, the ship’s officers and crew requires adequate training and proper
familiarisation about the operations. They should be aware of the DO’s and the DONTs. The use of
video-based training and CBT modules will be promising to create a good level of awareness.
International Chamber of Shipping (ICS) publishes ‘Guide to Helicopter Operations’ with the
intention of providing guidelines and best practises in helicopter operations to the Master and
Officers. It contains all relevant information regarding the operation and it is strongly recommended
to have a copy onboard. Deck officers must go through the same to enhance their knowledge.

Q 10 IAMSAR MANUAL

Ans-Jointly published by IMO and the International Civil Aviation Organization (ICAO), the three-
volume IAMSAR Manual provides guidelines for a common aviation and maritime approach to
organizing and providing search and rescue (SAR) services. Each volume can be used as a
standalone document or, in conjunction with the other two volumes, as a means to attain a full view
of the SAR system.

The IAMSAR manual is divided into three volumes:

• Volume I, Organization and Management, discusses the global SAR system concept,
establishment and improvement of national and regional SAR systems and co-operation
with neighbouring States to provide effective and economical SAR services.
• Volume II, Mission Coordination, assists personnel who plan and co- ordinate SAR
operations and exercises.
• Volume III, Mobile Facilities, is intended to be carried aboard rescue units, aircraft and
vessels to help with performance of a search, rescue or on-scene co-ordinator function, and
with aspects of SAR that pertain to their own emergencies.

SEARCH PATTERN

EXPANDING SQUARE SEARCH:

Expanding Square Search IAMSAR Search Patterns

• Most effective when the location of the search object is known within relatively close limits.
• The commence search point is always the Datum Position.

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• To be used by a single ship during a search.

• Often appropriate for vessels or small boats to use when searching for persons in the water
or other search objects with little or no leeway.
• Accurate navigation is required.
• The first leg is usually oriented directly into the wind to minimize navigational errors.
• All course alterations are of 90O.
• Two first two legs will be of same length ‘d’. ‘d’ will depend upon the visibility and the
height of eye of the lookouts and the swell and sea height.
o Legs 3 and 4 will be a length of 2d.
o Legs 5 and 6 will be a length of 3d.
o Legs 7 and 8 will be a length of 4d.

SECTOR SEARCH:-

Sector Search IAMSAR Search Patterns

• Most effective when the position of the search object is accurately known and the search
area is small.
• Used to search a circular area centered at the datum.
• Can be used by only one craft at a time at a certain location.
• An aircraft and a vessel may be used to perform independent sector searches of the same
area.
• A suitable marker may be dropped at the datum and used as a reference point.
• The commence search point is where the ship or aircraft enters the area to be searched.

PARALLEL SWEEP (TRACK) SEARCH:-

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Parallel Sweeep (Track)

IAMSAR Search Patterns

• Used to search a large area when the location of the search object is uncertain.
• Most effective over water or flat terrain.
• Usually used when a large search area must be divided into sub-area for assignment to
individual search facilities on-scene at the same time.
• The commence search point is in one corner of the sub-area, one-half track space inside the
rectangle from each of the two sides forming the corner.
• Search legs are parallel to each other and to the long sides of the sub-area.
• The main legs indicate the direction of drift.

Multiple vessels may be used as shown opposite:

• Parallel sweep: for use by two ships.

• Parallel sweep: for use by three ships.
• Parallel sweep: for use by four ships.
• Parallel sweep: for use by five or more ships.

Parallel Sweeep (Track) IAMSAR

Search Patterns

TRACK LINE SEARCH (TS):-

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TRACK
LINE SEARCH IAMSAR Search Patterns

• Normally used when an aircraft or vessel has disappeared without a trace along a known
route.
• Often used as initial search effort due to ease of planning and implementation.
• Consists of a rapid and reasonably thorough search along intended route of the distressed
craft.
• Search may be along one side of the track line and return. in the opposite direction on the
other side (TSR).
• Search may be along the intended track and once on each side, then search facility continues
on its way and does not return (TSN).
• Aircraft are ‘frequently used for TS due to their high speed.

CONTOUR SEARCH (OS):-

CONTOUR SEARCH IAMSAR Search Patterns

• Used around mountains and in valleys when sharp changes in elevation make other patterns
not practical.

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• Search is started from highest peak and goes from top to bottom with new search altitude for
each circuit.
• Search altitude intervals may be 150 m to 300 m (500 ft to 1,000 ft).
• The aircraft may make a descending orbit away from the mountain before resuming the
contour search at the lower altitude.
• The aircraft may spiral downwards around the mountain at a low but approximately constant
rate of descent when there is not enough room to make a circuit opposite to the direction of
search.
• If the mountain cannot be circled, successive sweeps at the same altitude intervals as listed
above should be flown along its side.
• Valleys are searched in circles, moving the centre of the circuit one track spacing after each
completed circuit.

CO-ORDINATED VESSEL-AIRCRAFT SEARCH PATTERN:-

CO-
ORDINATED VESSEL-AIRCRAFT IAMSAR Search Patterns

• Normally used only if there is an OSC present to give direction to and provide
communications with the participating craft.
• Creeping line search, co-ordinated (CSC) is often used.
• The aircraft does most of the searching, while the ship steams along a course at a speed as
directed by the OSC so that the aircraft can use it as a navigational checkpoint.
• The aircraft, as it passes over the ship, can easily make corrections to stay on the track of its
search pattern.
• Gives a higher probability of detection than can normally be attained by an aircraft
searching alone.
• Ship speed varies according to the speed of the aircraft and the size of the pattern.
• The relationship among the speed of the surface facility, the aircraft’s speed, the track
spacing and the length of the search legs is defined by the following equation:

Vs = (5 x Va)/ (L + 5)

Where,

• Vs is the speed of the surface facility in knots;

• S is the track spacing in nautical miles;
• Va is the aircraft’s true air speed (TAS) in knots, and
• L is the length of the aircraft’s search leg in nautical miles.

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IAMSAR Vol.III Contents:

The Mobile Facilities volume (Vol.III) is intended to be carried aboard units, aircraft and vessels to
help with the performance of a search, rescue, or on-scene coordinator function and with aspects of
SAR that pertain to their own emergencies. It contains:

• Section 1 Overview
• Section 2 Rendering assistance
• Section 3 On-scene co-ordination
• Section 4 On-board emergencies

• Appendix A Regulation V/33 of the International Convention for the Safety of Life at Sea,
1974, as amended.
• Appendix B Search action message.
• Appendix C Factors affecting observer effectiveness.
• Appendix D Standard format for search and rescue situation report (SITREP).
• Appendix E SAR briefing and debriefing form.
• Appendix F Own emergency.
• Appendix G Rendering assistance

Carriage of IAMSAR Volume 3 is compulsory for vessels from 1 January 2004

It includes details on search engine to be utilized by both surface and aircraft in single or combined
searches, methods of intercept and contains useful advice on preparations and signals for
responding to distress scenarios.

A good working knowledge of this volume is essential for all watchkeeping officers.

Immediate actions on receipt of a distress message at sea from another vessel as per IAMSAR :

• Inform the Master.

• Acknowledge receipt of message and gather the following information from the vessel in
distress if possible:

o position of distressed vessel

o distressed vessel’s identity, call sign, and name

o number of POBs

o nature of the distress or casualty

o type of assistance required

o number of victims, if any

o distressed vessel’s course and speed

o type of vessel, and cargo carried

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o any other pertinent information that might facilitate the rescue

• Maintain a continuous watch on the following international frequencies, if equipped to do
so:
o 500 kHz (radiotelegraphy)

o 2182 kHz (radiotelephony)

o 156.8 MHz FM (Channel 16, radiotelephony) for vessel distress

o 121.5 MHz AM (radiotelephony) for aircraft distress.

What is Anderson’s Turn and when & where can this be used?

Ans:- One turn (“Single turn, Anderson turn”):-

• Used during SAR situations.

• Fastest recovery method
• Good for ships with tight turning characteristics
• Used most by ships with considerable power
• Very difficult for a single-screw vessel
• Difficult because approach to person is not straight

Purpose of IAMSAR:

The Purpose of IAMSAR Manual is to provide guidance to those who:

• Operate aircraft, vessels or other craft, and who may be called upon to use the facility to
support search and rescue (SAR) operations.
• May need to perform on-scene co-ordinator functions for multiple facilities in the vicinity of
a distress situation.
• Experience actual or potential emergencies, and may request SAR assistance.

To fulfill the above functions, the manual has been divided into three volumes as follows:

• Volume I – Organisation and Management (for administrations)

• Volume II – Mission Co-ordination (for Rescue Co-ordination Centre {RCC} personnel)
• Volume III – Mobile Facilities (for ships, aircraft, and coastal radio station (CRS) personnel.

Duties & Responsibilities of the On-Scene Co-ordinator (OSC):-

• Co-ordinating operations of all SAR facilities on-scene.

• Receiving the search action plan or rescue plan from the SMC (SAR Mission Co-ordinator)
or planning the search or rescue operation, if no plan is otherwise available.
• Modifying the search action or rescue action plan as the situation on-scene dictates, keeping
the SMC advised.
• Co-ordinating on-scene communications.

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• Monitoring the performance of other participating facilities.

• Ensuring operations are conducted safely, paying particular attention to maintaining safe
separations among all facilities both surface and air.
• Making periodic situation reports (SITREP’s) to the SMC. The reports should include but
not be limited to:
o Weather and sea conditions.

o The results of search to date.

o Any actions taken

o Any future plans or recommendations

• Maintaining a detailed record of the operation:

o On-scene arrival and departure times of SAR facilities, other vessels and aircraft
engaged in the operation.

o Areas searched

o Track spacing used

o Sightings and leads reported

o Actions taken

o Results obtained
• Advising the SMC to release the facilities no longer required.
• Reporting the number and names of survivors to the SMC.
• Providing the SMC with the names and designations of facilities with survivors on board.
• Reporting which survivors are in each facility.
• Requesting additional SMC assistance, when necessary (e.g. medical evacuation).

The Williamson Turn

1. Note the position of the ship.

2. Put wheel hard over to the side of the casualty.
3. After the ship has altered course by about 60 degrees, put wheel hard over to the other side.
4. When the vessel is 20 degrees short of the reciprocal course, wheel on midship.

The Scharnow Turn

1. Put the rudder over hard toward the person

2. After deviating from the original course by about 240 degrees, shift the rudder hard to the
opposite side.
3. When heading about 20 degrees short of the reciprocal course, put the rudder amidships so
that vessel turns onto the reciprocal course.

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The Anderson Turn

1. Stop the engines.

2. Put the rudder over toward the person
3. When clear of the person, go all ahead full, still using full rudder.
4. After deviating from the original course by about 240 degrees (about 2/3 of a complete
circle), back the engines 2/3 or full.
5. Stop the engines when the target point is 15 degrees off the bow. Ease the rudder and back
the engines as required.

List the “immediate actions” and “subsequent actions” that should be taken in a man over
board situation:

Immediate Actions – it is very important that all the 6 actions mentioned below must be executed
in quick succession.

1. Shout ‘Man overboard on Stbd/port side’ several times. Inform Bridge.

2. Change over to hand steering and put wheel hard over to the side the man has fallen
overboard.
3. Release the MOB Marker from the Bridge wing on the side the man has fallen overboard.
4. Press the MOB button on the GPS receiver to mark the position for future reference. Many
ECDIS also have this feature.
5. Sound “O” on the ship’s whistle. This way the Master would rush to the Bridge. If not, call
the Master. This would also alert all persons on deck.
6. Post a lookout as soon as possible.

Subsequent action – once the above actions are carried out, carry out the following subsequent
actions

1. Carry out the Anderson turn or Williamson turn or Scharnow turn whichever is most suitable
under the circumstances.
2. Soon after, announce on the PAS “Man overboard on ___ Side. Prepare rescue boats”.
Hearing the whistle and the announcement over the PAS, the rescue boat crew will start
preparing the rescue boat. Maintain communication with this team.
3. Inform E/R about man overboard and ask them to prepare engines to manoeuvre as soon as
possible. Do not use M/E emergency stop as it will not serve any purpose.
4. Send out Urgency signal on VHF Ch.16. This would alert all vessels in the vicinity and they
would keep well clear of own vessel and not hinder the rescue activities. If external help is
needed, Urgency signal must be upgraded to Distress signal.
5. Keep the man in sight. If not possible, keep the MOB marker in sight. Post additional
lookouts for this purpose on Compass deck or other location as appropriate.
6. Reduce speed and manoeuvre the ship close to the windward side of the man, creating a lee,
if necessary, for the rescue boat.
7. The rescue boat must now be lowered and the man picked up. If the man is not easily visible
from the boat, the Bridge team must guide the rescue boat. Once man is picked up,
administer first aid and resuscitation in the boat itself.
8. The lifebuoy should be picked up and the boat hoisted back on board.
9. Urgency signal can now be cancelled and vessel can resume her course.
10. Maintain a record of all events and timing in the Manoeuvring Book. Appropriate entries
must be made in the Ship’s logbook.

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11. Inform office after everything is under control.

12. The Master must hold an inquiry into the incident and make appropriate entries in the
Official Log Book.

Duties of SAR mission co-ordinator:

SAR Mission Co-ordinator (SMC):- Each SAR operation is carried out under the guidance of an
SMC. This function exists only for the duration of a specific SAR incident and is normally
performed by the RCC chief or a designee. The SMC may have assisting staff.

The SMC guides a SAR operation until a rescue has been effected or it becomes apparent that
further efforts would be of no avail.

The SMC should be well trained in all SAR processes, be thoroughly families with the
applicable SAR plans, and:

• Gather information about distress situations.

• Develop accurate and workable SAR action plans.
• Dispatch and co-ordinate the resources to carry out SAR missions.

SMC Duties Include:-

• Obtaining and evaluating all data on the emergency.

• Ascertaining the type and quantity of emergency equipment carried by the distressed or
missing craft.
• Ascertaining prevailing and forecast environmental conditions.
• If necessary, ascertaining movements and locations of vessels and alerting shipping in likely
search areas for rescue, lookout and/or radio watch.
• Plotting the areas to search and deciding on methods and facilities to be used.
• Developing the search action plan and rescue action plan as appropriate.
• Co-ordinating the operation with adjacent RCCs when appropriate.
• Arranging briefing and debriefing of SAR personnel.
• Evaluating all reports and modify search action plan as necessary.
• Arranging for refueling of aircraft and, for prolonged search, making arrangements for the
accommodation of SAR personnel.
• Arranging for delivery of supplies to sustain survivors.
• Maintaining in chronological order an accurate and up-to-date record.
• Issuing progress reports.
• Recommending to the RCC chief the abandoning or suspending of the search.
• Releasing SAR facilities when assistance is no longer required.
• Notifying accident investigation authorities.
• If applicable, notifying the state of registry of the aircraft or surface craft.
• Preparing a final report.

National & Regional SAR system Organisation:

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National and Regional SAR System Organization:- Many States have accepted the obligation to
provide aeronautical and maritime SAR co-ordination and services on a 24-hour basis for their
territories, territorial seas, and where appropriate, the high seas.

• To carry out these responsibilities, States have established national SAR organizations, or,
joined one or more other States to form a regional SAR organization associated with an
ocean area or continent.
• A search and rescue region (SRR) is an area of defined dimensions associated with a rescue
co-ordination center (RCC) within which SAR services are provided.

o SRRs help to define who has primary responsibility for coordinating responses to
distress situations in every area of the world, but they are not intended to restrict
anyone from assisting persons in distress

o the International Civil Aviation Organization (ICAO) regional air navigation plans
(RANPS) depict aeronautical SRRs

o the International Maritime Organization (IMO) Global SAR Plan depicts maritime
SRRS.

Preparations carried out on board en route to render the assistance to the distressed vessel as
per IAMSAR:

On-Board Preparations:

• A vessel en route to assist a distressed craft should prepare for possible

• SAR action on scene, including the possible need to recover people
• from survival craft or from the water. See “Recovery of survivors by
• assisting vessels” later in this section.
• Masters of vessels proceeding to assist should assess the risks they may
• encounter on scene, including the risks such as those associated with
• leaking cargo, etc. Information should be sought as necessary from the
• distressed craft and/or from the RCC.

A vessel en route to assist a distressed craft should have the following equipment ready for possible
use:

Life-saving and rescue equipment:

• lifeboat
• inflatable liferaft
• lifejackets
• survival suits for the crew
• lifebuoys
• breeches buoys
• portable VHF radios for communication with the ship and boats deployed
• line-throwing apparatus
• buoyant lifelines
• hauling lines
• non-sparking boat hooks or grappling hooks

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• hatchets
• rescue baskets
• stretchers
• pilot ladders
• scrambling nets
• copies of the International Code of Signals
• radio equipment operating on MF/HF and/or VHF/UHF and capable of communicating with
the RCC and rescue facilities, and with a facility for direction finding (DF)
• supplies and survival equipment, as required
• fire-fighting equipment
• portable ejector pumps
• binoculars
• cameras
• bailers and oars.

Signalling equipment:

• signalling lamps
• searchlights
• torches
• flare pistol with colour-coded signal flares
• buoyant VHF/UHF marker beacons
• floating lights
• smoke generators
• flame and smoke floats
• dye markers
• loud hailers.

Preparations for medical assistance, including:

• stretchers
• blankets
• medical supplies and medicines
• clothing
• food
• shelter.

Miscellaneous equipment:

• If fitted, a gantry crane for hoisting on each side of ship with a cargo net for recovery of
survivors.
• Line running from bow to stern at the water’s edge on both sides for boats and craft to
secure alongside.
• On the lowest weather deck, pilot ladders and manropes to assist survivors boarding the
vessel.
• Vessel’s lifeboats ready for use as a boarding station.
• Line-throwing apparatus ready for making connection with either ship in distress or survival
craft.
• Floodlights set in appropriate locations, if recovery at night.

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Search & Rescue Co-ordinators (SCs) as per IAMSAR:

SAR Co-ordinators:

• SCs are the top level SAR managers; each State normally will have one or more persons or
agencies for whom this designation may be appropriate.
• SCs have the overall responsibility for:

o establishing, staffing, equipping and managing the SAR system

o establishing RCCs and rescue sub-centers (RSCs)

o providing or arranging for SAR facilities

o coordinating SAR training

o developing SAR policies.

Search & Rescue Region (SRR) as per IAMSAR:

A search and rescue region (SRR) is an area of defined dimensions associated with a rescue co-
ordination center (RCC) within which SAR services are provided.

1. SRRs help to define who has primary responsibility for coordinating responses to distress
situations in every area of the world, but they are not intended to restrict anyone from
assisting persons in distress
2. The International Civil Aviation Organization (ICAO) regional air navigation plans
(RANPS) depict aeronautical SRRs
3. The International Maritime Organization (IMO) Global SAR Plan depicts maritime SRRS.

Track Spacing:

Most search patterns consist of parallel tracks or sweeps covering a rectangular area. The distance
between adjacent tracks is called the track spacing. Recommended uncorrected track spacings for
merchant vessels are provided in the table following this discussion. Correction factors based on
weather conditions and search object are provided in the table after the track spacing table.
Multiplying the uncorrected track spacing (Su) by the appropriate weather correction factor (fw)
produces the recommended track spacing (S):

S = Su x fw

Changes in weather, number of assisting craft, etc., may occur, making it prudent to alter the track
spacing. The SMC must ensure that all searching ships and aircraft maintain safe separations from
one another and accurately follow their assigned search patterns.

Datum as per IAMSAR

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It will be necessary to establish a datum, or geographic reference, for the area to be searched. The
following factors should be considered:

• reported position and time of the SAR incident

• any supplementary information such as DF bearings or sightings
• time interval between the incident and the arrival of SAR facilities
• estimated surface movements of the distressed craft or survival craft, depending on drift
(The two figures following this discussion are used in calculating drift.) The datum position
for the search is found as follows:

o drift has two components: leeway and total water current

o leeway direction is downwind

o leeway speed depends on wind speed

o the observed wind speed when approaching the scene may be used for estimating
leeway speed of liferafts by using the graph following this discussion (Persons in the
water (PIW) have no leeway while liferaft stability and speed vary with or without
drogue or ballast.)

o total water current may be estimated by using the computed set and drift of vessels at
or near the scene

o drift direction and speed is the vector sum of leeway and total water current
• drift distance is drift speed multiplied by the time interval between the incident time, or time
of the last computed datum, and the commence search time
• datum position is found by moving from the incident position, or last computed datum
position, the drift distance in the drift direction and plotting the resulting position on a
suitable chart.

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IAMSAR – Datum

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SECTION 8:SAFETY OF NAVIGATION & COLREGS

Q1. Safe Manning

Ans-The IMO Assembly, at its 21st session in 1999, adopted resolution A.890(21) on Principles of
safe manning, which revoked existing resolution A.481(12).

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Amendments to the Principles of safe manning were adopted by resolution A.955(23) in 2003,
which was subsequently revoked by the current Principles of minimum safe manning (resolution
A.1047(27)), adopted in 2011.

This resolution notes that safe manning is a function of the number of qualified and experienced
seafarers necessary for the safety and security of the ship, crew, passengers, cargo and property and
for the protection of the marine environment. In addition, it highlights that the ability of seafarers to
maintain observance of relevant requirements is also dependent upon conditions relating to training,
hours of work and rest, occupational safety, health and hygiene and the proper provision of food
and that international acceptance of broad principles as a framework for administrations to
determine the safe manning of ships would materially enhance maritime safety, security and
protection of the marine environment.

The objectives of these Principles are to ensure that a ship is sufficiently, effectively and efficiently
manned to provide safety and security of the ship, safe navigation and operations at sea, safe
operations in port, prevention of human injury or loss of life, the avoidance of damage to the marine
environment and to property, and to ensure the welfare and health of seafarers through the
avoidance of fatigue.

Q2. Ship Reporting system

Ans-Purpose 1. The Purpose of this Notice is:

(a) To provide information about the Ship Reporting System called the INDSAR within Indian
Search & Rescue Region- (ISRR);

(b)To Provide information about the Ship Reporting System operated by Indian Navy called
INSPIRES for open ocean vessel management within the assigned INSPIRES Area;

(c) To encourage effective participation of vessels within the above stated geographical areas;
(d) To fulfill the requirements of Maritime Search and Rescue services (SAR) and open ocean
vessel management for providing security to ships under National and International Laws; and
(e) To ensure safety and security of maritime traffic in order to protect life, property and marine
environment.

Applicable rules and regulations:-

i) SOLAS Chapter-V- Regulation 7 search and Rescue services. ii)Chapter VI Ship Reporting
System under SAR Convention 1979.
ii) M.S. Act, 1958 Section 355 and 355-A obligation to render assistance to persons in danger.
iii) ) IMO regulation A 851 (20)- General Principles for Ship reporting system and Ship reporting
requirements including reporting accidence involve dangers goods, harm full substances and/ or
Marine pollutants

Background

2) INDSAR: 2.1 conforming to the provisions of International convention on Maritime Search and
Rescue, 1979 (SAR convention 1979) to which India is signatory and with the aim of providing /
co-ordinating the effective search and rescue operations in a possible event of any marine casualty
at sea, the Indian Coast Guard has brought in to operations a supplementaryShip Position Reporting
System with effect from 01stFebruary, 2003 called “Indian Ship Reporting System” (INDSAR).
This is a supplementary and an advance computerized system designed to contribute to safety of

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life/timely search and rescue operations at sea. This system is operated and maintained by the
Indian Coast Guard through their Maritime Rescue Co-ordination Centre (MRCC) at Mumbai;

2.2 all Indian ships of 100 GRT and above entering into or transiting the Indian Search and Rescue
Region (ISRR) shall participate in the INDSAR reporting system. All ships other than Indian Ships
of 300 GRT and above entering or transiting through the above region are encouraged to participate
in INDSAR reporting system;

2.3 all ships 100 GRT and above irrespective of the flag carrying a nuclear or other inherently
dangerous or noxious substances or materials entering into or transiting the Indian Search and
Rescue Region (ISRR) waters are encouraged to participate in the INDSAR reporting system for
safety; and

2.4 all ships of 20 years and above irrespective of the flag are advised to send the relevant report
under INDSAR within ISRR.

2.5 The format of the report or reports shall conform to the ship reporting guidelines prescribed in
IMO Resolution A.851 [20] and Special Edition of Indian Notices to Mariners No.8.

3) INSPIRES

3.1 In order to exercise effective open ocean vessel management, to provide security to vessels,
weather forecast to enhance safety of navigation and monitor incidents of pollution from ships
engaged in carriage of hazardous cargoes, the Indian Navy in co-ordination with Directorate
General of shipping established an Indian Ship Position and Information Reporting System
(INSPIRES) with effect from 01 November 1986. This reporting system has wider area of coverage
in the Indian Ocean. The main objective of the system is Open Ocean Vessel management for
security of all vessels navigating in the Arabian Sea/ Bay of Bengal. An Indian Naval
Communication Centre (COMCENs) Mumbai and Vishakhapatnam are functioning as the shore
stations for receiving INSPIRES messages from all vessels. All Indian vessels including coasting /
fishing vessels of tonnage 300 GRT and above shall participate in this reporting system. All vessels
other than Indian ship of tonnage 100 GRT and above are encouraged to send the reports in the
prescribed format when they are transiting within the INSPIRES ship reporting areas.

3.2 All offshore supply / support vessels operating within Offshore Development Area (ODA) in
the Arabian Sea and Bay of Bengal having valid security clearance issued by the ODAG and less
than 20 years of age without any detention under the PSC / FSI regime during past one year
conforming to the DGS requirements in respect of safety, safe manning and protection of marine
environment may not send such reports but are encouraged to participate in this system.

3.3 The format of the report or reports shall conform to the ship reporting guidelines prescribed in
IMO Resolution A.851 (20) and Special Edition of Indian Notices to Mariners No. 8.

4. Reporting procedures -

4.1 Reporting procedures for both INDSAR and INSPIRES with respect to the type of reports, the
format of reporting and mode of reporting are explained in the Special Edition of Indian Notices to
Mariners No. 8as well as, in Admiralty list of Radio Signals Vol.5 as amended.

INDSAR Reporting -

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4.2 All Indian ships of tonnage 100 GRT to 299 GRT, which are not fully complying with GMDSS
requirements shall send relevant reports by VHF Channel 16 or MF band through Coast Guard
station located along the coast line of India or as an alternate, the ship owner of such ships upon
receipt of relevant report shall forward/ relay to the nearest MRSC or MRCC for onward
transmission to MRCC Mumbai.

4.3 All ships other than Indian ships of tonnage 100 GRT to 299 GRT, which are not fully
complying with GMDSS requirements are encouraged to send relevant reports by VHF Channel 16
or MF band through Coast Guard station located along the coast line of India or as an alternate, the
ship owner of such ships upon receipt of relevant report shall forward/ relay to the nearest MRSC or
MRCC for onward transmission to MRCC Mumbai.

4.4 The reports prescribed in the special edition to the Indian Notices to Mariners No. 8 for
INDSAR reporting system can be sent by SOLAS compliant Ships using INMARSAT-C toll free
code 43 through LES ARVI. The prescribed reports may also be sent by email to the address
indsar@vsnl.net. To confirm effectiveness of INMARSAT transmission through LES ARVI vessels
may transmit a test call through INMARSAT –C toll free code-43. Any constraints/difficulties in
transmission of INDSAR through SAT-C toll free Code-43 can be communicated to MRCC
Mumbai

4.5 In order to maintain the continuity in this ship reporting system, the vessels trading around the
coast of India and transiting through the Sri Lanka SRR and re-entering the India SRR are requested
to send the prescribed report to INDSAR on continual basis.

INSPIRES Reporting -

4.6 All Indian ships of tonnage 100 GRT to 299 GRT, which are not fully complying with GMDSS
requirements may send relevant reports by VHF Channel 16 or MF band through Coast Guard
station located along the coast line of India or as an alternate, the ship owner of such ships upon
receipt of relevant report shall forward/ relay to the nearest COMCEN Vishakhapatnam / Mumbai
as the case may be.

4.7 All ships other than Indian ships of tonnage 100 GRT to 299 GRT, which are not fully
complying with GMDSS requirements are encouraged to send relevant reports by VHF Channel 16
or MF band through Coast Guard station located along the coast line of India or as an alternate, the
ship owner of such ships upon receipt of relevant report shall forward/ relay to the nearest
COMCEN Vishakhapatnam / Mumbai as the case may be.

Q3. Ship routeing.

Ans-IMO's responsibility for ships' routeing is enshrined in SOLAS chapter V, which recognizes
the Organization as the only international body for establishing such systems.

Rule 10 of the COLREGs prescribes the conduct of vessels when navigating through traffic
separation schemes adopted by IMO. IMO's responsibilities are also determined under the United
Nations Convention on Law of The Sea (UNCLOS), which designates IMO as "the competent
international organization" in matters of navigational safety, safety of shipping traffic and marine
environmental protection

As well as traffic separation schemes, other routeing measures adopted by IMO to improve safety at
sea include, for example, two-way routes, recommended tracks, deep water routes (for the benefit
primarily of ships whose ability to manoeuvre is constrained by their draught), precautionary areas

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(where ships must navigate with particular caution), and areas to be avoided (for reasons of
exceptional danger or especially sensitive ecological and environmental factors).

Ships' routeing systems, including traffic separation schemes, that have been adopted by IMO, are
contained in the recent IMO Publication, Ships' Routeing - currently 2019 Edition

.The provisions state that the objective of ships' routeing is to "improve the safety of navigation in
converging areas and in areas where the density of traffic is great or where freedom of movement of
shipping is inhibited by restricted searoom, the existence of obstructions to navigation, limited
depths or unfavourable meteorological conditions".

Elements used in traffic routeing systems include:

1. traffic separation scheme:

2. traffic lane:
3. Separation zone or line.
4. roundabout:
5. inshore traffic zone:
6. recommended route:
7. deep-water route.
8. area to be avoided:
9. precautionary area.

Q4. VTS ( Vessel Traffic System)

Ans-Vessel traffic services - VTS - are shore-side systems which range from the provision of
simple information messages to ships, such as position of other traffic or meterological hazard
warnings, to extensive management of traffic within a port or waterway.

Generally, ships entering a VTS area report to the authorities, usually by radio, and may be tracked
by the VTS control centre.

Ships must keep watch on a specific frequency for navigational or other warnings, while they may
be contacted directly by the VTS operator if there is risk of an incident or, in areas where traffic
flow is regulated, to be given advice on when to proceed.

A revised SOLAS chapter V on Safety of Navigation was adopted in December 2000, and entered
into force on 1 July 2002. Regulation 12 states that governments may establish VTS when, in their
opinion, the volume of traffic or the degree of risk justifies such services

In 1985, IMO adopted resolution A.578 (14) Guidelines for Vessel Traffic Services, which said that
VTS was particularly appropriate in the approaches and access channels of a port and in areas
having high traffic density, movements of noxious or dangerous cargoes, navigational difficulties,
narrow channels, or environmental sensitivity. The Guidelines also made clear that decisions
concerning effective navigation and manoeuvring of the vessel remained with the ship's master. The
Guidelines also highlighted the importance of pilotage in a VTS and reporting procedures for ships
passing through an area where a VTS operates.

Q 5 - Navigation equipments

Ans-SOLAS V, Regulation 19- Carriage requirements for shipborne navigational systems and
equipment.

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⚫ Magnetic Compass:

All ships of 150 gross tonnage and upwards and passenger ships irrespective of size shall, in
addition be fitted with:

A spare magnetic compass interchangeable with the magnetic compass, or other means to
perform the function referred to by replacement or duplicate equipment

All ships of 300 gross tonnage and upwards and passenger ships irrespective of size shall, in
addition:

A properly adjusted transmitting heading device, or other means to transmit heading information
for input to specified equipment.

⚫ Gyro Compass

All ships of 500 gross tonnage and upwards

All ships of 10,000 gross tonnage and upwards shall, in addition have:

-A heading or track control system, or other means, to automatically control and keep to a heading
and/or straight track.

All ships of 50,000 gross tonnage and upwards shall have:

-A rate of turn indicator, or other means, to determine and display the rate of turn.

⚫ Speed Log: All ships of 300 gross tonnage and upwards and all passenger ships

All ships of 500 gross tonnage and upwards:

Rudder, propeller, thrust, pitch and operational mode indicators, or other means to determine
and display rudder angle, propeller revolutions, the force and direction of thrust and, if
applicable, the force and direction of lateral thrust and the pitch and operational mode, all to be
readable from the conning position.

All ships of 50,000 gross tonnage and upwards have:

A speed and distance measuring device, or other means, to indicate speed and distance over the
ground in the forward and athwartships direction.

⚫ Charts and Publications: Vessels of any size.

⚫ ECDIS:Ships engaged on international voyages shall be fitted with an Electronic Chart Display
and Information System (ECDIS) as follows:

Passenger ships of 500 gross tonnage and upwards constructed on or after 1 July 2012.

Tankers of 3,000 gross tonnage and upwards constructed on or after 1 July 2012
Cargo ships, other than tankers, of 10,000 gross tonnage and upwards constructed on or after 1 July
2013

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Cargo ships, other than tankers, of 3,000 gross tonnage and upwards but less than 10,000 gross
tonnage constructed on or after 1 July 2014.

Passenger ships of 500 gross tonnage and upwards constructed before 1 July 2012, not later than
the first survey on or after 1 July 201

Radar:

If less than 150 gross tonnage and if practicable RADAR Reflector or other means, to enable
detection by ships navigating by radar at both 9 and 3 GHZ

All ships of 300 gross tonnage and upwards and passenger ships

One 9 GHz radar, or other means to determine and display the range and bearing of radar
transponders and of other surface craft, obstructions, buoys, shorelines and navigational marks to
assist in navigation and in collision avoidance
An electronic plotting aid, or other means, to plot electronically the range and bearing of targets to
determine collision risk.

All ships of 3000 gross tonnage and upwards shall, in addition have:

One 3 GHz radar or where considered appropriate by the Administration a second 9 GHz radar, or
other means to determine and display the range and bearing of other surface craft, obstructions,
buoys, shorelines and navigational marks to assist in navigation and in collision avoidance

A second automatic tracking aid, or other means to plot automatically the range

and bearing of other targets to determine collision risk

All ships of 10,000 gross tonnage and upwards shall, in addition have:

An automatic radar plotting aid (ARPA) or other means, to plot automatically the range and
bearing of at least 20 other targets, connected to a device to indicate speed and distance through
the water, to determine collision risks and simulate a trial manoeuvre

⚫ AIS- All ships of 300 gross tonnage and upwards engaged on international voyages and cargo
ships of 500 gross tonnage and upwards not engaged on international voyages and passenger
ships irrespective of size shall be fitted with an automatic identification
⚫ BNAWS-All ships of 150 gross tonnage and upwards and all passenger ship
⚫ Echo sounder: All ships of 300 gross tonnage and upward.

⚫ Internal communications: A telephone, or other means, to communicate heading information

to the emergency steering position, if provided.

⚫ Visual communication:

All ships of 150 gross tonnage and upwards and passenger ships irrespective of size:

• A daylight signalling lamp, or other means to communicate by light during day and night
using an energy source of electrical power not solely dependent upon the ship’s power
supply

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Q6 - VDR and LRIT:

Ans VDR-a VDR or voyage data recorder is an instrument safely installed on a ship to continuously
record vital information related to the operation of a vessel. It contains a voice recording system for
a period of at least last 12 hours (for VDRs installed post-July 2014, the period of the integrated
details recorded is 48 hours as per the MSC Resolution 333.90). This recording is recovered and
made use of for investigation in events of accidents in a compressed and digitised format.

A VDR is capable of withstanding heavy weather, collisions, fires and pressure conditions even
when a ship is at a depth of several meters in water.

How VDR works?

The VDR can be classified to contain following units,

– the Data Collection Unit (DCU) (fitted on the bridge that pulls in data from all the integrated
sources),

– a Data Recording Unit (DRU) (fitted on the monkey island that stores all of the data that is
recorded via the unit within the wheelhouse) and microphones to record bridge audio. The DCU
contains the Data Processor Unit, interface modules and backup batteries. It collects data from
sensors as required by the IMO and IEC standards. The batteries supply power to the DCU to record
bridge audio for 2 h in case of a main ship’s power failure. The flash memory in the DRU stores the
data coming from the DCU. The data can be retrieved by using playback software for investigation
after an incident. The DRU components are embodied in the protective capsule. The capsule
ensures survival and recovery of the recorded data after an incident.

The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by
using playback software for investigation after an incident. The DRU components are embodied in
the protective capsule. The capsule ensures survival and recovery of the recorded data after an
incident.

The DCU contains the Data Processor Unit, interface modules and backup batteries. It collects data
from sensors as required by the IMO and IEC standards. The batteries supply power to the DCU to
record bridge audio for 2 hrs in case of a main ship’s power failure. The flash memory in the DRU
stores the data coming from the DCU. The data can be retrieved by using playback software for
investigation after an incident. The DRU components are embodied in the protective capsule. The
capsule ensures survival and recovery of the recorded data after an incident.

The data that is collected or pulled in from all the integrated sources is, as mentioned above, kept in
the storage capsule and holds information for the 12 hours (or 48 hours) preceding it and
continuously refreshed as the voyage progresses.

There is also a record button provided in the bridge unit so that after pushing button (say during
starting of any incident like collision or grounding), the recorder will start recording a new set of
information from that period of time.

The capsule mentioned above is a very sturdy unit, capable of withstanding shock and pressures
associated with a marine mishap (collision, grounding, bad weather etc). It might be a float-free
arrangement as with the HRU or attached with the EPIRB for simultaneous release.

Carriage requirements for VDR

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Under regulation 20 of SOLAS chapter V on Voyage data recorders (VDR), the following ships are
required to carry VDRs:

· passenger ships constructed on or after 1 July 2002;

· ro-ro passenger ships constructed before 1 July 2002 not later than the first survey on or after 1
July 2002;

· passenger ships other than ro-ro passenger ships constructed before 1 July 2002 not later than 1
January 2004; and

· ships, other than passenger ships, of 3,000 gross tonnage and upwards constructed on or after 1
July 2002.

Simplified VDRs

The MSC at its 79th session in December 2004 adopted amendments to regulation 20 of SOLAS
chapter V (Safety of Navigation) on a phased-in carriage requirement for a shipborne simplified
voyage data recorder (S-VDR). The amendment entered into force on 1 July 2006.

The regulation requires a VDR, which may be an S-VDR, to be fitted on existing cargo ships of
3,000 gross tonnage and upwards, phasing in the requirement for cargo ships of 20,000 gross
tonnage and upwards first, to be followed by cargo ships of 3,000 gross tonnage and upwards.

The S-VDR is not required to store the same level of detailed data as a standard VDR, but
nonetheless should maintain a store, in a secure and retrievable form, of information concerning the
position, movement, physical status, command and control of a vessel over the period leading up to
and following an incident.

The phase-in is as follows:

To assist in casualty investigations, cargo ships, when engaged on international voyages, shall be
fitted with a VDR which may be a simplified voyage data recorder (S VDR) as follows:

• in the case of cargo ships of 20,000 gross tonnage and upwards constructed before 1 July
2002, at the first scheduled dry-docking after 1 July 2006 but not later than 1 July 2009;
• in the case of cargo ships of 3,000 gross tonnage and upwards but less than 20,000 gross
tonnage constructed before 1 July 2002, at the first scheduled dry-docking after 1 July 2007
but not later than 1 July 2010; and
• Administrations may exempt cargo ships from the application of the requirements when
such ships will be taken permanently out of service within two years after the
implementation date specified above.

LRIT:

Long Range Identification and Tracking

1. The Long Range Identification and Tracking (LRIT) of ships was established as an international
system on 19 May 2006 by the International Maritime Organization (IMO) as resolution MSC.202

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(81). This resolution amends chapter V of the International Convention for the Safety of Life at Sea
(SOLAS), regulation 19-1 and binds all governments which have contracted to the IMO. Long
Range Identification and Tracking (LRIT) was proposed by the United States Coast Guard (USCG)
at the International Maritime Organization (IMO) in London during the aftermath of the September
11, 2001 attacks to track the approximately 50,000 large ships around the world. The LRIT
regulations as laid down by the IMO came into force on 1 January 2008. LRIT which tracks vessels
globally is also useful for tracking and monitoring ships in coastal areas.

2. LRIT’s main purpose is for National & International: Search & Rescue, Security &
Environmental protection. LRIT data is shared with the other Flag States & Flags own NAVY &
COAST GUARD (Maritime Rescue Co-Ordination Centres) as they are mainly responsible for all
the three aspects of the LRIT named above.

3. The LRIT regulation will apply to the following ship types engaged on international voyages:
All passenger ships including high speed craft, Cargo ships, including high speed craft of 300 gross
tonnage and above, and Mobile offshore drilling units. These ships must report their position to
their Flag Administration at least 4 times a day (at 6 hourly intervals). Most vessels set their
existing satellite communications systems to automatically make these reports. Other contracting
governments may request information about vessels in which they have a legitimate interest under
the regulation.

LRIT requires the active, willing participation of the vessel involved, which is, in and of itself, a
very useful indication as to whether the vessel in question is a lawful actor. LRIT is basically a two
way communication system between the on board LRIT equipment & the shore based LRIT
operator where polling commands can be given & frequency of position reporting can be modified
from a minimum of 15 minutes to a maximum of 24hours.

4. Indian National Data Centre for LRIT:

4.1 The Indian National Data Centre for LRIT was set up & made operational at Directorate
General of Shipping (DGS) Mumbai in July 2009. It is the repository of the LRIT information (i.e.
ship positional data) and is connected to the wider International LRIT system via the International
Data Exchange (IDE) using a specific LRIT communications protocol. There is a complete back up
or a disaster recovery centre at DNCO New Delhi. The Data Centre (DC) at DGS is manned 24 x 7.
The Indian Navy & Coast Guard are stakeholders besides the DGS. The National Data Centre
(NDC) continuously monitors Indian ships on international trade all over the world. Foreign ships

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can be monitored upto 1000 nautical miles from the Indian coast when the LRIT Standing Orders
are opened.

4.2 The Indian shipping companies (owners & managers) are also provided restricted access to
LRIT monitoring through the web so that they can continuously monitor only their own vessels &
report any shortcomings to the DGS. Further the shipping companies can update the data required
by the DGS of their vessel & company details for maintaining the information accuracy of the
vessels registered in the LRIT database.

4.3 Indian LRIT NDC provides LRIT services to Sri Lanka from October 2014.In future LRIT
services are likely to be extended to neighboring countries.

Working of LRIT

LRIT system general architecture (including links between LRIT Data Centre and other
components such as IDE( international data exchange), DDP(data distributing plan), and
LRIT Ship database)

A ship in transit sends a position report via its shipborne equipment. The message includes the
shipborne equipment identifier, positional data latitude and longitude, and the date and time of the
transmission.

The system specifies that flag States should ensure that a minimum of four position messages per
ship per day (every 6 hours) are sent, though the frequency of messages can be changed to a
maximum of once every 15 minutes through a user request.

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The message is received by a telecommunications satellite. The communication networks used for
LRIT are Iridium and Inmarsat (C and D+). The satellites are operated by a Communication
Service Provider (CSP), which provides the communication infrastructure and services to link the
various parts of the LRIT system, using communications protocols in order to ensure the end-to–
end secure transfer of the LRIT information. The data is then transmitted to the Application Service
Provider (ASP).

The ASP completes the LRIT information of the vessel by adding the ship identity (IMO
identification number and the MMSI number for the ship) as well as the date and time the position
report is received and forwarded by the ASP. The new extended message generated by the ASP is
then passed to the LRIT Cooperative Data Centre, which completes the ship identification by
adding the ship name. The ASP also ensures that the LRIT information is routed in a reliable and
secure manner.

The LRIT CDC collects and distributes data to Contacting Governments according to the Data
Distribution Plan, which defines rules and rights for access (which users can receive what LRIT
information). The LRIT CDC also interacts with the LRIT International Data Exchange. Certain
aspects of the performance of the LRIT system are reviewed or audited by the LRIT Coordinator
acting on behalf of the IMO and its Contracting Governments.

Q7-Master Discretion

Ans-SOLAS regulation XI-2/8. 2 provides as follows:

“The master shall not be constrained by the Company, the charterer or any other person from taking
or executing any decision which, in the professional judgement of the master, is necessary to
maintain the safety and security of the ship. This includes denial of access to persons (except those
identified as duly authorized by a Contracting Government) or their effects and refusal to load cargo,
including containers or other closed cargo transport units.”

Example:

1. In consonance with the Master’s right and duty to ensure the safety of his ship/crew/cargo as
also the marine environment, is his Authority in times of distress/imminent danger to:
2. employ salvage services; and/or
3. Jettison such amount of cargo as may be necessary to remove the danger and order a general
average sacrifice.
4. wetting cargo to prevent spread of fire;
5. incurring expenditure for salvage/port of refuge after an accident renders the vessel
unseaworthy ; or
6. Even beaching a sinking ship.
7. Master refuse to go for loading in a poert which he deemed it not safe ( war like suitation/
terrorist State port)

Q 8- Navigation bridge visibility

Ans- Regulation 22 of SOLAS V

Ships of not less than 55 metres in length constructed after 1st of July 1988.

SOLAS requirements of minimum visibility:

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1. The view of the sea surface from the conning position is not to be obscured by more than 2L or
500m, whichever is less, forward of the bow to 10° on either side for all conditions of draft, trim
and deck cargo under which the particular vessel is expected to operate.

2. From the main steering position, the horizontal field of vision is to extend over an arc from right
ahead to at least 60° on each side of the vessel.

3. The horizontal field of vision from the conning position is to extend over an arc of not less than
225°, that is, from right ahead to not less than 22.5° abaft the beam on either side of the vessel.

4. From each bridge wing, the horizontal field of vision is to extend over an arc of at least 225°, that
is, from at least 45° on the opposite bow to right ahead and from right ahead to right astern through
180° on the same side of the vessel. The vessel’s side is to be visible from the bridge wing.

Q 9-Master Pilot relationship

Ans- The master has the ultimate responsibility for the safe navigation of his ship. He must be
cooperative with the pilot, yet assertive. He must remember that he is in command not the pilot. He
must be confident that the pilot is doing his duties correctly and he must be ready to take over if the
pilot is not fulfilling his duties.

the International Chamber of Shipping, Intertanko and OCIMF have a guide ‘International Best
Practices for Maritime Pilotage’

International Best Practices for Maritime PilotageThese recommendations are for the guidance of
masters, their supporting personnel and pilots in laying down the minimum standards to be expected
of the pilotage service given on board ships in pilotage waters worldwide and aims to clarify the
roles of the master and the pilot and the working relationship between them.

Efficient pilotage is chiefly dependent upon the effectiveness of the communications and
information exchanges between the pilot, the master and other bridge personnel and upon the
mutual understanding each has for the functions and duties of the others. Ship’s personnel, shore
based ship management and the relevant port and pilotage authorities should utilise the proven
concept of “Bridge Team Management”. Establishment of effective co-ordination between the pilot,
master and other ship’s personnel, taking due account of the ship’s systems and the equipment
available to the pilot is a prerequisite for the safe conduct of the ship through pilotage waters.

The presence of a pilot on the ship does not relieve the master or officer in charge of the
navigational watch from their duties and obligations for the safe conduct of the ship.

Ships should provide the relevant port or pilotage authority with basic information regarding their
arrival intentions and ship characteristics, such as draught and dimensions, as required by the port
or other statutory obligations. This should be completed well in advance of the planned arrival and
in accordance with local requirement

In acknowledging receipt of this information, the appropriate port or pilotage authority should pass
relevant information back to the ship (either directly or via agents) as soon as it becomes available.
Such information should include as a minimum: the pilot boarding point; reporting and
communications procedures; and sufficient details of the prospective berth, anchorage and routing
information to enable the master to prepare a provisional passage plan to the berth prior to his

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arrival. However, masters should recognise that not all of this information may be available in
sufficient detail to complete the passage plan until the pilot has boarded the ship.

Master pilot information exchange

The pilot and the master should exchange information regarding the pilot’s intentions, the ship’s
characteristics and operational parameters as soon as possible after the pilot has boarded the ship.
The ICS Master/Pilot Exchange Forms (Annexes A1 and A2 of the ICS Bridge Procedures Guide)
or the company equivalent format, should be completed by both the master and pilot to help ensure
ready availability of the information and that nothing is omitted in error

The exchange of information regarding pilotage and the passage plan should include clarification of:

• roles and responsibilities of the master, pilot and other members of the bridge management team

• navigational intentions

• local conditions including navigational or traffic constraints

• tidal and current information• berthing plan and mooring boat use

• proposed use of tugs

• expected weather conditions

After taking this information into account and comparing the pilot’s suggested plan with that
initially developed on board, the pilot and master should agree an overall final plan early in the
passage before the ship is committed. The master should not commit his ship to the passage until
satisfied with the plan. All parties should be aware that elements of the plan may change.

Contingency plans should also be made which should be followed in the event of a malfunction or a
shipboard emergency, identifying possible abort points and safe grounding areas. These should be
discussed and agreed between pilot and master.

Duties and responsibilities

The pilot, master and bridge personnel share a responsibility for good communications and mutual
understanding of the other’s role for the safe conduct of the ship in pilotage waters. They should
also clarify their respective roles and responsibilities so that the pilot can be easily and successfully
integrated into the normal bridge management team.

he pilot’s primary duty is to provide accurate information to ensure the safe navigation of the ship.
In practice, the pilot will often con the ship on the master’s behalf.

The master retains the ultimate responsibility for the safety of his ship. He and his bridge personnel
have a duty to support the pilot and to monitor his actions. This should include querying any actions
or omissions by the pilot (or any other member of the bridge management team) if inconsistent with
the passage plan or if the safety of the ship is in any doubt.

It is essential that a face-to-face master/pilot exchange (MPX) described in section 3.1 results in
clear and effective communication and the willingness of the pilot, master and bridge personnel to
work together as part of a bridge management team. English language or a mutually agreed

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common language or the IMO Standard Marine Communication Phrases should be used, and all
members of the team share a responsibility to highlight any perceived errors or omissions by other
team members, for clarification.

The master and bridge personnel should:

•within the bridge management team, interact with the pilot providing confirmation of his
directions and feed back when they have been complied with

• monitor at all times the ship’s speed and position as well as dynamic factors affecting the ship (for
example, weather conditions, manoeuvring responses and density of traffic)

• confirm on the chart at appropriate intervals the ship’s position and the positions of navigational
aids, alerting the pilot to any perceived inconsistencies

Q10 Pilot Boarding arrangement.

Ans- Solas chapter V regulation 23- pilot boarding arrangements

Apply to all ship engaged in voyage which pilot may be employed.

An accommodation ladder shall be used in conjunction with the pilot ladder, or other equally safe
and convenient means, whenever the distance from the surface of the water to the point of access to
the ship is more than 9 m.

he rigging of pilot transfer arrangements

• The rigging of the pilot transfer arrangements, and the embarkation of a pilot shall be
supervised by a responsible officer having means of communication with the bridge.
• The responsible officer who shall also arrange for the escort of the pilot by a safe route to
and from the bridge.
• Personnel engaged in rigging and operating any mechanical equipment shall be instructed in
the safe procedures to be adopted, and the equipment shall be tested prior to use.

Certification, marking and record keeping

• A pilot ladder shall be certified by the manufacturer as complying with SOLAS, or with an
international standard acceptable to the Organization
• All pilot ladders shall be clearly identified with tags or other permanent marking so as to
enable identification of each appliance
• A record shall be kept on the ship as to the date an identified ladder is placed into service
and any repairs conducted

Maximum 9 metres- the distance to remember

• A pilot ladder must require a climb of not less than 1.5 m and not more than 9 m above the
surface of the water
• It must be is clear of any possible discharges from the ship

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• It is within the parallel body length of the ship and, as far as is practicable, within the mid-
ship half length of the ship
• Each step must rest firmly against the ship’s side. Where constructional features would
prevent this, special arrangements shall, to the satisfaction of the Administration, be made to
ensure that persons are able to embark and disembark safely
• The single length of pilot ladder is capable of reaching the water and allowance is made for
all conditions of loading and trim of the ship, and for an adverse list of 15°

When accommodation ladders are used in conjunction with pilot ladders

• The accommodation ladder shall be sited leading aft

• Means shall be provided to secure the lower platform of the accommodation ladder firmly
to the ship’s side
• The lower end of the accommodation ladder is to be within within the parallel body length
of the ship and, as far as is practicable, within the mid-ship half length
• The lower end of the accommodation ladder is to be clear of all discharges
• Means shall be provided to secure the pilot ladder and manropes to the ship’s side at a point
of nominally 1.5 m above the bottom platform of the accommodation ladder
• When there is a trapdoor in the bottom platform, the pilot ladder and man ropes shall be
rigged through the trapdoor extending above the platform to the height of the handrail

See MSC 1428 for poster

• There must be safe, convenient and unobstructed passage between the head of the pilot
ladder, or of any accommodation ladder or other appliance, and the ship’s deck.
• When a gateway in the rails or bulwark is used, adequate handholds shall be provided
• When a bulwark ladder is used, two handhold stanchions rigidly secured to the ship’s
structure at or near their bases and at higher points shall be fitted
• A bulwark ladder shall be securely attached to the ship to prevent overturning

Shipside doors

Shipside doors used for pilot transfer shall not open outwards.

Equipment required at the pilot boarding location

The following associated equipment shall be kept at hand ready for immediate use when persons are
being transferred:

• Two man-ropes of not less than 28 mm and not more than 32 mm in diameter. The man-
ropes shall be fixed at the rope end to the ring plate fixed on deck and shall be ready for use
when required by the pilot.
• A lifebuoy equipped with a self-igniting light
• A heaving line
• When required, stanchions and bulwark ladders
• Adequate lighting to illuminate the transfer arrangements overside and the position on deck
where a person embarks or disembarks.

Q11- Watch keeping principle as per STCW( Standard training and certificate and watch keeping)

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Ans -Watchkeeping arrangements and principles to be observed (Section A-VIII/2 of the STCW
Code)

Principles applying to watchkeeping generally

1 Parties shall direct the attention of companies, masters, chief engineer officers and watchkeeping
personnel to the following principles, which shall be observed to ensure that safe watches are
maintained at all times.

2 The master of every ship is bound to ensure that watchkeeping arrangements are adequate for
maintaining a safe navigational or cargo watch. Under the master’s general direction; the officers of
the navigational watch are responsible for navigating the ship safely during their periods of duty,
when they will be particularly concerned with avoiding collision and stranding.

3 The chief engineer officer of every ship is bound, in consultation with the master, to ensure that
watchkeeping arrangements are adequate to maintain a safe engineering watch.

4 The master, officers and ratings shall be aware of the serious effects of operational or accidental
pollution of the marine environment and shall take all possible precautions to prevent such pollution,
particularly within the framework of relevant international and port regulations.

5 The officer in charge of the navigational watch is the master’s representative and is primarily
responsible at all times for the safe navigation of the ship and for complying with the International
Regulations for Preventing Collisions at Sea, 1972, as amended.

6 A proper lookout shall be maintained at all times in compliance with rule 5 of the International
Regulations for Preventing Collisions at Sea, 1972, as amended and shall serve the purpose of:

1 maintaining a continuous state of vigilance, by sight and hearing as well as by all other available
means, with regard to any significant change in the operating environment;

2 fully appraising the situation and the risk of collision, stranding and other dangers to navigation;
and.

3 detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to
safe navigation.

7 The lookout must be able to give full attention to the keeping of a proper lookout and no other
duties shall be undertaken or assigned which could interfere with that task.

8 The duties of the lookout and helmsperson are separate and the helmsperson shall not be
considered to be the lookout while steering, except in small ships where an unobstructed all-round
view is provided at the steering position and there is no impairment of night vision or other
impediment to the keeping of a proper lookout. The officer in charge of the navigational watch may
be the sole lookout in daylight provided that on each such occasion:

1 the situation has been carefully assessed and it has been established without doubt that it is safe to
do so;

2 full account has been taken of all relevant factors including but not limited to:-

-state of weather,- visibility,- traffic density,

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- proximity of dangers to navigation; and

- the attention necessary when navigating in or near traffic separation schemes; and

3 assistance is immediately available to be summoned to the bridge when any change in the
situation so requires.

9 In determining that the composition of the navigational

10. The officer in charge of the navigational watch shall not hand over the watch to the relieving
officer if there is reason to believe that the latter is not capable of carrying out the watchkeeping
duties effectively, in which case the master shall be notified.
11. he relieving officer shall ensure that the members of the relieving watch are fully capable of
performing their duties, particularly as regards their adjustment to night vision. Relieving officers
shall not take over the watch until their vision is fully adjusted to the light conditions.
12. Officers of the navigational watch shall know the handling characteristics of their ship, including
its stopping distances, and should appreciate that other ships may have different handling
characteristics
13. In cases of need, the officer in charge of the navigational watch shall not hesitate to use the helm,
engines and sound signalling apparatus. However, timely notice of intended variations of engine
speed shall be given where possible or effective use made of UMS engine controls provided on the
bridge in accordance with the applicable procedures
14. During the watch the course steered, position and speed shall be checked at sufficiently frequent
intervals, using any available navigational aids necessary, to ensure that the ship follows the
planned course.
15. The officer in charge of the navigational watch shall have full knowledge of the location and
operation of all safety and navigational equipment on board the ship and shall be aware and take
account of the operating limitations of such equipment.
16. The officer in charge of the navigational watch shall not be assigned or undertake any duties
which would interfere with the safe navigation of the ship.
17. When using radar the officer in charge of the navigational watch shall bear in mind the
necessity to comply at all times with the provisions on the use of radar contained in the
International Regulations for Preventing Collisions at Sea 1972, as amended, in force.
18. It is of special importance that at all times the officer in charge of the navigational watch
ensures that a proper lookout is maintained. In a ship with a separate chartroom, the officer in
charge of the navigational watch may visit the chartroom, when essential, for a short period for the
necessary performance of navigational duties, but shall first ensure that it is safe to do so and that
proper lookout is maintained.
19. Operational tests of shipboard navigational equipment shall be carried out at sea as frequently as
practicable and as circumstances permit, in particular before hazardous conditions affecting
navigation are expected. Whenever appropriate, these tests shall be recorded. Such tests shall also
be carried out prior to port arrival and departure.
20. The officer in charge of the navigational watch shall make regular checks to ensure that:

.1 the person steering the ship or the automatic pilot is steering the correct course;

.2 the standard compass error is determined at least oncea watch and, when possible, after any
major alteration of course; the standard and gyro-compasses are frequently compared and repeaters
are synchronized with their master compass;

.3 the automatic pilot is tested manually at least once a watch;

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.4 the navigation and signal lights and other navigational equipment are functioning properly;

.5 the radio equipment is functioning properly in accordance with paragraph 86 of this section; and

.6 the UMS controls, alarms and indicators are functioning properly.

It is exhaustive I think this must point will be enough.

Q 12- Ocean towing:

Ans- “Ocean towing” means the commercial towage(the towage operations, which are not in nature
of salvage and are non-emergency towing) operations between designated ports of refuge or safe
anchoring along the route, taken into account weather conditions.

Conditions for Towage at Sea:

1 A towing plan and a towage operation manual (if any) are to be prepared and the copies are to be
kept by the owner and onboard the towing vessel.

2 The Certificate of Fitness for Towage and Survey Report of Towage at Sea issued by Class are to
be available.

3 The crew of towing vessels are to have qualification certificates for towage at sea.

4 The ocean towage is to be carried out under the predetermined sea and weather conditions, the
designed environmental conditions of towing vessel is to be superior to those conditions and the
certified towing strength and stability of the towed object can not be inferior to those conditions.

5 The ocean towage is to be carried out according to the approved route in the towing plan and
towage operation manual.

6 The towing vessel is to hold the safety certificate applicable to the whole area of towing route

A towing vessel

1.with sufficient bollard pull is to be selected based on the configuration, main dimension, towing
distance, weather and sea conditions of route as well as ensure the safety towage speed. The types,
requirements and conditions of multiple towages may be referred to in Appendix

2 The towing vessel is to be provided with valid certificates and information as follows:

(1) certificates applicable to the towing route;

(2) stability information of towage;
(3) arrangement of towage operation;
(4) certificate of towing equipment and gears;
(5) certificate of bollard pull test for the towing vessel. For the bollard pull test, or the recognized
standards and GB standards.
(6) The bollard pull of towing vessel is to be suitable for the safety towage for towed object. The
estimation of total towing resistance .

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(7) Where the tow is intended to be carried out by the stern, the bollard pull required by the towed
object is generally to be increased 20% due to the changed linear or the difficulty for keeping the
steady course of the towed object.
(8) Where the towed vessel has not obtained the certificate of bollard pull test, it may be estimated
as 1 ton per 100 hp according to the rated output of main propulsion machinery on the towing
vessel. If such rated output can not be determined, it is to be reduced by 1% per year of the output
marked on nameplate of the main propulsion machinery.
(9) The towage speed of a towing vessel in static water is to comply with the following
requirements:

(1) not less than 6 kn for towed object in ship-type;

(2) not less than 5 kn for towed object with special linear, such as floating dock, crane carrier, etc.)
or semi-submersible drilling unit;
(3) not less than 4 kn for self-elevating drilling unit and other surface structure.

10 The towing vessel engaged in unrestricted service area is to be equipped with at least two main
engines and two sets of steering gears.

11 Inspection of the towline is to be carried out on completion of each towage operation. The results
of inspection are to be recorded in the towing log as a basis for future inspection and maintenance
programs

.The Emergency Towing Booklet:

The emergency towing booklet, which contains information pertinent to towing, must be kept handy
and conspicuous before and throughout the procedure. Although the booklet can only serve a
purpose that is more suggestive than coercive, it must be referred to as it has ship specific
information with the appropriate drawings and other towing arrangements.

Not every vessel has state of the art equipment to conduct the procedure to maximum precision.
Limitations might be in place but that shouldn’t be a deterring factor in predetermining the level of
accomplishment. Not to forget, the safe working loads of all fittings must be adhered to at all times.
A sudden jerk or backlash can result in a lot of damage to property. One of the foremost things that
should not be forgotten is that the any emergency situation during the entire process of towing
barely leaves time for corrective action. Therefore, it is imperative to adhere standard operational
procedure, keeping in mind the individual aspects and therefore, individual capacity of every vessel.
The crew must be thorough with the entire procedure, wherein they are clearly and candidly
designated each task to avoid any confusion. Evaluations must be put in place in advance to the
expected time of towing. Since towing is part of the ISM code, one must understand that, in any
case, safety is always of paramount importance.

Q13 Maritime Assistance Services (MAS)

Ans-RESOLUTION A.950(23) –MARITIME ASSISTANCE SERVICES (MAS)

INDIA

Email:dgcommcentre@satyammail.netAFTN:NilWatch on VHF channels:16, 70Postal

address:Directorate General of ShippingJahaz Bhawan, Walchand Hirachand MargBallard
EstateMumbai 400001

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.The Directorate General of Shipping(DGS), Maritime Administration as Maritime Assistance

Service (MAS) in accordance with IMO resolution A950 (23)-
⚫ provides assistance to stricken vessels.
⚫ Receive report,
⚫ serve point of contact between ship and other stakeholders and monitors ship situation.
⚫ Notify Indian Coast Guard or concerned Ports/Maritime boards to keep inreadiness their
resources to deal with potential emergencies.
⚫ Keep Ministry posted on the situation as required
⚫
Function of MAS
1. Co-ordination with Port / Maritime Boards /Coastal States , Pollution Control Boards, National
Hydrographic Office(NHO), IMD & SAR Authorities
2. Convene a meeting with the concerned stakeholder to validate proposed plan of action
3. Activation of LOS - DCP & CMP.--????
4. The DGS shall request the Directorate General of Lighthouse and Lightship (DGLL) to mark the
sunken ship with virtual marker and or physical marker as the case may be

Q14. BMP-5 dealing with piracy and Arm robbery against ship?

Ans- In June 2018, the 5th edition of the piracy-specific Best Management Practice (BMP5)
was published compiling a useful and comprehensive guidance which introduces effective
measures for the protection of crew, vessels and cargo while transiting the Red Sea, the Gulf
of Aden, the Indian Ocean and the Arabian Sea. The new edition supersedes BMP4.

The BMP5 were produced and supported by many major shipping associations focusing on the
following fundamental requirements:

1.Understand the threat: Maritime threats are dynamic and obtaining current threat information is
critical for risk assessment and decision making.

2.Conduct risk assessments: Companies must conduct risk assessments and identify ship
protection measures.

3.Implement ship protection measures such as harden the ship, train the crew, enhance lookout
and follow Flag State and military guidance

4. Report: It is of outmost importance to report any incident and suspicious activity to UKMTO
and register with MSCHOA. Also, when vessels are attack, they must send distress signals

5. Cooperate: operators and security forces need to collaborate in order to prevent piracy incidents,
therefore there is need for cooperation with other shipping and military forces, with law
enforcement to preserve evidence and welfare providers.

In addition, a new industry website has been launched by industry's associations for companies and
mariners seeking guidance on a wide range of Maritime Security Issues.

How to avoid being a victim of piracy and armed robbery

The global counter piracy guidance highlights that ''if attackers cannot board a ship, they cannot
hijack it'' suggesting the following

DO NOT be alone

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• Report to the relevant reporting centre and Register Transit

• Co-operate with military or other counter piracy services where such missions exist
• It is recommended to keep AIS turned on

DO NOT be detected

• Keep track of NAVWARNS and visit relevant websites for known pirate operating locations
• Consider the appropriate level of lighting to be used in areas of risk

DO NOT be surprised

• Increased Vigilance – lookouts, CCTV and Radar

DO NOT be vulnerable

• Use visible (deterrent) and physical (preventative) Ship Protection Measures

• These could include: razor wire, use of water/ foam etc.
• Provide additional personal protection to bridge teams

DO NOT be boarded

• Increase to Maximum speed

• Manoeuvre the ship without severely reducing speed.

DO NOT be controlled

• Follow well practiced procedures and drills

• Use of Citadels (Only with prior agreement Master/Company and fully prepared and drilled
– noting a Naval/Military response is not guaranteed)
• Deny use of tools, equipment and, access routes

Q15. Polar Code?

Ans- IMO's International Code for Ships Operating in Polar Waters (Polar Code) is mandatory
under both the International Convention for the Safety of Life at Sea (SOLAS) and the International
Convention for the Prevention of Pollution from Ships (MARPOL). The Polar Code covers the full
range of design, construction, equipment, operational, training, search and rescue and
environmental protection matters relevant to ships operating in the inhospitable waters surrounding
the two poles. The Polar Code entered into force on 1 January 2017.
• January 2017: The Polar Code entered into force.
• July 2018: Requirements for training became mandatory under the International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers (STCW) and its related STCW
Code.

Content of polar code PART I /A:

Chapter 1: General
Chapter 2: Polar Water Operation Manual
Chapter 3: Ship structure
Chapter 4: Subdivision and stability
Chapter 5: Watertight and weathertight integrity
Chapter 6: Machinery installations
Chapter 7: Fire safety/Protection
Chapter 8: Life saving appliances and arrangements

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Chapter 9: Safety of navigation

Chapter 10: Communication
Chapter 11: Voyage planning
Chapter 12: Manning and training

Part I-B addition Guidance regarding provisions of introduction and to Part I -A.

Part II - A Pollution prevention Measures.

- Chapter 1: Prevention of Pollution by Oil
- Chapter 2: Control of pollution by noxious liquid substances in bulk
- Chapter 4: Prevention of pollution by sewage from ships
- Chapter 5: Prevention of pollution by garbage from ships

Part II -B addition Guidance regarding provisions of introduction and to Part II -A.

How the Code applies:

The Polar Code is a ship-focused code with specific provisions divided into two Parts. Part I
contains provisions incorporated through SOLAS and Part II contains MARPOL provisions.

1. Polar Ship Certificate

The Code requires ships intending to operate in the defined Arctic waters and the Antarctic area to
have a valid Polar Ship Certificate issued by their flag states.

Before receiving a certificate:

All ships require an assessment, considering the anticipated range of operating and environmental
conditions and hazards it may encounter in the polar waters. The certificate classifies a ship as:

• Category A - ships designed for operation in polar waters in at least medium first-year ice,
which may include old ice inclusions
• Category B - a ship not included in category A, designed for operation in polar waters in at
least thin first-year ice, which may include old ice inclusions
• Category C - a ship designed to operate in open water or in ice conditions less severe than
those included in categories A and B

2. The Polar Water Operational Manual

2.1 Goal
The goal of this chapter is to provide the owner, operator, master and crew with sufficient
information regarding the ship's operational capabilities and limitations in order to support their
decision-making process.

2.2 Functional requirements

• 2.2.1 In order to achieve the goal set out in paragraph 2.1 above, the following functional
requirements are embodied in the regulations of this chapter.
• 2.2.2 The Manual shall include information on the ship-specific capabilities and limitations
in relation to the assessment required under paragraph 1.5.
• 2.2.3 The Manual shall include or refer to specific procedures to be followed in normal
operations and in order to avoid encountering conditions that exceed the ship's capabilities.

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• 2.2.4 The Manual shall include or refer to specific procedures to be followed in the event of
incidents in polar waters.
• 2.2.5 The Manual shall include or refer to specific procedures to be followed in the event
that conditions are encountered which exceed the ship's specific capabilities and limitations
in paragraph 2.2.2. 2.2.6 The Manual shall include or refer to procedures to be followed
when using icebreaker assistance, as applicable.

2.3 Regulations

• 2.3.1 In order to comply with the functional requirements of paragraphs 2.2.1 to 2.2.6, the
Manual shall be carried on board.
• 2.3.2 In order to comply with the functional requirements of paragraph 2.2.2, the Manual
shall contain, where applicable, the methodology used to determine capabilities and
limitations in ice.
• 2.3.3 In order to comply with the functional requirements of paragraph 2.2.3, the Manual
shall include risk-based procedures for the following:

o .1 voyage planning to avoid ice and/or temperatures that exceed the ship's design
capabilities or limitations;
o .2 arrangements for receiving forecasts of the environmental conditions;
o .3 means of addressing any limitations of the hydrographic, meteorological and
navigational information available;
o .4 operation of equipment required under other chapters of this Code; and
o .5 implementation of special measures to maintain equipment and system
functionality under low temperatures, topside icing and the presence of sea ice, as
applicable.
• 2.3.4 In order to comply with the functional requirements of paragraph 2.2.4, the Manual
shall include risk-based procedures to be followed for:
• .1 contacting emergency response providers for salvage, search and rescue (SAR), spill
response, etc., as applicable; and
• .2 in the case of ships ice strengthened in accordance with chapter 3, procedures for
maintaining life support and ship integrity in the event of prolonged entrapment by ice.
• 2.3.5 In order to comply with the functional requirements of paragraph 2.2.5, the Manual
shall include risk-based procedures to be followed for measures to be taken in the event of
encountering ice and/or temperatures which exceed the ship's design capabilities or
limitations.
• 2.3.6 In order to comply with the functional requirements of paragraph 2.2.6, the Manual
shall include risk-based procedures for monitoring and maintaining safety during operations
in ice, as applicable, including any requirements for escort operations or icebreaker
assistance. Different operational limitations may apply depending on whether the ship is
operating independently or with icebreaker escort. Where appropriate, the PWOM should
specify both options.

Which are the training requirements?

The Code regulates all training and certification for officers working in Arctic/Antarctic regions.
All SOLAS ships will be affected by this new regulation, and officers must be STCW certified.

POLAR CLASSGENERAL DESCRIPTION

⚫ PC 1 Year-round operation in all ice-covered waters

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⚫ PC 2 Year-round operation in moderate multi-year ice conditions

⚫ PC 3 Year-round operation in second-year ice which may include multi-year ice inclusions
⚫ PC 4 Year-round operation in thick first-year ice which may include old ice inclusions
⚫ PC 5 Year-round operation in medium first-year ice which may include old ice inclusions
⚫ PC 6 Summer/autumn operation in medium first-year ice which may include old ice inclusions
⚫ PC 7 Summer/autumn operation in thin first-year ice which may include old ice inclusions

Q16 Voyage Planning in polar region as per chapter 11 of Polar code.

Ans-11.1 Goal
The goal of this chapter is to ensure that the Company, master and crew are provided with sufficient
information to enable operations to be conducted with due consideration to safety of ship and
persons on board and, as appropriate, environmental protection.

11.2 Functional requirement

In order to achieve the goal set out in paragraph 11.1 above, the voyage plan shall take into account
the potential hazards of the intended voyage.

11.3 Requirements
In order to comply with the functional requirement of paragraph 11.2 above, the master shall
consider a route through polar waters, taking into account the following:

• 1 the procedures required by the PWOM;

• 2 any limitations of the hydrographic information and aids to navigation available;
• 3 current information on the extent and type of ice and icebergs in the vicinity of the
intended route;
• 4 statistical information on ice and temperatures from former years;
• 5 places of refuge;
• 6 current information and measures to be taken when marine mammals are encountered
relating to known areas with densities of marine mammals, including seasonal migration
areas;
• 7 current information on relevant ships' routing systems, speed recommendations and vessel
traffic services relating to known areas with densities of marine mammals, including
seasonal migration areas;
• 8 national and international designated protected areas along the route; and
• 9 operation in areas remote from search and rescue (SAR) capabilities.

Q 16 a-Important point to Consider for Voyage Planning

Ans-The Annex to IMO Resolution A.893(21) (See ANNEX 25), “Guidelines for Voyage
Planning”, should be followed on all vessels.

All information relevant to the contemplated voyage or passage should be considered. The
following items should be taken into account in voyage and passage planning:

1. the condition and state of the vessel, its stability, and its equipment; any operational
limitations; its permissible draught at sea in fairways and in ports; its manoeuvring data,
including any restrictions;
2. any special characteristics of the cargo (especially if hazardous), and its distribution,
stowage and securing on board the vessel;
3. the provision of a competent and well-rested crew to undertake the voyage or passage;

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4. requirements for up-to-date certificates and documents concerning the vessel, its equipment,
crew, passengers or cargo;
5. appropriate scale, accurate and up-to-date charts to be used for the intended voyage or
passage, as well as any relevant permanent or temporary notices to mariners and existing
radio navigational warnings;
6. accurate and up-to-date sailing directions, lists of lights and lists of radio aids to navigation;
and
7. any relevant up-to-date additional information, including:
1. mariners' routeing guides and passage planning charts, published by competent
authorities;
2. current and tidal atlases and tide tables;
3. climatological, hydrographical, and oceanographic data as well as other appropriate
meteorological information;
4. availability of services for weather routeing (such as that contained in Volume D of
the World Meteorological Organization's Publication No. 9);
5. existing ships' routeing and reporting systems, vessel traffic services, and marine
environmental protection measures;
6. volume of traffic likely to be encountered throughout the voyage or passage;
7. if a pilot is to be used, information relating to pilotage and embarkation and
disembarkation including the exchange of information between master and pilot;
8. available port information, including information pertaining to the availability of
shore-based emergency response arrangements and equipment; and
9. any additional items pertinent to the type of the vessel or its cargo, the particular
areas the vessel will traverse, and the type of voyage or passage to be undertaken.
8. On the basis of the above information, an overall appraisal of the intended voyage or
passage should be made. This appraisal should provide a clear indication of all areas of
danger; those areas where it will be possible to navigate safely, including any existing
routeing or reporting systems and vessel traffic services; and any areas where marine
environmental protection considerations apply.

Q17 A- Addition info

-First-year ice means sea ice of not more than one winter growth developing from young ice with
thickness from 0.3 m to 2.0 m.

-Medium first-year ice means first-year ice of 70 cm to 120 cm thickness.

-Old ice means sea ice which has survived at least one summer's melt; typical thickness up to 3 m
or more. It is subdivided into residual first-year ice, second-year ice and multi-year ice.

-Open water means a large area of freely navigable water in which sea ice is present in
concentrations less than 1/10. No ice of land origin is present.

-Thin first-year ice means first-year ice 30 cm to 70 cm thick.

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Q18 What do you Understand by Weather Routing?

Ans-The mariner planning a transoceanic passage can select either the shortest route, or the quickest
route at a given speed, or the most suitable route from the point of view of weather or any particular
requirements.

Climatic condition, however, such as the existence of currents or the prevalence of wind, sea or
swell form certain directions, may lead to the selection of a longer climatological route along which
a higher speed can be expected to be made good.

Weather routing is done by collection of oceanographical and meteorological data, and data
received from weather satellites and good forecasting techniques. The mariner’s first resources for
route planning in relation to weather are the Pilot Chart Atlases, the Sailing Directions (Planning
Guides), and other climatological sources such as historical weather data tables. These publications
give climatic data, such as wind speed and direction, wave height frequencies and ice limits, for the
major ocean basins of the world. They may recommend specific routes based on probabilities, but
not on specific conditions.

Weather routing makes use of the actual weather and the forecast weather in the vicinity of the
anticipated route. By using weather forecasts to select a route, and then modifying the route as
necessary as the voyage proceeds and decide the optimum route.

Optimum ship routing is the art and science of developing the “best route” for a ship based on the
existing weather forecasts, ship characteristics, ocean currents and special cargo requirements. For
most transits this will mean the minimum transit time that avoids significant risk to the vessel, crew
and cargo. Other routing considerations might include passenger comfort, fuel savings or schedule
keeping. The goal is not to avoid all adverse weather but to find the best balance to minimise time
of transit and fuel consumption without placing the vessel at risk to weather damage or crew injury.

The ship routing agency, acting as an advisory service, attempts to avoid or reduce the effects of
specific adverse weather and sea conditions by issuing initial route recommendations prior to
sailing. Adverse weather and sea conditions are defined as those conditions which will cause
damage, significant speed reduction, or time loss.

Weather routing can be classified as follows

1. Climatological Routing
2. Strategic Routing
3. Tactical Routing

A significant advantage of weather routing accrues when:

• the passage is relatively long, about 1,500 miles or more;

• the waters are navigationally unrestricted, so that there is a choice of routes; and
• weather is a factor in determining the route to be followed.

Ship and cargo characteristics have a significant influence on the application of ship weather
routing. Ship size, speed capability, and type of cargo are important considerations in the route
selection process prior to sailing and the surveillance procedure while underway. A ship’s
characteristics identify its vulnerability to adverse conditions and its ability to avoid them.

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Ship performance curves (speed curves) are used to estimate the ship’s Speed of Advance (SOA)
while transiting the forecast sea states. The curves indicate the effect of head, beam, and following
seas of various significant wave heights on the ship’s speed.

Each vessel will have its own performance curves, which vary widely according to hull type, length,
beam, shape, power, and tonnage.

With the speed curves it is possible to determine just how costly a diversion will be in terms of the
required distance and time. A diversion may not be necessary where the duration of the adverse
conditions is limited. In this case, it may be better to ride out the weather and seas knowing that a
diversion, even if able to maintain the normal SOA, will not overcome the increased distance and
time required.

Based on input data for environmental conditions and ship’s behaviour, route selection and
surveillance techniques seek to achieve the optimum balance between time, distance, and acceptable
environmental and seakeeping conditions.

Environmental factors of importance to ship weather routing are those elements of the atmosphere
and ocean that may produce a change in the status of a ship transit. In ship routing, consideration is
given to wind, seas, fog, ice, and ocean currents.

Optimum routing is normally considered attained if the effects of wind and seas can be optimised.

Q 19. Colregs

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SECTION 9- SHIP HANDLING

Q1 Manoeuvring characteristics

Ans-manoeuvring trials, for accurate results, it is essential to ensure that the conditions are
congenial for a trial and are in accordance with the required standards.

• Deep and unrestricted waters: As per IMO criteria, the depth of the water should be more
than 4 times the draft at midship. Moreover, it should be done in a place isolated from other
ship traffic and far from any landmass.
• Calm Sea Conditions: The prevalent weather in that region must be suitable for the trial to
be conducted. The Sea State value must be strictly less than 4 and the wind speed should be
within Beaufort Scale 5. It goes without saying that all trials should be cancelled in case of
harsh weather conditions such as storm, cyclones, rainfall, snowfall etc.
• Away from Tidal Influence: All trials should be conducted in areas where there is lesser
influence of tides, currents, swells and even high waves.
• Proper draft, even keel and no trim in the proposed loading conditions.
• Steady Approach: Before taking a trial, the vessel must be allowed to run on a steady course
for some time. This is done in order to monitor the propulsion and machinery systems of the
ship and to stabilise the driving machinery. According to IMO norms, the slated approach
speed should not be less than 90% of the speed corresponding to 85% MCR (Maximum
Continuous Rating) of the main engine.

The IMO resolution MSC.137(76) “Standards for Ship Manoeuvrability” identify the
following characteristics:

Inherent dynamic stability - A ship is dynamically stable on a straight course if it, after a small
disturbance, soon will settle on a new straight course without any corrective rudder action. The
resultant deviation from the original heading will depend on the degree of inherent stability and on
the magnitude and duration of the disturbance.

- Course-keeping ability – The course-keeping quality is a measure of the ability of the steered
ship to maintain a straight path in a predetermined course direction without excessive oscillations of
rudder or heading. In most cases, reasonable course control is still possible where there exists an
inherent dynamic instability of limited magnitude.

- Initial turning/course-changing ability – The initial turning ability is defined by the change-of-
heading response to a moderate helm, in terms of heading deviation per unit distance sailed or in
terms of the distance covered before realizing a certain heading deviation (such as the “time to
second execute” demonstrated when entering the zig-zag manoeuvre).

- Yaw checking ability – The yaw checking ability of the ship is a measure of the response to
counter-rudder applied in a certain state of turning, such as the heading overshoot reached before
the yawing tendency has been cancelled by the counter-rudder in a standard zig-zag manoeuvre.

- Turning ability – Turning ability is the measure of the ability to turn the ship using hardover
rudder. The result being a minimum “advance at 90° change of heading” and “tactical diameter”
defined by the “transfer at 180° change of heading”.

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The aim of performing this trial is to test the ship’s overall ‘Turning Ability’ as it comprises an
indispensable manoeuvre that a ship has to undergo every now and then. Following are some of the
outcomes that are chiefly recorded and assessed while conducting this trial:

• Advance: Advance is the distance surged by the ship forward after the rudder angle is
applied. As mentioned earlier, a ship has to manifest all the hydrodynamic effects associated
with it while performing any change in its motion. Unlike a car, it can’t just turn right-away
after the rudder deviation is applied. After traversing some distance, it gradually does so.
However, proper sea-handling characteristics demand faster response to an operator order.
Though no hard and fast rules exist, for a given ship type and speed, a minimal advance
criteria is sought, always.
• Transfer: It is the transverse distance travelled while a ship makes a 90-degree change in
heading. More definitely, it is the distance between the original direction vector of the ship
and the point when it has completely headed starboard in its second phase of turn. The
following figure illustrates better.
• Tactical Diameter: This is a measure of the extent of turn a vessel could have. Thus, it is
measured as the distance of separation between the original direction vector of the ship at
steady heading to that in the final phase of its turn when steady state is achieved, that is the
ship has changed its heading by 180 degrees. In other words, the distance negotiated in a
complete turnaround at a constant rudder deflection is determined by this length. As the
distance is almost equal to the geometric diameter of its path, it is called Tactical Diameter

It should be noted that IMO has its own yardsticks for slating out the maximum allowable limits of
turning ability a ship can have, failing which, the entire design is discarded and made to review.
These are:

• First, the Tactical diameter has to be at most less than five times the ship length for any
standard merchant ship or passenger service vessel.

Td < 5*Length of Ship

• Second, the forward advance has to be less than 4.5 times the length of the ship for any
general purpose vessel.

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Ad<4.5*Length of ship.

- Stopping ability(including Crash Stop) – Stopping ability is measured by the “track reach”
and “time to dead in water” realized in a stop engine-full astern manoeuvre performed after a steady
approach at full test speed

Q2. Wheel house poster.

Ans-

The Wheel House Poster should be permanently displayed in the wheelhouse as per IMO res
A 601.(15).

• The Wheelhouse Poster should contain general particulars and detailed information
describing the maneuvering characteristics of the ship, and be of such a size to ensure ease
of use.
• The maneuvering performance of the ship may differ from that shown on the poster due to
environmental, hull and loading conditions.

Appendix 2

• General Description
o Ship’s particulars
o Draught at which manoeuvring data obtained in loaded and in ballast condition.
o Steering Particulars-

1. Type Of rudder
2. Maximum rudder angle.
3. Time from hard over to hard over - with one unit and with both units
4. Minimum speed to maintained course when propeller stop.

⚫ Propulsion Particulars-

1. Engine order For Ahead and Astern- RPM/ Pitch- Speed (kts) in loaded and ballast
condition.

2.Critical revolution,

3.Minimum RPM

4.Time limit for stern

5.Emergency full ahead to full stern,

6.Stop to full astern _______sec.

7.Max No.of Consecutive Starts(The total capacity of air reservoirs must be sufficient to
give at least 12 consecutive Main Engine starts for a reversible engine, and at least 6
consecutive starts for a non-reversible engine without refilling of the reservoirs.)

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⚫ Thruster Effect:BOW/Astern/ combined- Time delay full ahead/ Astern thrust

⚫ Anchor particulars- No of shackles on port/Stb/stern with heaving capacity.

⚫ Turning circle at Max Rudder Angle.

1. Loaded Condition in shallow and deep water

2. Ballast Condition In Ballast condition.

⚫ Emergency Manoeuvring:

1. Comparing of turning and full astern turning ability.( with rudder on midship)

⚫ Stopping Characteristics
⚫ Visibility from bridge Ahead/ astern in loaded/ Ballast condition.( diagram representation)
⚫ Man over board rescue manoeuvre ( sequence of action to be carried out) with recommended
Turn)
⚫ Air draft at present condition

Q 20. Emergency Stop Manoeuvring: Crash stop and rudder cycling.

Ans: Crash Stop

No type of main engine can be reversed immediately from full rpm ahead to full rpm astern
because no engine can drive the propeller at full revolutions astern while the ship herself is moving
ahead at considerable speed.

The application of full astern power to an engine of any type when the ship is moving at full
speed ahead would place high and perhaps crippling stresses on the engine. This is well known to
the engineer, who is unlikely to attempt it except in the gravest of emergency situations.

A fully loaded motor ship of about 14,000 tonnes displacement manoeuvring from “sea speed” to
standstill from a speed of about 14 knots, will still be moving ahead at 2 to 3 knots so fifteen
minutes after the ‘Stop’ order was given. The engine rpm will fall from 110 to 40 in about 7 to 8
minutes and gradually come to rest after about 12 minutes.

If a crash stop is demanded, the engine can readily be reversed after about 3 minutes, while still
running ahead at about 30 rpm and can be running at 60% power in about 5 minutes. A slower
vessel, or one in ballast, would take less time to accomplish this.

A single-screw ship will cant her bow briskly to starboard under astern power and will bring her
stern into the wind once sternway is built up.

Under collision risk, the stopping TIME matters much less than the stopping DISTANCE and
this is shortest (in larger, faster vessels) when

• the ahead power is instantly shut off and

• after an interval of about 2 to 3 minutes the engine is put slow, half and then full astern in
succession.

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The immediate application of full astern power will result in cavitation at the propellor and
actually increase the stopping distance. In smaller and slower ships, the application of full astern
power as soon as practicable may still be more effective.

Most vessels will travel approximately 5 to 12 times their own length before coming to rest from
full ahead depending on displacement, trim, speed, type of machinery, etc., and will take from 4 to
10 minutes to do so.

This is why it is so important to reduce speed in low visibility.

The application of full rudder to both sides alternately will help in reducing headway during the
first few minutes after stopping engines.

Crash astern steps

When the engine is operating in ahead direction and a crash astern movement is given, the
following will be the sequence of events:

a. Bridge orders crash astern. The communication to engine room:

i. When in Engine room control mode – Conventionally bringing the bridge telegraph from head to
full astern then again to full ahead and again to full astern was the standard way to communicate
crash astern to engine room. Engine room implements the astern command given by bridge on
telegraph.

ii. When in Bridge control mode – In modern ships with automation and controls, the bridge
telegraph is directly connected with the engine controls and it doesn’t require involvement of engine
room personnel. Such type of telegraph is called remote controlled telegraph device.

A provision is given to link both the telegraph so that manual operations can also be carried out in
case of automation failure.

In bridge control mode, to give crash astern, Bridge officer should directly put the telegraph to
Emergency Full Astern or full astern, as available. Engine will automatically comply with the order.

b. Main Engine fuel supply is immediately put to zero

c. Engine may continue to turn in ahead direction due to the momentum of the vessel even if the
fuel supply is cut off, hence the tachometer on the bridge may still show ahead rpm.

d. Engine (Engineer will do this it is in Engine control mode) is now waiting for the ahead rpm of
the engine to come down to the reversing level as prescribed by the engine manufacturer (which is
around 25% to 30 % of MCR rpm)

e. As the engine rpm reaches the reversing level, admit starting air (in the astern direction) this is
also known as braking air. Attempting to admit the braking air at higher rpm is termed as “braking
air”, which can cause very high level of Stresses and break the crank shaft.

. Repeated kicks of braking air are then given to bring down the engine rpm to zero.

g. Once engine rpm is at zero, starting air in astern direction is admitted

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h. As the engine rpm reaches the start level in astern direction, fuel is injected.

i. Engine starts turning on fuel in astern direction

j. Vibration may be set up due to heavy wake disturbance; hence the astern rpm will have to be
gradually increased. Similar sequence will automatically take place on a ‘bridge controlled vessel’.

Crash astern will not immediately stop the vessel which was moving in ahead direction with full
speed, it will take some time. The Bridge team should be familiar with the following data on their
vessel:

Rudder Cycling

1 method

High Frequency Cycling

Gives a stopping distance of approximately 10 times the ships length.

Uses the “drag” of the rudder to reduce headway

Put the rudder hard over and stop the engines. As the vessel starts to swing, put helm hard over
the other way.

Continue to do this cycling until vessel is stopped.

You may need a short burst of ahead power and corrective helm to bring the vessel back on course.

This results in minimal deviation of heading and the effectiveness of the manoeuvre is not
reduced by shallow water.

This manoeuvre is not really suitable for use on vessels of full hull form which are deeply laden.

Most effective on fine form vessels in lightship condition.

2 Method

Low Frequency Cycling

Gives a stopping distance of approximately 6 times the vessel length.

Uses the “drag” of the hull as the vessel turns. Put rudder hard over to port until vessel is 40
degrees off course, then hard to starboard with full astern. This will stop the vessel with small
deviation to the port side of her course and close to her original heading. Shallow water will reduce
the effectiveness of this manoeuvre.

It must be remembered that vessels on reciprocal courses will close at their combined speeds and
that a ‘safe’ speed to conform with IRPCS should therefore be one at which the vessel can be
brought to a standstill in half the range of her visibility.

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Rudder Cycling to reduce the ship speed

It uses the resistance of water on underwater hull area to reduce the speed of the ship.

Considering port side is safer than starboard side

• Put the rudder on hard to port side

• When the ship has turned to 20 deg from the original course, put the telegraph to half ahead
• When the ship’s heading is 40 degrees from the original course, put the rudder on hard to
starboard
• When the ship’s heading just starts to turn to starboard side, make the engines on slow ahead
• When the ship’s heading has returned to original course, put the rudder to hard to port
• When the ship just starts to turn to port, put the engine to dead slow ahead
• When the ship’s heading returned to original course, put the rudder on hard to starboard to
check some of the port swing.
• When the ship still has some rate of turn to port, put the rudder midship and go full astern on
the engines to stop the ship

This will stop the ship at considerable lesser distance. But we do not need to use rudder cycling
only to stop the ship. We can also use the rudder cycling when we need to reduce the speed of the
ship.

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Q 3 Dangerous Situation in following and quartering sea

Ans- MSC.1/Circ.1228 GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS

SITUATIONS IN ADVERSE WEATHER AND SEA CONDITIONS.

A ship sailing in following or stern quartering seas encounters the waves with a longer period than
in beam, head or bow waves, and principal dangers caused in such situation are as follows:

⚫ Surf-riding and broaching-to

When a ship is situated on the steep forefront of a high wave in following or quartering sea
conditions, the ship can be accelerated to ride on the wave. This is known as surf-riding. In this
situation the so-called broaching-to phenomenon may occur, which endangers the ship to capsizing
as a result of a sudden change of the ship’s heading and unexpected large heeling

Reduction of intact stability when riding a wave crest amidships When a ship is riding on the wave
crest, the intact stability can be decreased substantially according to changes of the submerged hull
form. This stability reduction may become critical for wave lengths within the range of 0.6 L up to
2.3 L, where L is the ship’s length in metres. Within this range the amount of stability reduction is
nearly proportional to the wave height. This situation is particularly dangerous in following and
quartering seas, because the duration of riding on the wave crest, which corresponds to the time
interval of reduced stability, becomes longer.

⚫ Synchronous rolling

Synchronous rolling motion Large rolling motions may be excited when the natural rolling period
of a ship coincides with the encounter wave period. In case of navigation in following and
quartering seas this may happen when the transverse stability of the ship is marginal and therefore
the natural roll period becomes longer.

⚫ Parametric roll motions

Parametric roll motions with large and dangerous roll amplitudes in waves are due to the variation
of stability between the position on the wave crest and the position in the wave trough. Parametric
rolling may occur in two different situations:

1. The stability varies with an encounter period TE that is about equal to the roll period TR of the
ship (encounter ratio 1:1). The stability attains a minimum once during each roll period. This
situation is characterized by asymmetric rolling, i.e. the amplitude with the wave crest amidships is
much greater than the amplitude to the other side. Due to the tendency of retarded up-righting from
the large amplitude, the roll period TR may adapt to the encounter period to a certain extent, so that
this kind of parametric rolling may occur with a wide bandwidth of encounter periods. In quartering
seas a transition to harmonic resonance may become noticeable.

2. The stability varies with an encounter period TE that is approximately equal to half the roll
period TR of the ship (encounter ratio 1:0.5). The stability attains a minimum twice during each roll
period. In following or quartering seas, where the encounter period becomes larger than the wave
period, this may only occur with very large roll periods TR, indicating a marginal intact stability.
The result is symmetric rolling with large amplitudes, again with the tendency of adapting the ship

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response to the period of encounter due to reduction of stability on the wave crest. Parametric
rolling with encounter ratio 1:0.5 may also occur in head and bow seas

⚫ How to avoid dangerous conditions

1 For surf-riding and broaching-to Surf-riding and broaching-to may occur when the angle of
encounter is in the range 135°<α<225° and the ship speed is higher than (1.8√L)/(cos(180-α)
(Knots). To avoid surf riding, and possible broaching the ship speed, the course or both should be
taken outside the dangerous region reported in as mention in fig below.

For synchronous rolling and parametric rolling motions

1 The master should prevent a synchronous rolling motion which will occur when the encounter
wave period TE is nearly equal to the natural rolling period of ship TR.

2 For avoiding parametric rolling in following, quartering, head, bow or beam seas the course and
speed of the ship should be selected in a way to avoid conditions for which the encounter period is
close to the ship roll period (TE≈ TR) or the encounter period is close to one half of the ship roll
period (TE≈0.5 TR).

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3 The period of encounter TE may be determined from figure 1 by entering with the ship’s speed in
knots, the encounter angle α and the wave period TW.

Q4 Wind healing criteria

Ans- The stability standard known as Weather Criterion,adopted by IMO as Resolution A.562,is
based on a number of simplifying assumptions as described next:

ɵ
a) The ship attains a stationary angle of heel 0 due to side wind loading represented by a lever lw1,
which is not dependent on the heel angle and is the result of a 26 m/s wind,
b) Around this angle the ship is assumed to perform resonant rolling motion due to side wave
action, as a result of which it reaches a momentary maximum angle ɵ1 on the weather side.
c) As at this position the ship is most vulnerable in terms of weather-side excitation, it is further
assumed that the ship is acted upon by a gust wind represented by a lever . This is

translated into an increase of the wind velocity, assumed to affect the ship for a
short period of time but at least equal with half of the natural period under the assumption of
resonant ship response.
d) The requirement for stability is formulated as follows: should the ship roll freely from the off-
equilibrium position ɵ1 with zero angular velocity, the limiting angle ɵ2 to the lee-side calculated
on the basis of the condition a > b (Figure 1) should not be exceeded during the ensuing half-cycle.
This limiting angle is either the angle where significant openings are down-flooded, the vanishing
angle ɵv, or the angle of 50 deg, which can be assumed as an explicit safety limit, whichever of the

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three is the lowest. Expressed as an energy balance, the work done by the wind excitation as the
ship rolls from the weather-side to the lee-side should not exceed the potential energy at the limiting
angleɵ2

The heeling lever lwl is calculated from the following formula:

where k is a coefficient dependent on the relative area of bilge keels, X1 depends on the beam to
draught ratio, X2 is a function of the block coefficient CB, and s is a function of the roll period Tɵ,
which can in turn be estimated from the expression

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Q 5 Picking up pilot

Ans- Prior to pilot boarding

1. Determine the correct expected time of arrival (ETA) to pilot with the VTS on the VHF. There
are numerous vessels (especially in high concentration areas, e.g., Istanbul) and they, almost always,
require pilots. Hence it is important to know the exact time of arrival and adhere to schedule. Log
all communications.

2. Rig pilot ladder, observing strict standards of safety. The VTS generally informs as to which side
the pilot will be boarding from and the requirement of height above water; also, rig gangway
(combination) if asked for. The pilot ladder should be arranged as per the instructions given with all
safety measures on standby (life jackets, life buoy, handheld VHF etc.).

3. Check if all the required equipment are up and running. Synchronize clocks. Keep both radars
ready and working. Put echo sounder on to constantly monitor the UKC. Adjust squelch and
volume controls of the VHF for clear communication. Keep the appropriate (large scale) charts
ready for plotting.

4. Mater/Pilot exchange forms prepared.

5.Inform the Engine Control Room (ECR) of the arrival time.

6. Unless extremely necessary and urgent, suspend all work on deck and designate crew for
efficient pilotage. Get mooring equipments checked and ready. Advise crew of the time of arrival at
port and to be on ‘stand by’.

7.Engage manual steering prior to arrival of the pilot and give time to the helmsman to get
accustomed to it in his own way before he is instructed to maneuver.

8. Hoist the pilot flag.

Pilot Onboard

1. After ushering in the pilot, once pleasantries have been exchanged with the Master, it is generally
the pilot who goes to instruct the helmsman about the course of action. Any specific operational
requirement by the Pilot, so long as the Master approves, is to be provided for.

2. The OOW should be observant of the helmsman. The crew might be overworked/fatigued in
which case the OOW should ensure that there is somebody else on stand by to relieve him.

3. All the important navigational marks should be noted down in the Ship Maneuvering Book
correspondent to the chart or otherwise.

4. Ensure that the Pilot duly signs all the required forms. Needless to say, it is also required to get
the Master’s signature on all of them.

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5. The position of the vessel should be plotted on the chart

6. If the vessel is proceeding to berth at the jetty, the OOW is to follow the Master’s instructions
with regard to the maneuvering speed and such other orders. Relayed to the Master by the Pilot,
those orders are immensely crucial to the safe berthing of the vessel. The OOW doesn’t have to be
concerned about the stations unnecessarily for that aspect is duly taken care of.

Pilot Away

1. As a matter of extending courtesy, the pilot is ushered out as he’s ushered in. Once the forms are
signed, and all other paperwork has been completed, the OOW should ensure that pilot exits safely.
It is advisable to inform the crew a bit in advance so they may have the ladder/combination ladder
rigged on the required side.

2. As is with boarding the vessel, all safety measures should be adhered to.

Q6. Manoeuvring in TSS and or VTS area.

Ans When, when the vessel is in congested water upon receiving the report from the OOW, the
Master above, must confirm the situation and increase officers or ratings for lookout as required. He
shall take over the command of the vessel.

Action of the Master and officer of the watch in restricted visibility conditions : If the vessel
encounters congested waters under restricted visibility conditions, the Master and OOW must
navigate the vessel carefully according to the provisions of the "Procedures for Navigation in
Restricted Visibility Conditions" in addition to those outlined above.

A comprehensive passage plan to be available for the voyage and it cover the full voyage from
berth to berth. Notes: The following should be marked on the chart, where it enhances safe
navigation:

• Parallel indexing (not from floating objects);

• Chart changes;
• Methods and frequency of position fixing;
• Prominent navigation and radar marks;
• No-go areas;
• Landfall targets and lights;
• Clearing lines and bearings;
• Transits, heading marks and leading lines;
• Significant tides or current;
• Safe speed and necessary speed alterations;
• Changes in machinery status;
• Minimum under keel clearance;
• Positions where the echo sounder should be activated;
• Crossing and high density traffic areas;
• Safe distance off;
• Anchor clearance;
• Contingency plans;
• Abort positions;
• VTS and reporting points, etc

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Joining and leaving a TSS

As per Rule 10 of the Colregs

normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from
either side shall do so at as small an angle to the general direction of traffic flow as practicable.

Crossing TSS

A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross
on a heading as nearly as practicable at right angles to the general direction of traffic flow

Avoid Using a wrong TSS.

At few places, you will find two Traffic separation schemes at the same place. That is two TSS in
an upward direction and two in the downward direction.

We just need to check the information on the chart and/or sailing directions for that area. This will
have the information about each of these TSS.

Using some of the TSS require the ships to do certain reporting. For some, the reporting is required
just before joining a lane and on the VHF.

For others, it may be required a couple of days before entry into the TSS and through the email.

For example, using Dover Strait require all the vessel over 300 GRT to do mandatory reporting.

needs to be proactive in every aspect of navigation, navigating in TSS is particularly the area where
this trait is very useful.

While navigating a vessel in the TSS, especially a congested TSS areas.

These rules are

• Keeping an extra A/E (generator) running, and

• Proceeding at a safe speed

plan the passage in the TSS that is following the general traffic flow.

Q8 Navigating in special Area such as mallaca strait ? Singapore.

Ans-The Singapore Strait and the Port of Singapore are busy waterways, where large
numbers of ships of different types transit and make port calls. As such, MPA Singapore
issued a circular providing safe navigation tips for vessels sailing in regional waters.

The Singapore Strait is a narrow and busy waterway where a large number of vessels transit daily.
These vessels include bulk carriers, container vessels, ferries, tankers, very large crude carriers
(VLCC), barges under tow and fishing vessels. In the interest of navigational safety, ship masters of
vessels navigating in the Singapore Strait are reminded to observe the International Regulations for

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Preventing Collisions at Seas (COLREGS) and the “Rules for Vessels Navigating Through The
Straits of Malacca and Singapore” adopted by IMO

masters and watchkeeping officers when navigating in the area are reminded to:

• Be vigilant, maintain a proper look-out and proceed at a safe speed taking into consideration
the prevailing traffic and weather conditions;All vessels navigating in the routing system of
the Straits of Malacca and Singapore shall maintain at all times a safe speed consistent with
safe navigation shall proceed with caution and shall be in a maximum state of maneuvering
readiness.
• Maintain VHF radio watch and listen for regular traffic information promulgated by the
Singapore Vessel Traffic Information Service (VTIS) to ensure safety of navigation. The
information, advice, warnings and alerts provided by Singapore VTIS are to assist
shipmasters in safe navigation and do not relieve shipmasters from their duties and
responsibilities of the ship;
• Conduct master/pilot exchange of information and passage plan; and
• Brief bridge team thoroughly on the intended passage.

In addition, regarding vessels which have been observed to anchor off the Traffic Separation
Scheme (TSS) and Precautionary Areas in the Singapore Strait, MPA notes that they are not only
obstructing port approaches and traffic flow, but also pose a risk to the safety of navigation and
marine environment.

Vessels found to be indiscriminately anchored and in contravention of Rule 10 (g) of

the International Regulations for Preventing Collisions at Sea, 1972 (COLREGs) in
the Singapore Strait will be reported to their Flag State.

Q 9- STS operation

Ans- The ICS STS Transfer Guide for petroleum, chemicals and liquefied gases, sponsored also by
CDI ( Chemical Distribution Institute) , The Oil Companies International Marine Forum (OCIMF)
and The Society of International Gas Tanker and Terminal Operators (SIGITTO), is the main
guidance provided by industry for such operations, but it covers only liquid cargoes. So far, no
official guide has been issued to cover the matter under dry cargo handling perspective. However,
excluding the type of cargo, some of the actions / requirements of conducting safe STS operations
are applicable to any type of vessel.

An STS operation is a four-stage procedure:

1. Pre- Arrival stage: This stage includes all the preparations which are required prior approaching
to the port of operation.

After obtaining permission from local authorities for the execution of operation, the most important
element is to figure a Joint Plan of Operation. This should be based on a risk assessment outcome,
taking into consideration all risk factors that may affect the operation. Most common (but not
limited to) risk factors are:

1. Environmental conditions
2. Available water space (free space, sea depth, tide, current restrictions)
3. Communication issues
4. Crew training
5. Involved vessels’ size and arrangement

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6. Terminal facilities
7. Cargo risk factors

The plan should include all required details, such as:

• Regulatory requirements,
• Communication plan (primary/secondary),
• Mooring and Fendering issues,
• Cargo transfer details,
• Emergency response actions -including emergency breakaway-,
• Roles and responsibilities and
• POAC (person overall advisory Control) authority.

Additionally, all ballasting/deballasting operations should be completed in this stage prior

approaching.

2. Approach and mooring stage: During this stage, a detailed calculation should be conducted in
respect of environmental conditions and the vessels’ size and arrangements.

To this end, a step by step approach should be performed with controlled speed and effective use of
all available means (tug boats, line boats, fenders etc).

In case the STS is conducted underway, it should be specified which will be the approaching ship
(the ship that will maneuver to approach) and which the approached ship (the ship that will keep
steady course and distance). In this case, the Bernoulli effect should be taken into consideration in
respect of speed difference and minimum distance.

Mooring lines and securing point on deck should follow the Mooring arrangement plan of the
vessels (and for tankers the mooring arrangement management plan as per OCIMF/MEG 4
requirements). Line size and type should provide appropriate holding and load force response.
Fenders must be used in vessels’ side edge points taking into consideration the differences between
the two vessels (available free board).

3. Cargo transfer: This is the heart of all operation.

A good communication plan and coordination are required to secure safe connection and transfer of
the required amount of cargo.

This stage is the one which is different between liquid and dry cargo as the procedures for
loading/discharging are different. Procedures in respect of loading/discharging for each specific
type of cargo must be followed just like terminal transfer loading/discharging. In addition, a
loading/discharging plan should be in place with applicable ballast operations involvement.

Finally, the transfer rate is to be agreed between the two vessels and be continuously monitored.

4. Post-Transfer procedure: After completing the transfer, the two vessels should disconnect the
cargo links (hoses or other), secure all cargo areas and release mooring lines.

The procedure is the same with the vessel’s departure from a dock or terminal, but special care
should be taken in order to avoid any hull damage between vessels.

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In case of underway STS operation, the departure procedure should be a step-by-step action
increasing the distance between vessels normally.

In the meantime, a series of documents are available to support the STS operation. Apart of Joint
Plan or Loading/Unloading plans, several checklists should be completed:

1. Pre-fixture information for each ship

2. Before operations commence
3. Before run-in and mooring
4. Before cargo transfer
5. Before unmooring
6. Pre – transfer check list (in port operations)
7. During transfer checklist (in port operations)

A list of conducted STS operations and a documented risk assessment procedure should also be
available for future use and lessons to be learned. Evidence of toolbox meeting prior conducting the
operation is always a good practice guide.

Moreover, a detailed emergency response plan is to be issued, including pollution prevention

actions and response, emergency break away (how the two vessels will unmoor safely and quickly
in case of any emergency event), fire protection measures (environmental / structural or human
related), as well as roles and responsibilities (for all personnel involved).

Q10 Anchoring

Ans-Good bridge management in anchoring operations is the key to achieving safe anchoring and
avoiding accidents. It includes anchoring planning, risk assessment, best anchoring practices,
anchoring watch keeping, etc. Ship companies should set up procedures for these critical tasks and
incorporate them into the safety management system.

Surroundings of anchoring

Along with evaluating the nature of the seabed when anchoring, these are the elements to be
considered: direction and strength of wind and current, sea condition, shallow water, prohibited
areas, navigational aids and facilities, underwater cables and pipelines, swinging room, other
anchoring vessels in the vicinity.

To avoid accidents like anchor dragging, vessels should keep a safe distance from other vessels,
navigational hazards, underwater cables and pipelines. The distance to the nearest grounding line
should be no less than one nautical mile.

A safe distance between vessels depends on vessel's maneuverability that could be restored from
anchor dragging. There are no definite criteria to measure it.

Risk assessment and plan to anchor

Anchoring operation is part of a passage plan, which must be carefully planned, executed and
monitored. An effective anchoring plan can prevent anchor accidents and avoid any operational
failure.

A detailed risk assessment of the anchoring operation should be carried out to formulate an
effective plan and to make prudent decisions when facing emergencies. If you expect wind force to

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increase, the possibilities of anchor dragging must be part of the risk assessment. An alternative
anchorage should also be prepared if the initial selected anchoring position is unavailable.

The anchor plan should be prepared by the master considering the following elements:

• The limitation of the anchoring equipment: It is only designed to hold the vessel in good
holding ground, and not to hold the vessel off fully exposed coasts in rough weather.
• The available depth and type of holding ground at this anchorage. Maximum depth of
anchoring must be applied. Do not anchor in depths beyond windlass hauling capacity with
allowance of efficiency reduction for old windlass.
• The minimal Under Keel Clearance: in a calm weather and smooth seas condition, the UKC
should be at least 20% of maximum vessel's draft in loaded condition.
• Location of the anchorage designed for the vessel.
• Tide, direction and strength of the current in the anchorage area.
• The immediate and predicted weather, wind direction and strength, visibility, sea condition
of wave, swell, etc.
• The availability of adequate sea floor.
• The safety swinging circle of the vessel: A circle with a minimum radius including length of
anchor chain and the vessel's Length Over All.
• The proximity of navigational hazards. An adequate safety distance to the nearest vessels
and navigational facilities.
• An alternative anchorage if the initial selected anchoring position is unavailable.
• The anchor to be used with the condition of anchor, anchor chains, windlass, brake band,
chain stopper, lashing devices, etc.

The master should also determine the operation mode of the engine according to the type of
anchorage, weather conditions and the distance from other vessels, shoals and navigational hazards.

Anchoring operation

Anchoring operation is based on experience in handling complex anchorage and various conditions
of vessels. The following points should be considered for safe anchoring:

Determining which anchor to use depends largely on the vessel and condition of the anchors. The
basic principle is that the anchor must be in good holding and heaving condition.

Sternway speed: the speed over the ground need to be minimized when the vessel dropping the
anchor and the chain paying out. In general, it should be limited to about 0.5 – 1.0 knots; for
VLCCs, it should be from 0.25 to 0.5 knots only. Laying the chain across the ground in an orderly
manner can avoid excessive strain on the chain.

Observed GPS speed might not be reliable if the speed is less than 0.5 knot. It is very difficult to be
accurate at such low speed over the ground.

Anchor chain paid out: Wrong practice in dropping the anchor may cause chain entangling
accidents or loss of the anchor. Most accidents are caused by uncontrolled running-out speed of the
anchor chain and poor condition of the brake when dropping the anchor.

The running-out speed should be limited to 5-6 metres/sec. and the brake force must be used to
control the speed.

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In shallow waters, up to the depth of 25 metres, the customary practice is to let go the anchor from
the hawse pipe or one meter above water by releasing the brake.

If the water depth of the anchorage is between 25 to 50 metres, release the anchor about 5 metres
above the sea bottom with the windlass, and then let go the anchor by releasing the brake.

If the water depth of the anchorage exceeds 50 metres, release the anchor and the chain with the
windlass until the chain walking out to the required length.

However, if the water depth is above 80 metres, do not drop anchor as the maximum anchor depth
for most vessels are designed to the rule of 82 metres (three shackles). The master should check the
class limitation of the vessel to ensure the windlass heaving capacity limits do not exceeded for the
anchoring depth.

Length of cable: the cable length that should be released depends on factors such as water depth,
draft, windage area, strength of wind and current, and anchorage congestion.

The previous information of the cable length (3.5 to 4 times the water depth) is no longer enough to
prevent vessel from dragging if anchoring is affected by wind and current.

A general guide: The cable length of should be 3 times of the water depth plus 90 metres in normal
condition. It should be 6 shackles under normal circumstance for a depth of 25 metres. In rough
weather condition, the cable length should be 4 times the water depth plus 150 metres. Congested
anchorage is one of the exceptions. For example, in Singapore Roads, there should be 3 shackles in
the water for handy size vessel, and only 4 shackles in the water are acceptable for "Panamax".

Anchor in stand-by: If there are underwater cables and pipelines on the planned route of intended
anchoring point, the anchor should not be lowered into the water and the clutch of the anchor should
remain engaged. This prevents the anchor accidental releasing and damaging the underwater cables
and pipelines.

Anchors when ship alongside berth should be properly secured with stoppers or lashings to prevent
any accidental running out.

Anchor dragging

Dragging the anchor often happens in rough weather conditions, especially in tropical areas
(typhoon, hurricane, etc.). Avoid anchoring when facing current turbulence in heavy weather and
the vessel should then be sailed to open sea.

It has been found that anchor dragging is experienced in 40% of instances of anchoring under
typhoon conditions. In such circumstances, it requires extra time and emergency procedure to
handle anchor dragging and anchor weighing.

Anchor dragging would not cause serious accidents if there is enough space in the sea for
maneuvering and enough time to regain control of the vessel. But in most cases there is not
sufficient space or enough time as the speed of anchor dragging under wind pressure force is
approximately 3 - 4 knots.

Anchor dragging rarely happens on vessels with a deep draft when compared to vessels with a light
draft. It is recommended to increase the draft of the vessel to prevent dragging. The master and

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officers should familiarize themselves with the condition of the vessel in advance and take
necessary precautions.

Checking the anchor position frequently to detect anchor dragging at early stage is of great
importance. A vigilant bridge watch is essential as it can take some time to recognise anchor
dragging, especially in a crowded anchorage where there is insufficient space between vessels to
deal timely with emergencies.

The master and office must keep in mind that during the period beginning of detecting dragging to
regaining full control of the vessel, the vessel may run into a dangerous situation, close to other
ships and facilities, or underwater cables and pipelines, or shallow water.

Timely steps should be taken once anchor dragging occurs as it can affect the safety of the vessel.
Anchor dragging can be reduced to a minimum if another anchor is dropped immediately.

In the event of suspected anchor dragging, anchor dragging of vessels nearby, or when the vessel is
straying out of the safety swinging circle, the officers on watch should:

• Report to the master immediately

• Inform engine room to start the main engine emergently
• Have officers standing by at the anchor station

Anchoring in heavy weather

When the wind increases to BF 7, the main engine should be prepared on standby, the bridge and
engine room must be at a navigation level, and officers should stay alert.

If necessary, the vessel should leave the anchorage and proceed to open sea to avoid anchor
dragging. If the master decides to take such actions for safety reasons, he or she does not need to
wait for instruction from VTS or port authorities.

To prevent anchor dragging in heavy weather, below are the recommended measures:

• Reduce wind area of the vessel as much as possible

• Use ballast to increase the draft of the vessel
• Reduce trim by stern as much as possible
• Trim by head and increase it if possible. This is to move the wind center backward and the
hydrodynamic center forward to reduce deviation of the vessel and improve the vessel's
stability

Q 11 Berthing with Anchor

Ans- Achors are an effective berthing aid. Anchors can be used for berthing without tug assistance
on ships without bow thrusters and, in an emergency, to stop any ship.

While berthing a ship alongside a jetty or a pier in tidal or windy conditions, the role of the ship’s
anchor is extremely vital.

Preferably, a ship must always approach the berth or a jetty stemming the tide (reduce the effect of
the tide by cutting it) to ensure better control of the vessel. If the opposite is done when the ship is
berthed, i.e. if the ship approaches the berth or jetty with the tide at its stern, the rudder effect is
minimized as the tide plays with the stern.

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To turn the vessel, which is coming up the tidal estuary along with the tide, the anchor is dropped
on the side towards which the vessel has to be turned. If the vessel is planned to turn on the
starboard wheel, the starboard anchor is dropped. Likewise, if it’s planned to turn on the port wheel
the port anchor is dropped.This is done to avoid the anchor chain going across the stern of the
vessel after the swing.

But before dropping the anchor, the ship’s speed is reduced to around 3 knots or less to minimize
the chances of chain damage or damage to the ship’s equipment and hull.

For a ship having a normal right-handed propeller, which comes up with the tide, the
starboard anchor is dropped so as to take the advantage of the canting, i.e., swinging of the stern due
to transverse thrust ( which is essentially a sideways force acting on the stern of the vessel moving
forward or astern). The ship is brought up with the help of the anchor ( i.e. her way has stopped and
the vessel is riding only on her anchor

Once the anchor drag has stopped, the helm is kept hard over to the starboard and the tide starts
pushing to the starboard quarter, turning the ship 180° to the starboard facing the tide. Once turned,
the anchor is slowly weighed up. Then, by stemming the tide the ship is brought close to the jetty at
an angle of 20° – 25° and the head rope is passed.

If a tugboats are available to assist the berthing, it is placed on the stern side in the quarter of the
opposite end to the ship’s side that is coming alongside. Pivoting the bow with the head-rope, which
has now gone ashore and is ‘bar-tight’, the ship is brought alongside the jetty with the tug gently
pushing the stern till the time the stern-line is safely ashore and the second officer has started
heaving in.

If the head rope becomes too tight, minor slack or adjustments are given from the shore to prevent it
from parting. If there is no tug in the vicinity, a jollyboat takes the line ashore from the stern. If the
jollyboat is also unavailable, the ship’s stern is brought closer to the jetty with the help of the
engines, with repeated slow kicks while pivoting the bow with the head-rope.

Q12 Explain Squat, Transverse Thrust, Pivot Point

1 Squat: In shallow waters, the flow of water under is restricted. This results in higher flow velocity
of water passing under the hull. And there is decrease in pressure because of high velocity of

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water.Now as the pressure at the bottom of the ship decrease, ship need to react in some manner to
compensate that.This drop in pressure is compensated by the sinkage of the vessel as the direction
of this force (low pressure) is downwards

the factors that affects Squat

Speed of the vessel

With more and more speed of the vessel, the squat will increase. This is because with more speed,
the vessel will push more water forward and more water is required to fill that void.

This will cause more drop in pressure under the hull and vessel need to sink more to compensate for
that drop in pressure.

Block coefficient of the vessel

Block coefficient is the ratio of vessel’s underwater volume (Displacement) to the volume of a box
that this could fit in.
As ship which large block co-efficient will push more water causing higher flow velocity of water
thus creating more low pressure underneath hull which is proportional to the sinkage of vessel.

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II Transverse Thrust:

Transverse thrust is the tendency for a forward or astern running propeller to move the stern to
starboard or port. Transverse thrust is caused by interaction between the hull, propeller and rudder.
The effect of transverse thrust is a slight tendency for the bow to swing to port on a ship with a
right-handed propeller turning ahead.

Transverse thrust is more pronounced when propellers are moving astern.

When moving astern, transverse thrust is caused by water passing through the astern-moving
propeller creating high pressure on the starboard quarter of the hull, which produces a force that
pushes the ship’s stern to port. Rudder angle can influence the magnitude of this force.

Masters should be aware of the variable effect of transverse thrust. As water flow over a ship’s hull
changes, so does transverse thrust. The difference is most noticeable in shallow water. For example,
a ship that turns to starboard in deep water may well turn to port in shallow water. Also, the
magnitude of the force will change and, by implication, there will be a range of water depths for
which the bias may be difficult to predict, something that is especially true when a ship is stopping
in water of reducing depth.

Transverse thrust is often used to help bring the ship’s stern alongside during berthing. When a
propeller is put astern on a ship moving forward at speed, the initial effect of transverse thrust is
slight. However, as the ship’s forward motion decreases, the effect of transverse thrust increases.

It is essential for a master to understand just how much effect transverse thrust has on his particular
ship. He should also be aware on how the traverse effect can vary or change due to its currents and
depths of water

III- The pivot Point:

A ship rotates about a point situated along its length, called the ‘pivot point’. When a force is
applied to a ship, which has the result of causing the ship to turn (for example, the rudder), the ship
will turn around a vertical axis which is conveniently referred to as the pivot point.

The position of the pivot point depends on a number of influences. With headway, the pivot point
lies between 1/4 and 1/3 of the ship’s length from the bow, and with sternway, it lies a
corresponding distance from the stern.

In the case of a ship without headway through the water but turning, its position will depend on the
magnitude and position of the applied force(s), whether resulting from the rudder, thrusters, tug,
wind or other influence.

The pivot point traces the path that the ship follows.

Q 13- Interaction between ship:

1 when crossing each other:

f two ships on opposite courses are to pass each other in these conditions the ships should remain on
the centre-line as they approach. The procedure should be as follows:

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1. The ship’s speed should be reduced to the minimum speed i.e. steerage way (e.g. slow
ahead);
2. When the ships are about a ship’s length from each, both vessels put the rudder to starboard
(hard a starboard in order to make the ships turn) and then ease the rudder;
3. When the bows of the ship are level with one another the excess pressure between the bows
keeps them apart, at this time helms are put to port to bring the ships parallel to the centre-
line;
4. Engine RPM is increased (half ahead) and the rudders are put to starboard in good time to
counteract suction from the channel bank;
5. When the ships are alongside each other they will both be affected by the cushion-effect
from the channel bank and make a turn to port;
6. When the ships are abeam of one another this port turn must be controlled and
stopped with the rudder;

When the stern of the ships are abeam of each other, engine RPM is increased to full ahead and
the ships will move towards the centre line of the channel while the rudder is used to the extent that
is necessary in order to bring them back to the centre line. The sequence of manoeuvres during this
passage is a shown.(Figure 1, 2 and 3)

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It might appear obvious to execute the passage in such a way that both ships move to the right of the
centerline of the channel in good time and thus approach each other on a parallel course before
passing each other. However, such a manoeuvre may have disastrous consequences in a narrow
channel for one or both ships approaching each other should go into an uncontrolled turn to port due
to channel bank effect.

Manoeuvring in a narrow channel in this way is therefore strongly warned against, although of
course it may be executed in this way if the breadth of the channel is sufficiently large.

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Overtaking in Narrow Channel

Overtaking in a narrow channel must naturally be performed at close quarters and for this reason,
should as far as possible not be attempted. If it is executed, it is important that those in charge of
both ships know what is happening so that they can carry out the correct and necessary manoeuvres
on the rudder in good time.

These manoeuvres may be extremely dangerous, as the overtaken ship may go out of control on
account of her reduced speed and consequential lesser rudder effectiveness. (Figure 4, 5 and 6)

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The effects on the overtaken ship may be very large at close quarters, and the overtaken ship may
get out of control. How close the ships may approach each other depends on the speed, but
distances between the ships of under a ship’s breadth must in all conditions be considered
dangerous.The overtaking ship is, of course, also subjected to turning moments, but this ship will be
considerably easier to keep under

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control.
If the two ships are making almost the same speed, the ships reactions are slower and there is time
enough to counteract them (that is if they can be counteracted). If the difference in speeds is large,
the effects will change quickly so that the ships will not have time to go into a noticeable turn.The
most dangerous situation, therefore, seems to be somewhere in between these two extremes. This
situation cannot, of course, be determined exactly, but it appears that differences in speeds of 20-
30% are especially dangerous. Generally a quick overtaking, i.e. at a large difference in speed,
should be aimed at.

Q 14 Interaction between ship and shore

Ans: Bank effect:

Bank effect refers to the tendency of the ship’s stern to swing towards the near bank when the ship
is operating in a river or restricted waterway.

we have considered the keel’s proximity to the river or channel bed. Now we will consider the
hull’s proximity to the bank. Let’s refer to the figure 3.

the ship is close to the stern on the Starboard side. While the port side is wide open. When the ship
plies with considerable speed parallel to the bank, water flow rushing below from the vicinity of the
starboard bow towards the stern gets bottled at the constricted space at the stern. But to satisfy the
Continuity Equation, its speed increases below the Starboard Quarter. This increase of the speed of
the passing water decreases the pressure at the Zs zone than the Zp zone on the Port Quarter.

Consequently water pressure at the port quarter will push the stern more towards the bank making
the bow swing towards the center of the channel. This effect of stern moving towards the bank is
called the Bank Effect.

A pilot while maneuvering near a bank must slow down to minimize this effect and take the help of
rudder to counter it as best as he can. Else he may be forced to move out of the channel. Two ships
passing close to each other will experience similar effects in close proximity. Slowing down is the
only solution, as usual for both the vessels.

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Bank Cushion effect:

When the ship is near to the bank, the water is forced between the narrowing gap between
the ship’s bow and the bank. This water tends to pile up on the starboard side of the ship, causing
the ship to sheer away from the bank.

When the ship is approaching a steep bank as in fig 4, the water pressure at the starboard bow being
less than the port bow ( due the asymmetric flow, explained earlier), the bow is pushed towards the
port as to dampen the speed of the fall. This is called Bow cushioning effect.

To minimize these effects the pilot must slow down to avoid any untoward incident or accident

Q 15- Berthing ship in wind

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Q 16. Berthing Without tugs

(Lateral motion Ships move laterally when turning because the pivot point is not located at the
ship’s centre. When moving forward and turning to starboard, the ship’s lateral movement is to port.
When moving astern and turning to starboard, lateral movement is to starboard.

It is important to understand where the pivot point lies and how lateral movement can cause
sideways drift; this knowledge is essential when manoeuvring close to hazard)

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16 a)Berthing with Tugs

Ans-

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Q17 Turning the ship short turn

Ans-For right hand fixed pitch propellers, it is always easier to turn the ship on starboard side.

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So to turn the ship

• Wheel hard to starboard and give a quick burst ahead on the engines. Ship will start to turn
to starboard. Do not gather too much ahead speed. Just about when speed is around 0.5
Knots, stop the engine.
• Wheel amidship, give a quick burst astern on the engine. As the engine goes to stern, the
bow will start to move to starboard. This will help the starboard turn as well as reduce the
forward speed of the ship.
• As the ship gains some sternway (around 0.5 knots), stop the engine.
• Repeat the above steps and keep the vessel turning to starboard.

For right hand fixed pitch propellers, it is always easier to turn the ship on starboard side.

So to turn the ship

• Wheel hard to starboard and give a quick burst ahead on the engines. Ship will start to turn
to starboard. Do not gather too much ahead speed. Just about when speed is around 0.5
Knots, stop the engine.
• Wheel amidship, give a quick burst astern on the engine. As the engine goes to stern, the
bow will start to move to starboard. This will help the starboard turn as well as reduce the
forward speed of the ship.
• As the ship gains some sternway (around 0.5 knots), stop the engine.
• Repeat the above steps and keep the vessel turning to starboard.

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Q18 Dragging / dredging of Anchor

Ans) The vessel is said to be having a “dragging anchor” when the vessel drifts without holding
power inspite of being anchored. Dragging anchor has been the reason for several accidents such as
collision, grounding, or stranding.

The main reason for a vessel dragging its anchor is because of rough weather conditions. In such
situations, it is extremely important for seafarers to collect all necessary information to familiarise
with the situation and prevent dragging of anchor as much as possible. Some important parameters
that needs to be considered are:

• Prevailing weather condition of that particular area

• Safe position for anchoring the vessel
• Wind and tidal behaviour of that area
• Contact information of port authorities in case of assistance required etc.

A vessel dragging anchor is a threat to its own and also to other vessels in the vicinity, often leading
to an emergency situation such as collision, grounding or stranding, depending on the manoeuvrable
condition of the ship.

In such situations, a quick assessment of the situation can only be achieved by a vigilant bridge
watch, contingency plan to tackle any emergency, quick response and good judgment of the
situation. It may take some time to weigh the anchor and restore the vessel to its full manoeuvrable
condition, but no serious accident should happen if there is enough sea room and time to do so.

Following points should be considered by a seafarer prior anchoring where dragging anchor is
predicated:

• Take on heavy weather ballast, taking in to account the stability of the vessel and depth of
water below the keel
• Pay out more anchor cable depending on the size of the vessel and weather condition
• Keep a safe distance from other anchored ships, shoals and other dangers, leaving room for
manoeuvring
• Weigh anchor and shift the vessel to different position away from the vicinity of other
vessels, provided prior permission is received from VTS of that area, port authorities and
owner’s orders
• Increase the efficiency of the bridge team by adding an extra lookout
• Keep the main engines standby for manoeuvrability

How to assess the vessel is dragging its anchor?

• Check the ship’s position at frequent intervals, to confirm if the vessel is outside the
swinging circle. Use all available means, both visual and electronic equipment such as GPS,
RADAR and ECDIS, to make the appraisal of the situation. If the vessel deviates from the
circle, it is likely to be dragging its anchor
• The bow cannot stand against the wind
• Check anchor chains for slipping, a small pole with a cloth as flag like arrangement can be
tied to the links to understand the slipping of anchor chains
• Extra vibration and weight on anchor cable

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• Check the speed over ground (SOG) when the vessel is swinging, the SOG can increase
variably and this should not be misinterpreted
• Check the course recorder for figure of eight motion locus
• Also monitor the position and distance of vessels nearby. In case if they are dragging
counter measures to be taken to safe guard own vessel

What actions to be taken if the vessel has started dragging anchor?

• Master to be informed, do not hesitate to call him at any time of the day, his experience and
decision making authority is vital in any give situation
• Inform engine room and start the main engine with the permission from the master and give
power to windlass if it is not already given. Make the vessel ready for manoeuvring
• Stop all cargo operations and prepare vessel for manoeuvring. Let go cargo barges and crane
barges if they are alongside
• Inform and alert Vessel traffic system (VTS) and other vessels nearby about the condition
and inform about the actions taken. Seek permission for re-anchoring
• Start heaving up the anchor and once the vessel’s manoeuvrability is restored, shift the
anchorage position where drifting can be safer or take to the open sea
• Deploy more cablse or drop a second anchor (not recommended for big vessels) before the
speed of dragging of the vessel increases. This can stop the small vessel from dragging
anchor at very early stage before the ship is pressed to leeward side with increasing speed
• Use bow thrusters, main engine and steering to manoeuvre. It becomes more difficult to
weigh anchor when the vessel is pressed more to the leeward side and takes considerable
amount of time. Use bow thrusters for stemming the wind. Do not override the anchor
especially in shallow waters as the vessel may impact on the anchor during pitching.
• If the scenario permits, let the vessel drag in a controlled manner. But this is not
recommended in areas where offshore work such as oil and gas operations are being carried
out, which can result in damaging the submerged pipe lines, cables etc.
• Release the bitter end and let go the anchor completely, when weighing of anchor is not
possible. A ship without minimum of 2 anchors is not considered to be sea worthy, a careful
assessment is to be made prior making this decision
• Call (tugs) for assistance. This is possible only if the weather permits

II dredging of Anchor

Anchors are an effective berthing aid.

Anchors can be used for berthing without tug assistance on ships without bow thrusters and, in an
emergency, to stop any ship.

Dredging anchors (sometimes known as ‘kedging’)

A dredging anchor will hold the bow steady while allowing a ship to move forward or aft. A bow
anchor can be dredged from a ship going forward or astern. The advantages of dredging an anchor
when moving forward are principally that the ship’s pivot point moves to the position of the hawse
pipe and, to overcome the anchor’s drag, propulsive power is used giving good steering at low
speed. When going forward, corrective action will be needed to prevent the bow from swinging to
port or starboard.

The intention is for the anchor to drag and not to dig in. If the anchor does dig in, it could cause the
ship to stop and necessitate breaking the anchor out again. Digging in can also damage the ship,

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anchor or windlass. It is therefore important to use as little cable as possible; typically a length of
cable that is between one and a half and two times the depth of the water.

Local knowledge regarding the nature and condition of the seabed is important to avoid dredging in
an area where the bottom is foul. Dredging an anchor can be used to control the bow when
manoeuvring into a downwind ber

Q 19- Different types of tugs and its limitations

Ans-Principal Types of Tugs

1. Conventional tug

2. Azimuth stern drive tug

3. Tractor tug

1. Conventional Tug

One of the oldest types of tugs are the conventional ones. They are still present in almost all the
world ports, although they are pushed away more and more by contemporary tugs with better
manoeuvring capabilities.

Nowadays, they are equipped with diesel engines having one or two propellers respectively. With
single propeller, depending on the type, the most common is the right-handed (although left- -
handed are also quite often met), and are equipped with a classic rudder.

The power plant complex is placed at the stern with the towing hook in the middle of the tug. The
main characteristic of these tugs is high reliability and efficiency of power expressed in the force of
“bollard pull”.

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Propeller Configuration

Screw propeller — the “conventional” device used to develop thrust in water, usually driven by a
diesel engine. Vessels are often described as single, twin or triple screw, depending on the number
of propellers they have in this type of propulsion only the rudder and nozzle can move, the propeller
is fixed.

Advantages

– Simple construction and less maintenance than CPPs

– No support system needed

– Smaller propeller leading to increased open water

Disadvantages

– Performance degrades rapidly at off-design conditions, where the vessel may operate majority of
the time

– Not able to provide reverse thrust without stopping the engine, unless a reduction gear is installed

– Potential cavitation, strength & stability issues at highly loaded off-design conditions

Capabilities and Limitations

Conventional propeller/rudder configurations are more efficient for port-to-port towing.

Conventional tugs are used for push-pull assistance, in particular for towing on a line. Economic
operations for using on small and medium sized vessels.

Nowadays, big vessels are not assisted by conventional tug boats, but by azimuthal stern drive(ASD)
tugs.

Limitations

• limited manoeuvring capabilities which is demonstrated in slow repositioning of tugs;

• amidships position of tow which results in the possibility of “girting“(capsizing) of the tug along
the radius of tow and consequently could result in capsizing of the tug with fatal outcome for the
crew. Tragic result of girting is the crew’s inability for prompt reaction due to high speed of the
girting development. To avoid girting, the tugs can be fitted with a quick release hook

• The astern power of conventional tugs is generally low. When making fast near the bow of a
vessel, interaction forces between the ship and the tug makes it very difficult for a conventional tug
to connect.

Positioning of the towing hook

• Mainly due to the location of the towing point (generally 0.45 x LWL from the aft) the tugs have
limitations regarding performance and safety.

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When using a gob-line, the towing point is moved further to the aft and reduces the manoeuvrability
of the tug.

2. Azimuth stern drive (ASD) tug

These tugs are fitted with two thrusters at the aft of the ship. The thrusters can each independently
rotate at an angle of 360°. So the thrusters can give thrust in every direction. Azimuth thrusters can
be fitted with fixed pitch propellers or controllable pitch propellers(CPP). The advantage of having
a CPP system is the possibility to have immediate reverse thrust and higher efficiency with different
loads.

ASD tugs are fitted with a towing winch, which is located on the foredeck instead of the aft deck.
An ASD tug is particularly towing over the bow. This means that as being a bow tug it is mostly
sailing astern.

Propeller Configuration

This type of propulsion system makes the tug highly manoeuvrable and very safe during making
fast at the bow, because the thrust can be carried out to the side. The ASD tug can easily sail
sideways but has to turn their rudder propellers in almost the opposite direction, to create sufficient
power at the aft ship to drag the hull sideways through the water. This way of manoeuvring will
reduce the towline force significantly.

These thrusters are sometimes also called Z-drives. There are two different types of thrusters to
choose from. There is the mechanical driven version and the alternative is the electrical driven
version.

Advantages

– Good maneuverability due to 360o turning propellers

– Low maintenance costs

– They do not require a lot of space in the engine room

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– Excellent in combination with diesel generators, making a main engine redundant

Disadvantages

– The blades are fixed

– Installing thrusters costs more than installing a conventional propeller

Capabilities and Limitations

ASD tugs have azimuthal thrusters fitted on the aft of the vessel, giving them excellent

manoeuvring characteristics for towing over the bow.

One of the disadvantages are the fixed blades. However this is not necessary because the propeller
is driven by an electric motor. Because of the latest technology in frequency controllers it is now
possible to reduce an electro-motor its power delivery without losing efficiency

Azimuth thrusters are used mostly for ship docking and marine construction.

3. Tractor Tug (Voith-Schneider)

These types of tugs are fitted with two azimuthal thrusters or Voith Schneider thrusters at the bow
(forward of the amidships). These tugs are fitted with a harbour towing winch which is located on
the aft deck. The stern and bow is generally heavily protected by fenders so this makes it suitable
for push and pull operations.

The large skeg is typical for tractor tugs and particular for Voith tractor tugs. It increases the course
stability and brings the centre of the hydrodynamic pressure more to the aft. The last is a big
advantage when towing on a line as an after tug, extreme high force can be originated.

The azimuth tractor tugs have almost the same characteristics as the Voith Schneider tractor

ugs. Only sometimes the skeg of the azimuth tractors are smaller than the Voith tractor tugs.

Voith Schneider tractor tugs have great manoeuvring capabilities. They can turn on a place around
their axis, deliver a lot of thrust in every direction and sail straight astern at high speeds.

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The amount of thrust astern is nearly the same as the available thrust ahead. A lot of disadvantages
of the conventional (particularly single screw) tugs, such as no or low side thrust, does not apply to
Voith Schneider tugs. Because the availability of thrust sideways makes it much safer to make fast
when a vessel is sailing at high speeds.

A tractor tug does not require a lot of power to tow sideways, because the propulsion point is close
to the turning point.

Propeller Configuration

The Voith-Schneider Propeller works as follows: it consists of a circular disk with movable and
controllable blades. These blades are installed at a 90 degree angle on the disk that rotates at the
vessel bottom. Below is shown a figure of the cycloidal drive.

The thrust force is determined by the speed of the rotation of the disk. The controllable angle of the
blades determine the direction of the thrust. This means that there is no need for a rudder. It
provides the vessel with very precise maneuvering, even in difficult conditions.

Advantages

– Performs extremely well and fast at manoeuvring

Disadvantages

– Complexity

– Expense

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SECTION 10-CARRIAGE OF GOODS

Q1- Contract of Affreightment

Ans-Contract of Affreightment is an agreement between a charterer and a shipowner, where the

shipowner agrees to transport specific number of goods for the charterer at a specified period.

Under this agreement, the charterer is obligated to pay the freight whether the goods are ready for
shipment or not.

Q2-Charter parties
Ans-
contract by which the owner of a ship lets it to others for use in transporting a cargo. The shipowner
continues to control the navigation and management of the vessel, but its carrying capacity is
engaged by the charterer.
Types of Charter parties
1-In a demise (or bareboat) charter, the charterer takes responsibility for the crewing and
maintenance of the ship during the time of the charter. He assumes the legal responsibilities of the
owner, and is known as a disponent owner.
A demise charter operates as a long lease of the vessel, with the charterer completely in charge.

2-In a time charter, the vessel is hired for a specific amount of time. The shipowner manages the
vessel but the charterer gives orders for the employment of the vessel, and may sub-charter the
vessel on a time charter or voyage charter basis.
In time and voyage charters, the shipowner still runs the ship, but when in port the charterer
becomes responsible for loading and unloading the ship within the agreed period of laytime. If the
charterer exceeds the allowed laytime, demurrage becomes payable.

3-In a voyage charter, the charterer hires the vessel for a single voyage, but the shipowner provides
the master, crew, bunkering and supplies.
In a voyage charter, the route is pre-arranged and the charterer has little scope to interfere with the
programme

Q3- Bill of Lading and its clause

Ans- A bill of lading (BL or BoL) is a legal document issued by a carrier to a shipper that details
the type, quantity and destination of the goods being carried. A bill of lading also serves as a
shipment receipt when the carrier delivers the goods at a predetermined destination. This document
must accompany the shipped products, no matter the form of transportation, and must be signed by
an authorized representative from the carrier, shipper and receiver

• A bill of lading is a legal document issued by a carrier to a shipper that details the type,
quantity, and destination of the goods being carried.
• A bill of lading is a document of title, a receipt for shipped goods, and a contract between a
carrier and shipper.
• This document must accompany the shipped goods and must be signed by an authorized
representative from the carrier, shipper, and receiver.
• If managed and reviewed properly, a bill of lading can help prevent asset theft.

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Types of Bill Of Lading:

• Clean Bill of Lading

• Received for Shipment Bill of Lading
• Through Bill of Lading
• Claused Bill of Lading
• Container Bill of Lading
• House Bill of Lading
• Master Bill of Lading
• Charter Party Bill of Lading
• Multimodal Transport Document/ Combined Transport Document
• Forwarders Bill of Lading
• Stale Bill of Lading
• Short-term/ Blank Back Bill of Lading
• Straight Bill of Lading
• Order Bill of Lading
• Bearer Bill of Lading
• Surrender Bill of Lading

Clean Bill of Lading

Clean Bill of Lading is issued by the Shipping Company or by its agents without any declaration on
the defective Constitution of the goods/ packages taken on Board/ stuffed in containers.

Received for Shipment Bill of Lading

Received Bill of Lading is a document that is issued by a carrier as evidence of receipt of goods for
shipment. It is issued prior to the vessel loading and is therefore not an onboard bill of lading.

Through Bill of Lading

Through Bills of Lading are complex than most BOLS. The document permits the shipping carrier
to pass the cargo through several modes of transportation or through several distribution centers.
This bill includes an Inland Bill of Lading and an Ocean Bill of Lading depending on the
destination.

Claused Bill of Lading

Claused Bill of Lading is issued when the cargo is damaged or when the quantity goes missing.

Container Bill of Lading

Container Bill of Lading is a document that gives information about goods that are delivered in a
safe container or containers from one port to another.

House Bill of Lading

House Bill of Lading is a document generated by an Ocean Transport Intermediary freight

forwarder or non-vessel operating company. The document is an acknowledgement of the receipt of
goods that are shipped, issued to the suppliers when the cargo is received. This Bill of Lading is
also known as Forwarders Bill of Lading.

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Master Bill of Lading

Master Bill of Lading is a document that is created for shipping companies by their carriers as a
receipt of transfer. The document specifies the terms that are required for transporting the freight,
details of the consignor or the shipper, the consignee and the respective person who possess the
goods.

Charter Party Bill of Lading

Charter Party Bill of Lading is an agreement between a charterer and a vessel owner. The document
is issued by the charterer of the vessel to the shipper for the goods that are shipped on board the
vessel.

Multi modal Transport Document/ Combined Transport Document

Multi Modal Transport Document or Combined Transport Document is a type of Through Bill of
Lading the involves a minimum of two different modes of transport, land or ocean. However, the
modes of transportation can be anything from freight boat to air.

Stale Bill of Lading

Stale Bill of Lading is presented for negotiation after 21 days from the date of shipment or any other
date/ number of days stipulated in the documentary credit.

Short-term/ Blank Back Bill of Lading

Short term or Blank Back Bill of Lading is issued when the detailed terms and conditions of the
carriage contract are not given on the body of the Bill of Lading or on the back of the Bill of Lading.

Straight Bill of Lading

Straight Bill of Lading indicates that the goods are consigned to a particular person and it is not
negotiable free from the existing equities. This means that an endorsee acquires no better rights
other than those that are held by the endorser. This bill is also called as a non-negotiable bill of
lading. Whereas, from a banker’s perspective, this type of lading is not safe.

Order Bill of Lading

Order Bill of Lading is the bill that expresses words that make the bill negotiable. This explains that
the delivery is to be made to the further order of the consignee using terms such as ‘delivery to A
Limited or to order or assigns.

Bearer Bill of Lading

Bearer Bill of Lading is a bill that states that the delivery shall be made to whosoever holds the bill.
These bills are specially created or it is an order bill that does not nominate the consignee in its
original form or through an endorsement in blank. A bearer bill can be negotiated by physically
delivering it.

Surrender Bill of Lading

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Surrender Bill of Lading works under the term ‘import documentary credit’, where the bank
releases documents on receipt from the negotiating bank. The importer does not make the payment
to the bank until the maturity of the draft under the relative credit.

Clauses in Bill of lading

1. CLAUSE PARAMOUNT
2. GOVERNING LAW / ARBITRATION
3. VALIDITY
4. DEMISE CLAUSE
5. \DEFENCE AND LIMITS
6. SCOPE OF VOYAGE
7. Period of limit
8. OPTION FOR STOWAGE DECK CARGO/ LIVESTOCK
9. DANGEROUS GOOD
10. VALUABLE GOODS
11. LIMITATION OF LIABILITY
12. NOTICE OF CLAIM AND TIME BAR
13. FREIGHT AND CHARGE
14. LIEN
15. GENERAL AVERAGE
16. NEW JASON CLAUSE / BOTH TO BLAME COLLISION CLAUS
17. US CLAUSE PARAMOUNT

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Q4. AFRA and world scaleand Incoterms

Ans-Average Freight Rate Assessment (AFRA)

1. This was finally devised and developed by SHELL and later by BP. AFRA became accepted by
taxation authorities as a base for assessing Tanker Transportation Costs.

2. The AFRA prepared by London Tanker Brokers Panel Ltd., represents the cost of all chartered
tonnage actually operating during the calculation period irrespective of fixture rates.

3. The result of AFRA is available on the first business day of each month and is provided for ‘6’
different DWT groups as follows :

i) General Purpose 16,500 – 24,999

ii) Medium Range 25,000 – 44,999

iii) Large Range 1 45,000 – 79,999

iv) Large Range 2 80,000 – 1,59,999

v) VLCC 1,60,000 – 3,20,000

vi) ULCC 3,20,000 – 5,49,000

4. The calculations are made over a monthly period running from 16th of one month to the 15th of
the following month and the assessments represent average cost of commercially chartered tonnage
employed in the International transportation of Oil during the charter calculation period.

5. In each six group tonnage is divided into ‘4’ categories :

a) Company vessels,

b) Vessels on long term charter,

c) Vessels on short term charter,

d) Vessels engaged in single voyage charter.

6. The average freight is determined in US Dollars for per ton and published. These rates are
available only on subscription.

World Scale:

1. World Scale is the “World Tanker Nominal Freight Scale” and is a schedule of freight rates
applying to tankers carrying Oil in bulk.

2. Nominal means that the freight rates which world scale provides are intended solely as a standard
of reference.

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3. World Scale is available on a yearly subscription basis. It is the joint endeavor of two non-profit
making organizations known as World Scale Associations London & World Scale Associations
NYK.

4. The principal advantage of using World Scale system is that it can greatly simplify regulations of
tanker charters. A simple reference in the charter is sufficient to cover all the voyages that are
possible within the designated areas of that charter.

5. The latest edition of the world scale contains about 80,000 rates in two(2) sections. The first page
covers rates for voyages between one loading and one discharging port while the second for
multiple ports.

6. Basis of calculation : Rates per tonne for a full cargo for the standard vessel are calculated on the
basis of a round voyage from loading port/s to discharge port/s and back to the first load port by
reference to a vessel of 75,000 DWT with speed of 14.5 knots and bunker consumption of 55
Tonnes / day and in addition for purposes other than steaming 100tonnes per round voyage and 5
tonne / port. This is referred to as the standard vessel.

7. The main calculation elements of each rate are :

a) Fixed hire element of USD 12000 /day,

b) Bunker cost based on prices over ‘6’ months ending 31/3 and 30/9,

c) Port time of ‘4’ days for a voyage from one loading port + discharge port + 12 hrs. Each extra
port allowed on a voyage and includes lay-time of 72 hrs for the purpose of loading and discharging,

d) Canal transits time @ 24 hrs each transit of Panama canal and 30 hrs for each transit of the Suez.

8. Though World Scale facilities swift negotiations can occur, however, it is only a datum and not a
substitute for a voyage estimate neither does it offer any protection against financial risk.

9. An owner will need to make his own assessment of the likely cost involved on a voyage and
decide whether or not the levels of World Scale on offer for a particular piece of business has any
attractions. If there are any particular expenses that the owner feels are not dealt with under World
Scale, he can negotiate such expenses with the charter. Negotiations are possible from WS 40 to
WS 200

INCOTERMS

o facilitate commerce around the world, the International Chamber of Commerce (ICC) publishes a
set of Incoterms, officially known as international commercial terms. Globally recognized,
Incoterms prevent confusion in foreign trade contracts by clarifying the obligations of buyers
and sellers. Parties involved in domestic and international trade commonly use them as a kind of
shorthand to help understand one another and the exact terms of their business arrangements. Some
Incoterms apply to any means of transportation; others apply strictly to transportation across water.

Incoterms Rules for Any Mode of Transport

Some common examples of Incoterms rules for any mode of transportation include Delivered at
Terminal (DAT), Delivered Duty Paid (DDP), and Ex Works (EXW).

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DAT indicates the seller delivers the goods to a terminal and assumes all the risk and transportation
costs until the goods have arrived and been unloaded. After that, the buyer assumes the risk and
transportation costs of the goods from the terminal to the final destination.

DDP indicates the seller assumes all the risk and transportation costs. The seller must also clear the
goods for export at the shipping port and import at the destination. Moreover, the seller must pay
export and import duties for goods shipped under DDP.

Under Incoterm Ex Works (EXW), the seller is only required to make the goods available for
pickup at the seller's business location or another specified location. Under EXW, the buyer
assumes all the risk and transportation costs.

Real World Examples of Incoterms

In 2010, the two main categories of Incoterms were updated and classified by modes of transport.
The first classification applies to any mode of transport, while the second classification only applies
to sea and inland waterway transport.

Group 1 Incoterms: Apply to Any Mode of Transport

• EXW Ex Works:Ex Works (EXW) is the term used to describe the delivery of goods to an
available designation at their place of business, normally in their factory, offices or
warehouse
• FCA Free Carrier:Rule pushes the responsibility of delivering the goods to the buyers
nominated premises onto the seller, so they have to organise shipping and various export
documents, contrary to Ex Works
• CPT Carriage Paid To:goes into a little more detail than FCA, specifying that the seller bears
the costs for transporting the goods to the nominated place that the buyer requests

⚫ CIP Carriage and Insurance Paid To: The Carriage and Insurance Paid To (CIP) Incoterms®
2020 rule is similar to CPT with one very important difference. This rule requires the seller to
take out maximum insurance cover under Institute Cargo Clauses (A) or (Air) or similar, for the
buyer’s risk. The seller must give the buyer any insurance document the buyer will need in case
it must claim under that insurance.

• DAT Delivered at Terminal

• DAP Delivered at Place:“Delivered at Place”, or DAP, can be used for any mode of
transport. An extension of DAT, the seller delivers the goods at a named destination,
specified by the buyer, although under the ICC rules, the unloading of the goods are the
responsibility of the buyer. The buyer is also required to sort out duties and taxes, as well as
clearing the goods through customs
• DDP Delivered Duty Paid:DDP functions much like DAP with one most important
exception. It is the seller’s obligation to import clear the goods in the buyer’s country and
pay any duties and VAT/GST.

Group 2 Incoterms: Apply to Sea and Inland Waterway Transport

• FAS Free Alongside Ship:The FAS (Free Alongside Ship) rule goes back to the days of
sailing ships, and requires the seller to place the goods alongside the vessel nominated by
the buyer.
• FOB Free on Board:FOB (Free on Board) is the most commonly-used trade term but in
practice it is used without reference to any version of the Incoterms® rules. In such cases it

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is then up to the seller and buyer to agree in their contract on what they mean when they use
these three letters.
• CFR Cost and Freight:CFR (Cost and Freight) is one of the most commonly-used trade
terms after FOB but in practice it is used without reference to any version of the Incoterms®
rules. In such cases it is then up to the seller and buyer to agree in their contract on what
they mean when they use these three letters.
• CIF Cost, Insurance, and Freight:The CIF rule is identical to CFR except in one aspect.
Even though the risk transfers to the seller upon loading the goods on board the vessel, in
CIF the seller is obliged to take out the minimum level of insurance cover for the buyer’s
risk.

The ICC has specific Incoterms rules for inland waterway and sea transport such as cost, insurance,
and freight (CIF) and free on board (FOB). Free on board shipment terms indicate the seller delivers
the goods on board a designated vessel named by the buyer. The buyer or seller may assume all the
risk and transportation costs depending on whether the goods are sold under FOB shipping point or
FOB destination point.

Q5 VOYAGE ESTIMATE:

ANS-voyage estimating. This is the activity earned out by owners, charterers, shipbrokers, and/or
charterers’ agents, to determine the return for any potential voyage on a voyage charter, after
deducting, from the freight revenue, the running costs and other expenses during the voyage.

The estimate finally gives the breakeven costs for a shipowner, beyond which he negotiates a
freight rate for the cargo on the voyage. The break-even freight rate is convened to a “time charter
equivalent” (TCE) so that a comparison can be made by the owner between fixing the vessel on a
voyage charter that is offered or on a time charter.

The charterer uses voyage estimating in a somewhat different manner and for a different reason. He
can estimate what various owners who are offering their ships to him will face in costs and what
their likely break-even points will be, so that he can begin negotiations from a lower level and find
a cheaper vessel. The compromise after long negotiations depends on how badly the charterer wants
a particular vessel and how much profit the owner desires. The final freight rate is, of course, also
influenced by what the market rates are for that particular voyage.

A secondary use of Voyage Estimating is to compare the revenue with the total costs for different
voyages for the same vessel and for different vessels. This may then assist with the management of
the vessels.

Voyage Estimating is mainly carried out by the owners (or their brokers) who know the actual
running costs and can then make a reasonable estimate of the port and other voyage costs based on
their past experience or on information from BIMCO in their publication “Port Costs”.

Q6 Hague / hague-visby/hamburg/ Multimodal convention rules

Ans- The Hague Rules of 1924 (formally the "International Convention for the Unification of
Certain Rules of Law relating to Bills of Lading, and Protocol of Signature")[1] is an international
convention to impose minimum standards upon commercial carriers of goods by sea. Previously,
only the common law[2][3][4] provided protection to cargo-owners; but the Hague Rules should not

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be seen as a "consumers' charter" for shippers because the 1924 Convention actually favoured
carriers and reduced their obligations to shippers.

The Hague Rules represented the first attempt by the international community to find a workable
and uniform way to address the problem of shipowners regularly excluding themselves from all
liability for loss or damage to cargo. The objective of the Hague Rules was to establish a minimum
mandatory liability of carriers.

Under the Hague Rules the shipper bears the cost of lost/damaged goods if they cannot prove that
the vessel was unseaworthy, improperly manned or unable to safely transport and preserve the
cargo, i.e. the carrier can avoid liability for risks resulting from human errors provided they exercise
due diligence and their vessel is properly manned and seaworthy. These provisions have frequently
been the subject of discussion between shipowners and cargo interests on whether they provide an
appropriate balance in liability.

The Hague Rules form the basis of national legislation in almost all of the world's major trading
nations, and cover nearly all the present international shipping. The Hague Rules have been updated
by two protocols, but neither addressed the basic liability provisions, which remain unchange.

Q6a Difference between hague and hague visby rules-

2 Difference in limits of liability

Hague -100 GB pounds per package later revised to a0 200 pounds in 1950 and 400 pounds in 1970

Hague - visby: 10,000 franc per unit or 30 franc per kg which ever is higher

Later in 1979 amended to SDR I.e 666.67 SDR per package or 2 SDR per kg gross weight
which ever is higher

3 . Hague- No guidance for container cargoes

Hague Visby- Clear guidance is given to determine the liability of the carrier in respect of container
cargoes

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Q7- COGSA- CARRIAGE OF GOODS BY SEA ACT, 1925

Ans-Article I-Application of Rules-

shall have effect in relation to and in connection with the carriage of goods by sea in ships carrying
goods from any port in India to any other port whether in or outside India.

Article II-Risks

Subject to provisions of Article cover every contract of carriage of goods by sea the carrier, in
relation to the loading, handling, stowage, carriage, custody, care and discharge of such goods, shall
be subject to the responsibilities and liabilities, and entitled to the rights and immunities hereinafter
set forth.

Article III-Responsibilities and Liabilities

The carrier shall be bound, before and at the beginning of the voyage, to exercise due diligence to--

(a) make the ship seaworthy.

(b) properly man, equip and supply the ship,
(c) make the holds, refrigerating and cool chambers, and all other parts of the ship in which goods
are carried, fit and safe for their reception, carriage and preservation.

After receiving the goods into his charge, the carrier or the master or agent of the carrier, shall on
demand of the shipper, issue to the shipper a bill of lading showing among other things –

(a) The leading marks necessary for identification of the goods as the same are furnished in writing
by the shipper before the loading of such goods starts, provided such marks are stamped or
otherwise shown clearly upon the goods if uncovered, or on the cases or coverings in which such
goods are contained, in such a manner as should ordinarily remain legible until the end of the
voyage;
(b) Either the number of package or pieces, or the quantity or weight, as the case may be, as
furnished in writing by the shipper;
(c) The apparent order and condition of the goods:

Such a bill of lading shall be prima facie evidence of the receipt by the carrier of the goods.

However, proof to the contrary shall not be admissible when the bill of lading has been transferred
to a third party acting in good faith.

Article IV :Rights and Immunities

either the carrier nor the ship shall be liable for loss or damage arising or resulting from
unseaworthiness unless caused by want of due diligence on the part of the carrier to make the ship
seaworthy, and to secure that the ship is properly manned, equipped and supplied, and to make the
holds, refrigerating and cool chambers and all other parts of the ship in which goods are carried fit
and safe for their reception, carriage and preservation in accordance with the provisions.

Limit of liability is same as hague Visby in india, COGSA in US it is 500 USD per package

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Article V- Surrender of Rights and Immunities, and Increase of Responsibilities and Liabilities.

A carrier shall be at liberty to surrender in whole or in part all or any of his rights and immunities or
to increase any of his responsibilities and liabilities under the Rules contained in any of these
Articles, provided such surrender or increase shall be embodied in the bill of lading issued to the
shipper.

The provisions of these Rules shall not be applicable to charter parties, but if bills of lading are
issued in the case of a ship under a charter party they shall comply with the terms of these Rules.
Nothing in these Rules shall be held to prevent the insertion in a bill of lading of any lawful
provision regarding general average.

Article VI-Special Conditions

Article VII Limitations on the Application of the Rules

Article VIII Limitation of Liability.

Article IX The monetary units mentioned in these Rules are to be taken to be gold value.

Q 8- Handling of claims and disputes pertaining to Cargo Carriage

Ans-A cargo claim is essentially a demand for monetary compensation in respect of financial loss
sustained as a result of a breach of the contract of carriage or a failure by the carrier to fulfil certain
extra-contractual obligations. However, the carrier will not be liable to compensate the claimant if
the loss is caused by circumstances for which he is exonerated from liability by force of law or
contract. Furthermore, even if the carrier is liable, he may have a right to limit liability. If so, the
cargo claimant will be left with less than full compensation for his claim.

Both the commercial and legal context in which cargo claims arise are important. Virtually all
commercial cargo that is carried by sea on a vessel is carried under some form of contract which
sets out the rights and obligations of the parties. There are several forms of such contracts, like for
instance voyage charterparties, bills of lading, waybills and contracts of affreightment, each with
unique features. However, basic obligations of the carrier on any voyage are virtually the same in
most jurisdictions, regardless of the terms of the contract. Normally the carrier must:
- load the agreed quantity of cargo at the agreed place at the agreed time;
- give the shipper a receipt showing that the carrier has taken custody of the cargo;
- give the shipper evidence of the contract of carriage, normally a bill of lading;
- proceed to and reach the agreed place of discharge/delivery;
- discharge the cargo in the same quantity and condition as received;
- deliver the cargo only to the party legally entitled to receive it.

These obligations are also reflected in international conventions applicable to carriage of goods by
sea, notably the Hague Rules, Hague-Visby Rules and the Hamburg Rules, which have been ratified
by most states around the world. However, as is illustrated by the fact that three international
regimes exist, uniformity in this area of law has been difficult to achieve. Moreover, one should not
assume that the application of similar rules of law in different countries will produce the same
outcome simply because they arise out of the same convention.

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THE FREQUENCY OF CARGO CLAIMS

Cargo claims represent one of the largest categories of P&I claims both in number and value. At the
time of writing, Gard's records show more than 7,000 pending cargo claims, which represent more
than 35 per cent of the number of all pending claims and about 30 per cent of the total value. About
80 per cent of the pending cargo claims are less than three years old, which shows that cargo claims
are resolved relatively quickly. This is partly explained by the fact that in most jurisdictions a
prescription period of one year will apply.

Because cargo claims are so important to Members, it is not surprising that the majority of claims
handlers in most P&I Clubs deals with cargo claims. There are variations both in terms of types of
cargo, methods of carriage, types of ship involved, operational aspects, causes of loss or damage, as
well as legal aspects such as jurisdiction, applicable law, exoneration and limitation of liability
issues, just to name a few. A container damaged during through transport requires different skills
than a contaminated liquid cargo claim. The diversity brought about by these parameters makes
cargo claims handling an area where particular skills and experience are needed.

THE CARGO CLAIMS HANDLING PROCESS

The cargo claims handling process usually starts before any claim is made and sometimes even
before there is any incident that may lead to a claim, like for instance when arranging for a pre-
shipment survey of steel cargo.

Usually, the claims handler receives notification about an incident from the Member, the port agent
or the local P&I correspondent. A relatively common story is that there are signs of water ingress in
one or more holds upon discharge and a cargo survey is required. Hence, the claims handler will
contact the local P&I correspondent (if not already notified by the Master or the Member) and ask
that a surveyor be appointed. The purpose of involving the surveyor is to establish the nature and
extent of any loss or damage, secure evidence and check whether cargo interests are taking
reasonable steps to mitigate losses. Whilst sometimes the cost of these services may appear high,
there is little doubt that most cargo surveys yield a good return when claims are to be defended.

If there is apparent serious cargo damage involving large quantities of cargo - for example
following a fire - one will probably also appoint lawyers and experts at an early stage. Lawyers will
take statements from the Master and crew, collect copies of relevant ship documents, liase with
other interested parties, and assist to avoid arrest or detention of the ship or to secure rapid release.
Other important functions of lawyers are to provide early legal and tactical advice, as well as to
advise the Master and crew when pressure is exerted on them by cargo interests, representatives of
local authorities, media or other interested parties.

The claims handler will receive the cargo survey report with photographs and supporting ship and
cargo discharge documents. The P&I correspondent or lawyer will normally also address issues
relevant to the further handling of the matter, like local rules of law, previous experience with cargo
interests, whether a Club letter of undertaking is likely to be accepted as security for claims, etc.
The claims handler will use this information to assess the likely exposure and set an interim
financial reserve for the claim taking into account also the future cost of legal and other services.

Eventually, cargo interests will present their claim. Often claims are presented by cargo recovery
agents appointed by subrogated cargo underwriters. The claims handler will usually require
documentary evidence of the right to claim, i.e., a subrogation or assignment letter from the person
who had the original right to claim, as well as a letter of appointment from the cargo underwriter to
the recovery agent. Moreover, the claims handler will require full documentation in support of the
claim prior to commencing discussions or negotiations concerning substantive aspects. The type of
documentation required will vary depending on the type of cargo, method of carriage and where the

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alleged loss or damage occurred. However, prima facie evidence that the alleged damage or loss
occurred while the cargo was under the custody of the carrier and documentary evidence of the
financial loss sustained are standard requirements.

What then, determines the outcome of a claim? A claim may be compared to a chess game. The
rules that apply to the game are fixed and relatively well known to the parties. So is the law that
applies to the claim. The result is less dependent on the rules than the factual circumstances. The
quality and completeness of factual evidence represent both the chessmen and the positions in play.
Sometimes the claims handler is provided with only few chessmen and the position may be quite
cornered from the beginning. The claims handler may realise that the case is a loser and recommend
an early settlement. Whilst this may come as a surprise and perhaps disappointment to the Member
concerned, one should bear in mind that the claims handler may have experienced similar
circumstances in previous cases and know that the defence arguments will not prevail. A typical
example can be a hostile jurisdiction where political or commercial issues take precedence over
legal justice, and where the shipowners may be up against a "home town claimant".

Handling cargo claims is not an exact science. Claims handlers know that reality is not black and
white, and that out-of-court settlements are usually a far more economical avenue than the
"Litigation Road". Hence, most cargo claims are discussed, negotiated and settled short of litigation,
usually by way of written correspondence only. Nonetheless, claims handlers negotiate a fair
proportion of cargo claims across the table with recovery agents or sometimes lawyers. This is
particularly the case in London where some of the most frequently used recovery agencies are
located. One benefit of such negotiations is that the parties usually know each other professionally,
having dealt with each other on several previous occasions. This normally ensures that both sides
adopt a reasonable approach and identify quickly the true merits of the claim.

Q9 Additional Safety measure in Bulk carriers.

Ans-he International Maritime Solid Bulk Cargoes Code (IMSBC Code), and amendments to
SOLAS chapter VI to make the Code mandatory, were adopted by the Maritime Safety Committee
(MSC), 85th session, in 2008. . The amendments are expected to enter into force on 1 January 2011.
The IMSBC Code will replace the Code of Safe Practice for Solid Bulk Cargoes (BC Code)

The aim of the mandatory IMSBC Code is to facilitate the safe stowage and shipment of solid bulk
cargoes by providing information on the dangers associated with the shipment of certain types of
cargo and instructions on the appropriate procedures to be adopted

The Code highlights the dangers associated with the shipment of certain types of bulk cargoes;
gives guidance on various procedures which should be adopted; lists typical products which are
shipped in bulk; gives advice on their properties and how they should be handled; and describes
various test procedures which should be employed to determine the characteristic cargo properties.
The Code contains a number of general precautions and says it is of fundamental importance that
bulk cargoes be properly distributed throughout the ship so that the structure is not overstressed and
the ship has an adequate standard of stability. A revised version of the Code was adopted in 2004 as
Resolution MSC.193(79) Code of safe practice for solid bulk cargoes, 2004

SOLAS Chapter XII Additional Safety Measures for Bulk Carriers

Following a spate of losses of bulk carriers in the early 1990s, IMO in November 1997 adopted new
regulations in SOLAS containing specific safety requirements for bulk carriers, Chapter XII -
Additional Safety Measures for Bulk Carriers. In the same month, the 20th Assembly of IMO

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adopted the "BLU Code" - the Code of Practice for the safe loading and unloading of bulk carriers
(resolution A.862(20).
The new SOLAS chapter XII Additional Safety Measures for Bulk Carriers was adopted by
Conference held in November 1997 and it entered into force on 1 July 1999.
1. The regulations state that all new bulk carriers 150 metres or more in length (built after 1 July
1999) carrying cargoes with a density of 1,000 kg/m3 and above should have sufficient strength to
withstand flooding of any one cargo hold, taking into account dynamic effects resulting from
presence of water in the hold and taking into account the recommendations adopted by IMO.
2. For existing ships (built before 1 July 1999) carrying bulk cargoes with a density of 1,780 kg/m3
and above, the transverse watertight bulkhead between the two foremost cargo holds and the double
bottom of the foremost cargo hold should have sufficient strength to withstand flooding and the
related dynamic effects in the foremost cargo hold
3. Cargoes with a density of 1,780 kg/m3 and above (heavy cargoes) include iron ore, pig iron,
steel, bauxite and cement. Lighter cargoes, but with a density of more than 1,000 kg/m3, include
grains such as wheat and rice, and timber.
The amendments take into account a study into bulk carrier survivability carried out by the
International Association of Classification Societies (IACS) at the request of IMO. IACS found that
if a ship is flooded in the forward hold, the bulkhead between the two foremost holds may not be
able to withstand the pressure that results from the sloshing mixture of cargo and water, especially if
the ship is loaded in alternate holds with high density cargoes (such as iron ore). If the bulkhead
between one hold and the next collapses, progressive flooding could rapidly occur throughout the
length of the ship and the vessel would sink in a matter of minutes.
IACS concluded that the most vulnerable areas are the bulkhead between numbers one and two
holds at the forward end of the vessel and the double bottom of the ship at this location. During
special surveys of ships, particular attention should be paid to these areas and, where necessary,
reinforcements should be carried out.

The criteria and formulae used to assess whether a ship currently meets the new requirements, for
example in terms of the thickness of the steel used for bulkhead structures, or whether
reinforcement is necessary, are laid out in IMO standards adopted by the 1997 Conference.

Under Chapter XII, surveyors can take into account restrictions on the cargo carried in considering
the need for, and the extent of, strengthening of the transverse watertight bulkhead or double bottom.
When restrictions on cargoes are imposed, the bulk carrier should be permanently marked with a
solid triangle on its side shell. The date of application of the new Chapter to existing bulk carriers
depends on their age. Bulk carriers which are 20 years old and over on 1 July 1999 have to comply
by the date of the first intermediate or periodic survey after that date, whichever is sooner. Bulk
carriers aged 15-20 years must comply by the first periodical survey after 1 July 1999, but not later
than 1 July 2002. Bulk carriers less than 15 years old must comply by the date of the first periodical
survey after the ship reaches 15 years of age, but not later than the date on which the ship reaches
17 years of age.

December 2002 SOLAS amendments relating to bulk carrier safety

The MSC at its 76th session in December 2002 adopted amendments to chapter XII (Additional
Safety Measures for Bulk Carriers) of the International Convention for the Safety of Life at Sea
(SOLAS), 1974, as amended to require the fitting of high level alarms and level monitoring systems
on all bulk carriers, in order to detect water ingress.

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The recommendation for the fitting of such alarms was first highlighted during the meeting of the
Working Group on Bulk Carrier Safety held during the MSC's 74th session in December 2001,
following on from recommendations of the United Kingdom Report of the re-opened formal
investigation into the loss of the Derbyshire.

The new regulation XII/12 on Hold, ballast and dry space water level detectors will require the
fitting of such alarms on all bulk carriers regardless of their date of construction. The requirement is
expected to enter into force on 1 July 2004, under the tacit acceptance procedure.

In addition, a new regulation XII/13 on Availability of pumping systems would require the means
for draining and pumping dry space bilges and ballast tanks any part of which is located forward of
the collision bulkhead to be capable of being brought into operation from a readily accessible
enclosed space.

A further regulation affecting bulk carriers was also adopted: Access to spaces in cargo areas of oil
tankers and bulk carriers. The new regulation II-1/3-6 in SOLAS chapter II-1 (Construction -
structure, subdivision and stability, machinery and electrical installations), Part B (Subdivision and
stability), is intended to ensure that vessels can be properly inspected throughout their lifespan, by
designing and building the ship to provide suitable means for access. Associated Technical
provisions for means of access for inspections, also adopted, are mandatory under the new
regulation.

Free-fall lifeboats on bulk carriers

The MSC at its 79th session in December 2004 adopted an amendment to regulation 31 in SOLAS
chapter III (Life-saving appliances and arrangements) to make mandatory the carriage of free-fall
lifeboats on bulk carriers.

Q10 Grain Loading.

Ans-One of the most difficult and dangerous cargoes to carry in bulk are grain cargoes. Most grains
have an angle of repose (slip angle) of about 20° from the horizontal, which means that if the ship
rolls more than 20° the cargo will shift. Then this happens the ship will develop a large list, lying on
her side and still rolling will obviously cause a greater shift of cargo which in turn will capsize the
vessel.

Most authorities therefore request that the master proves that his ship is capable of remaining stable
even if the grain cargo shifts. This is done by the compiling of the Grain Loading Form which fully
outlines the ships stability at the worse condition on passage.
Because grain cargoes are liable to shift, heavy emphasis is placed on the stability of ships that
carry them. The main reason is the variation in the types of grain, including its size and its ability to
develop a free flow state when loaded in bulk.

Each ship carrying grain has to provide grain specific stability information, including grain heeling
moments, to the terminal. This section looks at various problems, methods and precautions that
must be taken when carrying grain cargoes. Grain cargoes carried in bags are not considered as bulk
cargo.

The bulk carriers' grain loading manual contains Volumetric Heeling Moments (VHM), which are
values based on an assumed surface grain shift of 15° (for a full compartment) and 25° (for a
partially full compartment).

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1. To avoid shifting of cargo, the grain surfaces must be reasonably trimmed:

a) Filled compartment, trimmed the cargo should be trimmed so that all spaces under deck
and hatch covers are filled to the fullest extent possible.
b) Filled compartment, untrimmed the cargo should be trimmed within the hatchway but
may be left at its natural angle of repose on the surrounding area of the hatchway. The same
can be applied for a filled compartment, trimmed if:

dispensation is granted from trimming by the authority issuing the Document of

Authorisation on the basis that the cargo can flow freely to underdeck empty areas
through feeder ducts, perforated decks, etc, or

The compartment is designated a `Specially Suitable Compartment', in which case

exemption may be granted from trimming the compartment ends.

2. If the cargo is stowed only in the lower compartment, the lower compartment hatch covers should
be secured in the approved manner.

3. If the cargo is stowed in the upper compartment above a tween deck whose covers are not grain-
tight, the covers should be made grain-tight using sealing tape, tarpaulins or separation cloths.

4. In partly filled compartments, the surface of bulk grain should be secured by over-stowing except
in cases where heeling moments due to grain shift have been calculated and taken into consideration
for stability of the vessel.

5. Longitudinal divisions may be fitted to reduce heeling moments due to shift of grain in filled
compartments, trimmed, filled compartments, untrimmed and partly filled compartments, provided
that each division:
a. Is made grain-tight.
b. Is constructed according to the Grain Code standards.
c. Extends from deck to deck in tween decks.
d. Extends downwards from the underside of the hatch covers.
6. The Master shall ensure that the ship:
a. Before loading, can comply with intact stability criteria at all stages of the voyage.
b. Is upright before proceeding to sea.
c. Has all the paperwork completed and onboard.

Fumigation requirement

Charterers and shippers may require the cargo to be fumigated. If this is to be done during the
voyage or before or after loading, full and clear instructions should be received from the charterers
and shippers. These instructions should refer to product data sheets and the correct procedures and
safety advice, application dangers, method of handling, and requirements for personal protective
equipment and monitoring equipment. Refer to IMO Recommendations on the Safe Use of
Pesticides on Ships. Always carry out a risk assessment.

Q 11 Carriage of dangerous goods in packaged form (IMDG)

Ans-The carriage of dangerous cargoes in packaged form is covered under the provisions of the
IMO’s International Maritime Dangerous Goods code (IMDG code), as required by SOLAS
Chapter VII regulations.

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Every two years the 2-volume publication is updated and amended. The 40th Amendment (2020) of
the IMDG Code will come into force on 1 June 2022 for two years and may be applied voluntarily
from 1 January 2021.

The IMDG Code is divided into seven parts over two volumes.

Volume 1 contains (parts 1, 2, 4, 5, 6 and 7 of the Code) with sections on:

• General provisions, definitions, training.

• Classification.
• Packing and Tank Provisions.
• Consignment Procedures.
• Construction and Testing of packagings, IBCs, large packagings, portable tanks, MEGCs
and road tank vehicles.
• Transport Operations.

Volume 2 contains part 3 (Dangerous Goods List, special provisions and exceptions),
appendix A (generic and N.O.S. Proper Shipping Names), appendix B (Glossary of terms) and
an index.

There is also an IMDG Supplement to this biennial’s publication which includes details of
procedures for packing of dangerous goods or actions to take in the event of spillages, emergencies,
fires or accidents involving personnel who handle goods at sea.

Latest IMDG amendments- 40-20

1 June 2022 - IMDG Code 40-20

Adopted by MSC 102:

⚫ Amendments to the International Maritime Dangerous Goods Code (IMDG Code) (amendment
40-20) related to segregation requirements for alcoholates; segregation in relation to liquid
organic substances; classification and transport of carbon, following incidents involving the
spontaneous ignition of charcoal; classification of UN portable tanks for multimodal transport;
and provisions for labels.

This document summarises the amendments being introduced in the Amendment 40-20 edition of
the IMDG Code which may be used on an optional basis from 1 January 2021 until it becomes
mandatory on June 1 2022.

Q-Latest Amendment in IMSBC

Ans- Amendments (05-19) to the International Maritime Solid Bulk Cargoes (IMSBC) Code
(on 1 January 2021)

IMSBC Code amend every two years. The revised IMSBC Code (5th amendment) was adopted by
IMO Maritime Safety Committee 101st session (MSC101) held in June 2019 and individual
schedules of each cargo were amended. IMSBC Code 5th amendment will be entered into force on

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or after 1 January 2021 and is mandatory for all vessels that load solid bulk cargoes. However,
contracting governments can implement these amendments voluntarily from 1 January 2020.

1. Exemption of certificate for Fixed Gas Fire-Extinguishing system (FFEA)

The following Group B cargoes (cargoes that possess a chemical hazard which could give rise to a
dangerous situation on a vessel) were added to the cargoes that FFEA may be exempted for loading
them.

• FLUE DUST, CONTAINING LEAD AND ZINC

• MATTE CONTAINING COPPER AND LEAD
• ZINC OXIDE ENRICHED FLUE DUST

For vessels which FFEA is exempted, if the above mentioned cargoes are loaded, it is necessary to
rewrite the exemption certificate, in order to add these cargoes names in list of cargoes attached to
the exemption certificate for FFEA.

1. Cargo which need a certificate of fitness for vessel carrying dangerous goods (DG
certificate) is as follows:

• METAL SULPHIDE CONCENTRATES, SELF-HEATING UN 3190

• SEED CAKES AND OTHER RESIDUES OF PROCESSED OILY VEGETABLES

1. Any other changes

• The ‘Characteristics’ table, which has been replaced for each individual cargo schedule to
clarify the Hazard Classification (subsidiary hazard(s) and MHB).
• The existing individual schedule for “Seed Cake (non-hazardous)” is deleted.
• Addition of a Group A cargoes (cargoes likely to liquefy) schedule for Bauxite Fines and a
corresponding test procedure for determining transportable moisture limit (TML) of Bauxite
cargoes.

SECTION 11- ENVIRONMENTAL PROTECTION

Q1. Knowledge of Annex 1 to Annex 6

Ans-The International Convention for the Prevention of Pollution from Ships, 1973 as
modified by the Protocol of 1978 (MARPOL 73/78, MARPOL is short for International
Convention for the Prevention of Pollution from Ships and 73/78 short for the years 1973 and 1978)
is one of the most important international marine environmental conventions. It was developed by

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the International Maritime Organization with an objective to minimize pollution of the oceans and
seas, including dumping, oil and air pollution.

The original MARPOL was signed on 17 February 1973, but did not come into force at the signing
date. The current convention is a combination of 1973 Convention and the 1978 Protocol, which
entered into force on 2 October 1983. As of January 2018, 156 states are parties to the convention

Marpol latest amendments:

1 January 2021 - MARPOL amendments - Cargo residues and tank washings of persistent
floating noxious liquid substances

Adopted by MEPC 74:

Amendments to MARPOL Annex II to strengthen, in specified sea areas, discharge requirements

for cargo residues and tank washings containing persistent floating products with a high-viscosity
and/or a high melting point that can solidify under certain conditions (e.g. certain vegetable oils and
paraffin-like cargoes), following concerns about the environmental impact of permissible
discharges. The amendments add new paragraphs to MARPOL Annex II Regulation 13 – Control of
discharges of residues of noxious liquid substances, to require prewash and discharge of
residue/water mixture generated during the prewash to a reception facility, for specific products, in
specified areas (North West European waters, Baltic Sea area, Western European waters and
Norwegian Sea).

Amendments to MARPOL Annex VI on sulphur content definition and sampling

⚫ Amendments to Regulation 2 ‘Definitions’, to include new definitions for “Sulphur content of

fuel oil” - meaning the concentration of sulphur in any fuel oil, measured in % m/m as tested in
accordance with standard acceptable to the Organization; “Low-flashpoint fuel”, to mean
gaseous or liquid fuel having a flashpoint lower than otherwise permitted under paragraph 2.1.1
of SOLAS regulation II-2/4; “MARPOL delivered sample”, to mean the sample of fuel oil
delivered in accordance with regulation 18.8.1 of MARPOL Annex VI; “In-use sample”, to
mean the sample of fuel oil in use on a ship; and “On board sample”, to mean the sample of
fuel oil intended to be used or carried for use on board that ship.

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⚫ Fuel oil sampling and testing - amendments to Regulation 14 ‘Sulphur oxides (SOX) and
particulate matter’, to add new paragraphs related to in-use and onboard fuel oil sampling and
testing, to add new paragraphs to require one or more sampling points to be fitted or designated
for the purpose of taking representative samples of the fuel oil being used or carried for use on
board the ship. The representative samples of the fuel oil being used on board are to be taken in
order to verify the fuel oil complies with the regulation.

⚫ Appendix I amendments to the International Air Pollution Prevention (IAPP) certificate -

Consequential amendments to update the IAPP certificate to add a reference to sampling points
and also to note where there is an exemption to the provision for low-flashpoint fuel.

⚫ Appendix VI on the Fuel verification procedure for MARPOL Annex VI fuel oil samples
consequential amendments to verification procedures, to cover verification of the representative
samples of in-use fuel oil and on board fuel oil.

1 January 2024 - SOLAS records of equipment, FSS code, IGF code, LSA code

Adopted by MSC 101:

⚫ Amendments to the appendix to the annex to the 1974 SOLAS, concerning the addition of a
footnote to Forms C, E and P in the Records of Equipment.

⚫ Amendments to chapter 15 of the International Code for Fire Safety Systems (FSS Code),
relating to inert gas systems.

⚫ Amendments to parts A and A-1 of the International Code of Safety for Ships using Gases or
other Low-flashpoint Fuels (IGF Code), including those relating to regulations on loading limit
for liquefied gas fuel tanks, regulations for fuel distribution outside of machinery space,
regulations for internal combustion engines of piston type and fire protection for fuel storage
hold space; and amendments relating to the protection of the fuel supply for liquefied gas fuel
tanks, aimed at preventing explosions.

⚫ Amendments to chapters IV and VI of the International Life-Saving Appliance Code (LSA

Code), relating to general requirements for lifeboats and launching and embarkation
appliances.

Adopted by MSC 102: safe mooring

⚫ Amendments to chapter II-1 of the International Convention for the Safety of Life at Sea
(SOLAS), related to towing and mooring. The amendments to SOLAS regulation II-1/3-8
(Towing and mooring equipment), require appropriate and safe-to-use designs of mooring
arrangements, and introduce a maintenance and inspection regime, as well as proper
documentation.Related guidelines were also adopted, covering the design of mooring
arrangements and the selection of appropriate mooring equipment and fittings for safe mooring;
and inspection and maintenance of mooring equipment including lines; as well as revised
guidance on shipboard towing and mooring equipment.

⚫ Amendments to parts B-1, B-2 and B-4 of SOLAS chapter II-1 related to watertight integrity
requirements. The amendments are expected to enter into force on 1 January 2024.

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⚫ Amendments to the International Code of Safety for Ships using Gases or other Low-flashpoint
Fuels (IGF Code), related to the fuel containment systems, fire safety, welding of metallic
materials and non-destructive testing.

⚫ Amendments to the International Code for the Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk (IGC Code), related to welding procedure tests for cargo tanks and
process pressure vessels.

Q2 What is Ship Oil Pollution Emergency Plan (SOPEP)?

Ans-Sopep stands for Ship oil pollution emergency plan and as per the MARPOL 73/78
requirement under Annex I, all ships with 400 GT and above must carry an oil prevention plan as
per the norms and guidelines laid down by International Maritime Organization under MEPC
(Marine Environmental Protection Committee) act.

The Gross tonnage requirement for an oil tanker, according to SOPEP, reduces to 150 GT as oil
itself is a kind of cargo which doubles the risk of oil pollution.

Master of the ship is the overall in charge of the SOPEP, along with the chief officer as
subordinate in charge for implementation of SOPEP on board. SOPEP also describes the plan for
the master, officer and the crew of the ship regarding ways to tackle various oil spill scenarios that
can occur on a ship. For oil tankers, action plan differs according to the cargo handling and cargo
tanks containing huge quantities of oil.

The essential SOPEP requirements for a ship are:

1. The Ship Oil Pollution Emergency Plan must be written following the provisions of regulation 37
of Annex I of MARPOL

2. The approved plan guides the Master and officers on board the ship concerning the steps to be
taken when an oil pollution incident has occurred or a ship is at risk of one.

3. It is a requirement under MEPC circular no. 256 that the SOPEP contains all the information and
operational instructions related to the emergency procedure and SOPEP equipment provided in the
SOPEP kit.

4. The plan must contain important telephone, telex numbers, names etc., of all the important
contacts to be contacted in the event of an oil pollution

5. A recognised authority has approved the SOPEP, and there are no changes or revisions made
without the prior approval of the Administration.

6. If there are any changes in the plan which is non-mandatory, it generally does not require
approval from the administration. The owner and ship manager must update the appendices about
the non-mandatory changes done in the plan

Contents of SOPEP – Equipment List

SOPEP contains the following things:

• The action plan contains the duty of each crew member at the time of the spill, including
emergency muster and actions.

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• SOPEP contains the general information about the ship and the owner of the ship etc.
• Steps and procedure to contain the discharge of oil into the sea using SOPEP equipment
• It contains the inventory of the SOPEP material provided for pollution prevention such as oil
absorbent pads, sawdust bags, booms etc.
• Onboard reporting procedure and requirement in case of an oil spill is described
• Authorities to contact and reporting requirements in case of an oil spill are listed in SOPEP.
Authorities like port state control, oil clean up team etc are to be notified
• Authorities to contact and reporting requirements in case of an oil spill are listed in SOPEP.
Authorities like port state control, oil clean up team etc. are to be notified.
• SOPEP includes drawing of various fuel lines, along with other oil lines on board vessel
with the positioning of vents, save all trays etc.
• The general arrangement of the ship is also listed in SOPEP, which includes the location of
all the oil tanks with capacity, content etc.
• The location of the SOPEP locker and contents of the locker with a list of inventory
• Guidance to keep the records of the pollution incident (for liability, compensation and
insurance purpose)
• Material for Reference from essential organisations (guidelines issued by ICS, OCIMF,
SIGTTO, INTERTANKO, etc.)
• Procedures for testing various plan described in the SOPEP
• Procedure to maintain the record as required by the authorities
• Details of when and how to review the plan

General duties of ship’s crew under SOPEP:

MASTER: He/she is overall in charge of any incident related to the oil spill and should informing
the authorities about it. He/she needs to ensure all crew members are complying with the plan and
records are maintained for the incident

Chief Engineer: He/she will be the in charge of the bunkering operation and will instruct the
subordinates to prepare SOPEP KIT prior to any oil related operation (Sludge transfer, lube oil
bunkering, fuel oil bunkering etc.)

Chief engineer should keep the Master informed and updated on the situation, and the results from
action taken to limit oil outflow.

Chief Officer: He/she will be the in charge of complete deck operation to prevent any oil spill or in
the event of a spill, the Chief officer must keep the master in the loop at all times and update the
situation and action taken to stop or reduce an oil outflow.

Q3- SHIP BOARD MARINE POLLUTION EMERGENCY PLAN (SMPEP)

Ans-A plan to provide guidance to the Master and officers on board the ship with respect to
the steps to be taken when an oil pollution incident has occurred or is likely to occur

Regulatory Reference: MARPOL Annex I / Regulation 37 & Annex II / Regulation 17

MARPOL Annex II Regulation 17 requires every chemical tanker of 150 GT and above to carry a
SMPEP. Scope of this plan is to provide guidance on the actions to be taken if a spill of oil or
noxious liquid substance has occurred or is likely to occur. The plan is in line with IMO MEPC.
54(32), MEPC.86(44) and the SMPEP guidelines in Resolution MEPC.85(44). Plan Approval by
the Administration or a Recognised Organisation (RO) on behalf of the Administration is
mandatory.

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Indicative Contents

• Reporting Requirements
• Steps To Control Discharge
• National And Local Co-Ordination
• Additional Information
• List Of Coastal State Contacts
• List Of Ship Interest Contacts
• Summary of Flow Chart And Checklists

Info/Plans Required

• Ship Specific Information (Questionnaire to be submitted)

• General Arrangement Plan
• Capacity Plan
• Midship Section
• Lines Plan
• Tank Tables

Benefits

• Master will have a guidance with respect to the steps to be taken when a pollution incident
has occurred or is likely to occur.
• All latest legislation and contact information will be included
• Easy reporting procedure for initial and follow up report (with examples)
• Quick and simple response with actions guide and responsible personnel
• Media handling guidance

Q4-Ship Energy Efficiency Management Plan

Ans-As the new concept of EEDI has been introduced for newly built ships, IMO has developed
and structured a special tool called the Ship Energy Efficiency Management Plan to measure and
control GHG ( green house gas) emissions from the already existing shipping fleet.

The Ship energy efficiency Management Plan provides a practical approach for ship operators and
ship management companies to manage operations and fleet efficiency performance over time using
the Energy Efficiency Operational Indicator (EEOI) as a monitoring tool.

The Ship Energy efficiency management plan to improve the efficiency of the ship can be
implemented in various ways such as by optimizing the speed of the vessel, making a course change
to tackle rough weather, hull cleaning in dry dock, installing heat recovery methods etc. All these
methods help in increasing the ship’s efficiency and optimizing the ship operation.

The SEEMP is a plan which is ship specific and has to be implemented according to the ship type,
cargoes carried, ship routes, and other relevant factors. Hence, SEEMP cannot be implemented on a
company or fleet level.

Even two sister ships will need to have a separate Ship Energy Efficiency Management plan as they
will be operating in different conditions.
The basics of creating the SEEMP for a particular ship is to estimate and determine the current
energy consumption of the vessel and implement various measure to reduce the same.

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Key Features of Ship Energy Efficiency Management Plan

• Broader Corporate energy management policy

As said earlier, SEEMP needs to be implemented on an individual ship level. However, a company
operating multiple ships must have a more comprehensive energy management policy for all ships
in its fleet, which will act as a base to form the SEEMP for an individual type of ship

• Enhancement of ship efficiency

The primary objective of the SEEMP is to improve the overall operating efficiency of the ship on a
long run by implementing correct and optimized methods for energy and fuel saving

• Reduction in fuel consumption

Any ship operator will be happy to save more cost on the marine oil used as ship fuel. A critical
function of the SEEMP is to implement methods which can reduce the overall fuel consumption of
the ship as it leads to a reduction in air pollution and fuel cost, which is one of the significant
operating cost of the vessel.

• A decrease in GHG emission from the ship

SEEMP do emphasis on reduction of greenhouse gas emissions from ships by providing methods
for reducing the fuel consumption and using alternative fuel which causes less GHG emissions.

How to implement SEEMP?

SEEMP is ship specific plan which can be efficiently implemented on vessels in 4 steps:

1. Planning

Before implementation of any method, there has to be “planning” of how the process should be
implemented. Planning is the most critical step for implementation of SEEMP; it essentially defines
the current status of the energy used by the ship and how the current energy consumption can be
reduced further, by creating and implementing an effective plan. The shipping management
company has to compile the energy consumption of the ship by different forms such as the use of
fuel, machinery installed, the efficiency of the machinery and systems, condition of the ship’s hull
and paint, last dry-dock record etc. Once the data has been collected, the Broader Corporate energy
management policy of the company is taken as base to draw the SEEMP for the ship.

2. Implementation

Once the planning for SEEMP is in place, the next important step is to identify different ways of
implementing the measures which were selected during the planning. The Ship Energy Efficiency
Management plant will consist of implementation methods and roles/ responsibility of the
stakeholders involved (Company representative, Ship operator, Seafarers etc.).
Again, the implementation system has to be drawn during the planning stage to ensure smooth
execution of SEEMP on the ship at the earliest.

The company’s corporate energy management policy can come very handy if the implementation
methods are specified in the same. This set method of implementation can be used during
establishing SEEMP on an individual ship. Record keeping should be a part of all the stages post-

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planning stage as the records were taken during the implementation stage can be used for the later
stage of self-evaluation, which will help in improvising the plan.

3. Monitoring

Once the SEEMP is implemented on a ship, the monitoring of the plan will come into action, which
will observe the effectiveness of the implemented SEEMP. There are pre-determined approved
methods of international standards available to monitor the performance of SEEMP such as EEOI
(as per the Guidelines developed by the IMO – MEPC.1/Circ.684).

EEOI is Energy Efficiency operational indicator which can be determined by the fuel
consumption of the ship in a particular voyage carrying a certain amount of cargo.

4. Self-evaluation and improvement

The result of Monitoring stages needs to be evaluated to understand the effectiveness of the SEEMP
which will be done at the last stage. This stage highly depends on the constructive feedback which
can be assessed to improvise the plan if needed, and the same is used to enhance the planning,
implementation and monitoring stages. These four stages work in a cycle and are interdependent
for the evaluation and evolution of the complete SEEMP. It is the responsibility of the ship operator
to ensure the feedbacks, results, and reports that came from different stages of the SEEMP cycle are
tracked and assessed and the output from them is used to improvise the plan.

The other focused area of SEEMP is to reduce GHG emissions while increasing operational
efficiency of the ship, resulting in less fuel consumption. Following steps are taken to achieve
efficient operation of the vessel under SEEMP:

• Speed optimization:

The speed of the ship determines the amount of fuel the main engine will use to propel the ship. An
optimized speed is a speed at which the fuel consumption decreases without hampering the ETA to
the next port. Slow steaming has been a proven strategy to reduce the fuel consumption of the ship
saving hundreds of dollars in fuel cost to the owner. However, there are other problems associated
with slow steaming, hence optimum speed Is determined by keeping all the factors in mind.

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Charter Party do play an important role as there agreements will allow ship operator to run the ship
at optimized speed to achieve greater energy efficiency from the ship’s machinery.

• Weather routing

It is fascinating how ship tackles big storms out at sea. There have been no significant accidents
lately of ship damages or sinking due to storms and rough weather as nowadays weather routing use
advanced technology to predict the upcoming weather and to alter the course of the ship.

This technology is very useful and helps in the energy efficiency of the ship as rough weather can
slow down a ship and the engine needs to put more power to propel against the tide or wind, leading
to more fuel consumption. With weather routing, an altered course can solve this problem, making
it safer for the ship’s crew and cargo and also saving fuel and increasing the energy efficiency of the
ship.

• Hull monitoring and maintenance

Hull roughness of the ship is inversely proportional to the speed of the ship. This means that the
engine of the ship has to work more to achieve the desired speed if the hull is rough.
The hull roughness of the ship is analysed at regular intervals for cleaning and painting of the
surface. A better and advanced system such as MGPS can reduce the marine growth on the hull and
improve the overall energy efficiency of the ship

• Efficient cargo operation

The cargo operation at the port is a teamwork between the ship, port, agents and other parties
involved (PSC, coast guard etc.). Good and clear communication between them will ensure
smoother cargo operation, leading to less time in port. This will help the ship to maintain the ETA
for the other ports otherwise the ship has to sail at a higher speed for the next call which will lead to
additional fuel consumption, affecting the energy efficiency of the ship.

Electric power management

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The ship’s electrical power plant generates enough energy to ensure all the propulsion, cargo, and
other auxiliary equipment can be operational at any given time. The use of a generator at low load,
use of multiple pumps etc., will lead to more fuel and electrical consumption, affecting the energy
efficiency. The seafarers need to be trained on how to use ship’s machinery effectively so that the
power consumption will be at an optimum level.

Following are some of the essential roles which a seafarer plays in SEEMP:

• Implementing the procedure as laid down in the SEEMP

• Monitoring the performance of the SEEMP procedures and how it is affecting the ship operation
• Collecting reports, and sending the logs, performance etc. to the company for evaluation
• Establishing a safety and sustainability culture onboard ship to add to the energy efficiency of the
ship
• Efficiently managing the cargo operation when in port and maintaining the ship’s machinery to
avoid breakdown and delays to the shipping schedule
• Implementing correct and modern navigation technique for the optimized voyage planning

SEEMP is not a set rule of operations and it has to evolve in terms of providing better energy saving
solutions than the previous ones. The improvisation of SEEMP highly depends on the different
parties involved in the shipping operation such as Port operator, Ship owners, shipyard, ship
managers, seafarers etc.

Q4 a) Implementing Energy Efficiency Design Index (EEDI)

Ans-Energy Efficiency Design Index (EEDI), formulated for new ships, is an index that estimates
grams of CO2 per transport work (g of CO2 per tonne‐mile).
It can be expressed as the ratio of “environmentalcost” divided by “Benefit for Society”

The Energy Efficiency Design Index (EEDI) was made mandatory for new ships and the Ship
Energy Efficiency Management Plan (SEEMP) for all ships at MEPC 62 (July 2011) with the
adoption of amendments to MARPOL Annex VI (resolution MEPC.203(62)), by Parties to
MARPOL Annex VI. This was the first legally binding climate change treaty to be adopted since
the Kyoto Protocol.

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Q5 Oil record book

Ans-
Regulation 17 - Oil Record Book, Part I (Machinery space operations)
1 Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above
other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery space
operations). The Oil Record Book, whether as a part of the ship’s official log-book or otherwise,
shall be in the form specified in appendix III to this Annex.

2 The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis if
appropriate, whenever any of the following machinery space operations takes place in the ship:

.1 ballasting or cleaning of oil fuel tanks;

.2 discharge of dirty ballast or cleaning water from oil fuel tanks;
.3 collection and disposal of oil residues (sludge and other oil residues);
discharge overboard or disposal otherwise of bilge water which has accumulated in machinery
.4
spaces; and
.5 bunkering of fuel or bulk lubricating oil.

3 In the event of such discharge of oil or oily mixture as is referred to in regulation 4 of this Annex
or in the event of accidental or other exceptional discharge of oil not excepted by that regulation, a
statement shall be made in the Oil Record Book Part I of the circumstances of, and the reasons for,
the discharge.

4 Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in
the Oil Record Book Part I, so that all entries in the book appropriate to that operation are
completed. Each completed operation shall be signed by the officer or officers in charge of the
operations concerned and each completed page shall be signed by the master of ship. The entries in
the Oil Record Book Part I, for ships holding an International Oil Pollution Prevention Certificate,
shall be at least in English, French or Spanish. Where entries in an official national language of the
State whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or
discrepancy.

5 Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I.

6 The Oil Record Book Part I shall be kept in such a place as to be readily available for inspection
at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board
the ship. It shall be preserved for a period of three years after the last entry has been made.

7 The competent authority of the Government of a Party to the present Convention may inspect the
Oil Record Book Part I on board any ship to which this Annex applies while the ship is in its port or
offshore terminals and may make a copy of any entry in that book and may require the master of the
ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified
by the master of the ship as a true copy of an entry in the ship’s Oil Record Book Part I shall be
made admissible in any judicial proceedings as evidence of the facts stated in the entry. The
inspection of an Oil Record Book Part I and the taking of a certified copy by the competent
authority under this paragraph shall be performed as expeditiously as possible without causing the
ship to be unduly delayed.

Oil Record Book Part II

Ans- Marpol chapter 4 Regulation 36 - Oil Record Book, Part II - Cargo/ballast operations

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1 Every oil tanker of 150 gross tonnage and above shall be provided with an Oil Record Book Part
II (Cargo/Ballast Operations). The Oil Record Book Part II, whether as a part of the ship's official
log-book or otherwise, shall be in the form specified in appendix III to this Annex.

2 The Oil Record Book Part II shall be completed on each occasion, on a tank-to-tank basis if
appropriate, whenever any of the following cargo/ ballast operations take place in the ship:

.1 loading of oil cargo;

.2 internal transfer of oil cargo during voyage;
.3 unloading of oil cargo;
.4 ballasting of cargo tanks and dedicated clean ballast tanks;
.5 cleaning of cargo tanks including crude oil washing;
.6 discharge of ballast except from segregated ballast tanks;
.7 discharge of water from slop tanks;
.8 closing of all applicable valves or similar devices after slop tank discharge operations;
closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and
.9
stripping lines after slop tank discharge operations; and
.10disposal of residues.

3 For oil tankers referred to in regulation 34.6 of this Annex, the total quantity of oil and water used
for washing and returned to a storage tank shall be recorded in the Oil Record Book Part II.

4 In the event of such discharge of oil or oily mixture as is referred to in regulation 4 of this Annex
or in the event of accidental or other exceptional discharge of oil not excepted by that regulation, a
statement shall be made in the Oil Record Book Part II of the circumstances of, and the reasons for,
the discharge.

5 Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in
the Oil Record Book Part II so that all entries in the book appropriate to that operation are
completed. Each completed operation shall be signed by the officer or officers in charge of the
operations concerned and each completed page shall be signed by the master of ship. The entries in
the Oil Record Book Part II shall be at least in English, French or Spanish. Where entries in an
official language of the State whose flag the ship is entitled to fly are also used, this shall prevail in
case of dispute or discrepancy.

6 Any failure of the oil discharge monitoring and control system shall be noted in the Oil Record
Book Part II.

7 The Oil Record Book shall be kept in such a place as to be readily available for inspection at all
reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the
ship. It shall be preserved for a period of three years after the last entry has been made.

8 The competent authority of the Government of a Party to the Convention may inspect the Oil
Record Book Part II on board any ship to which this Annex applies while the ship is in its port or
offshore terminals and may make a copy of any entry in that book and may require the master of the
ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified
by the master of the ship as a true copy of an entry in the ship's Oil Record Book Part II shall be
made admissible in any judicial proceedings as evidence of the facts stated in the entry. The
inspection of an Oil Record Book Part II and the taking of a certified copy by the competent
authority under this paragraph shall be performed as expeditiously as possible without causing the
ship to be unduly delayed.

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9 For oil tankers of less than 150 gross tonnage operating in accordance with regulation 34.6 of this
Annex, an appropriate Oil Record Book should be developed by the Administration.

Q 5 b ) Cargo record book

Ans- Annex II chapter 5
Regulation 15
Cargo Record Book

1 Every ship to which this Annex applies shall be provided with a Cargo Record Book, whether as
part of the ship’s official log-book or otherwise, in the form specified in appendix 2 to this Annex.

2 After completion of any operation specified in appendix 2 to this Annex, the operation shall be
promptly recorded in the Cargo Record Book.

3 In the event of an accidental discharge of a noxious liquid substance or a mixture containing such
a substance or a discharge under the provisions of regulation 3 of this Annex, an entry shall be
made in the Cargo Record Book stating the circumstances of, and the reason for, the discharge.

4 Each entry shall be signed by the officer or officers in charge of the operation concerned and each
page shall be signed by the master of the ship. The entries in the Cargo Record Book, for ships
holding an International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk or a certificate referred to in regulation 7 of this Annex, shall be at least in
English, French or Spanish. Where entries in an official national language of the State whose flag
the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy.

5 The Cargo Record Book shall be kept in such a place as to be readily available for inspection and,
except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be retained
for a period of three years after the last entry has been made.

6 The competent authority of the Government of a Party may inspect the Cargo Record Book on
board any ship to which this Annex applies while the ship is in its port, and may make a copy of
any entry in that book and may require the master of the ship to certify that the copy is a true copy
of such entry. Any copy so made which has been certified by the master of the ship as a true copy of
an entry in the ship’s Cargo Record Book shall be made admissible in any judicial proceedings as
evidence of the facts stated in the entry. The inspection of a Cargo Record Book and the taking of a
certified copy by the competent authority under this paragraph shall be performed as expeditiously
as possible without causing the ship to be unduly delayed.

Q 5 D) Garbage record book

Ans- Ships with a Garbage Management Plan are also required to have a Garbage Record Book on
board in a place where it can be easily inspected. The record book must be filled in by the officer in
charge after every discharge of garbage into the sea, every delivery of garbage to port waste
reception facilities and every incineration operation. Each entry should highlight the position of the
ship, the date and time of the operation, an estimate of the amount and a description of the type of
garbage. The Master of the ship signs each page after it is completed. The record should be kept for
two years once the book is completed.

it is mandatory that every ship of 400 GWT and above which is certified to carry 15 passengers or
more must carry a Garbage Management Plan (GMP) and a Garbage Record Book.

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On 01st March 2018, the MEPC committee introduced an amendment to MARPOL Annex V which
differentiates between hazardous and non-hazardous waste. Post this amendment, the Garbage
Record Book is divided into two parts considering those ships which carry cargoes in bulk solid
form and with a new category inclusion of e-waste produced on ships.

Garbage on ships is classified into the following:

1. Plastics
2. Floating dunnage, lining, and packing material
3. Ground down paper products, rags, glass, metal bottles, and crockery.
4. Domestic waste
5. Incinerator ash
6. Normal paper products, rags, oily rags, glass, and metal scrap
7. Operational waste
8. Animal Carcasses onboard livestock carrier
9. E-Waste
10. Cooking oil waste produced in the galley
11. Cargo residues onboard ships carrying solid cargo in bulk which are not harmful to the
marine environment (Non-HME)
12. Cargo residues onboard ships carrying solid cargo in bulk which are harmful to the marine
environment (HME)

It is to note that Annex V of MARPOL prohibits disposal of plastic anywhere at the sea. It also
restricts disposable of any form of garbage in coastal and “special areas”.

The Ships under appendix II of MARPOL Annex V now needs to carry two garbage record book:

• Part I for all garbage other than cargo residues, applicable to all ships
• Part II for cargo residues only applicable to ships carrying solid bulk cargo

In the GRB, the incinerator operation timing i.e. start-stop time, date and position of the ship need
to be recorded. Also, a column is provided which records the exceptional discharge or loss of
garbage under regulation 7.

The Part II GRB used onboard ships carrying solid bulk cargo is provided with a column for an
entry of the cargo residues produced onboard along with the position of the ship or name of the port,
category of the cargo residue and amount discharged to sea or reception facilities, including the start
and stop positions for sea discharge.

When the cargo residue is transferred to the port reception facility, the receipts received by them
needed to be kept on board as an inspection record for at least two years.

Entries to be made in the garbage record book are:

• When garbage is discharged into the sea, reception ashore or other vessels
• When garbage is incinerated
• Accidental and other exceptional discharge of garbage, along with the time of occurrence,
port or position of the vessel at the time of occurrence, category of garbage and estimation
of the amount in m3, and the reason of disposal and remarks.

MEPC has also adopted standard specifications of shipboard incinerators which cover the design,
manufacture, performance, operation, and testing of incinerators.

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The problems associated with the disposal of cargo hold washing water has also been addressed in
Annex V.

Garbage Management Plan:

details procedures for collecting, processing, stowing, and disposing of the garbage onboard
ships. The plan also mentions a designated person who is in charge of carrying out the plan.

This is Applicable to ships ≥100 GT or certified to carry 15 or more persons, and fixed and
floating platforms.

Every ship of 12 m or more in length overall and fixed or floating platforms shall display placards
which notify/inform the crew and the passengers regarding the discharge requirements that apply to
the ship. The placards shall be written in the working language of the ship’s crew and in English or
French or Spanish (this requirement remains the same with the one of the superseded regulation of
MARPOL Annex V)

Q6 VESSEL RESPOSE PLAN

Ans-A vessel response plan (VRP) is a document that outlines what the vessel will do in the case of
an offshore spill. VRPs are required by the United States Coast Guard for maritime operators that
are carrying certain quantities of chemicals and/or refined petroleum products.

The VRP includes information about the vessel, (such as its name, country of registry, call sign, and
more), contact information for the vessel’s owner or operator, a list of zones that the vessel intends
to operate in, and the clear identification of the incident management team – the people or group
who is to be notified in the event of a spill. The identification contact will include the identity of
who is to be notified, how to most efficiently reach them, and secondary communication effort
instructions that should be used if the first contact is unreachable. Additionally, the VRP will
contain information about the vessel’s chosen insurance company.

A recent article from The United States Coast Guard also points out that VRPs are not limited to oil
spills. “It is important to understand that although hazardous conditions, such as an engine casualty,
grounding, fire, or flooding, may not directly result in a discharge, plan activation is still required
because, if left unresolved, they could result in a discharge.”

Who need it

Not all vessels are required to have a VRP, but regardless of requirements, it’s a useful document to
have on board in the chance a spill occurs. That way, your crew has a step-by-step guide that will
help them handle the emergency safely and efficiently. The contents of your VRP will differ
depending on what type of vessel you operate, the size of the vessel, and how much oil is on board.

The United States Coast Guard identifies ships that need VRPs as tank vessels on which that are
“carrying groups I through IV petroleum oil as a primary cargo,” and non-tank vessels that are
“carrying groups I through IV petroleum oil as fuel or cargo.” The Coast Guard has to review and
approve your VRP before you can legally operate.

It is noteworthy that one VRP for a company’s operation may not be sufficient. VRPs are
contingent on the specific location a vessel is operating in. These documents are Coast Guard
approved, so deviating from what OSRO/Salvors are listed is not an option, even if closer resources
are nearby. If the vessel is operating in different areas/regions, separate VRPs may be beneficial.

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What to do in the Event of an Oil Spill?

Most oil spills have one thing in common — the majority of damage occurs within 60 minutes of
the accident. Injuries, fatalities, and environmental impact can be heightened if the right steps aren’t
taken during this time.

In the event of a spill, the most important thing to remember is that safety of the crew is the top
priority. Once it’s been established that everyone on board is safe and accounted for, and out of the
unknown hot zone, then it’s time to follow up with the established VRP.

Activate your vessel response plan and adhere to it as closely as possible, while always keeping
safety concerns at the forefront of your mind. Next, you need to identify the unknown hot zone area.
There should be someone qualified on board to do that, but if there isn’t, you need to contact a
qualified oil spill removal organization company to designate the unknown hot zone area.

The article from the United States Coast Guard notes the importance of reaction time: “The
master’s accurate situation assessment is critical to initiating an effective response. On occasion, we
see reluctance from vessel masters to make the sometimes-difficult decision to activate a VRP
because they want more time to troubleshoot the problem. However, quick and proper activation of
a VRP will cost less in the end.”

Refer to your vessel response plan to find out who is to be notified in the event of a spill — which
agencies, both federal and local, insurance companies, etc — and do so immediately. The quicker
you can contact those who will help in the cleanup and claims-handling process, the faster you can
mobilize necessary resources. If you’re able to reach the necessary powers to begin spill cleanup,
you can potentially limit some of the damage — helping both the environment and the vessel’s
potential damage liability.

Q6a) Oil Pollution Act 90 ( OPA 90)

Ans-The Oil Pollution Act placed additional restrictions on companies that ship oil in the United
States. A responsible party under OPA is the vessel or facility that’s found responsible for
discharging oil, or that has created a significant threat of oil discharge. A ship or facility carrying oil
must provide documentation showing how they plan on preventing an oil spill. Additionally, the
party must have a comprehensive emergency response plan on board or on site that details how a
spill will be cleaned up if it does occur. Documentation needs to be approved by the U.S. Coast
Guard before a vessel can embark on its route or a facility can handle the movement of oil.

OPA also mandated a double hull requirement for U.S. operating tank barges and newly built
tankers. The act created a phase-out schedule for existing tankers; single hull tankers began being
phased out in 1995.

Additionally, OPA established the U.S. Coast Guard as the group responsible for enforcing the act.
The Coast Guard is supposed to consistently enforce the law, encourage related businesses and
communities to comply with OPA, use resources effectively that will help with the enforcement of
OPA, and must train their personnel on the best ways to handle all OPA-related queries and
situations.

Lastly, the Oil Spill Liability Trust Fund (OSLTF) was authorized under OPA, even though the
fund was originally established in 1986. It’s financed by a crude oil tax on barrels produced within
or imported to the U.S. and can distribute up to one billion dollars per incident. The fund was
created to compensate the victims of oil spills and is managed by the federal government. Federal,

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state, tribal, and claimant oil spill removals and damage assessments could qualify for use of the
fund.

OPA was created to lay out penalties for companies responsible for oil spills, as well as to establish
more detailed guidelines on what needs to be done if a spill occurs. These actions are supposed to
help reduce the number of oil spills, and if they do occur, companies have clear rules to follow to
help minimize the impact of the spill. Like most laws, OPA has been amended over time to reflect
modern day best practices

Q7- Ballast water management

Ans-The International Convention for the Control and Management of Ships' Ballast Water and
Sediments, 2004, entered into force globally on 8 September 2017. The International Maritime
Organization (IMO)

The BallastWater Management Convention or BWM Convention (full name International

Convention for the Control and Management of Ships' Ballast Water and Sediments, 2004) is a
treaty adopted by the International Maritime Organization (IMO) in order to help prevent the spread
of potentially harmful aquatic organisms and pathogensin ships' ballast water. From 8 September
2017, ships must manage their ballast water so that aquatic organisms and pathogens are removed
or rendered harmless before the ballast wateris released into a new location. This will help prevent
the spread of invasive species as well as potentially harmful pathogens.IMO is the United Nations
specialized agency withresponsibility for developing global standards for ship safety and
securityand for the protection of the marine environment and the atmosphere from any harmful
impacts of shipping

Which ships does the convention apply to?

The convention applies to ships registered under contracting Parties to the BWM Convention,
which take up and use ballast waterduring international voyages

What about ships registered under a flag which hasn’t ratified the BWM Convention?

Such ships may not be issued with the relevant certificates. However, port States which are Parties
will expect the ships to comply with the requirementsof the Convention, so as to ensure no more
favourable treatment is given to such ships.

What do ships need to do,now the treaty is in force?

From the date of entry into force, ships in international traffic are required to manage their ballast
water and sediments to a certain standard, according to a ship-specific ballast water management
plan.
Ships have to carry:
A ballast water management plan-
specific to each ship, the ballast water management plan includes a detailed description of the
actions to be taken to implement the ballast water management requirements and supplemental
ballast water management practices;

A ballast water record book-

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; and

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An International Ballast Water Management Certificate

(ships of 400 gt and above)–this is issued by or on behalf of the Administration (flag State) and
certifies that the ship carries out ballast water management in accordance with the BWM
Convention and specifies which standard the ship is complying with, as well as the date of expiry of
the Certificate.

What are the ballast water management standards?

There are two ballast water management standards (D-1 and D-2).

The D-1 standard requires ships to exchange their ballast water in open seas, away from coastal
areas. Ideally, this means at least 200 nautical miles from land and in water at least 200 metres deep.
By doing this, fewer organisms will survive and so ships will be less likely to introduce potentially
harmful species when they release the ballast water.

The D-2 standard specifies the maximum amount of viable organisms allowed to be discharged,
includingspecified indicator microbes harmful to human health.
From the date of entry into force of the BWM Convention, all ships must conform to at least the D-
1 standard; and all new ships, to the D-2 standard.

What does the new schedule for implementation say?

In essence, the schedule for implementation which has been agreed by the MEPC means that
compliance with the D-2 standard will be phased in over time for individual ships, up to 8
September 2024. Over time, more and more ships will be compliant with the D-2 standard.

What is the real difference between the D-1 and D-2 standards?
The difference is that D-1 relates to ballast water exchange, while D-2 specifies the
maximumamount of viable organisms allowed to be discharged, includingspecified indicator
microbes harmful to human health.
D-1 standard :
The D-1 standard requires ships to conduct an exchange of ballast water such that at least 95% of
water by volume is exchanged far away from the coast.
D-2 standard :
The D-2 standardspecifies that ships can only discharge ballast water that meets the following
criteria:
⚫ less than 10 viable organisms per cubic metre which are greater than orequal to 50
micrometresin minimum dimension;
⚫ less than 10 viable organisms per millilitre which are between 10 micrometres and 50
micrometres in minimum dimension;
⚫ less than 1 colony-forming unit (cfu) per 100 mililitres of Toxicogenic Vibrio cholerae;
⚫ less than 250 cfu per 100 millilitres of Escherichia coli;
⚫ and less than 100 cfu per 100 milliliters of Intestinal Enterococci.

# LATEST AMENDEMENT TO BALLAST WATER MANAGMENT

1 June 2022 Adopted by MEPC 75: Amendments to BWM Convention

⚫ Amendments to the International Convention for the Control and Management of Ships' Ballast
Water and Sediments, 2004 (BWM Convention), concerning commissioning testing of ballast
water management systems and the form of the International Ballast Water Management
Certificate

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Q8 Ship recyling Conention

Ans- The Hong Kong International Convention for the Safe and Environmentally Sound Recycling
of Ships, 2009 (the Hong Kong Convention), was adopted at a diplomatic conference held in Hong
Kong, China, from 11 to 15 May 2009.
The Convention is aimed at ensuring that ships, when being recycled after reaching the end of their
operational lives, do not pose any unnecessary risks to human health, safety and to the environment.
The Hong Kong Convention intends to address all the issues around ship recycling, including the
fact that ships sold for scrapping may contain environmentally hazardous substances such as
asbestos, heavy metals, hydrocarbons, ozone-depleting substances and others. It also addresses
concerns raised about the working and environmental conditions at many of the world's ship
recycling locations
Upon entry into force of the Hong Kong Convention, ships to be sent for recycling will be required
to carry an inventory of hazardous materials, which will be specific to each ship. An appendix to the
Convention provides a list of hazardous materials the installation or use of which is prohibited or
restricted in shipyards, ship repair yards, and ships of Parties to the Convention. Ships will be
required to have an initial survey to verify the inventory of hazardous materials, additional surveys
during the life of the ship, and a final survey prior to recycling.
Ship recycling yards will be required to provide a "Ship Recycling Plan", specifying the manner in
which each ship will be recycled, depending on its particulars and its inventory. Parties will be
required to take effective measures to ensure that ship recycling facilities under their jurisdiction
comply with the Convention.

Q 9 Global warming
Ans- Global warming is the long-term heating of Earth’s climate system observed since the pre-
industrial period (between 1850 and 1900) due to human activities, primarily fossil fuel burning,
which increases heat-trapping greenhouse gas levels in Earth’s atmosphere. The term is frequently
used interchangeably with the term climate change, though the latter refers to both human- and
naturally produced warming and the effects it has on our planet. It is most commonly measured as
the average increase in Earth’s global surface temperature.

Q10- What is carbon Credit?

Ans-A carbon credit is a permit that allows the company that holds it to emit a certain amount of
carbon dioxide or other greenhouse gases. One credit permits the emission of a mass equal to one
ton of carbon dioxide.

The carbon credit is one half of a so-called "cap-and-trade" program. Companies that pollute are
awarded credits that allow them to continue to pollute up to a certain limit. That limit is reduced
periodically. Meanwhile, the company may sell any unneeded credits to another company that
needs them.

Private companies are thus doubly incentivized to reduce greenhouse emissions. First, they will be
fined if they exceed the cap. Second, they can make money by saving and reselling some of their
emissions allowances.

Q11. What is the Kyoto Protocol?

Ans-The Kyoto Protocol was adopted on 11 December 1997. Owing to a complex ratification
process, it entered into force on 16 February 2005. Currently, there are 192 Parties to the Kyoto
Protocol.

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In short, the Kyoto Protocol operationalizes the United Nations Framework Convention on Climate
Change by committing industrialized countries and economies in transition to limit and
reduce greenhouse gases (GHG) emissions in accordance with agreed individual targets. The
Convention itself only asks those countries to adopt policies and measures on mitigation and to
report periodically.

The Kyoto Protocol is based on the principles and provisions of the Convention and follows its
annex-based structure. It only binds developed countries, and places a heavier burden on them
under the principle of “common but differentiated responsibility and respective capabilities”,
because it recognizes that they are largely responsible for the current high levels of GHG emissions
in the atmosphere.

In its Annex B, the Kyoto Protocol sets binding emission reduction targets for 37 industrialized
countries and economies in transition and the European Union. Overall, these targets add up to an
average 5 per cent emission reduction compared to 1990 levels over the five year period 2008–2012
(the first commitment period).

Doha amendments

The amendment includes:

• New commitments for Annex I Parties to the Kyoto Protocol who agreed to take on
commitments in a second commitment period from 1 January 2013 to 31 December 2020;
• A revised list of GHG to be reported on by Parties in the second commitment period; and
• Amendments to several articles of the Kyoto Protocol which specifically referenced issues
pertaining to the first commitment period and which needed to be updated for the second
commitment period.

On 21 December 2012, the amendment was circulated by the Secretary-General of the United
Nations, acting in his capacity as Depositary, to all Parties to the Kyoto Protocol in accordance with
Articles 20 and 21 of the Protocol.

The Kyoto Protocol divided countries into industrialized and developing economies. Industrialized
countries, collectively called Annex 1, operated in their own emissions trading market. If a country
emitted less than its target amount of hydrocarbons, it could sell its surplus credits to countries that
did not achieve its Kyoto level goals, through an Emission Reduction Purchase
Agreement (ERPA).

The separate Clean Development Mechanism for developing countries issued carbon credits called
a Certified Emission Reduction (CER). A developing nation could receive these credits for
supporting sustainable development initiatives. The trading of CERs took place in a separate market.

Q12. International Convention on Civil Liability for Oil Pollution Damage (CLC)

Ans-Adoption: 29 November 1969; Entry into force: 19 June 1975; Being replaced by 1992
Protocol: Adoption: 27 November 1992; Entry into force: 30 May 1996

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.

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The Convention places the liability for such damage on the owner of the ship from which the
polluting oil escaped or was discharged.

Subject to a number of specific exceptions, this liability is strict; it is the duty of the owner to prove
in each case that any of the exceptions should in fact operate. However, except where the owner
has been guilty of actual fault, they may limit liability in respect of any one incident.

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.

This does not apply to warships or other vessels owned or operated by a State and used for the time
being for Government non-commercial service. The Convention, however, applies in respect of the
liability and jurisdiction provisions, to ships owned by a State and used for commercial
purposes. The only exception as regards such ships is that they are not required to carry
insurance. Instead they must carry a certificate issued by the appropriate authority of the State of
their registry stating that the ship's liability under the Convention is covered.

The Convention covers pollution damage resulting from spills of persistent oils suffered in the
territory (including the territorial sea) of a State Party to the Convention. 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 shipowner
cannot limit liability if the incident occurred as a result of the owner's personal fault.

The Protocol of 1976, which entered into force in 1981, provided for the aplicable unit of account
used under the convention to be based on the Special Drawing Rights (SDR) as used by the
International Monetary Fund (IMF), replacing the the "Poincaré franc", based on the "official" value
of gold, as the applicable unit of account.

The Protocol of 1984 set increased limits of liability but was superseded by the 1992 Protocol.

The Protocol of 1992 changed the entry into force requirements by reducing from six to four the
number of large tanker-owning countries that were needed for entry into force.

The compensation limits were set as follows:

• For a ship not exceeding 5,000 gross tonnage, liability is limited to 3 million SDR
• For a ship 5,000 to 140,000 gross tonnage: liability is limited to 3 million SDR plus 420
SDR for each additional unit of tonnage
• For a ship over 140,000 gross tonnage: liability is limited to 59.7 million SDR.

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 covers
pollution damage as before but environmental damage compensation is limited to costs incurred for
reasonable measures to reinstate the contaminated environment. It also allows expenses incurred for
preventive measures to be recovered even when no spill of oil occurs, provided there was grave and
imminent threat of pollution damage.

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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.

Under the 1992 Protocol, a shipowner cannot limit liability if it is proved that the pollution damage
resulted from the shipowner's personal act or omission, committed with the intent to cause such
damage, or recklessly and with knowledge that such damage would probably result.

From 16 May 1998, Parties to the 1992 Protocol ceased to be Parties to the 1969 CLC due to a
mechanism for compulsory denunciation of the "old" regime established in the 1992 Protocol.
However, there are a number of States which are Party to the 1969 CLC and have not yet ratified
the 1992 regime - which is intended to eventually replace the 1969 CLC.

The 1992 Protocol allows for States Party to the 1992 Protocol to issue certificates to ships
registered in States which are not Party to the 1992 Protocol, so that a shipowner can obtain
certificates to both the 1969 and 1992 CLC, even when the ship is registered in a country which has
not yet ratified the 1992 Protocol. This is important because a ship which has only a 1969 CLC may
find it difficult to trade to a country which has ratified the 1992 Protocol, since it establishes higher
limits of liability.

The 2000 Amendments

Adoption: 18 October 2000
Entry into force: 1 November 2003
The amendments raised the compensation limits by 50 percent compared to the limits set in the
1992 Protocol, as follows:

• For a ship not exceeding 5,000 gross tonnage, liability is limited to 4.51 million SDR
(US$5.78 million)
• For a ship 5,000 to 140,000 gross tonnage: liability is limited to 4.51 million SDR plus
631 SDR for each additional gross tonne over 5,000
• For a ship over 140,000 gross tonnage: liability is limited to 89.77 million SDR

Special Drawing Rights

The daily conversion rates for Special Drawing Rights (SDRs) can be found on the International
Monetary Fund website at http://www.imf.org/

Q 13- Fund convention. International compensation fund.

Ans-International Convention on the Establishment of an International Fund for Compensation for
Oil Pollution Damage (FUND)
Adoption: 18 December 1971; Entry into force: 16 October 1978; superseded by 1992 Protocol:
Adoption: 27 November 1992; Entry into force: 30 May 1996

Although the 1969 Civil Liability Convention provided a useful mechanism for ensuring the
payment of compensation for oil pollution damage, it did not deal satisfactorily with all the legal,
financial and other questions raised during the Conference adopting the CLC Convention. The 1969
Brussels Conference considered a compromise proposal to establish an international fund, to be
subscribed to by the cargo interests, which would be available for the dual purpose of, on the one
hand, relieving the shipowner of the burden by the requirements of the new convention and, on the
other hand, providing additional compensation to the victims of pollution damage in cases where
compensation under the 1969 Civil Liability Convention was either inadequate or unobtainable.

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The Conference recommended that IMO should prepare such a scheme and the International
Convention on the Establishment of an International Fund for Compensation for Oil Pollution
Damage was adopted at a Conference held in Brussels in 1971. It is supplementary to the Civil
Liability Convention.

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.

⚫ To give relief to shipowners in respect of the additional financial burden imposed on them
by the 1969 Civil Liability Convention, such relief being subject to conditions designed to
ensure compliance with safety at sea and other conventions.

⚫ To give effect to the related purposes set out in the Convention.

Under the first of its purposes, the Fund is under an obligation to pay compensation to States and
persons who suffer pollution damage, if such persons are unable to obtain compensation from the
owner of the ship from which the oil escaped or if the compensation due from such owner is not
sufficient to cover the damage suffered.

Under the Fund Convention, victims of oil pollution damage may be compensated beyond the level
of the shipowner's liability. However, the Fund's obligations are limited. Where, however, there is
no shipowner liable or the shipowner liable is unable to meet their liability, the Fund will be
required to pay the whole amount of compensation due. Under certain circumstances, the Fund's
maximum liability may increase.

With the exception of a few cases, the Fund is obliged to pay compensation to the victims of oil
pollution damage who are unable to obtain adequate or any compensation from the shipowner or his
guarantor under the CLC Convention.

The Fund's obligation to pay compensation is confined to pollution damage suffered in the
territories including the territorial sea of Contracting States. The Fund is also obliged to pay
compensation in respect of measures taken by a Contracting State outside its territory.

The Fund can also provide assistance to Contracting States which are threatened or affected by
pollution and wish to take measures against it. This may take the form of personnel, material, credit
facilities or other aid.
In connection with its second main function, the Fund is obliged to indemnify the shipowner or his
insurer for a portion of the shipowner's liability under the Liability Convention.

The Fund is not obliged to indemnify the owner if damage is caused by his wilful misconduct or if
the accident was caused, even partially, because the ship did not comply with certain international
conventions.

The Convention contains provisions on the procedure for claims, rights and obligations, and
jurisdiction.

Contributions to the Fund should be made by all persons who receive oil by sea in Contracting
States.

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Protocols to the 1971 convention were adopted in 1976 and 1984, but were superseded by the 1992
Protocol.

The 1971 convention ceased to be in force from 24 May 2002.

The Protocol of 1992

Adoption: 27 November 1992

Entry into force: 30 May 1996

As was the case with the 1992 Protocol to the CLC Convention, the main purpose of the Protocol
was to modify the entry into force requirements and increase compensation amounts. The scope of
coverage was extended in line with the 1992 CLC Protocol.

The 1992 Protocol established a separate, 1992 International Oil Pollution Compensation (IOPC)
Fund, known as the 1992 Fund, which is managed in London by a Secretariat.

Under the 1992 Protocol, the maximum amount of compensation payable from the Fund for a single
incident, including the limit established under the 1992 CLC Protocol, is 135 million SDR.

However, if three States contributing to the Fund receive more than 600 million tonnes of oil per
annum, the maximum amount is raised to 200 million SDR.

Protocol of 2000
Adoption: 27 September 2000
Entry into force: 27 June 2001

The purpose of the 2000 Protocol has been to terminate the 1971 Fund Convention.

According to the Protocol, the 1971 Fund Convention ceases to be in force on the date when the
number of Contracting States falls below twenty-five.
This happened on 24 May 2002, because of the denunciations by States Parties to Fund 1971 in
favour of their membership of Fund 1992.

The 2003 Protocol (supplementary fund)

Adoption: 16 May 2003
Entry into force: 3 March 2005

The 2003 Protocol establishing an International Oil Pollution Compensation Supplementary Fund
was adopted by a diplomatic conference held at IMO Headquarters in London.

The aim of the established Fund is to supplement the compensation available under the 1992 Civil
Liability and Fund Conventions with an additional, third tier of compensation. The Protocol is
optional and participation is open to all States Parties to the 1992 Fund Convention.

The total amount of compensation payable for any one incident will be limited to a combined total
of 750 million Special Drawing Rights (SDR) including the amount of compensation paid under
the existing CLC/Fund Convention.

The supplementary fund will apply to damage in the territory, including the territorial sea, of a
Contracting State and in the exclusive economic zone of a Contracting State.

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Annual contributions to the Fund will be made in respect of each Contracting State by any person
who, in any calendar year, has received total quantities of oil exceeding 150,000 tons. However, for
the purposes of the Protocol, there is a minimum aggregate receipt of 1,000,000 tons of contributing
oil in each Contracting State.

Q 15 Limit of Liability

Ans- CLC

Amendments approved in October 2000 increase the compensation limits under the 1992 Protocol
to the CLC by just over 50%. The amendments were introduced pursuant to existing CLC
provisions designed to deal with inflation, rather than as result of any fundamental change. The
increased levels come into force on November 2003 unless before that date objections are received
from one quarter of contracting states.

The table below sets out the compensation levels currently payable under the 1992 Protocol and
those which will apply once the amendments come into force:

Vessel Gross Limit of Liability under 1992 Protocol Limit of Liability under Amendments to
Tonnage 1992 Protocol
Not 3 million SDR (US$ 3.85 million) 4.51 million SDR (US$ 5.79 million)
Exceeding
5,000
5,000 to 3 million SDR (US$ 3.85 million) plus 4.51 million SDR (US$ 5.79 million) plus
140,000 420 SDR (US$ 539) for each additional 631 SDR (US$ 810) for each additional
gross tonne over 5,000 gross tonne over 5,000
Over 140,000 59.7 million SDR (US$ 76.6 million) 89.77 million SDR (US$ 115 million )

(1 SDR = 1.7166 US$ as at 2016. Source: International Monetary Fund )

There are currently 73 contracting states to the 1992 CLC Protocol. There are, however, still more
than 50 contracting states to the original 1969 CLC which imposes a maximum level of liability of
only 14 million SDR (US$ 18 million) . At a Diplomatic Conference of September 2000 dealing
with the revision of the winding up of the 1971 Fund (see below) IMO member states were urged to
adopt the 1992 CLC Protocol.

IOPC Funds

The IOPC Funds provide a second tier of compensation over and above the CLC compensation
regime in those countries which have signed or acceded to the Fund Convention in addition to the
CLC. While compensation payable under the CLC regime is dependant on the size of the vessel,
compensation available under the Fund is not dependant on vessel size but is subject only to an
overall maximum limit

The 1992 Fund

Amendments to the 1992 Fund were also approved at IMO in October 2000. The same increase of
just over 50% has been applied, increasing the maximum amount of compensation payable,
including the limit established under the CLC amendments, to 203 million SDR (US$ 260 million)

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from 135 million SDR (US$ 173 million) for a single incident. This increased limit also comes into
force on 1 November 2003 unless objections from one quarter of contracting states are received
before then.

SECTION 12- MISCELLANEOUS PROVISIONS

Q1. FAL convention.

Ans- For international shipping to thrive, a unified, global approach to Facilitation is vital. This is
the purpose of the international treaty called the FAL Convention.

The FAL Convention has been in force since 1967 but is kept continually amended and updated by
Governments at the FAL Committee of IMO – which usually meets once a year at IMO’s London
Headquarters.

In its Annex, the FAL Convention contains standards and recommended practices and rules for
simplifying formalities, documentary requirements and procedures on ships’ arrival, stay and
departure.

Under the FAL Committee, IMO has developed standardised FAL documentation (known as FAL
Forms) for authorities and Governments to use, and the FAL Convention urges all stakeholders to
use these.

Since April 2019, the FAL Convention makes it mandatory for ships and ports to exchange FAL
data electronically and encourages the use of the so-called “single window” concept, in which all
the many agencies and authorities involved exchange data via a single point of contact.

Q2. Inward and outward custom clearance.

Ans-Inward Clearance:

is an operation which should be performed for the vessels calling in Ports & terminals minimum 72
hours before arrival which depend on country. To initiate inward clearance operations, application
letters requesting “inward clearance” should be sent to Customs Guard Headquarter, Sea- Ports
Branch Directorate,

This procedure is carrying out by Agent & above mentioned official bodies and Agent board the
vessel for the required inward clearance operations either at anchorage or at berth.

b.Outward Clearance:

Outward Clearance is an operation which should be performed when vessels completed her
Loading/Discharging & bounded for any other port. Same procedures are to be applied as it was
mentioned above in Inward Clearance. Officials (Authorities) performs this time Outward
Clearance & issue Port Clearance and converts vessel status into ready to departure

The Port Clearance is granted in terms of Section 42 of the Customs Act, 1962. The following
documents are required to be produced for Port Clearance along with Application (Format of
application is enclosed as Annexure-A).

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• Light House Certificate

• NOC from Immigration Department
• Port Health certificate
• Income Tax Certificate
• Load Line Certificate
• Safety radio certificate
• Safety Equipment Certificate
• Ship Registry Certificate
• Port Dues Certificate

Q3- Immigration clearance.

Ans-is an operation which should be performed for the vessels calling in Ports & terminals. To
initiate immigration clearance operations, application letters requesting “Immigration clearance”
should be sent to immigration office,via agents.
Proceess of immmigration is required to check all crew on board are legitimate with proper Valid
passport and identification documents.

Q4- Quarantine Clearance

Ans-MAIN OBJECTIVES
(i) To Maintain An Efficient Inspection Service At Ports Of Entry That Will Prevent The
Introduction Of Exotic Pest And Diseases And Guarantee Compliance As To Quality And
Standards.
(ii) To Certify Pest and Disease Free Status,
(iii) Maintain Local Surveillance Program To Intercept Illegally Imported Goods Of Quarantine
Importance.

Q5 Dealing with Stowaways?

Ans-Who is a Stowaway?

A stowaway is a person who illegally and secretly boards and hides in to the ship, without the
consent of ship owner and master, to travel into international waters to reach some other country
without any monitory payment and legal documents.

There has also been cases were stowaway has been found and thrown out in open seas inside a drum
or box which will float with some food and water. The reasons for such an act are

-There are many legal documentation and procedures to be taken care off to disembark stowaway.

-Many countries do not accept them in their ports.

-Also ship staff has to be blamed for lack of security measures.

-All the deportation cost to be paid by company or ship owner.

To avoid such practices IMO laid down strict guidelines for Ship staff, shipping companies and all
the countries which are bind under IMO.

General duties

• A stowaway check list to be followed before departure any port by ship staff which must
cover all the areas of the ship to be checked by ship staff.

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• A proper gangway ISPS watch to be carried out.

Master’s Responsibility

• When stowaway is detected, it is the duty of master to inform flag state, next port of call,
port authorities of embarkation for stowaways etc.

• To establish identity and nationality of the stowaway

• To take appropriate actions to ensure the general health, welfare and safety of the stowaway
until deportation.

The Association’s local correspondent can provide assistance in obtaining travel documents and
arranging for the stowaway to be repatriated to his country of origin. In order to assist this process,
the following details should be obtained from each stowaway prior to the ship’s arrival at her next
port of call, and telexed to the Association as soon as possible:
(a) name of stowaway;
(b) stowaway’s date and place of birth;
(c) date and place of birth of either of the stowaway’s parents;
(d) postal and residential address of both stowaway and either parent;
(e) stowaway’s passport or seaman’s book number, together with date and place of issuance.
If the stowaway has no travel document or other means of identification, the following documents
are also required:
(f) a full set of fingerprints;
(g) passport-size photographs of the stowaway, duly endorsed on the reverse side by a practising
advocate, lawyer, solicitor, Notary Public or Commissioner for Oaths, certifying that the
photographs are of the stowaway and that they are a true likeness;
(h) a sworn affidavit by the stowaway explaining how he came to be on board the ship. His motives
for stowing away must be included. The affidavit must be sworn before one of the persons
mentioned in (g) above;
(i) an extract from the ships logbook explaining how, when and where the stowaway was discovered
on board.
The Association’s local correspondent can assist in obtaining the documents listed in (f)-(i) above.

In addition to the above, the following advice may be useful:

When stowaways are found it is important to inform the vessel’s agent in the next port of call but
also to inform the agent in the port where the stowaway boarded the vessel. This may be helpful in
the repatriation of the stowaway, especially if the vessel should return to that port.

All stowaways should be declared to the authorities of every port visited. If not, the vessel may be
fined for having illegal persons on board. This is especially important in Saudi Arabia, where
stowaways and vessels with stowaways on board are appreciated even less than normal. Some
masters claim that a signboard "Next port of call: Jeddah" on the gangway has a preventive effect.

Stowaways and their hiding place should be searched for papers. If there are doubts about a
person’s nationality, a telephone call or even better, a visit from an embassy official may be helpful.
Embassy personnel are however not always willing to be involved, e.g. by visiting the ship.

All stowaways should be treated humanely, but to avoid repeat offenders they should not be given
any remuneration. They should not be put to work on board. As far as their lodging is concerned,

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the master will have to consider the safety of the vessel, the crew and the stowaways in each
individual case. There is no need for harsh treatment, but nevertheless the unwanted passengers
should be locked up and watched over until they can be repatriated.

If there is more than one stowaway on board, it is better for the purposes of investigation to keep
them apart from each other. If the number of stowaways is such that the vessels safety is threatened,
some masters have successfully refused to leave port until obtaining assistance from local
authorities.

The Association handles in excess of 100 stowaway cases per year, and we have specially trained
claims adjusters to deal with the problem. Most stowaways leave the ship rather quickly, some
remain for up to six months. If you discover unwanted passengers on board your ship, inform the
shipowner, flag state and the Club immediately and check your Guidance to Masters.

Q6 Hull & machinery insurance

Ans-Hull Insurance: Hull insurance mainly caters to the torso and hull of the vessel along with all
the articles and pieces of furniture on the ship. This type of marine insurance is mostly taken out by
the owner of the ship to avoid any loss to the vessel in case of any mishaps occurring.

Machinery Insurance: All the essential machinery are covered under this insurance and in case of
any operational damages, claims can be compensated (post-survey and approval by the surveyor).

The above two insurances also come as one under Hull & Machinery (H&M) Insurance. The H&M
insurance can also be extended to cover war risk covers and strike cover (strike in port may lead to
delay and increase in costs)

Protection & Indemnity (P&I) Insurance: This insurance is provided by the P&I club, which is
ship owners mutual insurance covering the liabilities to the third party and risks which are not
covered elsewhere in standard H & M and other policies.

Protection: Risks which are connected with ownership of the vessel. E.g. Crew related claims.

Indemnity: Risks which are related to the hiring of the ship. E.g. Cargo-related claims.

Q7 Warranty and conditions

Ans-A warranty is an:

• Important legal undertaking between the insured and the insurance service provider.
• The brunt lies on the insured person, that a specific action will be performed, or will not be
performed, or certain conditions have been met with or will be fulfilled.
• Legal commitment, ensuring that certain facts do not exist. In other words, it is a matter of
fact understanding between the insured and the insurer.

Warranties are of two-types like express warranties and implied warranties.

Express Warranty

Express warranty denotes to those undertakings which are explicitly expressed on the face of the
insurance policy. The following are some of the general examples of express warranty.

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• The ship will sail on the scheduled date.

• The time of the sailing of the ship should-be strictly followed.
• The subject matter insured is safe on a particular date.
• The navigation is prohibited during certain Period or during certain regions.
• Both the ship and the cargo should remain in a neutral state.
• The sailing of the ship will be conducted with the help of an armed guard.

Implied Warranties

Implied warranty denotes a type of warranty which is not explicitly expressed in the policy but is
understood by the implication of the law. Like express warranties, implied warranties are binding to
both the parties. The following are some of the common examples of implied warranties:

(1) Seaworthiness: The ship under voyage should be seaworthy at the commencement of the voyage.
Seaworthiness denotes all-rightness of the ship in all respect. The ship must be all right, it must not
be overloaded, it must be well equipped by experienced officers and crew and the sailing will be
conducted with adequate provision for fuel and water Seaworthiness is essential at the
commencement of the voyage.

(2) Legality of the voyage: The venture or the Voyage should be a legal one. The voyage should not
be engaged in smuggling arms and ammunition or illicit liquors. So the voyage on gall should take
lawful goods and commodities.

(3) Non-Deviation: There is an implied warranty that the ship should not deviate from its normal
course. The ship must follow the specified course affected in the policy. If no course is affected by
the Policy, the ship should follow the normal course.

Conditions: A condition is a stipulation which is essential to the main purpose of the contract.

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the breach of which gives the right to repudiate the contract and to claim damages. (Sec 12 (2)). We
can understand this with the help of the following example:

Say ‘X’ wants to purchase a car from ‘Y’, which can have a mileage of 20 km/lt. ‘Y’ pointing at a
particular vehicle says “This car will suit you.” Later ‘X’ buys the car but finds out later on that this
car only has a top mileage of 15 km/ liter. This amounts to a breach of condition because the seller
made the stipulation which forms the essence of the contract. In this case, the mileage was a
stipulation that was essential to the main purpose of the contract and hence its breach is a breach of
condition.

Q8 York and antwerp Rules

Ans-The first version of York Antwerp rules were issued in 1890. But it was second version of York
Antwerp rules that got much of applaud. Even though the latest version of the rules were issued in
2004, most companies use 1994 version of the rules.

York Antwerp rules has two sections. First section has rules that are identified by the letters (Rule A,
Rule B .. ). These rules give general guidelines on what can be included in the general average.

Second section has rules that are identified by numbers (Rule I, Rule II .. ). These rules give specific
situations, sacrifices and expenditures that can be included in the general average.

Let is discuss few of the important rules.

Rule Paramount

While all the rules in York Antwerp rules are named either with a number or an alphabet, this one
rule is named differently. This is because this rule is paramount to all the rules.

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Sacrifices made by ship owners should be reasonable and they cannot over spend. For example let
us say the vessel was towed even when the ship’s engine were working.

This would be considered as “not -reasonable” and this amount will not be included in the general
average.

General average act (Rule A):What expenditures will be shared by all parties ? When we talk about
general average and York Antwerp rules, this is most important question.

If ship owner places armed guards on board, can this be considered as general average act ? Will
these expenses be shared between ship owner and cargo owners ?

Rule A of the York Antwerp rules defines the limits of general average act. It says:

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

So there are four essential requirements for an action to fall under General average.

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1. The expenditure or sacrifice need to be extraordinary

The ship owner is bound by his duty to deliver the cargo safely at the destination. There is nothing
extraordinary in any actions that a ship owner performs to fulfill this duty

2. The act must be intentional

If the ship ran over a wreck and to release the ship a part of ship or the wreck need to be cut away.
The expenditure involved in this will not come under general average because this was not
intentional.

Jettisoning part of cargo to re-float the ship or flooding the water in a hold to extinguish the fire are
intentional acts.

3. The Action must be for the common safety

Let us understand the term “Common safety: with an example.

Let us say a container ship has few of the refrigerated containers. The referigeration system of the
ship failed and ship had to be diverted to a nearest port for repairing it to avoid damaging this cargo.

Will the expenditures incurred by the ship owner in this case come under general average ?

No, because the action is only for saving part cargo and not for the common safety of ship owners
and for other cargoes loaded on ship.

For the general average, the action has to be for the common safety.

The action of Jettisoning some cargo to avoid sinking of entire ship is for common safety.

4. There must be a peril

If the master jettison a cargo to save the ship from sinking, it is a peril. But if the master jettison the
cargo because he feels that the ship is overloaded, is not a peril.

Dictionary meaning of “peril” is “Grave danger”. If there is no grave danger, general average
cannot apply.

But in the context of York Antwerp rules and General average, the interpretation of grave danger
can be different.

In fact that is the difference between “a ship in distress” and “a ship in peril“.

For example take a ship that has broken engine in the mid sea with calm weather. The ship is not in
distress but the ship is in peril.

General average Sacrifices

The sacrifices that can be made and are included in the general average fall under three categories

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The numbered rules gives the examples of the sacrifices that can be included in the general average.

Jettison of cargo: Jettison of cargo will include in the general average if the cargo was carried as
per customary trade. For example if the deck cargo was loaded on a ship that is not allowed to load
on deck, sacrifice of such cargo will not include in the general average.

Extinguishing fire: General average will include the damages (to ship or the cargo) because of
extinguishing fire on board.

Voluntary stranding: Damage and loss because of intentional stranding in “common safety” is
allowed to be included in general average.

General Average Expenditures

Apart from the sacrifices, one party may spend lot of money in the common interest of saving the
ship and the cargo. As per York Antwerp rules, these expenditures also can be included in the
general average.

Some of these expenditures can be

• Salvage expenses
• Port of refuse expenses
• Wages of master and crew during the prolongation period because of port of refuse
• Fuel during the prolongation period because of port of refuse

No general average for environmental pollution (Rule C)

As per Rule C of the York Antwerp rules, the costs involved in handling environmental pollution
cannot be included in the general average.

This is a logical rule as if the general average was to include the environment damage claims, it
would have taken the domain of the general average too far.

It does not matter whose fault it is (Rule D)

Let us say a vessel ran aground. The vessel had to sacrifice (Jettison) some of the cargo to re-float it.
As per rule D, the cargo owners cannot claim that the grounding was due to the fault of ship owners
and they would not contribute to the general average.

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Irrespective of the fault which led to the event (in this case grounding), all parties have to contribute
to the general average.

But this will not be the case if the ship was unseaworthy. If the grounding resulted because the
vessel was unseaworthy, then ship owner cannot benefit from the general average.

In spite of the rule D of the York Antwerp rule, US law does not allow the navigation fault of the
ship owner to be neglected. As such most of the ship owners make sure to include “new Jason
Clause” in the bill of lading and charter party agreement.

Application of York Antwerp rules and General average

In most countries these rules do not have any legal force in themselves. The York Antwerp rules
and principle of general average have legal force only if these are included in the bill of lading or
charter party agreement.

If you get to see an actual bill of lading, read the term, conditions and clauses on the back side.
Most likely you will find a clause regarding York Antwerp and General average there.

Q 9- Port of Refuge

Ans-Port of refuge is a situation wherein a vessel has to be diverted to a port because of an

emergency which has made it unsafe to sail further. The decision to call for a port of refuge is taken
by the master of the ship when he finds that continuing the voyage would be dangerous to the safety
of the crew, ship, and the environment.

Below is the general procedure every ship would go through after giving a Port of Refuge call.

• After giving port of refuge signal, the master would inform the owners and charters about
the condition of the ship.

• Ship’s exact position would be noted

• After giving out the call for port of refuge, a separate record is maintained for all the
additional expenditure that would be involved in the process

• The ship would seek for health clearance

• An agent would be appointed who would inform the port authority, pilot, local P&I
surveyors, port health department, immigrations, customs and other necessary services
required

• The vessel would then enter as “under average”

• Once the ship arrives at the port safely, the owners and charters would declare it “general
average”

• A note of protest is issued, if required

• The classification society is informed

• In case there is any damage to the ship’s structure, the insurance agent is informed

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• In case there is damage to the ship’s cargo, P&I club is informed

• If required, arrangement of cargo discharge, transhipment or warehousing of cargo is made

• GA bond (general average bond) and GA (general average) guarantee are provided in case
the voyage is terminated

• Once the surveyors are finished with their reports, tenders are called for repairs in
association with Salvage Association Surveyor and Insurance agent

• Completion of repairs are followed by another inspection by the class

• If the ship is found sea worthy an interim certificate is issued for the final certificate

• Once the ship is allowed to continue for voyage, reloading of cargo is carried out

• The note of protest would be extended with the details of damage and repairs

• All bills are then paid by the port agent

• Relevant documents are sent to the owners for onward transmission to average adjuster

• The ship enters vessel outwards on receiving custom outward clearance

• The voyage can then be safely continued

Q11 Salvage and Towing

Ans- Towage is the act of having one ship or boat pull (tow) another. The puller is referred to as
the tug, while the vessel pulled is referred to as the tow. Ships specialized for towing are called
tugboats.

Conventionally, towage is defined as “the employment of one vessel to expedite the voyage of
another, when nothing more is required than the accelerating of her progress”. Apart from
accelerating vessels, acquiring towage service is a common practice for towing barges, platform of
drilling oil, floating ship yards, etc. Along with the development of sea carriage business and oil
drilling business, many towage service providers are set up nowadays.

Towage is based upon the employment of one vessel by another which means a contract to employ
that vessel. In most cases, contract will be in a standard form and part of this work will be taken up
by a detailed consideration of the standard form contracts in most common use.

Towage contract characteristics

1. Tugs are not common carriers in respect of the vessels they tow.

Is defined as Common Carrier the one who runs the business of trade of carrying goods and is
usually employed by shippers. Common carriers for reward are absolutely responsible for the goods
they carry. However, no English or Commonwealth decision has held a tug owner liable as a
common carrier in respect of the vessel towed. So, in case of any loss or damage to the tow, the
burden of proving fault lies on the tugs owner.

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2. Towage contracts are not contracts.

Ordinary principles of contract law are applied to towage contracts. The towage contracts are not
contracts in which one party is under a fundamental duty to disclose all material facts within the
parties’ knowledge and surrounding circumstances.

However, admirality court still retains a general equitable jurisdiction to declare invalid and to
refuse to enforce certain towage agreements if it is considered to be seriously inequitable to one
party or the other. This jurisdiction has been applied to some cases where there has been a lack of
disclosure.

These principles were taken up and considered in somewhat unusual case of The Unique Mariner.
The Unique Mariner ran aground off the coast of Indonesia and her owners cabled the master
notifying him that a suitable tug was to be dispatched from Singapore. By chance, the defendants’
tug Salvaliant was in the area already and approached the other vessel. The master of the Unique
Mariner, mistakenly believing that the Salvaliant was the tug sent by the owners, signed the Lloyd’s
Standard Form of Salvage Agreement: “No Cure No Pay”. On learning that another tug (the one
arranged by the owners) was on its way, he ordered the master and crew of the Salvaliant to stop
work. The owners then sought to dispute the validity of Agreement. This is an example of the
exercise by the Admiralty Court of its equitable power to treat as invalid, by the reason of serious
unfairness to one party.

3. Authority of the master to enter into a contract to be towed.

The shipmaster is ordinarily authorised to enter into towage contracts which would bind his
principals and towage service providers. However, there are some exceptional cases in the specific
field of towage, Steamship Co. v. Anderson, It is held that a captain cannot bind its owners by every
towage contract which he may think fit to make; it is binding upon them only when the surrounding
circumstances are such to make it reasonable to be made, and also where its terms are reasonable.

4. Authority of the master to enter into a contract to tow.

The shipmaster of an ordinary ship carrying cargo or performing a charter must be very circumspect
in committing his owners to the performance of a towage contract. The interests of cargo owners or
other parties involved in the contract of affreightment must be considered. Whenever a tug towing a
vessel under contract, the original voyage is interrupted which means it will amount to a breach of
contract by the shipowner, unless it is allowed by the terms and condition of the bill of lading or
charterparty. The principals of the shipmaster are entitled to either authorize his shipmaster to enter
a towage contract or to limit his authority to certain extent.

5. Jurisdiction

Any claim in the nature of towage in respect of a ship is within the jurisdiction of the Admiralty
Court. The plaintiff can take advantage of the special feature of Admiralty jurisdiction, it is the right
to proceed in rem, which means the plaintiff can sue against the ship itself. However, actions in
respect of towage are capable of being “true” actions in rem. A true action in rem is one which may
be brought against the ship no matter who the owner is and these kinds of actions therefore survive
a change of ownership after the cause of action has accrued, even though the new owner may have
bought in good faith without notice of the claim. True actions in rem include cases in which there is
a maritime lien on the ship for the amount claimed, but towage confers no such right.

What is Salvage??

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-When a ship suffers a casualty, or is otherwise in a position of peril, the master must decide as a
matter of urgency and request for towage services, where it is contract it is towage and where LOF
is accepted its known as salvage.

Distinction between towage and salvage

1) The purpose of contract:

The purpose of towage contract is to offer towing service to a vessel by tugs, while the purpose of
salvage is to save vessels which are in danger.

2) The tugged vessels are in different conditions

In towage contract, the tugged vessel should be in normal condition without certain extent of risk;
while in salvaged, the salved vessel or other maritime property are usually under risk.

3) Remuneration/reward difference

In towage contract, the hirer’s reward of providing towage service depends mainly on the condition
of towed vessels and the distance of towage. The towage fee and payment are usually mentioned in
the contract in advance. However, in salvage, the reward of a salvor is based on “No Cure No Pay”,
“reward less than the value of the salved ship or property” principals. In general, the reward of
salvage is higher than the remuneration of towage.

4) Need for a contract

Although there is nothing to prevent one vessel gratuitously giving another a tow, the right of a tug
or other towing vessel to payment always depends on contract whether express or implied. But in
salvage, it does not totally depend on contract and may be rewarded even though the shipmaster of
the salved ship has declined the offer of assistance.

5) No need for success

The need of success is a feature of salvage, but not of towage. It is a necessary element of a salvage
claim because salvage awards can not exceed the value of the salved vessel or properties. The right
to payment on towage will depend on the construction of the contract rather than the success of the
venture.

6) Absence of lien(A lien is a claim or legal right against assets that are typically used as collateral to satisfy a debt)

There is no maritime lien on the tow for the payment of the towage price fixed in the towage
contract whereas a tugowner has a maritime lien over property salved.

Q 12 - LLoyd’s open form

Ans-LOF 2020

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Arbitration and the LSA Clauses: The Contractors’ remuneration and/or special compensation shall
be determined by arbitration in London in the manner prescribed by Lloyd’s Salvage Arbitration
Clauses (“the LSAC”) in force at the date of this agreement. Theprovisions of the said LSAC are
deemed to be incorporated in this agreement and form an integral part here of. Anyother difference
arising out of this agreement or the operations here under shall be referred to arbitration in the
sameway.

Scope of authority:The Master or other person signing this agreement onbehalf of the property
identified in Box 2 enters into this agreement as agent for the respective owners thereof and binds
each (but not the one for the other or himself personally) to the due performance thereof.

IMPORTANT NOTICES

1 Salvage security.

As soon as possible the owners of the vessel should notify the owners of other property onboard
that this agreement has been made. If the Contractors are successful the owners of such property
should note that it will become necessary to provide the Contractors with salvage security promptly
in accordance with Clause 4 of the LSAC referred to in Clause I. The provision of General Average
security does not relieve the salved interests of their separate obligation to provide salvage security
to the Contractors.

2 Incorporated provisions.

Copies of the applicable ScopicClause and LSAC in force at the date of this agreement may be
obtained from (i) the Contractors or (ii) the Salvage Arbitration Branch at Lloyd’s, One Lime Street,
London EC3M7HA.3Awards. The Council of Lloyd’s is entitled to make available the Award,
Appeal Award and Reasons onwww.lloydsagency.com(the website) subject to the conditions set out
in Clause 13of the LSAC

4 NotificationtoLloyd’s.

The Contractors shall within 14days of their engagement to render services under this Agreement
notify the Council of Lloyd’s of their engagement andf orward the signed agreement or a true copy
thereof to the Council as soon as possible. A copy of any other agreement that amends or varies the
provisions or terms of this Agreement must also be provided to the Council as soon as possible. The
Council will not charge for suchnotification.

Article 13 - Criteria for fixing the reward

1. The reward shall be fixed with a view to encouraging salvage operations, taking into account the
following criteria without regard to the order in which they are presented below:

(a) the salved value of the vessel and other property;

(b) the skill and efforts of the salvors in preventing or minimizing damage to the environment;

(c) the measure of success obtained by the salvor;

(d) the nature and degree of the danger;

(e) the skill and efforts of the salvors in salving the vessel, other property and life;

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(f) the time used and expenses and losses incurred by the salvors;

(g) the risk of liability and other risks run by the salvors or their equipment;

(h) the promptness of the services rendered;

(i) the availability and use of vessels or other equipment intended for salvage operations;

(j) the state of readiness and efficiency of the salvor's equipment and the value thereof.

2. Payment of a reward fixed according to paragraph 1 shall be made by all of the vessel and other
property interests in proportion to their respective salved values. However, a State Party may in its
national law provide that the payment of a reward has to be made by one of these interests, subject
to a right of recourse of this interest against the other interests for their respective shares. Nothing in
this article shall prevent any right of defence.

3. The rewards, exclusive of any interest and recoverable legal costs that may be payable thereon,
shall not exceed the salved value of the vessel and other property.

Artcle 14-Special compensation.

In the late 80s, with few of the infamous oil pollution incidents, it became a necessity to encourage
salvor to take up the high risk salvage contract where potential oil pollution and marine
environment was involved and for this reason a special compensation under article 14 was
introduced in salvage convention which was also the main distinguishing thing from Brussel’s
convention.

As per Article 14 “if the salvor by his salvage operations has prevented or
minimised damage to the environment, salvor is entitled for a special
compensation equivalent to his expenses which can be increased up to 30% to
100% of the expenses under certain circumstances. These expenses were to be
born by ship owners and this was the first time when P&I clubs were also
involved in salvage operation as they had to pay these expenses on owners
behalf.”

Both Salvor and the ship owners had few concerns with Article 14. Shipowners and P&I clubs were
concerned that Salvor could unnecessarily prolong the salvage operation to claim more expenses
under special compensation. Also the the Hull underwriters might delay the decision to declare the
vessel as “Total Constructive loss” as they would have nothing to loose by delaying their decision.

Salvor’s concerns mainly were to the applicability of article 14 as this was only applicable in
coastal and inland waters and it only applied if there was a threat to the environment which they had
to prove.

SCOPIC clause (Special Compensation P&I Club Clause)

There were number of discussions to solve the limitations of article 14 and various solutions were
discussed including a revision of existing salvage convention but it was finally decided to
incorporate SCOPIC clause in the Lloyds open form (LOF) with no changes in the salvage
convention. LOF is the contract form between the salvor and owner of the ship.

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SCOPIC clause once invoked substitutes article 14. SCOPIC clause solved two concerns for salvors.
One, SCOPIC once invoked was applicable in all geographical locations and was not limited to
coastal and inland sea. Also SCOPIC was applicable even if there was no threat to the environment
and second, SCOPIC clause required security of USD 2 millions which made the salvor sure of the
payments.

The developments in salvage conventions has been to encourage Salvors to perform even the high
risk salvage operation and at same time to ensure that Salvors do not take advantage of their rights
as per Salvage conventions and introducing SCOPIC clause in LOF was one such step.

As per para 2 of SCOPIC clause “The Contractor shall have the option to invoke
by written notice to the owners of the vessel the SCOPIC clause set out hereafter at
any time of his choosing regardless of the circumstances and, in particular,
regardless of whether or not there is a “threat of damage to the environment”.

So It is upto Salvor if he wants to invoke SCOPIC or not and he can invoke it at any time. The
question is what will make Salvor decide if he should invoke SCOPIC or not ?

With SCOPIC clause the Salvor is absolutely certain of at least recovering his expenses. If at any
time the salvor feels that he might not be able to save the property, he would want to invoke
SCOPIC clause as if he doesn’t , he will not get any compensation on the principal of “NO CURE
NO PAY”. He would get to recover his expenses under article 14 only if there is threat to
environment, which again he has to prove. But then the question is what is stopping him to invoke
SCOPIC at the start of the contract ? and the answer lies in the para 7 of the SCOPIC clause which
states

“If the SCOPIC clause is invoked under sub-clause 2 hereof and the Article 13
Award or settlement under the Main Agreement is greater than the assessed
SCOPIC remuneration then, notwithstanding the actual date on which the
SCOPIC remuneration provisions were invoked, the said Article 13 Award or
settlement shall be discounted by 25% of the difference between the said Article 13
Award or settlement and the amount of SCOPIC remuneration that would have
been assessed had the SCOPIC remuneration provisions been invoked on the first
day of the services”.

Which mean that if SCOPIC clause is invoked and the salvor was able to save property and hence
was eligible for award as per article 13, his reward would be reduced by 25%. So if the salvor is
very much certain for success of salvage, he would not invoke SCOPIC clause.

Q13- Salvage convention

Ans-Adoption: 28 April 1989; Entry into force: 14 July 1996

The Convention replaced a convention on the law of salvage adopted in Brussels in 1910 which
incorporated the "'no cure, no pay" principle under which a salvor is only rewarded for services if
the operation is successful.

Although this basic philosophy worked well in most cases, it did not take pollution into account. A
salvor who prevented a major pollution incident (for example, by towing a damaged tanker away
from an environmentally sensitive area) but did not manage to save the ship or the cargo got

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nothing. There was therefore little incentive to a salvor to undertake an operation which has only a
slim chance of success.

The 1989 Convention seeks to remedy this deficiency by making provision for an enhanced salvage
award taking into account the skill and efforts of the salvors in preventing or minimizing damage to
the environment.

Special compensation
The 1989 Convention introduced a "special compensation" to be paid to salvors who have failed to
earn a reward in the normal way (i.e. by salving the ship and cargo).

Damage to the environment is defined as "substantial physical damage to human health or to marine
life or resources in coastal or inland waters or areas adjacent thereto, caused by pollution,
contamination, fire, explosion or similar major incidents."

The compensation consists of the salvor's expenses, plus up to 30% of these expenses if, thanks to
the efforts of the salvor, environmental damage has been minimized or prevented. The salvor's
expenses are defined as "out-of-pocket expenses reasonably incurred by the salvor in the salvage
operation and a fair rate for equipment and personnel actually and reasonably used".

The tribunal or arbitrator assessing the reward may increase the amount of compensation to a
maximum of 100% of the salvor's expenses, "if it deems it fair and just to do so".

If, on the other hand, the salvor is negligent and has consequently failed to prevent or minimize
environmental damage, special compensation may be denied or reduced. Payment of the reward is
to be made by the vessel and other property interests in proportion to their respective salved values.

Q14-Wreck removal convention

Ans-The Nairobi International Convention on the Removal of Wrecks, 2007, also known as the
Wreck Removal Convention (“WRC”), entered into force on April 14, 2015. More than 50 states
have now ratified the WRC.

The WRC includes a requirement for owners of vessels 300 GT and higher to have compulsory
insurance to provide for wreck removal costs.

While P&I Clubs are familiar with the WRC and providing the required proof of compulsory wreck
removal insurance, the extension of the WRC provisions to territorial seas and to domestic vessels
means that shipowners will likely be looking more and more to non-P&I Club insurers for the
necessary insurance. Shipowners operating only domestically may be more accustomed to relying
upon the non-P&I Club marine insurers by reason of pricing or their country’s licensing
requirements which limit P&I Club participation in their market. P&I Clubs themselves may be risk
adverse to accepting barges used only in domestic voyages (often ranging from 500 GT to 5000
GT).

The nature of the compulsory insurance required as by the WRC is not always well understood
outside of the P&I Club market.

Insurance or financial guarantee?

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The management of multi-line insurance companies might be surprised to discover that including
Wreck Removal Insurance in their marine insurance offering goes well beyond the coverages
provided by traditional marine insurance.

Article 12 of the WRC imposes a compulsory insurance regime for vessels 300 GT and up (“Wreck
Removal Insurance”)

The word “insurance” as used by the WRC, is a fundamental misnomer because the insurer has no
contractual defences under the Wreck Removal Insurance policy. The policy must allow for rights
of direct action against the insurer. The Wreck Removal Insurance required by the WRC is really a
financial guarantee issued by the insurer (or other party) to reimburse third parties for wreck
removal and other costs if the owner of a vessel fails to do so.

Under Article 10 of the WRC, the only defences available to a vessel owner to avoid paying for
wreck removal costs are if the maritime casualty:

• resulted from an act of war, hostilities, civil war, insurrection, or a natural phenomenon of an
exceptional, inevitable and irresistible character;
• was wholly caused by an act or omission done with intent to cause damage by a third party;
or
• was wholly caused by the negligence or other wrongful act of any government or other
authority responsible for the maintenance of lights or other navigational aids in the exercise
of that function.

It will likely be difficult to satisfy the very high bar of “wholly caused by” because a casualty
typically arises from a plurality of events.

The party providing Wreck Removal Insurance can rely on the WRC Article 10 defences and one
additional defence: if “the maritime casualty was caused by the wilful misconduct of the registered
owner”.

This means that a wreck removal claim must still be paid out under Wreck Removal Insurance even
if a maritime casualty occurs when:

• the vessel is sailing hundreds of miles outside of its trading warranty set out in its insurance
policies;
• the vessel is unseaworthy, i.e. the captain is incompetent due to being illegally impaired by
drugs or alcohol;
• the vessel is being used for an illegal purpose such as importing illicit drugs; or
• the owner of the vessel failed to comply with any warranty in its insurance policies to
perform repairs specified in a survey report within a certain period of time.

Therefore, insurers may want to include express provisions in the Wreck Removal Insurance
policies to entitle them to at least attempt to recover from the insured any amount paid out for
claims that may have been caused or contributed to by a breach of that contract, or the underlying
hull and machinery or P&I insurance policies for the vessel.

Cap to wreck removal insurance

In exchange for providing the guarantee of financial responsibility, the party providing the Wreck
Removal Insurance is permitted to limit its liability to the vessel’s limitation amount pursuant to the
Convention on Limitation of Liability for Maritime Claims (the “Limitation Convention”). This is

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important because in some countries, such as Canada, vessel owners themselves cannot avail
themselves of limitation for wreck removal claims. Even if the state involved has exempted claims
related to wreck removal from the Limitation Convention, the insurer can limit its liability under the
Wreck Removal Insurance.

However, this may be of limited comfort because under the Limitation Convention the property
damage limitation amount for a 300 GT vessel is approximately US$2 million (the limitation
amount increases as the vessel gets larger). This is still a very significant amount to pay out in
circumstances that an insured may be in breach of its underlying marine insurance policies.

One other difficulty which may be encountered by the non-P&I Club market is the fact that the
limitation of liability in many countries is based on special drawing rights (SDRs), which is a
currency used for international conventions based on an averaging of five international currencies
(the US dollar, euro, Japanese yen, British pound sterling and Chinese renminbi). During the last
five years, the value of 100 SDRs has ranged from a low of US$122 to a high of US$151 and it can
fluctuate throughout the day just like any other currency. Therefore, the Wreck Removal Insurance
is for a maximum amount that can vary significantly even over the course of a one-year policy.

Extension to territorial seas

Under the WRC, a state may extend the application of the WRC and the obligation to carry Wreck
Removal Insurance to its territorial seas. To date, more than 20 countries have assented to the
territorial extension under Article 3(2) of the WRC including Canada, Denmark, Finland, France,
Japan, Panama, Sweden and the United Kingdom.

A county’s territorial sea normally extends 12 nautical miles from the coastal baseline. If states do
not extend the scope of the Convention, incidents in their territorial waters will remain subject to
domestic law and the provisions of the Convention (including the compulsory insurance regime)
will not apply.

As more countries extend the application of the WRC to their territorial seas, some countries are
applying the obligation to have Wreck Removal Insurance to vessels under 300 GT. Denmark
requires vessels as small as 20 GT to have Wreck Removal Insurance. Canada is also considering a
lower tonnage requirement.

P&I clubs and blue cards

The need for Wreck Removal Insurance to satisfy the WRC will spill over into the non-P&I club
marine insurance market because the application of the WRC is so broad.

International P&I Clubs are accustomed to issuing “Blue Cards” as proof of the necessary financial
security required by other maritime conventions dealing with liability and compensation (i.e.
International Convention on Civil Liability for Oil Pollution Damage the “CLC,” and International
Convention on Civil Liability for Bunker Oil Pollution Damage, 2001, or the “Bunkers
Convention”).

The application of the CLC and the Bunkers Convention to vessels is much narrower than the
application of the WRC to the world’s fleet.

The CLC only applies to tankers carrying persistent oil in excess of 2,000 tonnes and the Bunkers
Convention only applies to vessels over 1,000 GT with fuel on board to operate machinery or the
vessel itself. The liability risks for these larger vessels is more often placed with P&I Clubs.

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The WRC, on the other hand, applies to vessels as small as 300 GT. Under the Bunkers Convention
and the CLC, Canada issued 750 certificates evidencing compliance per year. This is expected to
increase four-fold to 3,000 certificates with those vessels that are now required to have proof of
financial compliance under the WRC.

In Canada, many hundreds of barges are now captured by the requirement to have Wreck Removal
Insurance even where the value of the barge itself may be insignificant. A number of the barges
may not qualify for hull insurance which makes it even more difficult for them to obtain
compulsory Wreck Removal Insurance, especially in the currently constrained insurance
marketplace.

As more and more countries ratify the WRC and extend its application to their territorial seas, the
WRC’s Wreck Removal Insurance provisions create a much bigger footprint than the existing
conventions which also require some form of compulsory insurance representing a financial
guarantee.

Conclusion: Impact of the WRC on the marine insurance industry

In order to stay competitive in the commercial marine business, we expect that both dedicated
marine underwriters and multi-line insurers insuring vessels operating within territorial seas of a
country waters will have to offer Wreck Removal Insurance. As insurers cannot rely upon any
contractual or statutory defences before paying wreck removal claims up to about US$2 million,
those insurers may refuse to insure any vessels that are not the highest quality and therefore, least
likely to be involved in a wreck removal claim. Insurers may decide to add recovery provisions to
their contracts if claims are paid out to third parties notwithstanding breaches by the insured of the
underlying insurance policies. If it becomes difficult or prohibitive to buy Wreck Removal
Insurance due to its cost or strict terms, the obligation to do so may be ignored by the owners of the
very vessels that are most likely to become wrecks. The end result, we predict, is that barges and
old, large ships will be hidden away on coasts without any insurance whatsoever – out of sight, out
of mind, until a casualty occurs.

Q15- LLMC covention

Ans-Amendments to increase the limits of liability in the 1996 Protocol to amend the Convention
on Limitation of Liability for Maritime Claims, 1976 (LLMC Protocol 1996) enter into force (8
June 2015), raising the amount claimable for loss of life or personal injury on ships (not exceeding
2,000 gross tonnage) to 3.02 million Special Drawing Rights (SDR), up from 2 million SDR
(additional amounts are claimable on larger ships).

The 1976 LLMC Convention sets specified limits of liability for certain types of claims against
shipowners:

• Claims for loss of life or personal injury, and

• Other claims, such as property claims (including damage to other ships, property or harbour
works), delay, bunker spills, pollution damage, etc.

The Convention also allows for shipowners and salvors to limit their liability except if “it is proved
that the loss resulted from his personal act or omission, committed with the intent to cause such loss,
or recklessly and with knowledge that such loss would probably result”.

Taking into account the experience of historic claims, as well as the impact of inflation rates, the
limits in the LLMC Protocol 1996 were raised and subsequently adopted in 2012 by IMO’s Legal

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Committee when it met for its 99th session, following a proposal to increase the limits submitted by
20 State Parties to the LLMC Protocol.

The LLMC Protocol has 50 Contracting States, which between them represent 57.41% of the world
merchant shipping tonnage (as at 8 June 2015).

New limits:

The amendments to the LLMC Protocol 1996 raise the limits as follows:

The limit of liability for claims for loss of life or personal injury on ships not exceeding 2,000 gross
tonnage is 3.02 million Special Drawing Rights (SDR) (up from 2 million SDR).

For larger ships, the following additional amounts are used in calculating the limitation amount:

• For each ton from 2,001 to 30,000 tons, 1,208 SDR (up from 800 SDR)
• For each ton from 30,001 to 70,000 tons, 906 SDR (up from 600 SDR)
• For each ton in excess of 70,000, 604 SDR (up from 400 SDR).

The limit of liability for property claims for ships not exceeding 2,000 gross tonnage is 1.51 million
SDR (up from 1 million SDR).

For larger ships, the following additional amounts are used in calculating the limitation amount:

• For each ton from 2,001 to 30,000 tons, 604 SDR (up from 400 SDR)
• For each ton from 30,001 to 70,000 tons, 453 SDR (up from 300 SDR)
• For each ton in excess of 70,000 tons, 302 SDR (up from 200 SDR)

Q16 IGF code

Ans-International Code of Safety for Ship Using Gases or Other Low-flashpoint Fuels (IGF
Code)

Mandatory IGF Code for ships using gases or other low-flashpoint fuels enters into force on 1
January 2017, along with new training requirements for seafarers working on those ships.

The purpose of the International Code of Safety for Ship Using Gases or Other Low-flashpoint
Fuels is to provide an international standard for ships, other than vessels covered by the IGC Code,
operating with gas or low-flashpoint liquids as fuel.

The basic philosophy of the Code is to provide mandatory criteria for the arrangement and
installation of machinery, equipment and systems for vessels operating with gas or low-flashpoint
liquids as fuel to minimize the risk to the ship, its crew and the environment, having regard to the
nature of the fuels involved.

Throughout the development of the Code it was recognized that it must be based upon sound naval
architectural and engineering principles and the best understanding available of current operational
experience, field data and research and development. Due to the rapidly evolving new fuels
technology, the Organization will periodically review the Code, taking into account both experience
and technical developments.

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The Code addresses all areas that need special consideration for the usage of the gas or low-
flashpoint liquids as fuel. The basic philosophy of the IGF Code considers the goal based approach
(MSC.1/Circ.1394). Therefore, goals and functional requirements were specified for each section
forming the basis for the design, construction and operation.

In this respect the goal of the Code is to provide criteria for the arrangement and installation of
machinery for propulsion and auxiliary purposes, using natural gas as fuel, which will have an
equivalent level of integrity in terms of safety, reliability and dependability as that which can be
achieved with a new and comparable conventional oil fuelled main and auxiliary machinery.

Amendments to the International Convention for the Safety of Life at Sea (SOLAS) require new
ships using gases or other low-flashpoint fuels to comply with the requirements of the IGF code,
which contains mandatory provisions for the arrangement, installation, control and monitoring of
machinery, equipment and systems using low-flashpoint fuels, focusing initially on liquefied natural
gas (LNG).

The amendments to SOLAS chapter II-1 (Construction – Structure, subdivision and stability,
machinery and electrical installations), include amendments to Part F Alternative design and
arrangements, to provide a methodology for alternative design and arrangements for machinery,
electrical installations and low-flashpoint fuel storage and distribution systems; and a new Part G
Ships using low-flashpoint fuels, to add new regulations to require ships constructed after the entry
into force on 1 January 2017 to comply with the requirements of the IGF Code. Related
amendments to chapter II-2 and Appendix (Certificates) also enter into force.

Q17-III code( triple I code)/ IMO Implement of IMO instruments code

Ans-The IMO Assembly adopted the Triple I Code (IMO Implementation of IMO Instruments
Code or III Code) in December 2013. The requirements for compliance with the Code were also
adopted as amendments to the IMO Conventions. The old voluntary IMO audit scheme, VIMSAS,
is now superseded by a new mandatory audit scheme using the III Code as a basis.

Audits for all flag States will take place every 7 years and The III Code has some very clear
expectations for flag States in Sections 42, 43 and 44.

· Section 42

· A Flag State should, on a periodic basis, evaluate its performance with respect to the
implementation of administrative processes, procedures and resources necessary to meet its
obligations as required by the international instruments to which it is a party.

· Section 43

· Measures to evaluate the performance of flag States should include, inter alia, port state control
detention rates, flag State inspection results, casualty statistics, communication and information
processes, annual loss statistics (excluding constructive total losses (CTLs)), and other performance
indicators as may be appropriate, to determine whether staffing, resources and administrative
procedures are adequate to meet its flag State obligations.

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The III Code and OHQ Cloud

All the listed parameters in Section 44 are recommended, the ones in Section 43 are should and flag
states must be able to track these indicators. It is clear that the IMO expects flag states to be able to
access this type of statistical data and to be using it as a tool to inform decisions and performance
evaluations. Oceans Cloud is the ultimate resource for easily collecting and storing this data as well
as for extracting meaningful statistics on it.

# Structure of IMO-

The Organization consists of an Assembly, a Council, five main Committees and a number of Sub-
Committees support the work of the main technical committees.

The Organization consists of an Assembly, a Council and five main Committees: the Maritime
Safety Committee; the Marine Environment Protection Committee; the Legal Committee; the
Technical Cooperation Committee and the Facilitation Committee and a number of Sub-
Committees support the work of the main technical committees.

For summary reports on the work of the Committees and Sub-Committees, please see the Meetings
section.

Assembly

This is the highest Governing Body of the Organization. It consists of all Member States and it
meets once every two years in regular sessions, but may also meet in an extraordinary session if
necessary. The Assembly is responsible for approving the work programme, voting the budget and
determining the financial arrangements of the Organization. The Assembly also elects the Council.

Council

The Council is elected by the Assembly for two-year terms beginning after each regular session of
the Assembly.

The Council is the Executive Organ of IMO and is responsible, under the Assembly, for supervising
the work of the Organization. Between sessions of the Assembly the Council performs all the
functions of the Assembly, except the function of making recommendations to Governments on
maritime safety and pollution prevention which is reserved for the Assembly by Article 15(j) of the
Convention.

Other functions of the Council are to:

1. coordinate the activities of the organs of the Organization;

2. consider the draft work programme and budget estimates of the Organization and submit
them to the Assembly;
3. receive reports and proposals of the Committees and other organs and submit them to the
Assembly and Member States, with comments and recommendations as appropriate;
4. appoint the Secretary-General, subject to the approval of the Assembly;
5. enter into agreements or arrangements concerning the relationship of the Organization with
other organizations, subject to approval by the Assembly.

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Council members for the 2020-2021 biennium

Category (a) 10 States with the largest interest in providing international shipping services:

China, Greece, Italy, Japan, Norway, Panama, Republic of Korea, Russian Federation, United
Kingdom, United States.

Category (b) 10 States with the largest interest in international seaborne trade:

Argentina, Australia, Brazil, Canada, France, Germany, India, the Netherlands, Spain and the
United Arab Emirates.

Category (c) 20 States not elected under (a) or (b) above, which have special interests in maritime
transport or navigation and whose election to the Council will ensure the representation of all
major geographic areas of the world:

Bahamas, Belgium, Chile, Cyprus, Denmark, Egypt, Indonesia, Jamaica, Kenya, Kuwait, Malaysia,
Malta, Mexico, Morocco, Peru, the Philippines, Singapore, South Africa, Thailand and Turkey.

Maritime Safety Committee (MSC)

The MSC is the highest technical body of the Organization. It consists of all Member States. The
functions of the Maritime Safety Committee are to "consider any matter within the scope of the
Organization concerned with aids to navigation, construction and equipment of vessels, manning
from a safety standpoint, rules for the prevention of collisions, handling of dangerous cargoes,
maritime safety procedures and requirements, hydrographic information, log-books and
navigational records, marine casualty investigations, salvage and rescue and any other matters
directly affecting maritime safety".

The Committee is also required to provide machinery for performing any duties assigned to it by the
IMO Convention or any duty within its cope of work which may be assigned to it by or under any
international instrument and accepted by the Organization. It also has the responsibility for
considering and submitting recommendations and guidelines on safety for possible adoption by the
Assembly.

The expanded MSC adopts amendments to conventions such as SOLAS and includes all Member
States as well as those countries which are Party to conventions such as SOLAS even if they are not
IMO Member States.

The Marine Environment Protection Committee (MEPC)

The MEPC, which consists of all Member States, is empowered to consider any matter within the
scope of the Organization concerned with prevention and control of pollution from ships. In
particular it is concerned with the adoption and amendment of conventions and other regulations
and measures to ensure their enforcement.

The MEPC was first established as a subsidiary body of the Assembly and raised to full
constitutional status in 1985.

Sub-Committees

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The MSC and MEPC are assisted in their work by a number of sub-committees which are also open
to all Member States:

• Sub-Committee on Human Element, Training and Watchkeeping (HTW);

• Sub-Committee on Implementation of IMO Instruments (III);
• Sub-Committee on Navigation, Communications and Search and Rescue (NCSR);
• Sub-Committee on Pollution Prevention and Response (PPR);
• Sub-Committee on Ship Design and Construction (SDC);
• Sub-Committee on Ship Systems and Equipment (SSE); and
• Sub-Committee on Carriage of Cargoes and Containers (CCC).

Legal Committee

The Legal Committee is empowered to deal with any legal matters within the scope of the
Organization. The Committee consists of all Member States of IMO. It was established in 1967 as a
subsidiary body to deal with legal questions which arose in the aftermath of the Torrey Canyon
disaster.

The Legal Committee is also empowered to perform any duties within its scope which may be
assigned by or under any other international instrument and accepted by the Organization.

Technical Cooperation Committee

The Technical Cooperation Committee is required to consider any matter within the scope of the
Organization concerned with the implementation of technical cooperation projects for which the
Organization acts as the executing or cooperating agency and any other matters related to the
Organization's activities in the technical cooperation field.

The Technical Cooperation Committee consists of all Member States of IMO, was established in
1969 as a subsidiary body of the Council, and was institutionalized by means of an amendment to
the IMO Convention which entered into force in 1984.

Facilitation Committee

The Facilitation Committee was established as a subsidiary body of the Council in May 1972, and
became fully institutionalised in December 2008 as a result of an amendment to the IMO
Convention. It consists of all the Member States of the Organization and deals with IMO's work in
eliminating unnecessary formalities and "red tape" in international shipping by implementing all
aspects of the Convention on Facilitation of International Maritime Traffic 1965 and any matter
within the scope of the Organization concerned with the facilitation of international maritime traffic.
In particular in recent years the Committee's work, in accordance with the wishes of the Assembly,
has been to ensure that the right balance is struck between maritime security and the facilitation of
international maritime trade.

Secretariat

The Secretariat of IMO consists of the Secretary-General and some 300 international personnel
based at the headquarters of the Organization in London.

The Secretary-General of the Organization is Mr. Kitack Lim (Republic of Korea) who was
appointed to the position with effect from 1 January 2016, for an initial four-year term.

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