ASM Oral Exam Notes (Part-2) by Rohan Dsouza-3

ADVANCED SHIPBOARD MANAGEMENT
(ASM) NOTES (PART-2)

FOR ORAL EXAMS
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ASM ORAL NOTES PREPARED BY: ROHAN D’SOUZA
Advanced Shipboard Management

Oral Examination Notes
By Rohan D’souza
INDEX
Part – 2
Sr. No Topic(s) Page No.

9 INTERNATIONAL REGULATIONS 03
10 M.S. ACT 112
11 SOLAS, LSA & FFA 138
12 MARPOL 229
13 CARGO 266
14 MISC. 335
15 IMPORTANT NUMBERS 415
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ASM ORAL NOTES BY ROHAN D’SOUZA INT’L REGULATIONS
INTERNATIONAL REGULATIONS
ISM CODE
What are the elements of ISM Code and how will your ensure its implementation?
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Elements of the ISM Code are:
1. General
2. Safety and Environmental Protection Policy
3. Company Responsibilities and Authority
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4. Designated Person(s)
5. Master‟s Responsibilities and Authority
6. Resources and personnel
7. Shipboard operations
8. Emergency preparedness
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9. Reports and analysis of non-conformities, accidents and hazardous occurrences
10. Maintenance of the ship and equipment
11. Documentation
12. Company verification, review and evaluation
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13. Certification and periodical verification
14. Interim certification
15. Verification
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16. Forms of certificate
To ensure implementation of ISM Code:
1. I will ensure all my Officers and crew is aware of the requirements of the Company
SMS and are complying with the same.
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2. I will ensure the implementation of the safety and environment protection policy of the
Company.
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3. I will issue appropriate orders and instructions in a clear and simple manner.
4. I will ensure the proper maintenance of occupational health and safety onboard.
5. I will ensure that all MARPOL related equipments are well-maintained and operational.
6. I will ensure a strict compliance with pollution prevention regulations and ensuring any
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violation to be reported and offenders to be made liable for their actions.

7. I will strictly enforce the Company‟s drug and alcohol policy.
8. I will communicate to the DPA all information related to safety and pollution prevention.
9. I will encourage reporting of near misses & discuss them in monthly safety meetings.
10. I will conduct safety meetings monthly or more frequently whenever needed. I will
encourage all crew members to participate in these meetings.

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11. I will ensure that tool box meeting, job hazard analysis and risk assessment are taken
up seriously and not just as a formality.
12. I will ensure proper implementation of the work permit system and full compliance.
13. I will carry out Master‟s navigational audit and other audits randomly to check the
compliance with the SMS.
14. I will carry out Master‟s review of the SMS involving the other officers and crew.
15. I will carry out regular drills and training sessions, briefing and debriefing sessions in
order to ensure that everyone is prepared to deal with any emergency.
16. I will ensure all emergency equipments and systems are always maintained in a
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continuous state of readiness.
17. I will ensure proper functioning of the PMS and monitor its effectiveness. I will ensure
all routine jobs are carried out as per PMS and adequately recorded.
18. I will make proper use of the Master‟s authority and not hesitate to use the overriding
authority given to me in matters related to safety and environmental protection.
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19. I will ensure timely internal and external audits are carried out and proper ISM
certification is maintained onboard and any NC‟s are effectively closed out.
20. I will ensure all incidents, accidents and near-misses are reported to the Office without
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fail using the system provided onboard and as per the SMS.
21. I will not hesitate to request assistance of the shore management team whenever
required.
What are IMO guidelines with regards to implementation of ISM Code? How will you
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motivate your crew to follow SMS?
MSC-MEPC.7/Circ.8 - Revised guidelines for the operational implementation of the ISM

Code by Companies. However, these are guidelines for the Company and no guidelines
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are given for the Master for implementation of SMS onboard.
Resolution A.1022(26) - Revised Guidelines on implementation of the International Safety

Management (ISM) Code by Administrations.
I will motivate my crew to follow SMS by:

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Having informal talks with them explaining them the importance of safety and
importance of complying with the SMS.
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Telling them the requirements of the SMS and the implications in case of non-
compliance.
Telling them the legal implications of violation of any pollution prevention regulation.
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Telling them how the Company has zero-tolerance towards violations.

By emphasizing safety over every other thing and being open towards suggestions and
complaints with regards to safety
Encouraging crew members to participate in the tool box talks and safety meetings.
By including SMS training as part of the onboard training and focusing on the weaker
crew members.

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Describe the Master's role as per ISM.
Master‟s role as per ISM Code Element 5 is:
1. Implementation of the safety and environmental protection policy of the Company

2. Motivating the crew in observance of the policy.
3. Issuing appropriate orders and instructions in a clear and simple manner.
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4. Verifying that specified requirements are observed.
5. Periodically reviewing the SMS and reporting its deficiencies to the shore-based
management.
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What is the role and responsibility of a DPA as per ISM?
As per ISM Code Element 4, the role and responsibility of a DPA are:
1.
2.
3.
4.
5.
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To ensure the safe operation of each ship
To provide a link between the Company and those onboard
Have direct access to the highest level of management.
To monitor the safety and pollution prevention aspects of the operation of each ship
To ensure that adequate resources and shore-based support are applied, as required.
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As per MSC-MEPC.7/Circ.8 - Guidelines for the operational implementation of the ISM
Code by Companies,
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1. The DPA has a key role in the effective implementation of a SMS.

2. The DPA‟s influence and responsibilities should significantly affect the development
and implementation of a safety culture within the Company.
3. The DPA should verify and monitor all safety and pollution prevention activities in the
operation of each ship. This monitoring should include, at least, the following internal
processes:
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a) Communication & implementation of the safety and environmental protection policy.

b) Evaluation and review of the effectiveness of the SMS.
c) Reporting and analysis of non-conformities, accidents and hazardous occurrences.
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Define observation, NC and MNC as per ISM Code. How are they different? What is
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the time limit to close a NC and observation?
As per ISM Code Element 1.1 (Definitions):
A) Observation means a statement of fact made during a safety management audit and
substantiated by objective evidence.

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B) Non-conformity means an observed situation where objective evidence indicates the

non-fulfillment of a specified requirement.
C) Major non-conformity means an identifiable deviation that poses a serious threat to the
safety of the personnel or the ship or a serious risk to the environment that requires
immediate corrective action or the lack of effective and systematic implementation of a
requirement of this Code.
Observation mainly shows an area of concern that is conforming with the ISM code
now but if it is not improved it may lead to the non-conformance with the ISM code. For
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example,
1. Two A/E critical spare parts were not on board as these were recently consumed.
The requisition for same was raised.
2. Two charts were found torn at the end and was found stuck with a tape.
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The observation may require corrective action, however, it is not as urgent as required
in case of a NC or MNC.
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Non conformity is different from an observation as in this case, a specific requirement
of the ISM code was not met. For example,
1. Two A/E critical spare parts were not on board as these were recently consumed.
The inventory was not updated and no requisition was raised for the same.
2. During random checks, one permanent correction on one of the voyage chart was
found to be missing.
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The procedure of dealing with a NC is specified in the SMS. It usually involves filling up
of a NC report form and identifying the root cause, preventive actions, corrective
actions taken, etc. This must be completed within 3 months of identifying and reporting
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of the NC or the given due-date.
Major non-conformity is when there is a deviation that poses a „serious threat‟,

requires „immediate‟ correction and indicates lack of effective and systematic
implementation of the ISM Code. It highlights that there is a systematic failure of one or
more parts of the SMS. It is much more serious than a NC and requires to be corrected
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immediately. A major non-conformity can be because of one single major deficiency or

incident or it can be because of number of small deficiencies from one area. For
example,
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1. a single deficiency on MARPOL equipments or LSA

2. Number of small deficiencies on record keeping
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In other words, a minor non conformity may be an error, something someone forgot to
do or non-compliance on a single instance. A major non compliance is the failure of the
system as a whole and just indicates that the SMS is not effectively implemented. It is
important to handle a MNC quickly and effectively. This will usually involve taking
corrective actions to downgrade the MNC to NC once flag state is satisfied that the
required corrective actions are being taken. The corrective actions to close this NC
need to be completed in less than three months. If the nature of major non conformity

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is very serious, the SMC of the ship may be withdrawn. In this case, even an
interim SMC will not be issued. Ship needs to go through the initial process of
obtaining the SMC which would include initial verification of the SMS. (Refer to IMO
Circular MSC/Circ.1059 - Procedures Concerning Observed ISM Code Major Non-
Conformities).
What is the human element in the ISM Code? How is it addressed in the Code?
ZA
The human element is addressed in the Element 6 of ISM Code: Resource and Personnel
It requires that the ships are in command of a properly qualified Master.

It requires that the master is fully conversant with the Company‟s SMS
It requires that the master is given necessary support for him to perform his duties
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safely.
It requires that the ships are manned with qualified, certificated and medically fit
seafarers in accordance with national and international requirements.
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It requires new personnel to be given proper familiarization with their duties.
It requires all personnel involved in the Company‟s SMS have an adequate
understanding of the relevant rules, regulations, codes and guidelines.
It requires the Company to identify any training needs and ensure such training is
provided for all personnel concerned.
It requires ship‟s personnel to be able to communicate effectively in the execution of
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their duties related to the SMS.
There is an incident onboard. To whom will you report & how? Why is it necessary?
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I will report it to the Company (DPA) as required by Element 9 of the ISM Code on
„Reports and analysis of non-conformities, accidents and hazardous occurrences‟.
I will report it to the Company using the Incident Reporting Form which can be filled up
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digitally as well and sent to the Company in accordance with the procedures laid down in
the Company‟s SMS.
ISM Code requires the SMS to include procedures ensuring that NC‟s, accidents and
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hazardous occurrences are reported to the Company, investigated and analyzed. It is

necessary to report such incidents and near-misses in order to improve safety and
pollution prevention, make necessary changes in procedures, to take preventive measures
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to avoid it in future and so that others may learn from our mistakes.
How will you carry out Master’s review of SMS? Why is it required / necessary?
MSC-MEPC.7/Circ.8 - Guidelines for the operational implementation of the ISM Code by

Companies among other things, gives guidelines to establish the basic principles for
reviewing the SMS.

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The Company should, when needed, review and evaluate the effectiveness of the SMS
in accordance with procedures established by the company. Further, it is one of the
master‟s responsibilities to review the SMS and to report its deficiencies to the shore-
based management.
Management reviews support company‟s efforts in achieving the general safety
management objectives of the ISM Code. Based upon the results of such reviews, the
Company should implement measures to improve further the effectiveness of the
system.
The review should be performed on a periodical basis or when needed, e.g., in case of
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serious system failures. Any deficiencies found during the management review should
be provided with appropriate corrective action taking into account the Company‟s
objectives. The results of such reviews should be brought to the attention of all
personnel involved in a formal way.
The management review should at least take into account the results of the internal
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audits, any NC‟s reported by the personnel, the master‟s reviews, analysis of NC‟s,
accidents and hazardous occurrences and any other evidence of possible failure of the
SMS, like NC‟s by external parties, PSC inspection reports, etc.
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A) I will carry out Master‟s review as required by the Company SMS by firstly reading and
understanding the particular aspect of the SMS in application with the present day
scenario and the effectiveness of its implementation and any issues faced in its
implementation.
B) I will discuss the same with the Management team as applicable and take their opinion
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on the same. I will fill up the Master‟s review form and document the observations or
errors in the SMS if any or if any changes are to be suggested.
C) I will check if any requirement mentioned in the SMS is against the industry practice or
requirements or needs further clarification or editing.
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Importance of Master‟s review:
1. To improve safety management and pollution prevention.

2. To enhance the level of effectiveness and ease of implementation.
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3. To suggest improvements or corrections in the SMS or further additions or

clarifications.
4. To ensure SMS is in line with the industry practices and various regulations.
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5. To highlight the shipboard point of view with regards to implementation of the SMS.
6. To make changes as per changing times and advancing technology, as required.
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What is the difference between review and change?
Review means to identify the need for updating the contents of the SMS or procedures or
providing suggestions to improve the SMS and effectiveness of its implementation.
Change means to verify the review is indeed required to be incorporated in the SMS and
necessary changes are thereafter made by the Company‟s managers and directors.

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For example, a Master‟s review highlights a major error in the SMS which is not in line with
industry practice. This may be amended by the Company and the notification of such an
amendment will be given to all ships. However, if a Master‟s review gives a suggestion
which is not of significance or not practical to be implemented, the same will not be
incorporated as a change or amendment in the SMS.
As a Master, you find some of the SMS procedure is not correct. What will you do?
ZA
I will fill up a Master‟s review form (other than the routine Master‟s review as required by
the Company) and inform the company of the SMS procedure that is not correct. The
Company will thereafter discuss it internally with the Managers and Directors and get the
same amended in the near future, depending on the severity of the case.
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What do you know about the amendments of ISM Code?
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The ISM Code in its current form was adopted in 1993 by Resolution A.741(18) and was
made mandatory with the entry into force, on 1 July 1998, of the 1994 amendments to the
SOLAS Convention, which introduced a new chapter IX into the Convention.
Amendments to the ISM Code:

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Resolution MSC.104(73), adopted in 2000 and entered into force on 1 July 2002. This was
the first and major revision to the Code.
1. Many definitions such as SMS, DOC, SMC, observation, NC, MNC, etc were added.
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2. Chapter 7 (Shipboard operations) was revised to include “including checklists, as

appropriate”.
3. Chapter 13 (Certification, verification & control) was put under Part B and named
„Certification and periodical verification‟.
4. New chapter 14 “Interim verification‟ added.
5. New chapter 15 “Verification‟” added.
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6. New chapter 16 “Forms of certificates” added.

7. Appendix was added which contained forms of DOC and SMC and interim DOC and
interim SMC.
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Resolution MSC.179(79) adopted in 2004 and entered into force on 1 July 2006.
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Only the form of the DOC and SMC was changed. “Completion date of the verification
on which this certificate is based” was added.
Resolution MSC.195(80) adopted in 2005 and entered into force on 1 January 2009.
„Company identification number‟ was added in the form of certificate of DOC and SMC.

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Resolution MSC.273(85) adopted in 2008 and entered into force on 1 July 2010.
In the safety management objectives (1.2.2), “establish safeguards against all

identified risks‟ was replaced by „assess all identified risks to its ships, personnel and
the environment and establish appropriate safeguards‟.
Paragraph 9.2 was replaced with the following text: „the Company should establish
procedures for the implementation of corrective action, including measures intended to
prevent recurrence.‟
Paragraph 12.1 was replaced with following text: „The Company should carry out
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internal safety audits on board and ashore at intervals not exceeding twelve months to
verify whether safety and pollution-prevention activities comply with the safety
management system. In exceptional circumstances, this interval may be exceeded by
not more than three months.‟ Previously, not intervals were mentioned.
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Resolution MSC.353(92) adopted in 2013 and entered into force on 1 January 2015.
1. The existing paragraph 6.2 was replaced with the following text:
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The Company should ensure that each ship is:
a) manned with qualified, certificated and medically fit seafarers in accordance with
national and international requirements; and
b) appropriately manned in order to encompass all aspects of maintaining safe
operations on board*.
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*Refer to the Principles of minimum safe manning, adopted by the Organization by
resolution A.1047(27).
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2. A new paragraph 12.2 is inserted “The Company should periodically verify whether all
those undertaking delegated ISM-related tasks are acting in conformity with the
Company's responsibilities under the Code."
What do you know about the amendments in ISM with regards to cyber crime?
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RESOLUTION MSC.428(98) – „Maritime cyber risk management in Safety Management

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Systems‟ recommends that:
Approved SMS should take into account cyber risk management in accordance with
the objectives and functional requirements of the ISM Code.
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Administrations should ensure that cyber risks are appropriately addressed in SMS no
later than the first annual verification of the company's Document of Compliance after 1
January 2021.
Necessary precautions should be taken to preserve the confidentiality of certain
aspects of cyber risk management.

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MSC-FAL.1/Circ.3 – „Guidelines on Maritime Cyber Risk Management‟ provides high-level

recommendations for maritime cyber risk management that can be incorporated into
existing risk management processes and are complementary to the safety and security
management practices established by IMO.
What are the functions of SMS?
Following are the functional requirements of a SMS given in Paragraph 1.4 of ISM Code:
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1. A safety and environmental-protection policy;
2. Instructions and procedures to ensure safe operation of ships and protection of the
environment in compliance with relevant international and flag State legislation;
3. Defined levels of authority and lines of communication between, and amongst, shore
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and shipboard personnel;
4. Procedures for reporting accidents and non-conformities;
5. Procedures to prepare for and respond to emergency situations; and
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6. Procedures for internal audits and management reviews.
What do you understand by ‘additional verification of SMS’?
Additional verification is any verification other than initial, intermediate and renewal
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verification. It is usually required if the vessel has received a Major NC or when the ship in
involved in a major accident, or detained by PSC or for any other reason where such an
additional verification is necessary.
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Following the downgrading of a major non-conformity, at least one additional audit

should be carried out on board the ship within the time frame indicated in the agreed
corrective action plan to verify that effective actions have been taken. (Refer to IMO
Circular MSC/Circ.1059 - Procedures Concerning Observed ISM Code Major Non-
Conformities).
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If the SMC or DOC audits identify many NC‟s, an additional audit may be necessary,
depending on the nature of the NC‟s identified. The Company is responsible for
applying for any follow-up audit required by the auditor.
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Additional verification of DOC may also be required in the case of major restructuring
of the system (for example, the establishment of branch offices) and changes in the
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operations that introduce new hazards.
Who carries out internal and external audits as required by ISM Code?

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Internal audits are carried out by Company superintendents (or a third party Company that
is certified for carrying out such audits). The superintendent incharge of the ship cannot
carry out the audit.
External audits are carried out by the qualified personnel from the Flag State or a
Recognized organization on behalf of the Flag State. IMO Resolution A.1022(26) gives
standards on ISM code certification arrangements and states the required qualification
and competence required by the person carrying out the external audits.
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What is the procedure for getting ISM Certificates? What all will be checked prior
issuance of DOC and SMC? When will SMC become invalid / withdrawn?
The certification process relevant to a DOC for a Company and a SMC to a ship will
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normally involve the following steps:
1. initial verification;
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2. annual or intermediate verification;
3. renewal verification; and
4. additional verification.
These verifications are carried out at the request of the Company to the Administration, or
to the organization recognized by the Administration or at the request of the Administration
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by another Contracting Government to the Convention. The verifications will include an
audit of the safety management system.
Initial Verification:
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The Company should apply for ISM Code certification to the Administration. An
assessment of the shore-side management system undertaken by the Administration
would necessitate assessment of the offices where such management is carried out
and possibly of other locations. On satisfactory completion of this assessment,
planning may commence for the assessment of the Company‟s ships.
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On satisfactory completion of this assessment, a DOC will be issued to the Company,

copies of which should be forwarded to each shore-side premises and each ship
in the Company‟s fleet.
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As each ship is assessed and issued with a SMC, a copy of it should also be
forwarded to the Company‟s head office. In cases where certificates are issued by a
RO, copies of all certificates should also be sent to the Administration.
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The purpose of the initial verification is to verify that a Company or a ship complies with
the requirements of the ISM Code. The audits include:
1. the conformity of the Company‟s SMS with the requirements of the ISM Code,
including objective evidence demonstrating that the Company‟s SMS has been in
operation for at least three months and that a SMS has been in operation on board
at least one ship of each type operated by the Company for at least three months.

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2. that the SMS ensures that the objectives of the ISM Code are met. This includes
verification that the Company DOC is applicable to that particular type of ship, and
assessment of the shipboard SMS to verify that it complies with the requirements of
the ISM Code, and that it is implemented. Objective evidence demonstrating that
the Company‟s SMS has been functioning effectively for at least three months on
board the ship and ashore should be available, including, records from the internal
audit performed by the Company.
Annual Verification of DOC:
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Annual safety management audits are to be carried out to maintain the validity of the
DOC, and should include examining and verifying the correctness of the statutory and
classification records presented for at least one ship of each type to which the DOC
applies. The purpose of these audits is to verify the effective functioning of the SMS,
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and that any modifications made to it comply with the requirements of the ISM Code.
Annual verification is to be carried out within three months before and after each
anniversary date of the DOC. A schedule not exceeding three months is to
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be agreed for completion of the necessary corrective actions.
Where the Company has more than one shore-side premises, each of which may not
have been visited at the initial assessment, the annual assessments should endeavour
to ensure that all sites are visited during the period of validity of the DOC.
Intermediate Verification of SMC:

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Intermediate safety management audits should be carried out to maintain the validity of
the SMC. The purpose of these audits is to verify the effective functioning of the SMS
and that any modifications made to it comply with the requirements of the ISM Code. In
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certain cases, particularly during the initial period of operation under the SMS, the
Administration may find it necessary to increase the frequency of the intermediate
verification. Additionally, the nature of non-conformities may also provide a basis for
increasing the frequency of intermediate verifications.
If only one intermediate verification is to be carried out, it should take place between
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the second and third anniversary date of the issue of the SMC.
Renewal verifications:
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These are to be performed before the validity of the DOC or SMC expires. The renewal
verification will address all the elements of the SMS and the activities to which the
requirements of the ISM Code apply. Renewal verification may be carried out from three
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months before the date of expiry of the DOC or the SMC and should be completed before
their date of expiry.
Procedure for any ISM Audit: (Resolution A.1022(26))

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1. The Company should submit a request for audit to the Flag or RO for issuing a DOC or
SMC. The Flag State or RO should then nominate the lead auditor and, if relevant, the
audit team.
2. As a basis for planning the audit, the auditor should review the SMS manual to
determine the adequacy of the SMS in meeting the requirements of the ISM Code. If
this review reveals that the system is not adequate, the audit will have to be delayed
until the Company undertakes corrective action.
3. The nominated lead auditor should then liaise with the Company and produce an audit
plan. The auditor should provide the working documents which are to govern the
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execution of the audit to facilitate the assessments, investigations and examinations.
4. The audit should start with an opening meeting in order to introduce the audit team to
the Company‟s senior management, summarize the methods for conducting the audit,
confirm that all agreed facilities are available, confirm time and date for a closing
meeting and clarify possible unclear details relevant to the audit.
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5. The audit team should assess the SMS on the basis of the documentation presented
by the Company and objective evidence as to its effective implementation. Evidence
should be collected through interviews and examination of documents.
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6. Audit observations should be documented. After activities have been audited, the audit
team should review their observations to determine which are to be reported as non-
conformities. Non-conformities should be reported in terms of the general and specific
provisions of the ISM Code
7. At the end of the audit, prior to preparing the audit report, the audit team should hold a
meeting with the senior management of the Company and those responsible for the
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functions concerned. The purpose is to present the observations in such a way as to
ensure that the results of the audit are clearly understood.
8. The audit report should be prepared which should include the audit plan, identification
of audit team members, dates and identification of the Company, observations on any
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non-conformities and observations. The Company should receive a copy of the audit
report and be advised to provide a copy of the shipboard audit reports to the ship.
9. The Company is responsible for determining and initiating the corrective action needed
to correct a non-conformity. Failure to correct non-conformities may affect the validity
of the DOC and related SMC. Corrective actions and possible subsequent follow-up
audits should be completed within the time period agreed. The Company should apply
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for the follow-up audits.

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Define DOC, SMC and SMS.
Safety management system means a structured and documented system enabling

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Company personnel to implement effectively the Company safety and environmental

protection policy.
Document of Compliance means a document issued to a Company which complies with

the requirements of this Code.

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Safety Management Certificate means a document issued to a ship which signifies that
the Company and its shipboard management operate in accordance with the approved
safety management system.
Does ISM Code apply to MODU, off-shore rigs, etc?
As per SOLAS IX / 2 (Application), the ISM Code applies to:
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Passenger ships including passenger high-speed craft
Cargo ships and cargo high-speed crafts of 500 GT and upwards
Mobile offshore drilling units of 500 GT and upwards.
Thus, if the off-shore rigs / MODU is of 500 GT and more, SOLAS Chapter IX and ISM
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Code are applicable.
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Will ISM Code apply on a layup vessel?
The term „Laid-up‟ or „Lay-up‟ of ships technically means ships which have temporarily
been taken out of profitable service due to lack of charter or cargo or for any other reason.
Sometimes, freight costs become insufficient to cover up for the ships‟ running costs.
Yes, the ISM Code will apply on a vessel at lay-up and the SMS needs to be complied
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with at all times. A log must be maintained of all the measures taken during the duration
of the lay-up to facilitate the reactivation phase.
If the ship has been laid-up for more than 6 months, the Flag or RO may withdraw the
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ship‟s SMC and ISSC, and require an interim audit to be carried out at reinstatement as if
the ship was new.
Give 3 examples of Master’s overriding authority.

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1. Charterers are asking the Master to take a shorter route that is expected to have very
heavy weather. Master is not comfortable with that route and wants to take longer but
safer route. Charterers and ship owner are trying to force their decision on the master.
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Master can use his Over-riding authority in this matter of „safety‟ and advise the
Charterers of his final decision.
2. Master is asked to berth the vessel with UKC lesser than that required by the Company
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UKC Policy. Even if company has evaluated the situation and granted permission to
berth with lesser UKC than minimum required, Master can use his over-riding authority
in this matter of „safety‟ to not berth the vessel.
3. Company is told of a defect in the ODMCS and is not carrying out required repairs
even after repeated reminders. Master has the overriding authority in this matter of
„pollution prevention‟ and must inform the Charterer of the situation and not load the oil
cargo until the necessary repairs are carried out.

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Why are company checklists so exhaustive?
The company checklists are prepared considering all the necessary points that are to be
considered before, during or after carrying out a particular task. In general, most of the
points are covered and usually, space is provided for specific points to be written
manually. Even in the absence of such space, nothing stops the Master or responsible
person to write down and document any other specific checks carried out. The checklists
are exhaustive so that it does not become too lengthy and just a mere-paper exercise and
lose its effectiveness. Additional points can be manually added or attached to the checklist
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at any time. Also, the checklists are dynamic in nature and are revised by the Company
whenever changes are felt necessary. Continuous improvement is the hallmark of ISM.
How as master will you implement Drug alcohol policy?
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I will prevent use of any unauthorized drugs and alcohol, for all employees.
I will purchase alcohol as per the Company‟s alcohol purchase policy and distribute
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it as per the Company‟s alcohol distribution policy.
I will emphasize to my crew that I will have zero tolerance against any non-compliance
and not hesitate to report to the Company any violations.
I will ensure my crew is aware of ill-effects of substance abuse that can impair their
ability to perform properly and will have serious adverse effects on the safety of the
ship.
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I will inform them the repercussions of violation could lead to losing their jobs and
also not getting any job in future.
I will conduct unannounced searches and unannounced alcohol testing as per
Company‟s instructions or whenever required.
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What is a near-miss? Give an example. What is the reporting procedure?
As per MSC-MEPC.7/Circ.7 (Guidance on near-miss reporting), a near miss is-

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“A sequence of events and/or conditions that could have resulted in loss. This loss was
prevented only by a fortuitous break in the chain of events and/or conditions. The potential
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loss could be human injury, environmental damage, or negative business impact. (e.g.,
repair or replacement costs, scheduling delays, contract violations, loss of reputation,
etc.).”
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Examples of near-misses:
1. A person moves from a location immediately before a crane unexpectedly drops a

load of cargo there.
2. A collision is narrowly avoided;
3. A crew member trips over an unmarked step and falls without injury.

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Reporting procedure:
Once a near-miss is observed, it must be reported to the Company using the

procedure as described in the Company SMS.
Once the near-miss is reported, the Master and the Company must carry out
investigation of the near-miss and gather information related to the near-miss.
The information must be analyzed and causal factors must be identified.
Preventive measures and other recommended measures must be highlighted.
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Give few near misses in respect to navigation.
A vessel safely departs a port of call and discovers several hours into the voyage that
the ship‟s radio was not tuned to the required frequencies.
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After departure, it was told to the vessel by the VTS that its navigational lights are not
switched on.
Both Radars are ground stabilized when used for collision avoidance.
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Safety contour settings were not changed on the ECDIS upon departure of the vessel.
What are the types of permits used onboard? What are the 3rd party work permits?
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Permits used onboard are: Hot Work permit, cold work permit, working aloft or overboard
permit, Lock-out tag-out permit, electric isolation permit, enclosed space entry permit,
small craft and diving operations permit, pressure vessel permit, etc.
Third party contractors include repair technicians, surveyors, pilots, etc. Third party work
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permits include:
1. Permit for using ship‟s IT/OT system
2. Third party safety familiarization checklist
3. Enclosed space entry permit
4. Hot Work permit
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5. Cold work permit

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ISPS CODE
What do you know about ISPS code? Describe the different security levels.
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ISPS Code entered into force under SOLAS chapter XI-2, on 1 July 2004. It is a
comprehensive set of measures to enhance the security of ships and port facilities. The
Code is divided into two sections, Part A and Part B. Mandatory Part A outlines detailed
maritime and port security-related requirements which SOLAS contracting governments,
port authorities and shipping companies must adhere to, in order to be in compliance with
the Code. Part B of the Code provides a series of recommendatory guidelines on how to

17
meet the requirements and obligations set out within the provisions of Part A. The ISPS
Code was developed in response to the perceived threats to ships and port facilities in the
wake of the 9/11 attacks in the United States.
As per SOLAS XI-2, Security level means the qualification of the degree of risk that a
security incident will be attempted or will occur.
Part A of the ISPS Code defines the three security levels:
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Security level 1 means the level for which minimum appropriate protective security
measures shall be maintained at all times.
Security level 2 means the level for which appropriate additional protective security
measures shall be maintained for a period of time as a result of heightened risk of a
security incident.
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Security level 3 means the level for which further specific protective security measures
shall be maintained for a limited period of time when a security incident is probable or
imminent, although it may not be possible to identify the specific target.
brought in?
Features of the ISPS Code:

SO
What are the features of ISPS code? What was the reason for ISPS Code being
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Clear description of the role and responsibilities of the Flag State.
Declaration of Security
Clear description of the role and responsibilities of the Company.
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Clear description of what is to be done at various security levels.

Ship security assessment and ship security plans.
Port facility security assessment and port-facility security plans.
List of records that are to be maintained.
Confidentiality of information related to security.
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Role and responsibility of CSO, SSO and PFSO.

Requirements on training, drill and exercises on ship security
Verification and certification for ships
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ISPS Code was brought in deal with the identified security threats to ships and port
facilities in the aftermath of the 9/11 attacks in the United States.
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What is the scope of application of the ISPS Code?
This Code applies to the following types of ships engaged on international voyages:
1. Passenger ships, including high-speed passenger craft;
2. Cargo ships, including high-speed craft, of 500 GT and upwards and

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3. Mobile offshore drilling units; and
And the port facilities serving such ships engaged on international voyages.
The Code does not apply to warships, naval auxiliaries or other ships owned or
operated by a Contracting Government and used only on Government non-
commercial service.
When did ISPS Code come into force and why? What are its limitations?
ZA
The ISPS Code came into force on 1 July 2004 in order to deal with the perceived security
threats to ships and port facilities in the aftermath of the 9/11 attacks in the United States.
Limitations of ISPS Code are:
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1. Additional training, certification and drills are required.
2. Additional paperwork in port.
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3. Additional work for seafarers as more security-related tasks are added to the work
routine
4. Additional audits and administration work.
What is SSP and who prepares it?

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As per ISPS Code, Part A, Chapter 2 (Definitions):
Ship security plan means a plan developed to ensure the application of measures on
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board the ship designed to protect persons on board, cargo, cargo transport units, ship‟s
stores or the ship from the risks of a security incident.
As per ISPS Code, Part A. Chapter 9 (Ship Security Plan),
Each ship shall carry on board a ship security plan approved by the Administration. A
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recognized security organization may prepare the SSP for a specific ship. The
Administration may entrust the review and approval of ship security plans, or of
amendments to a previously approved plan, to recognized security organizations. In such
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cases, the RSO undertaking the review and approval of a SSP, or its amendments, for a
specific ship shall not have been involved in either the preparation of the SSA or the SSP,
or of the amendments, under review.
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What is the procedure for obtaining ISSC? State the contents of ISSC.
1. An interim ISSC is issued to a ship without an ISSC certificate,
On delivery or prior to its entry or re-entry into service
On change of Flag
On change of Company

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2. The interim ISSC shall only be issued when the Administration or RSO has verified
that:
the SSA has been completed,
a copy of the SSP meeting all the requirements of SOLAS & ISPS Code is provided
on board, has been submitted for review and approval, and is being implemented
on the ship;
the ship is provided with a SSAS meeting the requirements of SOLAS XI-2/6
the CSO has ensured the review of the SSP and that the plan has been submitted
for approval and is being implemented on the ship.
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The CSO has ensured necessary arrangements, including arrangements for drills,
exercises and internal audits, and is satisfied that the ship will successfully
complete the required initial verification within 6 months.
arrangements have been made for carrying out the required initial verification.
the master, SSO and other ship‟s personnel with specific security duties are familiar
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with their duties and responsibilities and with the relevant provisions of the SSP.
the ship security officer meets the requirements of the ISPS Code.
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3. Before the expiry of the Interim ISSC (6 months), an application must be made to the
Flag Sate or RSO for initial verification. The initial verification of a ship will be carried
out by Flag State or RSO and shall include a complete verification of its security
system and any associated security equipment covered by the relevant provisions of
chapter XI-2, Part A of the ISPS Code and the approved SSP and ensure that it is in
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satisfactory condition and fit for the service for which the ship is intended.
4. An ISSC shall be issued after the initial or renewal verification. The ISSC is valid for a
period not more than 5 years, subject to atleast one intermediate verification.
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Contents of the ISSC:
1. Certificate number, Official Seal and issuing authority

2. Details of the ship (Name, Call sign, Port of registry, type of ship, IMO Number, GT)
3. Name and address of the Company
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4. Statements that the ship complies with SOLAS XI-2 and Part A of the ISPS Code.
5. Date of initial / renewal verification on which this certificate is based
6. Validity of the certificate
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7. Date and Place of issue

8. Signature and seal of the Issuing Authority
9. Endorsement for intermediate verification
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10. Endorsement for additional verification

11. Endorsement to extend validity of the certificate
Can you carry out operations with a ship that does not have ISSC? Where is it
written?

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Yes, I can carry out operations with a ship that does not have ISSC or is flying the flag of a
State which has not ratified SOLAS.
As per ISPS Code, Part A, Chapter 5 (Declaration of Security)
Contracting Governments shall determine when a Declaration of Security (DOS) is

required by assessing the risk the ship/port interface or ship to ship activity poses to
persons, property or the environment.
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A ship can request completion of a Declaration of Security when:
the ship is operating at a higher security level than the port facility or another ship it
is interfacing with;
there is an agreement on a Declaration of Security between Contracting
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Governments covering certain international voyages or specific ships on those
voyages;
there has been a security threat or a security incident involving the ship or involving
the port facility, as applicable;
facility security plan; or

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the ship is at a port which is not required to have and implement an approved port
the ship is conducting ship to ship activities with another ship not required to have
and implement an approved ship security plan.
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The last point mentioned above means the interfacing ship is “not required” to have
and implement an approved SSP. In order words, it is “not required” to have an ISSC.
These ships could be those for who ISPS Code does not apply (for example, cargo
ships of less than 500 GT and those not engaged on International voyages). I can
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carry out operations after filling a DOS with the ship.
Describe the procedure to conduct a Ship security assessment?

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The CSO should obtain and record the information required to conduct an assessment.
The ship security assessment shall include an on-scene security survey and, at least,
the following elements:
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1. identification of existing security measures, procedures and operations;

2. identification and evaluation of key ship board operations that it is important to
protect;
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3. identification of possible threats to the key ship board operations and the likelihood
of their occurrence, in order to establish and prioritize security measures; and
4. identification of weaknesses, including human factors in the infrastructure, policies
and procedures.
When developing security measures, particular consideration should be given to the

convenience, comfort and personal privacy of the ship‟s personnel and their ability to
maintain their effectiveness over long periods.

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Upon completion of the SSA, a report shall be prepared, consisting of a summary of

how the assessment was conducted, a description of each vulnerability found during
the assessment and a description of counter measures that could be used to address
each vulnerability. The report shall be protected from unauthorized access or
disclosure.
If the SSA has not been carried out by the Company, the report of the SSA should be
reviewed and accepted by the CSO.
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What is DOS and when is it signed? What are its contents? Who signs it?
As per SOLAS XI-2/1, Declaration of Security means an agreement reached between a

ship and either a port facility or another ship with which it interfaces, specifying the
security measures each will implement.
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The DOS shall address the security requirements that could be shared between a port
facility and a ship (or between ships) and shall state the responsibility for each.
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Following are the requirements of DOS as given in ISPS Code Part A, Chapter 5:
Contracting Governments shall determine when a DOS is required by assessing the

risk the ship/port interface or ship to ship activity poses to persons, property or the
environment.
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A ship can request completion of a Declaration of Security when:
1. the ship is operating at a higher security level than the port facility or another ship it
is interfacing with;
2. there is an agreement on a DOS between Contracting Governments covering
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certain international voyages or specific ships on those voyages;

3. there has been a security threat or a security incident involving the ship or involving
the port facility, as applicable;
4. the ship is at a port which is not required to have and implement an approved port
facility security plan; or
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5. the ship is conducting ship to ship activities with another ship not required to have
and implement an approved ship security plan.
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Requests for the completion of a DOS shall be acknowledged by the applicable port
facility or ship. The DOS shall be completed by the master or the SSO and the PFSO
or by any other body responsible for shore-side security.
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Contents of DOS:
1. Details of the ship (Name, IMO Number, POR)

2. Name of the Port Facility
3. DOS Validity (From ___ To ____)
4. Security level of the ship
5. Security level of the Port Facility

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6. List of security duties and affixing initials (ship / port facility) to confirm that the
activity will be done
7. Date and Place of completion of the form
8. Signature, Name and Title of the Master /SSO and PFSO
9. Contact details of the PFSO and the Master, SSO, CSO, Company
If a foreign flag ship at Security level 1 arrives at an Indian port with Security level 2,
what all procedures are to be followed?
ZA
As per ISPS Code Part B, Chapter 4.12, a ship cannot have a lower security level than the
port facility it is visiting.
If the security level of the port is higher than the visiting ship, the ship must increase the
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security level to same as the port. In this case, as soon as the foreign flag ship is made
aware that the Indian Port is operating at Level 2, the Master must pass this information to
the CSO who will consult with the Flag State and send an e-mail to raise the security level
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to Level 2.
[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. After the
security level is changed, this must be recorded and reported to the CSO.]
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[If a ship has a higher security level than the port facility it intends to use, the CSO or SSO
should advise the PFSO without delay. The PFSO should undertake an assessment of the
particular situation in consultation with the CSO or SSO and agree on appropriate security
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measures with the ship, which may include completion and signing of a Declaration of
Security.]
What is SSAS? Explain its working and testing procedure on an Indian Ship.
H
SSAS stands for Ship Security Alert system. It is mandatory under SOLAS XI-2/6 for all
ships to which the Chapter applies.
The SSAS, when activated, shall:
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1. initiate and transmit a ship-to-shore security alert to a competent authority

designated by the Administration, which may include the Company, identifying the
ship, its location and indicating that the security of the ship is under threat or it has
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been compromised;
2. not send the ship security alert to any other ships;
3. not raise any alarm on board the ship; and
4. continue the ship security alert until deactivated and/or reset.
Performance standards for SSAS are given in Resolution MSC.136(76) and

MSC.147(77).

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The SSAS shall be capable of being activated from the navigation bridge and in at
least one other location.
The SSAS activation points shall be designed so as to prevent inadvertent initiation.
The requirement for a SSAS may be complied with by using the radio installation fitted
for compliance with the requirements of chapter IV.
When an Administration receives notification of a ship security alert, that Administration
shall immediately notify the State(s) in the vicinity of which the ship is presently
operating.
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Working of SSAS:
When the activation point is operated, it operates a radio system which transmits a unique
code / identifier indicating that the alert has not been generated in accordance with
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GMDSS distress procedures. The transmission includes the ship identity and current
position associated with a date and time and is addressed to a shore station and never to
any ship stations. Once activated, it continues the ship security alert until deactivated
and/or reset.
Testing procedure on Indian Ship:

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1. E-mail DG Comm centre the following information at least three hours in advance
when requesting for a test :
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a) Name of the vessel and its present position
b) Intended date and time (UTC) and IST of the test.
2. The DG Comm centre will acknowledge confirming the conduct of the test. It may be
noted that SSAS tests with other ship/s may have already been scheduled at the
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proposed time, in which case, the DG Comm centre would advise the earliest suitable
time for the conduct of the test.
3. The ship staff may then carry out the SSAS test as per schedule, first from Location 1.
4. The CSO/ Master shall confirm by phone whether the Alert has been received by DG
Comm centre. DG Comm centre will then advise if all details provided in the alert are
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correct, or otherwise.
5. If all details received are correct, DG Comm centre will advise to reset the alert and
then proceed to test from Location 2
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6. When testing from Location 2, WAIT FOR about 30 minutes for alert to go to Level 3.
7. Call DG Comm centre to confirm whether alert Level 3 has been received.
8. DG Comm centre will confirm whether all is OK, or otherwise. If all is OK, DG Comm
centre will advise the CSO/ Master to reset the system.
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9. After resetting the system, the CSO/ Master must send an email to DG Comm centre
stating that the "SSAS test has been completed and all subsequent alerts may be
treated as true alerts."
10. DG Comm centre will then revert compliance by email if tests were OK or advise
further testing/ rectification, as required.

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What is a RSO? What does it do? What duties cannot be delegated to RSO?
As defined by SOLAS XI-2/1, Recognized security organization means an organization

with appropriate expertise in security matters and with appropriate knowledge of ship and
port operations authorized to carry out an assessment, or a verification, or an approval or
a certification activity, required by this chapter or by part A of the ISPS Code.
It can be given the following duties to be carried out on behalf of the Flag State:
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1. Carrying out the Ship security assessment for a ship
2. Preparing a ship security plan for a ship
3. Reviewing and approving ship security plans (not if it has prepared it)
4. Carrying out initial, intermediate or renewal verification of ships
5. Carrying out port facility security assessment (not approving)
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6. Preparing a port facility security plan (not approving)
7. Issuing and endorsing ISSC and interim ISSC.
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It cannot be given the following duties or activities:
1. Setting of the applicable security level;

2. Approving a Port Facility Security Assessment and its subsequent amendments
3. Approving a Port Facility Security Plan and its subsequent amendments
4. Determining the port facilities which will be required to designate a PFSO
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5. Exercising control and compliance measures as per Regulation XI-2/9
6. Establishing the requirements for a Declaration of Security.
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STCW
What is STCW and what are its contents?
International Convention on Standards of Training, Certification and Watchkeeping for

Seafarers (STCW) was adopted in 1978 and entered into force in 1984. It had major
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revisions in 1995 and 2010. The 1978 STCW Convention was the first to establish basic
requirements on training, certification and watchkeeping for seafarers on an international
level. Previously, the standards were established by individual governments, usually
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without reference to practices in other countries. As a result standards and procedures

varied widely. The Convention prescribes minimum standards relating to training,
certification and watchkeeping for seafarers which countries are obliged to meet or
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exceed.
The STCW Code: The regulations contained in the Convention are supported by sections
in the STCW Code. The Convention contains basic requirements which are then enlarged
upon and explained in the Code. Part A of the Code is mandatory. The minimum
standards of competence required for seagoing personnel are given in detail in a series of
tables. Part B of the Code contains recommended guidance which is intended to help
Parties implement the Convention.

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Contents of STCW Convention:
Chapter I: General provisions

Chapter II: Master and deck department
Chapter III: Engine department
Chapter IV: Radio communication 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
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Chapter VIII: Watchkeeping
Describe the latest STCW amendments
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The 2010 Manila amendments came into force on 1st Jan 2012. Following are some of the
amendments:
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A) Certification & Watchkeeping:
1. Improved measures to prevent fraudulent practices associated with certificates of

competency and strengthen the evaluation process.
2. Revised requirements on hours of work and rest. Hours of rest increased from 70
hours to 77 hours per week.
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3. New requirements for the prevention of drug and alcohol abuse. BAC limit reduced to
0.05%.
4. Updated medical fitness standards for seafarers.
5. New certification requirements for able seafarers.
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6. New training and certification requirements for electro-technical officers.

7. Updating of competence requirements for personnel serving on board all types of
tankers, including liquefied gas tankers.
8. Mandatory refreshers course to be done every 5 years.
B) Training:
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1. Training in modern technology such as ECDIS.

2. Marine environment awareness training
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3. Training in leadership and teamwork.

4. Security training, as well as provisions to ensure that seafarers are properly trained to
cope if their ship comes under attack by pirates.
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5. Modern training methodology including distance learning and web-based learning.

6. New training guidance for personnel serving on board ships operating in polar waters.
7. New training guidance for personnel operating Dynamic Positioning Systems.
What does STCW Code say about ‘Lookout’?
STCW Code Chapter VIII / Part 4 – Watchkeeping at Sea describes Lookout as follows:

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A proper lookout shall be maintained at all times in compliance with rule 5 of

COLREGS, 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.
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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.
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
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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
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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;
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– traffic density;
– proximity of dangers to navigation; and
– the attention necessary when navigating in or near TSS
3. assistance is immediately available to be summoned to the bridge when any
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change in the situation so requires.
MLC
What is MLC? What are the various titles under MLC and why MLC came into being?
H
The MLC 2006 came into force on 20 August 2013 – effectively becoming binding in
international law – and established minimum working & living standards for all seafarers
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on those ships. It is also an essential step toward ensuring fair competition and a level-
playing field for quality owners of ships flying the flags of ratifying countries.
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Various Titles under MLC are:
Title 1: Minimum requirements for seafarers to work on a ship

Title 2: Conditions of employment
Title 3: Accommodation, recreational facilities, food and catering
Title 4: Health protection, medical care, welfare & social security protection
Title 5: Compliance and enforcement

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Why MLC was adopted?:
On ships flying the flags of countries that do not exercise effective jurisdiction and control
over them, as required by international law, seafarers often have to work under
unacceptable conditions, detrimental to their well-being, health and safety and the safety
of the ships on which they work. Since seafarers‟ working lives are mainly spent outside
the home country and their employers (shipowners) are also often not based in their home
country, effective international standards are necessary for this sector. Of course these
standards must also be implemented at a national level, particularly by Flag States. This is
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already well recognized in connection with international standards ensuring the safety and
security of ships and protecting the marine environment. It is also important to understand
that there are many flag States and shipowners that take pride in providing the seafarers
on their ships with decent conditions of work. These countries and shipowners face unfair
competition in that they pay the price of being undercut by shipowners that have
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substandard ships and operations. The industry called on the ILO to develop “an
instrument which brings together into a consolidated text of ILO instruments as much as it
proves possible to achieve in order to improve the relevance of those standards to the
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needs of all the stakeholders of the maritime sector. Many of the existing maritime labour
Conventions were out of date and did not reflect present-day working and living conditions
on board ships. Many had low levels of ratification. In addition, there was a need to
develop a more effective enforcement and compliance system that would help to eliminate
substandard ships. The MLC, 2006 was designed to specifically address these concerns.
More protection of seafarers will be achieved by the widespread ratification and effective
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national implementation of the MLC, 2006 by the vast majority of ILO Members active in
the maritime sector. To a large extent, MLC is a consolidation of existing legislation,
including no less than 36 Conventions, some of them dating back to 1920, with the aim of
setting global standards for a global industry.
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What all provisions mentioned in MLC for Food and water?
MLC, 2006 Regulation 3.2 – Food and Catering

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Purpose: To ensure that seafarers have access to good quality food and drinking water
provided under regulated hygienic conditions
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Each Member shall ensure that ships that fly its flag carry on board and serve food and
drinking water of appropriate quality, nutritional value and quantity that adequately
covers the requirements of the ship and takes into account the differing cultural and
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religious backgrounds.
Seafarers on board a ship shall be provided with food free of charge during the period
of engagement.
Seafarers employed as ships‟ cooks with responsibility for food preparation must be
trained and qualified for their position on board ship.
Following minimum standards must be maintained:

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1. Food and drinking water supplies, having regard to the number of seafarers
onboard, their religious requirements and cultural practices, and the duration and
nature of the voyage, shall be suitable in respect of quantity, nutritional value,
quality and variety.
2. The organization and equipment of the catering department shall be such as to
permit the provision to the seafarers of adequate, varied and nutritious meals
prepared and served in hygienic conditions; and
3. Catering staff shall be properly trained or instructed for their positions.
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Frequent documented inspections must be carried out on board ships, by or under the
authority of the master, with respect to:
1. supplies of food and drinking water;
2. all spaces and equipment used for the storage and handling of food and water
3. galley and other equipment for the preparation and service of meals
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What does the financial security of MLC cover?
SO
The 2014 amendments to the MLC, 2006 introduced Standard A2.5.2 establishing
requirements for an expeditious and effective financial security system to assist seafarers
in the event of their abandonment. Each member State shall ensure that a financial
security system is in place for ships flying its flag which provides direct access, sufficient
coverage and expedited financial assistance to abandoned seafarers. The financial
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security system may be in the form of a social security scheme or insurance or a national
fund or other similar arrangements.
The assistance provided should be sufficient to cover:

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1. Outstanding wages and other entitlements due from the shipowner to the seafarer
under their employment agreement , limited to four months of any such outstanding
wages and entitlements.
2. All expenses reasonably incurred by the seafarer, including the cost of repatriation;
3. The essential needs of the seafarer including items such as adequate food,
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clothing, accommodation, drinking water supplies, essential fuel for survival on

board the ship, necessary medical care and any other reasonable costs or charges
arising from the abandonment until the seafarer‟s arrival at home.
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4. The cost of repatriation must cover travel by appropriate and expeditious means,
normally by air, and include provision for food and accommodation of the seafarer
from the time of leaving the ship until arrival at the seafarer‟s home, necessary
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medical care and any other reasonable costs or charges arising from the
abandonment.

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What is abandonment as per MLC? How many months salary if not given by owner
will it be termed as abandonment? How will you take action once you are in such a
situation?
According to Standard A2.5.2 of the MLC 2006, a seafarer shall be deemed to have been
abandoned where, in violation of the requirements of the Convention or the terms of the
seafarers‟ employment agreement, the shipowner:
1. fails to cover the cost of the seafarer‟s repatriation; or
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2. has left the seafarer without the necessary maintenance and support; or
3. has otherwise unilaterally cut off their ties with the seafarer including failure to pay
contractual wages for a period of at least two months.
Necessary maintenance and support of seafarers shall include adequate food,
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accommodation, drinking water supplies, essential fuel for survival on board the ship and
necessary medical care.
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Two months‟ salary if not given by the shipowner can be termed as abandonment.
Taking action:
Master or crew member must contact the Financial security provider, Flag State and
Port State and inform them regarding the situation.
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The Financial security provided will ascertain the outstanding wages and any other
claims and settle it in an expedited manner including costs for repatriation.
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Explain the complaint procedures as per MLC.
As per Regulation 5.1.5 – On-board complaint procedures
Each Member shall require that ships that fly its flag have on-board procedures for the
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fair, effective and expeditious handling of seafarer complaints alleging breaches of the
requirements of this Convention (including seafarers‟ rights).
Each Member shall prohibit and penalize any kind of victimization of a seafarer for
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filing a complaint.
The provisions in this Regulation and related sections of the Code are without
prejudice to a seafarer‟s right to seek redress through whatever legal means the
seafarer considers appropriate.
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Onboard complaint procedures shall seek to resolve complaints at the lowest level
possible. However, in all cases, seafarers shall have a right to complain directly to the
master and, where they consider it necessary, to appropriate external authorities.
The on-board complaint procedures shall include the right of the seafarer to be
accompanied or represented during the complaints procedure, as well as safeguards
against the possibility of victimization of seafarers for filing complaints.
Following is the procedure as per MLC Guidelines:

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1. Complaints should be addressed to the head of the department or to the seafarer‟s

superior officer
2. the HOD or superior officer should then attempt to resolve the matter within
prescribed time limits appropriate to the seriousness of the issues involved;
3. if the HOD or superior officer cannot resolve the complaint to the satisfaction of the
seafarer, the latter may refer it to the master, who should handle the matter
personally;
4. all complaints and the decisions on them should be recorded and a copy provided
to the seafarer concerned;
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5. if a complaint cannot be resolved on board, the matter should be referred ashore to
the shipowner, who should be given an appropriate time limit for resolving the
matter,
6. if the ship owner or Company is not able to resolve the issue to the satisfaction of
the seafarer, the latter may refer it to competent authorities of the Flag State, port
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State or the seafarer‟s Union.
7. in all cases seafarers should have a right to file their complaints directly with the
master and the shipowner and competent authorities.
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What is the complaint handling procedure you will follow onboard?
I will explain the onboard complaint procedure to all the crew, the same is provided to
them at the time of joining.
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I will ask the HOD‟s to handle all the complaints that are referred to them in a
professional and just manner and report to me if anything is very serious.
If the complaint is referred to me by the HOD or the seafarer, I will try my best to
resolve the problem within the time specified and update the seafarer regarding the
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same.
If I am not able to reach a solution, I will help the seafarer to refer the problem to the
Company and other competent authorities.
I will record all complaints and decisions on them and all the actions taken by me or
any other communication in this regard and provide a copy to the seafarer.
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I will ensure that there is no sign of victimization against the seafarer for complaining.
I will ensure the complaint handling procedure is displayed at common places and
seafarers are aware of their rights in this regard.
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Describe the rest hour’s requirements as per MLC and STCW.

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Rest hours requirements are given in MLC Regulation 2.3 (Hours of work & hours of rest)
„hours of work‟ means time during which seafarers are required to do work on account
of the ship;
„hours of rest‟ means time outside hours of work; this term does not include short
breaks

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Each Member shall fix either a maximum number of hours of work which shall not be
exceeded in a given period of time, or a minimum number of hours of rest which shall
be provided in a given period of time.
The limits on hours of work or rest shall be as follows:
1. maximum hours of work shall not exceed 14 hours in any 24-hour period; and 72
hours in any seven-day period; OR
2. minimum hours of rest shall not be less than 10 hours in any 24-hour period; and
77 hours in any seven-day period.
Hours of rest may be divided into no more than two periods, one of which shall be at
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least six hours in length, and the interval between consecutive periods of rest shall not
exceed 14 hours.
Musters and drills shall be conducted in a manner that minimizes the disturbance of
rest periods and does not induce fatigue.
When a seafarer is on call, such as when a machinery space is unattended, the
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seafarer shall have an adequate compensatory rest period if the normal period of rest
is disturbed by call-outs to work.
Each Member shall require the posting, in an easily accessible place, of a table with
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the shipboard working arrangements, which shall contain the schedule of service at
sea and in port; and maximum hours of work or the minimum hours of rest required.
Records of seafarers‟ daily hours of work or of their daily hours of rest shall be
maintained to allow monitoring of compliance. The seafarers shall receive a copy of the
records pertaining to them which shall be endorsed by the master, or a person
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authorized by the master, and by the seafarers.
Master shall have the right to require a seafarer to perform any hours of work
necessary for the immediate safety of the ship, persons on board or cargo, or for the
purpose of giving assistance to other ships or persons in distress at sea. Accordingly,
the master may suspend the schedule of hours of work or hours of rest and require a
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seafarer to perform any hours of work necessary until the normal situation has been
restored. As soon as practicable after the normal situation has been restored, the
master shall ensure that any seafarers who have performed work in a scheduled rest
period are provided with an adequate period of rest.
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Section A-VIII/1 of the STCW Code deals with „Fitness for duty‟ and sets the following
standards with regards to rest hours:
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All persons who are assigned duty as officer in charge of a watch or as a rating forming
part of a watch and those whose duties involve designated safety, prevention of
pollution and security duties shall be provided with a rest period of not less than:
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1. a minimum of 10 hours of rest in any 24-hour period; and

2. 77 hours in any 7-day period.
The hours of rest may be divided into no more than two periods, one of which shall be
at least 6 hours in length, and the intervals between consecutive periods of rest shall
not exceed 14 hours.

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The requirements for rest periods need not be maintained in the case of an emergency
or in other overriding operational conditions. Musters and drills shall be conducted in a
manner that minimizes the disturbance of rest periods and does not induce fatigue.
Watch schedules be posted where they are easily accessible.
When a seafarer is on call, such as when a machinery space is unattended, the
seafarer shall have an adequate compensatory rest period if the normal period of rest
is disturbed by call-outs to work.
Records of daily hours of rest of seafarers shall be maintained in a standardized format
to allow monitoring and verification of compliance. The seafarers shall receive a copy
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of the records pertaining to them, which shall be endorsed by the master or by a
person authorized by the master and by the seafarers.
Master of a ship has the right to require a seafarer to perform any hours of work
necessary for the immediate safety of the ship, persons on board or cargo, or for the
purpose of giving assistance to other ships or persons in distress at sea. Accordingly,
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the master may suspend the schedule of hours of rest and require a seafarer to
perform any hours of work necessary until the normal situation has been restored. As
soon as practicable after the normal situation has been restored, the master shall
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ensure that any seafarers who have performed work in a scheduled rest period are
provided with an adequate period of rest.
Exception No.1: Parties may allow exceptions from the required hours of rest provided
that the rest period is not less than 70 hours in any 7-day period. Such exceptions from
the weekly rest period shall not be allowed for more than two consecutive weeks. The
intervals between two periods of exceptions on board shall not be less than twice the
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duration of the exception.
Exception No.2: The hours of rest may be divided into no more than three periods, one
of which shall be at least 6 hours in length and neither of the other two periods shall be
less than one hour in length. The intervals between consecutive periods of rest shall
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not exceed 14 hours. Exceptions shall not extend beyond two 24-hour periods in any
7-day period.
MLC V/S STCW:

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1. MLC allows the Flag State to decide if standards are to be based on minimum hours of
rest or maximum hours to work. STCW does not provide such a choice and standards
are based on minimum hours of rest.
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2. MLC requires posting of the shipboard working arrangements and STCW requires
posting of Watch keeping arrangements. SCTW allows this requirement to be complied
by posting the „shipboard working arrangements‟ as required by MLC.
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3. MLC standards of rest hours are for all seafarers. STCW standards are only for watch
keepers and those whose duties involve designated safety, prevention of pollution and
security duties.
4. MLC does not have any exemptions to the standards. STCW has two exemptions; one
on minimum hours can be reduce to 70 hrs instead of 77 hrs in any 7 day period and
another where hours of rest may be divided into maximum three periods instead of
two.

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Because of MLC, what all changes have been made to the Minimum Safe Manning
Document?
In the Minimum Safe Manning Document, under special requirements, a statement is

added:
“Cook must be trained and qualified in accordance with Regulation 3.2 of the MLC, 2006.”
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Name some countries that have not ratified MLC.
Afghanistan, Cambodia, Costa Rica, Ecuador, Egypt, Iraq, Israel, Kuwait, Mexico, Oman,
Pakistan, Peru, Qatar, Saudi Arabia, Turkey, Ukraine, UAE, USA, Uruguay, Venezuela
and many more. List of all countries can be found on the ILO website.
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What is substantial equivalence as per Title 5 of MLC?
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As per Article VI of MLC Convention, Paragraph 3, a Member which is not in a position to
implement the rights and principles in the manner set out in Part A of the Code may
implement Part A through provisions in its laws and regulations or other measures which
are substantially equivalent to the provisions of Part A.
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As per Paragraph 4, any law, regulation, collective agreement or other implementing
measure shall be considered to be substantially equivalent, in the context of this
Convention, if the Member satisfies itself that:
1. it is conducive to the full achievement of the general object and purpose of the
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provision or provisions of Part A of the Code concerned; and

2. it gives effect to the provision or provisions of Part A of the Code concerned.
As per Title 5 of MLC, in the DMLC Part I – following is to be included:
The details of any substantial equivalencies under Article VI, paragraphs 3 and 4, are
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provided under the corresponding national requirement listed below OR in the section
provided for this purpose below OR “No equivalency has been granted“
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[Where a provision of the Convention is implemented through substantial equivalence as

provided under Article VI, paragraph 3, this provision should be identified and a concise
explanation should be provided.]
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What are the certification requirements under MLC 2006? What is the procedure for
issuance and renewal of MLC certificate?
Regulation 5.1.3 of the MLC, 2006 deals with Maritime labour certificate and declaration of
maritime labour compliance

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This Regulation applies to ships of 500 GT or over, engaged in international voyages

and 500 GT and over flying the flag of a Member and operating from a port, or between
ports, in another country.
Each Member shall require ships that fly its flag to carry and maintain a maritime
labour certificate certifying that the working and living conditions of seafarers on
the ship, including measures for ongoing compliance to be included in the DMLC, have
been inspected and meet the requirements of national laws or regulations or other
measures implementing this Convention.
Each Member shall require ships that fly its flag to carry and maintain a declaration of
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maritime labour compliance (DMLC) stating the national requirements implementing
this Convention and setting out the measures adopted by the shipowner to ensure
compliance with the requirements.
Where the Flag or RO has ascertained through inspection that a ship meets or
continues to meet the standards of this Convention, it shall issue or renew a maritime
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labour certificate to that effect & maintain a publicly available record of that certificate.
Standard A5.1.3
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The maritime labour certificate shall be issued to a ship by the competent authority, or
by a RO, for a period which shall not exceed five years.
The validity of the maritime labour certificate shall be subject to an intermediate
inspection to ensure continuing compliance with the national requirements
implementing this Convention. If only one intermediate inspection is carried out
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and the period of validity of the certificate is five years, it shall take place between the
second and third anniversary dates of the certificate. The scope and depth of the
intermediate inspection shall be equal to an inspection for renewal of the certificate.
The certificate shall be endorsed following satisfactory intermediate inspection.
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A maritime labour certificate may be issued on an interim basis:

1. to new ships on delivery;
2. when a ship changes flag; or
3. when a shipowner or Company changes
An interim maritime labour certificate may be issued for a period not exceeding six
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months. It may only be issued following verification that the ship has been inspected,
the shipowner has adequate procedures to comply with this Convention, the master is
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familiar with the requirements of this Convention and the responsibilities for
implementation; and relevant information has been submitted to produce a declaration
of maritime labour compliance.
A full inspection shall be carried out prior to expiry of the interim certificate to enable
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issue of the full-term maritime labour certificate. No further interim certificate may be
issued following the initial six months. A DMLC need not be issued for the period of
validity of the interim certificate.
Maritime Labour certificate or interim maritime labour certificate shall cease to be valid
in any of the following cases:
1. if the relevant inspections are not completed within the periods specified
2. if the certificate is not endorsed

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3. when a ship changes flag;

4. when a shipowner ceases to assume the responsibility for the operation of a ship;
5. when substantial changes have been made to the structure or equipment covered
in Title 3.
A maritime labour certificate shall be withdrawn, if there is evidence that the ship
concerned does not comply with the requirements of the Convention and any required
corrective action has not been taken. When considering whether a maritime labour
certificate should be withdrawn, the seriousness or the frequency of the deficiencies
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must be taken into account.
Procedure:
1. Apply for an interim verification.
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2. Ensure that DMLC – Part I is filled up by the Flag State
3. Ensure that DMLC – Part II is completed by the Shipowner.
4. Obtain an interim MLC certificate
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5. Within 6 months, apply for a full inspection where DMLC-II will be verified.
6. If everything is in order, Flag State or RO will certify the Part II and shall issue the
Declaration of the maritime labor compliance and Maritime Labour certificate.
7. If any deficiencies are noted, they shall be recorded, together with the date they
were found.
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How has MLC helped seafarers?
Improved working and living conditions.

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Improved standards on the hours of work or rest and strict compliance.

More awareness of rights and ways to exercise these rights
Financial security in case of abandonment
Improved medical standards
Regular inspection of food and water
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Defining ship owner‟s liability

Social security protection to the seafarer
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What is the maximum duration for a crew contract? What will you do as a Master if
this is exceeded?
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As per Standard A2.5.1 – Repatriation, the maximum duration of service periods on board
following which a seafarer is entitled to repatriation should be less than 12 months.
As per Standard A2.4 – Entitlement to leave - „subject to any collective agreement or laws
or regulations in this respect, the annual leave with pay entitlement shall be calculated on
the basis of a minimum of 2.5 calendar days per month of employment.

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This means to comply with Standard A2.4, the maximum duration for a crew contract is
11 months (since for these 11 months of service, minimum annual leave would be
calculated as 27.5 days)
As a Master, if the crew has got a contract for duration more than 11 months, I will check
with the Company if this is in compliance with MLC and take a written explanation from
them in order to protect myself during any third party inspections.
If any crew onboard has completed 11 months and not getting relieved, I will speak to the
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person concerned ashore and will ensure the crew member is positively relieved from the
next port in order to avoid any PSC action. I will also talk to the crew member and ask him
to co-operate with the Company if they have genuine reasons behind the delay in sign-off.
What are the latest amendments to MLC?
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2014 Amendments:
their abandonment.
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Standard A2.5.2 – Financial security was added to ensure the provision of an
expeditious and effective financial security system to assist seafarers in the event of
Standard A4.2.2 – Treatment of contractual claims was added to ensure financial

security was available to settle any contractual claims i.e. any claim which relates to
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death or long-term disability of seafarers due to an occupational injury, illness or
hazard as set out in national law, the seafarers‟ employment agreement or collective
agreement.
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2016 Amendments:
Guideline B4.3.1 – Added „Guidance on eliminating shipboard harassment and

bullying‟ that is jointly published by the ICS and the International Transport Workers‟
Federation. Other guidelines were also amended to include problems arising from
harassment and bullying.
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Standard A5.1.3 – Maritime labour certificate and declaration of maritime labour

compliance – the certificate validity was allowed to be extended, not exceeding five
months from the expiry date of the existing certificate, in case the renewal inspection
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was completed but a new certificate could not be immediately issued and made
available on board. The form of the certificate was accordingly amended as such an
extension must be endorsed on the certificate.
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2018 amendments:
Standard A2.1 – New amendments were added that state that a seafarer‟s
employment agreement shall continue to have effect while a seafarer is held captive on
or off the ship as a result of acts of piracy or armed robbery against ships, regardless
of whether the date fixed for its expiry has passed or either party has given notice to
suspend or terminate it.

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Standard A2.2 – Wages was added with a new paragraph. “Where a seafarer is held
captive on or off the ship as a result of acts of piracy or armed robbery against ships,
wages and other entitlements under the seafarers‟ employment agreement, relevant
collective bargaining agreement or applicable national laws, including the remittance of
any allotments, shall continue to be paid during the entire period of captivity and until
the seafarer is released and duly repatriated or, where the seafarer dies while in
captivity, until the date of death as determined in accordance with applicable national
laws or regulations.”
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How was AOA amended due to MLC?
Following changes were made to the AOA after MLC came into force:
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Under details of ship Owner‟s agent, RPSL Number and Validity is added.
Under details of ship, trade and area of occupation is added.
Under details of employment,
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1. Hours of rest: (minimum of 77 hrs per week) is added.
2. Paid annual leave/Month: ___ Days (Minimum 2.5 days)
3. In addition to the monthly allotment amount, details of beneficiary also added.
4. Means of payment of wages at the time of sign off – are added
5. Repatriation details are added
Under details of seafarer, details of medical certificate (Issuing authority, approval no,
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issue date and expiry date) are added.
Additional box added for „Additional terms and conditions of Employment‟.
Confirmation statement by the seafarer stating that he has freely entered this
agreement with sufficient knowledge of his rights and responsibilities and has been
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given an opportunity to review and seek advice on the agreement before signing and is
entering into it voluntarily
Confirmation statement by the ship owner or his agent stating that the seafarer has
been informed of their rights and duties under this agreement prior to the process of
engagement on the vessel.
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On the reverse (page 2), that states the terms and conditions, following is added:
1. Reference to ILO regulations are replaced by MLC 2006 regulations.
2. Repatriation cost will not be borne by seafarers in case of expiry of contract, sign
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off on medical grounds, or in case of death or serious illness of immediate family

members of seafarer (spouse, children, parents)
3. The AOA shall be uploaded on DGS website online immediately before submission.
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Does AOA cover the type of work?
No. Only rank/capacity, trade and area of operation are mentioned.

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If wages are not paid, what can you do as a seafarer or as a Master?
If one month wages are not paid, as a Master I will write to the Company demanding
the reasons for non-payment of wages. I will keep all seafarers informed about this
communication.
If two months wages are not paid, and the shipowner does not seem to be interested in
paying the wages, it is considered as abandonment. As a Master or seafarer, I can
contact the financial security provider and get the wages and request for repatriation.
Alternatively, I can involve the Flag State and seafarer Union (MUI / ITF) since the
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CBA is breached.
How will you implement MLC as a Master?
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I will ensure that all MLC related certificates and documents are available onboard and
displayed as required.
I will ensure regular weekly inspections of galleys, store-rooms, reefer-rooms and
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ensure proper quality and quantity of food and water is available.
I will ensure regular weekly inspection of crew accommodation and common spaces
and ensure it is in hygienic condition and in a good state of repair.
I will ensure that all crew members are paid wages on time.
I will ensure rest hours are properly maintained and complied with and all seafarers get
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adequate rest.
I will ensure adequate recreational activities are available onboard for the seafarers.
I will ensure good standards of occupational health and safety and medical facilities.
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Describe the contents of DMLC part 1 and 2 and explain who fills them up.
Contents of DMLC Part I:
1. Name of the Competent Authority

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2. Name of the ship, IMO Number and Gross tonnage

3. National requirements with respect to:
a) Minimum age
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b) Medical certification
c) Qualifications of seafarers
d) Seafarers‟ employment agreements
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e) Use of licensed or certified or regulated private recruitment & placement service

f) Hours of work or rest
g) Manning levels for the ship
h) Accommodation
i) On-board recreational facilities
j) Food and catering
k) Health and safety and accident prevention
l) On-board medical care

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m) On-board complaint procedures

n) Payment of wages
o) Financial security for repatriation (Regulation 2.5)
p) Financial security relating to shipowners‟ liability (Regulation 4.2)
4. Title, signature, place and date

5. Substantial equivalences
6. Exemptions
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Contents of DMLC Part II: (Measures adopted to ensure ongoing compliance between
inspections)
1. Same requirements as above (a to p)

2. Name of Shipowner, Company address
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3. Name of authorized signatory, Title, Signature, Date, Stamp
4. Statement by Competent authority that above measures have been reviewed and meet
the requirements of MLC and DMLC Part I.
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5. Name, title, address, Signature and seal of the competent authority.
Part I is drawn up by the competent authority (Flag State) and Part II is drawn up by the
Shipowner. Part II shall be certified by the competent authority or the RO.
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What is the definition of Ship Owner as per MLC?
As per MLC Article II (Definition and Scope of Application), shipowner means the owner of
the ship or another organization or person, such as the manager, agent or bareboat
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charterer, who has assumed the responsibility for the operation of the ship from the owner
and who, on assuming such responsibility, has agreed to take over the duties and
responsibilities imposed on shipowners in accordance with this Convention.
When can a crew refuse work?

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When the work is unsafe or when proper RA is not carried out.

When the work is illegal or in violation of any rule or regulation.
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When the work is not being carried out as per Company‟s SMS
When the crew is unwell and if the work duration is not in compliance with rest hours
requirements.
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However, refusal is not allowed in cases of emergency for the safety of the vessel.
You joined an Indian ship and found out that wages are not paid since last one
month. What will be your action? What if the wages are not paid for 2 months, then
3 months and then 4 months?

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If not paid for one month, I will lodge a complaint onboard with the Master or with the
employer or ship-owner or with the Flag State or the Port State authorities. I will also
inform the RPSL company and seafarer‟s Union regarding the non-payment of wages.
If not paid for two months, I will contact the Financial Security service provider and ensure
all crew get their wages. I will keep all concerned parties well informed.
If wages are not paid for more than 2 months, I will request the Flag State for a
repatriation of all crew and refuse to stay onboard any longer.
All seafarers are entitled to exercise maritime lien on the ship for the recovery of their
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wages.
As per Section 145 of MS Act, 1958 (Summary proceedings for wages), a seaman or
apprentice or a person duly authorised on his behalf may, as soon as any wages due to
him become payable, apply to any Judicial Magistrate of the first class or any Metropolitan
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Magistrate, exercising jurisdiction in or near the place at which his service has terminated
or at which he has been discharged or at which any person upon whom the claim is made
is or resides, and such Magistrate shall try the case in a summary way and the order
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made by such Magistrate in the matter shall be final.
On the vessel above, after 4 months of unpaid wages, the company is not
repatriating you and the other crew members. What will you do as a Master?
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Only 4 months wages are covered under the financial security. Hence, it is imperative that
the repatriation takes place without any delay. I will push hard to get the repatriation done
quickly by contacting the Flag State, ITF and other maritime union (NUSI/MUI) and ensure
that the wages are paid by way of the financial security and all crew are repatriated at no
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costs to them. All seafarers are entitled to exercise maritime lien on the ship for the
recovery of their wages.
What is the certificate of financial responsibility with respect to recruitment and

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placement service companies and with whom does it lie? How much is the security
and who decides this?
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As per Standard A1.4 – Recruitment and placement, Flag States shall, in its laws and
regulations or other measures, ensure that seafarer recruitment and placement services
operating in its territory establish a system of protection, by way of insurance or an
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equivalent appropriate measure, to compensate seafarers for monetary loss that they may
incur as a result of the failure of a recruitment and placement service or the relevant
shipowner under the seafarers‟ employment agreement to meet its obligations to them.
This protection in the form of insurance or other equivalent means is required to be

obtained by all recruitments and placement services and it must be to the satisfaction of
the Flag State. MLC does not cover the scope of this protection nor does it define

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„monetary loss‟ or the amount of cover required. It is therefore decided by the Competent
authorities of the Flag State.
For Indian RPS, as per Merchant Shipping (Recruitment and Placement of Seafarers)
Rules, 2016, the protection must be a bank guarantee and the amount depends on the
number of jobs. The bank guarantee must be valid for the license period and must be
drawn in favour of the seaman‟s employment office, which shall be drawn on a scheduled
bank in India.
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What is the mandatory social security schemes to be provided to seafarers by an
Indian RPSL Company?
Seamen's Provident Fund Scheme: This is a contributory scheme and employers are
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required to deposit the Seamen's Provident Fund contributing in respect of Seamen
employed by them with their matching contribution after the termination of each voyage to
the commissioner SPF Organization.
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Seamen's Gratuity Scheme: All seamen are eligible for payment of Gratuity on completion
of 10 years aggregate effective service from their employing Company.
Seafarers Welfare Fund Society (SWFS): It was formed with the sole purpose of providing
welfare facilities to seamen and to do all other such things necessary for the welfare of
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seamen. The Director General of shipping is the ex-officio Chairman of the Society. The
Society at present runs the following welfare scheme:-
1. Survival Benefit Scheme for Nominees of the Deceased Indian Seafarer.

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2. Invalidity Benefit Scheme for the Indian Seafarer

3. Maternity Benefit Scheme for the Indian Female Seafarer
4. Old Age Benefit Welfare Scheme for the Indian Seafarer
5. Family Benefit Welfare Scheme for the Indian Seafarer
6. Ex-gratia Assistance on Death
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How is a RPSL Company registered?

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The RPSL Company is registered by a procedure described in the MS (Recruitement and

Placement of Seafarer) Rules, 2016. The procedure is as follows:
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1. An application for license is made in Form III (Form IV for renewal)

2. The application is submitted to the Director of the Seaman Employment Office along
with declarations in Form V and form VI and an agreement in Form VII. A copy of the
documents must be submitted to Inspecting authority.
3. The Director, on receipt of the Inspection report from the inspecting authority may
issue the license. (Form VIII)

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4. Application for renewal must be submitted within 6 months prior to expiry of the
license. (If not, late fees of 3 lakhs is applicable)
5. The license shall be issued for a period not exceeding 5 years.
What do you know about ITF, IMEC, blue card, green card, JNG, IBF and CBA?
ITF: The International Transport Workers' Federation is a democratic global union

federation of transport workers' trade unions. It represents the interests of transport
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workers' unions in bodies that take decisions affecting jobs, employment conditions or
safety in the transport industry. The ITF works to improve conditions for seafarers of all
nationalities and to ensure adequate regulation of the shipping industry to protect the
interests and rights of the workers. The ITF helps crews regardless of their nationality or
the flag of their ship.
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IMEC: The International Maritime Employers‟ Council (IMEC) is an international
employers‟ organization established over fifty years ago and represents over 250 shipping
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companies located all over the world.
ITF Blue Card or Blue Certificate: When an ITF Standard Agreement (which is the most
costly agreement for the ship owner) is signed by the ship owner with his crew, he is
issued by the ITF a certificate of compliance with the ITF requirements. This is called an
“ITF Blue Certificate” or “ITF Blue Card”
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IBF: The International Bargaining Forum brings together the ITF and the international
maritime employers that make up the Joint Negotiating Group (JNG). They negotiate on
the terms and conditions and come up with a „IBF framework agreement‟. These
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negotiations take place every two years. Once the framework agreement has been
negotiated, ITF-affiliated unions begin local negotiations with companies in their country.
These local negotiations result in national level IBF agreements. While the entitlements
may vary slightly, all IBF agreements must be within the IBF framework agreed for the
period. IBF agreements are only available to shipping companies that are members of the
JNG and can only be signed by ITF-affiliated unions.
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Green Card: Once the IBF agreements are signed, the ITF issues the „ITF Green Card‟ to
companies utilizing the IBF agreements as initial proof that the company is committed to
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best employment practices.
JNG: Joint Negotiating Group is a group of International maritime employers. It is formed

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of IMEC and IMMAJ (International Mariners Management Association of Japan) and other
associations such as KSA (Korean Shipowners Association).
CBA: Collective Bargaining Agreement is an agreement between the employer and the
trade union formed after negotiations on the terms of employment. With this, the unions try
to improve the work and employment terms and conditions of the seafarers. It is a written,
legally enforceable contract and is made part of the seafarer‟s employment agreement
which is signed between the Company / agent and the seafarer. It includes wages, hours

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of rest/work, O/T payment, repatriation, medical facilities, leaves, discipline, welfare,

accommodation, food and water, working standards, etc. A copy of the CBA must always
be available onboard and at the shore office for the seafarer to read.
LOADLINE & TONNAGE
Draw the load line of your last ship and explain all the details.
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Deck line is a horizontal line 300 mm in length and 25 mm in breadth. It is marked

amidships on each side of the ship, and its upper edge shall normally be in line with the
freeboard deck that intersects the outer surface of the shell.
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Load line mark shall consist of a ring 300 mm in outside diameter and 25 mm wide which
is intersected by a horizontal line 450 mm in length and 25 mm in breadth, the upper edge
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of which passes through the centre of the ring. The centre of the ring shall be placed
amidships and at a distance equal to the assigned summer freeboard measured vertically
below the upper edge of the deck line.
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The lines which indicate the load line shall be horizontal lines 230 mm in length and 25
mm in breadth which extend forward of, unless expressly provided otherwise, and at right
angles to, a vertical line 25 mm in breadth marked at a distance 540 mm forward of the
centre of the ring.

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1. Summer Load Line indicated by the upper edge of the line which passes through the
centre of the ring and also by a line marked S.
2. Winter Load Line indicated by the upper edge of a line marked W.
3. Winter North Atlantic Load Line indicated by the upper edge of a line marked WNA.
4. Tropical Load Line indicated by the upper edge of a line marked T.
5. Fresh Water Load Line in summer indicated by the upper edge of a line marked F
marked abaft the vertical line.
6. Tropical Fresh Water Load Line indicated by the upper edge of a line marked TF and
marked abaft the vertical line.
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What is GT & NT? State and describe their formulae.
GT: "gross tonnage" means the measure of the overall size of a ship determined in
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accordance with the provisions of the present Convention (ITC).
As per Regulation 3 of ITC, 1969, the gross tonnage (GT) of a ship shall be determined by
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the following formula: GT = K1V
Where V = Total volume of all enclosed spaces of the ship in cubic metres
K1 = 0.2 + 0.02log10V (or as tabulated in Appendix 2).
NT: "net tonnage" means the measure of the useful capacity of a ship determined in
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accordance with the provisions of the present Convention (ITC).
As per Regulation 4 of the ITC, 1969, the net tonnage (NT) of a ship shall be determined
by the following formula:
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NT = K2Vc 4d2 + K3 (N1 + N2),

3D 10
Where,
(4d2)/3D should not be taken greater than unity,
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(K2Vc 4d2)/3D should not be taken lesser than 0.25 GT

NT shall not be taken as less than 0.30 GT
Vc = total volume of cargo spaces in cubic metres,
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K2 = 0.2 + 0.02 log10Vc (or as tabulated in Appendix 2),

K3 = 1.25 (GT + 10,000)/10,000
D = moulded depth amidships in metres
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d = moulded draught amidships in metres

N1= Number of passengers in cabins with not more than 8 berths,
N2= Number of other passengers,
(N1 + N2) = total number of passengers the ship is permitted to carry

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You are allowed to load upto the Summer Load Line. Your midship drafts are not
submerged, but your quarter-mean draft is more. Can your vessel be detained?
It depends on the final condition on departure. The vessel on departure (at the time of
sailing / when at sea) must not have her summer load line submerged. It is based on
visual inspection of the load line marks situated on the ship side. If the midship summer
load line (or corresponding summer draft) is not submerged on departure, the ship cannot
be detained. However, in my practical opinion, the load lines are for safety of the vessel.
One can excessively hog the vessel but that would result in overloading (summer dwt
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exceeded) plus an overstressed ship. So this should not be allowed.
[the appropriate load lines on the sides of the ship corresponding to the season of the year
and the zone or area in which the ship may be shall not be submerged at any time when
the ship puts to sea, during the voyage or on arrival.]
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Can you submerge your Tropical FW load line?
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No. A vessel can load upto TF load line if loading in FW and in the tropical zone.
However, if the ship departs from a port situated on a river or inland waters, deeper
loading (more than TF) is permitted corresponding to the weight of fuel and all other
materials required for consumption between the point of departure and the sea. In simple
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words, at sea the ship should not have Tropical load line submerged.
What are multiple load lines and how are they maintained?
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Multiple Load-lines are used when, for a period of time the vessel has to operate
temporarily with a greater freeboard in accordance with the International Load-Line
regulations. There are quite a few advantages of having multiple load-lines. For
example, at some ports, the port dues are based upon the deadweight. And if the ship
is not going to load to the maximum capacity the shipowner would want to reduce their
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port dues. At some ports, there is a restriction on the maximum deadweight of the ship.
Having more than one load line gives the option to the owners to reduce or increase
the deadweight according to their requirements.
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At the owner‟s request, the RO on behalf of the Flag may proceed to issue the
additional load-line certificate. The load-line marks corresponding to the additional
load-line shall be welded on the ship side and verified by the attending Surveyor.
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Only one set of load-line marks and the corresponding certificate shall be in use at any
one time. The certificate pertaining to the unused mark shall be placed in a sealed
envelope by the Surveyor and left in the custody of the Master.
The Statutory Certificate shall reflect the maximum deadweight corresponding to the
vessel‟s assigned freeboard.
On owner‟s request, the freeboard can be changed having a Surveyor from the RO
supervise and verify that the associated marks are painted and the old marks are

46
removed (painted over). In circumstances, where the Surveyor is not available, the
change of load-line mark may be carried out by the master, provided that
arrangements for verification is arranged at the next port and has been agreed with the
recognized organization.
Master shall make an entry in the official log-book and deck log-book on every
occasion the load-lines are changed. Procedure for change in load-line shall be
included in the vessel‟s safety management system.
When sailing at a reduced dead-weight, there shall be no reduction in the safety
standards.
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During the statutory survey, regardless of the dead-weight at that time, the vessel shall
be surveyed for compliance with the statutory requirements applicable to the maximum
dead-weight. Upon satisfactory completion of survey, the attending Surveyor shall
endorse all the load-line certificates.
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Describe the Load line certificate, its contents and any other thing related to it
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An International Load Line Certificate shall be issued to every ship which has been
surveyed and marked in accordance with the Load Line Convention.
An International Load Line Exemption Certificate shall be issued to any ship to which
an exemption has been granted under and in accordance with paragraph (2) or (4) of
Article 6.
Such certificates shall be issued by the Administration or by any person or organization
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duly authorized by it. In every case, the Administration assumes full responsibility for
the certificate.
An International Load Line Certificate shall be issued for a period specified by the
Administration, which shall not exceed 5 years, subject to annual surveys.
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An International Load Line Certificate shall cease to be valid if any of the following
circumstances exist:
1. material alterations have taken place in the hull or superstructures of the ship such
as would necessitate the assignment of an increased freeboard
2. the fittings and appliances for the protection of openings guard rails, freeing ports
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and means of access to crew's quarters are not maintained in an effective condition
3. the certificate is not endorsed as required (after annual surveys)
4. the structural strength of the ship is lowered to such an extent that she is unsafe.
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5. Transfer of ship to the flag of another State
The duration of an International Load Line Exemption Certificate shall not exceed 5
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years or a single voyage depending on the reason for granting an exemption. Such
certificate shall be subject to a renewal, endorsement, extension and cancellation
procedure similar to that provided for an International Load Line Certificate.
Contents of a Load Line Certificate:
Issuing Authority
Particulars of the ship (Name, Call Sign, POR, Length, GT, IMO number)

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Freeboard assigned as (new ship / existing ship)

Type of Ship (Type A / Type B / Type B with reduced or increased freeboard)
Freeboards from Deck Line (Tropical, Summer, Winter)
Tropical and Winter ___ mm above and below the Summer
WNA and Timber load lines (NOT ASSIGNED)
Fresh water allowance
Load line drawing
Statement that the ship has been surveyed and freeboards are assigned as per ICLL
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Expiry Date of the Certificate
Date of completion of the survey
Date and Place of Issue
Sign and stamp of the Issuing Authority
Endorsements for Annual Surveys (Place, Date and Sign & Stamp)
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Additional endorsements as required by the ICLL
Contents of „Record of Conditions of Assignment‟:
Ship Type (for freeboard assignment)

Classification
Date and place of initial survey
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Ship particulars (Name, POR, Flag, Call Sign)
Shipbuilder, Yard number, Date of construction/conversion
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1. A plan of suitable size or sketches showing disposition and dimensions of
superstructures, trunks, deckhouses, machinery casings; extent of bulwarks, guard
rails, positions of hatchways, gangways and other means for the protection of the
crew; cargo ports, bow and stern doors, sidescuttles, scuppers, ventilators, air
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pipes, companionways, and other items that would affect the seaworthiness of the
ship.
2. Doorways in superstructures, exposed machinery casings and deckhouses
protecting openings in freeboard and superstructure decks (and their details)
3. Details of hatchways, machinery space openings, miscellaneous openings,
ventilators, air pipes, cargo ports, scuppers, inlets and discharges, sidescuttles,
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freeing ports, protection of the crew, etc.

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Statement that the arrangements and fittings provided on the ship are in accordance
with the requirements of the ICLL 1966.
Surveyor‟s signature and date.
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Explain the types of ships as per International LL Convention. What is condition of

assignment?
As per Regulation 27 of ICLL, following are the Type of ships for freeboard computation:
Type A ship: A type 'A' ship is one which -

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1. is designed to carry only liquid cargoes in bulk

2. has a high integrity of the exposed deck with only small access openings to cargo
compartments, closed by watertight gasketed covers of steel or equivalent material;
3. has low permeability of loaded cargo compartments
Type B Ships: All ships which do not come within the provisions regarding type „A‟ ships
shall be considered as type „B‟ ships.
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Type B ships with reduced freeboard: Any type „B‟ ship of over 100 m in length may be
assigned lesser freeboards, provided that, the Adminstration verifies that it satisfies certain
conditions with regards to protection of the crew, freeing arrangements, hatch covers and
survivability in damaged condition. The reduction of freeboard shall not be more than 60%
of the difference between the tabular values of Type A and B ships for the appropriate ship
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lengths. If such a Type B ship complies with further requirements similar to a Type A ship,
it can be given further reduced freeboard (same as that of Type A ship).
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Type B ships with increased freeboard: For those Type B ships which have hatchways
closed by portable covers and secured weathertight by tarpaulins and battening devices,
the freeboard will be increased as per their lengths based on table given in Regulation 27.
Load Line Condition of Assignment:

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Following are the contents of the form of record of conditions of assignment of load lines:
1. Doorways in superstructures, exposed machinery casings and deckhouses

2. Hatchways at positions 1 and 2
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3. Machinery space openings and miscellaneous openings

4. Ventilators on freeboard and superstructure decks (positions 1 and 2)
5. Air pipes on freeboard and superstructure decks
6. Cargo port and other similar openings
7. Scuppers, inlets and discharges
8. Sidescuttles
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9. Freeing Ports
10. Protection of the crew
11. Timber deck cargo fittings
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12. Other special features

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What is reduced GT? What is compensated GT?
Reduced Gross Tonnage: For oil tankers which have segregated ballast tanks complying
with the Regulation 18 of Annex I of MARPOL 73/78, the total tonnage of such tanks
exclusively used for the carriage of segregated ballast water shall be subtracted from the
gross tonnage. The resultant is known as „reduced GT‟ which is used for the calculation of
tonnage based fee. The reduced gross tonnage is shown as a remark on page 4 of the
International Tonnage Certificate (ITC 69).

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Compensated Gross Tonnage (CGT) is an indicator of the amount of work that is

necessary to build a given ship and is calculated by multiplying the tonnage of a ship by a
coefficient, which is determined according to type and size of a particular ship. For
example, passenger ferry of a given size would require substantially more work to build
than a bulk carrier of the same size due to the differing design requirements, internal
structure, and required level of detail, but simply comparing the GT or deadweight of each
ship would incorrectly show that they took the same amount of work. When expanded on a
national scale, this difference could greatly mislead people as to the actual maritime
production capacity of a given country. The purpose of CGT is to provide a common
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yardstick to reflect the relative output of merchant shipbuilding activity.
What are the draft marks on a passenger ships? What is D1 D2 D3?
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Passenger ships have the normal load line marks and additionally have sub-division load
line marks C1, C2 (and sometimes C3). C1 is the principle sub-division load line and C2
and C3 indicate alternative conditions for carriages of passengers and cargo.
are classified as follows:

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As per MS (Construction and Survey of Passenger Ships) Rules 1981, passenger ships
Class I: Passenger ships engaged on international voyages (except Class III ships)
Class II: Passenger ships engaged on short international voyages (except class IV ships)
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Class III-Special Trade Passenger Ships engaged on international voyage.
Class IV: Special Trade passenger Ships engaged on short international voyages.
Class V: STP Ships engaged on voyages other than international voyages.
Class VI: STP Ships engaged on Indian coastal voyages not going more than 20nm from
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the nearest land.

Class VII: STP Ships engaged on voyages in fair season between ports in India not going
more than 5 miles from the nearest land.
For ships of Classes III,IV,V,VI and VII carrying Special Trade Passengers, the respective
sub-division load line corresponding to the deepest sub-division shall be „D1” and the
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alternative conditions denoted by „D2‟,‟D3‟ etc.

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IMSBC CODE
What do you know about IMSBC Code? State its contents.

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IMSBC Code is mandatory under SOLAS Chapter VI (Carriage of cargoes and oil fuels)
Part A (General Provisions) Regulation 1-2 (Requirements for the carriage of solid bulk
cargoes other than grain) from 1 January 2011. However, some parts of the Code
continue to be recommendatory or informative. The words “shall”, “should” and “may”,
when used in the Code, mean that the relevant provisions are “mandatory”,
“recommendatory” and “optional”, respectively.

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SOLAS VI / 1-2: “The carriage of solid bulk cargoes other than grain shall be in
compliance with the relevant provisions of the IMSBC Code”
The prime hazards associated with the shipment of solid bulk cargoes are those relating to
structural damage due to improper cargo distribution, loss or reduction of stability during a
voyage and chemical reactions of cargoes. Therefore the primary aim of this 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 solid bulk cargoes and
instructions on the procedures to be adopted when the shipment of solid bulk cargoes is
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contemplated.
Contents of IMSBC Code:
Section 1: General provisions
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Section 2: General loading, carriage and unloading precautions
Section 3: Safety of personnel and ship
Section 4: Assessment of acceptability of consignments for safe shipment
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Section 5: Trimming procedures
Section 6: Methods of determining the angle of repose
Section 7: Cargoes which may liquefy
Section 8: Test procedures for cargoes which may liquefy
Section 9: Materials possessing chemical hazards
Section 10: Carriage of solid wastes in bulk
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Section 11: Security provisions
Section 12: Stowage factor conversion tables
Section 13: References to related information and recommendations
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Appendix 1: Individual schedules of solid bulk cargoes

Appendix 2: Laboratory test procedures, associated apparatus and standards
Appendix 3: Properties of solid bulk cargoes
Appendix 4: Index
Appendix 5: Bulk Cargo Shipping Names in three languages (English, Spanish & French)
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What are the latest amendments to IMSBC Code?

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The International Maritime Solid Bulk Cargoes (IMSBC) Code is subject to updates every
two years to reflect the changes in the nature and variety of solid bulk cargoes presented
for shipment. The latest amendment to IMSBC is 05-2019 (5th edition, 2019) which was
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adopted in 2019 by MSC.462(101) and entered into force on 1st Jan 2021.
The amendments (05-19) to IMSBC Code includes following:
1. The „Characteristics‟ table has been replaced for each individual cargo schedule to
classify the Hazard Classification (subsidiary hazard(s) and MHB).
2. Inclusion of test procedure for determining transportable moisture limit (TML) of
Bauxite cargoes.

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3. A new Group A cargo schedule for Bauxite Fines has been added.
4. New schedules for a few more cargoes are added to Appendix I.
5. The existing individual schedule for “Seed Cake (non-hazardous)” is deleted.
6. MSC.1/Circ.1395 is revised (Rev.4) and few cargoes are added to the list of solid
bulk cargoes for which a fixed gas fire extinguishing system may be exempted or
for which a fixed gas fire extinguishing system is ineffective.
7. Informative Section 14 (Prevention of pollution by cargo residues from ships) is
deleted to avoid duplication as it is already included in MARPOL Annex V.
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Describe the types of cargoes as per IMSBC. Give few examples of each.
In the IMSBC Code, cargoes are classified into group depending on the hazards they
possess:
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Group A consists of cargoes which may liquefy if shipped at a moisture content in excess
of their transportable moisture limit. For example, mineral concentrates (iron ore, copper,
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nickel ore, lead), coal slurry, bauxite fines, etc.
Group B consists of cargoes which possess a chemical hazard which could give rise to a
dangerous situation on a ship. For example, woodchips, timber, sulphur, sawdust, pulp
wood, DRI, etc.
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Group C consists of cargoes which are neither liable to liquefy (Group A) nor to possess
chemical hazards (Group B). For example, iron ore pellets, limestone, cement, quartz,
salt, sugar, etc.
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Additionally, Materials hazardous only in bulk (MHB) means materials which may possess
chemical hazards when carried in bulk other than materials classified as dangerous goods
in the IMDG Code. This is not a „Group‟, but falls under „Class‟. For example, charcoal,
coal, DRI, sulphur, sawdust, etc.
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Why grain is not included in IMSBC and has a separate grain code?
Grain behaves differently and cannot be categorized into Group A, B or C. Grain has a
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very low angle of repose and has a great stability hazard due to shifting. Considering this,
it comes under a separate code known as the International Grain Code which was
adopted much before IMSBC in 1991 and entered into force on 1st Jan 1994.
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What do you know about BLU Code?
Code of Practice for the Safe Loading and Unloading of Bulk Carriers (BLU Code) was
developed with the aim of preventing accidents or loss of ships carrying solid bulk cargoes
as a result of improper loading and unloading practices. The BLU Code provides guidance

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to ship masters of bulk carriers, terminal operators and other parties concerned for the
safe handling, loading and unloading of solid bulk cargoes (other than grain) and is linked
to SOLAS VI/7 (Loading, unloading and stowage of bulk cargoes). The Code is not
mandatory, but gives recommendations and guidance.
What are the contents of the CSM? Is it mandatory? Which ship does it apply to?
CSM is mandatory under SOLAS VI / 5 (Stowage and Securing) which states –
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All cargoes, other than solid and liquid bulk cargoes, cargo units and cargo transport units,
shall be loaded, stowed and secured throughout the voyage in accordance with the Cargo
Securing Manual approved by the Administration. In ships with ro-ro spaces securing of
such cargoes, cargo units, and cargo transport units, in accordance with the Cargo
Securing Manual, shall be completed before the ship leaves the berth. The Cargo
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Securing Manual shall be drawn up to a standard at least equivalent to relevant guidelines
developed by the Organization.
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It is also mandatory under SOLAS VII/5 (Cargo securing manual) which requires
dangerous goods and their cargo transport units to be loaded, stowed and secured
throughout the voyage in accordance with the Cargo Securing Manual approved by the
Administration.
It applies to all cargo ships to which SOLAS Chapter VI and VII apply, other than those
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carrying solid and liquid bulk cargoes.
The guidelines to draw up a CSM are given in MSC.1/Circ.1353.

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Contents of the CSM are:
Chapter 1: General (Definition, General information)

Chapter 2: Securing Devices and Arrangements (Specification for fixed cargo securing
devices, portable cargo securing devices, Inspection and maintenance schemes)
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Chapter 3: Stowage and Securing Of Non-Standardized And Semi-Standardized Cargo

(Handling and safety instructions, Evaluation of forces acting on cargo units,
Application of portable securing devices on various cargo units, etc)
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Chapter 4: Stowage and Securing Of Containers And Other Standardized Cargo

(Handling and safety instructions, Stowage and securing instructions, Other allowable
stowage patterns, Forces acting on cargo units, etc)
Chapter 5: Cargo Safe Access Plan (CSAP) – for container ships
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What is TML? Where will you find it?

Transportable moisture limit (TML) of a cargo which may liquefy means the maximum
moisture content of the cargo which is considered safe for carriage in ships. It is
determined by the test procedures, approved by a competent authority. Cargo should not
be loaded if the Moisture content of the cargo is more than the TML.

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TML is mentioned in the “Cargo information” which is given by the Shipper in writing and
prior to loading as required by SOLAS VI/2 (Cargo information) along with certificate on
the moisture content of the cargo and its TML.
What is Moisture content? Where will you find it? Who issues certificate in this
regard? What is its validity? How can you test the MC onboard?
Moisture content means that portion of a representative sample consisting of water, ice or
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other liquid expressed as a percentage of the total wet mass of that sample.
Moisture content at shipment is provided along with the TML in the „cargo information‟
given by the Shipper in his declaration before loading along with the certificate.
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The certificate of MC is issued by a competent authority. i.e. any national regulatory body
or authority designated or otherwise recognized as such for any purpose in connection
with the IMSBC Code. The declaration of moisture content shall contain, or be
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accompanied by, a statement by the shipper that the moisture content is, to the best of his
knowledge and belief, the average moisture content of the cargo at the time the
declaration is presented to the master.
The shipper must ensure that a test to determine the TML is conducted within six months
to the date of loading the cargo or more often if so required. The shipper must ensure that
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sampling and testing for moisture content is conducted as near as practicable to the date
of commencement of loading. The interval between sampling/testing and the date of
commencement of loading shall never be more than seven days. If the cargo has been
exposed to significant rain or snow between the time of testing and the date of completion
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of loading, the shipper must ensure that the moisture content of the cargo is still less than
its TML, and evidence of this is provided to the master as soon as practicable
Testing MC onboard:
A ship's master may carry out a check test for approximately determining the possibility of
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flow on board ship or at the dockside by the following auxiliary method:
1. Half fill a cylindrical can or similar container (0.5 to 1 L capacity) with a sample of
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the material.
2. Take the can in one hand and bring it down sharply to strike a hard surface such as
a solid table from a height of about 0.2 m.
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3. Repeat the procedure 25 times at one- or two-second intervals.

4. Examine the surface for free moisture or fluid conditions. If free moisture or a fluid
condition appears, arrangements should be made to have additional laboratory
tests conducted on the material before it is accepted for loading.
5. If samples remain dry following a can test, the MC of the material may still exceed
the transportable moisture limit (TML).

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If shipper’s declaration shows MC higher than TML, what will you do?
I will refuse to load the cargo as it is not safe to load such a cargo.
I will inform the Company, Charterers, P&I club and the Port authority.
I will make relevant entries in the Port Log book.
I will issue a LOP to the Shipper / Agent regarding this unsafe cargo.
If you suspect that moisture content is higher than the TML, what will you do? In
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such a case if you call P&I club for the survey and moisture content is well within
limits, who will pay for the survey?
If I suspect moisture content is higher than TML, I will not load the cargo and instead,
inform the Charterer, P&I Club and the Company.
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I will ask my Owners to appoint an independent surveyor or cargo specialist.
I will get the cargo sample tested again at an independent laboratory for its moisture
content.
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The cost of any additional testing required will be on Charterers‟ or Owner‟s account
depending on the C/P. A standard clause produced by International Group of P&I Clubs is
usually incorporated in the C/P which allows the Owners to appoint surveyors or experts to
test samples of the cargo at their discretion and the Charterers indemnify the Owners for
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the costs of this.
IMDG CODE
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What do you know about IMDG Code? Which volume is mandatory & which is not?
IMDG Code is mandatory under SOLAS VII / 3 which states „the carriage of dangerous
goods in packaged form shall be in compliance with the relevant provisions of the
IMDG Code.‟ The Code is divided into two volumes. Volume 1 has Parts 1, 2, 4, 5, 6 and
7. Volume 2 has Part 3 (DGL).
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The objective of the IMDG Code is to regulate the transport by sea of dangerous goods to
reasonably prevent injury to persons or damage to ships and their cargoes and also to
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prevent harm to the marine environment when transporting marine pollutants by sea.
The objective is to enhance safe carriage of dangerous goods while facilitating the free,
unrestricted movement of such goods and prevent pollution to the environment.
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The Code is mandatory for all SOLAS ships and even those ships of less than 500 GT
when carrying dangerous goods in packaged form. The provisions do not apply to ships'
stores and equipment.
Both Volume 1 and 2 are mandatory and the Supplement is mandatory for carriage as per
SOLAS VII/2, but it contains guidelines and recommendations which are not mandatory.

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SOLAS VII/2 states „each Contracting Government shall issue, or cause to be issued,
detailed instructions on emergency response and medical first aid relevant to incidents
involving dangerous goods in packaged form, taking into account the guidelines
developed by the Organization‟.
What are the various classes in IMDG Code? Give examples of each.
1. Class 1: Explosives (eg. bombs, cartridges, detonators, mines, etc.)

a) Division 1.1: substances and articles which have a mass explosion hazard.
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b) Division 1.2: substances and articles which have a projection hazard but not a mass
explosion hazard
c) Division 1.3: substances and articles which have a fire hazard and either a minor blast
hazard or a minor projection hazard or both, but not a mass explosion hazard
d) Division 1.4: substances and articles which present no significant hazard
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e) Division 1.5: very insensitive substances which have a mass explosion hazard
f) Division 1.6: extremely insensitive articles which do not have a mass explosion hazard
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2. Class 2: Gases (hydrogen sulphide, neon, nitrogen, refrigerant gas, oxygen, etc)
a) Class 2.1: flammable gases
b) Class 2.2: non-flammable, non-toxic gases
c) Class 2.3: toxic gases
3. Class 3: Flammable liquids (hexane, gas oil, motor spirit, kerosene, ketones, etc)
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4. Class 4: Flammable solids (phosphorous, hay, rubber scrap, sulphur, calcium, etc)
a) Class 4.1: flammable solids, self-reactive substances & desensitized explosives
b) Class 4.2: substances liable to spontaneous combustion
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c) Class 4.3: substances which, in contact with water, emit flammable gases
5. Class 5: Oxidizing substances and organic peroxides

a) Class 5.1: oxidizing substances (barium nitrate, calcium nitrate, lead nitrate, etc)
b) Class 5.2: organic peroxides (Type B, C, D, E, F, etc)
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6. Class 6: Toxic and infectious substances

a) Class 6.1: toxic substances (pesticide, phenol solution, etc)
b) Class 6.2: infectious substances (clinical waste, clinical specimen, etc)
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7. Class 7: Radioactive materials (Radioactive material Type A/B/C package, fissile, etc)
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8. Class 8: Corrosive substances (acids, sodium hydroxide solution, amines, etc)
9. Class 9: Miscellaneous dangerous substances and articles (dangerous goods in

machinery, aviation regulated liquid, first aid kit, etc)

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What are the latest amendments to IMDG Code?
Latest Amendments in IMDG Code (39-18):
1. Throughout the Code, the word “risk(s)” has been replaced by the word “hazard(s)”.
2. New and amended definitions, general provisions, training provisions and security
provisions.
3. New chapter (2.8) on corrosive substances.
4. Many changes to chapter 2.9 with regards to lithium batteries.
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5. New note for polymerizing substances.
6. Numerous changes in the DG List
7. Revisions to several “packing instructions” and special packing provisions
8. Revised marking, placarding and transportation documentation requirements
9. Completely updated section for “Cargo transport units under temperature control”
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10. Updated contact information for some competent authorities
11. Revised list of generic and N.O.S. proper shipping names
12. Index has also been revised to add the new entries to the DGL
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What does IMDG Code tell about segregation?
Segregation is the process of separating two or more substances or articles which are
considered mutually incompatible because their packing or stowage together may
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result in undue hazards due to leakage or spillage or any other accident.
Segregation is maintained by keeping them a certain distance apart or having a
bulkhead or bulkheads or deck or decks between them or both as per the segregation
table. The intervening spaces may be filled with other compatible cargo.
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The type of segregation depends on the extent of hazard between the substances.
In case of conflicting provisions, individual entries in the DG list take precedence.
The following segregation terms are used throughout this Code:
1. „„Away from‟‟;
2. „„Separated from‟‟;
3. „„Separated by a complete compartment or hold from‟‟;
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4. „„Separated longitudinally by an intervening complete compartment or hold from

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Dangerous goods which have to be segregated from each other shall not be
transported in the same cargo transport unit with the exception of dangerous goods
which shall be segregated „„away from‟‟ each other which may be transported in the
same cargo transport unit with the approval of the competent authority. In such cases
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an equivalent standard of safety shall be maintained.

There are separate rules for segregation on containers, ro-ro, general cargo ships, etc.

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How will you load IMDG Class 1 cargo onboard?
I will check the cargo information presented by the Shipper prior loading.
I will refer to IMDG code and find out the particulars for the cargo to be loaded with
regard to hazards, compatibility, stowage and segregation.
I will carry out meeting with all the crew discussing the cargo carried and hazards
present.
I will ensure appropriate international code of signals by day and night are displayed.
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I will not allow bunkering to be done during loading.
I will ensure wireless transmission do not exceed voltage of 50V.
I will ensure radar is kept on stand-by mode and not operated.
I will ensure loading is suspended if the weather threatens.
I will ensure forklifts are not used in the vicinity of dangerous goods.
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I will ask my Officers to reject any defective packages.
I will check with the agent for any specific port and local regulations and ensure they
are complied with.
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I will ensure no electric cables pass through the magazine.
I will ensure the Class 1 cargo are stowed in magazines, which are a wood lined
compartment, sometimes specially constructed to stow explosives safely.
For explosives those are unstable when wet, I will ensure they are stowed in a cool,
dry and well-ventilated place away from hot bulkheads or decks.
I will get all electrical fittings disconnected in compartments containing dangerous
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goods. I will ensure ventilation fans to the space are flame proof if not disconnected.
I will ensure explosives are stowed away from the living quarters.
I will ensure masts are fitted with an efficient lightning conductor as lightning presents a
grave danger.
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To which ships does IMDG Code apply? Does it apply to tankers?
IMDG Code applies to all ships to which SOLAS applies including ships of less than 500
GT when carrying dangerous goods in packaged form. It does not apply to ship stores and
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equipment. Dangerous goods mean the substances, materials and articles covered by the
IMDG Code.
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It does not apply to tanker as tankers carry dangerous goods in bulk, not in packaged
form. However, IMDG Code and its Supplement can be useful to Tankers as well when
carrying dangerous goods. For example, a crew member comes in contact with a
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corrosive cargo such as Sulphuric Acid on a chemical tanker. IMDG supplement will be
very useful as it contains EMS Guide and MFAG. In case of fire or spillage of flammable
cargo such as methanol, Volume 2 will come handy to enter with the UN Number (1230)
and find the applicable EMS schedule for fire or spillage. For this purpose, IMDG Code is
usually carried on tankers as well as part of the Standard Library required by Company
SMS.

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As a master, how will IMDG Code help you?
IMDG Code will provide me information related to the cargo to be loaded just by
referring to it using the UN number or PSN.
IMDG Code will give me details on stowage and segregation requirements for the
cargoes to be loaded.
IMDG Code provides recommendations for good operational practice, including advice
on terminology, packing, labelling, handling, and emergency response action.
IMDG Code provides me information on emergency action to be taken in case of
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spillage or fire related to the dangerous goods.
IMDG Code gives medical first aid guidance for accidents involving dangerous goods.
IMDG Code gives guidelines on the reporting to be done with respect to the dangerous
goods.
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What is the importance of IMDG code for a bulk carrier master?
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IMDG Code is required to be carried onboard a bulk carrier for the following reasons:
Many references to IMDG Code are made in various sections of the IMSBC Code.
For stowage and securing of CTU (cargo transport units) reference is made in SOLAS
and IMSBC to refer to the IMDG Code.
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Having onboard instructions on emergency response and medical first aid relevant to
incidents involving DG in solid form in bulk is mandatory as per SOLAS VII.
For Group B cargoes that possess chemical hazard, it is required to refer the
Classification given in the IMDG Code.
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IMSBC Code gives a segregation table for segregation between bulk materials
possessing chemical hazards and dangerous goods in packaged form. It also contains
reference to Dangerous Goods List of the IMDG Code
What is DG manifest?
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Dangerous goods manifest is a document that specifies the dangerous cargo that is
carried on board and its location. It is a requirement of the IMDG Code when the vessel
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is carrying dangerous goods onboard. If the vessel is carrying harmful substances (i.e.
those substances identified as marine pollutants in the IMDG Code) then MARPOL
Annex III also requires vessel to have a special list, manifest or detailed stowage plan, a
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copy of which has to be given to the Port State authority before departure.
Information contained in the DG manifest as given by IMO FAL Form 7 are as follows:
1. Ship details (Name, IMO No., Call Sign, Nationality)

2. Voyage Number
3. Port of Loading and discharging
4. Description of goods (Marks and number of containers or packages, etc)

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5. Proper Shipping Name, Class and UN Number

6. Packing Group, Subsidiary risks, Flashpoint
7. If marine pollutant or not
8. Mass (net/gross)
9. EmS
10. Stowage position onboard
11. Name and Sign of Master, Place and Date
12. Name and Sign of Shipping Agent, place and date
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What are the reporting requirements with regards to accidents involving dangerous
goods?
As per SOLAS VII / 6 and SOLAS VII / 7-4 (Reporting of accidents involving dangerous
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goods), when an incident takes place involving the loss or likely loss overboard of
dangerous goods in packaged form (or in solid form in bulk) into the sea, the master, or
other person having charge of the ship, shall report the particulars of such incident without
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delay and to the fullest extent possible to the nearest coastal State. The report shall be
drawn up based on general principles and guidelines developed by the Organization. If
such a ship is being abandoned, or in the event of a report from such ship being
incomplete or unobtainable, the company, shall, to the fullest extent possible, assume the
obligations placed upon the master by this regulation.
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Reporting procedures are given in Resolution A.851(20) which is included in the IMDG
Supplement. It contains the general principles for ship reporting, guidelines for reporting
incidents involving dangerous goods, harmful substances and / or marine pollutants.
The reporting is also mandatory under Protocol I of MARPOL 73/78 which gives the
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Provisions concerning Reports on Incidents Involving Harmful Substances.
POLAR CODE
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What is Polar Code? Is it mandatory? As per which convention / regulation?

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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. It entered into force on 1st
Jan 2017. The Polar Code includes mandatory measures covering safety part (part I-A) &
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pollution prevention (part II-A) and recommendatory provisions for both (parts I-B & II-B).
Polar Code is made mandatory under SOLAS Chapter XIV / 3 and MARPOL (Annex I /
Reg. 47) (Annex II / Reg.22) (Annex IV / Reg.18) (Annex V/ Reg.14) which came
into force on 1st Jan 2017 for all new ships constructed on or after this date. Existing
ships constructed before this date are required to meet the relevant requirements of the
Polar Code by the first intermediate or renewal survey, whichever occurs first, after 1
January 2018.

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What are the contents of the Polar Code?
Contents of Polar Code:
Introduction
Part I-A: Safety measures
Chapter 1 – General
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Chapter 2 – Polar Water Operation Manual (PWOM)
Chapter 3 – Ship Structure
Chapter 4 – Subdivision and Stability
Chapter 5 – Watertight and Weathertight integrity
Chapter 6 – Machinery installation
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Chapter 7 –Fire safety protection
Chapter 8 – Life Saving appliances and arrangements
Chapter 9 – Safety of Navigation
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Chapter 10 – Communication
Chapter 11 – Voyage Planning
Chapter 12 – Manning and training
Part 1-B: Additional guidance regarding the provisions of the introduction and Part I-A
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Part II-A: Pollution Prevention Measures
Chapter 1 – Prevention of pollution by oil

Chapter 2 – Control of Pollution by Noxious Liquid Substances in Bulk
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Chapter 3 – Prevention of pollution by Harmful Substances carried by sea in packaged

form
Chapter 4 – Prevention of pollution by Sewage from ships
Chapter 5 – Prevention of pollution by Garbage from ships
Part II-B: Additional guidance to Part II-A

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Define Polar waters. What are the limits of arctic and Antarctic area as per Polar
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Code?
Polar waters means Arctic waters and/or the Antarctic area.

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Antarctic area means the sea area south of latitude 600 S
Arctic area is defined in the Polar Code and various amendments of SOLAS and MARPOL
with various lat-long and rhumb lines, but generally is water north of 600 N.

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What certificate required by officers with regards to the Polar Code?
Chapter 12 of the Polar Code on manning and training says that companies must ensure
that masters, chief mates and officers in charge of a navigational watch on board ships
operating in polar waters have completed appropriate training, taking into account the
provisions of the STCW Conventions and its related STCW Code.
Officers in charge of a navigational watch must hold a basic training certificate and meet
the related competence standards. Masters and chief mates must hold a certificate in
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advanced training as required by Polar Code and meet the requirements for certification
and the specified standards of competence. A Certificate of Proficiency is issued by the
Administration to seafarers who are certificated in this regard.
Following are the competence required:
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1. Contributing to the safe operation and maneuvering of vessels operating in Polar
Waters.
2. Applying safe working practices and responding to emergencies;
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3. Ensuring compliance with pollution prevention requirements;
4. Planning and conducting a voyage in Polar Waters;
5. Managing the safe operation of a vessel operating in Polar Waters;
6. Maintaining safety of the ship's crew and passengers and the operational condition
of life-saving, firefighting and other safety systems.
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What is the use of PWOM and what are its contents?
The Polar Water Operational Manual is a ship-specific manual that provides the owner,
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operator, Master and crew sufficient information regarding the ship‟s operational
capabilities and limitations in order to support their decision making process. It is
mandatory to have the PWOM onboard as required by Polar Code.
The manual should include or refer to specific risk based procedures to be followed:
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1. voyage planning to avoid ice and/or temperatures that exceed the ship's design
capabilities or limitations
2. measures to be taken in the event of encountering ice and/or temperatures which
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exceed the ship's design capabilities or limitations.

3. arrangements for receiving forecasts of the environmental conditions
4. means of addressing any limitations of the hydrographic, meteorological and
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navigational information available

5. operation of equipment required under other chapters of this Code
6. implementation of special measures to maintain equipment and system functionality
under low temperatures,
7. contacting emergency response providers for salvage, search and rescue (SAR), spill
response, etc.
8. procedures in the event of prolonged entrapment by ice.

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What equipments (communication, machinery, LSA, FFA, navigation, etc) are

required in Polar Regions?
LSA:
1. Exposed escape routes shall remain accessible and safe in ice conditions.
2. Survival craft and muster and embarkation arrangements shall provide safe
abandonment of ship in all environmental conditions.
3. All LSA and associated equipment shall provide safe evacuation and be functional
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under the possible adverse environmental conditions during the maximum expected
time of rescue.
4. Adequate thermal protection shall be provided for all persons on board.
5. For ships exposed to ice accretion, means shall be provided to remove or prevent ice
and snow accretion from escape routes, muster stations, embarkation areas, survival
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craft, its launching appliances and access to survival craft;
6. Adequacy of embarkation arrangements shall be assessed, having full regard to any
effect of persons wearing additional polar clothing.
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7. Searchlights suitable for continuous use to facilitate identification of ice shall be
provided for each lifeboat.
8. No lifeboat shall be of any type other than partially or totally enclosed type.
FFA:
1. Isolating and PV valves in exposed locations are to be protected from ice accretion and
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remain accessible at all time.
2. All two-way portable radio communication equipment shall be operable at the polar
service temperature.
3. Fire pumps including emergency fire pumps, water mist and water spray pumps shall
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be located in compartments maintained above freezing.

4. The fire main is to be arranged so that exposed sections can be isolated and means of
draining of exposed sections shall be provided.
5. Firefighter's outfits shall be stored in warm locations on the ship.
6. Portable and semi-portable extinguishers shall be located in positions protected from
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freezing temperatures, as far as practical.

7. Locations subject to freezing are to be provided with extinguishers capable of
operation under the polar service temperature.
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Navigation equipment
1. Two independent echo-sounding devices or a device with two separate independent
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transducers
2. Remotely rotatable, narrow-beam search lights controllable from the bridge or other
means to visually detect ice
3. Two or more non-magnetic independent means to determine and display heading
connected to ships main and emergency source of power.
4. Atleast one GNSS compass or equivalent (for ships proceeding to latitudes over 800)
5. Manually initiated flashing red light visible from astern (for ships involved in icebreaking
operations) (Range atleast 2 NM)

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Communication Equipment:
1. Sound signaling system mounted to face astern to indicate escort and emergency
manoeuvers to following ships.
2. Voice and/or data communications with relevant rescue coordination centres.
3. Equipment for voice communications with aircraft on 121.5 and 123.1 MHz.
4. Two-way voice & data communication with a Telemedical Assistance Service (TMAS).
5. All rescue boats and lifeboats shall have a device (for ships certified to operate in low
air temperature) for transmitting ship to shore alerts, signals for location, for
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transmitting and receiving on-scene communications.
6. All other survival craft shall have a device for transmitting signals for location and for
transmitting and receiving on-scene communications.
Machinery:
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1. Machinery installations and associated equipment shall be protected against the effect
of ice accretion and/or snow accumulation, ice ingestion, freezing and increased
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viscosity of liquids, seawater intake temperature, etc.
2. Working liquids shall be maintained in a viscosity range that ensures operation of the
machinery
3. Seawater supplies for machinery systems shall be designed to prevent ingestion of ice.
4. Exposed machinery and electrical installation and appliances shall function at the polar
service temperature.
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5. Means shall be provided to ensure that combustion air for internal combustion engines
driving essential machinery is maintained at a temperature in compliance with the
criteria provided by the engine manufacturer.
6. Materials of exposed machinery and foundations shall be approved by the
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Administration, or a RO.
7. Scantlings of propeller blades, propulsion line, steering equipment and other
appendages shall be approved by the Administration, or RO, taking into account
standards set by IACS.
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What is the safe manning requirement under Polar Code?
There is no change in the safe manning requirement. However, Chapter 12 of Polar Code
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states that the ships operating in polar waters must be appropriately manned by
adequately qualified, trained and experienced personnel. The training requirement is
specified in the Chapter. In case of open waters, master, chief mate and OOW must
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complete basic training and in case of other waters (waters other than ice-free waters) the
master and chief mate must complete the advanced training and OOW must complete the
basic training.
What is the requirement on training of engineers with regards to Polar Code?

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No training requirement is mentioned in the Polar Code for engineers. The requirements
only deal with masters, chief mates and officers in charge of a navigational watch on
board ships operating in polar waters.
However, Chapter 12 does mention that every crew member shall be made familiar with
the procedures and equipment contained or referenced in the PWOM relevant to their
assigned duties.
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CIC CODE
What is Casualty investigation and how will you carry out the same?
Casualty investigation is an investigation or inquiry into a marine casualty or marine
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incident conducted with the objective of preventing them in the future and not seeking to
apportion blame or determine liability. The investigation includes the collection and
analysis of evidence, the identification of causal factors and the making of safety
recommendations as necessary.
1.
2.
3.
4.
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I will collect all evidences related to the Casualty.
I will take statements of the witnesses and persons involved.
I will carry out analysis of evidence.
I will identify the casual factors and the root cause.
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5. I will prepare a report of my investigation.
However, the marine safety investigation is carried out by a competent person duly
appointed by the Flag State carrying out the investigation.
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What is CIC? Is the code mandatory? What are the contents of the Code?
IMO adopted a new Code of International Standards and Recommended Practices for a
Safety Investigation into a Marine Casualty or Marine Incident (Casualty Investigation
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Code) in 2008.
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It is mandatory under SOLAS XI-1 / 6. Parts I and II of the Code mandatory and 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
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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.

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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
Contents of the Code are:
Part I – General provisions
Chapter 1 – Purpose
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Chapter 2 – Definitions
Chapter 3 – Application of chapters in Parts II and III
Part II – Mandatory standards
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Chapter 4 – Marine safety investigation Authority
Chapter 5 – Notification
Chapter 6 – Requirement to investigate very serious marine casualties
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Chapter 7 – Flag State‟s agreement with another substantially interested State to conduct
a marine safety investigation
Chapter 8 – Powers of an investigation
Chapter 9 – Parallel investigations
Chapter 10 – Co-operation
Chapter 11 – Investigation not to be subject to external direction
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Chapter 12 – Obtaining evidence from seafarers
Chapter 13 – Draft marine safety investigation reports
Chapter 14 – Marine safety investigation reports
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Part III – Recommended practices
Chapter 15 – Administrative responsibilities

Chapter 16 – Principles of investigation
Chapter 17 – Investigation of marine casualties (other than very serious marine casualties)
and marine incidents
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Chapter 18 – Factors that should be taken into account when seeking agreement under
chapter 7 of Part II
Chapter 19 – Acts of unlawful interference
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Chapter 20 – Notification to parties involved and commencement of an investigation

Chapter 21 – Co-ordinating an investigation
Chapter 22 – Collection of evidence
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Chapter 23 – Confidentiality of information

Chapter 24 – Protection for witnesses and involved parties
Chapter 25 – Draft and final report
Chapter 26 – Re-opening an investigation

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Under which all conventions / regulations is casualty investigation required?
SOLAS I/21 (Casualties)

SOLAS XI-1/6 (Additional requirements for the investigation of marine casualties and
incidents)
MARPOL Article 12: (Casualties to Ships)
Load Lines Convention Article 23: (Casualties)
UNCLOS Article 94: (Duties of the Flag State)
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MLC 2006 Regulation 5.1.6: (Marine casualties)
Define substantially interested state.
As per Casualty Investigation Code, 2008, a Substantially interested State means a State:
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1. which is the flag State of a ship involved in a marine casualty or marine incident; or
2. which is the coastal State involved in a marine casualty or marine incident; or
3.
4.
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whose environment was severely or significantly damaged by a marine casualty, or
where the consequences of a marine casualty or marine incident caused, or
threatened, serious harm to that State or to its artificial islands, installations, or
structures over which it is entitled to exercise jurisdiction; or
5. where, as a result of a marine casualty, nationals of that State lost their lives or
received serious injuries; or
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6. that has important information at its disposal that the marine safety investigating
State(s) consider useful to the investigation; or
7. that for some other reason establishes an interest that is considered significant by the
marine safety investigating State(s)
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Panama flag vessel, Japanese owner, British master, Indian crew. Can Indian flag
go and do the investigation? Under which regulation can Indian flag intervene?
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As per definition of substantially interested state, one of the points which makes a State a
Substantially interested State is where as a result of a marine casualty, nationals of that
State lost their lives or received serious injuries. So even if the vessel is Panama flagged
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and has a Japanese Owner and British Master, if any Indian national serving on that ship
has lost their lives or received serious injury due to a maritime casualty, Indian Flag can
intervene and act as a substantially interested state and can carry out an investigation as
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the Casualty Investigation Code.
What is the meaning of accident and incident?
A marine casualty (accident term is not used anywhere) means an event, or a sequence of
events, that has resulted in any of the following which has occurred directly in connection
with the operations of a ship:

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1. the death of, or serious injury to, a person;

2. the loss of a person from a ship;
3. the loss, presumed loss or abandonment of a ship;
4. material damage to a ship
5. the stranding or disabling of a ship, or the involvement of a ship in a collision;
6. material damage to marine infrastructure external to a ship, that could seriously
endanger the safety of the ship, another ship or an individual; or
7. severe damage to the environment, or the potential for severe damage to the
environment, brought about by the damage of a ship or ships.
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However, a marine casualty does not include a deliberate act or omission, with the
intention to cause harm to the safety of a ship, an individual or the environment.
A marine incident means an event, or sequence of events, other than a marine casualty,
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which has occurred directly in connection with the operations of a ship that endangered,
or, if not corrected, would endanger the safety of the ship, its occupants or any other
person or the environment. However, a marine incident does not include a deliberate act
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or omission, with the intention to cause harm to the safety of a ship, an individual or the
environment.
What is the difference between inquiry and investigation?

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It has the same context when referred to in Casualty investigation Code as UNCLOS calls
it inquiry and SOLAS calls it investigation. Definition of marine safey investigation as given
in the CIC states investigation or inquiry (however referred to by a State) which means
that a State may refer it to as an inquiry which would mean „Marine safety investigation‟ as
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defined in the CIC 2008.
In MS Act, inquiry is used in the term „preliminary inquiry‟ and investigation in the term
„formal investigation‟. PI is carried out by the Officer appointed by the Central Govt. to
receive the notice of the shipping casualty. FI is carried out by the Court to whom such an
application is made.
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What are IMO guidelines on investigations? What is the need for investigation as
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per IMO?
Following are the IMO guidelines on investigations:

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MSC-MEPC.3/Circ.2: Code of the International Standards and Recommended

Practices for a Safety Investigation into a Marine Casualty or Marine Incident.
Resolution A.637(16): Co-operation in maritime casualty investigations.
Resolution A.1056(27): Promotion as widely as possible of the application of the 2006
guidelines on fair treatment of seafarers in the event of a maritime accident.

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Resolution A.1074(28): Notification and circulation through the Global Integrated

Shipping Information System (GISIS)
Resolution A.1075(28): Guidelines to assist investigators in the implementation of the
Casualty Investigation Code
MSC/Circ.1058-MEPC/Circ.400: Interim Guidelines to assist flag States and other
substantially interested States to establish and maintain an effective framework for
consultation and cooperation in marine casualty investigations;
According to IMO various instruments, the need for investigation is:
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1. To prevent marine casualties and marine incidents in the future.
2. To uncover the causal factors and other safety risks
3. To provide reports to IMO to enable a wide dissemination of information to assist the
international marine industry to address safety issues.
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4. To determine what changes in the present Regulations might be desirable.
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There a very thin line between a person missing and overboard. Can a missing
person be investigated as per CIC?
Yes. In the definition of Marine casualty given in the CIC 2008, the loss of a person from a
ship is also included. Thus, investigation must be carried out as required by Casualty
investigation code.
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PIRACY & STOWAWAYS
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What is piracy? Under which convention(s) does it come?
As per UNCLOS Article 101: Definition of piracy - Piracy consists of any of the following
acts:
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1. any illegal acts of violence or detention, or any act of depredation, committed for
private ends by the crew or the passengers of a private ship or a private aircraft, and
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directed:
on the high seas, against another ship or aircraft, or against persons or property on
board such ship or aircraft;
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against a ship, aircraft, persons or property in a place outside the jurisdiction of any
State
2. any act of voluntary participation in the operation of a ship or of an aircraft with
knowledge of facts making it a pirate ship or aircraft;
3. any act of inciting or of intentionally facilitating an act described in paragraphs above.
Piracy comes under the following Conventions:

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1. UNCLOS: Article 101 (defines Piracy as above)

2. SUA Convention 1988: Article 3 - Any person commits an offence if that person
unlawfully and intentionally seizes or exercises control over a ship by force or threat
thereof or any other form of intimidation.
3. Djibouti Code of Conduct, 2009: (Code of Conduct concerning the Repression of
Piracy and Armed Robbery against Ships in the Western Indian Ocean and the Gulf of
Aden) Article 1: (defines piracy as defined in UNCLOS)
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What do you know of the piracy in Nigeria and Gulf of Guinea?
Piracy in Nigeria and the Gulf of Guinea affects a number of countries in West Africa as
well as the wider international community. It has become an issue of global concern.
Pirates in the Gulf of Guinea are often part of heavily armed criminal enterprises, who
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employ violent methods to steal oil cargo. Many reports are received on attempted
hijackings throughout the year, even more than the Southeast Asia reports. Piracy in the
Gulf of Guinea continues to be a concern to the shipping industry, which is affected
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significantly. Pirates in the Gulf of Guinea are especially noted for their violent modus
operandi, which frequently involves the kidnapping, torture and shooting of crewmen. At
the same time, governments in the region are working hard to curb the menace using
Navies and law enforcement agencies. Youth unemployment, widespread poverty and
corruption are the main triggering factors for piracy in the Gulf of Guinea.
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The word piracy is not really a correct term as piracy (as per UNCLOS definition) is an act
conducted on the high seas i.e. beyond territorial waters and EEZ.
Best Management Practices West Africa aims to help ship operators and masters plan
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their voyages and to detect, deter, delay and report attacks while operating in the Gulf of
Guinea region.
What is the difference between piracy of UNCLOS, MSA and BMP5?

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Piracy as per UNCLOS: (already defined above)
Piracy as per MSA: MSA does not define piracy.

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Piracy as per BMP5:

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A piracy attack may include but not limited to:

1. The use of violence against the ship or its personnel, or any attempt to use violence
2. Attempts to illegally board the ship where the Master suspects the persons are pirates
3. An actual boarding whether successful in gaining control of the ship or not.
4. Attempts to overcome the SPM by use of ladders, grappling hooks, weapons
deliberately used against or at the ship

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What is the difference between piracy and armed robbery?
Piracy is the act as defined in UNCLOS Article 101 when occurs in high seas. Armed
robbery on the other hand occurs within State‟s territorial seas.
As per SUA 2005 Protocol, “Armed robbery against ships” means any of the following
acts:
any illegal act of violence or detention, or any act of depredation, or threat thereof,
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other than an act of “piracy”, committed for private ends and directed against a ship, or
against persons or property on board such ship, within a State‟s internal waters,
archipelagic waters and territorial sea;
any act of inciting or of intentionally facilitating an act described above.
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In the case of piracy or armed robbery, whom will you report? Which convention
applies?
In case of piracy or armed robbery,
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1. I will activate the SSAS to send the alert to the Flag State and Company. (SOLAS XI-
2/6)
2. I will inform UKMTO by telephone (as per BMP5)
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3. I will send report of incident to IMB PRC (International Maritime Bureau Piracy
Reporting Centre)
4. I will inform the nearest Coastal States and the nearest Maritime Rescue Coordination
Centre (MRCC) and DG Comm Centre. (as per Notice 01 of 2007)
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Reporting of incidents of piracy or armed robbery are required as per:
1. Article 9 of Djibouti Code of Conduct

2. BMP5
3. Flag State Circulars and IMO Guidelines on Piracy and Armed Robbery
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What do you know about RECAAP and IMB?

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ReCAAP:
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The Regional Cooperation Agreement on Combating Piracy and Armed Robbery

against Ships in Asia (ReCAAP) is the first regional government-to-government
agreement to promote and enhance cooperation against piracy and armed robbery
against ships in Asia.
The ReCAAP Information Sharing Centre (ReCAAP ISC) was established in Singapore
in 2006. It is an initiative for facilitating the dissemination of piracy-related information
and has become a Centre of Excellence for information sharing.

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The ReCAAP ISC manages a network of information sharing with the Focal Points of
Contracting Parties on 24/7 basis. Through this information sharing, the ReCAAP ISC
can issue warnings and alerts to the shipping industry and facilitate the responses by
the law enforcement agencies.
Based on the detailed information of incidents collected, verified and collated, the
ReCAAP ISC provides accurate statistics and analysis of the piracy and armed robbery
situation in Asia by its periodical reports (weekly, monthly, quarterly, half-yearly and
annual reports).
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IMB:
The International Maritime Bureau is a specialized department of the International

Chamber of Commerce. Its responsibilities lie in fighting crimes related to maritime
trade and transportation, particularly piracy and commercial fraud, and in protecting the
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crews of ocean-going vessels.
IMB PRC (Piracy reporting centre) offers a 24-hour and free service for shipmasters to
report any piracy, armed robbery or stowaway incidents.
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PRC is an independent and non-governmental agency based in Kuala Lumpur. It aims
to raise awareness within the shipping industry of high risk areas with pirate attacks
and specific ports/anchorages where armed robberies on board ships have occurred.
It publishes a weekly piracy report and all information received is immediately relayed
to the local law enforcement agencies requesting assistance. Information is also
immediately broadcast to all vessels in the Ocean region, providing vital intelligence
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and increasing awareness.
Security incident took place at a location 40NM to 200NM away from Singapore. Is it
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piracy or armed robbery?
It will be termed as Armed Robbery as per the definitions of Armed robbery against ships
since Singapore waters are „Archipelagic waters‟. Piracy is in waters that are either not
under any State‟s jurisdiction or on the high seas.
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What is the difference between piracy and terrorism?

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Piracy is an act committed for private ends whereas terrorism is to achieve mainly political
benefits. Piracy may include only detention and may not involve use of violence or major
weapons whereas terrorism uses violence and weapons to create a climate of fear and to
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intimidate and frighten society and authorities.
Explain Citadel requirement and Masters Responsibility when carrying guards

including the reporting to be done.

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The crew can avert or delay a pirate attack by mustering in a secure compartment or 'safe
house' or „citadel‟ so that safety of those on board is ensured until the rescue forces can
arrive. Following are few guidelines on citadel:
Construction: Citadel must be chosen carefully, and must sturdy enough to resist
forced entry. The door must be additionally strengthened for this purpose.
Location: It must be located in a place difficult for the pirates to locate it onboard.
Communication: Reliable communication arrangements must be available in the citadel
in the form of satellite phone. The crew must immediately inform the position and
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information about the attack to the security forces, using available means of
communication.
Facilities: Adequate facilities must be provided within the citadel for the crew to survive
till the time the help arrives. This includes food items, drinking water, sanitation, etc.
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Master‟s responsibilities when carrying armed guards include:
Check and verify with Owners that armed guards have their own insurance cover and
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that the engagement of armed guards do not prejudice the shipowners‟ insurance
cover.
Ensure the number of persons (including the team of security guards) on board the
vessel does not exceed the maximum number for which the vessel is certified as per
her Cargo Ship Safety Equipment Certificate.
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Emphasize that command and control is with you at all times and you have the over-
riding authority.
Ensure armed guards are follow the watch schedule and are disciplined and manage
their Firearms and Ammunitions properly.
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Ensure arms and ammunition is correctly stowed, in locked cases, access of which is
only with the armed guards.
Ensure the armed guards have a complete understanding of the rules for the use of
force as agreed between shipowner and their Company and fully comply with them.
Ensure a log is maintained of every circumstance in which firearms are discharged,
whether accidental or deliberate.
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Comply with Company checklist related to Armed security guards, including their safety
familiarization.
Assist the armed guards in completing their checklist and weapon testing requirements
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and forward their reports to their Company by email.

Obtain instructions from the Local agent regarding reporting procedure and other
requirements when carrying armed guards on arrival. Comply with any such local
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requirements on reporting and declarations.

Ensure all firearms and ammunition are kept in a guarded/secured „strong room‟ when
entering territorial waters.

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Describe your preparation for entry in HRA.
I will do the following prior entry in HRA:

1. I will ensure that ship is registered with MSCHOA
2. I will obtain latest information from MSCHOA and NATO Shipping Centre websites
3. I will ensure necessary war risk insurance message in sent to the Owners.
4. I will monitor all security warnings broadcast by EGC and NAVTEX.
5. I will carefully plan the passage keeping clear off the coast and using the
recommendation given by various industry guidelines.
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6. I will carry out hardening of the vessel and install ship protection measures as per
BMP5, for example, fire hoses, foam monitors, razor wire, dummies, metal plates, sand
bags, access controls, etc)
7. I will ensure citadel is ready and test the communication from citadel.
8. I will carry out crew training and drill in order to improve response in case of an piracy
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attack. The drill will include raising of security alarm, mustering in safe muster point,
proceeding to citadel, communication from citadel, etc.)
9. I will test the SSAS keeping the company informed.
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10. I will plan anti-piracy watches and keep only one door access in case required to go on
deck when in HRA.
11. I will ensure all security equipments such as night vision binoculars, bullet proof
jackets, etc. are in order and well maintained.
12. I will ensure all emergency contact numbers and prepared messages, are kept ready
at hand or permanently displayed near all external communications stations.
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13. I will ensure all reporting are done to UKMTO and Company as required.
14. I will ensure in HRA no maintenance is carried out on major essential equipments.
15. I will ensure all external stores on deck are kept locked to prevent access.
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What are the contents of BMP5? How does it differ from BMP4?
Contents of BMP 5 are as follows:
The fundamental requirements of BMP

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Section 1: Introduction
Section 2: The threat
Section 3: Threat and risk assessment
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Section 4: Planning
Section 5: Ship Protection Measures
Section 6: Reporting
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Section 7: Ships under attack
Annexes (A to J): Contact details, maritime security charts, Common understanding,

UKMTO reporting forms, MSCHOA reporting forms, additional guidance for vessels
engaged in fishing, additional advice for leisure crafts, definitions and abbreviation,
supporting organizations and voyage reference card.

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Changes to BMP
1. Changes in structure and contents as BMP4 had 13 sections and BMP5 has seven.
2. Voyage reference card is given as annex to the BMP5 which provides a list of actions
that are required to be conducted by the vessel which is intended to transit the HRA.
3. In BMP4 HRA Identifications was done by Latitude-Longitude while in BMP5 these are
defined on Maritime Security chart UKHO Q6099.
4. BMP4 had three fundamental requirements, whereas BMP5 has five. (understand the
threat, conduct RA, implement SPM, report and cooperate)
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5. BMP5 updates the risk/threat assessment, planning, reporting, and mitigation process.
6. BMP5 provides clear advice on the use of Private Maritime Security Contractors.
7. BMP5 updates reporting procedures and reporting forms.
8. New UKMTO suspicious/irregular activity report is included.
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Define HRA and state its limits.
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A High Risk Area is an area within the UKMTO Voluntary Reporting Area (VRA) where it is
considered that a higher risk of attack exists, and additional security requirements may be
necessary. The HRA is outlined in the security chart Q6099 and has been recently
amended effective 1st Sept 2021. Vessel must refer the latest updated security chart
Q6099 to mark the HRA limits on the chart.
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What is the amount of ration to be carried in the citadel?
There is nothing specific with regards to the amount of ration to be carried. However, this
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must be part of the risk assessment and most P&I Clubs suggest sufficed food and water
to last for atleast 5 days considering the number of crew onboard. More specific details
may be mentioned in the ships security plan which must be complied with. The
requirement only states that the citadel must have sufficient food and water for surviving
till the time help arrives.
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What will you do if a navy escort is refused to your ship in Nigerian waters?
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I will refuse to berth the vessel without navy escort and will inform the Charterers and the
Company. It is the Charterer‟s responsibility to provide a safe port and safe berth. In case
charterer or his agent cannot arrange for an escort, he will be in breach of the C/P and will
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then have an obligation to order a new safe port.
I will inform the Company (CSO) and navigate well away from the high risk area (more
than 200 NM from the Nigerian coast) and at all times, remain vigilant and continue taking
anti-piracy measures.

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Who pays the ransom if the ship is arrested?
An arrest is a court order detaining a ship in support of a “maritime claim” against a ship
owner. Ship Owner should try to ascertain the nature of claim behind the arrest by
reviewing the arrest papers served on board the ship. Such papers may include an order
of court, warrant of arrest and an affidavit.
If there are no arrest papers or court order, the “arrest” is likely to be an unlawful
detention. Technically, such detentions are illegal and are not considered an arrest.
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Owners should inform the P&I Club as soon as possible so that the appropriate assistance
can be obtained either through local lawyers or correspondence. A Letter of Protest must
be immediately issued by the Master against the unlawful detention.
In the event a ship is arrested, owners will usually have to provide the appropriate security
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to obtain the release of the ship. Whilst there are numerous forms of security which can be
provided (e.g. bank guarantees, bail bonds, insurance company‟s bonds and cash
deposits) Owners often ask the P&I Club to provide security in the form of a Club letter of
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undertaking (“LOU”). Before the security is provided there are certain prequisites that need
to be fulfilled. These include that the claim must usually be in respect of liability which is
covered by the Club, and Members‟ calls must be fully paid up.
What will you do in case of ship arrest?

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In the event a ship is arrested, the following steps should be considered:
1. Inform the Owner, Company and the P&I Club.

2. Check if the arrest is legitimate order by the court or if it is an unlawful detention.
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3. Check that the arresting party has a valid right to arrest by obtaining the arrest papers.
4. Check if the registered owner of the ship arrested is the entity liable in personam.
5. Check your charter party to see if the ship is off-hire.
6. Contact the Club to see if security could be arranged so that the ship can be released.
7. Maintain a log of all events and communication.
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Who pays the ransom if the ship is hijacked by the pirates?

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Usually piracy, kidnapping and ransom issues are not covered under normal P&I Cover.
Most Owners have to additionally take a War Risk cover before entering the High Risk
area. Ransom is paid by the Insurance underwriters who are insuring the vessel for the
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War risk / HRA transit.
The costs are included in general average and cargo owner will also be made to
contribute his proportion as per York Antwerp Rules.

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Define Stowaways and explain their handling procedures when detected onboard.
What will be your actions as a Master?
As per FAL.13(42), stowaway is defined as „a person who is secreted on a ship, or in

cargo which is subsequently loaded on the ship, without the consent of the shipowner or
the master or any other responsible person and who is detected on board the ship after it
has departed from a port, or in the cargo while unloading it in the port of arrival, and is
reported as a stowaway by the master to the appropriate authorities.
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If a stowaway is found onboard the ship before the departure of the vessel, the information
must be passed on to the local authorities and the stowaways must be disembarked from
the ship prior to departure. If stowaways are found onboard the ship after the departure of
the vessel, following procedure must be followed:
1. Make every effort to determine immediately the port of embarkation of the stowaway.
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2. Take practical steps to establish the identity, including the nationality/citizenship and
the right of residence, of the stowaway.
3. Prepare a statement containing all available information relevant to the stowaway for
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presentation to the appropriate authorities and the shipowner. Use form given in the
appendix of FAL 13(42).
4. Notify the existence of a stowaway and any relevant details to the shipowner and
appropriate authorities at the port of embarkation, the next port of call and the flag
State, with the understanding that when a stowaway declares himself or herself to be a
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refugee, this information should be treated as confidential to the extent necessary for
the security of the stowaway.
5. Do not depart from the planned voyage to seek the disembarkation of a stowaway
discovered on board the ship after leaving the territorial waters of the State of
embarkation, unless permission to disembark the stowaway has been granted by the
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public authorities of that State, or repatriation has been arranged elsewhere with
sufficient documentation and permission given for disembarkation, or unless there are
safety, security, health or compassionate reasons, or attempts to disembark in other
ports on the planned voyage have failed and deviation is necessary in order to avoid
that the stowaway remain on board for a significant period of time.
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6. Ensure that the stowaway is presented to the appropriate authorities at the next port of
call in accordance with their requirements.
7. Take appropriate measures to ensure the security, general health, welfare and safety
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of the stowaway until disembarkation, including providing him or her with adequate
provisioning, accommodation, proper medical attention and sanitary facilities.
8. Ensure that stowaways are not permitted to work on board the ship, except in
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emergency situations.
9. Ensure that stowaways are treated humanely, consistent with the basic principles.
As per most P&I Clubs,

1. The discovered stowaway should be placed in a locked cabin and should not be
allowed to roam freely about the vessel.
2. The place the stowaway was found must be thoroughly searched for drugs. If drugs
are found, the place should be left untouched and sealed off.

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3. The stowaway should be searched for identity papers. These documents, if found,
must be confiscated as stowaways often try to hide their identity or destroy their
identity papers.
4. The stowaway should be thoroughly searched for drugs. If drugs are found on the
stowaway, take photographs and/or video and make a note of the circumstances in
which the drugs were found.
5. The stowaway should be questioned in detail as to when and where the boarding took
place and why he/she has stowed away and the circumstances under which his
voluntary return may be possible.
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6. Immediately notify the Company and the P&I Club and the correspondent and the
vessel‟s agents in the next port of call or the port of embarkation, so that they can
prepare for identification and repatriation of the stowaway.
7. The stowaway should not be threatened with or exposed to any violence whatsoever
as this will incur severe criminal penalties. There is no P&I cover for the defense of any
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person acting with violence.
8. Evidence must be collected and all information must be logged down. This includes
details of the stowaway, date and time and port of embarkation, location stowaway was
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discovered, duration the stowaway was concealed, physical condition of the stowaway,
date and time and position the stowaway was discovered, names and ranks of those
on the watch when the stowaway boarded, if guards were employed then details of the
company, details of stowaway search carried out, and the results thereof, records of
the stowaway‟s treatment during the voyage, etc.
9. Photos and videos must be taken of the stowaway, the interrogation, place of hiding,
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treatment and facilities provided, drugs if found in possession of the stowaway, etc.
What all will you do to prevent stowaway onboard?

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As per Resolution FAL.13(42) on guidelines on the prevention of access by stowaways

and the allocation of responsibilities to seek the successful resolution of stowaway cases,
following measures must be taken to prevent stowaway onboard:
1. Shipowners and masters should ensure that adequate security arrangements are in
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place which, as far as practicable, will prevent intending stowaways from getting
aboard the ship, and, if this fails, as far as practicable, will detect them before the ship
leaves port or, at the latest, before it arrives at the next port of call.
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2. When calling at ports and during stay in ports, where there is risk of stowaway
embarkation, operational arrangements and/or ship security plans should be strictly
complied with as per ISPS Code.
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3. When departing from a port, where there is risk of stowaway embarkation, a ship
should undergo a thorough search in accordance with a specific plan or schedule, and
with priorities given to places where stowaways might hide taking into account the
specific ship type and its operations. Search methods which are likely to harm secreted
stowaways should not be used. Fumigation or sealing should not be carried out until a
thorough search of the areas to be fumigated or sealed has taken place in order to
ensure that no stowaways are present in those areas.

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4. Crew must be briefed well in advanced prior arrival at a port where there is a risk of
stowaway embarkation. Anything abnormal must be reported.
5. Ensure all stores and other areas are locked and that those places which cannot be
locked are sealed.
6. In port, proper watch-keeping arrangement must be maintained. Extra persons may be
assigned to patrol the sea-side area. Shore watchman service if appointed must not be
relied upon.
7. CCTV cameras, deck lighting, etc. must be put to full use.
8. Proper account must be kept on all persons boarding the vessel. Visitor passes must
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be given to them and their movements must be monitored. No persons must be
allowed to enter restricted areas. No unauthorized persons must be allowed to board
the vessel.
9. Even at anchorages, proper watch must be kept and stowaway searches carried out.
After each area is searched it must be locked or sealed. At port, stowaway search
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must be carried out before unmooring and once again after leaving the berth.
10. Hawse pipe guard plates must be fitted and all other entry points musts be secured.
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You sail out from South Africa and after 2 days, 3rd Officer tells you that the food
ration of the lifeboat is missing. State your actions.
I will ask the 3rd Officer to search the lifeboat properly and if confirmed that the food ration
is missing, I will suspect stowaway to be onboard. I will immediately inform the Company
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and order for a thorough stowaway search of the vessel and log down the results. If
stowaways are found, I will comply with the guidelines given in FAL 13(42). Additionally, I
will report the incident to IMB PRC.
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You found banana peels in engine room bilges. What will be your actions?
I will call for an immediate crew meeting and ask if anyone is aware about the banana
peel. It will not be an action of any crew member and I will suspect stowaway to be
onboard. I will immediately inform the Company and order for a thorough stowaway
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search of the vessel and log down the results. If stowaways are found, I will comply with
the guidelines given in FAL 13(42). Additionally, I will report the incident to IMB PRC.
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You found a stowaway onboard at sea after carrying out search at the departure
port. Who will you blame and why didn’t your chief officer carry out the search
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diligently? What will you do?
My priority will not be to blame anyone, but to deal with the situation and ensure safety of
the ship, the crew and the stowaway and to ensure proper resolution of the stowaway
case. I will comply with the guidelines given in FAL 13(42). To improve the situation, I will
carry out the stowaway search drill more frequently onboard the ship. Additionally, I will
report the incident to IMB PRC.

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What is SFP (Stowaway focal point)? What is the email ID for the same? As per
which convention?
As per IMO‟s FAL Committee‟s 34th Session (FAL 34),
The IMO‟s Stowaway Focal Point is linked to the Head of Facilitation Section.
The primary purpose of SFP is to provide an additional resource for owners and
masters facing the difficult and trying circumstances of attempting a timely and
humanitarian repatriation of stowaways.
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SFP is to offer assistance in facilitating diplomatic assistance in order to assist the
disembarkation of stowaways in circumstances where existing processes have been
attempted but have not successfully resolved the problem.
Use of the SFP will also provide more statistical information and therefore a more
accurate indication of the scale of the problem.
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Functions of the IMO Stowaway Focal Point is to provide assistance towards the
successful & expeditious resolution of stowaway cases by facilitating communications
and fostering co-operation between the relevant public authorities of the Governments
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of the Member States and with the Company and the master of the ship concerned.
IMO Stowaway Focal Point means the official(s) of the Secretariat designated by the
Secretary-General to perform the required functions.
Request to the IMO SFP may be made by Member States or by international
organizations and NGO‟s with consent of the Flag State. Requests for assistance
should be restricted to the absolute minimum and only when the circumstances so
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require. Requests for assistance in relation to „attempted stowaway‟ cases should not
be submitted.
Requests for assistance should be accompanied by a record summarizing the related
events from the time the stowaway(s) was/were detected on board to the time of the
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request, including the efforts undertaken with a view to disembarking the stowaway(s).
In addition, for each stowaway, a completed Form of Stowaway Details given in the
Appendix must be completed.
The IMO Stowaway Focal Point will operate in that capacity between 9:00 am and 5:30
pm during the working days of the Organization. To contact the SFP and to send
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statistical reports on stowaways, vessels should use the email falsec@imo.org and the
telephone number provided.
The assistance of the IMO Stowaway Focal Point will be provided at no charge to
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those requesting it and to all other parties involved, including the stowaway(s).
Note: If stowaways are claiming refugee status, the United Nations High Commission for
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Refugees (UNHCR) is also able to assist in these matters.
What will you do if the next port of call is not accepting the stowaway?
I will inform the Company, Flag State, P&I Club about this and they will either try to
disembark the stowaway at the second port of call or contact the IMO Stowaway Focal
point in order to get a resolution.

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What all parties are to be informed when a stowaway is found onboard?
Ship owner and Company

P&I Club
Flag State of the ship
State of the first port of call according to the voyage plan
Subsequent ports of call (if required)
State of embarkation
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State of nationality or right of residence of the stowaway
IMO Stowaway Focal Point (if required / and for reporting)
IMB PRC (for reporting of the stowaway case)
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UNCLOS
What do you know about UNCLOS? Why was it required? When did it come in
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force?
The United Nations Convention on the Law of the Sea (UNCLOS), also called the Law of
the Sea Convention or the Law of the Sea treaty, is an international agreement that
resulted from the third United Nations Conference on the Law of the Sea (UNCLOS III),
which took place between 1973 and 1982. The Law of the Sea Convention defines the
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rights and responsibilities of nations with respect to their use of the world's oceans,
establishing guidelines for businesses, the environment, and the management of marine
natural resources. The Convention, concluded in 1982, and came into force in 1994.
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UNCLOS was required for the following reasons:
To define and discuss the important issue of breadth of territorial waters as different
countries had varying claims of territorial waters.
Many significant issues were required to be covered such as setting limits, navigation,
archipelagic status and transit regimes, exclusive economic zones (EEZs), continental
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shelf jurisdiction, deep seabed mining, the exploitation regime, protection of the marine
environment, scientific research, and settlement of disputes.
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Define baseline, high seas and territorial waters as per UNCLOS.

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Normal baseline - Except where otherwise provided in the Convention, the normal
baseline for measuring the breadth of the territorial sea is the low water line along the
coast as marked on large-scale charts officially recognized by the coastal State.
Straight Baseline - In localities where the coastline is deeply indented and cut into, or if
there is a fringe of islands along the coast in its immediate vicinity, the method of straight
baselines joining appropriate points may be employed in drawing the baseline from which
the breadth of the territorial sea is measured.

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Territorial Waters – is the area of the sea immediately adjacent to the shores of a state
and subject to the territorial jurisdiction of that state. Every State has the right to establish
the breadth of its territorial sea up to a limit not exceeding 12 nautical miles, measured
from baselines determined in accordance with the Convention. It is a part of the territory of
the Coastal State but it differs from the internal waters. Foreign flag vessels have a right of
innocent passage through it. This right can be suspended for security reasons like weapon
exercise. Under such conditions, navigation warnings must be transmitted and this can
only be temporary.
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High Seas – are all parts of the sea that are not included in the exclusive economic zone,
in the territorial sea or in the internal waters of a State, or in the archipelagic waters of an
archipelagic State.
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What does UNCLOS say about Criminal jurisdiction in territorial waters?
Article 27 of UNCLOS deals with Criminal jurisdiction onboard a foreign ship in the
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territorial waters:
The criminal jurisdiction of the coastal State should not be exercised on board a foreign
ship passing through the territorial sea to arrest any person or to conduct any
investigation in connection with any crime committed on board the ship during its
passage, except in the following cases:
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1. if the consequences of the crime extend to the coastal State;
2. if the crime is of a kind to disturb the peace of the country or the good order of the
territorial sea;
3. if the assistance of the local authorities has been requested by the master of the
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ship or by a diplomatic agent or consular officer of the flag State; or

4. if such measures are necessary for the suppression of illicit drug trafficking.
The coastal State shall, if the master so requests, notify a diplomatic agent or consular
officer of the flag State before taking any steps, and shall facilitate contact between
such agent or officer and the ship's crew. In cases of emergency this notification may
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be communicated while the measures are being taken.

The coastal State may not take any steps on board a foreign ship passing through the
territorial sea to arrest any person or to conduct any investigation in connection with
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any crime committed before the ship entered the territorial sea, if the ship, proceeding
from a foreign port, is only passing through the territorial sea without entering internal
waters.
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What does UNCLOS say about innocent passage?
Section 3 of UNCLOS deals with Innocent Passage in the Territorial Sea.
Article 17 describes the right of innocent passage, whereas Article 18 and 19 define the
meaning of passage and innocent passage respectively.

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Article 17: Right of innocent passage
Subject to this Convention, ships of all States, whether coastal or land-locked, enjoy the
right of innocent passage through the territorial sea.
Article 18: Meaning of passage
Passage means navigation through the territorial sea for the purpose of:
a) traversing that sea without entering internal waters or calling at a roadstead or port
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facility outside internal waters; or
b) proceeding to or from internal waters or a call at such roadstead or port facility.
Passage shall be continuous and expeditious. However, passage includes stopping and
anchoring, but only in so far as the same are incidental to ordinary navigation or are
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rendered necessary by force majeure or distress or for the purpose of rendering
assistance to persons, ships or aircraft in danger or distress.
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Article 19: Meaning of innocent passage
Passage is innocent so long as it is not prejudicial to the peace, good order or security of
the coastal State. Such passage shall take place in conformity with this Convention and
with other rules of international law. Passage of a foreign ship shall be considered to be
prejudicial to the peace, good order or security of the coastal State if in the territorial sea it
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engages in any of the following activities:
a) any threat or use of force against the sovereignty, territorial integrity or political
independence of the coastal State,
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b) any exercise or practice with weapons of any kind;

c) any act aimed to collect information to the prejudice of the State‟s defense or security,
d) any act of propaganda aimed at affecting the defense or security of the coastal State;
e) the launching, landing or taking on board of any aircraft;
f) the launching, landing or taking on board of any military device;
g) the loading or unloading of any commodity, currency or person contrary to the
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customs, fiscal, immigration or sanitary laws and regulations of the coastal State;
h) any act of willful and serious pollution;
i) any fishing activities;
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j) the carrying out of research or survey activities;

k) any act aimed at interfering with any systems of communication or any other facilities
or installations of the coastal State;
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l) any other activity not having a direct bearing on passage.
What rights can a country have upto EEZ?
Article 56 of UNCLOS deals with Rights, jurisdiction and duties of the coastal State in the
exclusive economic zone

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In the exclusive economic zone, the coastal State has the following rights:
a) sovereign rights for the purpose of exploring and exploiting, conserving and managing
the natural resources, whether living or non-living,
b) activities for economic exploitation and exploration of the zone, such as the production
of energy from the water, currents and winds;
c) establishment and use of artificial islands, installations and structures;
d) marine scientific research;
e) the protection and preservation of the marine environment;
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f) other rights and duties provided for in this Convention.
IBC & IGC CODE
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What do you know about IBC Code? State its contents and applicability. What
makes it mandatory?
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International Code for the Construction and Equipment of Ships carrying Dangerous
Chemicals in Bulk (IBC Code) is a Code applicable to chemical tankers built after 1 July
1986. The Code provides an international standard for the safe carriage by sea of
dangerous and noxious liquid chemicals in bulk. To minimize the risks to ships, their crews
and environment, the Code prescribes the design and construction standards of ships and
the equipment they should carry, with due regard to the nature of the products involved.
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Contents of the IBC Code:
Chapter 1: General
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Chapter 2: Ship survival capability and location of cargo tanks

Chapter 3: Ship arrangements
Chapter 4: Cargo Containment
Chapter 5: Cargo Transfer
Chapter 6: Materials of construction, protective linings and coating
Chapter 7: Cargo temperature control
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Chapter 8: Cargo tank venting and gas-freeing arrangements

Chapter 9: Environmental control
Chapter 10: Electrical installations
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Chapter 11: Fire protection and fire extinction

Chapter 12: Mechanical ventilation in the Cargo area
Chapter 13: Instrumentation
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Chapter 14: Personnel protection

Chapter 15: Special Requirements
Chapter 16: Operational Requirements
Chapter 17: Summary of minimum requirements
Chapter 18: List of products to which the Code does not apply
Chapter 19: Index of Products carried in Bulk
Chapter 20: Transport of liquid chemical waste
Chapter 21: Criteria for assigning carriage requirements for products subject to IBC Code

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Appendix - Model form of International Certificate of Fitness for the Carriage of Dangerous
Chemicals in Bulk
Applicability: The Code applies to all chemical tankers (carrying Chapter 17 products) and
all NLS tankers (carrying Category X, Y, Z cargoes listed in Chapter 17), regardless of
size, constructed on or after 1st July 1986 or had a major conversion on or after 1st July
1986.
IBC Code is mandatory under SOLAS Chapter VII Part B (Construction And Equipment Of
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Ships Carrying Dangerous Liquid Chemicals In Bulk) Regulation 10 which states – “A
chemical tanker shall comply with the requirements of the International Bulk Chemical
Code and shall be additionally surveyed and certified as provided for in that Code.”
Also, Regulation 7 of MARPOL Annex II states that chemical tankers surveyed and
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certified as per IBC Code shall be deemed to have complied with the provisions of
MARPOL Annex II and the certificate issued under the IBC Code shall have the same
force and receive the same recognition as the certificate issued under this Annex.
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What are the latest amendments of IBC Code?
Latest amendments to IBC Code were adopted in 2019 and entered into force on 1st Jan
2021, brought about by Resolution MSC.460(101).
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Following are some of the amendments:
1. Many definitions in Chapter 1 have been amended and added.

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2. Chapter 15.15 is amended and new requirements are added for Hydrogen sulphide
(H2S) detection equipment for bulk liquids.
3. Chapter 16 is amended to refer to prewash requirement as per new amendments to
MARPOL Annex II requiring prewash for persistent floating products with a high-
viscosity and/or a high melting point that can solidify under certain conditions. Many
vegetable oils have been coded with 16.2.7 in Column „o‟ of Chapter 17 which refers to
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the prewash requirement.

4. Some 50 cargoes have changed their ship type from ship type 3 to ship type 2, or from
ship type 2 and up to ship type 1. Around 35 cargoes have gone the opposite way and
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downgraded from a higher ship type to a lower one.

5. Few cargoes from chapter 18 have moved to chapter 17 and will no longer be allowed
to be carried on tankers not having a COF.
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6. A few cargoes will change their pollution category.

7. Around 45 cargoes with pollution category Y will have reference to chapter 16.2.7 in
column “o” in IBC Code. Therefore, they are “persistent floaters” and subject to
mandatory prewash when they are unloaded in the specified areas.
8. All ships must have an amended P&A manual and new COF on board and in use from
1st January 2021. Cargoes loaded prior to that can be carried and unloaded as per
previous regulations.

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9. Due to various changes as described above, the complete text of chapters 17 and 18
is replaced.
10. Many changes in the Index (Chapter 19)
11. Many changes in Chapter 21 (Criteria for assigning carriage requirements for products
subject to IBC Code)
What do you know about IGC Code? State its contents and applicability. What
makes it mandatory?
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The International Code of the Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk (IGC Code) provides an international standard for the safe carriage by sea
in bulk of liquefied gases and the substances listed in chapter 19, by prescribing the
design and construction standards of ships involved in such carriage and the equipment
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they should carry so as to minimize the risk to the ship, to its crew and to the environment,
having regard to the nature of the products involved.
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Contents of the IGC Code:
Chapter 1: General
Chapter 2: Ship survival capability and location of cargo tanks
Chapter 3: Ship arrangements
Chapter 4: Cargo Containment
Chapter 5: Process pressure vessels and liquids, vapour and pressure piping systems
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Chapter 6: Materials of construction and quality control
Chapter 7: Cargo pressure/temperature control
Chapter 8: Vent systems for cargo containment
Chapter 9: Cargo containment system atmosphere control
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Chapter 10: Electrical installations

Chapter 11: Fire protection and extinction
Chapter 12: Artificial ventilation in the Cargo area
Chapter 13: Instrumentation and automation systems
Chapter 14: Personnel protection
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Chapter 15: Filling limits for cargo tanks

Chapter 16: Use of cargo as fuel
Chapter 17: Special requirements
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Chapter 18: Operational requirements

Chapter 19: Summary of minimum requirements
IGC Code applies to ships regardless of their size, including those of less than 500 GT,
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engaged in carriage of liquefied gases having a vapour pressure exceeding 2.8 bar
absolute at a temperature of 37.8°C, and certain other substances listed in chapter 19 of
the Code. It applies to gas carriers constructed on or after 1st July 1986.
IGC Code is mandatory under SOLAS Chapter VII Part C (Construction And Equipment Of
Ships Carrying Liquefied Gases In Bulk) Regulation 13 which states – “A gas carrier shall
comply with the requirements of the International Gas Carrier Code and shall, additionally
be surveyed and certified as provided for in that Code.”

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IMO
Describe the structure of IMO including the various committees & sub-committees.
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.
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
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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 consisting of 40 Member States is elected by the Assembly for two-
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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
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functions of the Assembly, except the function of making recommendations to
Governments on maritime safety and pollution prevention which is reserved for the
Assembly.
Main committees:
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a) Maritime Safety Committee: It is the highest technical body of the Organization and it
consists of all Member States. The functions of the MSC 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
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of collisions, handling of dangerous cargoes, maritime safety procedures and

requirements, marine casualty investigations, salvage and rescue and any other
matters directly affecting maritime safety".
b) Marine Environment Protection Committee: 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.
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c) Legal Committee: It is empowered to deal with any legal matters within the scope of
the Organization.
d) Technical Cooperation Committee: It is required to consider any matter related to the
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implementation of technical cooperation projects for which IMO acts as the executing
or cooperating agency.
e) Facilitation Committee: It deals with IMO's work in eliminating unnecessary formalities
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in international shipping by implementing all aspects of the FAL Convention and any
matter within the scope of the Organization concerned with the facilitation of
international maritime traffic.
Sub-committees assist MSC and MEPC in their work. These are:
Sub-Committee on Human Element, Training and Watchkeeping (HTW);

Sub-Committee on Implementation of IMO Instruments (III);

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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).
Secretariat: The Secretariat of IMO consists of the Secretary-General and some 300
international personnel based at the IMO headquarters in London.
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How many committees are there in IMO?
There are 5 main committees and seven sub-committees.
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What do you understand by Conventions, Protocols, Codes, Resolutions,
Recommendations, Guidance? Explain the numbering system of the same.
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Convention is a formal agreement between states and is usually an instrument
negotiated under an international organization such as IMO. It is a written agreement with
several parts or sub-part, which would describe in details various aspects of the subject
defined by that particular convention. For e.g. MARPOL convention has six parts which
are known as annexes. It is also possible that details given within a convention are put
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under an associated code, which provides further technical details of that aspect. A
convention is not a law in itself. It becomes a law when it is implemented in a country‟s
own legal system. „Regulations‟ are generally technical provisions of the convention.
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Protocols: When a major amendment is to be incorporated on regulations of the

convention, a protocol is called among the countries, who are signatory of the original
convention when it was signed and approved. For e.g. In MARPOL 73/78, year 73 is the
year in which the convention was adopted and year 78 was when the protocol was
adopted. A protocol is one of the ways in which a convention can be modified. It is done
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where there is a significant change to the original convention or when a new Part is added
to the original convention. (like when Annex VI was added to MARPOL). It can also be
used when a change is applicable to the all the chapters or when IMO feels that the
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change need to be brought by the protocol. The amendments by Protocols are not binding
on the states that have ratified the original convention. The amendments by the protocols
are only binding to the states that ratify the new Protocol.
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Codes are a part of a parent convention or protocol. It gives technical details regarding
the requirements of the regulations contained in the parent convention. For example, the
FSS Code gives technical details regarding the fire fighting appliances as required by
SOLAS II-2. Codes are usually mandatory, but may be divided into different parts, some of
which may be non-mandatory.

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Resolutions are the finalized documents which are issued by the IMO Assembly, The
council or by each of the committee. They generally result from an agreement on a
recommendation or amendment. Each committee brings resolutions to amend part of
International convention that they are associated with. Resolutions that are passed are
denoted in a peculiar manner. The first letter(s) can be A (for Assembly), C (for Council),
MSC, MEPC and so on. The next number shows the resolution number and it is in
chronological order. The number in the bracket shows the session in which this resolution
was adopted. So the resolution MSC.374(93) refers to the MSC resolution number 374
which was adopted in the 93rd session of the MSC.
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Resolutions come into force in the following manner:
A contracting government proposes a resolution.
IMO or its respective committee reviews the resolution proposal.
Resolution is adopted in the IMO.
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Resolution is accepted by a certain % of contracting governments.
After a fixed time from acceptance, the resolution enters into force.
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Recommendations are mainly guidelines which are not legally accepted. They are not
formal documents like convention or protocol but are a list of recommended practices that
are closely linked to the conventions. Though recommendations are not legally binding,
some governments might apply them in whole or in part.
Guidelines are usually non-mandatory. They are given to help Contracting parties and
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others to comply with the relevant requirements of a Convention.
What is the difference between treaty and convention?

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A treaty is the agreement between two or more parties to solve an issue that affects
the parties signing the treaty. A convention is the set of rules for the parties agreeing to
the convention to solve an issue that affects larger part of the world.
A treaty enters in force as soon as the parties involved in the treaty signs this
agreement. Since a convention affect larger part of the world, it only comes in force
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when a minimum number of parties „ratify‟ the convention.

Most of the times a treaty is drafted and executed by the parties involved. A convention
is drafted and executed by an international body such as UN, IMO, ILO, etc.
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Treaties are usually bi-party or tri-party, but Conventions (such as in maritime industry)
affects almost all countries.
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How is a Convention brought in force? What is the meaning of signing and ratifying
a Convention? What is the meaning of ascension? When does a State become Party
to a Convention?

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Entry into force of an IMO convention is a lengthy process. It starts with a suggestion from
one of the members in the session of the committee. This is followed by a process to
create a draft convention.
Draft convention: The session of the committee is held every 6 months. Based on the
information and research, any member state can propose the need for a new convention.
If satisfied with the merits of the proposal, the committee will forward the proposal to
council or assembly as required. If the Council or Assembly accepts the proposal, it would
authorize the committee to proceed with the work. The committee will then work on this
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proposal in detail and will draw a draft convention. This draft convention is then sent to the
Council and the Assembly. At this point, the committee would also recommend the Council
and Assembly for a conference for the adoption of the convention.
Adoption of the convention: The Council or the Assembly would set a date for the
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conference for the adoption of the convention and communicate this date to all the
member states. The draft convention is also circulated to all the member states for their
comments. The committee examines the comments (if any) from the various member
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states to amend the draft convention before the conference. In the conference, the
amended draft convention is presented to the member states. Once the majority of the
member states present agree with the final draft of the convention, it is formally
considered adopted. The adopted convention is then sent to the Secretary General of the
IMO who sends the copies to all the member states.
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Entry into force: An adopted convention is not yet entered into force and not yet
considered binding on the member states. The required conditions for this adopted
convention to be „in force‟ are pre-agreed during the drafting process. These conditions
are in one of the articles of the adopted convention. The requirements state how many
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states must ratify the Convention and how much tonnage percentage of ratification is
required. Both the conditions must be satisfied for the Convention to be in-force. The
Convention comes into force after a pre-set period of time (usually 12 months) after the
date on which both conditions have been met. A country can ratify or become party to a
Convention in the following ways:
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By Signature - If the convention allows, the most formal way of showing the acceptance of
the convention is by a simple signature by an authorized representative of the member
State. This indicates consent to be bound by the Convention. Most member states sign
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with a remark such as “signed subject to ratification, acceptance or approval.” In this case,
the signature does not establish the consent to be bound. This would mean that the state
wants to sign the convention but it must first be accepted or approved by the parliament of
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their own state.
By Ratification - If a member state has signed the convention subject to ratification,

acceptance or approval, this member state would not be considered to have shown its
consent for the convention. This means that IMO would still not consider this state as the
one which has ratified the convention. This member state is required to deposit a
document called “instrument of ratification” to the depository of the convention.

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By Accession - IMO sets a time frame (say, 12 months after adoption) for the acceptance
of the convention by signature. After this time frame is over, the member states can show
their consent by accession. It is the method used by a State to become a party to a
Convention which it did not sign when it was open for signature. A member state is
considered to have become the party to the convention when it deposits the “instrument of
accession” to the depository of the convention. If the Convention has already entered into
force, the instrument of accession will take effect usually 3 months after the date of
deposit as mentioned in the Convention.
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How are the amendments carried out for various IMO instruments? What you
understand by ‘adopted’ and ‘in force’?
There are two steps involved in bringing about any amendment. (1) Adoption of the
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amendment and (2) Acceptance of the amendment and its entry into force.
Adoption by a Resolution: Amendments proposed by any Contracting government(s) are
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considered by the MSC or MEPC and draft amendments are made and circulated at least
for six months. Thereafter, the amendment is adopted in the committee if atleast one-third
of the contracting governments are present for voting and out of those present, two-thirds
vote in favor for the amendment to be adopted. Once adopted, the Resolution is passed to
all contracting governments for acceptance.
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Adoption by Conference: A conference of the contracting governments is called when a
contracting government requests for holding of a conference and at least one-third of the
contracting governments agree to hold the conference. Amendments have better chances
of being adopted at the conference as more than one third will be present and out of those
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present, more than two thirds will vote in favour as they were already in agreement to hold
the conference.
Acceptance: Once an amendment has been adopted by the Resolution or by Conference,

the final Resolution is passed to all contracting governments for acceptance. Usually, two
conditions are to be met for the amendment to come into force. Usually two-third of the
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Contracting governments must ratify, and the Contracting governments ratifying must
constitute a certain % of world gross tonnage. This is however tedious and hence, tacit
acceptance is usually used for making the process of amendments easier. Once the
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amendments are accepted by tacit means or otherwise, it then enters into force after a
time specified in respective conventions. For example, SOLAS amendments enter into
force 6 months after it has been accepted.
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What is tacit acceptance?
Tacit Acceptance: It means “accepted unless objected”. A resolution is accepted on an

agreed time interval from adoption unless it is objected by a number of contracting
governments. The committee decides the minimum interval between adoption and

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acceptance. The number of governments that need to object for an amendment to not
be accepted is also mentioned in respective conventions. These are usually one-third of
the contracting governments or those constituting 50% of the world gross tonnage or
more. At the end of the deadline, if the required number of contracting governments has
not objected the amendments, the amendments are accepted. They then enter into force
after a specified time after the acceptance.
What are IMO instruments?
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IMO instruments refer to the various mandatory and non-mandatory instruments
developed and controlled by the IMO including the various Conventions, Codes and their
various amendments.
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What do you know about the III Code?
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IMO was established to adopt legislation and Governments are responsible for
implementing them. When a Government accepts (ratifies) an IMO Convention, it
agrees to make it part of its own national law and to enforce it, just like any other law.
The problem is that some countries lack the expertise, experience and resources
necessary to do this properly.
IMO being concerned about this problem set up a special Sub-Committee on Flag
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State Implementation (FSI) to improve the performance of Governments. This Sub-
Committee was renamed the Sub-Committee on Implementation of IMO Instruments
(III) in 2013.
Under the direct instructions of the MSC and the MEPC, III Sub-Committee addresses
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the effective and consistent global implementation and enforcement of IMO

instruments concerning maritime safety and security and the protection of the marine
environment.
IMO Instruments Implementation Code (III Code) was adopted by Resolution

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A.1070(28). The objective of this Code is to enhance global maritime safety and
protection of the marine environment and assist States in the implementation of
instruments of the Organization.
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It deals with implementation of the IMO instruments as Flag State, Coastal state and
Port State.
The use of III Code is mandatory under various conventions such as SOLAS,
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MARPOL, COLREGS, STCW, Load lines, Tonnage, etc.

For example, SOLAS Chapter XIII / 2 states “Contracting Governments shall use the
provisions of the III Code in the execution of their obligations and responsibilities
contained in the present Convention”.
With this, every Contracting Government shall be subject to periodic audits by IMO in
accordance with the III Code to verify compliance with and implementation of the
particular Convention.

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Who are IMO member states?
IMO Member states are those States which are Party to the Convention on the
International Maritime Organization (IMO Convention). IMO currently has 174 Member
States.
What do you know about GISIS of IMO?
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GISIS stands for Global Integrated Shipping Information System. It is developed,
maintained and headed by the IMO. This system (website) is aimed at allowing on-line
access to the information and data supplied to the IMO Secretariat by Maritime
Administrations, its member states and port authorities, in compliance with IMO‟s
instruments, regulations and guidelines It is basically an informational data hub for the
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global shipping industry and maritime professionals. It includes various modules and sub-
modules some of which are:
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Ship and Company Particulars
Contact Points
Marine Casualties and Incidents
Pollution Prevention Equipments and Anti Fouling systems
Maritime Security
Recognized Organizations
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Port Reception Facilities
Status of Treaties
Facilitation of International Maritime Traffic
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Piracy and Armed Robbery

GMDSS
Survey and Certification
Member States Audits
Ballast Water Management
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The modules can be accessed in three ways:
a) Public Area: By simple registration through e-mail.

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b) IMO Member‟s Area: Specific permissions related to uploading data and compliance.
c) IMO Secretariat‟s Area: Special access to check registrations, compliance, uploads
and for maintenance of the site.
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Explain structure of ILO.
The ILO accomplishes its work through three main bodies which comprise governments',
employers' and workers' representatives:

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1. the International labour Conference: sets the International labour standards and the
broad policies of the ILO. It meets annually in Geneva.
2. the Governing body: it is the executive council of the ILO. It meets three times a year in
Geneva. It takes decisions on ILO policy and establishes the programme and the
budget, which it then submits to the Conference for adoption.
3. the International Labour Office: is the permanent secretariat of the ILO. It is the focal
point for ILO's overall activities, which it prepares under the scrutiny of the Governing
Body and under the leadership of the Director-General
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How are ILO conventions amended?
It is amended by the specific procedures laid down in one of the Articles of the Convention
titled 'Amendment'. For example, following procedure is used for amending MLC:
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1. Amendments to any of the provisions of a Convention is adopted by the International
Labour conference as per the rules and procedures of the ILO in this regard.
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2. An amendment may be proposed to the Director-General of the ILO by the government
of any Member of the Organization, or by the group of Shipowner representatives or
the group of Seafarer representatives who have been appointed to the Committee.
3. After receiving the proposal, the Director-General shall promptly communicate the
proposal, accompanied by any comments or suggestions deemed appropriate, to all
Members of the Organization, with an invitation to them to transmit their observations
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or suggestions concerning the proposal within a period of six months (min 3 months
and max 9 months). At the end of this period, the proposal is transmitted to the
Committee for consideration at a meeting.
4. An amendment shall be considered ADOPTED by the Committee if:
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- at least 50% members are present at the meeting

- at least two-thirds of them vote in favour of the amendment
and any other requirement laid down in the Convention.
5. Amendments adopted are then submitted to the next session of the Conference for
approval. Such approval requires a majority of two-thirds of the votes cast by the
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delegates present. If such majority is not obtained, the proposed amendment shall be
referred back to the Committee for reconsideration should the Committee so wish.
6. Amendments approved by the Conference shall be notified by the Director-General to
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each of the ratifying Members. The notification shall contain a reference to the present
Article and shall prescribe the period for the communication of any formal
disagreement. This period shall be two years from the date of the notification unless, a
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different period is set. (Minimum one year)

7. An amendment approved by the Conference shall be deemed to have been accepted
unless, by the end of the prescribed period, formal expressions of disagreement have
been received by the Director-General from more than 40 per cent of the ratifying
Members and which represent not less than 40 per cent of the gross tonnage.
8. An amendment deemed to have been accepted shall come into force six months after
the end of the prescribed period for all the ratifying Members, except those which had
formally expressed their disagreement.

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MISC
What is HSSC and how has it helped?
HSSC stands for Harmonized System of Survey and Certification. It came into force in the
year 2000. Previously, the ship‟s statutory certificates were all issued on different dates
which corresponded with the date of completion of each individual initial survey. Also, they
had different periods of validity. When their annual surveys and other surveys became
due, preparations had to be done for each individual survey. Often preparations were
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duplicated as items for inspection under different surveys overlapped. Thus, ship‟s officers
were constantly under pressure to prepare the ship for surveys all the time. It also became
a problem for the certifying authorities who had to board the ship for survey, several times
during the course of the year for carrying out surveys which became due on varying dates.
In order to tackle this problem, the HSSC was introduced by IMO to „harmonize‟ the
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system to provide ease and uniformity.
HSSC has helped in the following way:
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All certificates that fall under this system will be issued on one date only, so that all
annual and other surveys for each certificate will fall on the same dates.
There will be a one-year standard interval between surveys.
All cargo ship safety certificates are designed for 5-year validity with annual
endorsements. The Passenger ship safety certificate remains valid for one year.
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During the initial surveys, the date of completion of ALL the surveys is the date of issue
of each certificate.
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What do you know about BWM Convention?
International Convention for the Control and Management of Ships' Ballast Water and
Sediments (BWM Convention) was adopted in 2004 and entered into force on 8th Sept
2017. It aims to prevent the spread of harmful aquatic organisms from one region to
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another, by establishing standards and procedures for the management and control of
ships' ballast water and sediments.
The Convention is divided into Articles; and an Annex which includes technical
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standards and requirements for the control and management of ships' ballast water
and sediments.
Under the Convention, all ships are required to manage their ballast water and
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sediments to a certain standard, according to a ship-specific ballast water

management plan.
Ships must have on board and implement a ship specific Ballast Water Management
Plan approved by the Administration.
Ships must have 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.

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All ships using ballast water exchange should whenever possible, conduct ballast
water exchange at least 200 nm from the nearest land and in water at least 200m in
depth, taking into account Guidelines developed by IMO. Where this in not possible,
exchange should be carried out as far from the nearest land as possible, and in all
cases at least 50 nm from the nearest land and in water at least 200m depth. When
these requirements cannot be met, areas may be designated where ships can conduct
ballast water exchange.
Ballast water exchange could be used to meet the performance standard till the time
BWTS is not mandatory for the particular ship.
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Ballast Water exchange must be done with efficiency of 95% volumetric exchange. If
done through overflow method, pumping through 3 times the volume of each ballast
water tank shall be considered to meet the standard described.
Ships conducting ballast water treatment shall discharge
a) Less than 10 viable organisms / m3 – 50 micrometres or greater.
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b) Less than 10 viable organisms / ml – 10 to less than 50 micrometres.
Ballast Water Management systems must be approved by the Administration in
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accordance with IMO Guidelines. These include systems which make use of chemicals
or biocides; organisms or biological mechanisms; or which alter the chemical or
physical characteristics of the Ballast Water.
Ships complying with the BWM Convention are issued an International Ballast Water
management certificate which is valid for a period of not more than 5 years, subject to
Annual, Intermediate and renewal surveys.
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BWTS Compliance Requirements:
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New ships i.e. ships constructed (keel lay date) on or after 8 September 2017, to which
the Convention applies, will be required to be fitted with a ballast water treatment
system at delivery.
For existing ships i.e. ships constructed before 8th Sept 2017, the compliance date
depends on the IOPP Renewal survey dates.
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a) For ships that have done IOPP renewal between 8 September 2014 and 7
September 2017, compliance date is the first IOPP renewal after 7 Sept 2017.
b) For ships that have done the last IOPP renewal before 8 September 2014, the first
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IOPP renewal after 7 September 2017 should be completed before 8 September

2019 and the due date for D-2 compliance is then the second IOPP after entry into
force which will be between 8 Sept 2022 and 8 Sept 2024.
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What all documents / certificates are required under BWM Convention?

a) Ballast water management plan (approved by Administration)
b) International ballast water management certificate
c) Ballast Water Record Book
d) Type Approval Certificate of the BTWS

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What are the D1 & D2 standards?
D1 – Ballast Water Exchange Standards
All ships using ballast water exchange should whenever possible, conduct ballast
water exchange at least 200 nm from the nearest land and in water at least 200m in
depth, taking into account Guidelines developed by IMO. Where this in not possible,
exchange should be carried out as far from the nearest land as possible, and in all
cases at least 50 nm from the nearest land and in water at least 200m depth. When
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these requirements cannot be met, areas may be designated where ships can conduct
ballast water exchange.
Ballast Water exchange must be done with efficiency of 95% volumetric exchange. If
done through overflow method, pumping through 3 times the volume of each ballast
water tank shall be considered to meet the standard described.
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D2 – Ballast Water Performance Standards
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Ships conducting ballast water treatment shall discharge –
a) Less than 10 viable organisms / m3 – 50 micrometres or greater.
b) Less than 10 viable organisms / ml – 10 to less than 50 micrometres.
BWTS must have a type approval certificate and must be approved by the
Administration.
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List the contents of intact stability code.
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Contents of the 2008 Intact Stability Code are as follows:
Introduction (Purpose & Definitions)
Part A: Mandatory Criteria

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Chapter 1: General
Chapter 2: General Criteria
Chapter 3: Special Criteria for certain types of ships
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Part B: Recommendations for certain types of ships and additional guidelines

Chapter 1: General
Chapter 2: Recommended design criteria for certain types of ships.
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Chapter 3: Guidance in preparing stability information

Chapter 4: Stability calculations performed by stability instruments
Chapter 5: Operational Provisions against capsizing
Chapter 6: Icing considerations
Chapter 7: Considerations for watertight and weathertight integrity
Chapter 8: Determination of light ship parameters

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What do you know about Nairobi Wreck Removal convention? How are the claims
settled? Has India ratified it or not?
Nairobi International Convention on the Removal of Wrecks was adopted by an

international conference held in Nairobi, Capital of Kenya, in 2007. It entered into force
in 2015.
The Convention provides the legal basis for States to remove, or have removed,
shipwrecks that may have the potential to affect adversely the safety of lives, goods
and property at sea, as well as the marine environment.
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The Convention provides the first set of uniform international rules aimed at ensuring
the prompt and effective removal of wrecks located beyond the territorial sea.
Wrecks can be a hazard to navigation, may cause substantial damage to the marine
and coastal environments and great cost is involved in marking and removal of wrecks.
The Nairobi Wreck Convention attempts to resolve these issues.
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The Convention makes the ship owners financially liable and requires them to take out
insurance or provide other financial security to cover the costs of wreck removal. It also
provides the States with a right of direct action against insurers.
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The various „Articles‟ in the Convention cover:
a) Reporting and locating ships and wrecks
b) Criteria for determining the hazard posed by wrecks
c) Environmental criteria
d) Measures to facilitate the removal of wrecks
e) Liability of the owner for the costs of locating, marking and removal
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f) Settlement of disputes.
Claims are settled by the insurance companies or other financial security. (A ship of 300
GT and above is required to maintain insurance or other financial security, such as a
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guarantee of a bank, to cover liability under this Convention.) Rights to recover costs
under this convention shall be extinguished unless action is brought within 3 years after
the hazard was determined or within 6 years from the date of casualty.
India has acceded to the Nairobi Convention in the year 2010.

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What is IMO length and registered length?

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IMO length is the length as defined in various IMO Conventions such as ICLL and ITC.
Length means 96% of the total length on a waterline at 85 % of the least moulded depth
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measured from the top of the keel, or the length from the foreside of the stem to the axis of
the rudder stock on that waterline, if that be greater.
Registered Length is the length from the fore part of the stem to the aft side of the stern
post, or in a ship not having a stern post, to the fore side of the rudder stock at the point
where the rudder stock passes out of the hull. This is a very old system of measuring
ship‟s length.

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What do you know about NPDES and QI?
The National Pollutant Discharge Elimination System (NPDES) is a permit system

under the U.S. environmental protection rules (Clean Water Act) to minimize pollution
within the US territorial waters (3 nm).
The NPDES permit program helps address water pollution by regulating point sources
that discharge pollutants to waters of the United States.
An NPDES permit is typically a license for a facility to discharge a specified amount of
a pollutant into US waters under certain conditions. The two basic types of NPDES
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permits issued are individual and general permits.
An individual permit is a permit specifically tailored to an individual facility. Once a
facility submits the appropriate application, the permitting authority develops a permit
for that particular facility based on the information contained in the permit application.
The authority issues the permit to the facility for a specific time period (not to exceed
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five years) and the facility has to re-apply prior to the expiration date.
A general permit similar to an individual permit but covers a group of discharges with
similar qualities within a given geographical location. For ships greater than 79 feet in
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length, all the requirements are laid down in a document called the „Vessel General
Permit‟ (VGP). VGP establishes technology-based effluent limits for all vessels and for
various discharges incidental to the normal operation of the vessel. Non-compliance
with VGP constitutes a violation of the US Environmental rules and may lead to
prosecution. Its requirements include inspection, monitoring, reporting, record-keeping,
crew training, etc. Vessels of 300 GT or more or those have the ability to hold or
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discharge more than eight cubic meters of ballast water must submit a Notice of Intent
(NOI) to receive coverage under VGP, and commit to meeting the requirements and
limitations included in the General Permit. This permit is valid for 5 years. For vessels
filing NOI, atleast 30 days processing time must be given before the vessel is deemed
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covered by the General Permit. Hence, 30 days prior vessel‟s first entry into US
waters, a NOI is sent via EPA‟s eNOI system.
Qualified individual is a requirement of Oil Pollution Act (OPA) 1990. Qualified

Individual (Q.I.) is the individual who co-ordinates between the ship and the shore
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authorities in case of an oil pollution incident in US waters and has full authority to
implement removal actions. The VRP must identify the QI and contact details must be
mentioned.
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What is OPA-90?
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The Oil Pollution Act was adopted in 1990 (known as OPA 90) after the „Exxon
Valdez‟ spilled over 11 million gallons of Alaskan crude oil in the water of Prince
William Sound on March 24, 1989.
It proved that US lacked adequate resources, particularly Federal funds, to respond
to spills and the scope of damages compensable under Federal Law to those
impacted by a spill were fairly narrow. OPA 90 was thus introduced to address both
these deficiencies.

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Purpose of OPA 90 is to establish the liability for the damage resulting from oil
pollution and to establish a fund for the payment of compensation for such
damages.
The Act defines responsible parties and assigns financial liability for the cost of
cleanup and damage, and implements processes for measuring damages. It
specifies damages for which violators are liable and establishes a fund for
damages, cleanup, and removal costs.
It requires specific operating procedures and mandatory contingency planning i.e.
national contingency plan and Vessel Response Plan (VRP) with requirements for
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Qualified Individual (QI).
How many types of OPA 90 kits are there? If there is pollution in US waters, whom
will you inform first?
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There are two types of OPA 90 kit that ships require to have onboard:
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12 barrel kit – To handle 1900 litres off deck spill for tankers 400 ft (122m) & over.
7 barrel kit – To handle 1100 litres of deck spill for tankers under 400 ft (122m).
If there is oil pollution in US waters, I will immediately inform the Qualified Individual.
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Is Bunker Convention ratified by India? Where will you check this?
No, India has not yet acceded to the Bunker Convention.

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This can be checked on the IMO Website under Conventions > Status of Conventions.
The Status is a downloadable document that gives for each Convention:
Text of articles related to Adoption, Signature, ratification, accession & entry into force
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Names of Signatories (subject to ratification, acceptance and approval)

Names of Contracting States (accession/ratification, date of deposit of instrument of
accession/ratification, date of entry into force)
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Total number of contracting state and % of gross tonnage

Declarations, reservations or statements made by States
Amendments to that Convention (Resolution Number, Title, requirements for adoption
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and entry into force)
Additionally, it can be checked by logging into GISIS as a Public User and clicking on
„Status of Treaties‟.
It can be found on the DG Shipping website as well under International Legislation which
shows the names of conventions and status of India (ratified or not or under consideration)
and date of in-force.

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What is a recognized organisation? Which regulations talks about RO?
Recognized organizations are those organizations recognized by Administrations as

complying with the provisions of the RO Code to perform, on its behalf, statutory
certification and services under mandatory IMO instruments and its national legislation.
Part 1 and 2 of the RO Code is mandatory as per SOLAS XI-1/1 while Part 3 is
recommendatory.
As per the RO Code, Recognized organization (RO) means an organization that has been
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assessed by a flag State, and found to comply with this part (Part 2) of the RO Code.
Many regulations talk about the RO which can be authorized by the Flag State to carry out
the necessary surveys and certification. This authorization can be given by the Flag State
in accordance with SOLAS XI-1/1 (Authorization of recognized organizations)
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What is the difference between harmful substances, hazardous materials, Noxious
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liquid substances and dangerous goods? How and where are these defined?
Harmful substances, as defined in MARPOL Annex III are the substances which are
identified as marine pollutants in the IMDG Code or which meet the criteria in the
Appendix of this Annex.
Hazardous material is defined in the Hong Kong Convention on Ship Recycling as any
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material or substance which is liable to create hazards to human health and/or the
environment. As per US Department of Transportation (DOT), Hazardous material
(HAZMAT) are substances or materials that are capable of posing an unreasonable
risk to health, safety, and property when transported in commerce.
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NLS substances – as defined in MARPOL Annex II, means any substance indicated in
the Pollution category column of chapter 17 or 18 of the IBC Code or provisionally
assessed as falling into category X, Y or Z.
Dangerous goods as defined in SOLAS VII/1, mean the substances, materials and
articles covered by the IMDG Code.
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Name all the conventions that are adopted to prevent or minimize pollution.
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MARPOL 73/78
International Convention Relating to Intervention on the High Seas in Cases of Oil
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Pollution Casualties (Intervention Convention), 1969

Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other
Matter (LC), 1972 (and the 1996 London Protocol)
International Convention on Oil Pollution Preparedness, Response and Co-operation
(OPRC), 1990
Protocol on Preparedness, Response and Co-operation to pollution Incidents by
Hazardous and Noxious Substances, 2000 (OPRC-HNS Protocol)

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International Convention on the Control of Harmful Anti-fouling Systems on Ships

(AFS), 2001
International Convention for the Control and Management of Ships' Ballast Water and
Sediments, (BWM) 2004
The Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships, (HK) 2009
What do you know about SUA convention?
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Convention for the Suppression of Unlawful Acts Against the Safety of Maritime
Navigation (SUA Convention) was adopted in 1988 and entered into force in 1992.
Concern about unlawful acts which threaten the safety of ships and the security of their
passengers and crews grew during the 1980s, with reports of crews being kidnapped,
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ships being hi-jacked, deliberately run aground or blown up by explosives. Passengers
were threatened and sometimes killed.
IMO therefore decided to develop measures to prevent such unlawful acts. The main
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purpose of the Convention is to ensure that appropriate action is taken against persons
committing unlawful acts against ships.
The Convention requires Contracting Governments either to prosecute the person for
committing any of the offence, or to hand over the individual to another State which
has requested his/her extradition for the same crime.
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The unlawful acts or offences include;
1. the seizure of ships by force;
2. acts of violence against persons on board ships; and
3. placing of devices on board a ship which are likely to destroy or damage it.
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The amendment to the Convention in the form of 2005 Protocol came into force in
2010 and added to the list of offence. It included-
1. intimidating a population, or compelling a Government or an international
organization to do or to abstain from any act.
2. using against or on a ship or discharging from a ship any explosive, radioactive
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material or BCN (biological, chemical, nuclear) weapon

3. discharging, from a ship, oil, LNG, or other hazardous or noxious substance that
causes death or serious injury or damage;
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4. using a ship in a manner that causes death or serious injury or damage;

5. transporting on board a ship any explosive or radioactive material knowing that it is
intended to be used to cause death or serious injury or damage.
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6. transporting on board a ship any BCN weapon, knowing it to be a BCN weapon;
What do you know about HNS Convention? Explain liability as per this convention.
International Convention on Liability and Compensation for Damage in Connection with

the Carriage of Hazardous and Noxious Substances by Sea (HNS) was adopted in
1996 and superseded by the 2010 HNS Protocol. It is not yet in force.

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It is based on the highly successful model of the Civil Liability and Fund Conventions
and intends to establish a two-tier system for compensation to be paid in the event of
accidents at sea, involving hazardous and noxious substances such as chemicals.
However, it goes further in that it covers not only pollution damage but also the risks of
fire and explosion, including loss of life or personal injury as well as loss of or damage
to property.
Tier one will be covered by compulsory insurance taken out by shipowners, who would
be able to limit their liability. In those cases where the insurance does not cover an
incident, or is insufficient to satisfy the claim, a second tier of compensation will be paid
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from a fund, made up of contributions from the receivers of HNS. Contributions will be
calculated according to the amount of HNS received in each Party in the preceding
calendar year.
The 2010 Protocol was designed to address practical problems that had prevented
many States from ratifying the original Convention.
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For the Protocol to be in force, at least twelve States must ratify it, out of which four
States each must have at least 2 million units of gross tonnage. Presently, it has been
ratified by 14 States, but only 3 out of these have more than 2 million GT. These are
Liberia, Cyprus and Russia.
Liability as per 2010 HNS Protocol:

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If damage is caused by bulk HNS, compensation would first be sought from the ship
owner, up to a maximum limit of 100 million SDR.
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Where damage is caused by packaged HNS, or by both bulk HNS and packaged HNS,
the maximum liability for the shipowner is 115 million SDR.
Once this limit is reached, compensation would be paid from the HNS Fund, up to a
maximum of 250 million SDR (including compensation paid under the first tier).
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What do you know about the CSS Code? Is it mandatory?
CSS Code is the Code of Safe Practice for Cargo Stowage and Securing. The purpose
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of the CSS Code is to provide an international standard to promote the safe stowage
and securing of cargoes by:
1. drawing the attention of shipowners and ship operators to the need to ensure that
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the ship is suitable for its intended purpose;

2. providing advice to ensure that the ship is equipped with proper cargo securing
means;
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3. providing general advice concerning the proper stowage and securing of cargoes to
minimize the risks to the ship and personnel;
4. providing specific advice on those cargoes which are known to create difficulties
and hazards with regard to their stowage and securing;
5. advising on actions which may be taken in heavy sea conditions; and
6. advising on actions which may be taken to remedy the effects of cargo shifting.

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The Code is not mandatory. However, as per SOLAS VI/1, each Contracting Government
shall ensure that appropriate information on cargo and its stowage and securing is
provided, specifying, in particular, precautions necessary for the safe carriage of such
cargoes. (Reference is made to the CSS Code which means carrying the Code onboard is
mandatory. However, the contents of the Code itself are not mandatory).
What is cyber risk management? Under which Code / convention / regulation is

cyber security plan required? Under what survey will it be covered? Since when is it
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mandatory?
Maritime cyber risk refers to threat that may result in shipping-related operational,
safety or security failures as a consequence of information or systems being corrupted,
lost or compromised.
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Cyber risk management means the process of identifying, analysing, assessing and
communicating a cyber-related risk and accepting, avoiding, transferring or mitigating it
to an acceptable level, considering costs and benefits of actions taken to stakeholders
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The overall goal is to support safe and secure shipping, which is operationally resilient
to cyber risks.
It is addressed in the IMO Resolution MSC 428(98) Maritime Cyber Risk management in
Safety Management Systems. It reiterates the requirements of ISM Code related to safe
practices in ship operation and assessment of all identified risks to ships, personnel and
environment and establishing of appropriate safeguards. It states that an approved SMS
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should take into account cyber risk management in accordance with the objectives and
functional requirements of the ISM Code. It „encourages‟ Administrations to ensure that
cyber risks are appropriately addressed in SMS no later than the first annual verification of
the Company‟s DOC after 1st Jan 2021. IMO has also issued „Guidelines on Maritime
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Cyber Risk Management‟ (MSC-FAL.1/Circ.3)
Although it is not yet made mandatory as an amendment of ISM Code, it is implied to

include cyber security as part of the „risk assessment‟ mentioned in the ISM Code. Most
Flag States have already made it mandatory to comply with the same. It will be checked
during the ISM Audits (SMC and DOC audits)
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What do you know about INDSAR and INSPIRES?

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Indian ship reporting system (INDSAR):-

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Conforming to the provision of SAR convention 1979.

Formed by Indian coastguard as a supplementary ship position reporting system
Came into effect from 1st Feb 2003
Operated and maintained by Indian coastguard through MRCC, Mumbai.
Mandatory for all Indian ships of 100 GT and above entering Indian SAR region (ISRR)
All ships other than Indian ships, of 300 GT and above, encouraged to participate.
All ships of 100 GT & above carrying nuclear/dangerous materials – also encouraged.

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Indian Ship position and information reporting system (INSPIRES):-
Formed by Indian Navy in co-ordination with DG of Shipping

Formed to exercise effective open ocean vessel management and to provide security.
Provides weather forecast & enhances safety of navigation & monitors incidents of
pollution.
Receiving stations: Indian Naval communication center (COMCEN) Mumbai & Vizag
All Indian vessels of 300 GT and above shall participate in this reporting system.
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All vessels other than Indian ships of 100 GT and above are encouraged to participate.
What do you know about FAL convention?
Convention on Facilitation of International Maritime Traffic (FAL) was adopted in 1965
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and entered into force in1967.
The Convention's main objectives are -
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1. to prevent unnecessary delays in maritime traffic
2. to aid co-operation between Governments and
3. to secure highest practicable degree of uniformity in formalities & other procedures.
In its Annex, the Convention contains "Standards" and "Recommended Practices" on

formalities, documentary requirements and procedures which should be applied on
ship‟s arrival, stay and departure.
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The Convention defines “standards” as internationally-agreed measures which are
necessary and practicable in order to facilitate international maritime traffic and
“recommended practices” as measures the application of which is desirable.
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IMO has developed Standardized Forms for seven of these documents. They are as
follows:
1. FAL Form 1 - IMO General Declaration
2. FAL Form 2 – IMO Cargo Declaration
3. FAL Form 3 – IMO Ship's Stores Declaration
4. FAL Form 4 – IMO Crew's Effects Declaration
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5. FAL Form 5 – IMO Crew List

6. FAL Form 6 – IMO Passenger List
7. FAL Form 7 – IMO Dangerous Goods Manifest
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Three additional declarations entered into force on 1 January 2018:

1. Security-related information as required under SOLAS regulation XI-2/9.2.2
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2. Advance electronic cargo information for customs risk assessment purposes

3. Advanced Notification Form for Waste Delivery to Port Reception Facilities
Two other documents may be required under the Universal Postal Convention and the
International Health Regulations (MDOH).

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What is single window as per FAL?
„Single window‟ is a facility that allows parties involved in trade and transport to provide
standardized information and documents through a single entry point to fulfill all import,
export and transit-related regulatory requirements.
You are arriving at the Port of Kandla. What all documents will you prepare for entry
of the vessel?
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I will prepare all the documents as per the Local Agent‟s message. This will generally
include the following:
Crew List and Passenger List
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Stores List and Crew Effect Declaration
General Declaration
Cargo declaration
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DG Manifest / Cargo manifest / Stowage plan
Maritime declaration of health
Ship‟s trading certificates (COR, Certificate of Class, Load Line certificate, etc)
ePANS (Security form)
Advance electronic cargo information for customs risk assessment purposes
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Advanced Notification Form for Waste Delivery to Port Reception Facilities
NIL list and Narcotics List
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What are the contents of the Chain Register as per ILO? Who approves it? Can a
C/E make entries in this register? What is the difference between competent person
and responsible person?
Chain register is required as per ILO Convention No. 152 (Occupational Safety and
Health in Dock Work). Following are its contents:
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Form 1:
1. Front Cover (Identity of National Authority or Competent authority, Ship‟s Name,
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Official No., Call Sign, POR, Name of the Owner, Register Number, Date of Issue,
Issuing Authority, Sign and Stamp)
2. General
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3. Instructions
4. Part I: Thorough inspection of lifting appliances and loose gear
5. Part II: Regular inspection of loose gear
Form 2: Certificates of tests and thorough examination of lifting appliances
Form 2(U): Certificate of test & thorough examination of derricks used in Union
Purchase
Form 3: Certificate of test and thorough examination of loose gear
Form 4: Certificate of test and thorough examination of wire rope

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Chain register has to be approved by the Administration or RO on behalf of the

Administration.
As per the Convention, regular visual inspections of every item of loose gear shall be
carried out by a responsible person before use. A record of these regular inspections is to
be entered in Part II of the Register, but entries need only be made when the inspection
has indicated a defect in the item. Thus, a Chief Engineer can be the responsible person
and make an entry in Part II (Regular inspection of loose gear) when the inspection has
indicated a defect.
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As per the definitions given in the Convention,
The term “competent person” means a person possessing the knowledge and
experience required for the performance of thorough examinations and tests of lifting
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appliances and loose gear and who is acceptable to the competent authority.
The term “responsible person” means a person appointed by the master of the ship or
the owner of the gear to be responsible for the performance of inspections and has
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sufficient knowledge and experience to undertake such inspections.
In simple words, competent person is a qualified surveyor who knows the testing
procedure (someone outside the ship) and responsible person is someone onboard who
can carry out regular inspections of the lifting appliances and loose gear.
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Has India ratified Hong Kong convention? What does it talk about? Is it in force
already?
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Yes, India has acceded to the Hong Kong Convention in November, 2019.
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
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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.
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Hong Kong International Convention For The Safe And Environmentally Sound Recycling
Of Ships, 2009 (Hong Kong Convention) was adopted in 2009 and is not yet in force.
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If a State has ratified a particular convention, will it become mandatory from the
same date?
No. For every convention, there is an article dealing with „entry into force‟ requirements. It
states the conditions required to be fulfilled for a Convention to be in-force. It states the

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number of months after the fulfillment of the conditions that the Convention will „enter into
force‟. For example, Hong Kong Convention will enter into force 24 months after the date
on which the required conditions are met.
The same Article or a separate one will deal with the „signature, ratification and accession.
It will state that –
For States which have deposited an instrument of ratification or accession after the
requirements for entry into force have been met, but prior to the date of entry into
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force, the ratification, acceptance, approval or accession shall take effect on the date
of entry into force, or three months after the date of deposit of the instrument,
whichever is the later date.
Any instrument of ratification or accession deposited after the date on which this
Convention enters into force shall take effect three months after the date of deposit.
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What is London convention all about?
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The "Convention on the Prevention of Marine Pollution by Dumping of Wastes and
Other Matter 1972", the "London Convention" for short, is one of the first global
conventions to protect the marine environment from human activities and has been in
force since 1975. Its objective is to promote the effective control of all sources of
marine pollution and to take all practicable steps to prevent pollution of the sea by
dumping of wastes and other matter.
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A so-called "black- and grey-list" approach is applied for wastes, which can be
considered for disposal at sea according to the hazard they present to the
environment. For the blacklist items, dumping is prohibited. Dumping of the grey-listed
materials requires a special permit from a designated national authority under strict
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control and provided certain conditions are met. All other materials or substances can
be dumped after a general permit has been issued.
In 1996, the "London Protocol" was agreed to further modernize the Convention and,
eventually, replace it. Under the Protocol all dumping is prohibited, except for possibly
acceptable wastes on the so-called "reverse list" under a Special Permit.
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What is IHM? What are the requirements related to it?

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The IHM (Inventory of Hazardous Material) is a list of hazardous materials that are
present on a ship. The IHM quantifies and locates hazardous materials on board ships
which are known to represent a potential hazard to people and the environment. For
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assuring a safe and environmentally friendly handling of these materials, detailed

documentation of those materials in the ship‟s structure and equipment, and in stores,
is essential.
The IHM consists of three parts:
1. Part I: Hazardous materials contained in the ship‟s structure and equipment
2. Part II: Operationally generated wastes
3. Part III: Stores

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The IHM Part I is prepared either during the construction of the ship or while the vessel
is in operation. It is maintained and kept up to date until the end of the ship‟s life.
For new building projects, the IHM Part I is prepared by the shipyard. The IHM is
based on Material Declarations (MD) and the Supplier‟s Declaration of Conformity
(SDoC) provided for all machinery, equipment, materials and coatings installed on
board a vessel. The MD and SDoC contain information on whether hazardous
materials, (as per the HK Convention), are present in the specified products.
New ships flying the flag of an EU member state are required to have on board an IHM
Certificate (IC) issued on behalf of the flag, starting from 31 December 2018.
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For existing ships, IHM reports are prepared by hazmat experts, based on document
analysis and on-board investigation through sampling and visual checks. For ships in
operation flying the flag of an EU member state, the IHM Certificate issued on behalf of
the flag is required starting from 31 December 2020.
For ships in operation flying a non-EU Flag but visiting EU ports or anchorages, the
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IHM Statement of Compliance (SoC) is required starting from 31 December 2020.
EU member states‟ port authorities will be authorized to control ships in order to verify
whether they have a valid IHM Certificate or SoC, or a Ready for Recycling Certificate,
on board.
What is EUSRR and its requirements? SO

EU SRR (European Union Ship Recycling Regulations) are national regulations adopted
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by the European Union related to Ship recycling. Some of its requirements are as follows:
EU and non-EU flagged ships that visit EU ports to have an Inventory of Hazardous
Materials (IHM).
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From 31 December 2018, EU-flagged vessels will have to be scrapped at facilities on

an EU approved list.
EU SRR contains list of hazardous materials in its Annexes I and II.
New ships flying the flag of an EU member state are required to have on board an IHM
Certificate (IC) issued on behalf of the flag, starting from 31 December 2018. Existing
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ships flying the flag of an EU member state are required to have the IHM Certificate
issued on behalf of the flag from 31 December 2020.
Non-EU flag ships visiting EU ports or anchorages must have IHM Statement of
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Compliance (SoC) starting from 31 December 2020.

EU member states‟ port authorities will be authorized to control ships in order to verify
whether they have a valid IHM Certificate or SoC, or a Ready for Recycling Certificate
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on board.
Which all conventions talk about rendering assistance?
SOLAS Chapter V / 33 (Distress situations: obligations and procedures)

UNCLOS Article 98 (Duty to Render Assistance)
1989 International Convention on Salvage / Article 10

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What do you know about Kyoto Protocol?
The Kyoto Protocol is an international treaty which extends the 1992 United Nations
Framework Convention on Climate Change (UNFCCC) that commits state parties to
reduce greenhouse gas emissions, based on the scientific consensus that (part one)
global warming is occurring and (part two) that human-made CO2 emissions are driving it.
The Kyoto Protocol was adopted in Kyoto, Japan, in 1997 and entered into force in 2005.
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ASM ORAL NOTES BY ROHAN D’SOUZA MS ACT
MS ACT
Describe the regulations in MS Act with regards to registration of Indian Ships.
As per Part V (Registration of Indian ships) of MS Act, 1958, following is the procedure for
registration of Indian ships:
23. Ports of registry: The ports at which registration of ships shall be made shall be the
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ports of Bombay, Calcutta and Madras and such other ports in India as the Central
Government may, by notification in the Official Gazette, declare to be ports of registry
under this Act. The port at which an Indian ship is registered shall be deemed to be her
port of registry and the port to which she belongs.
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24. Registrars of Indian ships: At each of the ports of Bombay, Calcutta and Madras, the
principal officer of the Mercantile Marine Department, and at any other port such authority
as the Central Government may, by notification in the Official Gazette, appoint, shall be
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the registrar of Indian ships at that port.
26. Application for registry: An application for the registry shall be made―
1. in the case of an individual, by the person requiring to be registered as owner or by his
agent.
2. in the case of more than one individual requiring to be so registered, by some one or
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more of the persons so requiring or by his or their agent; and
3. in the case of a company requiring to be so registered, by its agent.
27. Survey and measurement of ships before registry: The owner of every Indian ship in
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respect of which an application for registry is made shall cause such ship to be surveyed
by a surveyor and the tonnage of the ship ascertained in the prescribed manner. The
surveyor shall grant a certificate specifying the ship‟s tonnage and build and such other
particulars descriptive of the identity of the ship as may be prescribed and the certificate of
the surveyor shall be delivered to the registrar before registry.
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28. Marking of the ship: The owner of an Indian ship who applies for registry shall, before
registry, cause her to be marked permanently and conspicuously in the prescribed manner
and to the satisfaction of the registrar and any ship not so marked may be detained by the
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registrar. The owner and the master of an Indian ship shall take all reasonable steps to
ensure that the ship remains marked as required and not cause or permit any alterations
of such marks to be made.
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29. Declaration of ownership on registry: A person shall not be registered as the owner of
an Indian ship until he has made and signed a declaration of ownership in the prescribed
form referring to the ship as described in the certificate of the surveyor and containing the
following particulars:―
a) a statement whether he is or is not a citizen of India;

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b) a statement of the time and place where the ship was built or if the ship is built outside
India and the time and place of building is not known, a statement to that effect.
c) In the case of a ship previously registered outside India, a statement of the name by
which she was so registered.
d) the name of her master;
e) the number of shares in the ship of which he claims to be registered as owner
f) a declaration that the particulars stated are true to best of his knowledge & belief.
30. Evidence on first registry: On the first registry of an Indian ship the following evidence
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shall be produced in addition to the declaration of ownership:―
a) in the case of a ship built in India, a builder‟s certificate, and if there has been any sale,
the instrument of sale under which the ship or the share therein has become vested in
the applicant for registry.
b) in the case of a ship built outside India, the same evidence as in the case of a ship built
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in India unless the one making the declaration of ownership declares that the time and
place of her building are not known to him, or that the builder‟s certificate cannot be
procured, in which case, only the instrument of sale will be required.
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31. Entry of particulars in register book: As soon as the requirements for registry have
been complied with the registrar shall enter in the register book the following particulars:
a) the name of the ship and the name of the port to which she belongs
b) the ship identification number
c) the details contained in the surveyor‟s certificate;
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d) the particulars respecting her origin stated in the declaration of ownership
e) the name and description of her registered owner or owners, and, if there are more
owners than one, the number of shares owned by each of them
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32. Documents to be retained by registrar: On the registry of a ship, the registrar shall
retain in his custody the following documents:
a) the surveyor's certificate;
b) the builder's certificate;
c) any instrument of sale by which the ship was previously sold;
d) all declarations of ownership.
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34. Grant of certificate of registry: On completion of the registry of an Indian ship, the
registrar shall grant a certificate of registry containing the particulars respecting her as
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entered in the register book with the name of her master.

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What is the procedure for register a ship as an Indian Ship?
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
b) A certificate signed by the builder (builder‟s certificate) (for new ship).
c) The instrument of sale (for secondhand ships).

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2. The Owner must give a minimum of 14 days notice to the Registrar of the name
proposed for the ship.
3. 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.
4. On being satisfied that the ship is entitled to be Indian ship, the Registrar arranges for
survey of the ship by a surveyor for the determination of her tonnage, for the purpose
of issue of a Certificate of Survey.
5. After this is completed, the Registrar issues a carving and marking note. This note is to
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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.
6. Once the above is satisfactorily completed, the Registrar enters the relevant particulars
of the ship in the register book.
7. The Registrar issues thereafter to the owners a certificate of registry retaining the
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Surveyor‟s certificate, builders certificate, instrument of sale and the declaration of
ownership.
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What do you know about marking and carving note? Give its specifications.
As per Section 28 of MS Act, 1958, (Marking of ship) the owner of an Indian ship who
applies for registry shall, before registry, cause her to be marked permanently and
conspicuously in the prescribed manner and to the satisfaction of the registrar.
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As per Merchant Shipping (Registration of Indian Ships) Rules, 1960, as amended,
After an official number has been allotted to a ship and the name is approved by the
Director General and the certificate of survey is granted by the surveyor, the registrar
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shall issue to the owners a Carving and Marking Note which shall be returned to the
registrar after the carving and marking have been duly carried out and certified by a
surveyor.
Every ship shall , before registry, be marked permanently and conspicuously to the
satisfaction of the registrar as follows –
a) Her name shall be marked on each of her bows, and her name and the name of
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her intended port of registry shall be marked on her stern, on a dark background in
white or yellow letters or on a light background in black letter which shall be not
less than one decimeter in height and 1.3 centimeters in breadth. Her name and
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port of registry shall be marked in Hindi and English with Hindi letters in superior
position.
b) Her official number and the number denoting her registered tonnage shall be on a
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brass plate 30cm long and 6cm wide. The same shall be affixed in a conspicious
place on the navigational bridge on her main beam.
c) Her scale of draught marks shall be cut or welded in metres and decimeters in two
columns side by side both forward and aft on the port and star board side
respectively.

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As per the Registry Form No. 24 (Ship‟s Carving and Marking Note), registered tonnage
refers to the registered net tonnage. After the required marking and carving is completed,
the same is verified by the Surveyor who will sign the Carving and Marking Note, which
will be then returned to the Registrar.
How many registrars are there in India and where?
At present, Mumbai, Calcutta, Madras, Cochin and Mormugao have been notified as ports
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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.
How many Surveyors are there in India and where?
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Ship Surveyors are there in all the MMD‟s. These are:
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MMD Mumbai (PO and other surveyors)
MMD Goa (Surveyor in-charge) (Subordinate office to MMD Mumbai)
MMD Noida (Surveyor in-charge) (Subordinate office to MMD Mumbai)
MMD Kolkata (PO and other surveyors)
MMD Port Blair (Surveyor in-charge) (Subordinate office to MMD Kolkata)
MMD Haldia (Surveyor in-charge) (Subordinate office to MMD Kolkata)
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MMD Paradip (Surveyor in-charge) (Subordinate office to MMD Kolkata)
MMD Kochi (PO and other surveyors)
MMD Mangalore (Surveyor in-charge) (Subordinate office to MMD Kochi)
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MMD Chennai (PO and other surveyors)

MMD Tuticorin (Surveyor in-charge) (Subordinate office to MMD Chennai)
MMD Visakhapatnam (Surveyor in-charge) (Subordinate office to MMD Chennai)
MMD Kandla (PO and other surveyors)
MMD Jamnagar (Surveyor in-charge) (Subordinate office to MMD Kandla)
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What all forms are used in ship registry?

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Following are some of the forms used in ship registry:
Certificate of Indian Registry

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Provisional Certificate of Registry granted by Indian Consular Officers

Declaration of Ownership by Individuals
Declaration of Ownership by Joint Owners
Declaration of Ownership on behalf of a company
Instrument of Sale (Individuals or Joint Owners)
Instrument of Sale (Company)
Mortgage to secure Principal Sum and interest (Individuals or Joint Owners)

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Mortgage to secure Principal Sum and Interest (Company)

Provisional Certificate of Indian Registry
Notice of Name Proposed for an Indian ship
Notice of Change of Name
Certificate of Survey
Application for an Official Number
Carving and Marking Note
Register Book Form
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Can a ship be registered in Kandla?
No, Indian ships can be registered in only one of the five ports where a registrar is
appointed. These are Mumbai, Chennai, Kolkata and Kochi where the PO is the registrar
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and Goa where the surveyor in-charge is the registrar. A ship from Kandla has to be
registered in Mumbai.
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Can an Indian Owner register ship in Foreign Flag?
No, as per the definition of an Indian ship as per MS Act, if any ship is owned wholly by
Indian citizens then such a ship is deemed to be an Indian ship. Any such Indian ship
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requires to be registered in accordance with the MS Act if greater than 15 NT. (Refer
below answer)
What is an Indian ship? Which ship can be registered as an Indian ship?

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As per Section 21 of MS Act, 1958, a ship shall be deemed to be an Indian ship

when owned wholly by persons to each of whom any of the following descriptions
applies:―
a) a citizen of India; or
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b) a company or a body established by or under any Central or State Act which has its
principal place of business in India; or
c) a co-operative society which is registered or deemed to be registered under the
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Cooperative Societies Act, 1912, or any other law relating to co-operative societies for
the time being in force in any State.
Every such Indian ship of more than 15 tons net must be registered as an Indian ship.
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Who is the registrar in Mumbai? What is the name of the present DGS?
Registrar in Mumbai is the Principal Officer of the MMD, Mumbai i.e. Capt. K.P.
Jayakumar. The present Director General of Shipping is Shri. Amitabh Kumar, IRS.

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What is the information contained in declaration of Ownership?
As per Section 29 of MS Act 1958, the declaration of Ownership contains the following:
a) Ship details (as per Certificate of Survey)

b) A statement whether the Owner is or is not a citizen of India or in the case of a
company, or a co-operative society, whether the company or a co-operative society,
satisfies the requirements of Section 21.
c) A statement of the time when & the place where the ship was built or if the ship is built
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outside India & the time and place of building is not known, a statement to that effect.
d) If the ship was previously registered outside India, a statement of the name by which
she was so registered.
e) the name of her master.
f) the number of shares in the ship in respect of which the Owner or the company or the
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cooperative society, as the case may be, claims to be registered as owner.
g) a declaration that the particulars stated are true to the best of his knowledge and belief.
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What are the requirements on dual registration of ships as per MSA?
Dual registration of ships is not allowed for Indian Ships.

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What are the documents required by the registrars for ship registration?
Notice of the name proposed for the ship (14 days in advance)
Application for registry
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Certificate of the Surveyor

Marking and Carving Note (after certified by the Surveyor)
Declarations of Ownership
Builder‟s certificate
Instrument of Sale (for second hand ships)
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What is provisional registry?

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Provisional certificate of registry is given to ships becoming Indian ships abroad.

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As per MS Act, 1958, Section 40 (Provisional certificate for ships becoming Indian ships
abroad), if at any port outside India a ship becomes entitled to be registered as an Indian
ship, the Indian consular officer there may grant to her master on his application a
provisional certificate and shall forward a copy of the certificate at the first convenient
opportunity to the Director-General. Such a provisional certificate shall have the effect of a
certificate of registry until the expiration of six months from its date or until the arrival of the
ship at a port where there is a registrar whichever happens first, and on either of those
events happening shall cease to have effect.

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What are the contents of an Indian Certificate of registry?
Contents of Indian Certificate of Registry are as follows:
Particulars of the Ship (Name, Call Sign, Official Number, IMO number)
Number, date and port of registry
Number, date and port of previous registry
Ex-names
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Whether Indian or Foreign Built
Whether steam or Motor ship and means of propulsion
Year and Place of Built
Name and address of Buiders
Length, breadth and depth
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Number of decks, mast, type of stem, stern, framework, etc.
Particulars of Engines
Particulars of Tonnage
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Number of persons for whom the accommodation is certified
Name and COC number of the Master
Name and address of the Owner and Number of shares (out of 10)
Date and place of issue of the certificate
Sign and Stamp of the Registrar
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As per MSA, which vessels are not required to be registered?
As per Section 22 of MS Act, 1958, (Obligation to Register), vessels of 15 net tons and
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below, those which are employed solely in navigation on the coasts of India are not
required to be registered.
What are the contents of OLB? What are the various entries to be made in the OLB?
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Contents of the Official Log Book:
a) Instructions relating the Entries

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b) Details of the Ship

c) Record of Seafarers Employed (Sign on and sign off)
d) Details of the Load Line (Freeboard and Draft)
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e) Entry with respect to Change of Command

f) Details of arrival and departure ports with drafts and freeboards
g) Record of Marriages, births and deaths
h) Details of Musters, drills and inspections
i) Details of Master‟s inspection of Accommodation, provision and water.
j) Record of times of opening and closing of W/T doors, etc.
k) Occurrences (such as promotions onboard, incidents or accidents, offenses, etc)

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As per Section 214 (Entries required to be made in official log books), following are the
entries that are to be made in the OLB:
a) Every conviction of a crew member by a legal tribunal and the punishment inflicted
b) Every offence committed by a crew member 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.
c) Every offence for which punishment is inflicted on board and the punishment inflicted
d) A report on the quality of work of each crew member, or a statement that the master
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declines to give an opinion thereon with statement of his reasons for so declining.
e) Every case of illness, hurt or injury happening to a crew member 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.
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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 taking place on board with the names and ages of the parties.
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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 thereof.
j) The wages due to any seaman or apprentice who dies during the voyage and the
gross amount of all deductions to be made therefrom.
k) The money or other property taken over of any seaman or apprentice who dies during
the voyage.
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l) Any other matter which is to be or may be prescribed for entry in the official log.
Why is an OLB required onboard?

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OLB is required as per the Flag State requirement in order to make important entries and
log down significant events pertaining to the ship. The entries made in the Official Log
book can be legally used as admissible evidence in courts.
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What will be your action in case of crew disobedience?
Willful disobedience falls under Section 194 „General Offenses against discipline’. I will
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give the crew member a stern warning regarding the disobedience and tell him of the
consequences of such behaviour. If the same is repeated again, I will make an entry in the
Official Log book as per Section 196 (Entry of offences in official logs) and sign it along
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with a Mate and one member of the crew. I will give him a copy of the entry so made and
read the entry aloud to him and ask him to reply to the entry. I will make a statement of
reading aloud of the entry and enter any remarks made by the crew member.
I will inform the manning Office and the Company of any such entry made in the OLB and
require the crew to be replaced in order to maintain good discipline onboard.

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There is a death on board of an Indian seaman. State your actions.
a) I will immediately inform the CIRM and after obtaining the necessary information, they
will declare the seaman dead.
b) I will immediately inform the Next-of-Kin of the seaman and the shipping master at his
port of engagement.
c) I will also inform the Company who will inform the Flag State (DG Shipping) and the
P&I Club.
d) As per Section 214 (Entries to be made in the OLB), I will make the entry of the death
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in the OLB.
e) As per Section 152 (Master to take charge of the effects of deceased seamen), I will
take charge of any money or effects belonging to the seaman which are on board the
ship. Thereafter, I will make entry in the OLB regarding the amount of money and other
effects and the sum due to the deceased for wages and amount of deduction, if any, to
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be made from the wages.
f) Upon ship‟s arrival in India, within 48 hours, I will deliver the property of the deceased
seaman to the shipping master in that port and obtain a certificate in this regard.
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g) If the ship is not coming to India, I will deliver the property to the Indian consular officer
at the foreign port and obtain a receipt. This receipt must be produced before a
shipping master within 48 hrs of arrival in a port in India.
h) I will inform the Port Authority at the port of arrival and local agent to make necessary
arrangements. I will preserve the body of the deceased seaman in a body bag in a
reefer room as per instructions given in Ship Captain‟s Medical Guide.
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i) I will prepare an incident report and send it to the Company as per the SMS.
j) I will take statements from the witnesses and photographs as part of evidence.
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Cadet has been sent on deck in rough weather and has got injured. What actions
will you take as per MSA after giving him he required treatment? After a day, he
dies. State your actions.
I will make relevant entries in the OLB of the injury and the treatment given.
I will inform the Company and make an incident report.
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I will take statements from the Chief Mate who ordered the Cadet to go on deck in
rough weather without informing me.
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Once declared dead by the CIRM, I will inform the Company, Shipping Master and the
Next-of-kin.
I will make the entry of death in the OLB along with entry of statement of the property
of the decreased seaman.
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I will take statements from the witnesses and photographs as evidence and preserve
the body in a body bag in a reefer room.
I will inform the next port agent and Port authorities and all concerned parties. If
required, I will consider altering to the nearest port to land the body and hand-over the
property to Indian consular officer and obtain a receipt.
If next port is in India, within 48 hrs of arrival I will hand over the property to shipping
master and obtain a certificate.

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I will co-operate fully with all the investigation authority and state all the facts that are
known to me without hiding anything.
What is distressed seaman and what are your duties as master towards him?
As per Section 3 (Definitions) of MS Act, 1958, “distressed seaman” means a seaman

engaged under this Act who, by reason of having been discharged or left behind from, or
shipwrecked in, any ship at a place outside India, is in distress at that place.
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As per Section 162, I am required to provide for the return of a distressed seaman to a
proper return port, and instead of making the provisions for his return or providing him the
means to return, I may deposit with the proper officer such sum as that officer considers
sufficient to defray the expenses of the return of the seaman to a proper return port.
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As per Section 163, I shall receive onboard my ship all distressed seamen whom I am
required by the Indian consular officer to take on board my ship, and shall during the
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passage provide every such distressed seaman with accommodation equal to that
normally provided for the crew of the ship and subsistence, proper to the rank or rating of
the said distressed seaman. I shall not be required to receive on board my ship a
distressed seaman if the Indian consular officer is satisfied that accommodation is not and
cannot be made available for such seaman.
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Describe a deserted seaman.
Deserted seaman is a seaman that has abandoned the ship in which is he engaged to
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perform a voyage, before the expiration of his time, and without leave.
As per Section 191 (Desertion and absence without leave), no seaman lawfully engaged
and no apprentice shall desert his ship or shall neglect or refuse, without reasonable
cause, to join the ship or to proceed to sea in his ship or be absent without leave at any
time within twenty-four hours of the ship's sailing from a port either at the commencement
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or during the progress of a voyage, or be absent at any time without leave and without
sufficient reason from his ship or from his duty.
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The fact that the ship, on which the seaman or apprentice is engaged or to which he
belongs is unseaworthy shall be deemed to be a reasonable cause, provided that, before
failing or refusing to join his ship or to proceed to sea in his ship or before absenting
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himself, he has complained to the master or 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, that the ship is unseaworthy.

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Person deserted from ship in foreign port. State your actions.
I will inform the Company, Flag State (DG Shipping) and Indian Consular officer that
the foreign port.
I will inform the Local agent and comply with the local procedure to deal with the
situation.
As per Section 193 (Conveyance of deserter or imprisoned seaman on board ship) I
will ask the Agent, as far as the local laws permit, to get the deserted arrested without
first procuring a warrant. If the deserter is brought before a court on the ground of
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desertion, instead of being sentenced, I may ask the court to convey him back onboard
the ship so that we can depart and ask for any costs and expenses properly incurred to
be paid by the offender or to be deducted from his wages. I will also make an entry
regarding the desertion in the official log book as it is a matter falling under the
category of „general offenses against discipline‟.
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What will be your Actions after collision as per MS Act?
Liability) of MS Act 1958:

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Following will be my actions after collision as per Part X (Collisions, Accidents At Sea And
348. 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
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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
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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

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practicable to do so, 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
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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
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caused any accident occasioning loss of life or any serious injury to any person or has
received any material damage affecting her seaworthiness or alterations in her hull or
machinery as not to correspond with the particulars contained in any of the certificates
issued under this Act, the owner or master shall, within 24 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.

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What does Section 334 of MSA talk about?
Section 334 (Unseaworthy ship not to be sent to sea) states that 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 thereby endangered shall be guilty of an
offence under this sub-section. Every master of an Indian ship who knowingly takes such
ship to sea in such unseaworthy state that the life of any person is likely to be thereby
endangered shall be guilty of an offence under this sub-section.
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What is an unseaworthy or unsafe ship as per MSA?
As per Section 334 (Unseaworthy ship not to be sent to sea), a ship is “unseaworthy”
within the meaning of this Act when the materials of which she is made, her construction,
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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
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in every respect fit for the proposed voyage or service.
„Unsafe ship‟ is related to the Control of Ships and detaining of ships that are considered
unsafe. As per Section 336 (Power to detain unsafe ship and procedure for detention),
unsafe ship is a ship which by reason of the defective condition of her hull, equipment or
machinery, or by reason of overloading or improper loading, is unfit to proceed to sea
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without serious danger to human life, having regard to the nature of the service for which
she is intended. Such a ship may be provisionally detained for the purpose of being
surveyed and either finally detained or released.
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How many types of Certificate of competency you know of?
a) Based on Issuing Authority: Flag State COC and National COC.

b) Based on Capacity: Master COC, First Mate COC, OICNW COC, etc.
c) Based on Limitation: COC (FG) COC (NCV)
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d) Certificate of Competency as Cook

e) COC as GMDSS Radio Operator.
f) COC for Electro Technical Officers (ETO‟s)
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To which vessels is MSA applicable and to which it is not?

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As per Section 2 (Application of Act), unless otherwise expressly provided, the provisions
of this Act shall apply, irrespective of where the vessel may be, to―
a) any vessel which is registered in India; or
b) any vessel which is required by this Act to be so registered; or
c) any other vessel which is owned wholly by persons to each of whom any of the
descriptions specified in clause (a) or in clause (b) or in clause (c), as the case may be,
of section 21;

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Unless otherwise expressly provided, the provisions of this Act which apply to foreign flag
vessels shall so apply only while any such vessel is within India, including the territorial
waters thereof.
Relevant sections within the Act specify the ships to which the provisions of that Section
do not apply. For example, as per Section 212 (Official logs to be kept and to be dated)
OLB is not applicable for a home-trade Indian ship of less than 200 GT.
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How many parts / sections are there in MSA?
MS Act has total 17 parts (I to XVIII) since Part IV is omitted.
Part VI has additionally Part VIA (1)
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Part IX has additionally Part IXA and IXB (2)
Part X has additionally Part XA, XB, XC (3)
Part XI has additionally Part XIA, XIB (2)
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Part XV has additionally Part XVA (1)
Total: 26 parts (including sub-parts)
Total Sections in MS Act are 461 (many of which in between are repealed or omitted)
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Which section links MSA to IAMSAR?
Following sections links MSA to IAMSAR:

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Section 355 (Obligation to render assistance on receiving signal of distress)

Section 355A (Obligation to render assistance to persons in danger)
What is Part V and Part VIII of the MSA?

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Part V: Registration of Indian Ships

Part VIII: Passenger Ships
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How many times MSA has been amended? Name a few important amendments.
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The Merchant Shipping Act, 1958 has been amended on thirteen occasions since 1958
and the latest amendments were made in 2013 to include the provisions of MLC and AFS
convention which India had ratified in order to ensure compliance of all ships flying Indian
Flag.
Other significant older amendments are listed below:

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In 1966, the provisions of SOLAS, 1960 were inserted in the Act including the STP
Ship Agreement 1971 and the Protocol on space Requirements for STP Ships 1973.
In 1979, provision for placing an obligation on the persons obtaining COC under the
Act to serve Government or Indian Ships for a specified period was incorporated in the
Act.
In 1981, provisions to enable the Co-operative Societies to own and register ships was
incorporated in the Act.
In 1983, the provisions of the MARPOL were incorporated into the Act. It also added
provisions for registration of fishing boats, their inspection, etc, in Part XVA of the Act.
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In 1984 provisions in relation to Welfare of Seamen and insurance of crew of sailing
vessels, etc. was incorporated in the Act.
In 1987 provision with regard to manning of ships by certificated officers in accordance
with the STCW 1978 was inserted in the Act.
In 1988, provisions of CLC 1969 and its 1976 Protocol was inserted.
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In 1993, many changes were made to various sections of the Act to reflect the various
International Conventions India was a party to.
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Where will you find FFA requirements for Indian flag vessel?
The Rules for the FFA requirements for Indian Flag Ships are given in Merchant Shipping
(Fire Appliances) Rules, 1990 as amended.
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Indian Flag has also issued a circular for the maintained of FFA, namely, Engineering
Circular 06 of 2013 which gives guidelines for maintenance and inspection of fire
protection, detection and extinction equipment onboard Indian ships.
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Describe the LLMC convention with respect to MS Act.
As per Section 352B (Limitation of liability) the amount to which any person that is allowed
to limit his liability may limit his liability in accordance with the provisions of the Convention
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on Limitation of Liability for Maritime Claims, 1976 as amended. Where the provisions of
the Convention are not applicable, the limit shall be in accordance with the rules made in
this behalf. MS Act describes the claims where liability can be limited and the claims
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where the provisions of limiting liability will not apply. This is similar to the provisions of the
LLMC, 1976.
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What does MSA tell about Oil Pollution?
Part XB deals with Civil Liability for oil pollution damage.

Part XIA deals with Prevention And Containment Of Pollution Of The Sea By Oil
Following are the important points related to Oil Pollution:

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Ship Owner is liable for any pollution damage caused by oil which has escaped or
been discharged from the ship unless the damage resulted from act of war, act of God,
by a third party with intention to cause such damage or the negligence or act of any
government or other authority responsible for the maintenance of navigational lights or
navigational aids.
No claim can be made against servants or agents of the owner, members of the crew,
pilot, charterer, operator, salvor, etc.
Any Owner limiting his liability must constitute with the High Court a limitation fund.
An Indian ship carrying more than 2000t of oil in bulk as cargo must have a compulsory
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insurance and a certificate in this regard must be given by the Administration.
No Indian oil tanker or other Indian ship shall proceed to sea unless an international oil
pollution prevention certificate is issued by the Central Government, in such form and
for such duration as may be prescribed.
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For the purpose of preventing of pollution, the Central Government may make rules
requiring Indian oil tankers and other Indian ships to be fitted with such equipment and
to comply with such requirements for construction, survey of equipment and structure,
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as may be prescribed, prior to issuing an international oil pollution prevention
certificate.
Every Indian oil tanker or other Indian ship which carries a substance subject to control
by the Convention (MARPOL) shall maintain, as may be required, record books in the
prescribed forms, on board the oil tanker or other ship.
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A surveyor or any person authorised in this behalf may go, at any reasonable time, on
board an oil tanker or other ship to check the compliance with the requirements.
What does MSA tell about Salvage?

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Salvage falls under Section 402 (Salvage payable for saving life, cargo or wreck).
Where services are rendered wholly or in part within the territorial waters of India
a) in saving life or assisting a vessel
b) in saving cargo or equipment of a vessel which is wrecked, stranded or in distress
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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
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case.
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.
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Where salvage services are rendered by Government vessel or by a vessel of the

Indian Navy or Coast Guard, they shall be entitled to salvage and shall have the same
rights and remedies in respect of those services as any other salvor.
Any dispute arising concerning the amount due under this section shall be determined
upon application made by either of the disputing parties to a Judicial Magistrate of the
first class or Metropolitan Magistrate, where the amount claimed does not exceed ten
thousand rupees or to the High Court, where the amount claimed exceeds ten
thousand rupees.

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Additionally, Merchant Shipping (Wrecks and Salvage) Rules, 1974 gives further rules
regarding the determination of salvage reward, contents of the agreement with the
salvor, appointment of valuers, etc.
What does MSA tell about Wreck removal?
Part XIII of the MS Act deals with Wrecks.
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The Central Government may, by notification in the Official Gazette, appoint any
person to be a receiver of wreck to receive and take possession of wreck and to
perform such duties connected therewith.
Where any vessel is wrecked, stranded or in distress at any place on or near the
coasts of India, the receiver of wreck, shall upon being made acquainted with the
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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
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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.
Whenever a vessel is wrecked, stranded or in distress, and any person plunders,
creates disorder or obstructs the preservation of the vessel or of the shipwrecked
persons or of the cargo or equipment of the vessel, the receiver of wreck may take
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such steps and use such force as he may consider necessary for the suppression of
any such plundering, disorder or obstruction, and may for that purpose command any
person to assist him.
Any person finding and taking possession of any wreck within any local limits for which
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there is a receiver of wreck, shall, as soon as practicable, deliver the same to the
receiver of wreck. If he be the owner, he must give the receiver of wreck notice in
writing of the finding thereof and of the marks by which such wreck is distinguished.
The receiver of wreck may conduct an investigations to find the name and description
of the vessel, names of the master, ship owner, cargo owner, ports from and to which
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the vessel was bound, the occasion of the wrecking, stranding, or distress, the services
rendered, etc.
The receiver of wreck shall as soon as may be after taking possession of any wreck,
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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.
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The owner of any wreck in the possession of the receiver upon establishing his claim
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.
Where the owner of the wreck does not appear to 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.

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As per MSA, what is a ‘Marine Casualty’?
As per Section 358 (Shipping casualties and report thereof), 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 due to any casualty happening 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
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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.
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In the cases mentioned in clauses (a), (b) and (c) above, the master, pilot, harbour master
or other person in charge of the ship(s) at the time of the shipping casualty must give
immediate notice of the shipping casualty to the officer appointed in this behalf by the
Central Government.
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In the cases mentioned in clause (d), where the master of the ship concerned proceeds to
any place in India from the place where the shipping casualty has occurred, the master of
the ship, shall, on arriving in India, give immediate notice of the shipping casualty to the
officer appointed in this behalf by the Central Government.
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(Note: MS Act defines Shipping Casualty, not Marine Casualty)
Explain PI & FI. (Preliminary inquiry and formal investigation) Who does it?
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MS Act 1958 requires immediate notice of the shipping casualty to be given to the
officer appointed in this behalf by the Central Government. (Sec 358)
Whenever any such officer receives credible information that a shipping casualty has
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occurred, he shall forthwith report in writing the information to the Central Government
and may proceed to make a preliminary inquiry into the casualty. An officer making
such a preliminary inquiry shall send a report thereof to the Central Government or
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such other authority as may be appointed by it in this behalf. (Sec 359)

The officer appointed to receive the notice of a shipping casualty, whether he has
made a preliminary inquiry or not, may, and, where the Central Government so directs,
shall make an application to a court empowered under section 361, requesting it to
make a formal investigation into any shipping casualty, and the court shall thereupon
make such investigation. (Sec 360).

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A Judicial Magistrate of the first class specially empowered in this behalf by the Central
Government and a Metropolitan Magistrate shall have jurisdiction to make formal
investigation into shipping casualties. (Sec 361)
a) Preliminary inquiry is carried out by the person appointed by the Central Government
to whom notices of shipping casualties are given.
b) Formal investigations are carried out by Courts i.e. judicial magistrate of the first class
(if so empowered by the Central Govt.) or Metropolitan Magistrate.
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PRELIMINARY INQUIRY: (From DG Website)
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 inquiry is to establish the following:-
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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
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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 is a departmental inquiry and the proceedings of such enquiries
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are not released to the public.
In conducting the preliminary inquiry, the inquiry officer has following responsibilities :
a) To inform the central government and the state government concerned where
necessary of the details of the shipping causalities occurring within their jurisdiction.
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b) 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.
c) To enter and inspect any premises to facilitate the completion of the P.I.
d) To summon persons he thinks fit to take statement to complete the P.I.
e) To demand the production of all logbooks, documents or papers he considers
necessary for the inquiry.
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f) To submit a report to the central government.
If any person refuses to attend and answer or to produce necessary evidence or

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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.
Where the owner or agent of a ship, a casualty to which is being investigated, signifies
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his desire to be present during the inquiry, he may be permitted to be present but only
while witnesses belonging to his ship are being examined and he must be requested to
remain silent. He may take note of evidence, if he desires but should not interfere in
the examination of a witness. Barring this, no person is to be present in the room
during the examination of the witness, except the witness, the officer conducting the
inquiry and his clerk and if necessary an interpreter. Professional lawyers are not
admitted into the proceedings of preliminary inquiry.

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FORMAL INVESTIGATION: (From DG Website)

Whenever it appears that the event leading to a shipping casualty, demand a formal
investigation by the court, the DG of Shipping may direct the same to be held. On
receipt of the order of the DG, the proper officer shall make an application to the court.
The objective of the court 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.
The courts empowered to carry out Formal investigations are assisted by assessors
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possessing the requisite technical knowledge and are independent of all the interest
concerned. The assessors are appointed by the court out of the list of assessors which
is maintained by the Directorate.
Where formal investigation involves any question regarding cancellation or suspension
of COC of Master, Mate or Engineer, the court shall be assisted by minimum 2
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assessors having the requisite experience in Merchant Marine Service.
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
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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.
If the cancellation or suspension of any COC is not involved, the court need not tell its
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decision in open court. It may send or deliver to the parties a copy of the report which
is transmitted to the central government.
Where the cancellation of suspension of COC is involved, the court may deliver its
decision in open court. When the COC is suspended and the court has recommended
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that a certificate of lower grade should be issued, the same shall be issued by the DGS
through the Principal Officer concerned.
After PI, why is FI carried out? In what cases FI is carried out?

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After PI, the report is submitted to the Central Government or such authority designated by
the Central Government (i.e. DGS). The report will only contain the statements of the crew
members, facts and record of inspections, observations, etc. When the Central
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Government or DGS after reading the report of the PI feel that a formal investigation is
required, they may direct the proper officer to make an application to the court. It is mainly
carried out to throw light on the cause of the causality and to consider steps to prevent
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such causalities in future. This will not be clear from the PI alone and hence, FI is carried
out after the PI. Formal investigation may be carried out even when no PI is carried out.
If there is a casualty in foreign waters, then who will carry out the PI?

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With regards an Indian ship involved in a shipping casualty in foreign waters, the PI will be
carried out by the officer appointed by the Central Government when he/she receives the
notice of such a shipping casualty.
Who is an assessor? Where will you find the list of assessors? What is the role of
assessors?
Assessors are persons possessing the requisite technical knowledge and experience in
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the merchant or mercantile affairs and are independent of all the interest concerned. The
assessors are appointed by the court out of the list of assessors which is maintained by
the Directorate. List of Assessors can be found on the DGS website.
As per Section 366 (Assessors), a court making a formal investigation shall constitute of
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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, provided that, where the investigation involves any
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question as to the cancellation or suspension of COC, two of the assessors shall be
persons having also experience in the merchant service. The assessors shall attend
during the investigation and deliver their opinions in writing, to be recorded on the
proceedings, but the exercise of all powers conferred on the court shall rest with the court.
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What is Cabotage law? Is it included in MSA?
Cabotage’ refers to the transport of goods or passengers between two ports/places within
the same country by a foreign shipping/transport operator. Cabotage laws are formulated
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by all international countries to protect their own national ships and promote local
development. The Ministry of Shipping instituted the Cabotage law to protect the domestic
shipping industry in coastal transport. India‟s Cabotage policy is covered under Section
406 of the MS Act, 1958. It states:
No Indian ship and no other ship chartered by a citizen of India or a company (or a
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co-operative Society) shall be taken to sea from a port or place within or outside
India except under a license granted by the Director-General.
The Central Government may, if it finds it necessary in public interest, by notification
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in the Official Gazette, exempt any class of ships chartered by a citizen of India or a
company or a co-operative Society from the provisions of this sub-section.
A license granted under this section may be:
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a) a general license;
b) a license for the whole or any part of the coasting trade of India; or
c) a license for a specified period or voyage.
A license granted under this section shall be in the prescribed form and shall be valid
for such period as decided by the Director General.
MS Act directs customs collectors to not grant a port clearance to a ship which requires
such a license until the owner, master or agent has produced such a license.

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What is MAS? Who is MAS in India and what are the functions of MAS?
Maritime Assistance Services (MAS) means a maritime assistance service, as described

in resolution A.950(23), responsible for receiving reports in the event of incidents and
serving as the point of contact between the shipmaster and the authorities of the coastal
State in the event of an incident. It is a service established by the Coastal States under the
guidance of IMO‟s Resolution A.950(23) to handle events on ships that are in difficulty and
where environmental harm is imminent or has already occurred, but where no danger to
human life is present.
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Functions of MAS:
1. Receiving the reports, consultations and notifications required by the IMO instruments.
2. Monitoring the ship‟s situation if a report discloses an incident that may cause the ship
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to be in need of assistance.
3. Serving as the point of contact between the master and the coastal State concerned, if
the ship‟s situation requires exchanges of information between the ship and the coastal
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State but is not a distress situation that could lead to a search and rescue operation.
4. Serving as the point of contact between those involved in a marine salvage operation
undertaken by private facilities at the request of parties having a legitimate interest in
the ship and the coastal State, if the coastal State concerned decides that it should
monitor all phases of the operation.
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MAS in India:
The Directorate General of Shipping (DGS), Maritime Administration performs the

functions of MAS to provide assistance to vessels in need of assistance. The DG Comm.
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Centre operates as MAS on 24x7 basis and should be contacted when in need of
assistance. DGS receive reports, serves as a point of contact between ship and other
stakeholders and monitors ship‟s situation. It notifies Indian Coast Guard or concerned
Ports / Maritime boards to keep in readiness their resources to deal with potential
emergencies. It also keeps the Ministry posted on the situation as required.
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What is court of survey as per MSA and what are its functions?
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Section 383 to Section 386 deals with Courts of Survey.
Court of survey is a court with a Judge and two assessors, one appointed by the Judge
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and the other by the Central Government. A Master, owner or his agent will appeal to such
a court of survey if the surveyor authorised to inspect a ship makes a statement in his
report with which they are not satisfied, or gives notice of any defect in any ship, or
declines to give any certificate.
Functions of the Court of Survey:

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Summon the assessors to meet.

Hear the case in open court.
Appoint competent person to survey the ship & report thereon to the court, if required.
Order the ship to be released or finally detained. If no assessor agrees on detention,
the ship should be released.
Report the proceedings of the court in each case to the Central Government.
Each assessor shall either sign such report or report to the Central Government the
reasons for his dissent.
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From MS ACT:
383. Constitution of court of survey:
A court of survey for a port shall consist of a Judge sitting with two assessors.
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The Judge shall be a District Judge, Judge of a court of small causes, Metropolitan
Magistrate, Judicial Magistrate of the first class or other fit person appointed in this
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behalf by the Central Government either generally or for any specified case.
The assessors shall be persons of nautical, engineering or other special skill or
experience. One of the assessors shall be appointed by the Central Government and
the other shall be summoned by the Judge out of a list of persons from time to time
prepared for the purpose by the Central Government.
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384. Appeal from surveyor to court of survey
If a surveyor authorised to inspect a ship makes a statement in his report of inspection

with which the owner or his agent or the master of the ship is dissatisfied, or gives notice
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of any defect in any ship, or declines to give any certificate under this Act, the owner,
master or agent, may appeal to a court of survey. Whenever a surveyor inspects any ship,
he shall, if the owner, master or agent of the ship so requires, be accompanied on the
inspection by some person nominated by the owner, master or agent, and if such a person
agrees with the surveyor in all cases, there shall be no appeal to a court of survey.
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385. Powers and procedure of court of survey.
The Judge shall on receiving notice of appeal or a reference from the Central Government
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immediately summon the assessors to meet forthwith in the prescribed manner.

The court of survey shall hear every case in open court. The Judge may appoint any
competent person to survey the ship and report thereon to the court. The Judge shall have
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the same powers as the Central Government has to order the ship to be released or finally
detained; but unless one of the assessors agrees in an order for the detention, the ship
shall be released. The Judge shall report the proceedings of the court in each case to the
Central Government and each assessor shall either sign such report or report to the
Central Government the reasons for his dissent.

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What do you know about Marine Board?
Section 373 to Section 376 deals with Marine Board.
Marine Board is a board comprising of three persons namely an Indian Consular officer or
Naval Officer and two other members appointed by them. The board is convened when
the Indian Consular officer or Naval officer so requires on receiving a complaint, allegation
of incompetency, any incident of loss of life, stranding, abandonment, etc. happening at or
near that place, etc. The Marine Board has the power to remove the Master and replace
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him if required for the safety of the crew and vessel and also to suspend the COC of any
officer in case of incompetence or misconduct. The Board can discharge a seaman
onboard, make any party pay the cost for damages and fines, order a survey of the ship,
etc.
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From MS ACT:
373. Convening of Marine Boards outside India
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An Indian consular officer or naval officer, as the case may be, may, in his discretion,
convene a Board of Marine Inquiry in the following cases to investigate the said complaint
or allegation or the matter:
1. A complaint is made by the master or any member of the crew of an Indian ship and
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such complaint appears to require immediate investigation;
2. The interest of the owner of an Indian ship or of the cargo thereof appears to require it;
3. An allegation of incompetency or misconduct is made against the master or any of the
officers of an Indian ship; or
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4. Any Indian ship is lost, abandoned or stranded at or near the place where an Indian
consular officer or naval officer may be or whenever the crew or part of the crew of any
Indian ship which has been lost, abandoned or stranded arrives at that place; or
5. Any loss of life or any serious injury to any person has occurred on board an Indian
ship at or near that place.
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374. Constitution and procedure of Marine Board
A Marine Board shall consist of the officer convening the Board and two other members.
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The two other members of the Marine Board shall be appointed by the officer convening
the Marine Board from among persons conversant with maritime or mercantile affairs.
The officer convening the Marine Board shall be the presiding officer thereof.
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A Marine Board shall have power to regulate its own procedure.
375. Decisions of Marine Board to be by majority
Where there is a difference of opinion among members of the Marine Board, the decision
of the majority of the members shall be the decision of the Board

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376. Powers of Marine Board
A Marine Board may, after investigating and hearing the case―
for safety if required, can remove the master and appoint another qualified person in
his place.
in case of incompetence or any act of misconduct or in a case of collision if failed to
render assistance or give information as is required by section 348 or that loss,
abandonment or stranding of or serious damage to any ship, or loss of life or serious
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injury to any person has been caused by the wrongful act or default of any master or
ship‟s officer of an Indian ship, suspend the certificate of that master or ship's officer for
a stated period. No such certificate shall be suspended unless the master or officer
concerned has been furnished with a statement of the case in respect of which
investigation has been ordered and he has also been given an opportunity of making a
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defense.
discharge a seaman from an Indian ship and order the wages of any seaman so
discharged or any part of those wages to be forfeited;
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decide any questions as to wages, fines or forfeitures arising between any of the
parties to the proceedings;
direct that any or all of the costs incurred by the master or owner of an Indian ship or
on the maintenance of a seaman or apprentice while in prison outside India shall be
paid out of, and deducted from, the wages of that seaman or apprentice, whether
earned or subsequently earned;
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if required, order a survey to be made of any Indian ship
order the costs of proceedings to be paid by any of the parties thereto
order any person making a frivolous or unjustified complaint to pay compensation for
any loss or delay caused thereby;
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All orders made by a Marine Board shall, whenever practicable, be entered in the official
log book of the ship.
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What is seaman employment office?
Seaman employment office is an office formed by the Central Government that controls
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the recruitment and placement services and regulates their licensing and ensures
seafarers are not made to pay anything towards their recruitment and placement onboard
ships. It communicates to the RPS any orders of the Central Government in relation to
manning and ensures its compliance. SEO‟s are established in Mumbai, Chennai and
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Kolkata.
From MS ACT:
As per Section 12 (Seamen's employment offices), the Central Government may, by

notification in the Official Gazette, establish at every port in India in which it thinks it
necessary so to do, a seamen's employment office and shall appoint thereto a director and

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as many deputy directors and assistant directors as it may consider necessary.

The directors, deputy directors and assistant directors shall exercise their powers and
discharge their duties subject to the general control of the Central Government or of any
intermediate authority which the Central Government may specify in this behalf.
As per Section 95 (Business of seamen's employment offices), following are the duties:
1. To issue license, to regulate and control the recruitment and placement service,
2. To ensure that no fees or other charges for recruitment or placement of seafarers are
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borne directly or indirectly or in whole or in part, by the seafarers;
3. To ensure that adequate machinery & procedures exist for investigation, if necessary,
of complaints concerning the activities of recruitment and placement services.
4. To maintain registers of seamen in respect of the categories of seamen.
5. To perform such other duties relating to seamen and merchant ships as are, from time
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to time, committed to them by or under this Act.
6. To consult with advisory boards or other authorities of the Central Government
whenever required.
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7. To levy and collect fees for the issue and renewal of RPS Licenses.
Why do we go to an Indian consular office in a foreign port?
In a foreign port, there are no provisions of an Indian MMD and therefore, no surveyor or
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principal officer can be contacted. There is no registrar available in the foreign ports.
Hence, for any concerns in foreign ports, Indian consular officer must be contacted.
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How will you inform Central Government when required by Section 350 of the MSA?
As per the SOP during Marine Casualty, the master or the ship owner /manager must
inform the DG Comm Centre. The fastest means of reporting is by telephone, followed by
an email. The DGS website also provides a form „First Report of Marine Casualty /
Incident‟. This form is to be completed and faxed/e-mailed to DG Commcentre at the
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earliest but within 24 hrs positively.

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What is NDC? Where is it located in India?
The LRIT National Data Centre (NDC) is was set up & made operational at Directorate
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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

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Indian ships on international trade all over the world. Foreign ships can be monitored upto
1000 nautical miles from the Indian coast.
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. Indian LRIT NDC provides LRIT services
to Sri Lanka as well.
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What is BIMMS? (NCV)
BIMMS area stands for the (NCV areas) coastal waters of Bangladesh, India, Maldives,
Myanmar and Sri Lanka (BIMMS). Indian Officers holding a NCV COC can be engaged in
the NCV trade in these countries subject to some conditions given by the DGS.
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On a Panama Flag ship, two Pilipino crew fight with knives and injure each other
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badly. Can Indian Police intervene?
Usually such matters will be dealt with by the Port Police or Coast Guard authority.
On a Singapore flag ship, you are a Master with Indian license and a person died
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onboard. Singapore administration asked Govt. of India to cancel your license.
What will you do?
I will inform the DGS of my innocence or not being guilty to any offense as per National
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or International Laws.
Before cancellation, an enquiry will be conducted by the Chief Examiner or an
authorized Officer on his behalf.
If I feel wrongly treated and such cancellation of my COC is not justified, I will appeal
against such order to the Director General of Shipping within 30 days from the date of
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receipt of such order. The decision of the Director General of Shipping shall be final.
If a cancellation order has been given by DGS, I will be given an opportunity to make a
representation against the order proposed by issuance of a show-cause notice.
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You have gone to take over command of an Indian ship abroad, but Master is not
giving you command. State your actions.
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I will ask for the reasons for not handing over the command.
I will inform the Company and the Indian Consular officer at that port regarding the
situation and show him my joining papers and instructions.
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137
ASM ORAL NOTES BY ROHAN D’SOUZA SOLAS, LSA & FFA
SOLAS & LSA CODE
What is SOLAS? State the contents.
The International Convention for the Safety of Life at Sea (SOLAS) is an international
maritime treaty which sets minimum safety standards in the construction, equipment and
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operation of merchant ships. The convention requires signatory flag states to ensure that
ships flying their flag comply with at least these standards.
The current version of SOLAS is the 1974 version, known as SOLAS 1974, which came
into force in 1980. SOLAS 1974 has 164 contracting states, which represent about 99% of
world merchant tonnage.
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SOLAS in its successive forms is generally regarded as the most important of all
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international treaties concerning the safety of merchant ships.
Following are the contents of SOLAS:
Chapter I: General Provisions

Chapter II-1: Construction – Subdivision & stability, machinery and electrical installations
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Chapter II-2: Fire protection, fire detection and fire extinction
Chapter III: Life-saving appliances and arrangements
Chapter IV: Radio communications
Chapter V: Safety of navigation
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Chapter VI: Carriage of Cargoes and Oil fuels

Chapter VII: Carriage of dangerous goods
Chapter VIII: Nuclear ships
Chapter IX: Management for the Safe Operation of Ships
Chapter X: Safety measures for high-speed craft
Chapter XI-1: Special measures to enhance maritime Safety
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Chapter XI-2: Special measures to enhance maritime security

Chapter XII: Additional safety measures for bulk carriers
Chapter XIII: Verification of compliance
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Chapter XIV: Safety measures for ships operating in polar waters

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What was there before SOLAS?
Before SOLAS 1974, there were older versions of SOLAS.
The first version of SOLAS Treaty was passed in 1914 in response to the sinking of
the RMS Titanic, which never entered into force due to the outbreak of the First World
War. Further versions were adopted in 1929 and 1948.

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The 1960 Convention was adopted and entered into force in 1965. It was the fourth
SOLAS Convention and was the first major achievement for IMO. It represented a
considerable step forward in modernizing regulations and keeping up with technical
developments in the shipping industry.
How many chapters are there in SOLAS? Which are the latest ones? When did they
come in force?
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There are total 14 Chapters in SOLAS. Chapter II and XI have two parts each.
The latest chapters added to SOLAS are Chapter XIII and XIV.
1. Chapter XIII was adopted in 2014 and entered into force on 1 January 2016.
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2. Chapter XIV was adopted in 2014 and entered into force on 1 January 2017.
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Which are the latest amendments to SOLAS?
Amendments to SOLAS regulations in Chapter II-1 on protection against noise.

A set of amendments to SOLAS chapter II-1 relating to subdivision and damage
stability. Amendments are also made to regulations related to the stability information
to be provided to a ship's master.
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Amendments to SOLAS regulations in Chapter II-1 concerning computerized stability
support for the master in case of flooding for existing passenger ships.
Amendments to SOLAS regulations in Chapter II-2 to extend the requirements for
evacuation analysis to all passenger ships, not just ro-ro passenger ships.
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Amendments to SOLAS regulations in Chapter II-2 relating to the definition of vehicle

carrier and on fire safety requirements for cargo spaces containing vehicles with fuel in
their tanks for their own propulsion.
Amendments to SOLAS regulations in Chapter II-2 to clarify the requirements for fire
integrity of windows on passenger ships carrying not more than 36 passengers and on
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special purpose ships with more than 60 (but no more than 240) persons on board.
Amendments to SOLAS regulations in Chapter III to make mandatory the requirements
for maintenance, thorough examination, operational testing, overhaul and repair of
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lifeboats and rescue boats, launching appliances and release gear. The new
amendment aims to prevent accidents with survival craft and brings out a uniform, safe
and documented standard related to the servicing of these appliances.
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Amendments to SOLAS regulations in Chapter III on damage control drills for

passenger ships.
Amendments to chapter IV of SOLAS replacing all references to „Inmarsat‟ with
references to a „recognized mobile satellite service‟.

139
What is SOLAS Chapter III and the most important regulation in it?
Chapter III: The Chapter includes requirements for life-saving appliances and
arrangements, including requirements for life boats, rescue boats and life jackets
according to type of ship. The LSA Code gives specific technical requirements for LSAs
and is mandatory under Regulation 34, which states that all life-saving appliances and
arrangements shall comply with the applicable requirements of the LSA Code.
According to me, Regulation 19 – Emergency training and drill is the most important
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regulation because the entire purpose of having and maintaining LSA is lost if we are not
able to use it efficiently when required.
What is SOLAS Chapter V and the most important regulation in it?
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Chapter V: This chapter identifies certain navigation safety services which should be
provided by Contracting Governments. The subjects covered include the maintenance of
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meteorological services for ships; the ice patrol service; routeing of ships, VTS, the
maintenance of search and rescue services, etc. This Chapter also includes a general
obligation for masters to proceed to the assistance of those in distress and for Contracting
Governments to ensure that all ships shall be sufficiently and efficiently manned from a
safety point of view. The chapter also defines carriage requirements for shipboard
navigational equipments and many other safety measures related to navigation.
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According to me, Regulation 34-1 (Master's discretion) is the most important regulation in
Chapter V. It gives the Master the ultimate power to use his professional judgment to
make any decision necessary for safety of life at sea and protection of the marine
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environment without being pressurized by the owner, charterer, company or any other
person
To which ships does SOLAS Chapter V not apply?

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Chapter V of SOLAS does not apply to the following ships:
Warships, naval auxiliaries and other ships owned or operated by a Contracting

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Government and used only on government non-commercial service; and

Ships solely navigating the Great Lakes of North America and their connecting and
tributary waters as far east as the lower exit of the St. Lambert Lock at Montreal in the
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Province of Quebec, Canada.
The Administration shall determine to what extent the provisions of certain regulations do
not apply to the following categories of ships:
1. ships below 150 gross tonnage engaged on any voyage;
2. ships below 500 gross tonnage not engaged on international voyages; and
3. fishing vessels.

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What is Chapter 12 of SOLAS? In brief, state the contents.
Chapter XII of SOLAS is „Additional safety measures for bulk carriers‟. The Chapter
includes structural requirements for bulk carriers over 150 metres in length. Following are
the contents:
Damage stability requirements applicable to bulk carriers

Structural strength of bulk carriers
Survey and maintenance of bulk carriers
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Solid bulk cargo density declaration
Loading instrument
Hold, ballast and dry space water ingress alarms
Availability of pumping systems
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Describe SOLAS Chapters 13 and 14.
SOLAS Chapter XIII is titled „Verification of Compliance‟. It makes mandatory the IMO
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Member State Audit Scheme. It requires Contracting Governments to use the provisions of
the Code for Implementation (III Code) in the execution of their obligations and
responsibilities contained in the Convention. Every Contracting Government shall be
subject to periodic audits by the Organization to verify compliance with and
implementation of the Convention. Every Contracting Government shall have responsibility
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for facilitating the conduct of the audit and implementation of a programme of actions to
address the findings.
SOLAS Chapter XIV is titled „Safety Measures For Ships Operating In Polar Waters‟. It
makes the Polar code mandatory for new ships constructed on or after 1 January 2017
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and existing ships are required to comply by the first intermediate or renewal survey,
whichever occurs first, after 1 January 2018. It also requires ships to be surveyed and
certified in accordance with the Polar Code.
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What is Safe Manning certificate?
Minimum Safe Manning Document is required under SOLAS Chapter V / Regulation 14

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(Safe Manning). It is a document issued by the Flag State that specifies the minimum
number of persons in various capacities that are required to be onboard to ensure that the
ship is sufficiently and efficiently manned from the point of view of safety of life at sea.
It also gives details of the ship, company and trading area.
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State all the LSA requirements for passenger ships.
Communication:
1. Two-way VHF radiotelephone apparatus – atleast three.

2. Search and rescue locating devices (SART) – atleast one of each side

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3. Distress flares (rocket parachute flares) – not less than 12

4. Means for two-way communication between emergency control stations, muster and
embarkation stations and strategic positions on board.
5. A general emergency alarm system supplemented by a public address system.
Personal Life Saving Appliances:
Lifebuoys:
At least one lifebuoy on each side of the ship shall be fitted with a buoyant lifeline.
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Minimum one half of the total number of lifebuoys shall be provided with lifebuoy SI
lights, out of which, minimum two shall also be provided with self-activating smoke
signals and be capable of quick release from the navigation bridge.
Length of ship in metres Minimum number of lifebuoys
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under 60 8 (min. 6 with SI Light)
60 and under 120 12
120 and under 180 18
180 and under 240
240 and over
Lifejackets: SO 24
30
A lifejacket shall be provided for every person on board the ship.

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Additionally, for passenger ships on voyages less than 24 h, a number of infant
lifejackets equal to at least 2.5% of the number of passengers on board shall be
provided. For passenger ships on voyages 24 h or greater, infant lifejackets shall be
provided for each infant on board.
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A number of lifejackets suitable for children equal to at least 10% of the number of
passengers on board shall be provided or such greater number as may be required to
provide a lifejacket for each child.
A sufficient number of lifejackets shall be carried for persons on watch and for use at
remotely located survival craft stations. The lifejackets carried for persons on watch
should be stowed on the bridge, in the engine control room and at any other manned
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watch station.
Additionally, every passenger ship shall carry lifejackets for not less than 5% of the
total number of persons on board. These lifejackets shall be stowed in conspicuous
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places on deck or at muster stations.
Immersion Suit:
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An immersion suit or an anti-exposure suit of an appropriate size shall be provided for

every person assigned to crew the rescue boat or assigned to the marine evacuation
system party.
Survival Craft:
Passenger ships engaged on international voyages which are not short international
voyage shall carry partially or totally enclosed lifeboats on each side to accommodate

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minimum 50% of the total number of persons on board. The Administration may permit
the substitution of lifeboats by liferafts (with launching appliances) of equivalent total
capacity provided that there shall never be less than sufficient lifeboats on each side of
the ship to accommodate 37.5% of the total number of persons on board. In addition,
inflatable or rigid liferafts (served by at least one launching appliance on each
side) of such aggregate capacity as will accommodate at least 25% of the total number
of persons on board.
Passenger ships engaged on short international voyages shall carry partially or totally
enclosed lifeboats to accommodate at least 30% of the total number of persons on
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board. In addition, inflatable or rigid liferafts (with launching appliances) of such
aggregate capacity that, together with the lifeboat capacity, the survival craft will
accommodate the total number of persons on board. In addition, inflatable or rigid
liferafts (served by at least one launching appliance on each side) to accommodate at
least 25% of the total number of persons on board.
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Passenger ships of less than 500 GT where the total number of persons on board is
less than 200, may carry on each side of the ship, inflatable or rigid liferafts of such
aggregate capacity as will accommodate the total number of persons on board.
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A marine evacuation system or systems may be substituted for the equivalent capacity
of liferafts requiring launching appliances.
Rescue boats: Passenger ships of 500 GT and over shall carry at least one rescue
boat on each side of the ship. Passenger ships of less than 500 GT shall carry at least
one rescue boat. A lifeboat may be accepted as a rescue boat provided that it and its
launching & recovery arrangements also comply with requirements for a rescue boat.
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The number of lifeboats and rescue boats that are carried on passenger ships shall be
sufficient to ensure that in providing for abandonment by the total number of persons
on board not more than six liferafts need be marshalled by each lifeboat or rescue
boat. (nine – for passenger ships engaged on short international voyages)
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Miscellaneous: A line-throwing appliance shall be provided.
Additionally, for Ro-Ro Passenger ships:

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Every life raft on ro-ro passenger ships shall be of a type fitted with a boarding ramp.
Liferafts carried on ro-ro passenger ships shall be fitted with a search & rescue locating
device in the ratio of one search and rescue locating device for every four liferafts.
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At least one of the rescue boats on a ro-ro passenger ship shall be a fast rescue boat
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What all Life saving appliances are required on Tankers?
Communication:
At least three two-way VHF radiotelephone apparatus on every cargo ship of 500 GT &
upwards. For cargo ships 300 GT & upwards but less than 500 GT, atleast 2 required.
At least one search and rescue locating device shall be carried on each side on every
cargo ship of 500 GT and upwards and at least one on cargo ship of 300 GT and
upwards but less than 500 GT.

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Minimum 12 rocket parachute flares carried and stowed on or near navigation bridge.
Means for two-way communications between emergency control stations, muster and
A general emergency alarm system supplemented by either a public address system
or other suitable means of communication.
Lifebuoys:
At least one lifebuoy on each side of the ship shall be fitted with a buoyant lifeline.
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Minimum one half of the total number of lifebuoys shall be provided with lifebuoy SI
lights, minimum two of these shall also be provided with self-activating smoke signals
and be capable of quick release from the navigation bridge.
Length of ship in metres Minimum number of lifebuoys

under 100 8
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200 and over 14
Lifejackets:
Lifejacket shall be provided for every person on board the ship.
A sufficient number of lifejackets shall be carried for persons on watch and for use at
remotely located survival craft stations. The lifejackets carried for persons on watch
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should be stowed on the bridge, in ECR and at any other manned watch station.
Immersion Suit:
An immersion suit of an appropriate size shall be provided for every person on board
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the ship. If a ship has any watch or work stations which are located remotely from the
place or places where immersion suits are normally stowed, additional immersion suits
of an appropriate size shall be provided at these locations for the number of persons
normally on watch or working at those locations at any time.
Survival Craft:
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One or more totally enclosed lifeboats of such aggregate capacity on each side of the
ship as will accommodate the total number of persons on board. In addition, one or
more inflatable or rigid liferafts, of a mass of less than 185kg & stowed in a position
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providing for easy side-to-side transfer at a single open deck level, of such aggregate
capacity as will accommodate the total number of persons on board. If the life raft or
liferafts are not of a mass of less than 185 kg and stowed in a position providing for
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easy side-to-side transfer at a single open deck level, the total capacity available on
each side shall be sufficient to accommodate total number of persons on board.
Instead of meeting the above requirements, a cargo ship may carry one or more free-
fall lifeboats, of such aggregate capacity as will accommodate the total number of
persons on board. In addition, one or more inflatable or rigid liferafts on each side of
the ship, of such aggregate capacity as will accommodate the total number of persons
on board. The liferafts on at least one side of the ship shall be served by launching
appliances.

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Cargo ships where the horizontal distance from the extreme end of the stem or stern of
the ship to the nearest end of the closest survival craft is more than 100 m shall carry,
in addition to the liferafts required, carry a life raft stowed as far forward of aft, or one
as far forward and another as far aft, as is reasonable and practicable. Such life raft or
liferafts may be securely fastened so as to permit manual release and need not be of
the type which can be launched from an approved launching device.
Chemical tankers and gas carriers carrying cargoes emitting toxic vapours or gases
shall carry lifeboats with a self-contained air support system.
Oil tankers, chemical tankers and gas carriers carrying cargoes having a flash point
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less than 60°C shall carry fire-protected lifeboats.
Cargo ships shall carry at least one rescue boat. A lifeboat may be accepted as a
rescue boat, provided that it and its launching and recovery arrangements also comply
with the requirements for a rescue boat.
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Miscellaneous: A line-throwing appliance shall be provided.
Explain the LSA of your last ship.
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My last ship was a chemical tanker. It had following LSA as per SOLAS Chapter III:
Three two-way VHF radiotelephone apparatus

One search and rescue locating device on the Bridge and one in the free-fall lifeboat.
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12 rocket parachute flares on Bridge
Means for two-way communications between emergency control stations, muster and
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A general emergency alarm system and PA system.

Lifejackets & immersion suits for each person and additionally at remote work stations.
10 lifebuoys (since length < 150m) Out of this, two were with buoyant line. Six lifebuoys
had SI light out of which 2 had smoke signal and located at the Bridge wings.
A free-fall lifeboat (fire-protected and with air support system) at the stern.
A rescue boat on the starboard side.
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Davit launched life-raft was provided on the port side with 100% capacity and
starboard side inflatable life-raft was provided with 100% capacity.
A 6-person life raft was provided forward with manual release function.
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Line throwing appliance (LTA)

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How will you ensure that LSA is maintained?
SOLAS III / 20 (Operational readiness, maintenance and inspections) requires ship to

be supplied with instructions for on-board maintenance of life-saving appliances and
maintenance onboard to be carried out accordingly.
I will ensure that required maintenance is carried out as per the instructions, SOLAS
requirements, manufacturer‟s instructions, PMS and any other requirement laid down
by the Flag State or Class.

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I will carry out random checks and ensure all LSA are in good working condition.
I will regularly check the log for records of inspections and maintenance.
From where will you get the details about LSA and FFA equipments?
I will get the details of the LSA and FFA from:

Training Manual required by SOLAS III / 35
Cargo Ship Safety equipment certificate (Form E) as required by SOLAS I/12
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Fire Safety Operational Booklet as required by SOLAS II-2 / 16
Fire Control Plan / Booklet as required by SOLAS II-2 / 15
Manufacturers manuals
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What is the SOLAS requirement of purifier room?
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Purifiers must be protected by fixed local application fire-fighting systems without the
necessity of engine shutdown, personnel evacuation, or sealing of the spaces.
On UMS Ships, purifiers shall be installed in a special space reserved for purifiers and
their heaters, and shall have arrangements to prevent overflow spillages.
As far as practicable, purifiers and associated components should be placed in a
separate room, enclosed by bulkheads having effective construction and rooms should
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be provided with:
1. independent mechanical ventilation or a ventilation arrangement which can be
isolated from the machinery space ventilation
2. fire-detecting and fire-extinguishing systems.
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What does SOLAS say about control of smoke from funnel?
SOLAS II-2 requires ships to have means of control for closure of openings in funnels
which normally allow exhaust ventilation.
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The number of openings in funnels to permit exhaust ventilation shall be reduced to a

minimum consistent with the needs of ventilation and the proper and safe working of
the ship.
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What requirements are stated in SOLAS for a weathertight and watertight

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compartment?
SOLAS II-1 / Regulation 10 (Construction of watertight bulkheads)
Each watertight subdivision bulkhead, whether transverse or longitudinal, shall be

constructed having scantlings capable of preventing the passage of water in any
direction under the head of water likely to occur in intact and damaged conditions. In
the damaged condition, the head of water is to be considered in the worst situation at

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equilibrium, including intermediate stages of flooding. In all cases, W/T subdivision

bulkheads shall be capable of supporting at least the pressure due to a head of water
up to the bulkhead deck of passenger ships & freeboard deck of cargo ships.
Steps and recesses in watertight bulkheads shall be as strong as the bulkhead at the
place where each occurs.
SOLAS II-1 / Regulation 11 (Initial testing of watertight bulkheads, etc)
Testing watertight spaces not intended to hold liquids and cargo holds intended to hold
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ballast by filling them with water is not compulsory. When testing by filling with water is
not carried out, a hose test shall be carried out where practicable. Where a hose test is
not practicable because of possible damage to machinery or electrical equipment
insulation, it may be replaced by a careful visual examination of welded connections,
supported where deemed necessary by means such as a dye penetrant test or an
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ultrasonic leak test. In any case a thorough inspection of the W/T bulkheads shall be
carried out.
The forepeak, double bottom (including duct keels) and inner skins shall be tested with
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water to a head up to the bulkhead deck of passenger ships and the freeboard deck of
cargo ships.
Tanks which are intended to hold liquids, and which form part of the watertight
subdivision of the ship, shall be tested for tightness and structural strength with water
to a head corresponding to its design pressure. The water head is in no case to be less
than the top of the air pipes or to a level of 2.4 m above the top of the tank, whichever
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is the greater.
SOLAS II-1 / Regulation 13-1 (Openings in W/T bulkheads & internal decks in cargo ships)
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The number of openings in watertight subdivisions is to be kept to a minimum

compatible with the design and proper working of the ship. Where penetrations of
watertight bulkheads and internal decks are necessary for access, piping, ventilation,
electrical cables, etc., arrangements are to be made to maintain the watertight integrity.
Watertight doors used while at sea are to be sliding watertight doors capable of being
remotely closed from the bridge and are also to be operable locally from each side of
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the bulkhead. Indicators are to be provided at the control position showing whether the
doors are open or closed, and an audible alarm is to be provided at the door closure.
Each power operated sliding watertight door shall be provided with an individual hand-
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operated mechanism. It shall be possible to open and close the door by hand at the
door itself from both sides.
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SOLAS does not talk a lot about weathertight doors. More of this is dealt with in Load line
convention. However, SOLAS requires all openings in the exposed weather deck above
the freeboard deck to be provided with efficient means for expeditiously closing them
weathertight.
What safety measures are given in SOLAS with respect to Bulk Carriers?

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Following safety measures are given in SOLAS Chapter XII (Additional safety measures
for bulk carriers)
1. New and improved regulations for damage stability requirements of bulk carriers.
2. Regulations on the structural strength of bulk carriers.
3. Regulations on the survey and maintenance of bulk carriers.
4. The Bulk Carrier booklet is made mandatory and needs to be endorsed by the
Administration as complying with the regulations of this Chapter and for any restrictions
imposed on the carriage of solid bulk cargoes having a density of 1,780 kg/m3 and
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above. Such a bulk carrier with restrictions is required to be permanently marked on
the side shell at midships, port and starboard, with a solid equilateral triangle having
sides of 500 mm and its apex 300 mm below the deck line.
5. Shippers are required to declare the density of the cargo in addition to providing the
cargo information as required by regulation VI/2. Ships that are not allowed to carry
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cargo of density greater than 1780 kg/m3, need to verify the density of any cargo
between 1250 kg/m3 and 1780 kg/m3 by an accredited testing organization.
6. All bulk carriers are required to have a loading instrument capable of calculating the
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SF/BM and approved for intact stability calculations.
7. Regulations regarding Hold, ballast & dry space water ingress alarms.
8. Regulations requiring bulk carriers to have means for draining and pumping ballast
tanks forward of the collision bulkhead and those spaces that extend forward of the
foremost cargo hold.
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Also, SOLAS Chapter III requires bulk carriers constructed after 1st July 2006 to
mandatorily have free-fall lifeboats.
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What are the requirements on ETA on tankers?
Requirements on ETA on tankers are given in SOLAS II-1 / 3-4.
Emergency towing arrangements shall be fitted at both ends on board every tanker of
20,000 tonnes deadweight and upwards.
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For tankers constructed on or after 1 July 2002:

1. The arrangements shall, at all times, be capable of rapid deployment in the
absence of main power on the ship to be towed and easy connection to the towing
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ship. At least one of the emergency towing arrangements shall be pre-rigged ready
for rapid deployment; and
2. Emergency towing arrangements at both ends shall be of adequate strength taking
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into account the size and deadweight of the ship, and the expected forces during
bad weather conditions.
The design and construction and prototype testing of ETA shall be approved by the
Administration, based on the Guidelines developed by the Organization.
For tankers constructed before 1 July 2002, the design and construction of emergency
towing arrangements shall be approved by the Administration, based on the Guidelines
developed by the Organization.

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What are the requirements on ETB? What are its contents?
Requirements on Emergency towing procedures are given in SOLAS II-1 / 3-4.
It applies to all passenger ships and cargo ships irrespective of size.

Ships shall be provided with a ship-specific emergency towing procedure. Such a
procedure shall be carried aboard the ship for use in emergency situations and shall be
based on existing arrangements and equipment available on board the ship.
The procedure shall include:
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1. drawings of fore and aft deck showing possible emergency towing arrangements;
2. inventory of equipment on board that can be used for emergency towing;
3. means and methods of communication; and
4. sample procedures to facilitate the preparation for and conducting of emergency
towing operations.
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What are the contents of the manual on recovery of persons from water? What are
requirements related to it?
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As per SOLAS III / 17-1 (Recovery of persons from the water), all ships shall have ship-
specific plans and procedures for recovery of persons from the water, taking into account
the guidelines developed by the Organization. The plans and procedures shall identify the
equipment intended to be used for recovery purposes and measures to be taken to
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minimize the risk to shipboard personnel involved in recovery operations.
Following are the contents of the manual on recovery of persons from water:
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1. Introduction
2. Legal Provisions
3. Purpose of this Plan
4. Management Policy
5. Roles and Responsibilities (Responsibility of Master, duties of the crew, training,
drills and Familiarization, record keeping, etc)
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6. Principles of Operation (Planning, plans and documents, recovery procedures,

safety precautions, limitations, etc)
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Annexes:
1. Ship specific details

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2. Adverse weather conditions

3. Checklist to recovery operations
4. Regulations and guidelines
5. IMO Circulars
6. Risk Assessment

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What is Master’s discretion? Give an example of the same.
SOLAS V / 34-1 (Master's discretion) states that the owner, the charterer, the company
operating the ship, or any other person shall not prevent or restrict the master of the ship
from taking or executing any decision which, in the master's professional judgement, is
necessary for safety of life at sea and protection of the marine environment.
Example: Master plans the voyage taking a longer route which is safer than the shorter
route. No charterer or Company or owner or any other person can prevent or restrict the
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master from taking this decision since he has made the decision for the safety of the ship.
Example: Master refuses to load a cargo that is liable to liquefaction whose moisture
content is more than the TML. No one can force the Master to load the cargo unless and
until he feels it is safe to be loaded onboard.
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Also, SOLAS XI-2 / 8 (Master’s discretion for ship safety and security) states that the
master shall not be constrained by the Company, the charterer or any other person from
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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.
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If, in the professional judgement of the master, a conflict between any safety and security
requirements applicable to the ship arises during its operations, the master shall give
effect to those requirements necessary to maintain the safety of the ship. In such cases,
the master may implement temporary security measures and shall forthwith inform the
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Administration and, if appropriate, the Port State. When such cases are identified, the
Administration shall ensure that such conflicts are resolved and that the possibility of
recurrence is minimized.
What is FPD? What is the purpose and what are the requirements under SOLAS?
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“A Fall Preventer Device (FPD) is a device that can be used to minimise the risk of injury
or death by providing a secondary alternate load path in the event of failure of the on-load
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hook or its release mechanism or of accidental release of the on-load hook. However,
FPDs should not be regarded as a substitute for a safe on-load release mechanism.”
As per SOLAS III / 1.5, all ships lifeboat on-load release mechanisms shall be complying
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with the new requirements of LSA Code, not later than the first scheduled dry-docking
after 1 July 2014, but not later than 1 July 2019. Non-complaint ones must be replaced
with equipment that complies with the Code.
MSC.1/Circ.1327 Guidelines regarding the design and operation of FPDs

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Wires and chains should not be used as FPDs as they do not absorb shock loads.
Synthetic strops or slings should be used, taking the following points into
consideration:
1. The fibre strops or slings should be of resilient construction, rot-proof, corrosion-

resistant, unaffected by seawater, oil or fungal attack,
2. The strops or slings should be provided with test certification confirming tensile
strength and provide a factor of safety of at least six, based on the total lifeboat
weight when loaded with a full complement of persons and equipment.
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3. The strops or slings should be permanently marked with their date of entry into
service.
4. The strops and slings should not be used for any other purpose and should be
ready for use at all times.
5. They should undergo a thorough visual inspection before use and be examined by
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the ship‟s crew every six months.
If the lifeboat on-load release hooks or launching equipment do not need to be
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modified, a functional test should be carried out to demonstrate to the satisfaction of
the Administration.
If a drill, test, inspection or maintenance is to be carried out with personnel in the
lifeboat, the Master or the officer in charge of the operation should ensure that, where
FPDs are provided, these are properly fitted in place prior to commencement of the
operation.
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Procedures regarding the use of FPDs should be included in the vessel‟s Safety
Management System (SMS) and all personnel involved in the operation of the lifeboats
should be familiar with their application.
Strict procedures should be in place, including a warning notice at the release handle,
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to ensure that the strops or slings are removed prior to the on-load release mechanism
being activated.
The connection points for the FPD on both the fall block and lifeboat on-load release
hook should be clearly marked and designed so that any component part of the FPD,
such as shackles, cannot be connected to the wrong part of the block or hook.
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Strops and slings should be designed so that they can be removed easily, quickly and
safely by the lifeboat crew. This should be achievable from within the lifeboat.
When a lifeboat is being recovered, the strops or slings should be fitted once the on-
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load hooks have been connected, but prior to lifting the boat clear of the water.
The size of strops or slings should be such that, in the event of an unintentional
release of the on-load release gear, the drop of the boat is kept to a minimum.
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What is LRRS? What does your SMS say about use of FPD after LRRS?
LRRS stands for lifeboat release and retrieval system. It is defined as the means by which
the lifeboat is connected to, and released from, the lifeboat falls for lowering, launch and
retrieval. It comprises the hook assembly and operating mechanism”

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Detailed documentation, drawings, calculations and instructions for each type of RRS
should be submitted by the manufacturer to the Administration or its appointed RO. A
design review will then be undertaken and the system checked for compliance with the
new LSA Code requirements. A non-compliant RRS will need to be modified or replaced
with a compliant system.
IMO‟s “Guidelines for Evaluation and Replacement of Lifeboat Release and Retrieval
Systems” advise that Fall Preventer Devices (FPDs) are to be used with each existing
RRS, in accordance with MSC.1/Circ.1327 “Guidelines for the Fitting and Use of Fall
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Preventer Devices (FPDs)” until the RRS is either found to be compliant with the revised
LSA Code, or modified and found compliant with the (revised) LSA Code or replaced by a
new RRS.”
SMS gives guidelines with regards to the use of FPD. It is compulsory to use FPD before
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carrying out any maintenance on the lifeboats or entering the lifeboat during the drills.
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What do you know about IMO number? Which regulation? Why required? Who
assigns it? Does it change with change of Owner or Flag? Where is it marked?
IMO Number or IMO Ship‟s identification number is a requirement under SOLAS XI-1 / 3
This regulation applies to all passenger ships of 100 GT and upwards and to all cargo
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ships of 300 GT and upwards. Every ship shall be provided with an identification
number which conforms to the IMO ship identification number scheme adopted by the
Organization.
The ship's identification number shall be inserted on the certificates and certified
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copies thereof issued under SOLAS I/12 and I/13.

The ship's identification number shall be permanently marked:
1. in a visible place either on the stern of the ship or on either side of the hull,
amidships port and starboard, above the deepest assigned load line or either side
of the superstructure, port and starboard or on the front of the superstructure or, in
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the case of passenger ships, on a horizontal surface visible from the air.
2. in an easily accessible place either on one of the end transverse bulkheads of the
machinery spaces, or on one of the hatchways or, in the case of tankers, in
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the pump-room or, in the case of ships with ro-ro spaces, on one of the end
transverse bulkheads of the ro-ro spaces.
The permanent marking shall be plainly visible, clear of any other markings on the hull
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and shall be painted in a contrasting colour.

The permanent marking referred to in paragraph 1 shall be not less than 200 mm in
height. The permanent marking referred to in paragraph 2 shall not be less than 100
mm in height. The width of the marks shall be proportionate to the height.
The permanent marking may be made by raised lettering or by cutting it in or by centre
punching it or by any other equivalent method of marking the ship identification number
which ensures that the marking is not easily expunged.

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IMO Number does not change at all, regardless of the change in Owner, Flag, etc. It
remains with the ship for the life of the ship.
The purpose of the IMO number is to enhance maritime safety and pollution prevention
and to facilitate the prevention of maritime fraud.
The IMO number is allocated by IHS Maritime (formerly known as IHS Fairplay) at the time
of build or when a ship is first included in the Register of Ships, with the prefix IMO.
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Does your company have an IMO Number? What is it? Where will you find it?
Yes, It is called „Company identification number‟ and it can be found on the SMC, DOC,
CSR and ISSC.
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Company identification number is a requirement under SOLAS XI-1 / 3-1. As per this
regulation, every Company and registered owner shall be provided with an identification
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number which conforms to the IMO Unique Company and Registered Owner Identification
Number Scheme adopted by the Organization. The Company identification number shall
be inserted on the certificates and certified copies thereof issued under SOLAS Chapter IX
and those issued under ISPS Code.
The IMO Company and Registered Owner identification number is allocated by IHS
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Maritime (formerly known as IHS Fairplay) at the time of at the time of issuance of the
documents on which the number first appears, with the prefix IMO.
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How will you test General Emergency Alarm and PA system onboard?
I will test the General Emergency alarm by asking crew members to spread in different
alleyways and decks, outside the accommodation, at the stern, engine room, etc. and
after sounding the alarm, ensure that the alarm can be heard clearly from all these
locations.
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Soon after the alarm, I will make the announcement on PA system and ensure that the
instructions can be heard clearly from all locations.
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How will you ascertain vessel is seaworthy or not?

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I will ensure that all certificates related to the ship are valid.
I will ensure that the condition of the structure, machinery and equipment, life saving
appliances, fire fighting appliances, navigational equipments, load line items, etc.
correspond to the certificates and are in good condition so as to make the vessel
seaworthy.

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LIFEBOATS
What do you know about inspection and PMS for lifeboats?
As per SOLAS III / 20 (Operational readiness, maintenance and inspections), PMS for
lifeboats is as follows:
1. Falls used in launching shall be inspected periodically with special regard for areas
passing through sheaves, and renewed when necessary due to deterioration of the
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falls or at intervals of not more than 5 years, whichever is the earlier.
2. The following tests and inspections shall be carried out weekly and a report of the
inspection shall be entered in the log-book:
a) All survival craft, rescue boats and launching appliances shall be visually inspected
to ensure that they are ready for use.
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b) All engines in lifeboats and rescue boats shall be run for a total period of not less
than 3 min,
c) Lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their
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stowed position, without any persons on board, to the extent necessary to
demonstrate satisfactory operation of launching appliances, weather permitting.
d) The general emergency alarm shall be tested.
3. Monthly inspection: All lifeboats, except free-fall lifeboats, shall be turned out from their
stowed position, without any persons on board if weather and sea conditions so allow.
Inspection of the life-saving appliances, including lifeboat equipment, shall be carried
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out monthly using the checklist to ensure that they are complete and in good order. A
report of the inspection shall be entered in the log-book.
4. Every inflatable liferaft, inflatable lifejacket, and marine evacuation system shall be
serviced at intervals not exceeding 12 months, provided where in any case this is
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impracticable, the Administration may extend this period to 17 months. It must be done
at an approved competent servicing station.
5. Each marine evacuation system should be deployed from the ship on a rotational
basis at intervals to be agreed by the Administration provided that each system is to be
deployed at least once every six years.
6. Hydrostatic release units, other than disposable HRU, shall be serviced at intervals not
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exceeding 12 months, provided where in any case this is impracticable, Administration

may extend this period to 17 months. It must be done at an approved competent
servicing station.
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7. Launching appliances shall be subject to a thorough examination at the annual SEQ

survey. After this, they shall be subjected to a dynamic test of the winch brake at
maximum lowering speed. The load to be applied shall be the mass of the survival craft
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or rescue boat without persons on board, except that, at intervals of at least once every
five years, the test shall be carried out with a proof load equal to 1.1 times the weight
of the survival craft or rescue boat and its full complement of persons and equipment
8. Lifeboat and rescue boat release gear, including fast rescue boat release gear and
free-fall lifeboat release systems, shall be subject to a thorough examination and
operational test during the annual SEQ surveys. The on-load release gear shall be
operationally tested under a load of 1.1 times the total mass of the boat when loaded

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with its full complement of persons and equipment whenever the release gear is
overhauled. Such overhauling and operational test shall be carried out at least
once every five years. The operational testing of free-fall lifeboat release systems
shall be performed either by free fall launch with only the operating crew on board or
by a test without launching the lifeboat carried out based on Requirements for
maintenance, thorough examination, operational testing, overhaul and repair.
9. Davit-launched liferaft automatic release hooks shall be subject to a thorough
examination and operational test during the annual SEQ surveys and operationally
tested under a load of 1.1 times the total mass of the liferaft when loaded with
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its full complement of persons and equipment whenever the automatic release hook is
overhauled. Such overhauling and operational test shall be carried out at least once
every five years.
10. Lifeboats and rescue boats, including fast rescue boats, shall be subject to a thorough
examination and operational test during the annual SEQ surveys.
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What all tests are carried out on Lifeboat during Annuals and Renewal Survey?
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Explain in detail.
As per SOLAS III / 20, (Operational readiness, maintenance and inspections),
Annual Survey:
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1. Thorough Examination of Launching appliances (davits and winches)
2. Dynamic test of the winch brake at maximum lowering speed.
3. Thorough Examination & Operational testing of Lifeboat and rescue boat release gear
4. Thorough Examination and Operational testing of Davit-launched liferaft automatic
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release hooks
5. Thorough examination and operational test of Lifeboats and rescue boats
Renewal Survey:
1. Dynamic test of the winch brake at maximum lowering speed with a proof load equal to
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1.1 times the weight of the survival craft or rescue boat and its full complement of
persons and equipment.
2. Overhauling and operational testing of the on-load release gear under a load of 1.1
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times the total mass of the boat when loaded with its full complement of persons and
equipment.
3. Overhauling and operational testing of the automatic release hook of davit-launched
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life raft under a load of 1.1 times the total mass of the liferaft when loaded with its full
complement of persons and equipment.
Describe sea anchor and its use. How do you do the Testing of sea anchor? What is
the material used to make it?

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Sea anchors are conical shapes devices made of canvas / tarpaulin fitted with a shock-
resistant hawser and a tripping line which provides a firm hand grip when wet. The
canvas bag has a wide mouth at one end and tapers down to a small one at the other end.
Sea anchors are provided with survival crafts in order to be used to stabilize it in rough
weather. When it is streamed off the bow, it smoothes the sea and swell and makes the
craft point upwind. The sea anchors are stable when towed through the water at speeds
up to 6 knots. Rather than tethering the boat to the seabed with a conventional anchor, a
sea anchor provides drag, thereby acting as a brake. Normally attached to a vessel's
bows, a sea anchor can prevent the vessel from turning broadside to the waves and being
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overwhelmed by them.
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Testing of sea anchor:
Usually sea anchors need to be only visually inspected for condition of the canvas,
hawser, tripping line and the attachments. In order to test, the sea anchor can be deployed
when the life boat is lowered and maneuvered in water once every 3 months.
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State the Life Boat lowering frequency. Explain procedure for lowering and
manouevring.
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1. Weekly: Lifeboats, except free-fall lifeboats, on cargo ships shall be moved from their
stowed position, without any persons on board, to the extent necessary to demonstrate
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satisfactory operation of launching appliances, weather permitting.

2. Weekly: All engines in lifeboats and rescue boats shall be run for a total period of not
less than 3 min.
3. Monthly: All lifeboats, except free-fall lifeboats, shall be turned out from their stowed
position, without any persons on board if weather and sea conditions so allow.
4. During monthly abandon ship drills, lowering of at least one lifeboat must be carried out
after any necessary preparation for launching.

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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.
6. In the case of a free-fall lifeboat, 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
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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.
7. 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
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manoeuvred in the water. In all cases this requirement shall be complied with at least
once every 3 months.
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Procedure for lowering and manoeuvring:
Carry out a briefing with the crew and prepare a plan for the drill.
Ascertain the weather condition and ensure safety measures are in place.
Remove the boat gripes / lashings and harbour safety pin.
Secure the painter forward at a bollard on deck & keep one man to attend the painter.
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Lower the lifeboat to the deck level and only the required number of crew to embark.
Thereafter, use the self lowering system to lower the boat to the water level.
Alternatively, the boat can be lowered just above the water level and embarked using
embarkation ladder.
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Once boarded and the lifeboat is in water, the engine must be started and the off-load
release system must be activated. The hooks will be released. The painter must be
kept tight.
Once the hooks are released, the blocks must be heaved clear off the boat. The boat
must be maneuvered ahead and astern and steering tested. Sprinkler system must
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also be tried out at this point.

After testing, the boat must then be brought below the blocks and the hooks connected
again. FPD must be secured at this point.
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The boat must be hoisted just above the water level to ensure the hooks are properly
engaged and the hydrostatic lock is engaged once the boat is out of the water.
Once everything is in order, the boat must be hoisted fully. The boat crew may come
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up with the boat or may use the embarkation ladder.
What are the requirements on the launching time for lifeboats?
SOLAS III / 13 requires each survival craft to be stowed in a state of continuous readiness
so that two crew members can carry out preparations for embarkation and launching in
less than 5 min.

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All survival craft required to provide for abandonment by the total number of persons on
board shall be capable of being launched with their full complement of persons and
equipment within a period of 10 min from the time the abandon ship signal is given.
For passenger ships, all survival craft required to provide for abandonment by the total
number of persons on board shall be capable of being launched with their full complement
of persons and equipment within a period of 30 min from the time the abandon ship signal
is given after all persons have been assembled, with lifejackets donned.
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(Recovery time of the rescue boat shall be not more than 5 min in moderate sea
conditions when loaded with its full complement of persons and equipment.)
(Every cargo ship lifeboat shall be so arranged that it can be boarded by its full
complement of persons in not more than 3 min from the time the instruction to board is
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given.)
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What are the various Lifeboat checks and equipments?
Various lifeboat checks are as follows:
1. Checking condition of structure including fixed and loose equipment

2. Checking expiry dates and instructions are legible
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3. Checking if IMO symbols are in place.
4. Checking the engine, propulsion and manoeuvring system
5. Checking power supply system and lightings
6. Checking bailing system.
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7. Inspection of hook, their attachment, on-load release gear and reset operation.
8. Running life boat engine for 3 mins and verifying gear box and gear train are engaged
satisfactorily.
9. Checking air pressure of the cylinders and recharging if required
As per SOLAS III / 31, following are the lifeboat equipments:

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1. Sufficient buoyant oars to make headway in calm seas.

2. Two boat-hooks;
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3. A buoyant bailer and two buckets;

4. A survival manual;
5. A binnacle containing an efficient compass which is luminous or provided with suitable
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means of illumination.
6. A sea-anchor fitted with a shock-resistant hawser and a tripping line
7. Two efficient painters of a length equal to not less than twice the distance from the
stowage position of the lifeboat to the waterline in the lightest seagoing condition or
15m, whichever is the greater.
8. Two hatchets, one at each end of the lifeboat;

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9. Watertight receptacles containing a total of 3 litres of fresh water for each person the
lifeboat is permitted to accommodate
10. A rustproof dipper with lanyard;
11. A rustproof graduated drinking vessel;
12. A food ration totaling not less than 10,000 kJ for each person the lifeboat is permitted
to accommodate.
13. Four rocket parachute flares
14. Six hand flares
15. Two buoyant smoke signals
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16. One waterproof electric torch suitable for Morse signaling together with one spare set
of batteries and one spare bulb in a waterproof container.
17. One daylight signaling mirror
18. One copy of the life-saving signals on a waterproof card or in a waterproof container
19. One whistle or equivalent sound signal
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20. A first-aid outfit in a waterproof case
21. Six doses of anti-seasickness medicine and one seasickness bag for each person
22. A jack-knife to be kept attached to the boat by a lanyard;
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23. Three tin openers
24. Two buoyant rescue quoits, attached to minimum 30m of buoyant line
25. A manual pump
26. One set of fishing tackle
27. Sufficient tools for minor adjustments to the engine and its accessories
28. Portable fire-extinguishing equipment suitable for extinguishing oil fires
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29. A searchlight capable of working for not less than 3h continuously
30. An efficient radar reflector, unless a survival craft radar transponder is stowed in the
lifeboat
31. Thermal protective aids sufficient for 10% of the number of persons the lifeboat is
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permitted to accommodate or two, whichever is the greater.
What do you know about L/B davit maintenance?
Lifeboat davit maintenance includes the following:

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1. Greasing of wires, sheaves and moving parts

2. Greasing and inspection of the falls
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3. Structure and condition of the boat gripes and harbour safety pin
4. Condition of the davit, in particular with regard to corrosion, misalignments,
deformations and excessive free play.
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5. Inspection of the Limit switch

6. Inspection of the davit brakes
7. Inspection of the recovery mechanism
8. Inspection of the blocks, sheaves, hooks, on-load and off-load release mechanism
9. Thorough Examination of Launching appliances (annually)
10. Dynamic test of the winch brake at maximum lowering speed. (annually)
11. Thorough Examination & Operational testing of release gear (annually)

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12. Dynamic test of the winch brake at maximum lowering speed with a proof load equal to
1.1 times the weight (5 yearly)
13. Overhauling and operational testing of the on-load release gear under a load of 1.1
times the total mass of the boat (5-yearly)
14. Renewal of falls (5-yearly or if condition deteriorates before)
Describe the release procedure of a free fall life boat.
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LSA Code / Chapter VI requires the release mechanism of a free fall lifeboat to have at
least two independent actions from inside the lifeboat in order to launch the lifeboat. The
release procedure is as follows:
Ensure charging cable is disconnected and is it clear to launch the boat.
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Ensure all crew members are seated and seat belts are fastened.
Ensure the doors are closed.
For normal release:
1. Take out securing pin.
2. Close bypass valve.
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3. Operate release lever several times, the hydraulic plunger opens the stopper until
the release hook is open. The boat now slides down the launching way.
For emergency release (in case normal release does not work), break the glass cover
and turn the emergency release valve clockwise until the hook is open and the boat
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slides down the launching way.
What is boat hook and browsing tackle?

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Boat hooks are used for fending off purposes, in order to keep the lifeboat clear off the
ship and to avoid any contact damage.
Bowsing In tackle is used to bring the boat near to the embarkation deck to allow the crew
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to embark safely.
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What is the length of oars?
The size of the oars is as per the length of the boat and is accordingly provided by the
manufacturer complying with national requirements. There is no specific requirement of
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the length mentioned in SOLAS or LSA Code. Oars are normally between 3 to 4.2m in
length.
What material is the lifeboat made of? Can you repair the lifeboat onboard if there is
a small crack or dent or hole in the body?

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Most lifeboats are made of fibre-glass or FRP (fibre-reinforced plastic) laminate made of
fire-retardant polyester resin.
SOLAS requires repair equipment to be provided for life-saving appliances and their
components which are subject to excessive wear. If the life boat hull has a small crack or
dent or hole, same shall be checked for the extent of damage and reported to Company /
manufacturers. Onboard repair kit may be used for temporary repairs till the vessel
reaches the port where Manufacturer‟s authorized service engineers can come and effect
permanent repairs. Usually, Classification society surveyor will also be present in order to
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ascertain the permanent repairs and its adequacy.
What material is the boat plug made of?
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Bottom plug is made of stainless steel while the black ball is made of rubber.
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What are the advantages of free fall lifeboat?
Following are the advantages of free fall lifeboats:
It can assist is very quick evacuation without the use of davit or falls.
The boat hits the water well away from the ship with a high positive forward motion. It
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is advantageous in case where the engine does not operate.
List and trim does not affect her as much as it affects the side lifeboat.
Lesser maintenance as only one free fall lifeboat is provided.
Lesser work as free fall lifeboats are not required to be swung out once a month or
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moved from their stowage position weekly.

It can be easily launched in rough weather as well.
Lesser chances of accidents due to on-load release mechanism failure.
Lesser risk of damage while launching and accidents
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Lifeboat must be capable of being launched at ship speed of 5 knots. How is this
checked?
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Chapter III of SOLAS require that lifeboats installed on board ships of 20,000 GT and
upwards, and rescue boats installed on board all ships should be capable of being
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launched, with the ships making headway at speeds up to 5 knots in calm water.
A “launching at 5 knots” test is carried out as a part of the on-board test for the boats when
they are newly installed on board ships. This is done as per the guidelines of the
Classification Society. The test may be dispensed with for a ship if its sister ship with the
same launching appliances and with the same type of the boats was subjected to
“launching at 5 knots” test with satisfactory results. For cargo ships of 20,000 gross
tonnage and upwards, if one of the lifeboats is used as rescue boat, the test may be
carried out only for the lifeboat used as rescue boat.

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Following are the guidelines of Class NK:

The test should be carried out during a sea trial of the ship in calm water.
The ship should be, in principle, on the lightest sea-going condition and on even keel.
The boats should be launched by means of a fall or falls up to the water and its release
gear should be off while the ship is making headway at speeds of 5 knots or more.
Painters may be used during the test.
The boats should be fully equipped.
It should be ascertained that the boats can be safely launched, and no damages to the
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boats are seen.
As a Master, how will you check that the structure of your life boat is intact?
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Visual inspection
Hose test
Light test (cover glass windows and see if any light is penetrating)
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What items would you check on Lifeboat davit for strengthening?
I will check the foundation on which the davit will rest.

I will check the sheaves and other moving parts.
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I will check the condition of the falls and the blocks.
I will check the functioning of the limit switch.
I will check for corrosion, misalignments, deformations and excessive free play
I will check the winch foundation and brake mechanism.
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What is the use of the compressed air in the life boat? How long can we use it and
why do we use it?
As per SOLAS Chapter III, Chemical tankers and gas carriers carrying cargoes emitting
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toxic vapours or gases shall carry lifeboats with a self-contained air support system.
As per LSA Code, Chapter IV, a lifeboat with a self-contained air support system shall be
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so arranged that, when proceeding with all entrances and openings closed, the air in the
lifeboat remains safe and breathable and the engine runs normally for a period of not less
than 10 min. During this period the atmospheric pressure inside the lifeboat shall never fall
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below the outside atmospheric pressure nor shall it exceed it by more than 20 hPa. The
system shall have visual indicators to indicate the pressure of the air supply at all times.
The use of the self-contained air support system is to maintain positive pressure inside the
lifeboat to ensure that toxic gases don‟t find its way inside lifeboat. The time of 10 minutes
is sufficient for the boat to run the engines and go away from the ship and clear off the
toxic gases.

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Why is lifeboat capacity 200% (100% on each side) on ship’s with side lifeboats,
whereas for freefall lifeboats it is just 100%?
One of the side lifeboats on the higher side may not be usable when the ship is listed.
Hence, side lifeboats have full capacity on each side. Freefall lifeboat can be launched
even with list upto 20 degree any side. Hence, only one such lifeboat is sufficient and
placed at the stern. Moreover, if one side of the ship is engulfed in fire, it will make it
difficult for crew to launch the lifeboat and embark it. In such cases, the other side lifeboat
can be used. Hence, side lifeboats are provided with 200% capacity. Freefall lifeboat
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slides down the ramp and clears the ship quickly. Hence, only one boat with 100%
capacity is sufficient.
What is dynamic test of launching appliances?
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Dynamic winch brake test is required to be carried out during the annual SEQ survey with
just the weight of the empty lifeboat. However, every 5 years, dynamic test of the winch
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brake at maximum lowering speed with a proof load equal to 1.1 times the weight the total
mass of the boat must be carried out.
In the dynamic brake test, the boat is lowered by opening the brake. When it achieves the
maximum lowering speed, the brake is then applied abruptly. The brake pad and davit
foundation is then inspected.
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What is the requirement of lifeboat engine when lifeboat is toppled?
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The engine shall be capable of operating when the lifeboat is flooded up to the centre
line of the crankshaft.
The engine and engine installation shall be capable of running in any position during
capsize and continue to run after the lifeboat returns to the upright or shall
automatically stop on capsizing and be easily restarted after the lifeboat returns to the
upright
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The design of all engine exhaust pipes, air ducts and other openings shall be such that
water is excluded from the engine when the lifeboat capsizes and re-rights.
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The design of the fuel and lubricating systems shall prevent the loss of fuel and the
loss of more than 250 ml of lubricating oil from the engine during capsize
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On board ship, how is your lifeboat is protected from fire?
Lifeboat is made of a material that is fire-retardant. Usually, Fibre-reinforced plastic (FRP)

laminate made of fire-retardant polyester resin is used. It is also painted with a fire-
retardant paint. Tankers carrying cargoes having a flash point less than 60°C have fire-
protected lifeboats with sprinkler system for escape from a fire without any damage to the
lifeboat.

163
What will you do if lifeboat engine is not working?
I will ask the Chief Engineer to carry out trouble shooting and try rectifying the problem.
I will inform the Company regarding the problem and ask for a solution from the
manufacturers. I will order for the spares required, if any.
If the defect cannot be rectified onboard, I will request for service technician to visit at
the port of arrival.
I will inform the Local agent prior arrival regarding the non-functioning lifeboat engine
and ensure it is rectified before ship departs from port.
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I will ask Company to obtain a dispensation from the Flag State so that vessel is not
delayed or detained at the port of arrival.
Can you sail with a damaged lifeboat?
U
No. A damaged or defective lifeboat will make the ship unseaworthy. The Company will
inform the Flag State and the Class. Class will advise the alternate arrangements that can
SO
be made in order to ensure an adequate level of safety. Once these alternative
arrangements are in place, flag state may issue a dispensation for certain period. Once
this dispensation is received, the ship can sail to the high seas.
Class surveyor will also issue a condition of class for vessel to sail with a damaged
lifeboat. At the next port, the defect must be rectified to the Satisfaction of the Class
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surveyor in order to remove the CoC.
Lifeboat is holed in port and there are no repair facilities at the port. What will you
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do?
I will inform the Company, who will arrange for a Class surveyor to attend the vessel at the
port. The Class surveyor will check the damage and give instructions for temporary repair
that can be carried out on board. Additionally, he will issue a condition of class. The
H
Company will then apply for Flag State dispensation for the vessel to sail till next port
where permanent repairs can be carried out. I will ensure that necessary temporary
repairs are carried out to the satisfaction of the Class surveyor and necessary
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arrangements are made for permanent repairs to be carried out at the next port. I will keep
charterers, agents, etc. informed.
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Lifeboat is damaged by shore crane. State your actions.
(Same procedure as above). I will additionally give a letter of protest to the shore authority
regarding the damage and collect evidence (CCTV footage, photographs, statements, etc)
I will prepare a damage report form in Company‟s format and claim for compensation as
per instructions from the Owner / Company.

164
LIFE RAFTS
What is the difference between SOLAS Pack A and Pack B?
SOLAS Pack A are the equipments that are required in the life raft for any ship that is
engaged on international voyages.
SOLAS Pack B are the reduced number of equipments that are required in the life raft
of any passenger ships engaged on short international voyages. The Administration
may allow the liferafts carried on any such ships to be not provided with:
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1. Three tin-openers and a pair of scissors
2. One set of fishing tackle;
3. Food ration totaling not less than 10,000 kJ for each person
4. Watertight receptacles containing a total of 1.5 l of fresh water for each person
5. One rustproof graduated drinking vessel;
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Also, only 2 rocket parachute flares, 3 hand flares and 1 buoyant smoke signals may
be provided. (half of that required by SOLAS A Pack).
the Roman alphabet.

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The liferaft must be marked with SOLAS A PACK or SOLAS B PACK in block capitals of
What are the requirements for life-rafts for cargo ships?

D
As per SOLAS Chapter III,
For cargo ships with side life boats, one or more inflatable or rigid liferafts, of a mass of
less than 185 kg and stowed in a position providing for easy side-to-side transfer at a
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single open deck level, and of such aggregate capacity as will accommodate the total
number of persons on board. If the liferaft or liferafts are not of a mass of less than 185
kg and stowed in a position providing for easy side-to-side transfer at a single open
deck level, the total capacity available on each side shall be sufficient to accommodate
the total number of persons on board.
H
For cargo ships with free fall lifeboat, one or more inflatable or rigid liferafts, on each
side, of such aggregate capacity as will accommodate the total number of persons on
board. Lliferafts on at least one side shall be served by launching appliances.
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a liferaft stowed as far forward of aft, or one as far forward and another as far aft, as is
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reasonable and practicable.

Cargo ships of less than 85 m in length other than tankers, may comply with the
following: they shall carry on each side of the ship, one or more inflatable or rigid
liferafts of such aggregate capacity as will accommodate the total number of persons
on board. Unless these liferafts are of a mass of less than 185 kg and stowed in a
position providing for easy side-to-side transfer at a single open deck level, additional
liferafts shall be provided so that the total capacity available on each side will
accommodate 150% of the total number of persons on board.

165
What are the requirements for forward life raft and other additional items?
As per SOLAS III,
a liferaft stowed as far forward of aft, or one as far forward and another as far aft, as is
reasonable and practicable (SOLAS III / 31.1.4)
Additional immersion suits of an appropriate size shall be provided for the number of
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persons normally working near remotely located survival craft stations.
A sufficient number of lifejackets shall be carried for use at remotely located survival
craft stations.
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Have you seen a open Life Raft?
No. As per LSA Code Chapter IV, liferafts shall have a canopy to protect the occupants
waterborne.
Define a Life raft and all its content.

SO
from exposure which is automatically set in place when the liferaft is launched and
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Life raft is a survival craft capable of sustaining the lives of persons in distress from the
time of abandoning the ship.
As per LSA Code, Chapter IV, contents of the Life raft are as follows:
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1. One buoyant rescue quoit, attached to minimum 30 m of buoyant line.

2. One knife of the non-folding type having a buoyant handle and lanyard attached and
stowed in a pocket on the exterior of the canopy near the point at which the painter is
attached to the liferaft. In addition, a liferaft which is permitted to accommodate 13
persons or more shall be provided with a second knife which need not be of the non-
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folding type.
3. One bailer for a liferaft of 12 persons or less, and two buoyant bailers for liferafts which
are permitted to accommodate 13 persons or more.
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4. Two sponges.
5. Two sea-anchors each with a shock-resistant hawser and tripping line
6. Two buoyant paddles.
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7. Three tin-openers and a pair of scissors.

8. One first-aid outfit in a waterproof case.
9. One whistle or equivalent sound signal.
10. Four rocket parachute flares.
11. Six hand flares.
12. Two buoyant smoke signals.
13. One waterproof electric torch suitable for Morse signaling together with one spare set

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14. An efficient radar reflector, unless a survival craft radar transponder is stowed in the
liferaft.
15. One daylight signaling mirror with instructions on its use.
16. One copy of the life-saving signals on a waterproof card or in a waterproof container.
17. One set of fishing tackle.
18. Food ration totaling not less than 10,000 kJ for each person the liferaft is permitted to
accommodate.
19. Watertight receptacles containing a total of 1.5 l of fresh water for each person the
liferaft is permitted to accommodate.
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20. One rustproof graduated drinking vessel.
21. Anti-seasickness medicine sufficient for at least 48 h and one seasickness bag for
each person the liferaft is permitted to accommodate.
22. Instructions on how to survive.
23. Instructions for immediate action.
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24. Thermal protective aids sufficient for 10% of the number of persons the liferaft is
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Additional equipment for inflatable liferafts:
1. One repair outfit for repairing punctures in buoyancy compartments

2. One topping-up pump or bellows.
3. The knives shall be safety knives and the tin-openers and scissors shall be of the
safety type.
D
What is the length of the painter of a life raft?
AN
As per LSA Code Chapter IV, the liferaft shall be fitted with an efficient painter of length
equal to not less than 10 m plus the distance from the stowed position to the waterline in
the lightest seagoing condition or 15 m, whichever is the greater. The breaking strength of
the painter system, including its means of attachment to the liferaft, except the weak link
shall be not less than 15 kN for liferafts permitted to accommodate more than 25 persons,
not less than 10 kN for liferafts permitted to accommodate 9 to 25 persons and not less
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than 7.5 kN for any other liferaft.

O
What are the requirements of HRU? Draw and explain the working of HRU of a
liferaft and its connection.
R
Following are the requirements of a hydrostatic release unit used in the float-free
arrangements of life-rafts:
1. Be constructed of compatible materials so as to prevent malfunction of the unit.

2. Automatically release the liferaft at a depth of not more than 4 m.
3. Have drains to prevent the accumulation of water in the hydrostatic chamber when the
unit is in its normal position.
4. Be so constructed as to prevent release when seas wash over the unit.

167
5. Be permanently marked on its exterior with date of manufacture, type and serial
number and whether the unit is suitable for use with a liferaft with a capacity of more
than 25 persons.
6. If disposable, be marked with a means of determining its date of expiry.
SOLAS Chapter III requirements on HRU are as follows:
Hydrostatic release units, other than disposable hydrostatic release units, shall be
serviced at intervals not exceeding 12 months, provided where in any case this is
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impracticable, the Administration may extend this period to 17 months. The servicing must
be carried out at an approved competent servicing station.
Working of HRU:
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HRU acts as a connecting media between life raft container and ship deck, where it is
stored. The HRU is connected to the lashing of the life raft and then weak link. The
weak link is further connected to the painter and the ship‟s deck.
SO
The HRU consists of a hydrostatic chamber and a small sharp knife or chisel.
When the ship is sinking and the HRU is submerged to about 4m inside the water, the
water pressure in the hydrostatic chamber of the HRU will cause the knife to cut the
rope of the HRU to which the main lashing of the life raft is connected. By this, the life
raft container is free from the ship and floats in the water. The painter is still connected
to the weak link, which is attached to the ship.
D
As vessel sinks further, the increase in tension in the painter causes the life raft to
inflate out of the container. Now, the increase in buoyancy causes the tension acting
on the weak link to increase and thereby cause it to break under a strain of 2.2±0.4 kN,
making the life raft free from the ship.
AN
Note: A liferaft stowed forward does not need be fitted with a HRU. This is because the
unit may release the liferaft after becoming submerged in heavy bow seas.
H
O
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168
What are the types of HRU?
Disposable HRU (to be replaced upon expiry)

Non-disposable HRU (to be serviced every 12 months)
How will life raft inflate when it goes down with the vessel?
Float-free arrangement of the life raft consists of painter system, weak link and the HRU.
ZA
The painter is shackled to the weak link. The weak line is shackled to the ship (cradle).
The HRU has weak link at the bottom end and the top end is connected to the life raft
lashing by means of a senhouse slip. When the ship sinks, the water pressure (within 4m
of immersion) acting on the HRU will cause the HRU rope to be cut. This will disconnect
the lashing of the life raft and the container will float free. As the ship sinks further, the
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painter will be stretcher and finally the life raft will inflate. The inflated life raft will add to
the tension on the painter-weak link arrangement and cause the weak link to give way.
Thus, the life raft will no longer be connected to the ship and will float on the surface of the
water.
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Explain the davit launched life raft requirements and procedures.

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When a ship has a free fall life boat, it must additionally have one or more inflatable or
rigid liferafts, on each side of the ship of 100% capacity. Liferaft(s) on at least one side
of the ship shall be served by launching appliances.
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Davit-launched liferaft automatic release hooks shall be subject to a thorough

examination and operational test during the annual surveys and operationally tested
under a load of 1.1 times the total mass of the liferaft whenever the automatic release
hook is overhauled. Such overhauling and operational test shall be carried out at least
once every five years.
H
On-board training in the use of davit-launched liferafts shall take place at intervals of
not more than 4 months on every ship fitted with such appliances.
Life rafts on passenger ships to bring the 50% capacity down to 37.5% on each side,
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must be served by launching appliances and must be equally distributed on each side
of the ship. The additional life rafts making up for 25% of the total number of persons
onboard shall be served by at least one launching appliance on each side.
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As per LSA Code, Chapter IV,
The davit launched life raft loaded with its full complement of persons and equipment,
shall be capable of withstanding a lateral impact against the ship's side at an impact
velocity of not less than 3.5 m/s and also a drop into the water from a height of not
less than 3 m without damage that will affect its function.

169
It must be provided with means for bringing the liferaft alongside the embarkation deck
and holding it securely during embarkation.
Every passenger ship davit-launched liferaft shall be so arranged that it can be rapidly
boarded by its full complement of persons.
Every cargo ship davit-launched liferaft shall be so arranged that it can be boarded by
its full complement of persons in not more than 3 min from the time the instruction to
board is given.
A davit launched life raft shall, when suspended from its lifting hook or bridle, withstand
a load of 4 times the mass of its full complement of persons and equipment, at an
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ambient temperature and a stabilized liferaft temperature of 20±30C with all relief
valves inoperative and 1.1 times the mass of its full complement of persons and
equipment at an ambient temperature and a stabilized liferaft temperature of -300C with
all relief valves operative.
The combined strength of the lifting bridle components should be at least six times the
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mass of the liferaft when loaded with the number of persons.
In the case of a davit-launched liferaft having more than one entrance, the boarding
ramp shall be fitted at the entrance opposite the bowsing lines and embarkation
facilities.
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The sea-anchor must be permanently attached to davit-launched liferafts and liferafts
fitted on passenger ships and it shall be arranged for manual deployment only. All
other liferafts are to have sea-anchor deployed automatically when the liferaft inflates.
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Life raft has gone overboard. State your actions.
I will inform the Company.

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I will make a securite announcement on VHF Ch. 16 to inform the nearby vessels.
If weather conditions allow, I will try to retrieve the life raft back on board.
I will inform the Coast station and nearest MRCC regarding the life raft in water.
Company will inform Flag State and apply for necessary dispensation.
I will make take statements from the relevant crew members, investigate the cause and
make a NC report and submit to Company.
H
Life raft expires in port. State your actions.

O
As per SOLAS Chapter III, every inflatable liferaft needs to be serviced at intervals not
exceeding 12 months, provided where in any case this is impracticable, the Administration
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may extend this period to 17 months. In case the port of arrival does not have approved
competent service station, or the servicing cannot be carried out for any other reason
(short port stay, etc.) dispensation can be obtained from the Flag State to carry out the
servicing at the next available opportunity. The dispensation must be arranged even
before the ship arrives at a port that does not have the servicing facility.

170
RESCUE BOAT
What are the requirements of rescue boat?
Passenger ships of 500 GT and over shall carry at least one rescue boat on each side
of the ship, and those of less than 500 GT shall carry at least one rescue boat.
Cargo ships shall carry at least one rescue boat.
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A lifeboat may be accepted as a rescue boat, provided that it and its launching and
recovery arrangements also comply with the requirements for a rescue boat.
Rescue boats shall be stowed in a state of continuous readiness for launching in not
more than 5 min. If the rescue boat is of the inflated type, it must be kept in a fully
inflated condition at all times.
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Rescue boat shall be capable of being launched, where necessary utilizing painters,
with the ship making headway at speeds up to 5 knots in calm water.
Recovery time of the rescue boat shall be not more than 5 min in moderate sea
SO
conditions when loaded with its full complement of persons and equipment. If the
rescue boat is also a lifeboat, this recovery time shall be possible when loaded with its
lifeboat equipment and the approved rescue boat complement of at least six persons.
Rescue boat embarkation and recovery arrangements shall allow for safe and efficient
handling of a stretcher case. Foul weather recovery strops shall be provided for safety
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if heavy fall blocks constitute a danger.
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 3 months.
AN
Rescue boats shall be subject to a thorough examination and operational test during
the annual SEQ surveys.
As per Chapter V of LSA Code:

H
Rescue boats may be either of rigid or inflated construction or a combination of both.

They shall be of not less than 3.8 m and not more than 8.5 m in length.
They must be capable of carrying at least five seated persons and a person lying on a
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stretcher.
Unless the rescue boat has adequate sheer, it shall be provided with a bow cover
extending for not less than 15% of its length.
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Rescue boats shall be capable of manoeuvring at a speed of at least 6 knots and

maintaining that speed for a period of at least 4 h.
Rescue boats shall have sufficient mobility and manoeuvrability in a seaway to enable
persons to be retrieved from the water, marshal liferafts and tow the largest liferaft
carried on the ship when loaded with its full complement of persons and equipment or
its equivalent at a speed of at least 2 knots.
A rescue boat shall be fitted with an inboard engine or outboard motor.

171
Every rescue boat shall be provided with effective means of bailing or be automatically
self-bailing.
Rescue boats shall be fitted with weathertight stowage for small items of equipment.
What are the equipments required for a rescue boat?
As per LSA Code Chapter V, the normal equipment of every rescue boat shall consist of:
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1. Sufficient buoyant oars or paddles to make headway in calm seas.
2. A buoyant bailer.
3. A binnacle containing an efficient compass which is luminous or provided with suitable
means of illumination.
4. A sea-anchor and tripping line, if fitted, with a hawser of adequate strength not less
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than 10 m in length;
5. A painter of sufficient length and strength, attached to the release device and placed at
the forward end of the rescue boat.
SO
6. One buoyant line, not less than 50m in length, of sufficient strength to tow a liferaft.
7. One waterproof electric torch suitable for Morse signaling, together with one spare set
8. One whistle or equivalent sound signal.
9. A first-aid outfit in a waterproof case.
10. Two buoyant rescue quoits, attached to not less than 30 m of buoyant line.
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11. A searchlight with a horizontal and vertical sector of at least 60 and a measured
luminous intensity of 2,500 cd which can work continuously for atleast 3 h.
12. An efficient radar reflector.
13. Thermal protective aids sufficient for 10% of the number of persons the rescue boat is
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14. Portable fire-extinguishing equipment suitable for extinguishing oil fires.
In addition to the normal equipment, every rigid rescue boat shall additionally have:
1. A boat-hook.
2. A bucket
H
3. A knife or hatchet.
In addition to the normal equipment, every inflated rescue boat shall additionally have:
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1. A safety boat-hook.
2. Two sponges.
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3. A buoyant safety knife;

4. An efficient manually operated bellows or pump.
5. A repair kit in a suitable container for repairing punctures.

172
What are the requirements for a lifeboat to also be a rescue boat?
A lifeboat may be accepted as a rescue boat provided that it and its launching and
recovery arrangements also comply with the requirements for a rescue boat i.e. launched
within 5 min and recovered within 5 mins among other things.
LIFEBUOYS
ZA
Explain the specifications and requirements of life buoys.
As per LSA Code Chapter II, specifications of life buoys are as follows:
outer diameter to be not more than 800 mm and inner diameter not less than 400 mm.
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constructed of inherently buoyant material.
capable of supporting minimum 14.5 kg of iron in fresh water for a period of 24 h.
mass not less than 2.5 kg.
SO
must not sustain burning or continue melting after being totally enveloped in a fire for a
period of 2 s.
withstand a drop into the water from the height at which it is stowed above the
waterline in the lightest seagoing condition or 30 m, whichever is the greater, without
impairing either its operating capability or that of its attached components.
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if it is intended to operate the quick-release arrangement provided for the self-activated
smoke signals and self-igniting lights, have a mass not less than 4 kgs.
be fitted with a grab line not less than 9.5 mm in diameter and not less than four times
the outside diameter of the body of the buoy in length. The grab line shall be secured
at four equidistant points around the circumference of the buoy to form four equal
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loops.
What is a MOB marker? What is the size and weight of the MOB life buoy and the
marker?
H
MOB marker is the marker that complies with the requirement of self-activated smoke
signals and self-igniting lights that are to be arranged at the bridge wing for quick-release
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in case of MOB situations.
Its size is same like any other life buoy i.e. outer diameter maximum 800 mm and inner
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diameter minimum 400 mm

It should have a mass sufficient to operate the quick-release arrangement, but not less
than 4 kg.
The MOB marker must have mass of not more than 4 kg.

173
What are the requirements of self activating smoke signal?
As per LSA Code Chapter II, self-activating smoke signals shall:
emit smoke of a highly visible colour at a uniform rate for a period of at least 15 min
when floating in calm water.
not ignite explosively or emit any flame during the entire smoke emission time of the
signal.
not be swamped in a seaway.
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continue to emit smoke when fully submerged in water for a period of at least 10 s
be capable of withstanding the drop test required for lifebuoys.
be provided with a quick-release arrangement that will automatically release and
activate the signal and associated self-igniting light connected to a lifebuoy having a
mass of not more than 4 kg.
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What are the requirements of SI light of lifebuoy?
SO
As per LSA Code, Chapter II, self-igniting lights shall:
be such that they cannot be extinguished by water.

be of white colour and capable of either burning continuously with a luminous intensity
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of not less than 2 cd in all directions of the upper hemisphere or flashing (discharge
flashing) at a rate of not less than 50 flashes and not more than 70 flashes per minute
with at least the corresponding effective luminous intensity.
be provided with a source of energy capable of meeting the above requirement for a
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period of at least 2 h;
be capable of withstanding the drop test required by for the lifebuoy.
While taking over as Master, what will you check at Gangway with reference to
Lifebuoy? Is the lifeline of the buoy to be connected to the buoy?
H
I will check that the lifebuoy kept at the gangway has a self-igniting light and a buoyant life
line attached. The buoyant life line should be secured to the body of the lifebuoy and not
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to the grab rope. I will check if the SI light is intrinsically safe.
(For Pilot access area, life buoy must only have SI light, not a buoyant line. A heaving line
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must be kept stand-by but not attached to the buoy.)

(For lifebuoy with line, the buoyant life line must be non-kinking, of minimum 8mm
diameter and have a breaking strength of minimum 5 kN.)

174
LIFE JACKETS
Describe the requirements of life jackets. How will you know that the life jacket
complies with all the requirements?
As per LSA Code Chapter II,
A lifejacket shall not sustain burning or continue melting after being totally enveloped in
a fire for a period of 2 s.
ZA
Lifejackets shall be provided in three sizes i.e. infant, child and adult. Lifejackets shall
be marked by either weight or height, or by both weight and height.
If an adult lifejacket is not designed to fit persons weighing up to 140 kg and with a
chest girth of up to 1,750 mm, suitable accessories shall be available to allow it to be
secured to such persons.
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An adult lifejacket shall be so constructed that:
1. at least 75% of persons who are completely unfamiliar with the lifejacket can don it
correctly within a period of 1 min without assistance, guidance or prior
demonstration.
assistance.
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2. after demonstration, all persons can correctly don it within a period of 1 min without
3. it is clearly capable of being worn in only one way or inside-out and, if donned
incorrectly, it is not injurious to the wearer;
4. the method of securing the lifejacket to the wearer has quick and positive means of
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closure that do not require tying of knots.
5. it is comfortable to wear.
6. it allows the wearer to jump into the water from a height of at least 4.5 m while
holding on to the lifejacket, and from a height of at least 1 m with arms held
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overhead, without injury and without dislodging or damaging the lifejacket or its
attachments.
When tested according to the recommendations of the Organization on at least 12

persons, adult lifejackets shall have sufficient buoyancy and stability in calm fresh
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water to:
1. lift the mouth of exhausted or unconscious persons by an average height of not less
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than the average provided by the adult RTD (reference test device) minus 10 mm.
2. turn the body of unconscious, face-down persons in the water to a position where
the mouth is clear of the water in an average time not exceeding that of the RTD
plus 1 s, with the number of persons not turned by the lifejacket no greater than that
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of the RTD.
3. incline the body backwards from the vertical position for an average torso angle of
not less than that of the RTD minus 10°.
4. lift the head above horizontal for an average faceplane angle of not less than that of
the RTD minus 10°; and

175
An adult lifejacket shall allow the person wearing it to swim a short distance and to
board a survival craft.
A lifejacket shall have buoyancy which is not reduced by more than 5% after 24 h
submersion in fresh water.
Each lifejacket shall be provided with a self-igniting light and shall be fitted with a
whistle firmly secured by a lanyard.
A lifejacket shall be provided with a releasable buoyant line or other means to secure it
to a lifejacket worn by another person in the water.
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To check the compliance of the lifejacket, I will see the EC Type-Examination certificate
that comes along with the life jacket. The life jackets will be additionally marked with „C E”
mark.
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What are the types of lifejackets?
Lifejacket Marking Infant Child Adult

User Size
Weight (kg)
Height (cm)
SO
Less than 15
Less than 100
15 to less than 43
100 to less than 155
43 or more
155 or more
Additionally, they can be categorized as Inflatable Lifejackets and rigid life jackets.
D
Lifejackets are received onboard. What all checks will you carry out?
I will check for condition.

AN
I will check the EC Type-Examination certificate is provided and describes the same
product that is supplied.
I will ensure the life jacket light and whistle provided is also in working condition.
H
What are the requirements of life jacket lights?
All life jackets must be fitted with light meeting the following requirements of Chapter II of
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LSA Code:
1. Have a luminous intensity of minimum 0.75 cd in all directions of the upper hemisphere
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2. Have a source of energy capable of providing the luminous intensity for a period of at
least 8 h
3. Be visible over as great a segment of the upper hemisphere as is practicable when
attached to a lifejacket
4. Be of white colour.
5. If the light is a flashing light, it shall, in addition be provided with a manually operated
switch and flash at a rate of not less than 50 flashes and not more than 70 flashes per
minute with an effective luminous intensity of at least 0.75 cd.

176
DRILLS
How will you conduct an abandon ship drill?
I will follow the MSC.1/Circ.1206 that gives guidelines on safety during abandon ship
drills using lifeboats.
I will plan, organize and carry out the drill in such a way that the risks are minimized
and in accordance with relevant shipboard requirements of occupational safety and
health.
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During the drill, I will also verify that the life-saving system is working and that all
associated equipment is in place and in good working order, ready for use.
SOLAS requires drills to be conducted as if there was an actual emergency. I will
ensure this but keeping in mind that the drill must be safe in every respect.
Certain parts of the drill such as lowering of a boat with its full complement of persons
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may be an element that involves an unnecessary risk. This can be avoided or special
precautions must be observed.
Following will be the procedure I will follow:
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1. I will raise the general emergency alarm and then give the verbal order of abandon
ship specifying it is a DRILL.
2. When all crew are mustered at the boat station, head count will be taken.
3. All crew will don the lifejackets and life jacket lights and whistles will be checked.
4. All crew members must carry immersion suit as well.
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5. FPD must be attached for safety and all crew must enter the life boat and take their
positions and secure the seat belts. (for freefall life boats, the life jacket must be
removed)
6. Life boat engine must be tried out ahead and astern and all other required checks
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must be carried out.

7. After this, all crew must de-board the lifeboat and carry out their duties as per
Muster list to prepare for the life boat to be swung out. This includes taking out the
gripes, lashings, harbour safety pins, securing painter, bringing SART, EPIRB, two-
way VHF, etc. The activities must be done as if it is a real abandon ship scenario.
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8. After all preparations are done, it must be ensured that all gripes and lashings are
clear for the boat to be swung out and ship side is clear for the boat to be lowered.
9. The person in-charge of lowering must remove the safety pin and release the brake
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slowly and swing the lifeboat till the davit rests on the foundation. Thereafter, the
boat (atleast one) must be lowered just above the water level and brought back
onboard till the limit switch is activated and thereafter secured for sea.
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10. Training must be given on the life rafts and rescue boat and use of radio life-saving
appliances.
11. Emergency lighting for mustering and abandonment shall be tested at each
abandon ship drill.
12. De-briefing must be carried out to identify good practices & for improvement.

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How will you conduct a fire drill? What all to check in fire drill?
I will raise the fire alarm from the Bridge. Once all the crew is mustered at the primary
muster station, I will establish communication with the team leaders.
Head count will be taken and reported.
I will inform the location of fire and ask them to prepare for the duties related to fire
fighting as per Muster List.
This will include starting of a fire pump, using at least the two required jets of water to
show that the system is in proper working order.
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Two fire fighters will don the fireman's outfit and simulate the fighting of fire.
Next two persons from the back up team will enter next to ascertain if there is any re-
ignition.
After the fire is extinguished, all equipment used shall immediately be brought back to
its fully operational condition.
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Necessary arrangements for subsequent abandoning of the ship must be checked.
Any faults noticed during the drill must be noted and remedied as soon as possible.
De-briefing must be carried out and required training must be given.
Following items must be checked:

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1. Fireman‟s outfit and other personal rescue equipment
2. Relevant communication equipment
3. Operation of watertight doors, fire doors, fire dampers and main inlets and outlets of
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ventilation systems in the drill area
4. Condition of the fire fighting equipments (hoses, extinguishers, etc.)
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State all the drill requirements under SOLAS. What are the other drills that are
carried onboard and their requirement?
Passenger Ships:
A damage control drill shall take place at least every three months. The entire crew
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need not participate in every drill, but only those crew members with damage control
responsibilities. At least one damage control drill each year shall include activation of
the shore-based support.
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Every crew member with assigned emergency duties shall be familiar with these duties
before the voyage begins.
On a ship engaged on a voyage where passengers are scheduled to be on board for
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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.
Whenever new passengers embark, a passenger safety briefing shall be given
immediately before departure, or immediately after departure. The briefing shall include
the instructions on their muster station, essential actions they must take in an
emergency and the method of donning lifejackets. The briefing must be made in one or
more languages likely to be understood by the passengers. The announcement shall

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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.
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.
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. Passengers shall be strongly
encouraged to attend these drills.
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Cargo Ships:
Every crew member with assigned emergency duties shall be familiar with these duties
before the voyage begins.
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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
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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.
Additional Drills:
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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.
Emergency steering drills shall take place at least once every three months in order to
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practice 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.
As per ISPS Code, drills should be conducted at least once every three months to
ensure the effective implementation of the provisions of the ship security plan. In
addition, in cases where more than 25 percent of the ship‟s personnel has been
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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.
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All other drills are to be carried out as per the Company SMS (Drill matrix).
Training requirements:
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On-board training in the use of the ship's life-saving appliances, including survival craft
equipment, and in the use of the ship's fire-extinguishing appliances shall be given as
soon as possible but not later than 2 weeks after a crew member joins the ship.
Instructions in the use of the ship's fire-extinguishing appliances, life-saving
appliances, and in survival at sea shall be given at the same interval as the drills.

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Individual instruction may cover different parts of the ship's LSA and FFA, but all the
ship's LSA and FFA shall be covered within any period of 2 months.
Every crew member shall be given instructions which shall include but not necessarily
be limited to:
1. operation and use of the ship's inflatable liferafts;
2. problems of hypothermia, first-aid treatment for hypothermia and other appropriate
first-aid procedures;
3. special instructions necessary for use of the ship's life-saving appliances in severe
weather and severe sea conditions;
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4. operation and use of fire-extinguishing appliances; and
5. risks associated with enclosed spaces and onboard procedures for safe entry into
such spaces
On-board training in the use of davit-launched liferafts shall take place at intervals of
not more than 4 months on every ship fitted with such appliances.
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What is the frequency of enclosed space entry drill and as per which regulation?
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As per SOLAS III / 19.3.3, 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.
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Explain Muster List, its contents, importance and its requirements.
As per SOLAS III / 8, (Muster list and emergency instructions)

Clear instructions to be followed in the event of an emergency shall be provided for
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every person on board.

Muster lists and emergency instructions complying with the requirements of regulation
37 shall be exhibited in conspicuous places throughout the ship including the
navigation bridge, engine-room and crew accommodation spaces.
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As per SOLAS III / 37, (Muster list and emergency instructions)

The muster list shall specify details of the general emergency alarm and public address
system and also action to be taken by crew and passengers when this alarm is
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sounded.
The muster list shall also specify how the order to abandon ship will be given.
The muster list shall show the duties assigned to the different members of the crew
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including:
1. closing of the watertight doors, fire doors, valves, scuppers, sidescuttles, skylights,
portholes and other similar openings in the ship;
2. equipping of the survival craft and other life-saving appliances;
3. preparation and launching of survival craft;
4. general preparations of other life-saving appliances;
5. muster of passengers;
6. use of communication equipment;

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7. manning of fire parties assigned to deal with fires

8. special duties assigned in respect to use of fire-fighting equipment & installations
9. for passenger ships only, damage control for flooding emergencies
The muster list shall specify which officers are assigned to ensure that LSA and FFA
are maintained in good condition and are ready for immediate use.
The muster list shall specify substitutes for key persons who may become disabled,
taking into account that different emergencies may call for different actions.
The muster list shall show the duties assigned to members of the crew in relation to
passengers in case of emergency. These duties shall include:
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1. warning the passengers;
2. seeing that they are suitably clad and have donned their lifejackets correctly;
3. assembling passengers at muster stations;
4. keeping order in the passageways and on the stairways and generally controlling
the movements of the passengers;
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5. ensuring that a supply of blankets is taken to the survival craft.
The muster list shall be prepared before the ship proceeds to sea. After the muster list
has been prepared, if any change takes place in the crew which necessitates an
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alteration in the muster list, the master shall either revise the list or prepare a new list.
How often is GMDSS drill carried out? Explain procedure you will follow for the drill.
There is no requirement regarding GMDSS drill. However, GMDSS training is carried out
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onboard for the officers and watch keepers so that they are aware of the correct
procedures for sending distress alerts and ways to prevent alerts being sent out
inadvertently. The training must also include action to be taken in case distress alert is
inadvertently sent.
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GANGWAY & PILOT LADDER
How will you know gangway is properly rigged? Which convention/rules give the
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requirements on gangway?
I will check the gangway visually and know if it has been properly rigged as per the
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requirement given in MSC.1/Circ.1331. The requirements are also given in SOLAS V/23
when accommodation ladder is used in combination with the pilot ladder. Further,
requirements for gangway used for safe access between ship and shore are given in Dock
Workers (Safety, Health And Welfare) Rules, 1990.
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As per Dock Workers (Safety, Health And Welfare) Rules, 1990:
When a ship is lying at a wharf or quay for the purpose of dock work, adequate and
safe means of access to the ship, properly installed and secured, shall be provided.
Where practicable, the ship, accommodation ladder or a gangway or a similar
construction, shall be-

181
1. Not less than 55 cms wide at the steps and of adequate depth with steps having
permanent non-skid surface.
2. Properly secured and securely fenced throughout its length on each side to a clear
height of one metre by means of upper and lower rails, taut ropes or chains or by
other equally safe means
3. constructed of suitable material and maintained in good condition and suitable for
the purpose
4. maintained in a condition as to prevent slipping
5. fitted with a platform at either end of the ladder and the lower platform or the treads
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resting on the dock.
6. an angle maintained not exceeding 40 degrees to the horizontal
Whenever there is danger of dock workers falling between the ship and the shore, a
safety net or other suitable protection shall be rigged below the accommodation ladder
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in such a manner as to prevent dock workers from falling.
If it is not possible to rest the accommodation ladder or gangway and the foot of the
same is more than 30 cm away from the edge of the wharf or quay, the space between
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them shall be bridged by a firm walkway equipped with railing on both the sides with a
minimum height of one metre with the mid-rails.
Access to the ship shall not be within the swinging radius of the load.
When the upper end of the means of access rests on or is in flush with the top of the
bulwark substantial steps properly secured and equipped with at least one substantial
handrail one metre in height shall be provided between the top of the bulwark and the
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deck.
As per SOLAS II-1 / 3-9, (Means of embarkation on and disembarkation from ships)
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Ships constructed on or after 1 January 2010 shall be provided with means of embarkation
on and disembarkation from ships for use in port and in port related operations, such as
gangways and accommodation ladders. The means of embarkation and disembarkation
shall be constructed, installed, maintained and inspected based on the guidelines
developed by the Organization. (MSC.1/Circ.1331).
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Guidelines as per MSC.1/Circ 1331

Construction: The structure of the accommodation ladders and gangways and their
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fittings and attachments should be such as to allow regular inspection, maintenance of

all parts and, if necessary, lubrication of their pivot pin.
Location: As far as practicable, gangways should be sited clear of the working area
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and should not be placed where cargo or other suspended loads may pass overhead.
Lighting: Adequate lighting should be provided to illuminate the gangway and the
position on deck where persons embark or disembark.
Lifebuoy: A lifebuoy equipped with a SI light and a buoyant lifeline should be available
for immediate use in the vicinity of the gangway when in use.
Arrangement: Each accommodation ladder should be of such a length to ensure that,
at a maximum design operating angle of inclination, the lowest platform will be not
more than 600 mm above the waterline in the lightest seagoing condition.

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Marking: Each accommodation ladder or gangway should be clearly marked at each

end with a plate showing the maximum and minimum permitted design angles of
inclination, design load, etc.
Positioning: Gangways should not be used at an angle of inclination greater than 30°
from the horizontal and accommodation ladders should not be used at an angle greater
than 55° from the horizontal.
Safety net: A safety net should be mounted in way of the accommodation ladders and
gangways where it is possible that a person may fall from the means of embarkation
and disembarkation or between the ship and quayside
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Describe all the requirements of gangway in detail. Why do certain types of ships
not need to rig gangway net?
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Requirement of Gangway described above.
Solid-sided gangways and accommodation ladders do not require additional netting.
What is the procedure of gangway test?SO

What are the various tests and inspections / surveys required for the gangway?
Testing requirement as per MSC.1/Circ.1331,

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After installation, the winch and the accommodation ladder should be operationally
tested to confirm proper operation & condition of the winch & the ladder after the test.
The winch should be tested as a part of the complete accommodation ladder unit
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through a minimum of two times hoisting and lowering of the accommodation ladder in
accordance with the onboard test requirement specified in applicable international
standards such as ISO 7364:1983.
Every new accommodation ladder should be subjected to a static load test of the
specified maximum working load upon installation.
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Examination and operational testing to be done during SEQ surveys:

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Accommodation Ladder: The following items should be thoroughly examined during

annual SEQ surveys and checked for satisfactory condition of the accommodation
ladder:
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1. Steps and platforms

2. All support points such as pivots, rollers, etc
3. All suspension points such as lugs, brackets, etc
4. Stanchions, rigid handrails, hand ropes and turntables
5. Davit structure, wire and sheaves, etc
At every five-yearly survey, additionally, the accommodation ladder should be

operationally tested with the specified maximum operational load of the ladder.

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Gangway: The following items should be thoroughly examined during annual SEQ
surveys and checked for satisfactory condition of the gangway:
1. Treads
2. Side stringers, cross-members, decking, deck plates, etc
3. All support points such as wheel, roller, etc
4. All stanchions, rigid handrails, hand ropes
At every five-yearly survey, additionally, the gangway should be operationally tested

with the specified maximum operational load of the gangway.
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Winch: During annual SEQ surveys, the following items should be examined for
satisfactory condition:
1. Brake mechanism including condition of brake pads and band brake, if fitted
2. Remote control system
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3. Power supply system (motor).
At every five-yearly survey, additionally, the winch should be operationally tested with
the specified maximum operational load of the accommodation ladder.
Gangway 5-yearly Load Test:

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The load used for the test should be:
1. the design load or the maximum operational load, if this is less than the design load
and marked as required; or
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2. the load nominated by the shipowner or operator only in those cases where the
design load or maximum operational load is not known (e.g. for accommodation
ladders or gangways which are provided on board ships constructed prior to 1
January 2010)
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The tests should be carried out with the load applied as uniformly as possible along the
length of the accommodation ladder or gangway, at an angle of inclination
corresponding to the maximum bending moment on the accommodation ladder or
gangway.
Following satisfactory completion of the test without permanent deformation or damage
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to the tested item, the load used for that test should be marked as the maximum
operational load.
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What is the difference between MOT and normal gangway?
Normal gangway is operated by its own winch, whereas a MOT is handled using ship‟s
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crane.
Normal gangway is almost parallel to the ship side, resting in the fore and aft direction.
MOT is always placed perpendicular to the ship‟s fore and aft line.

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What is the maintenance requirement for accommodation ladders?
As per MSC.1/Circ.1331,
Accommodation ladders and gangways, including associate winch and fittings, should
be properly maintained and inspected monthly using a checklist and in accordance
with the manufacturers‟ instructions and entry must be made in the log book of the
result of inspection.
Additional checks should be made each time the accommodation ladder and gangway
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is rigged, looking out for signs of distortion, cracks and corrosion.
Close examination for possible corrosion should be carried out, especially when an
aluminium accommodation ladder/gangway has fittings made of mild steel.
Bent stanchions should be replaced or repaired and guard ropes should be inspected
for wear and renewed where necessary.
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Moving parts should be free to turn and should be greased as appropriate.
The lifting equipment should be inspected, tested and maintained paying careful
attention to the condition of the hoist wire. The wires used to support the means of
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embarkation and disembarkation should be renewed when deteriorated or once in five
years or subject to Company or Flag State policy.
Arrangements should also be made to examine the underside of gangways and
accommodation ladders at regular intervals.
All inspections, maintenance work and repairs of accommodation ladders and
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gangways should be recorded in order to provide an accurate history for each
appliance.
Condition of the markings required to be visible on the ladder must be checked.
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Explain the requirements of pilot ladder. How will you make a pilot ladder onboard?
As per SOLAS V/23 (Pilot transfer arrangements),
Ships engaged on voyages in the course of which pilots may be employed shall be
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provided with pilot transfer arrangements.

All arrangements used for pilot transfer shall efficiently fulfill their purpose of enabling
pilots to embark and disembark safely. The appliances shall be kept clean, properly
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maintained and stowed and shall be regularly inspected to ensure that they are safe to
use.
The rigging of the pilot transfer arrangements and the embarkation of a pilot shall be
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supervised by a responsible officer having means of communication with the

navigation bridge and who shall also arrange for the escort of the pilot by a safe route
to and from the navigation bridge.
A pilot ladder shall be certified by the manufacturer as complying with this regulation or
with an international standard acceptable to the Organization.
All pilot ladders used for pilot transfer shall be clearly identified with tags or other
permanent marking and a record shall be kept on the ship as to the date the identified
ladder is placed into service and any repairs effected.

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In all ships, where the distance from sea level to the point of access exceeds 9 m, an
accommodation ladder must be used in conjunction with a pilot ladder.
A pilot ladder requiring a climb of not less than 1.5 m and not more than 9 m above the
surface of the water must be so positioned and secured that:
1. it is clear of any possible discharges from the ship;
2. it is within the parallel body length of the ship
3. each step rests firmly against the ship's side;
4. the single length of pilot ladder is capable of reaching the water from the point of
access
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5. the securing strong point, shackles and securing ropes shall be at least as strong
as the side ropes;
Where an accommodation ladder in conjunction with the pilot ladder (i.e. a combination
arrangement), the accommodation ladder shall be sited leading aft. When in use,
means shall be provided to secure the lower platform of the accommodation ladder to
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the ship's side, so as to ensure that the lower end of the accommodation ladder and
the lower platform are held firmly against the ship's side within the parallel body length
of the ship and, as far as is practicable, within the mid-ship half length and clear of all
discharges.
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When a combination arrangement is used, 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.
Means shall be provided to ensure safe, convenient and unobstructed passage for any
person embarking on, or disembarking from, the ship. Where such passage is by
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means of: a gateway in the rails or bulwark, adequate handholds shall be provided.
Shipside doors used for pilot transfer shall not open outwards.
Mechanical pilot hoists shall not be used.
Adequate lighting shall be provided to illuminate the transfer arrangements overside
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and the position on deck where a person embarks or disembarks.

Following associated equipment shall be kept at hand ready for immediate use:
1. Two man-ropes of not less than 28 mm and not more than 32 mm in diameter
properly secured to the ship if required by the pilot.
2. A lifebuoy equipped with a self-igniting light.
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3. A heaving line.
I will not repair a pilot ladder on board as it is not allowed as per Company SMS. A
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damaged pilot ladder must be taken out of use, replaced by a new one and off-landed at a
suitable opportunity.
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How will you order a Pilot ladder? Who issues Pilot ladder certificate?
I will order the Pilot ladder using the IMPA Guide and specify that the Ladder must be
complying with all the International Standards and regulations. A certificate must also be
given before supply in order to confirm the delivery after checking the contents of the
certificate.

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The certificate is issued by the Manufacturers stating that it is complying with SOLAS V/23
or with an international standard acceptable to the Organization.
What are the dimensions of Accommodation ladder?
As per MSC.1/Circ 1331, each accommodation ladder should be of such a length to

ensure that, at a maximum design operating angle of inclination, the lowest platform will
be not be more than 600 mm above the waterline in the lightest seagoing condition.
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As per Indian Dock Labour Rules, 1990, accommodation ladder or a gangway shall be-
Not less than 55 cm wide at the steps and of adequate depth with steps having
permanent non-skid surface.
Properly secured and securely fenced throughout its length on each side to a clear
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height of one metre by means of upper and lower rails, taut ropes or chains or by
other equally safe means.
MISC LSA
What are the requirements of TPA?

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Thermal protective aid is required under SOLAS Chapter III and LSA Code Chapters IV
and V to be provided in life rafts, life boats and rescue boats. Thermal protective aids
provided must be sufficient for 10% of the number of persons the survival craft or rescue
boat is permitted to accommodate or two, whichever is the greater.
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As per LSA Code Chapter II,
A thermal protective aid shall be made of waterproof material having a thermal

conductance of not more than 7,800 W/(m2.K)
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It shall be so constructed that, when used to enclose a person, it shall reduce both the
convective and evaporative heat loss from the wearer‟s body.
The thermal protective aid shall:
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1. cover the whole body of persons of all sizes wearing a lifejacket with the exception
of the face.
2. be capable of being unpacked and easily donned without assistance in a survival
craft or rescue boat; and
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3. permit the wearer to remove it in the water in not more than 2 min, if it impairs
ability to swim.
The thermal protective aid shall function properly throughout an air temperature range
of -30°C to +20°C.

187
How are immersion suits tested? What are the requirements?
Immersion suit testing is as per Flag State requirement. Guidelines for testing are also
given in MSC/Circ.1114. Most Flags require immersion suits to be tested once every
three years. Testing frequency is increased (mostly once a year) for suits older than
ten years of age.
Air pressure test is carried out usually by a suitable shore based facility. The air
pressure test may be carried out on board ship if suitable equipment is available.
Suit is inflated to a pressure of 0.1 to 0.2 psi (0.7 to 1.4 kPa).
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Each seam and closure of the suit is then covered with soapy water to check leakage.
If any repair is needed, it is strongly recommended that it is carried out by suitable
servicing facility.
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Explain LTA and its requirements.
A LTA is a device that casts a line to a remote position. It is used in rescues as well as
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marine operations. It may employ a variety of launching methods including guns, rockets,
etc. The unit consists of a rope attached to a head and is coiled within a storage cylinder.
As per SOLAS Chapter III, all ships are to be provided with line throwing appliances
complying with the requirements of section 7.1 of the LSA Code.
As per LSA Code Chapter VII, following are the requirements for LTA:
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1. LTA shall be capable of throwing a line with reasonable accuracy.
2. It shall include not less than four projectiles, each capable of carrying the line at least
230 m in calm weather.
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3. It shall include not less than four lines, each having a breaking strength of not less than
2 kN.
4. It shall have brief instructions or diagrams clearly illustrating the use of the line-
throwing appliance.
5. The entire assembly shall be contained in a water-resistant casing and protected from
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the weather.
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What is the throwing direction of LTA in case there is wind?
In calm weather or in following wind or head wind, the LTA must be aimed straight at
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the target. Allowance must be made for the range that will increase in case of following
wind and decrease in case of head wind.
In case of side wind, LTA must be aimed at leeward side of the target as the wind
pressure on the line will sheer the rocket towards the wind.
However, if the distance to the target is close to the maximum range of 230m, LTA
must be aimed at the windward side of the target as the wind pressure will affect the
rocket when its speed decreases and draw it to leeward.

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SOLAS & FSS CODE
State the various fire fighting equipments of your last ship.
Following are the various fire fighting equipments on my last ship (Oil / Chemical Tanker):
Fixed CO2 system for Engine Room
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Fixed Deck Foam System
Fixed Water based local Application Fire Fighting system (Hypermist system)
Portable fire extinguishers (Foam, DCP, CO2)
Semi-portable 45L Foam extinguisher
Fixed DCP Extinguisher (40 kg)
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Portable Foam Applicator (20L)
Fire Main System with hydrants, hoses, isolation valves, etc.
Fireman‟s Outfit (4 sets)
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Sprinkler system for Paint Store
CO2 Extinguisher for Sample Lockers
Fire Blanket (Galley)
Fire Pumps (2 nos)
Emergency Fire Pump
EEBD‟s
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Fire Dampers, Fire Doors and Ventilators
Explain the firefighting system for galley.

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Unified interpretation of IMO for portable extinguishers suggest that a class B extinguisher
must be available for galley. For galleys with deep fat fryers, additionally, 1 class F or K
extinguisher must be available.
As per SOLAS II-2 / 10, service spaces (which includes galley) shall be provided with
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portable fire extinguishers of appropriate types and in sufficient number to the satisfaction
of the Administration.
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Deep-fat cooking equipment shall be fitted with the following:

1. an automatic or manual extinguishing system tested to an international standard
acceptable to the Organization.
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2. a primary and backup thermostat with an alarm to alert the operator in the event of
failure of either thermostat;
3. arrangements for automatically shutting off the electrical power upon activation of
the extinguishing system;
4. an alarm for indicating operation of the extinguishing system in the galley where the
equipment is installed; and
5. controls for manual operation of the extinguishing system which are clearly labelled
for ready use by the crew.

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Each exhaust duct shall be fitted with:
1. a grease trap readily removable for cleaning;

2. an automatically and remotely operated fire damper
3. a remotely operated fire damper in the upper end of the duct close to the outlet of
the duct;
4. arrangements, operable from within the galley, for shutting off the exhaust and
supply fans; and
5. fixed means for extinguishing a fire within the duct
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A fire blanket should be provided in the galley. (IACS requirement)
What is the chemical name and formula for DCP?
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Dry chemical powder used on board is the „ABC‟ Type i.e. suitable for Class A, B and C
fires. Chemical name for this is „Mono-ammonium phosphate‟. Its chemical formula is
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(NH4)H2PO4.
What is AFFF?
Aqueous Film Forming Foam (AFFF) is a combination of fluorochemical surfactants and

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synthetic foaming agents that create a unique characteristic – an aqueous film. This film is
a thin layer of foam solution with unique surface energy characteristics that spreads
rapidly across the surface of a hydrocarbon fuel causing dramatic fire knockdown. Most
ships use AFFF which is Alcohol resistant. Alcohol aggressively mixes with the water in
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the foam and destroys the foam blanket and its fire-fighting properties. By using Alcohol
resistant AFFF, a tough polymeric membrane is formed which separates the foam from
the alcohol and prevents the destruction of the foam blanket.
You are taking over a vessel. How will you ensure your FFA appliances are
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adequate and in continuous state of readiness?
I will take a complete round onboard to check if the FFA are in good condition and
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inspected timely by looking at the inspection card.

I will check the fire plan and ensure that FFA is kept at per the Fire plan.
I will check the FFA maintenance manual and other service records.
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I will check the PMS for FFA to ensure it is in order.

I will ensure all the certificates related to FFA are in order.
Explain Class A and B fire doors.

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'A' class divisions are those divisions formed by bulkheads and decks which comply with
the following criteria:
1. they are constructed of steel or other equivalent material;

2. they are suitably stiffened;
3. they are insulated with approved non-combustible materials such that the average
temperature of the unexposed side will not rise more than 1400C above the original
temperature, nor will the temperature, at any one point, including any joint, rise more
than 1800C above the original temperature, within the time listed below:
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Class “A-60”: 60 min
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4. they are so constructed as to be capable of preventing the passage of smoke and
flame to the end of the one-hour standard fire test and
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5. the Administration required a test of a prototype bulkhead or deck in accordance with
the Fire Test Procedures Code to ensure that it meets the above requirements for
integrity and temperature rise.
'B' class divisions are those divisions formed by bulkheads, decks, ceilings or linings which
comply with the following criteria:
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1. they are constructed of approved non-combustible materials
2. they have an insulation value such that the average temperature of the unexposed side
will not rise more than 1400C above the original temperature, nor will the temperature
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at any one point, including any joint, rise more than 2250C above the original
temperature, within the time listed below:
Class “B-15”: 15 mins

Class “B-0”: 0 mins
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3. they are so constructed as to be capable of preventing the passage of flame to the end
of the first half hour of the standard fire test; and
4. the Administration required a test of a prototype division in accordance with the Fire
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Test Procedures Code to ensure that it meets the above requirements for integrity and
temperature rise.
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What is the length of fire hose in engine room and on deck? Why are they different?
SOLAS II-2: Fire hoses shall have a length of at least 10 m, but not more than-
1. 15 m in machinery spaces.
2. 20 m in other spaces and open decks
3. 25 m for open decks on ships with a maximum breadth in excess of 30 m

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The maximum length of fire hoses for machinery spaces is less than that for open decks
because machinery spaces are restricted spaces and do not allow to spread a very long
hose when required for fire-fighting. Open decks on the other hand will easily allow to lay
up a long hose for fire-fighting or boundary cooling purpose.
Also, the location of hydrants and number of hoses is such that any place can be easily
reached with a 15m long fire hose. More length will just make the fire fighting difficult.
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What is the amendment for fire-fighting appliances related to container ships?
Following amendments are added in SOLAS Chapter II-2 with respect to fire fighting
appliances related to container ships:
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1. Ships constructed on or after 1 January 2016 designed to carry containers on or
above the weather deck must additionally have atleast one water mist lance. The water
mist lance shall consist of a tube with a piercing nozzle which is capable of penetrating
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a container wall and producing water mist inside the container when connected to the
fire main.
2. Ships designed to carry five or more tiers of containers on or above the weather deck
shall additionally carry mobile water monitors as follows:
a) ships with breadth less than 30 m: at least two mobile water monitors; or
b) ships with breadth of 30 m or more: at least four mobile water monitors.
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3. A sufficient number of fire hydrants shall be provided such that:
a) all provided mobile water monitors can be operated simultaneously
b) the two jets of water can be supplied at the required pressure
c) each of the required mobile water monitors can be supplied by separate hydrants at
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the pressure necessary to reach the top tier of containers on deck.

4. The mobile water monitors may be supplied by the fire main, provided the capacity
of fire pumps and fire main diameter are adequate to simultaneously operate the
mobile water monitors and two jets of water from fire hoses at the required pressure.
5. The operational performance of each mobile water monitor shall be tested during initial
survey on board the ship to the satisfaction of the Administration.
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What all details are provided in the Fire Plan and as per which regulation? Where all
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is it posted?
As per SOLAS II-2 / 15 (Instructions, onboard training and drills),

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General arrangement plans shall be permanently exhibited for the guidance of the
ship's officers, showing clearly for each deck-
1. the control stations,
2. the various fire sections enclosed by "A" class divisions
3. the sections enclosed by "B" class divisions
4. particulars of the fire detection and fire alarm systems,

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5. the fire-extinguishing appliances,

6. the sprinkler installation,
7. means of access to different compartments, decks, etc.
8. ventilating system including particulars of the fan control positions, the position of
dampers and identification numbers of the ventilating fans serving each section.
Alternatively, at the discretion of the Administration, the aforementioned details may be

set out in a booklet, a copy of which shall be supplied to each officer, and one copy
shall at all times be available on board in an accessible position.
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A duplicate set of fire control plans or a booklet containing such plans shall be
permanently stored in a prominently marked weathertight enclosure outside the
deckhouse for the assistance of shore-side fire-fighting personnel.
Fire Control Plans are posted in alleyways, on bridge, outside accommodation area, etc.
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How can changes be made in the Fire Plan?
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I will use the mini symbol stickers that can be ordered and stick it on the fire plan as
required. I will update the quantity of the equipment added to the fire plan.
I will request Class surveyor attendance at the next port of call and present to the
Class Surveyor the updated fire plan. He will then stamp and initial at each location of
the fire plan where these changes are made.
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I will get all the copies of the fire plan updated and endorsed as well. Or else, copies
can be made of the original updated fire plan. If any copy has not been updated or
endorsed, must be kept ready for endorsement by a class surveyor during his next
visit.
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What are the extra fire fighting appliances on chemical tankers?
As per Chapter 11 (Fire protection and fire extinction) of the IBC Code & SOLAS II-2:
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The cargo pump-room shall be provided with any one of the following:
1. A fixed carbon dioxide fire-extinguishing system. For the purpose of this
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requirement, an extinguishing system shall be provided which would be suitable for

machinery spaces. However, the amount of gas carried shall be sufficient to
provide a quantity of free gas equal to 45% of the gross volume of the cargo pump-
room in all cases.
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2. A high-expansion foam system

3. A fixed pressure water-spraying system
Every ship shall be provided with a fixed deck foam system capable of delivering foam
to the entire cargo tanks deck area as well as into any cargo tank, the deck of which is
assumed to be ruptured. The foam shall be of alcohol resistant type. The type of foam
concentrates for use in chemical tankers shall be to the satisfaction of the
Administration taking into account the guidelines developed by the Organization.

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Applicators shall be provided for flexibility of action during fire-fighting operations and
to cover areas screened from the monitors. The number of foam applicators provided
shall be not less than four.
Suitable portable fire-extinguishing equipment for the products to be carried shall be
provided and kept in good operating order. (extinguishers must be capable of being
used in cold weather on deck)
What are the extra safety and protective equipment on chemical tanker and as per
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which regulations?
As per Chapter 14 (Personnel Protection) of the IBC Code,
Chemical tankers must have onboard suitable protective equipment consisting of large
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aprons, special gloves with long sleeves, suitable footwear, coveralls of chemical-
resistant material, and tight-fitting goggles or face shields or both.
Chemical tankers must have three complete sets of safety equipment, each permitting
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personnel to enter a gas-filled compartment and perform work there for at least 20 min.
Each set of safety equipment shall consist of:
1. one self-contained air-breathing apparatus (not using stored oxygen);
2. protective clothing, boots, gloves and tight-fitting goggles;
3. fireproof lifeline with belt resistant to the cargoes carried; and
4. explosion-proof lamp
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All ships shall carry either one set of fully charged spare air bottles for each breathing
apparatus with an air compressor and a charging manifold capable of recharging the
bottles OR fully charged spare air bottles with a total free air capacity of at least 6,000
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L for each breathing apparatus on board in excess of the requirements of SOLAS.

At least one set of safety equipment shall be kept in a suitable clearly marked
locker in a readily accessible place near the cargo pump-room. The other sets of safety
equipment shall also be kept in suitable, clearly marked, easily accessible places.
The breathing apparatus shall be inspected at least once a month by a responsible
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officer, and the inspection recorded in the ship's log-book. The equipment shall be
inspected and tested by an expert at least once a year.
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What are the requirements of IG system?

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Requirements of IG System as per SOLAS II-2,
For tankers of 20,000 tonnes deadweight and upwards constructed on or after 1 July
2002 but before 1 January 2016, the protection of the cargo tanks shall be achieved by
a fixed inert gas system in accordance with the requirements of the FSS Code.
For oil, chemical and gas tankers of 8,000 tonnes deadweight and upwards
constructed on or after 1 January 2016, the protection of the cargo tanks shall be
achieved by a fixed IG system in accordance with the requirements of the FSS Code.

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The requirement for IGS can be waived for chemical tankers constructed before 1st Jan
2016 and all gas carriers provided that the capacity of tanks used for their carriage
does not exceed 3,000 m3 and the individual nozzle capacities of tank washing
machines do not exceed 17.5 m3/h and the total combined throughput from the
number of machines in use in a cargo tank at any one time does not exceed 110 m3/h.
The waiver is applicable to all gas carriers and only those chemical tankers
constructed before 1st Jan 2016. All chemical tankers constructed on or after 1st Jan
2016 of 8000 DWT must have IGS.
Tankers operating with a cargo tank cleaning procedure using crude oil washing shall
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be fitted with an inert gas system complying with the FSS Code and with fixed tank
washing machines.
Tankers required to be fitted with inert gas systems shall have their double-hull spaces
fitted with suitable connections for the supply of inert gas.
The inert gas system shall be capable of inerting, purging and gas-freeing empty tanks
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and maintaining the atmosphere in cargo tanks with the required oxygen content.
Tankers fitted with a fixed inert gas system shall be provided with a closed ullage
system.
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The inert gas system shall be so operated as to render and maintain the atmosphere of
the cargo tanks non-flammable, except when such tanks are required to be gas-free.
For chemical tankers, the application of inert gas, may take place after the cargo tank
has been loaded, but before commencement of unloading and shall continue to be
applied until that cargo tank has been purged of all flammable vapours before gas-
freeing. Only nitrogen is acceptable as inert gas under this provision.
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Requirements of IG System as per FSS Code Chapter 15:
The system shall be capable of:

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1. inerting empty cargo tanks and maintaining an oxygen level not exceeding 8% by
volume and at a positive pressure in port and at sea except when it is necessary for
such a tank to be gas-free.
2. eliminating the need for air to enter a tank during normal operations
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3. purging empty cargo tanks of hydrocarbon or other flammable vapours, so that

subsequent gas-freeing operations will at no time create a flammable atmosphere
within the tank
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4. delivering inert gas to the cargo tanks at a rate of at least 125% of the maximum
rate of discharge capacity of the ship expressed as a volume. For chemical tankers
and chemical/product tankers, the Administration may accept IGS having a lower
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delivery capacity provided that the maximum discharge rate is restricted to not
more than 80% of the inert gas capacity.
5. delivering inert gas with an oxygen content of not more than 5% by volume at any
required rate of flow.
Materials used in IGS shall be suitable for their intended purpose, either constructed of
corrosion-resistant material or lined with suitable coating material.

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The inert gas system shall be so designed that the maximum pressure which it can
exert on any cargo tank will not exceed the test pressure of any cargo tank.
The system shall be designed to ensure that if the oxygen content exceeds 5% by
volume, the inert gas shall be automatically vented to atmosphere.
At least two non-return devices shall be fitted in order to prevent the return of vapour
and liquid to the inert gas plant, or to any gas-safe spaces.
1. The first non-return device shall be a deck seal of the wet, semi-wet, or dry type or
a double-block and bleed arrangement. Two shut-off valves in series with a venting
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valve in between may be accepted provided the operation of the valve is
automatically executed.
2. The second non-return device shall be a non-return valve or equivalent fitted
between the deck water seal and the first connection from the inert gas main to a
cargo tank.
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A water seal, if fitted, shall be capable of being supplied by two separate pumps, each
of which shall be capable of maintaining an adequate supply at all times. The audible
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and visual alarm on the low level of water in the water seal shall operate at all times.
Provision shall be made to ensure that the water seal is protected against freezing.
The inert gas main may be divided into two or more branches forward of the non-return
devices. The inert gas main shall be fitted with branch piping leading to the cargo tank.
Branch piping for inert gas shall be fitted with either stop valves or equivalent means of
control for isolating each tank. Where stop valves are fitted, they shall be provided
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with locking arrangements.
The operation status of the IGS shall be indicated in a control panel. Instrumentation
shall be fitted for continuously indicating and permanently recording details such as
pressure of the inert gas mains forward of the non-return devices, oxygen content of
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the inert gas, timing, etc. In addition, meters shall be fitted on Bridge to indicate at all
times the IG main pressure and in the ECR to indicate the oxygen content.
Audible and visual alarms shall be provided to indicate:
1. oxygen content in excess of 5% by volume
2. failure of the power supply to indicating devices showing IG pressure & O2 content
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3. gas pressure less than 100 mm water gauge.

4. high-gas pressure;
5. failure of the power supply to the automatic control system
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The audio visual alarms shall be fitted in the machinery space and cargo control room.
Two oxygen sensors shall be provided in the space containing the IGS. If the oxygen
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level falls below 19%, these sensors shall trigger audio visual alarms both inside and
outside the space.
What are the contents of inert gas?
Contents of the Inert gas generated onboard using flue gas:

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Nitrogen – 83%
CO2 – 12 to 14%
Oxygen – 2 to 4%
Nitrogen Oxide – 200 ppm
SO2 – 50 ppm
CO, water vapour, ash, soot - traces
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What all fire fighting appliances will you find in the E/R of a 80k DWT tanker as per
various regulations?
As per SOLAS II-2 / 10 (Fire Fighting)
1. One fixed fire-extinguishing system (CO2, High expansion foam or water)
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2. Fire hydrants and fire hoses
3. Atleast two fire pumps (since >1000 GT)
4. Emergency Fire pump
5.
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Sufficient number of portable foam extinguishers or equivalent to be so located that no
point in the space is more than 10 m walking distance from an extinguisher and that
there are at least two such extinguishers in each space.
6. One semi portable foam-type extinguisher of at least 45 L capacity.
7. At least one portable foam applicator unit.
8. At least two portable foam extinguishers or equivalent in each firing space in each
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boiler room.
9. One approved foam-type extinguisher of at least 135 L capacity with hoses on reels
suitable for reaching any part of the boiler room.
10. Fixed water-based or equivalent local application fire-extinguishing system.
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11. Inert Gas System for Cargo Tanks (SOLAS II-2 / 4)
What are the requirements on fire hydrants?

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As per SOLAS II-2 / 10,
The positions of the hydrants shall be such that they are always readily accessible.
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A valve shall be fitted to serve each fire hydrant so that any fire hose may be removed
while the fire pumps are in operation.
The number and position of hydrants shall be such that at least two jets of water not
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emanating from the same hydrant, one of which shall be from a single length of hose,
may reach any part of the ship normally accessible to the passengers or crew while the
ship is being navigated and any part of any cargo space when empty, any ro-ro space
or any vehicle space, in which latter case the two jets shall reach any part of the space
each from a single length of hose.
With the two pumps simultaneously delivering water through the nozzles, through any
adjacent hydrants, the following minimum pressures shall be maintained at all
hydrants:

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1. Passenger ships 4000 GT and upwards: 0.40 N/mm2

2. Passenger ships less than 4000 GT: 0.30 N/mm2
3. Cargo ships 6000 GT and upwards: 0.27 N/mm2
4. Cargo ships less than 6,000 GT: 0.25 N/mm2
What additional equipments are required for ships carrying out helicopter
operations?
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As per SOLAS II-2 / 18 (Helicopter facilities),
In close proximity to the helideck, the following fire-fighting appliances shall be provided
and stored near the means of access to that helideck:
1. At least two dry powder extinguishers having a total capacity of not less than 45 kg
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2. Carbon dioxide extinguishers of a total capacity of not less than 18 kg or equivalent
3. Suitable foam application system consisting of monitors or foam-making branch pipes
capable of delivering foam to all parts of the helideck in all weather conditions in which
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helicopters can operate. The system shall be capable of delivering the required
discharge rate for at least five minutes.
4. At least two nozzles of an approved dual-purpose type (jet/spray) and hoses sufficient
to reach any part of the helideck
5. Two additional sets of fire-fighter's outfits.
6. Adjustable wrench, pliers, hacksaw and assorted screw drivers.
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7. Harness knife with cover.
8. Fire blanket
9. Bolt cutters (60cm)
10. Life line 5 mm diameter and 15 m in length.
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11. Hook, grab, ladder, etc.
Additionally, ships constructed on or after 1 January 2020, having a helicopter landing

area, shall be provided with foam firefighting appliances which comply with the relevant
provisions of chapter 17 (Helicopter Facility Foam Firefighting Appliances) of the FSS
Code.
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For helideck, it includes at least two fixed foam monitors or deck integrated foam nozzles.
In addition, at least two hose reels fitted with a foam-making branch pipe and non-
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collapsible hose sufficient to reach any part of the helideck. Minimum foam discharge rate
from monitors shall be 6l/min/m2. The minimum discharge rate of each hose reel shall be
at least 400 l/min. The quantity of foam concentrate shall be adequate to allow operation
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of all connected discharge devices for at least 5 min.
For helicopter landing areas, at least two portable foam applicators or two hose reel foam
stations shall be provided, each capable of discharging the required minimum foam
solution discharge rate. The quantity of foam concentrate shall be adequate to allow
operation of all connected discharge devices for at least 10 min. For tankers fitted with a

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deck foam system, the Administration may consider an alternative arrangement, taking
into account the type of foam concentrate to be used
[Helicopter landing area is an area on a ship designated for occasional or emergency

landing helicopters but not designed for routine helicopter operations. Helideck is a
purpose-built helicopter landing area located on a ship including all structure, firefighting
appliances and other equipment necessary for the safe operation of helicopters]
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How will you know the pressure of the water jet is sufficient during a fire drill?
SOLAS II-2 / 10 requires pressure at all hydrants to be 0.27 N/mm2 (2.7 Bar) for cargo
ships 6000 GT and upwards and 0.25 N/mm2 (2.5 Bar) for cargo ships less than 6000 GT.
I will put a pressure gauge at the designated point given in the fire main or at one of the
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hydrant (preferably on the bridge deck) and check the pressure at the hydrant during the
drill when two hoses are delivering water from the fire pump.
FIXED FIRE FIGHTING SYSTEM
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Draw and explain the construction, structure and components of the CO2 system.
CO2 flooding system is one of the common fixed fire fighting system installed on most of
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the ships. It releases carbon dioxide (CO2) in bulk quantity to a protected space (such as
engine room, cargo hold, purifier room, pump room, etc.) under fire. Smothering action of
CO2 extinguishes the fire thereby preventing spreading of fire to other parts of the ship. It
consist of several CO2 cylinders located in a separate room, called CO2 room. These
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bottles contain CO2 in liquid state. When the fire in a protected space goes out of control
or in a situation when the fire is not able to extinguish by local fire fighting media, CO2
flooding system comes into picture. CO2 from the bottles directed via common manifold,
main valve and distribution pipe lines to nozzles through which it is released to the
protected space for fire extinction. Due to safety reasons, the CO2 can only be manually
released from a release cabinet located outside the protected space.
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CO2 flooding system consist of main CO2 bottles, common manifold, master valve or
distribution valve and distribution pipe lines with nozzles as shown in the figure below.
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Main CO2 bottles contain carbon dioxide in liquid state with a pressure of 56 bar at 20
degree Celsius. Pressure of CO2 at 25 and 30 degree Celsius are 64 bar and 71 bar
respectively.
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CO2 from the main bottle is released by a „CO2 release cabinet‟. As soon as the release
cabinet door is opened, a micro switch is activated and CO2 warning alarms are sounded
and ventilation gets shut off. CO2 release cabinet consist of two pilot CO2 cylinders or
bottles containing CO2 gas inside. The pressure of CO2 inside these pilot bottles is same
as that of main CO2 bottles, but the quantity is lesser.

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For releasing CO2 to the protected space, one of the pilot bottle valve is opened. Now
CO2 reaches two valves marked 1 and 2. First valve 1 is to be opened. Then CO2 passes
through a non return valve and opens pneumatically operated master valve. Now master
valve is opened.
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Next, open valve 2 in the release cabinet, which supply CO2 to main CO2 bottle head
assembly through a NRV and „time delay unit‟.
Time delay unit: Function of this time delay unit is to delay the supply of CO2 to the head
assembly for 60-90 seconds. In other words, when valve 2 in the release cabinet is
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opened, CO2 reaches only after 60 to 90 seconds to the head assembly. Time delay is
provided for following reasons:
1. After the alarm goes off, sufficient time will be given for any personnel in the
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protected space to escape, even if both valves are operated.

2. If CO2 from main bottles is released before master valve is opened, there may be
difficulty in opening master valve because of the bulk CO2 pressure acting on it.
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3. FSS Code requires pre-discharge alarm to operate for the length of time needed to
evacuate the space, but in no case less than 20s before the medium is released.
Head assembly consist of a pressure operated cylinder valve. This pressure operated
cylinder valve prevents CO2 from bottle coming to the common manifold. As CO2 reaches
the head assembly from pilot bottle, pneumatic actuator in the head moves and opens the
pressure operated cylinder valve. Then CO2 from main bottle escapes to the common
manifold via non return valve.

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Each of the main CO2 cylinder have a head assembly and non return valve. The pilot CO2
line is connected to all these heads. All the CO2 from the main bottles now release to
common manifold. Since the master valve is already open before, CO2 from manifold is
released to the protected space through distribution pipe lines and nozzles.
As you can see in the diagram, there are two CO2 release cabinets. One is local release
cabinet and is located in the CO2 room itself. One more remote release cabinet is used,
which is located in a remote place such as fire control station. Both release cabinets are
connected in parallel and non return valves fitted in the lines prevent back flow of CO2.
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Also, two pilot CO2 bottles are placed in the release cabinet. Only one is sufficient for the
operation of both master valve and CO2 bottle head assembly.
What is the requirement of CO2 room location, ventilation and intake?
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SOLAS II-2/10 requirements for CO2 room are as follows:
When the fire-extinguishing medium is stored outside a protected space, it shall be
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stored in a room which is located behind the forward collision bulkhead, and is used for
no other purposes.
Any entrance to such a storage room shall preferably be from the open deck and shall
be independent of the protected space. If the storage space is located below deck, it
shall be located no more than one deck below the open deck and shall be directly
accessible by a stairway or ladder from the open deck.
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Spaces which are located below deck or spaces where access from the open deck is
not provided shall be fitted with a mechanical ventilation system designed to take
exhaust air from the bottom of the space and shall provide at least 6 air changes
per hour.
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Access doors shall open outwards, and bulkheads and decks, including doors and
other means of closing any opening therein, shall be gastight.
Requirement as per FSS Code Chapter 5:

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1. Where the quantity of extinguishing medium is required to protect more than one
space, the quantity of medium available need not be more than the largest quantity
required for any one space so protected.
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2. The piping for the distribution of fire-extinguishing medium shall be arranged and
discharge nozzles so positioned that a uniform distribution of the medium is obtained.
3. The necessary pipes for conveying fire-extinguishing medium into the protected
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spaces shall be provided with control valves so marked as to indicate clearly the
spaces to which the pipes are led.
4. Means shall be provided for automatically giving audible warning of the release of fire-
extinguishing medium into any ro-ro spaces and other spaces in which personnel
normally work or to which they have access. The pre discharge alarm shall be
automatically activated e.g., by opening of the release cabinet door. for the length of
time needed to evacuate the space, but in no case less than 20 s before the medium is
released.

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5. For cargo spaces the quantity of carbon dioxide available shall, unless otherwise
provided, be sufficient to give a minimum volume of free gas equal to 30% of the gross
volume of the largest cargo space to be protected in the ship.
6. For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a
minimum volume of free gas equal to 40% of the gross volume of the largest
machinery space so protected (excluding casing) or 35% of the gross volume of the
largest machinery space protected, including the casing, whichever is greater.
7. The percentages above may be reduced to 35% and 30%, respectively, for cargo
ships of less than 2000 GT where two or more machinery spaces, which are not
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entirely separate, are considered as forming one space.
8. The volume of free carbon dioxide shall be calculated at 0.56 m3/kg.
9. For machinery spaces the fixed piping system shall be such that 85% of the gas can
be discharged into the space within 2 min.
10. Two separate controls shall be provided for releasing carbon dioxide into a protected
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space and to ensure the activation of the alarm. One control for opening the main
discharge valve and a second control to discharge the gas from its storage containers.
11. The two controls shall be located inside a release box clearly identified for the
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particular space. If the box containing the controls is to be locked, a key to the box
shall be in a break- glass-type enclosure conspicuously located adjacent to the box.
Describe the Fixed Fire Fighting CO2 system maintenance schedule.

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As per MSC.1/Circ.1318 (Guidelines for the maintenance and inspections of fixed carbon
dioxide fire-extinguishing systems), following is the maintenance and inspection schedule
for fixed CO2 systems:
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Monthly inspections: A general visual inspection of the overall system condition for
obvious signs of damage, and to verify that:
1. all stop valves are in the closed position.

2. all releasing controls are in proper position and readily accessible for immediate use.
3. all discharge piping and pneumatic tubing is intact and has not been damaged.
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4. all high pressure cylinders are in place and properly secured.

5. the alarm devices are in place and do not appear damaged.
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Annual inspections: The following minimum level of maintenance and inspections should
be carried out in accordance with the system manufacturer‟s instructions and safety
precautions:
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1. the boundaries of the protected space should be visually inspected to confirm that no
modifications have been made to the enclosure that have created uncloseable
openings that would render the system ineffective.
2. all storage containers should be visually inspected for any signs of damage, rust or
loose mounting hardware. Cylinders that are leaking, corroded, dented or bulging
should be hydrostatically retested or replaced.

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3. system piping should be visually inspected to check for damage, loose supports and
corrosion.
4. Nozzles should be inspected to ensure they have not been obstructed by the storage
of spare parts or a new installation of structure or machinery.
5. the manifold should be inspected to verify that all flexible discharge hoses and fittings
are properly tightened.
6. all entrance doors to the protected space should close properly and should have
warning signs, which indicate that the space is protected by a fixed carbon dioxide
system and that personnel should evacuate immediately if the alarms sound.
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7. All remote releasing controls should be checked for clear operating instructions and
indication as to the space served.
At each intermediate, periodical or renewal survey: (every 2 years for passenger ships)
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1. All high pressure cylinders and pilot cylinders should be weighed or have their contents
verified by other reliable means to confirm that the available charge in each is above
90% of the nominal charge. Cylinders containing less than 90% of the nominal charge
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should be refilled.
2. The hydrostatic test date of all storage containers should be checked.
3. The discharge piping and nozzles should be tested to verify that they are not blocked.
The test should be performed by isolating the discharge piping from the system and
flowing dry air or nitrogen from test cylinders or suitable means through the piping.
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At each renewal survey: (2 yealy in passenger ships)
1. Where possible, all activating heads should be removed from the cylinder valves and
tested for correct functioning by applying full working pressure through the pilot lines.
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This should be carried out from one or more release stations when installed.
2. All controls and warning devices should function normally, and the time delay, if fitted
should prevent the discharge of gas for the required time period.
10 yearly inspection:
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1. At the 10-year inspection, at least 10% of the total cylinders provided should be
subjected to an internal inspection and hydrostatic test. If one or more cylinders fail, a
total of 50% of the onboard cylinders should be tested. If further cylinders fail, all
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cylinders should be tested.

2. Flexible hoses should be replaced at the intervals recommended by the manufacturer
and not exceeding every 10 years.
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What is the requirement for Fixed CO2 system for cargo holds on a Bulk Carrier?
How does it operate? How will you pressure test the system and at what pressure?
What is the frequency of such testing?
As per SOLAS II-2 / 10.7 (Fire-extinguishing arrangements in cargo spaces)

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Except for ro-ro and vehicle spaces, cargo spaces on cargo ships of 2000 GT and
upwards shall be protected by a fixed CO2 or inert gas fire-extinguishing system
complying with the provisions of the FSS Code.
The Administration may exempt from these requirements for cargo ship, constructed
and solely intended, for the carriage of ore, coal, grain, unseasoned timber, non-
combustible cargoes or cargoes which, in the opinion of the Administration, constitute
a low fire risk. Such exemptions may be granted only if the ship is fitted with steel
hatch covers and effective means of closing all ventilators and other openings leading
to the cargo spaces. In such cases, the Administration shall issue an Exemption
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Certificate, along with a list of cargo permitted to carry which is permanently attached
to the Exemption Certificate.
As per Chapter 5 of FSS Code:

For cargo spaces the quantity of carbon dioxide available shall, unless otherwise
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Operation:
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Operation will depend on the make and model of the CO2 system for cargo hold.
Each of the CO2 bottles for cargo holds are to be operated manually, unlike for the
engine room.
They are separately marked and a table is provided stating the number of bottles that
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need to be opened for each cargo hold basis its capacity.
After ensuring no person left in cargo space, the cargo space must be sealed off
completely. This includes close of all ventilators, hatch covers, drains, fire dampers,
etc.
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The 3-way change-over valve for the particular hold on fire is operated and the
required number of CO2 bottles are manually opened. Usually, the system requires to
open about 50% of the required number of bottles first, and remaining after 30 mins.
Pressure Testing:
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The pressure testing is carried out during the periodic or renewal SEQ survey.
The discharge piping and nozzles should be tested to verify that they are not blocked.
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The test should be performed by isolating the discharge piping from the system and
flowing dry air or nitrogen from test cylinders or suitable means through the piping.
Each CO2 system is given with a provision for carrying out a blow-through test. The
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main distribution manifold is blanked. A compressed air connection is given on the

other side of the distribution manifold leading to the CO2 distribution pipes and
nozzles. A compressed air hose is then connected and compressed air is passed
through the lines and nozzles to ensure all are clear. After the test, the blank must be
removed and compressed air connection blanked. On dry cargo ships, this blow
through is done prior every loading.

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What does FSS Code say about the CO2 discharge time for cargo holds?
As per Chapter 5 of FSS Code, for container and general cargo spaces (primarily intended
to carry a variety of cargoes separately secured or packed) the fixed piping system shall
be such that at least two thirds of the gas can be discharged into the space within 10 min.
For solid bulk cargo spaces the fixed piping system shall be such that at least two thirds of
the gas can be discharged into the space within 20 min. The system controls shall be
arranged to allow one third, two thirds or the entire quantity of gas to be discharged based
on the loading condition of the hold.
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What is the amount of CO2 required on board?
Amount of CO2 required is the maximum CO2 required for the largest compartment
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protected. For example, CO2 is required to protect the engine room as well as the cargo
holds.
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For cargo spaces the quantity of carbon dioxide available shall, unless otherwise
For machinery spaces the quantity of carbon dioxide carried shall be sufficient to give a
minimum volume of free gas equal to 40% of the gross volume of the largest
machinery space so protected (excluding casing) or 35% of the gross volume of the
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largest machinery space protected, including the casing, whichever is greater.
For vehicle spaces and ro-ro spaces which are not special category spaces, the
quantity of carbon dioxide available shall be at least sufficient to give a minimum
volume of free gas equal to 45% of the gross volume of the largest such cargo space
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which is capable of being sealed, and the arrangements shall be such as to ensure
that at least two thirds of the gas required for the relevant space shall be introduced
within 10 min. Carbon dioxide systems shall not be used for the protection of special
category spaces.
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The greater value between the required quantity to protect the machinery space, largest
cargo hold, vehicle spaces (as applicable) will be the quantity of CO2 required onboard.
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How is the CO2 capacity calculated?
Calculate 30% of gross volume of largest cargo space to be protected.

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Calculate 40% of E/R excluding casing and 35% of E/R including casing.
Whichever is the greatest, divide that by 0.56 m3/kg. This will give the required quantity
of CO2 in kgs.
Divide this value by weight of CO2 in each cylinder (45 kgs) to get the total number of
CO2 cylinders required.

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You are proceeding to release CO2 and the main discharge valve gets stuck. All the
bottle valves have opened and the line has pressure now. What will happen?
Nothing will happen as any excess pressure will be released by the relief valve that is
provided. The system is so designed that the master valve is opened first and after the
delay period, the CO2 bottle head assembly valves are operated.
What are the requirements for fixed fire fighting systems for a cargo pump room?
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What maintenance is required for the same?
As per SOLAS Chapter II-2/10,
Each cargo pump-room shall be provided with one of the following fixed fire-extinguishing
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systems operated from a readily accessible position outside the pump-room.
A carbon dioxide system complying with the provisions the FSS Code and giving
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audible alarms which shall be safe for use in a flammable cargo vapour/air mixture. A
notice shall be exhibited at the controls stating that due to the electrostatic ignition
hazard, the system is to be used only for fire extinguishing and not for inerting
purposes.
A high-expansion foam system complying with the provisions of the FSS Code,
provided that the foam concentrate is suitable for extinguishing fires involving the
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cargoes carried.
A fixed pressure water-spraying system complying with the provisions of the FSS
Code.
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Maintenance is as per the manufacturer‟s instructions depending on the system installed

and as required by MSC.1/ Circ.1432 (Guidelines on maintenance and inspection of fixed
fire fighting systems) and MSC.1/Circ 1318 for fixed CO2 system.
What is the fixed fire fighting system used on gas carriers?

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Gas carriers carrying flammable products are fitted with fixed dry chemical powder type
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extinguishing systems for the purpose of fighting fire on the deck in the cargo area. Such
systems must comply with the requirements of the Chapter 11 of the IGC Code.
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HYPER MIST SYSTEM
Explain hyper mist system. What are the requirements related to it? What is the
working principle of Hypermist system?
The Hypermist system is a system that delivers high-pressure water mist / fog through
special nozzles which breaks the water droplets into fine mist and thereby protection the

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machinery that is on fire. This system is independent of any other fixed fire fighting system
such as foam or CO2 system.
Regulations regarding Hypermist system are given in SOLAS II-2/10.5.6 (Fixed Iocal
application fire-extinguishing systems)
It applies to passenger ships of 500 GT and above and cargo ships of 2000 GT and
above.
Machinery spaces of category A above 500 m3 in volume shall, in addition to the fixed
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fire-extinguishing system be protected by an approved type of fixed water-based or
equivalent local application fire-extinguishing system, based on the guidelines
developed by the Organization. In the case of periodically unattended machinery
spaces, the fire-extinguishing system shall have both automatic and manual release
capabilities. In the case of non-UMS ships, the system is only required to have a
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manual release capability.
Fixed local application fire-extinguishing systems are to protect areas such as the
following without the necessity of engine shutdown, personnel evacuation or sealing of
the spaces:
propulsion and power generation;

2. boiler fronts SO
1. the fire hazard portions of internal combustion machinery used for the ship‟s
3. the fire hazard portions of incinerators

4. purifiers for heated fuel oil.
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Activation of any local application system shall give a visual and distinct audible alarm
in the protected space and at continuously manned stations. The alarm shall indicate
the specific system activated. The system alarms are in addition to, and not a
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substitute for, the detection and fire alarm system.
Working Principle of hyper mist system:
The Hyper Mist Fire Extinguishing System jets out uniform micro-fog out of nozzles of
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special specifications under a pressure as high as about 4 to 10 MPa. Making use of water
in the form of fine particles improves the fire extinguishing effect and efficiency. Moreover,
it makes it possible to apply the system to those fires which are otherwise difficult to be
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extinguished with water.
The water discharged at a high pressure through special nozzles does the following:
1. Cools the flames
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2. Reduces the oxygen content by displacement of air by expansion of water vapour

3. Diminishes the radiating heat
The pressurized water in contact with the fire vaporizes and it is converted into steam.
This process absorbs much energy lowering the temperature of the fire and the
pressurized water expands about 1700 times taking the air away from the fire. These
systems require water consumption 6 to 10 times lower than a traditional sprinkler system.

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How will you activate the hyper mist system?

For UMS Ships, there are two modes, automatic and manual. Hyper mist system
control switch should be always selected in Auto Mode. However, it can be run as
Manual mode too by turning the selector switch from Auto to Manual mode. It shall be
activated automatically by 2 different types of detectors i.e. smoke-flame.
For non-UMS ships, only manual mode is required. Hyper mist system can be started
manually from the remote control panel usually located at Fire Station and from the
local points near the protected area. In both cases, the „start‟ button has to be pressed
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for the required space.
After extinction of a fire, the hyper mist system can be stopped manually by cancelling
the fire alarm signal from the fire alarm panel (only for automatic system) or by
pressing the “Stop” button on the control panel or local control point.
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Can we use hyper mist system in the pump room? Why?
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Cargo pump rooms can be protected by either fixed CO2, fixed foam system or a fixed
pressure water-spraying system complying with the provisions of the FSS Code. Hyper
mist system or fixed local application fire-extinguishing systems are not part of the FSS
Code and are required only for machinery spaces of category A above 500 m3.
We cannot use Hypermist system in the pump room because the system is used for local
fire fighting for example to cover a fire hazard portion of incinerator. Hence, regulations
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require either fixed CO2, foam or water-spraying system to be used for spaces such as
the pump room.
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What do you know about fixed water spray fire extinguishing system? Where it is
used & is it same as hyper mist?
Fixed pressure water-spraying system is one of the fixed fire-extinguishing systems

(others are fixed CO2 or fixed high-expansion foam system) that can be used to
protect the machinery space, cargo pump room, etc, and further described in the
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Chapter 7 of FSS Code.

An automatic sprinkler, fire detection and fire alarm system of an approved type
complying with the requirements of Chapter 8 of FSS Code is different from the above
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system and is required for the following ships:

1. Passenger ships carrying more than 36 passengers to protect all control stations,
accommodation and service spaces, including corridors and stairway. Spaces
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having little or no fire risk such as voids, public toilets, carbon dioxide rooms and
similar spaces need not be protected.
2. Ro-ro ships: These ships fall under the “IIC Method” of structural fire protection
which imposes no restriction on materials used for bulkheads, ceilings and linings
and hence, requires a sprinkler system to be provided.
(Note: Tankers have to comply with IC Method, which requires all bulkheads,
ceilings and linings to be non-combustible)

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No. Hypermist is not the same as fixed water spray fire extinguishing system. All 3
systems are different.
Fixed pressure water-spraying system is a fixed system to protect the machinery

spaces, cargo pump rooms, etc. (Chapter 7 of FSS Code)
Automatic sprinkler, fire detection and fire alarm system is required for accommodation
spaces (not machinery spaces) of passenger ships and cargo spaces of ro-ro ships
(not tankers). (Chapter 8 of the FSS Code)
Hyper mist is for local fire fighting and installed only in local areas of machinery spaces
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such as M/E, A/E, boiler, purifier, incinerator, etc. It is not part of FSS Code.
Why is hyper mist provided for certain machinery? How will it help you in case of
fire?
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Hyper mist system is provided to protect only for certain machinery as it is effective in a
small area just above the machinery in order to prevent the spread of fire to other areas of
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the machinery spaces. It can be applied without the necessity of engine shutdown,
personnel evacuation or sealing of the spaces, thus, saving time in taking action in case of
fire. In most cases, this first step of activating Hypermist system may prevent the spread of
fire that otherwise could necessitate the use of CO2 system.
The Hyper Mist System jets out uniform micro-fog out of nozzles of special specifications
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under a pressure as high as about 4 to 10 MPa. It makes use of water in the form of fine
particles thereby improving the fire extinguishing effect and efficiency, which is not very
effective if water is used in the regular form on oil fires. The water discharged at a high
pressure through special nozzles cools the flames and reduces the oxygen content by
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the displacement of the air by the expansion of the water vapour. It also diminishes the
radiating heat. The pressurized water in contact with the fire vaporizes and it is converted
into steam. This process absorbs much energy lowering the temperature of the fire and
the pressurized water expands about 1700 times taking the air away from the fire. These
systems require water consumption 6 to 10 times lower than a traditional sprinkler system.
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Moreover, it is very useful in the case of fire as it can be activated locally from near the
protected area on fire. The faster it is activated the better is the situation as fire spread will
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be prevented. It can also be activated remotely or if these do not work, manually from the
local hyper mist panel.
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How is hyper mist system tested? What is the size of particles?
In the hyper mist room where the local pump starter panel is located, there is a special test
valve provide. The piping leads to the exterior of the accommodation usually on the poop
deck. This valve must be manually opened using the spanner provided and the pump
must be manually started. The test is carried out to verify the pump performance and
ensure the pump discharge pressure is sufficient as required.

209
Alternatively, some systems are provided with air supply for testing. In such cases, the
water supply valve is shut and pump is isolated. The system is activated by first starting
the air and then either activating both the fire detectors (in case of automatic systems on
UMS ships) or by manually by pressing the start button for the space protected. The air is
then delivered to the protected area and all nozzles must be checked to ensure they are
clear. System must be restored back to normal for use in case of emergency.
For pressure testing, all solenoid valves to be confirmed shut. The water valve will remain
open. The pump drain valve is then opened and the pump is manually started. Pump and
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the pump discharge pressure is checked. The pump is then stopped and water is drained.
Manufacturers‟ instructions must be followed for the frequency of testing and the
procedure of testing.
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Size of the particles is about 150 to 200 microns (micrometers)
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FIRE MAN OUTFIT
What is SCBA? Explain its parts and working.
Self-contained breathing apparatus (SCBA) is a device worn to provide breathable air in

an atmosphere that is immediately dangerous to life or health. It is used to protect users
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against oxygen deficiency, dust, gases and vapors in cases of fire or other emergencies
onboard. The SCBA set is fitted with a 6 liter cylinder with a filling pressure of 200 bar
which gives it free air capacity of 1200 liters. This means that a normal person can use
this cylinder for duration of about 30 minutes.
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Following are the parts of SCBA:
1. Air Cylinder: It is connected to the face mask by means of flexible tubes and supplies
breathing air to the regulator. It is usually filled at about 200 bar pressure and has a
free air capacity of 1200 litres. It has a valve at the top which allows air to flow out.
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2. Carrying assembly: It consists of the back plate, shoulder straps, cylinder retaining
straps, waist strap, etc. It holds the air bottle tightly and makes it easier to carry the
SCBA.
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3. Regulator: The regulator is connected to the front bottom of the face mask. It receives
breathing air from the cylinder which is then delivered to the face mask via a demand
valve. It also has a red button to release pressure.
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4. Pressure gauge: It is connected to the bottle and strapped onto the carrying assembly.
Pressure of the cylinder is bars can be read off the gauge.
5. Warning whistle: The SCBA set is fitted with a warning whistle which is sounded when
cylinder pressure drops below a set pressure usually 50-55 bars. Once this whistle is
sounded, immediately evacuate the location and use a new fully charged cylinder. This
warning must be checked before donning the SCBA.

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6. Face Mask: It consists of flexible straps that allow the face to be sealed fully tight. It
has a glass at the front to enable viewing. It has means to connect the regulator and
also has a vent to vent out exhaled air.
Working of SCBA:
The SCBA carrying assembly is carried on the shoulder with the cylinder valve at the
bottom. The wearer then opens the valve and checks the bottle pressure. Once
satisfied, the valve is closed. The red button on the demand valve is pressure to
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release the pressure. The whistle warning is checked.
Now, the face mark is worn, with the straps still slack. The bottle valve is opened and
the breathing air reaches the mask via the demand valve in the regulator. Once
confirmed the air is being received, the straps are then tightened and the wearer is free
to use the SCBA.
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What are the requirements of SCBA? What checks will you carry out on SCBA?
As per SOLAS II-2/10,
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Self-contained compressed air breathing apparatus of fire-fighter's outfits shall comply
with Chapter 3 of FSS Code.
Ships shall carry at least two fire-fighter's outfits.
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In addition, in passenger ships there shall be provided for every 80 m of the aggregate
of the lengths of all passenger spaces and service spaces on the deck, two fire-
fighter's outfits and, in addition, two sets of personal equipment, each set comprising
the items stipulated in the FSS Code. In passenger ships carrying more than 36
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passengers, two additional fire-fighter's outfits shall be provided for each main vertical
zone. On ships carrying more than 36 passengers, for each pair of breathing
apparatus, one water fog applicator which shall be stored adjacent to such apparatus.
In addition, in tankers, two fire-fighter's outfits shall be provided.
The Administration may require additional sets of personal equipment and breathing
apparatus, having due regard to the size and type of the ship.
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Two spare charges shall be provided for each required breathing apparatus.
Passenger ships carrying less than 36 passengers and cargo ships that are equipped
with suitably located means for fully recharging the air cylinders free from
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contamination need carry only one spare charge for each required apparatus. In
passenger ships carrying more than 36 passengers, at least two spare charges for
each breathing apparatus shall be provided. Passenger ships carrying more than 36
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passengers constructed on or after 1 July 2010 shall be fitted with a suitably located
means for fully recharging breathing air cylinders, free from contamination.
(Personal equipment consists of protective clothing, boots, rigid helmet, electric safety
lamp and axe)
Requirements as per Chapter 3 of FSS Code:

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Breathing apparatus shall be a self-contained compressed air-operated breathing

apparatus for which, the volume of air contained in the cylinders shall be at least 1,200
l, or other self-contained breathing apparatus which shall be capable of functioning for
at least 30 min. All air cylinders for breathing apparatus shall be interchangeable
Compressed air breathing apparatus shall be fitted with an audible alarm and a visual
or other device which will alert the user before the volume of the air in the cylinder has
been reduced to no less than 200 litres.
Checks to be carried out on SCBA:
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Physical condition of the mask, straps, air cylinder, valves, etc.
Working of the pressure gauge and the warning whistle
Working of the demand valve
Checks for any leakage
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Visibility through the face mask
Pressure of the air cylinder and spare cylinders.
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What is the requirement for safety relief valve for SCBA air compressor?
Pressure relief valves, or safety valves, are a simple but critical part of the BA
compressor. Pressure relief valves are used to control and limit the pressure build-up
in the system.
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They are simple, spring-loaded mechanisms. When the inlet pressure force is greater
than the spring load, the safety valve opens in proportion to the increase in pressure
and allows air to “leak out” as needed.
If pressure within an air compressor system gets too high, one or more components
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could explode. Pressure relief valves are used to prevent this from occurring.
In accordance with the requirements of the ASME (American Society of Mechanical
Engineers), relief valve standard, the full discharge capacity of the valve typically will
be achieved when the system pressure climbs to no more than 10% above the set
pressure of the valve.
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Explain the new requirement on intrinsically safe walkie-talkie for fire party.
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As per SOLAS II-2 / 10.10.4 (Fire Fighter’s Communication),
For ships constructed on or after 1 July 2014, a minimum of two two-way portable
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radiotelephone apparatus for each fire party for fire-fighter's communication shall be
carried on board. Those two way portable radiotelephone apparatus shall be of an
explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014 shall
comply with the requirements of this paragraph not later than the first survey after 1 July
2018.

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FOAM SYSTEM
What are the requirements pertaining to fixed deck foam system?
As per SOLAS II-2 / 10.8 (Cargo Tank protection),
For tankers of 20000 T DWT and upwards, a fixed deck foam system shall be provided
in accordance with the requirements of the FSS Code.
Tankers of less than 20000 T DWT shall be provided with a deck foam system
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complying with the requirements of the FSS Code.
As per FSS Code Chapter 14 (Fixed Deck Foam Systems),
The arrangements for providing foam shall be capable of delivering foam to the entire
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cargo tanks deck area as well as into any cargo tank the deck of which has been
ruptured. The deck foam system shall be capable of simple and rapid operation.
Operation of a deck foam system at its required output shall permit the simultaneous
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use of the minimum required number of jets of water at the required pressure from the
fire main.
The rate of supply of foam solution shall be not less than the greatest of the following:
1. 0.6 l/min per square metre of cargo tanks deck area (maximum breadth x total
longitudinal extent of the cargo tank spaces)
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2. 6 l/min per square metre of the horizontal sectional area of the single tank having
the largest such area; or
3. 3 l/min per square metre of the area protected by the largest monitor, such area
being entirely forward of the monitor, but not less than 1,250 l/min.
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For tankers carrying chemicals in bulk listed in chapter 17 of the IBC Code having a
flashpoint not exceeding 60ºC, the rate of supply of foam solution shall be as required
by the IBC Code. (2 l/min, 20 l/min, 10 L/min)
Sufficient foam concentrate shall be supplied to ensure at least 20 min of foam
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generation in tankers fitted with an inert gas installation or 30 min of foam generation in
tankers not fitted with an inert gas installation. The foam expansion ratio shall not
generally exceed 12 to 1. (IBC Code- 30 mins for chemical tankers)
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Foam from the fixed foam system shall be supplied by means of monitors and foam
applicators. At least 50% of the foam solution supply rate shall be delivered from each
monitor. On tankers of less than 4000 T DWT the Administration may not require
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installation of monitors but only applicators. However, in such a case the capacity of
each applicator shall be at least 25% of the required foam solution supply rate.
The capacity of any monitor shall be at least 3 l/min of foam solution per square metre
of deck area protected by that monitor, such area being entirely forward of the monitor.
Such capacity shall be not less than 1,250 l/min.
The capacity of any applicator shall be not less than 400 l/min and the applicator throw
in still air conditions shall be not less than 15 m.

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The main control station for the system shall be suitably located outside the cargo
area, adjacent to the accommodation spaces and readily accessible and operable in
the event of fire in the areas protected.
The distance from the monitor to the farthest extremity of the protected area forward of
that monitor shall not be more than 75% of the monitor throw in still air conditions.
A monitor and hose connection for a foam applicator shall be situated both port and
starboard at the front of the poop or accommodation spaces facing the cargo tanks
deck.
The number of foam applicators provided shall be not less than four. The number and
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disposition of foam main outlets shall be such that foam from at least two applicators
can be directed on to any part of the cargo tanks deck area.
Valves shall be provided in the foam main immediately forward of any monitor position
to isolate damaged sections of those mains.
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Explain the working of Fixed foam system.
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H
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Fire fighting foam used on ships has three elements viz. foam concentrate, water and
air. Foam concentrate is mixed with water in a correct proportion to form a foam
solution. This foam solution when agitated with air produces foam.
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The ratio of the volume of foam generated (finished foam) to the foam solution used in
that is called expansion ratio of the foam.
Foam solution is generated by mixing foam concentrate with water. For the effective
generation of foam that can be effective in firefighting, a correct amount of water need
to be mixed with foam concentrate. This ratio is called proportioning rate or mixing ratio
or dilution rate. So 6% foam concentrate means that the ideal foam solution from this
foam needs to have 6 parts of the foam concentrate and 94 parts of water.

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The working of the fixed foam system is as follows:

1. The foam pump takes the foam concentrate from foam tank and injects it in desired
ratio into the water.
2. The proportioner controls the quantity of foam concentrate to inject. The common
type of proportioner is of ejector type. The more the fire line pressure, more foam
concentrate it will inject. This has been pre-set and should not be touched.
3. When the foam solution reaches foam monitor or applicator on deck, the air is
injected into the foam solution to create the fire fighting foam.The foam so
generated creates a layer over the fire and cuts the oxygen supply, the process
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called smothering to extinguish the fire.
What is high and low expansion foam and where will you use each? Where is it
mentioned? What are their ratios?
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Foam expansion ratio is the ratio of the volume of foam produced to the volume of the
mixture of water and foam-making concentrate supplied. Based on the expansion ratio,
there are three types of foam:
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1. Low expansion foam as per Chapter 14 of FSS Code is the foam which has
expansion ratio not generally exceed 12 to 1, but may exceed it but usually does
not go beyond 20 to 1.
2. Medium expansion foam as per Chapter 14 of FSS Code is the foam with
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expansion ratio between 50 to 1 and 150 to 1.
3. High expansion foam, although not clearly defined anywhere would be the foam
with expansion ratio greater than 150 to 1. This expansion ratio should not be
greater than 1000 to 1 as per Chapter 6 of the FSS Code.
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The high expansion foam is very light and low expansion foam is comparatively
heavier. The high expansion foam is used in enclosed spaces such as engine room,
cargo hold, cargo pump rooms, etc. The foam is generated in great quantity and fills up
the space thereby extinguishing the fire. If we use high expansion foam for deck fires
or in open spaces, the foam will fly with the wind and will not be able to extinguish the
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fire.
Low expansion foam being heavier has better ability to extinguish the fire in an open
area under the influence of wind. For this reason, low expansion foam is used for fixed
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deck foam system.

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Describe the Fixed Foam System maintenance schedule.
Weekly / Monthly:
Foam monitors to be greased and maintained.
Foam monitor valves to be greased and free.
Foam isolation valves to be greased and free.
Foam hydrants to be greased and free.

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Foam line drain valve to be clear.

Checking the quantity / level of foam concentrate
Check condition of the foam line and de-rust as required.
Three monthly:
Check if foam isolation valves are working / holding.
Check if foam monitor valves and hydrant valves are holding.
Check IMO symbols and other markings on the foam line.
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Testing of foam pump by recirculation of the foam concentrate back in the tank.
Checking if fire pump can generate sufficient pressure for two jets to cross each other
overboard
Annually:
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Pressure test foam line once a year or as per SMS.
Foam sample analysis (first after three years, thereafter every year)
5-yearly:
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Inspection of the entire system by external agency
Testing of the proportioner
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How will you test the foam system? How often will you test?
Testing of the foam system:

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Start the fire pump and open the valve to have the sea-water put into the foam main.
Open the forward-most foam monitor and check if sufficient pressure is generated.
Check all other foam hydrants and monitors to ensure none of them are leaking.
For pressure testing of the foam main, close all the valves and start the fire pump at
minimum pressure and then gradually increase it to maximum and check for any
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leakage.
To test the isolation valve, keep the forward most foam monitor valve open and one-
by-one close the isolation valves and check if the water from the foam monitor stops
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completely.
The foam pump is tested during the fire drill involving fire on deck. The foam pump is
tested by running on recirculation as per manufacturer‟s instructions.
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For testing the pressure of the foam jets we need to open two foam monitors and
directs the jets overboard. The jets from these two should be able to cross each other.
Quantity of the foam concentrate can be checked by the gauge given and marking
made to indicate the level of foam concentrate required.
Quality is tested by shore analysis of the foam concentrate. The first periodical testing
of foam concentrates stored on board should be performed after a period of 3 years
and, after that, every year.

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Frequency of tests are not defined except for the foam concentrate analysis. Maintenance
schedule will depend on the manufacturer‟s instructions, company SMS and PMS
requirements.
How many foam monitors were there on your last ship? What are the requirements
with regards to the spacing of these monitors?
As per Chapter 14 of the FSS Code,
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1. Number and positioning of the foam monitors shall be such that it is capable of
delivering foam to the entire cargo tanks deck area as well as into any cargo tank the
deck of which has been ruptured.
2. The distance from the monitor to the farthest extremity of the protected area forward of
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that monitor shall not be more than 75% of the monitor throw in still air conditions.
3. A monitor and hose connection for a foam applicator shall be situated both port and
starboard at the front of the poop or accommodation spaces facing the cargo tanks
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deck.
Thus, my last ship had total of 7 monitors out of which two were at the break of
accommodation port and stbd side as required by Point (3).
Remaining five were fitted about the centerline and distanced in accordance with Point (2).
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This means, if the monitor had a throw of 25m in still air conditions, the first monitor would
be placed not more than 18m from the forward most protected area. All other foam
monitors will be placed within 18m of the foam monitor forward of it.
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What is a proportioner in the foam system? How is foam formed for fire fighting and
how does it fight the fire?
Proportioner in the fixed deck foam system is a device that injects right quantity of the
foam concentrate into the sea-water to form foam solution. If the proportioner is not set
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correctly, it either will inject more foam or less foam concentrate. In both cases, the
system will be less effective. If it injects more foam concentrate, the foam will not run for
the time it is supposed to run (20 mins or 30 mins). If it injects less foam concentrate, the
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foam generated may not be effective in extinguishing the fire.
Foam pump delivers the foam concentrate via the proportioner, which mixes with the sea
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water in the foam main. This is called the foam solution. This foam solution when is
ejected from the foam monitor or applicator, is agitated with air to form the required foam,
which is used to fight the fire.
Foam extinguishes the fire in the following ways:

217
1. It forms a blanket and thus removing the supply of oxygen to the fuel, the effect
called smothering.
2. The foam blanket does not allow the fuel vapors to generate, thus cutting the fuel
supply to the fire.
3. It separates the flames from the fuel surface.
4. Since foam has water, it cools the fuel surface
How will you calculate foam tank capacity?
ZA
Calculation is as follows:
Length of the cargo deck area (L)

Breadth of the ship (B)
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Total area (A) of cargo tank = L x B …….. (i)
Area (a) of single largest tank = ____ ……(ii)
Area (aa) protected by the largest monitor = ____ ….. (iii)
Required quantity of foam solution:
A x 0.6 x 30 = ___ …. (iv)

a x 6 x 30 = ____
aa x 3 x 30 = ____
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[Rate of supply of foam solution should be the greatest of the following:
0.6 l/min per square meter of cargo tanks deck area
6 l/min per square metre of the horizontal sectional area of the largest single tank
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3 l/min per square metre of the area protected by the largest monitor, forward of the
monitor, but not less than 1,250 l/min.
(2 l/min, 20 l/min, 10 l/min – for chemical tankers)]
The greatest out of the above is selected. The number 30 indicates 30 mins of operation.
If IGS is fitted, requirement is 20 mins. (Chemical tankers – 30 mins fixed)
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From this quantity of foam solution, we must know how much is water and how much is
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foam concentrate. For this, we should know the ratio of mixture of the foam concentrate
used onboard. For example, 6% foam means 6% concentrate and 94% water by volume.
Therefore, required foam concentrate = (iv) x 6% x 1.05 (where 1.05 is factor of safety)
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The required foam concentrate quantity along with its calculation is included in the
Operator‟s Manual.

218
What is foam burn out time?
As per MSC.1/Circ.1312 (Guidelines for the performance and testing criteria, and surveys
of foam concentrates for fixed fire-extinguishing systems)
Extinction time is the time taken for extinguishing the sample fire with the foam being
tested. The extinction time should not be more than 5 minutes.
Burn back time is the time in which the fire reignites if a sample of fire is place in the
center of the foam. Burn back time should be not less than 15 min for 25% of the
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surface.
Which ships have high expansion foam?
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Any ship can have high expansion foam for the protection of the machinery spaces or
cargo pump rooms, vehicle spaces, ro-ro spaces and special category spaces.
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How long can you continuously use the foam monitors?
When using the solution rates as given in the FSS Code, (i.e. 0.6 l/min per square meter
of the cargo deck area or 6 l/min per square metre of the horizontal sectional area of the
largest single tank) foam concentrate will last for 30 mins on tankers without IGS and 20
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mins on tankers with IGS.
EMERGENCY FIRE PUMP

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What are the requirements of an Emergency fire pump?
Requirements as per SOLAS II-2/ 10,

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In passenger ships of 1000 GT and upwards, in the event of a fire in any one
compartment all the fire pumps should not be put out of action. In passenger ships of
less than 1000 GT and in cargo ships, if a fire in any one compartment could put all the
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pumps out of action, there shall be an alternative means consisting of an emergency

fire pump complying with the provisions of the FSS Code with its source of power and
sea connection located outside the space where the main fire pumps or their sources
of power are located.
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The emergency fire pump, its seawater inlet, and suction and delivery pipes and
isolating valves shall be located outside the machinery space. If this arrangement
cannot be made, the sea-chest may be fitted in the machinery space if the valve is
remotely controlled from a position in the same compartment as the emergency pump
and the suction pipe is as short as practicable.
The space containing the emergency fire pump shall not be contiguous to the
boundaries of machinery spaces of category A or those spaces containing main fire

219
pumps. Where this is not practicable, the common bulkhead between the two spaces
shall be insulated to the required standard.
No direct access shall be permitted between the machinery space and the space
containing the emergency fire pump and its source of power. When this is
impracticable, the Administration may accept an arrangement where the access is by
means of an airlock with the door of the machinery space being of A-60 class standard,
and the other door being at least steel, both reasonably gastight, self-closing and
without any hold back arrangements.
Ventilation arrangements to the space containing the independent source of power for
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the emergency fire pump shall be such as to preclude, as far as practicable, the
possibility of smoke from a machinery space fire entering or being drawn into that
space.
Requirements as per Chapter 12 of FSS Code:
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The emergency fire pump shall be of a fixed independently driven power-operated
pump.
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The capacity of the pump shall not be less than 40% of the total capacity of the fire
pumps required by regulation II-2 and in any case not less than the follow:
1. For passenger ships less than 1000 GT and for cargo ships of 2000 GT and
upwards: 25 m3/hr
2. For cargo ships less than 2000 GT: 15 m3/hr.
Pressure at hydrants: When the pump is delivering the required quantity of water, the
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pressure at any hydrants shall be not less than the minimum pressure required by
chapter II-2 of the Convention. (Passenger ships less than 4000 GT: 0.30 N/mm2,
cargo ships 6000 GT and upwards: 0.27 N/mm2 and cargo ships less than 6,000 GT:
0.25 N/mm2)
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Any diesel driven power source for the pump shall be capable of being readily started
in its cold condition down to the temperature of 0 degrees C by hand (manual)
cranking. If this is impracticable, or if lower temperature are likely to be encountered,
consideration is to be given to the provision and maintenance of heating arrangement,
acceptable to the Administration so that ready starting will be assured. If hand starting
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is impracticable, the Administration may permit other means of starting. These means
shall be such as to enable the diesel driven power source to be started at least six
times within a period of 30 min and at least twice within the first 10 min.
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Any service fuel tank shall contain sufficient fuel to enable the pump to run on full load
for at least three hours and sufficient reserves of fuel shall be available outside the
machinery space of category A to enable the pump to be run on full load for an
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additional 15 h.
What is the method of starting emergency fire pump in case of failure of main and
emergency supply of power?
The power source of an emergency fire pump can be either diesel driven motor or an
electric motor which is connected to the emergency switchboard.

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In case the pump is driven by an electric motor and both main and emergency supply
of power has failed, the emergency fire pump cannot be operated.
In case the pump is driven by a diesel motor then it can be run for 3 hrs with the fuel in
the tank and reserve fuel will be available for it to run for further 15 hrs. It will not be
affected by failure of electrical power.
What is the capacity of the emergency fire pump?
ZA
As per SOLAS II-2,
Total capacity of required fire pumps
The required fire pumps shall be capable of delivering for fire-fighting purposes a
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quantity of water, at the required pressure as follows:
Pumps in passenger ships, the quantity of water is not less than two thirds of the
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quantity required to be dealt with by the bilge pumps when employed for bilge
pumping. (calculated as per SOLAS II-1 / 35-1), and
Pumps in cargo ships, other than any emergency fire pump, the quantity of water is not
less than four thirds of the quantity required under regulation II-1/35-1 to be dealt with
by each of the independent bilge pumps in a passenger ship of the same dimension
when employed in bilge pumping, provided that in no cargo ship, need the total
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required capacity of the fire pumps exceed 180 m3/h.
Capacity of each fire pump

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Each of the required fire pumps (other than any emergency fire pump) shall have a
capacity not less than 80% of the total required capacity divided by the minimum number
of required fire pumps but in any case not less than 25 m3/h and each such pump
shall in any event be capable of delivering at least the two required jets of water.
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Capacity of Emergency Fire Pump:
As per FSS Code Chapter 12, the capacity of the emergency fire pump shall not be less
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than 40% of the total capacity of the fire pumps required by regulation II-2 and in any case
not less than the follow:
For passenger ships less than 1000 GT and for cargo ships of 2000 GT and
upwards: 25 m3/hr
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For cargo ships less than 2000 GT: 15 m3/hr

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EMERGENCY GENERATOR
What are the requirements for emergency generator?
Requirements for Emergency source of electrical power are given in:
SOLAS II-1 / 42 – for passenger ships

SOLAS II-1 / 43 – for cargo ships
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As per SOLAS II-1 / 43,
A self-contained emergency source of electrical power shall be provided.

The emergency source of electrical power, associated transforming equipment, if any,
transitional source of emergency power, emergency switchboard and emergency
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lighting switchboard shall be located above the uppermost continuous deck and shall
be readily accessible from the open deck. They shall not be located forward of the
collision bulkhead.
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The location shall be such as to ensure that a fire or other casualty in the space
containing the main source of electrical power will not interfere with the supply, control
and distribution of emergency electrical power. As far as practicable, the space
containing the emergency source of electrical power shall not be contiguous to the
boundaries of machinery spaces of category A or those spaces containing the main
source of electrical power.
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The electrical power available shall be sufficient to supply all those services that are
essential for safety in an emergency. The emergency source of electrical power shall
be capable of supplying simultaneously at least the following services for the periods
specified:
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1. For a period of 3 h, emergency lighting at every muster and embarkation station

and over the sides.
2. For a period of 18 h,
a) Emergency lighting
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b) Navigation lights and other lights required by COLREGS

c) VHF, MF/HF, Sat-C as applicable
d) All internal communication equipment as required in an emergency
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e) Shipborne navigational equipment as required by regulation V/19 (where such

provision is unreasonable or impracticable the Administration may waive this
requirement for ships of less than 5000 GT)
f) Fire detection and fire alarm system
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g) Intermittent operation of the daylight signaling lamp, ship's whistle, manually

operated call points and all internal signals that are required in an emergency
h) One of the fire pumps (if dependent upon the emergency generator for its
source of power)

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In a ship engaged regularly in voyages of short duration, the Administration if satisfied

that an adequate standard of safety would be attained may accept a lesser period than
the 18 h period but not less than 12 h.
Steering gear must be powered for at least 30 min in ship of 10000 GT and upwards
and at least 10 min in any other ship.
The emergency source of electrical power may be either a generator or accumulator
battery.
Where the emergency source of electrical power is a generator, is shall be :
a) driven by a suitable prime mover with an independent supply of fuel, having a
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flashpoint of not less than 43 °C;
b) started automatically and connect to the ESB upon failure of the main source of
electrical power supply unless a transitional source of emergency electrical power
is provided;
c) provided with a transitional source of emergency electrical power unless an
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emergency generator is provided capable both of supplying the required services
and of being automatically started and supplying the required load as quickly as is
safe and practicable subject to a maximum of 45 s.
capable of:
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Where the emergency source of electrical power is an accumulator battery it shall be
a) carrying the emergency electrical load without recharging while maintaining the
voltage of the battery throughout the discharge period within 12% above or below
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its nominal voltage.
b) automatically connecting to the emergency switchboard in the event of failure of the
main source of electrical power ;and
c) immediately supplying at least those services specified for the transitional source of
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emergency electrical power.
The ESB shall be installed as near as is practicable to the emergency source of

electrical power. Where the emergency source of electrical power is a generator, the
ESB shall be located in the same space unless the operation of the ESB would thereby
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be impaired.
No accumulator battery shall be installed in the same space as the ESB.
The emergency generator and its prime mover and any emergency accumulator
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battery shall be so designed and arranged as to ensure that they will function at full
rated power with the ship listed up to 22.5˚ either side or trimmed up to 10˚.
Provision shall be made for the periodic testing of the complete emergency system and
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shall include the testing of automatic starting arrangements.
[SOLAS II-1 / 42 gives the requirements for passenger ships. It is almost the same as for
cargo ships, but instead of 3 h / 18 h, the power must be sufficient for 36 h. Steering gear
for 30 mins for ships of 10000 GT & upwards and 10 mins for any other ship. Additionally,
it should allow 36 hr operation of automatic sprinkler pump and emergency bilge pump.
Also, it should allow operation of any W/T doors and lift cars for atleast 30 mins. For
passenger ships engaged regularly on voyages of short duration, the Administration if

223
satisfied that an adequate standard of safety would be attained may accept a lesser period
than the 36 hour period for certain equipments but not less than 12 hours. Passenger
ships are additionally provided with a transitional source of emergency electrical power
consisting of an accumulator battery.]
As per SOLAS II-1 / 44 (Starting arrangements for emergency generating sets),

emergency generating sets shall be capable of being readily started in their cold condition
at a temperature of 0°C. If this is impracticable, or if lower temperatures are likely to be
encountered, provision acceptable to the Administration shall be made for the
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maintenance of heating arrangements, to ensure ready starting of the generating sets.
Each emergency generating set arranged to be automatically started shall be equipped
with starting devices with a stored energy capability of at least three consecutive starts. A
second source energy shall be provided for an additional three starts within 30 min unless
manual starting (hand-cranking) can be demonstrated to be affective.
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What are the requirements for starting of emergency generator?
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It must be equipped with starting devices approved by the Administration with a stored
energy capability of at least three consecutive starts.
A second source of energy shall be provided for an additional three starts within 30 min
unless manual starting can be demonstrated to be effective.
The stored energy can be electrical and hydraulic or pneumatic starting systems. The
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electrical and hydraulic system must be maintained from the emergency switchboard,
whereas the compressed air starting systems may be maintained by the main or
auxiliary compressed air receivers or by an emergency air compressor.
All of these starting, charging and energy storing devices shall be located in the
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emergency generator space.
In case of a black out, what all will be powered by the emergency generator? What
are the requirements in regards to this?
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All the equipments that are connected to the ESB will be given power from the emergency
source of power. (refer to answer above) – SOLAS Chapter II-1 / 43 (for cargo ships)
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How will you test emergency generator? What is the frequency of such a test? What
is sequence test?
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SOLAS II-1 / 43 requires provisions to be made for the periodic testing of the complete
emergency system and shall include the testing of automatic starting arrangements.
Emergency Generator could be powered either by two batteries, or either by a battery and
secondary manual means such as hand cranking or pneumatic or hydraulic means.

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The testing of ship‟s emergency generator is done every week (as part of weekly checks)
by running it unloaded to check if it starts on battery mode. The secondary means is also
tested to ensure that it is working fine.
Every month automatic start of generator is done to check its automatic operation and to
see whether it comes on load.
Procedure for testing on Manual Mode:
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Put the switch from Auto to Manual.
Check which Battery (1 or 2) is selected.
Press the start button. (Load will not be taken as main generators are running)
Press the stop button and switch to the second battery. If secondary source is
hydraulic accumulator, open the valve from accumulator to generator and push the
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spring loaded valve. The generator will start.
Keep the generator running to about 10 min. Check the voltage and frequency. Check
the exhaust temp and other parameters. Check the sump level
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Press the stop button and put the switch back to „Auto‟.
If secondary system is a hydraulic accumulator, always pressurize the hydraulic
accumulator to desired pressure after testing
Procedure for Testing Automatic Start:

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There is a breaker which connects ESB and Main Switch Board. There is also an
interlock provided due to which the emergency generator and main power of the ship
cannot be supplied together. Therefore, we simulate by opening the breaker, which
can be done from the MSB or the ESB panel.
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After opening the breaker, the emergency generator starts automatically with the help
of batteries and will supply essential power to machinery & pumps connected to ESB.
For stopping the generator, the breaker is closed again and due to the interlock the
generator becomes off load.
Now put the switch to manual mode and press the stop button to stop the generator.
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What are the fuel requirements of an emergency generator?

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As per SOLAS II-1,

Emergency generator shall be driven by a suitable prime mover with an independent
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supply of fuel, having a flashpoint (closed cup test) of not less than 43°C.
The controls for remote operation of the valve for the emergency generator fuel tank
shall be in a separate location from the controls for remote operation of other valves for
tanks located in machinery spaces.
Fuel must be sufficient for the required running operation of the emergency generator
in order to supply electrical power to the various equipments connected to the ESB for
the required period of time.

225
MISC FFA
What is an EEBD? What are the requirements for EEBD? How many EEBD’s will you
have in the E/R?
An EEBD is a supplied air or oxygen device only used for escape from a compartment that
has a hazardous atmosphere and shall be of an approved type.
It is required by SOLAS II-2 / 13 (Means of escape from control stations, accommodation
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spaces and service spaces)
EEBD shall comply with the FSS Code. Spare EEBD‟s shall be kept onboard.
All ships shall carry at least two EEBD‟s within accommodation spaces.
In passenger ships, at least two EEBD‟s shall be carried in each main vertical zone.
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In passenger ships carrying more than 36 passengers, additionally, two EEBD‟s shall
be carried in each main vertical zone.
On all ships, within the machinery spaces, EEBD‟s shall be situated ready for use at
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easily visible places, which can be reached quickly and easily at any time in the event
of fire. The location of EEBD‟s shall take into account the layout of the machinery
space and the number of persons normally working in the spaces. The number and
location of EEBD‟s shall be indicated in the fire control plan.
As per Chapter 14 of IBC Code, chemical tankers carrying cargoes of Chapter 17 which
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require emergency equipment (Yes in column n) shall be provided with suitable respiratory
and eye protection sufficient for every person on board for emergency escape purposes)
As per Chapter 3 of the FSS Code,

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EEBDs shall not be used for fighting fires, entering oxygen deficient voids or tanks, or
worn by fire-fighters. In these events, a self-contained breathing apparatus, which is
specifically suited for such applications, shall be used.
The EEBD shall have a service duration of at least 10 min. (15 mins for the ones
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required by Chapter 14 of IBC Code)

The EEBD shall include a hood or full face piece, to protect the eyes, nose and mouth
during escape. Hoods and face pieces shall be constructed of flame resistant materials
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and include a clear window for viewing.

An inactivated EEBD shall be capable of being carried hands- free.
Brief instructions or diagrams clearly illustrating their use shall be clearly printed on the
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EEBD.
The donning procedures shall be quick and easy to allow for situations where there is
little time to seek safety from a hazardous atmosphere.
Maintenance requirements, manufacturer's trademark and serial number, shelf life with
accompanying manufacture date and name of approving authority shall be printed on
each EEBD. All EEBD training units shall be clearly marked.

226
What are various types of fire detectors? What is their testing frequency or
requirement?
As per FSS Code Chapter 9 (Fixed fire detection and fire alarm systems)
Detectors shall be operated by heat, smoke, flame, or combination of these factors.
Flame detectors shall only be used in addition to smoke or heat detectors.
Smoke detectors shall operate between smoke density of 2% and 12.5% obscuration
per metre.
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Heat detectors shall operate between temperatures of 54 and 78 degrees C. The
operation temperature of heat detectors in drying rooms and similar spaces may be up
to 130 degrees C, and up to 140 degrees C in saunas.
All detectors shall be of a type such that they can be tested for correct operation.
Maximum distance between smoke detectors is 11m and that between heat detectors
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is 9m. Maximum distance away from bulkheads is 5.5m and 4.5m respectively.
As per MSC.1/Circ.1432, every month a sample of detectors and manual call points are to
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be tested so that all devices have been tested within five years. For very large systems the
sample size should be determined by the Administration. Also, visually inspect all
accessible detectors for evidence of tampering obstruction, etc., so that all detectors are
inspected within one year.
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How will you operate the QCV’s in case of fire? Where are they located? How does it
work? What maintenance does it require?
On ships, marine diesel engines draw fuel from the service tanks. All these tanks are
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provided with a specific valve known as quick closing valve, in order to shut the fuel
supply in case of emergency such as fire. The closing of the valve can be done either
locally or remotely.
All of the QCV‟s are connected to a common system for remotely closing them all
together. This has to be done manually from the fire control station where such remote
control is located. The remote closing of QCV‟s works by pull wires, hydraulically or by
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compressed air.
The remote closing of QCV‟s is designed to positively shutoff all the valves on fuel oil
systems in order to stop the fuel supply in the event of a fire by only one action.
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In case of fire, I will go to the fire control station and operate the QCV by the procedure
as indicated on the system. Procedure on my last ship was simple. The system worked
pneumatically and had an air cylinder with stored „emergency shut off air‟. The
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pressure gauge showed the pressure in the cylinder. In order to activate the shutdown
of all fuel oil and lube oil valves (in case of fire in engine room), the three-way cock
must be opened in order to supply the required air for effecting the shut down. The air
passes through the piping to the local valve which is spring-loaded. The air pressure
causes the lever to move and the valve to close thereby stopping the fuel supply.
QCVs are to be regularly maintained and tested for proper operation. Maintenance
includes checking the open condition of the valve, physical condition, remote and local

227
operation when the tank is not in use, air pressure (if pneumatic) or oil level (if
hydraulic), etc. If wires are used, they must not be slack. If pneumatic the air must be
drained for condensate and re-pressurized as required. No modifications must be
made to the QCV‟s. As per SMS, the QCV‟s must be tried out once every 3 months.
Your ship is reaching Australia; you come to know that one of your fire pump is not
working, what will you do?
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I will inform the Company and requisition for the required spares. I will ask technician
attendance at arrival port if required.
I will ask Company to obtain a dispensation from the Flag State in order to avoid any
problem with the PSC.
I will also inform the Local agent and Port authorities of the non-functional fire pump
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and the dispensation so received.
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What is the Fire blanket made of? What is the working principle?
A fire blanket is a highly flame-resistant blanket that can be used to extinguish a small
fire or to wrap around a person in case of a fire. Fire blanket is made from 2 layers of
woven glass fibre fabric and an inner layer of fire retardant film.
It works by cutting off the oxygen supply to the fire (Smothering).
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AN
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ASM ORAL NOTES BY ROHAN D’SOUZA MARPOL
MARPOL
Describe the history of MARPOL 73/78. What was the ‘78 protocol and why was it
adopted? When did it come in force?
The International Convention for the Prevention of Pollution from Ships (MARPOL) is the
main international convention covering prevention of pollution of the marine environment
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by ships from operational or accidental causes. The MARPOL Convention was adopted in
1973 at IMO. The Protocol of 1978 was adopted in response to a spate of tanker
accidents in 1976-1977. As the 1973 MARPOL Convention had not yet entered into force,
the 1978 MARPOL Protocol absorbed the parent Convention. The combined instrument
entered into force on 2 October 1983. In 1997, a Protocol was adopted to amend the
Convention and a new Annex VI was added which entered into force in 2005.
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The Convention includes regulations aimed at preventing and minimizing pollution from
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ships - both accidental pollution and that from routine operations - and currently includes
six technical Annexes.
OILPOL:
In 1954, IMO implemented OILPOL. It was further updated in 1962. The OILPOL
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Convention recognized that most oil pollution resulted from routine shipboard
operations such as the cleaning of cargo tanks. In the 1950s, the normal practice was
simply to wash the tanks out with water and then pump the resulting mixture of oil and
water into the sea. OILPOL 54 prohibited the dumping of oily wastes within a certain
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distance from land and in 'special areas' where the danger to the environment was
especially acute.
In 1967, the incident of Torrey Canyon sparked controversy and resulted in a series of
conventions, including further amendments to the 1954 Convention, which were
adopted in 1969.
In 1971, OILPOL was amended again, however it was generally felt that an entirely
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new instrument was required to control pollution of the seas by ships.
Birth of MARPOL:
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In 1973, IMO convened a major conference to discuss the whole problem of marine
pollution by ships. It resulted in the adoption of the first ever comprehensive anti-
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pollution convention, the International Convention for the Prevention of Pollution from
Ships and thus MARPOL was born with the objective of minimizing pollution of the
oceans and seas and preserve the marine environment.
In 1978, IMO convened a Conference on Tanker Safety and Pollution Prevention,
which adopted a protocol to the 1973 MARPOL Convention introducing further and
stricter measures which included requirements for certain operational techniques and a
number of modified constructional requirements. The Protocol of 1978 relating to the
1973 MARPOL Convention in effect absorbs the parent Convention with modifications.

229
This combined instrument is commonly referred to as MARPOL 73/78 and came into
effect on 2nd October 1983. The Convention has been amended as required on several
occasions since then.
To which ships does MARPOL apply?
The MARPOL 73/78 Convention applies to all ships entitled to fly the flag of a Party to the
Convention. It does not apply to warships, naval auxiliary or other ships owned or
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operated by a State and used only for Government non-commercial service.
The Annexes further specify to which ships those annexes are applicable. Annex I, V and
VI apply to all ships unless expressly provided otherwise. Annex II applies to all ships
certified to carry NLS in bulk. Annex III of MARPOL is applicable to all ships carrying
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harmful substances in packaged form. Annex IV is applicable to ships of 400GT and
above and those less than 400GT if certified to carry more than 15 persons.
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Name all annexes of MARPOL and when they came in force.
ANNEX
Annex I: Regulations for the Prevention of pollution by Oil

ENTRY INTO
FORCE
2nd Oct 1983
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Annex II: Regulations for the Control of Pollution by NLS in Bulk 2nd Oct 1983
Annex III: Regulations for the Prevention of pollution by Harmful 1st July 1992
Substances carried by sea in packaged form
Annex IV: Regulations for Prevention of pollution by Sewage from ships 27th Sept 2003
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Annex V: Regulations for Prevention of pollution by Garbage from ships 31st Dec 1988
Annex VI: Regulations for the Prevention of Air pollution from ships 19 May 2005
(Protocol of 1997)
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Which are the latest amendments to MARPOL?
Sulphur Limit in Fuel Oil: The global limit for sulphur in fuel oil used on board ships of
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0.50% m/m (mass by mass) entered into effect from 1 January 2020. This will
significantly reduce the amount of sulphur-oxide emanating from ships and should
have major health and environmental benefits for the world, particularly for populations
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living close to ports and coasts

Electronic record books: MARPOL Amendments adopted in October 2020 allows for
electronic record books to be used such as ORB Part 1 & 2, Cargo Record Book,
Garbage Record Book and other records as required.
MARPOL amendments on EEDI regulations for ice-strengthened ships adopted in
October 2020, relating to the EEDI regulations for ice-strengthened ships, replacing
the words "cargo ships having ice-breaking capability" with "category A ships as
defined in the Polar Code".

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2019 Amendments to Annex II and IBC Code relating to cargo residues and tank
washings of persistent floating products. It entered into force on 1st Jan 2021. It
introduces for certain specified areas, strict pre-wash requirements for persistent
floating products with a high-viscosity and/or a high melting point that can solidify
under certain conditions (for examples certain vegetable oils and paraffin-like cargoes)
MARPOL Annex VI 2018 amendments on Carriage ban on non-compliant fuel oil
entered into force on 1st March, 2020 which prohibits the carriage of non-compliant fuel
oil for combustion purposes for propulsion or operation on board a ship, unless the
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ship has an exhaust gas cleaning system ("scrubber") fitted, if accepted by the flag
State as an alternative means to meet the sulphur limit requirement.
2018 Amendments to amend the form of IAPP Certificate to prohibit the carriage of
non-compliant fuel.
2018 Amendments to Annex VI to include North Sea Area as ECA for SOx.
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2018 Amendments to Annex VI to update the EEDI parameters for ro-ro cargo ships
and ro-ro passenger ships.
2017 Amendments to Annex VI for designation of the Baltic Sea and the North Sea
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Emission Control Areas for NOX Tier III control and Information to be included in the
bunker delivery note.
Other amendments:
1. Inclusion of Baltic Sea as Special Area under Annex IV for passenger ships
2. Amendment in the Form of ISPP certificate
3. Amendment to Annex V – Solid bulk cargo other than grain shall be declared by the
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shipper as to whether or not they are harmful to the marine environment. If any
cargo is HME, it cannot be discharged as per discharge criteria of Annex V, even if
in cargo hold wash water.
4. Amendments to the GRB including entry for disposal of garbage in Polar waters
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and adding Garbage Category J for non-HME Cargo residues and K for HME cargo
residues
Which are the future amendments to MARPOL not yet in force?

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Future Amendments to MARPOL Annex VI on sulphur content definition and sampling:
New definitions for “Sulphur content of fuel oil”, “Low-flashpoint fuel”, “MARPOL
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delivered sample”, and more.

Fuel oil sampling and testing - 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
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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.
Amendments to 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.

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What actions will you take if you find someone violating MARPOL?
I will immediately stop him from carrying out such actions that violate MARPOL. I will
report the incident to the Company using the Company‟s incident reporting form or Open
Reporting platform provided by the Company to report such malpractices. I will take strict
action against violators and support the Company in bringing the offenders to book, as per
the Company‟s safety and environment protection policy.
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What is PSSA and is it same as ‘special area’? Name all PSSA’s.
A Particularly Sensitive Sea Area (PSSA) is an area that needs special protection through
action by IMO because of its significance for recognized ecological or socio-economic or
scientific reasons and which may be vulnerable to damage by international maritime
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activities. The criteria for the identification of PSSA and the criteria for the designation of
special areas are not mutually exclusive. In many cases a PSSA may be identified within a
Special Area and vice versa.
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Guidelines on designating a PSSA are contained in Resolution A.982(24) (Revised
guidelines for the identification and designation of Particularly Sensitive Sea Areas)
When an area is approved as a particularly sensitive sea area, specific measures can be
used to control the maritime activities in that area, such as routeing measures, strict
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application of MARPOL discharge and equipment requirements for ships, such as oil
tankers; and installation of Vessel Traffic Services (VTS).
Special areas on the other hand are specifically defined in the MARPOL Annexes and all
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ships have to comply with the requirements when in a special area with respect to the
discharges from the ship.
The following PSSA‟s have been designated:
1. The Great Barrier Reef (including Torres Strait), Australia

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2. The Sabana-Camagüey Archipelago in Cuba

3. Malpelo Island, Colombia
4. The sea around the Florida Keys, United States
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5. The Wadden Sea, Denmark, Germany, Netherlands

6. Paracas National Reserve, Peru
7. Western European Waters
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8. Canary Islands, Spain

9. The Galapagos Archipelago, Ecuador
10. The Baltic Sea area
11. The Strait of Bonifacio, France and Italy
12. The Saba Bank, Netherlands
13. The Jomard Entrance, Papua New Guinea
14. Tubbataha Reefs Natural Park, the Sulu Sea, Philippines

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ANNEX I
State the discharge criteria for oily water from machinery spaces in and outside
special area of MARPOL Annex I.
As per Regulation 15 (Control of Discharge of Oil) of MARPOL Annex I, any discharge into
the sea of oil or oily mixtures from ships of 400 GT and above shall be prohibited except
when all the following conditions are satisfied:
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1. the ship is proceeding en route;
2. the oily mixture is processed through an oil filtering equipment meeting the
requirements of Regulation 14 of this Annex
3. the oil content of the effluent without dilution does not exceed 15 parts per million;
4. the oily mixture does not originate from cargo pump-room bilges on oil tankers; and
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5. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
In special area, all above conditions are same, except that instead of Regulation 14,
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regulation 14.7 is applicable. Regulation 14.7 requires the oil filtering equipment to have
an alarm and automatic stopping device when oil content exceeds 15ppm.
In respect of the Antarctic area, any discharge into the sea of oil or oily mixtures from any
ship shall be prohibited.
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For ships of less than 400 GT, oil and all oily mixtures shall either be retained on board for
subsequent discharge to reception facilities or discharged into the sea in accordance with
the following provisions:
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1. the ship is proceeding en route;

2. the ship has in operation equipment of a design approved by the Administration that
ensures that the oil content of the effluent without dilution does not exceed 15 parts per
million;
3. the oily mixture does not originate from cargo pump-room bilges on oil tankers; and
4. the oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
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What is the discharge criteria for discharging oily cargo residues?

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As per Regulation 34 (Control of discharge of Oil) of MARPOL Annex I,

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A) Discharges outside special areas except in Arctic Waters:
Any discharge into the sea of oil or oily mixtures from the cargo area of an oil tanker
shall be prohibited except when all the following conditions are satisfied:
1. the tanker is not within a special area;

2. the tanker is more than 50 nautical miles from the nearest land;

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3. the tanker is proceeding en route;

4. the instantaneous rate of discharge of oil content does not exceed 30 litres per
nautical mile;
5. the total quantity of oil discharged into the sea does not exceed for tankers
delivered on or before 31 December 1979, 1/15,000 of the total quantity of the
particular cargo of which the residue formed a part, and for tankers delivered after
31 December 1979, 1/30,000 of the total quantity of the particular cargo of which
the residue formed a part.
6. the tanker has in operation an oil discharge monitoring and control system and a
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slop tank arrangement as required by regulations 31 and 29 of this Annex.
B) Discharges in Special Areas:
Any discharge into the sea of oil or oily mixture from the cargo area of an oil tanker
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shall be prohibited while in a special area.
C) Requirements for oil tankers of less than 150 gross tonnage
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The requirements of regulations 29 (Slop Tanks), 31 (ODMCS) and 32 (Oil-water
interface detector) of this Annex shall not apply to oil tankers of less than 150 gross
tonnage, for which the control of discharge of oil under this regulation shall be effected
by the retention of oil on board with subsequent discharge of all contaminated
washings to reception facilities, unless adequate arrangements are made to ensure
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that any effluent which is allowed to be discharged into the sea is effectively monitored
to ensure that the provisions of this regulation are complied with.
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What is the trim and ballast requirement as per MARPOL?
As per Regulation 18 (Segregated Ballast Tanks) of MARPOL Annex I,
Every crude oil tanker of 20000 T DWT and above and every product carrier of 30000 T
DWT and above delivered after 1 June 1982, shall be provided with segregated ballast
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tanks and shall comply with following requirements:
The capacity of the segregated ballast tanks shall be so determined that the ship may
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operate safely on ballast voyages without recourse to the use of cargo tanks for water
ballast. The capacity of SBT shall be at least such that, in any ballast condition at any
part of the voyage, the ship's draughts and trim can meet the following requirements:
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1. Moulded draught amidships (dm) in metres shall not be less than: dm = 2.0 + 0.02L
2. Trim by the stern shall not be greater than 0.015L
3. Aft draft shall not be less than that required for full immersion of the propeller(s).

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In no case shall ballast water be carried in cargo tanks, except when weather
conditions are so severe that, in the opinion of the master, it is necessary to carry
additional ballast water in cargo tanks for the safety of the ship.
In the case of crude oil tankers, the heavy weather ballast shall be carried in cargo
tanks only if such tanks have been crude oil washed before departure from an oil
unloading port or terminal.
What is a SBT? What was the width of the tank at the ship’s side on your last ship?
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Segregated ballast tank means a tank which only carries segregated ballast and is
completely separated from the cargo oil and oil fuel system and which is permanently
allocated to the carriage of ballast.
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As per Regulation 19 (Double hull and double bottom requirements for oil tankers
delivered on or after 6 July 1996), every oil tanker of 5000 T DWT and above shall have
the entire cargo tank length protected by ballast tanks or spaces other than tanks that
carry oil as follows:
A) Wing tanks or spaces

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Wing tanks or spaces shall extend either for the full depth of the ship's side or from the top
of the double bottom to the uppermost deck. They shall be arranged such that the cargo
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tanks and ship side shell plating are separated by atleast the minimum distance „w‟, where
w = 0.5 + (DW/20000) or 2.0 m, whichever is the lesser. The minimum value of w = 1.0 m
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B) Double bottom tanks or spaces
The depth of each double bottom tank or space shall be such that the distance between
the bottom of the cargo tanks and the moulded line of the bottom shell plating is not less
than „h‟ specified below:
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h = B/15 or 2.0 m, whichever is the lesser. The minimum value of h = 1.0 m.
My last ship was a Oil/Chemical Tanker (Type 2/3) and hence, the requirement of IBC
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were applicable with regards to width of the tank at the ship side.
Vertical separation i.e. height of DB = B/15 or 6m whichever is less. Last ship breadth
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was 24, hence, height of DB was 1.6m.

The minimum distance of the cargo tanks from the side shell plating is 760mm.
However, the width of the side tank was 1.8m.

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What is the difference between segregated and clean ballast?
Segregated ballast means the ballast water introduced into a tank which is completely
separated from the cargo oil and oil fuel system and which is permanently allocated to the
carriage of ballast.
Clean ballast means the ballast in a tank which, since oil was last carried therein, has
been so cleaned that effluent therefrom if it were discharged from a ship which is
stationary into clean calm water on a clear day would not produce visible traces of oil on
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the surface of the water or on adjoining shorelines or cause a sludge or emulsion to be
deposited beneath the surface of the water or upon adjoining shorelines. If the ballast is
discharged through an ODMCS, evidence based on such a system that the oil content of
the effluent did not exceed 15 ppm shall be determinative that the ballast was clean, in
spite of the presence of visible traces.
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Segregated ballast water can be discharged above or below water line by gravity or by
pumps. There are no restrictions. However, for clean ballast it must be discharged above
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the water line. If discharged below the water line, the surface must be checked before
discharging. Clean ballast is discharged via ODMCS to ensure that the oil content does
not exceed 15ppm. On oil tankers delivered on or before 1st June 1982, capable of
discharging the clean ballast only below the water line, need to be equipped with an oil
content meter, to enable supervision of the oil content in ballast water being discharged.
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What is heavy weather ballast and its requirements?
Heavy weather ballast is the additional ballast that is carried in the cargo tanks or cargo
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holds in excess of the ballast carried in the segregated ballast tanks.
As per Regulation 18 (Segregated Ballast Tanks) of MARPOL Annex I, the capacity of the
segregated ballast tanks shall be so determined that the ship may operate safely on
ballast voyages without recourse to the use of cargo tanks for water ballast. The SBT must
have enough capacity to meet the draft and trim requirements of this regulation.
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It also states that in no case shall ballast water be carried in cargo tanks, except when
weather conditions are so severe that, in the opinion of the master, it is necessary to carry
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additional ballast water in cargo tanks for the safety of the ship.
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What is double bottom? What was the height of the double bottom of your last
ship? From which date is single hull not allowed? What are the regulations in this
regard?
Double bottom is the space between the cargo tank bottom plating and the ship‟s bottom
shell plating. It is provided on double hull ships with a view to preventing pollution due to
damage to the ship‟s bottom.

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Height of the double bottom on my last ship was 1.6m meeting the criteria set by IBC
Code.
Single hull tankers were completely phased out by 2015 as per the table provided by
MEPC to amend MARPOL Annex I. Also, OPA-90 also made it impossible for single hull
tankers to enter US waters after 1st Jan 2015. The IMO was forced to phase out all single
hull tankers by 2015 due to the Erika incident.
Requirements for Double Hull:
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In 1992 MARPOL was amended to make it mandatory for tankers of 5,000 dwt and more
ordered after 6 July 1993 (or delivered after 6th July 1996) to be fitted with double hulls, or
an alternative design approved by IMO (regulation 19 in Annex I of MARPOL).
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The requirement for double hulls also applied to existing ships under a programme that
began in 1995 (regulation 20 in Annex I of MARPOL). All tankers would have to be
converted (or taken out of service) when they reached a certain age (up to 30 years old).
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This measure was adopted to be phased in over a number of years because shipyard
capacity is limited and it would not be possible to convert all single hulled tankers to
double hulls without causing immense disruption to world trade and industry.
Width of the side tank (w) to be:

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w = 0.5 + (DW/20000) or 2.0 m, whichever is the lesser. The minimum value of w = 1.0 m
Height of the DB (h) to be:

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h = B/15 or 2.0 m, whichever is the lesser. The minimum value of h = 1.0 m.
How is sludge in E/R controlled/managed and discharged? Where is the sludge

retention capacity mentioned?
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Sludge in E/R is controlled / managed in the following way:
Discharging the sludge to shore reception facility

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Burning sludge in the incinerator (if mentioned in the Form A/B)

Burning sludge in the Auxiliary Boiler (if mentioned in the Form A/B)
Carrying out proper preventive maintenance and avoiding any leaks or overflows.
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Receiving and using good quality of bunkers
Dedicated sludge tanks and their retention capacity and means of disposal of sludge will
be mentioned in the Supplement of IOPP Certificate (Form A or B).

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What are the STS amendments for tankers? Where will you find regulations related
to STS operations?
Chapter 8 of MARPOL Annex I (Prevention of pollution during transfer of oil cargo

between oil tankers at sea) deals with STS operations. It has regulations 40, 41 and 42.
Regulation 40: Scope of Application

It applies to oil tankers of 150 GT and above engaged in STS operations.
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It does not apply to fixed or floating platforms, drilling rigs, storage and offloading
facilities (FPSO‟s) and Floating storage units (FSU‟s).
It does not apply to bunkering operations.
It does not apply to STS operations necessary for safety of the ship, or saving life at
sea or for combating specific pollution incidents.
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It does not apply if either of the ship is a warship, naval auxiliary or a ship owned or
operated by a State and used only for Government non-commercial service.
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Regulation 41: General Rules on safety and environmental protection
All oil tankers involved in STS operations must have onboard a STS operations plan
prescribing how to conduct a STS operation. The plan shall be approved by the
Administration and written in the working language of the ship.
The STS operations plan must be developed taking into account information contained
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in the Best practice guidelines identified by IMO. It may be incorporated in the SMS.
All ships must comply with the STS operations plan.
Records of STS operations must be retained onboard for three years and be readily
available for inspection.
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The Person in overall advisory control (POAC) must be qualified to perform all of his
duties.
Regulation 42: Notification

Each oil tanker that plans STS operations in the territorial sea or EEZ of a Party, shall
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notify that party not less than 48 hrs in advance of the scheduled STS operation.
Following information must be provided:
a) Name, flag, call sign and IMO number and ETA of all ships involved
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b) Date, time, location of commencement of planned STS operation

c) Operation to be conducted at anchor or underway
d) Oil type and quantity
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e) Planned duration of STS operations

f) Identification of STS service provider or POAC and contact information
g) Confirmation that STS operations plan is onboard
If ETA changes by more than 6 hrs, revised ETA must be sent to the Party.
If all information is not available at the time of notification, the notification must be
made stating the intention of carrying out STS operation and the relevant details must
be provided at the earliest opportunity.

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What will be your actions in case of ODMCS failure?
In case of ODMCS failure, I will:

Ensure that the discharge operation is automatically stopped upon failure of the
ODMCS as required by Regulation 31 of MARPOL Annex I.
Make entry of malfunction of ODMCS in the ORB-II under Code M (Condition of
ODMCS) stating the time of system failure, time when made operational and reasons
for failure.
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Carry out troubleshoot and seek Office assistance in the repair
Inform the Company and request for relevant spares / qualified service engineer at the
next port.
Inform Company to obtain a dispensation from Flag for the non-functioning ODMCS.
Inform Class, Charterer and Owner.
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Discharge oily water in the Slop tank to adequate shore reception facility which must
be arranged in consultation with the Company / Owner / Charterers.
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MARPOL Regulation I/31.2 states - “Any failure of this monitoring and control system shall
(automatically) stop the discharge. In the event of failure of the ODMCS, a manually
operated alternative method may be used, but the defective unit shall be made operable
as soon as possible. Subject to allowance by the port State authority, a tanker with a
defective ODMCS may undertake one ballast voyage before proceeding to a repair port.”
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MEPC 36/22 states - If the ODMCS fails during tank cleaning while the tanker is en route
to a loading port, the cleaning may continue as long as a planned and documented
manual method of monitoring and logging the discharge is being utilized. The vessel may
then make one loaded voyage after which the ODMCS must be repaired at the discharge
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port. If the repairs cannot be done at the discharge port, then the vessel may be allowed
one voyage directly to a port where ODMCS repairs can be accomplished.
The manual monitoring of the effluent discharge must be made during daylight hours using
the oil/water interface detectors as well as following ODMCS manufacturers‟ instructions
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for manual operation together with the below procedures:

1. Location and measurement of the oil/water interface must be undertaken and the
surface of the water adjacent to the effluent discharge must be visually observed.
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Relevant data must be recorded in the Oil Record Book Part II.
2. Flow reading can be estimated as per pump discharge characteristics
3. Ships speed to be recorded from GPS or Speed Log.
4. Calculation must be done manually and manual recording of oil content vs. water
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outflow to confirm total out flow; and

5. Pumps and valves must be manually operated and it must be confirmed that an
instantaneous rate of discharge of oil does not exceed 30 liters per nautical mile.

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What are the contents of ORB-2? What will you do if your chief mate makes wrong
entries in it? How will you suggest him to correct it?
As per Regulation 36 (Oil Record Book Part II – Cargo/ballast operations),
Every oil tanker of 150 GT and above shall be provided with an Oil Record Book Part II
(Cargo/Ballast Operations). Relevant entries shall be made on each of the following
occasion:
a) Loading of oil cargo;
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b) Internal transfer of oil cargo during voyage;
c) Unloading of oil cargo
d) Ballasting of cargo tanks and dedicated clean ballast tanks;
e) Cleaning of cargo tanks including crude oil washing;
f) Discharge of ballast except from segregated ballast tanks;
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g) Discharge of water from slop tanks;
h) Closing of all applicable valves or similar devices after slop tank discharge
operations;
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i) Closing of valves necessary for isolation of dedicated clean ballast tanks from
cargo and stripping lines after slop tank discharge operations; and
j) Disposal of residues;
k) Any accidental or other exceptional discharge of oil not excepted by the regulations,
stating the circumstances and the reasons for the discharge.
l) Any failure of the oil discharge monitoring and control system.
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Each of the above operation must be fully recorded without delay in the ORB-2. Each
completed operation shall be signed by officer or officers in charge of the operations
concerned and each completed page shall be signed by the master of ship.
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The ORB-2 shall be kept readily available for inspection. It shall be preserved for a
period of three years after the last entry has been made.
The PSCO or other competent authority may inspect the ORB-2 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.
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If my chief mate has made mistakes, I will correct him by telling him the correct way of
making the entry. Guidance in this regard is given in MEPC.1/Circ.736. I will make the
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Chief Mate read this guidance. It is specifically for ORB-1, but general guidance is useful
for ORB-2 and CRB as well.
“If a wrong entry has been recorded in the Oil Record Book (ORB), it should immediately
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be struck through with a single line in such a way that the wrong entry is still legible. The
wrong entry should be signed and dated, with the new corrected entry following.”

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ANNEX II
What are the MARPOL discharge criteria for Annex II?
MARPOL Annex II Regulation 13 (Control of discharge of residues of NLS)
For Category X:
A tank containing Category X cargo shall be emptied to the maximum extent in
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accordance with the P&A Manual. Thereafter, the tank shall be prewashed before the
ship leaves the port of unloading. The resulting residues shall be discharged to a
reception facility until the concentration of the substance in the effluent to such facility,
is at or below 0.1% by weight. This must be verified by the Surveyor by analysis of the
sample of the effluent. When the required concentration has been achieved, remaining
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tank washings shall continue to be discharged to the reception facility until the tank is
empty. Appropriate entries must be made in the CRB and endorsed by the Surveyor
(PSC).
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Any water subsequently introduced into the tank may be discharged into the sea in
accordance with the following criteria:
a) Ship is enroute at a speed of atleast 7 knots in the case of a self propelled ship and
at least 4 knots in the case of ships that are not self propelled.
b) The discharge is made at a distance of not less than 12 NM from the nearest land
and in a depth of water not less than 25 metres.
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c) The discharge is made below the waterline through the underwater discharge outlet
For Category Y:
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A tank containing Category Y cargo shall be emptied to the maximum extent in

accordance with the P&A Manual. The remaining residues or residue/water mixture
formed during tank cleaning can be discharged using the criteria as specified above.
For High-viscosity and Solidifying substances in Category Y, a pre-wash is required in
accordance with the P&A Manual. The residue/water mixture generated during the
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prewash shall be discharged to the shore reception facility until the tank is empty. Any
water subsequently introduced into the tank may be discharged into the sea in
accordance with the above criteria.
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For Category Z:
A tank containing Category Z cargo shall be emptied to the maximum extent in

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accordance with the P&A Manual. Any water introduced in the tank thereafter can be
discharged in accordance with the criteria specified above.
However, for ships constructed before 1st Jan 2007, the underwater discharge is not
mandatory for Category Z.
In the Antarctic Area (south of lat 600S) any discharge into the sea of NLS or mixtures
containing such substances is prohibited.

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Note:
A) Stripping requirements
For ships constructed before 1st July 1986: Cat. X & Y = 300 L / Cat. Z = 900 L
For ships constructed on or after 1st July 1986 but before 1st Jan 2007: Cat. X & Y =
100 L / Cat. Z = 300 L
For ships constructed on or after 1st Jan 2007: Cat. X, Y & Z = 75 L
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B) High Viscosity substance means a NLS in Category X or Y with a viscosity equal to or
greater than 50mPa.s at the unloading temperature.
C) Solidifying substance means a NLS which:

In the case of a substance with a melting point of less than 150C, which is at a
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temperature of less than 50C above its melting point at the time of unloading.
In the case of a substance with a melting point of 150C or more, which is at a
temperature of less than 100C above its melting point at the time of unloading.
the CRB? SO
What do you know about ‘Cargo record book’? What all entries are to be made in
As per Regulation 15 (Cargo Record Book) of MARPOL Annex II,

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Every ship to which Annex 2 applies shall be provided with a Cargo Record Book.
Entries should be promptly made in this book after completion of any of the following
operations:
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A) Loading of cargo
B) Internal transfer of cargo
C) Unloading of cargo
D) Mandatory prewash in accordance with the ship‟s P&A Manual
E) Cleaning of cargo tanks except mandatory prewash
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F) Discharge into the sea of tank washings

G) Ballasting of cargo tanks
H) Discharge of ballast water from cargo tanks
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I) Accidental or other exceptional discharge

J) Control by authorized surveyors
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Each of these operations are Coded with alphabets and the details required to be
recorded under each Code are numbered. Each entry shall be signed by the officer or
officers in charge of the operation concerned and each completed page shall be signed
by the master of the ship.
The Cargo Record Book shall be kept readily available for inspection and shall be
retained for a period of three years after the last entry has been made.
The PSCO or other competent authority may make a copy of any entry in the CRB and
may require the master of the ship to certify that the copy is a true copy of such entry.

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Describe the categories of cargo as per Annex 2 of MARPOL. How are they
decided?
As per Regulation 6 (Categorization and listing of NLS and other substances), NLS shall
be divided into following categories:
Category X: Noxious liquid substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a major hazard to either
marine resources or human health and, therefore, justify the prohibition of the
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discharge into the marine environment.
Category Y: Noxious liquid substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a hazard to either marine
resources or human health or cause harm to amenities or other legitimate uses of the
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sea and therefore justify a limitation on the quality and quantity of the discharge into
the marine environment
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Category Z: Noxious liquid substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a minor hazard to either
marine resources or human health and therefore justify less stringent restrictions on
the quality and quantity of the discharge into the marine environment.
Other substances: Substances indicated as OS (Other substances) in the pollution

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category column of chapter 18 of the IBC Code which have been evaluated and found
to fall outside category X, Y or Z, because they present no harm to marine resources,
human health, amenities or other legitimate uses of the sea when discharged into the
sea from tank cleaning or deballasting operations. The discharging of OS are not
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subject to any requirements of this Annex.
Products are assigned to Pollution categories based on GESAMP hazard evaluation

procedure. It provides an updated set of criteria for evaluating the hazards of chemicals
that may enter the marine environment through operational discharge, accidental spillage,
or loss overboard from ships. (GESAMP – Joint Group of Experts on the Scientific Aspect
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of Marine environmental Protection)

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What is SOPEP and SMPEP? Are they same or different? State their contents.
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SOPEP is mandatory under Regulation 37 of MARPOL Annex I for all oil tankers of
150 GT and above and all other ships of 400 GT and above.
SMPEP is mandatory under Regulation 17 of MARPOL Annex II for all ships of 150 GT
and above certified to carry NLS in bulk.
The plans are different as SOPEP deals with Oil pollution and SMPEP deals with
pollution incidents related to NLS. They can be combined when both the regulations
apply to a particular ship.

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SOPEP must be ship-specific and must include a flow chart, which will serve as a
guide in reporting procedures during an oil pollution incident. The contents of SOPEP
are as follows –
1. The procedure to be followed by the Master or other person incharge of the ship, to
report the oil pollution incident. It must also include an initial report format and other
subsequent reporting formats. It must include information on when to report, whom
to report and information required to be reported.
2. A detailed description of action to be taken immediately by persons onboard to
reduce or control the discharge of oil following the incident.
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3. Details of the follow-up actions to be taken, specifying role of shipboard personnel.
4. The list of coastal state contacts and port contact lists or persons to be contacted in
the event of oil pollution incident.
5. The procedure and point of contact on the ship for co-ordinating the shipboard
action with national and local authorities in combating pollution.
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6. Various plans of the ship like GA plan, pumping arrangement, midship section, etc.
7. Inventory of all SOPEP equipments carried onboard.
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SMPEP must be ship-specific and must include the following:
1. The procedure to be followed by the master or other persons having charge of the
ship to report a NLS pollution incident.
2. A detailed description of the action to be taken immediately by persons on board to
reduce or control the discharge of NLS following the incident.
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3. The list of authorities or persons to be contacted in the event of a NLS pollution
incident.
4. The procedures and point of contact on the ship for coordinating shipboard action
with national and local authorities in combating the pollution.
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5. If the requirements of SOPEP of Annex 1 also apply to the ship, then SMPEP may
be combined with the SOPEP. In this case, the title of the combined plan would be
SMPEP.
What are the equipments under SOPEP / SMPEP?

H
Following are the equipments under SOPEP / SMPEP:

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Oil absorbent rolls

Oil absorbent mats / sheets
Oil absorbent pillows
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Oil absorbent snakes and booms

Sawdust
Oil spill dispersant
Non-spark shovels
Plastic buckets and scoops
Plastic drums (200L) for liquid and solid waste
Portable air-driven pump (Wilden Pump)
Long handle brooms

244
PPE (Oil resistant boots, gloves, disposable overalls, etc)

Plastic waste bags
Scupper Plugs
What do you know about P&A Manual?
As per Regulation 14 (Procedures and Arrangements Manual),
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Every ship certified to carry substances of category X, Y or Z shall have on board a
Manual approved by the Administration.
The Manual shall have a standard format in accordance with the requirements of
Annex II. If the language is not English, French or Spanish, the text shall include a
translation into one of these languages.
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The main purpose of the Manual is to identify for the ship‟s officers the physical
arrangements and all the operational procedures with respect to cargo handling, tank
cleaning, slops handling and cargo tank ballasting and deballasting which must be
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followed in order to comply with the requirements of Annex II.
Following are the contents of the P&A Manual:
1. Name, Call Sign, IMO Number, POR & approval stamp of the Flag State
2. Main features of MARPOL 73/78, Annex II
3. Description of the ship‟s equipment and arrangements
4. Cargo unloading procedures and tank stripping
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5. Procedures relating to the cleaning of cargo tanks, the discharge of residues,
ballasting and deballasting, pre-wash requirements, etc.
6. Information and procedures
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What is the difference between NLS certificate and COF? Does a chemical tanker
carry both or only one of them?
NLS Certificate is issued under MARPOL Annex II Regulation 9, to a ship that has been
surveyed in accordance with MARPOL Annex II Regulation 8 and is fit to comply with the
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regulations of MARPOL Annex II. It is applicable for the carriage of NLS i.e. the
substances of Chapter 17 or 18 of the IBC Code falling under Category X, Y or Z.
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An International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk is

issued under Chapter 1.5 of IBC Code and it applies to chemical tankers intending to carry
liquid products listed in Chapter 17 of the IBC Code.
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MARPOL Annex II regulation 7 (survey and certification of chemical tankers) states that
chemical tankers which have been surveyed and certified in accordance with BCH Code
or IBC Code as applicable, shall be deemed to have complied with the regulations of
MARPOL Annex II relating to the survey and certification, and the certificate issued under
the BCH or IBC Code shall have the same force and receive the same recognition as the
certificate issued under MARPOL Annex II. Hence, chemical tankers will have only one
certificate, usually the COF as required by IBC Code.

245
What is the latest MARPOL Annex 2 amendment regarding persistent floating

products?
Latest amendment is made to MARPOL Annex II by MEPC.315(74). The amendments are

related to cargo residues and tank washings of persistent floating products. These have
entered into force on 1st Jan 2021.
Persistent floater definition is added to MARPOL Annex II Regulation 1.

Following is added to Regulation 13 (Control of discharges of residues of NLS)
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For substances assigned to category Y that are persistent floaters with a viscosity
equal to or greater than 50 mPa.s at 20ºC and/or with a melting point equal to or
greater than 0ºC, as identified by in column 'o' of chapter 17 of the IBC Code, the
following shall apply in the specified areas:
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1. A prewash procedure as specified in Annex II for Category Y substances
2. The residue/water mixture generated during the prewash shall be discharged to a
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reception facility at the port of unloading until the tank is empty
3. Any water subsequently introduced into the tank may be discharged into the sea in
accordance with the discharge standards.
The areas where the above is applicable includes North West European waters, Baltic
Sea, Western European Waters and the Norwegian Sea.
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P&A manual also has to be amended and so endorsed incorporating the procedures to
deal with tank washings of these substances.
IBC Code is subsequently amended to identify the “persistent floaters” in a new
paragraph 16.2.7 and in column (o) of Chapter 17.
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Some 50 cargoes will change (upgrade) their ship type requirement from ship type 3 to
ship type 2, or from ship type 2 and up to ship type 1. Few cargoes from chapter 18 will
move to chapter 17 and will no longer be allowed to be carried on tankers not having a
COF. Around 35 cargoes will go the opposite way and downgrade from a higher ship
type to a lower one. A few cargoes will change their pollution category.
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Around 45 cargoes with pollution category Y will have reference to chapter 16.2.7 in
column “o” in IBC Code. Therefore, they are “persistent floaters” and subject to
mandatory prewash when they are unloaded in the specified areas.
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All ships must have an amended P&A manual and new COF on board and in use from
1st January 2021. Cargoes loaded prior to that can be carried and unloaded as per
previous regulations.
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ANNEX III
What are the requirements under Annex III of MARPOL?
Regulation 1 – Definitions
Regulation 2 - Application: Unless expressly provided otherwise, the regulations of this

Annex apply to all ships carrying harmful substances in packaged form. "harmful
substances" are those substances which are identified as marine pollutants in the IMDG
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Code. The requirements of this Annex do not apply to ship's stores and equipment.
Regulation 3 – Packing: Packages shall be adequate to minimize the hazard to the marine
environment, having regard to their specific contents.
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Regulation 4 - Marking and labelling: Packages containing a harmful substance shall be
durably marked and labelled to indicate that the substance is a harmful substance in
accordance with the relevant provisions of the IMDG Code.
Regulation 5- Documentation:
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Transport information relating to the carriage of harmful substances shall be in
accordance with the relevant provisions of the IMDG Code and shall be made available
to the person or organization designated by the Port State authority.
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Each ship carrying harmful substances shall have a special list, manifest or stowage
plan setting forth the harmful substances on board and the location thereof, in
accordance with the IMDG Code. A copy of one of these documents shall be made
available before departure to the person or organization designated by the port State
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authority.
Regulation 6 – Stowage: Harmful substances shall be properly stowed and secured so as

to minimize the hazards to the marine environment without impairing the safety of the ship
and persons on board.
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Regulation 7 - Quantity limitations: Certain harmful substances may, for sound scientific
and technical reasons need to be prohibited and carried in limited quantity.
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Regulation 8 – Exceptions: Jettisoning of harmful substances carried in packaged form

shall be prohibited, except where necessary for the purpose of securing the safety of the
ship or saving life at sea.
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Regulation 9 - Port State control on operational requirements: A ship when in a port of

another Party is subject to inspection by officers duly authorized by such Party concerning
operational requirements under this Annex.
Regulation 10 & 11 – Application & Verification of compliance

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Draw symbol for marine pollutant.
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ANNEX IV
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What are the requirements of a STP? Who certifies it?
As per Regulation 9 (Sewage Systems) of MARPOL Annex IV, every ship to which the
provisions of this Annex applies shall be equipped with one of the following sewage
systems:
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A sewage treatment plant type approved by the Administration, or
A sewage comminuting and disinfecting system approved by the Administration. Such
a system shall be fitted for temporary storage of sewage when the ship is less than 3
nm from the nearest land, or
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A holding tank of the capacity to the satisfaction of the Administration for the retention
of all sewage, having regards to the operation of the ship, number of persons onboard
and other relevant factors.
The STP has to be type approved by the Administration. The EC Type – Examination
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certificate is however issued by a classification society.

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As a master, how will you check if STP is working satisfactorily?
I will check if the relevant PMS jobs related to the STP are completed diligently.
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I will take rounds and see if any abnormality in the STP is being noticed.
I will check if any unauthorised by-pass systems are fitted to the outlets.
I will check the inventory of the aerobic bacteria or chemical depending on the type of
plant to see if the dosing is being done as recommended by the manufacturer.

248
What is the difference between grey and black water? What are the requirements on
the same?
Grey water is generated by domestic activities such as using sinks and showers, or doing
laundry and dishwashing. It does not include the drainage from the toilets, urinals and
hospital. It is not governed by MARPOL. It is however controlled by certain local
regulations such as USA‟s Clean Water Act.
Black water contains drainage and other wastes from any form of toilets or urinals and
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from spaces containing living animals. It also includes medical discharges generated by a
ship‟s hospital. Discharge of black water (or sewage) is governed by Annex IV of
MARPOL. Certain ports may have local regulations more stringent than MARPOL and
these must be followed.
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Requirements for Sewage discharge:
As per Regulation 11 (Discharge of Sewage),
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A) Discharge of sewage from ships other than passenger ships in all areas and discharge
of sewage from passenger ships outside special areas
Discharge of sewage is prohibited, except when:

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The ship is discharging comminuted and disinfected sewage using an approved
system at a distance of more than 3 NM from the nearest land or
Sewage which is not comminuted or disinfected at a distance of more than 12 NM
from the nearest land provided that in any case, sewage that has been stored in
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holding tanks, or sewage from spaces containing living animals shall not be
discharged instantaneously but at a moderate speed when the ship is en route and
proceeding at not less than 4 knots. (rate of discharge shall be approved by the
Administration taking IMO guidelines into account)
The ship has in operation an approved sewage treatment plant which has been
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certified by the Administration and the effluent shall not produce visible floating
solids nor cause discoloration of the surrounding water.
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B) Discharge of sewage from passenger ships within a special area (Baltic Sea)
The discharge of sewage from a passenger ship within a special area shall be
prohibited for new passenger ships not before 1st June 2019 and for existing
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passenger ships not before 1st June 2021, except when the ship has in operation an
approved sewage treatment plant which has been certified by the Administration to
meet the additional requirements and the effluent shall not produce visible floating
solids nor cause discoloration of the surrounding water.

249
You are in Baltic Sea for a long time at anchorage and your sewage holding tank is
full. What will you do?
Baltic sea is an Annex IV special area only for passenger ships.

If my ship is fitted with an approved STP, I can discharge the treated sewage even
when vessel is at anchor, subject to local regulations.
Since most vessels are subject to strict local regulations and sewage holding tank
capacity cannot suffice in case of long anchorage or port stays at such ports, there is
always an arrangement made to put the sewage generated into another tank such as a
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ballast tank, with necessary modifications approved by the Class on behalf of the Flag
State. If this is already done, I will use this modified system to put the sewage
generated in such a tank. After leaving the controlled area, I can flush the tank with
seawater and discharge the sewage at a moderate rate when ship is more than 12 NM
from nearest land and speed is more than 4 knots.
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If local regulations do not allow discharge of sewage even through the STP, I will make
modifications to the ships plans and send it to the Class for approval and once
approval is received, I will transfer the sewage to this tank as per the modified plan.
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If this is going to take time, I will heave up anchor and proceed more than 12 NM away
from the nearest land to empty the contents of the holding tank as per regulations of
MARPOL Annex IV after obtaining permission from the Charterers and Owners.
Alternatively, I can contact the Company to arrange for shore reception facility for the
sewage to be off-landed via the standard discharge connection.
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You have a compliment of 23 persons. L/b capacity is 25. What should be the
capacity of the STP? How is the capacity of sewage holding tank decided and
calculated?
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STP capacity should be sufficient for the number of persons the ship is allowed to carry. In
this case, STP must be able to cope up with sewage generated by 25 persons per day.
For example, quantity of sewage per day per person is considered to be 60 L. For 25
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persons, we need a STP that can process 1500 Litres of sewage per day. Any STP to be
approved for this ship will need to easily handle 1500 L of sewage per day and meet all
other relevant requirements as per IMO Guidelines. My last ship has a model SBT-25
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which meant it is certified for 25 persons.
What is the first thing that you will do before using sewage holding tank in port?
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I will check the level in the holding tank and ensure there is sufficient capacity left for
the entire port stay. (Before this, I will check with the local agent if STP can be used in
port and treated sewage discharged as per MARPOL Annex IV. If it is not allowed,
then I will use the holding tank or alternate approved arrangement.)
I will ensure that C/E has sealed the overboard valves and made appropriate entries in
the Engine Log Book or Company‟s Environmental Log, as applicable.

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ANNEX V
Describe the discharge criteria as per Annex V.
Plastic, incinerator ash, cooking oil, floating dunnage, paper, rags, glass, metal
bottles, crockery, fishing gear, etc. are prohibited from discharge anywhere.
Regulation 4: Discharge of garbage outside special areas
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Discharge of following garbage into the sea outside special areas shall only be
permitted while the ship is en route and as far as practicable from the nearest land, but
in any case not less than:
a) 3 NM from the nearest land for food waste which have been passed through a
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comminuter or grinder. Such comminuted or grounded food waste shall be capable
of passing through a screen with opening no greater than 25 mm.
b) 12 NM from the nearest land for food waste that have not been comminuted or
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ground.
c) 12 NM from the nearest land for cargo residues that cannot be recovered using
commonly available methods for unloading. These residues should not contain
substances classified as HME.
d) For animal carcasses, discharge shall occur as far from the nearest land as
possible.
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Cleaning agents or additives contained in cargo hold, deck and external surfaces wash
water may be discharged into the sea, but these substances must not be harmful to the
marine environment.
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Regulation 5: Special Requirements for discharge of garbage from fixed or floating

platforms
All garbage discharge is prohibited. Food waste may be discharged from fixed or
floating platforms and ships that are alongside or within 500m from such platforms
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when they are 12 nm from the nearest land and food is comminuted or ground.
Regulation 6: Discharge within special area

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Food waste may be discharge not less than 12 nm from the nearest land. This waste
shall be comminuted or ground and shall be capable of passing through a screen with
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opening no greater than 25mm.

Cargo residues may be discharged not less than 12 nm from the nearest land if they
are contained in hold wash water and are not HME. Cleaning agent in the wash water
must not have any substance that is harmful to the marine environment. This is
allowed only if both ports are in special area and no adequate reception facility is
available at both ports.
Cleaning agents or additives in deck wash water may be discharged provided they do
not contain substances that are harmful to the marine environment.

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Define ‘enroute’ and ‘special area’.
As per MARPOL Annex V / Regulation 1,
En route means that the ship is underway at sea on a course or courses, including
deviation from the shortest direct route, which as far as practicable for navigational
purposes, will cause any discharge to be spread over as great an area of the sea as is
reasonable and practicable.
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Special area means a sea area where for recognized technical reasons in relation to its
oceanographical and ecological condition and to the particular character of its traffic the
adoption of special mandatory methods for the prevention of sea pollution by garbage is
required.
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State the Annex V special areas.
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Following are the special areas under Annex V of MARPOL:
1. Baltic Sea
2. Black Sea
3. Mediterranean Sea
4. Wider Caribbean Region
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5. Antarctica Area
6. Red Sea
7. North Sea Area
8. Gulfs Area
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How will you handle food waste if you are going to be at anchor for a long time?
I will amend the garbage management plan and make more garbage drums from empty
drums if available. Additionally, the food waste can be stored in a reefer compartment or a
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fish room if all the fish can be stored in an adjacent meat room.
If required, local agent can be contacted for arranging shore reception facilities so that
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food waste can be off-landed if causing health hazards for the crew onboard.
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What will you do of food waste if you’re in special area and all drums are full? Also,
port does not have reception facilities for food waste.
I will use the comminuter when more than 12 NM away from the nearest land. I will
transfer the food waste to the fish room and make place for food waste in the drums.
Additionally, I can make more food waste drums from empty drums and amend the
garbage management plan accordingly.

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Annex V Regulation 7 also has an exception clause for the requirement of being en route.
It says that the en route requirement shall not apply to discharge of food waste where it is
clear that retention onboard of these food wastes presents an imminent health risk to the
people onboard.
Also, as per Regulation 8, all ports and terminals in special area need to have adequate
port reception facilities. They have to inform IMO regarding the facilities so provided. If no
facilities are provided, it allows food waste to be discharged as per the Regulations for
discharging outside special area.
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Flag State must inform IMO if at any port of a Contracting Party the facilities are found to
be inadequate.
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What is e-waste?
E-waste is electronic products that are unwanted, not working, and nearing or at the end
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of their “useful life.” This includes computers, televisions, VCRs, stereos, copiers, washing
machines, batteries, tube lights, bulbs, etc.
What are reception facilities? Do we have reception facilities in India? What is

swatch sagar portal?
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Port reception facilities are a place or provision that international shipping ports must
provide to collect residues, oily mixtures, and garbage generated from an ocean-going
vessel and other contaminants generated by ships that cannot be discharged directly to
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the ocean. The arrangements must be such that the receiving operation can be performed
as fast as possible to avoid undue delay of the ship.
Yes, all Indian ports have reception facilities. Local Agent must be informed in advance by
filling up the advanced notification form and pre-arrival waste delivery notification form.
Accordingly, the local agent will arrange for the reception facility.
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Swachh Sagar: In order to facilitate ships and help Indian ports to create an efficient,
effective and transparent port reception service delivery, DG shipping has developed an
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online portal known as „Swachh Sagar‟. It is a centralized port reception facility portal. All
ships visiting any Indian Port or anchorage are required to access the portal and give
details of required data including inventory of ship generated waste onboard. This
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information and inventory is to be filled up irrespective of whether the ship is required a

port reception facility or not. In case port reception facilities are required then same is to
be preferably requested 24 hours or more prior arrival through this portal. It also allows
complaints to be lodged by Master regarding inadequate service delivery or non-
availability of shore reception facility. From 01st December 2018, not filling up the required
data in the portal will result in denial of entry of the ship by port authorities.

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Can we incinerate plastics onboard?
Yes, provided that the incinerator is approved for burning plastics. This must be mentioned
in the type approval certificate. IMO approved incinerators for plastics will have a higher
grade steel and a system to maintain higher combustion temperatures safely that is
required for burning plastics.
What chemicals are used in tank cleaning and hold cleaning? Can they be
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discharged at sea?
All chemical used for tank cleaning and hold cleaning must be environment friendly and
can be discharged at sea more than 12 nm from the nearest land as per MARPOL Annex
V provisions.
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For washing Annex II cargo, if detergents are used, these must be readily biodegradable
and must not contain any Cat. X products. There are no restrictions in discharging these
SO
products contained in tank washings. These can be discharged as per MARPOL Annex II
discharge criteria. However, if mineral oil or chlorinated solvents are used for cleaning,
this must be included in the P&A Manual and be approved by the Flag State. The
discharge of such wash water will be governed by the provisions of Annex I or II which
would apply if this medium was carried as cargo.
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How will you implement GMP onboard?
I will carry out training on garbage management, segregation and disposal regulations.
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I will ensure all persons are complying with the GMP with regards to garbage
segregation and compressing garbage.
I will ensure all best management practices identified in the GMP are put to practice.
I will carry out random checks of the garbage in common areas & the garbage station.
I will ensure all garbage drums are tightly covered at all times to prevent any garbage
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from going overboard.

I will ensure strict compliance with MARPOL and explain to all the crew the
consequences of any violation.
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What are the amendments to GRB?

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Garbage record book Part II was introduced for those ships carrying solid bulk cargoes
that can be HME.
Category J Cargo Residues (non-HME) and Category K Cargo residues (HME) were
added to Part II of GRB.
Changes made in the GRB for garbage disposal in polar waters.
New category I (E-waste) is added under part I.

254
What is that machine in galley used for food waste and criteria of that?
It is called a comminuter. It is used to grind the food waste into small pieces so that they
are capable of passing through a screen with opening no greater than 25 mm. It can be
used when the ship is more than 3 nm from the nearest land in an area other than special
area and more than 12 nm when vessel is in a special area. When the ship is in an area
where food waste cannot be discharged through the comminuter (i.e. within 3nm outside
special area and within 12 nm in a special area) the equipment must be kept locked and a
notice posted that it must not be used.
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ANNEX VI
What all documents and certificates are required as per MARPOL Annex VI?
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Following are the documents and certificates required as per MARPOL Annex VI:
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1. IAPP Certificate
2. Supplement to IAPP Certificate
3. NOx Technical File
4. EEDI Technical File
5. International Energy Efficiency Certificate
6. SEEMP
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7. Bunker Delivery Note
8. Ozone Depleting Substances Record Book and List of ODS
9. VOC management plan
10. Incinerator Type Approval Certificate
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11. Statement of Compliance related to fuel oil consumption reporting

12. Engine International Air Pollution prevention certificate along with suppliment
What are the contents of IAPP Certificate?

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Following are the contents of the IAPP Certificate:
1. Name of the Country under whose authority the certificate is issued.

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2. Name of the competent person or organization issuing the Certificate.

3. Particulars of the ship (Name, Call Sign, IMO number, POR, GT)
4. A statement certifying that the ship has been surveyed in accordance with regulations
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of Annex VI and found compliant.

5. Completion date of the survey
6. Valid until date of the certificate
7. Date and Place of issue of the certificate
8. Signature of authorized official issuing the certificate
9. Seal or stamp of the authority issuing the certificate
10. Pages for endorsements

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Contents of the Supplement:
1. Particulars of the ship (Name, IMO No., date keel laid, length)
2. Details of ODS used on board
3. Details of the engine (as per NOx Technical Code)
4. SOx Limits applicable
5. VOC Management plan details
6. Incinerator details
7. Equivalents
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8. Date and Place of issue
9. Sign and stamp of the authority
What do you understand by EEDI? What is its unit? To which ships it does not
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apply?
Energy efficiency design index (EEDI) is a measure of ship‟s performance with respect
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to energy efficiency. It is an index that estimates grams of CO2 per tonne-mile
(transport work). EEDI is a function of installed power, speed of vessel and cargo
carried. The philosophy behind EEDI is to promote efforts to reduce CO2 emissions by
reflecting a ship‟s energy efficiency in actual use. Attained EEDI for each ship must be
less than the Required EEDI.
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EEDI = CO2 Emissions / Transport Work = g CO2 / Tonne . mile
EEDI does not have any unit but we can say „grams of CO2 / ton-mile‟.
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EEDI does not apply to:

1. Ships of less than 400 GT
2. Ships of more than 400 GT if constructed (keel laid or contract placed) before 1st
Jan 2017 or delivered before 1st Jan 2019 or had a major construction before 1st
Jan 2017.
3. Coastal ships engaged in voyages within waters of their own Flag State.
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4. Ships not propelled by mechanical means

5. Platforms including FPSO and FSU and drilling rigs
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What do you know about IEEC?

R
As per the Regulation 5 & 6 of MARPOL Annex VI, all new ships (constructed on or
after 1st Jan 2017 or delivered on or after 1st Jan 2019) of 400 GT and above require
an initial survey before being put into service. The survey shall verify that the ship's
attained EEDI is in accordance with the requirements of MARPOL Annex VI and that
the SEEMP required is on board.
A general or partial survey will be carried out after a major conversion of a ship. The
survey shall ensure that the attained EEDI is recalculated as necessary and meets the
requirements applicable to the ship type and size of the converted ship.

256
After the successful survey, International Energy Efficiency Certificate (IEEC) is issued.
IEEC will be valid throughout the life of the ship unless it changes flag or is withdrawn
from service or a new certificate is issued after major conversion.
Every ship which has an IEEC must have an EEDI technical file.
IEEC shall have a supplement giving details of the ship‟s propulsion system, attained
EEDI, required EEDI, EEDI technical file verification, etc.
Contents of the IEEC are as follows:

1. Name of the Country under whose authority the Certificate is issued.
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2. Name of the competent person or organization issuing the Certificate.
3. Particulars of the ship (Name, Call Sign, POR, GT, IMO Number)
4. A statement certifying that the ship has been surveyed as required and is found to
be compliant with the regulations.
5. Completion date of the survey.
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6. Date and Place of issue of the Certificate
7. Signature of duly authorized official issuing the certificate
8. Seal or stamp of the authority
What is SEEMP? State its contents.

SO
SEEMP (Shipboard Energy Efficiency Management Plan) is a ship specific plan that
may be part of the ship‟s SMS (does not need approval of Flag) and developed by
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taking into account, the guidelines adopted by the Organisation.
It is mandatory for all new ships, and for existing ships, before the first intermediate or
renewal survey of IAPP on or after 1st Jan 2013.
The SEEMP is an operational measure that establishes a mechanism to improve the
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energy efficiency of a ship in a cost-effective manner.

It contains measures taken by ship to ensure energy efficiency. These measures
include engine tuning and monitoring, hull condition, propeller condition, speed
reduction (slow steaming), reduced auxiliary power, optimizing trim/draft, weather
routeing, advanced hull coating, voyage optimizing, etc.
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The SEEMP also provides an approach for shipping companies to manage ship and
fleet efficiency performance over time using, for example, the Energy Efficiency
Operational Indicator (EEOI) as a monitoring tool.
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The EEOI is voluntary and enables operators to measure the fuel efficiency of a ship in
operation and to gauge the effect of any changes in operation, e.g. improved voyage
planning or more frequent propeller cleaning, etc.
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The SEEMP urges the ship owner and operator at each stage of the plan to consider
new technologies and practices when seeking to optimize the performance of a ship.
Contents of SEEMP are:

1. Ship particulars
2. Energy Efficiency Measure
3. Description of monitoring tools

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4. Measurable goals
5. Procedures of evaluation
6. Record of revision of Fuel Oil Consumption Data Collection Plan
7. Ship engines and other fuel oil consumers and fuel oil types used
8. Emission factor of fuels used (Conversion factor CF)
9. Method to measure fuel oil consumption
10. Method to measure distance travelled
11. Method to measure hours underway
12. Processes that will be used to report the data to the Administration
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13. Data quality
What is EEOI? What is the principle of EEOI?
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The Energy Efficiency Operational Indicator (EEOI) is a monitoring tool which provides
an approach for shipping companies to manage ship and fleet efficiency performance
over time.
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The EEOI enables operators to measure the fuel efficiency of a ship in operation and
to gauge the effect of any changes in operation, e.g. improved voyage planning or
more frequent propeller cleaning, or introduction of technical measures such as waste
heat recovery systems or a new propeller.
EEOI is a voluntary tool which can be used by the ship operators.
MEPC.1/Circ.684 gives guidelines for voluntary use of the ship EEOI.
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The guidelines set out how a ship‟s CO2 performance should be measured and how
the index could be used to promote low-emission shipping, in order to help limit the
impact of shipping on global climate change.
The EEOI should be a representative value of the energy efficiency of the ship
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operation over a consistent period which represents the overall trading pattern of the
vessel.
The unit of EEOI depends on the measurement of cargo carried or work done, e.g.,
tonnes CO2/(tonnes.NM), tonnes CO2/(TEU.NM), tonnes CO2/(person.NM), etc.
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Explain the present NOX criteria.

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Regulation 13 (Nitrogen Oxides) of the Annex VI of MARPOL gives the criteria for
NOx. It applies to all marine diesel engines with power output of more than 130 KW. It
does not apply to emergency equipments and lifeboat engines.
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NOx causes nitrification of the air leading to global warming. Depending on the year of
built of engine and RPM, IMO sets limits for NOx emissions. Detailed requirements are
stated in the NOx technical guide supplied to ships by Maker.
Following three criteria are set:
1. Tier I criteria applies to marine diesel engine which is installed on a ship

constructed on or after 1st Jan 2000 but before 1st Jan 2011.

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2. Tier II criteria applies to marine diesel engine which is installed on a ship

constructed on or after 1st Jan 2011.
3. Tier III criteria is applicable to marine diesel engine installed on ships constructed
on or after
a) 1st Jan 2016 and operating in North American ECA or US Carribean Sea ECA.
b) 1st Jan 2021 and operating in Baltic Sea ECA or North Sea ECA.
What are the contents of NOx file?
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NOx Technical File is a record containing all details of parameters, including
components and settings of an engine, which may influence the NOx emission of the
engine. There is one NOx technical file for each engine for which an EIAPP certificate
is issued. Following are the contents of the NOx technical file:
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1. Technical details of the engine
2. Identification of components, settings and operating values of the engine which
influences its NOx emissions
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3. Allowable adjustments on the engine
4. On board NOx verification procedures to verify compliance with the NOx emission
limits during on board verification surveys
Note: All certification, testing and measurement procedures before issuing EIAPP are
given in the NOx Technical Code (2008)
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What do you know about the ECA?
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As per Regulation 1 of Annex VI of MARPOL, an emission control area means an area

where the adoption of special mandatory measures for emissions from ships is required to
prevent, reduce or control air pollution from NOx and SOx and particulate matter and their
adverse impacts on human health and the environment. The ECA‟s are listed in
Regulation 13 (NOx) and Regulation 14 (SOx & particulate matter) of the Annex VI.
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As per Regulation 13, following are the NOx Tier III Emission Control Areas:
1. North American ECA (for ships constructed on or after 1st Jan 2016)
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2. US Caribbean Sea ECA (for ships constructed on or after 1st Jan 2016)
3. Baltic Sea Emission Control Area (for ships constructed on or after 1st Jan 2021)
4. North Sea Emission Control Area (for ships constructed on or after 1st Jan 2021)
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As per Regulation 14, following are the Emission Control Areas for SOx:
1. Baltic Sea
2. North Sea
3. North American Area
4. US Caribbean Sea Area

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What are the amendments to Annex VI of MARPOL? What are the provisions with
regards to sulphur cap?
Sulphur Limit in Fuel Oil: The global limit for sulphur in fuel oil used on board ships of
0.50% m/m (mass by mass) entered into effect from 1 January 2020. This will
significantly reduce the amount of sulphur-oxide emanating from ships and should
have major health and environmental benefits for the world, particularly for populations
living close to ports and coasts
MARPOL amendments on EEDI regulations for ice-strengthened ships adopted in
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October 2020, relating to the EEDI regulations for ice-strengthened ships, replacing
the words "cargo ships having ice-breaking capability" with "category A ships as
defined in the Polar Code".
MARPOL Annex VI 2018 amendments on Carriage ban on non-compliant fuel oil
entered into force on 1st March, 2020 which prohibits the carriage of non-compliant fuel
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oil for combustion purposes for propulsion or operation on board a ship, unless the
ship has an exhaust gas cleaning system ("scrubber") fitted, if accepted by the flag
State as an alternative means to meet the sulphur limit requirement.
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2018 Amendments to amend the form of IAPP Certificate to prohibit the carriage of
non-compliant fuel.
2018 Amendments to Annex VI to include North Sea Area as ECA for SOx.
2018 Amendments to Annex VI to update the EEDI parameters for ro-ro cargo ships
and ro-ro passenger ships.
2017 Amendments to Annex VI for designation of the Baltic Sea and the North Sea
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Emission Control Areas for NOX Tier III control and Information to be included in the
bunker delivery note.
From January 1, 2019, ships of 5,000 gross tonnage and above need to start collecting
data on their fuel-oil consumption, under the mandatory data collection reporting
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requirements which entered into force in March 2018. The aggregated data is reported
to the flag state and transferred to IMO.
How will you go about on a voyage when you have to proceed to an ECA? When
you enter ECA, what will you do as a Master?
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Firstly, I will ensure that vessel has sufficient LSMGO to be used in the ECA, plus the
reserves as required by the Company Bunker Reserves Policy.
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I will discuss with the Chief Engineer the plan well in advance before entering the
ECA. I will have appropriate markings made on the ECDIS.
Usually 24 hrs notice is given to the engine room before entry into ECA. A further
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notice is given as required by the C/E when the fuel change-over must be started so
that vessel has completely changed over including flushing of all lines and pumps
before entering the ECA. I will ask the Chief Engineer how many hours notice he
requires for carrying out the fuel change-over.
As per Regulation 14, each vessel must carry a written procedure showing how the
fuel change-over is to be done, allowing sufficient time for the fuel oil service system

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to be fully flushed of all fuel oils exceeding the applicable sulphur content prior to
entering the ECA.
After entering into ECA, I will ensure that all the appropriate entries regarding start
and end time of change over, position and time of entry into ECA and exit from ECA
and bunker ROB are recorded.
Additionally, I will cause an entry to be made in the Deck Log Book regarding the entry
and exit into ECA.
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What do you know about BDN? What are the latest changes in BDN?
Regulation 18 (Fuel Oil Availability and Quality) of Annex VI of MARPOL describes

certain requirements with regards to the fuel oil quality supplied onboard. Following are
the requirements:
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1. Fuel oil shall be blends of hydrocarbons derived from petroleum refining.
2. It shall be free from inorganic acids and shall not include any added substance or
chemical waste which jeopardizes the safety of the ship or machinery or is harmful
to the personnel.
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3. The Sulphur content of the fuel supplied must be documented by the Supplier.
The details of fuel oil delivered to the ship and used onboard shall be recorded by
means of a Bunker Delivery Note (BDN) which shall contain atleast the information
specified in Appendix V of this Annex.
The BDN must be readily available for inspection and must be kept onboard for a
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period of 3 years after the Fuel oil is delivered onboard.
The BDN shall be accompanied by a representative sample of the fuel oil delivered
taking into account guidelines developed by IMO. The sample is to be sealed and
signed by the supplier‟s representative and the master or officer incharge of the bunker
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operation on completion of the bunkering operations. The samples must be retained

until the fuel delivered is substantially consumed, but not less than 12 months from the
date of delivery.
The Contents of BDN as required by Appendix V of Annex VI are:
1. Name and IMO no of receiving ship
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2. Port
3. Date of Commencement of delivery
4. Name, address and telephone number of marine fuel oil supplier
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5. Product name(s)
6. Quantity in metric tons
7. Density at 150C
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8. Sulphur content (%m/m)

9. The seal number of MARPOL sample label must be included in the Bunker Delivery
Note for cross-reference purposes.
10. A declaration signed and certified by the fuel oil supplier‟s representative that the
fuel oil supplied is in conformity with the regulations of this Annex
11. The sulphur content does not exceed ___. OR if the ship is being supplied with
higher sulphur content if she has alternative compliance method to comply with the
2020 sulphur cap. (such as scrubbers)

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Changes to BDN:
On 1 January 2019, amendments to the BDN regarding the supply of marine fuel oil
to ships which have fitted alternative mechanisms to address sulphur emission
requirements entered into force.
The amendments aim to address situations where the fuel oil supplied does not
comply with low sulphur requirements, but has been supplied to a ship which is
using an alternative compliance method to comply with the 2020 sulphur cap, such
as scrubbers.
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The supplier‟s representative must give a declaration signed and certified that the
fuel oil supplied is in conformity with regulation 18.3 of Annex VI (quality of the fuel
oil) and that the sulphur content of the fuel supplied does not exceed:
฀ the limit value given by regulation 14.1 of Annex VI (3.5% or 0.5%m/m)
฀ the limit value given by regulation 14.4 of Annex VI (0.10% LSMGO); or
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฀ the purchaser‟s specified limit value of ___(% m/m),
The supplier must cross the check box applicable. This allows the fuel oil supplier
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to write the limit value of 3.5% for ships that have alterative means to comply with
sulphur cap such as a scrubber fitted.
Where are ozone depleting gases used onboard? Which gases are ozone depleting?
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Regulation 12 of Annex VI of MARPOL deals with Ozone Depleting substances (ODS).
ODS are used onboard the ship in refrigeration and AC plants.

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Deliberate emission (during maintenance or leakage) is prohibited.

Installations that have ODS other than Hydrochloroflourocarbons (HCFC) are
prohibited for ships constructed on or after 19th May 2005. Existing ships cannot
have new installations having ODS from this date.
Installations which contain HCFCs will be prohibited on ships constructed on or
after 1st Jan 2020. Existing ships cannot have new installations containing HCFC on
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or after 1st Jan 2020.

When substances containing ODS are removed from the ship, they must be
delivered to appropriate reception facilities.
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Ships must have an ODS list.

If the ships have rechargeable systems using ODS, an „ODS record book‟ must be
maintained. Entries in the ODS Record book shall be made in the following cases:
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1. In case of repairs or maintenance (recharging) carried out

2. In case of discharge of ODS to the atmosphere (deliberate or not)
3. In case of shore disposal or supply of ODS to the ship.
Ozone depleting substances include:

1. Chlorofluorocarbons (CFCs),
2. Halons
3. Hydrochlorofluorocarbons (HCFCs)

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Explain the Incinerator components and lining material. As per your company, what
are the requirements of incinerator usage?
Following are the components of incinerator:

Combustion chamber with diesel oil burner, sludge burner, pilot fuel heater
Electric control panel
Forced draft fan to supply combustion air
Sludge tank with a circulating pump and heater
Rotating arm to remove ash and non-combustibles
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A loading door, pneumatically operated
An interlock provided with burner and forced draught fan, which trips when the loading
door is in open condition.
Ash slide door to remove the ash and non-combustibles.
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Following are my company requirements with regards to incinerator:
It must be kept in good operational order and maintained as per Manufacturer‟s
recommendations.
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All safety alarms, trips and interlocks must be tested at intervals as specified by the
Maker. These safety devices must remain in good operational order.
The incineration must be stopped prior entering port limits or a ECA. If port state
requirements are more stringent then these must be followed. A notice regard this as
well as items prohibited for incineration must be displayed next to the incinerator.
Incineration of the following is prohibited:
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1. Cargo residues of Annex I, II and III
2. PCB‟s (Polychlorinated biphenyls)
3. Refined petroleum products with halogen compounds
4. Garbage with heavy metal traces
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5. Plastics
What regulations are there in MARPOL Annex VI pertaining to cargo? What do they
say?
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Regulation 15 (VOC‟s) of MARPOL Annex VI is the only regulation that is pertaining to

cargo. Following are the requirements:
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This regulation only applies to tankers. However, this regulation also applies to gas
carriers only if the types of loading and containment system allow safe retention of
non-methane VOCs on board or their safe return ashore.
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If emissions of volatile organic compounds (VOCs) from tankers are to be regulated in

ports or terminals, it must be done as per provisions of this regulation. Any contracting
State that designates ports or terminals in which VOCs emissions are to be regulated
shall submit a notification to the Organization. This notification shall include information
on the size of tankers to be controlled, on cargoes requiring vapour emission control
systems (VECS), and the effective date of such control. The notification shall be
submitted at least six months before the effective date. The Organization shall circulate
a list of such ports and terminals that have VECS requirement.

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The Contracting State shall ensure that VECS is approved by that State taking into
account the safety standards developed by the Organization and are operated safely
and in a manner so as to avoid undue delay to the ship.
All tankers which are subject to vapour emission control shall be provided with a
vapour collection system approved by the Administration, taking into account the safety
standards developed by the Organization, and shall use such system during the
loading of such cargoes.
Tankers carrying crude oil shall have onboard and implement VOC management plan
approved by the Administration. The plan must be as per IMO guidelines and ship
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specific. It shall contain procedures to control and minimize the VOC emissions, during
loading, carriage and crude oil washing.
In ports, vessel should discharge vapours to the shore when vapour return facility is
available. If such a facility is not available, they may permit vapours to be discharged to
the atmosphere. A record must be made with date / time and tank pressure when
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vapours are discharged to atmosphere at sea or in port.
A person shall be designated in the VOC management plan to be responsible for
implementing the plan. The VOC management plan must describe best management
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practices for preventing or minimizing VOC emissions to the extent possible.
How do you ensure that your ship is not polluting w.r.t Annex 6 of MARPOL?
By ensuring that the samples of fuel oil supplied and used onboard are sent for lab
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analysis and confirmed to be compliant with MARPOL requirements.
By ensuring that fuel oil changeovers for ECA are made as required and their records
are adequately maintained onboard.
By ensuring that EIAPP certificates are onboard and required periodical verifications
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for compliance are carried out as per NOx technical file.

By ensuring that proper BDN is obtained after each bunker operation and sampling
and sealing is carried out as per IMO Guidelines.
By ensuring that ODS record book is maintained as required and equipments
containing ODS are disposed to appropriate reception facilities.
By ensuring that VOC management plan is complied with and VECS is used when
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required and it is in good working order.

By ensuring that use of incinerator is stopped before entering port limits and
substances prohibited from incinerating are not being incinerated.
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What is EIAPP certificate?

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Engine International Air Pollution prevention certificate is a certificate issued for a

marine diesel engine with an output of 130 KW and above. On ships, the EIAPP will be
provided for M/E and auxiliary engines. It does not apply for engines of emergency
equipments or lifeboat engines.
The EIAPP Certificate shall accompany the engine throughout its life and shall be
available on board the ship at all times.

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The certificate is issued after successful pre-certification survey carried out in

accordance with the NOx technical code (2008). It certifies that the engine has been
surveyed and inspected before installation and has been found to be complying with
the relevant requirements of that Code.
This certificate can be issued by a RO on behalf of the Flag State. It will be issued for
each of the marine diesel engine and will have a supplement giving technical details of
the engine and other information regarding its technical file and onboard NOx
verification.
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ASM ORAL NOTES BY ROHAN D’SOUZA CARGO
CARGO
CARGO – OIL TANKERS
What are the requirements related to COW?
As per Regulation 33 (Crude oil washing requirements) of MARPOL Annex I, every crude
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oil tanker of 20000 tons DWT and above, delivered on or after 1st June 1982, shall be
fitted with a cargo tank cleaning system using crude oil washing. COW installation and
associated equipment and arrangements shall comply with the requirements established
by the Administration. Such requirements shall contain atleast all the provisions of the
‗Specification for the Design, Operation and Control of COW systems‘ adopted by the
Organisation. When a ship not required to have COW system but is fitted with one, it shall
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comply with the safety aspects of the above-mentioned specification.
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As per Regulation 35 (Crude Oil washing operations), every oil tanker operating with COW
systems shall be provided with an Operations and Equipment Manual detailing the system
and equipment and specifying operational procedures. Such a manual shall be to the
satisfaction of the Administration. With respect to ballasting of cargo tanks, sufficient
tanks shall be crude oil washed prior to each ballast voyage, taking into account the
tanker‘s trading pattern and expected weather conditions, so that ballast is put only in
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tanks which have been crude oil washed.
The requirements are given in Resolution A.446(XI) as amended by Resolution A.497(XII),

Amended by Resolution A.897(21).
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Following are some of the requirements:
1. Provision shall be made to prevent overpressure in the tank washing supply piping.
Any relief device fitted to prevent overpressure shall discharge into the suction side of
the supply pump.
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2. No part of the crude oil washing system shall enter the machinery spaces.
3. The piping system shall be of such diameter that the greatest number of tank cleaning
machines required, as specified in the ‗Operations and Equipment Manual‘, can be
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operated simultaneously at the designed pressure and throughput.

4. The tank washing machines for crude oil washing shall be permanently mounted i.e.
fixed machines.
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5. The pumps supplying crude oil to the tank cleaning machines shall be either the cargo
pumps or pumps specifically provided for the purpose. The capacity of the pumps shall
be sufficient to provide the necessary throughput at the required pressure for the
maximum number of tank cleaning machines required to be operated simultaneously.
This requirement must be met even with any one pump inoperative.
6. The stripping system shall be capable of removing oil at a rate of 1.25 times the total
throughput of all the tank cleaning machines to be operated simultaneously when
washing the bottom of the cargo tanks.

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7. Tankage to be crude oil washed: Before departure on a ballast voyage, after the
complete discharge of cargo, sufficient tanks shall have been crude oil washed to
ensure that:
a) As a minimum, sufficient tanks have been washed to comply with the draught and
trim requirements of MARPOL Annex I during all phases of the ballast voyage.
b) Account is taken of the ship's trading pattern and the expected weather conditions
so that additional ballast water is not put into tanks which have not been crude oil
washed.
In addition to the tanks referred to in (a) above, approximately one quarter of all
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remaining tanks shall be crude oil washed for sludge control on a rotational basis, but
these additional tanks may include the tanks referred to in (b) above. However, for
sludge control purposes, no tank need be crude oil washed more than once in every
four months.
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8. At the end of cargo discharge all cargo mains and stripping lines shall be drained and
stripped and the drainings and strippings discharged ashore via the special small
diameter line. In addition all cargo tanks are to be stripped before the ship leaves its
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final port of discharge. All cargo tanks and associated lines must be stripped to the
maximum extent before taking any ballast.
9. All COW must be completed before the ship leaves its final port of discharge. Where
any tank is crude oil washed while the ship is at sea between multiple discharge ports,
the tank shall be left empty and available for inspection at the next discharge port
before commencing the next ballast voyage. Departure ballast tanks shall be ballasted
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prior to departure from port so that examination of the surface of the ballast water can
be made. Water that is put into a tank which has been crude oil washed but not water
rinsed shall be regarded as dirty ballast.
10. COW shall take place only when inert gas system is in proper operation. Before COW,
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the oxygen level shall be determined at a point 1 metre from the deck and at the
middle region of the ullage space and neither of these shall exceed 8% by volume. The
oxygen level of the IG being delivered during COW shall be continuously monitored. If
during COW, the oxygen level of the IG exceeds 8% or the cargo tank pressure is no
longer positive, the washing must be stopped immediately until satisfactory conditions
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are restored.
11. To avoid excessive electrostatic generation in the washing process due to presence of
water in the crude oil washing fluid, the contents of any tank to be used as a source of
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crude oil washing fluid must first be discharged by at least 1 metre before being so
used. If using slop tank, this tank must be completely discharged and refilled with dry
crude oil.
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12. The person in charge of crude oil washing operations must be suitably qualified
in accordance with the requirements laid down by the flag administration of the
vessel and any port regulations that may be in force locally.
13. Each ship fitted with COW systems must have an Operations and Equipment Manual
to the satisfaction of the Administration and shall contain the following information and
operational instructions:

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a) A line drawing of the COW system

b) A description of the system and a listing of procedures for checking that equipment
is working properly during COW operations.
c) Recommended methods and programmes of crude oil washing
d) The procedure on ships to avoid vapour emission
e) The method of draining tanks including optimum trim conditions
f) The method of draining cargo pumps, cargo lines, COW lines and stripping lines
g) Typical washing programmes under various conditions of loading
h) The procedure for water washing
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i) The dangers of leakage from the COW and precautions to prevent leakage
j) Action to be taken in the event of a leakage
k) Guidance on testing the system
l) The typical procedures for ballasting.
m) COW checklists
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[MARPOL Line / Small diameter line is provided for the transferring the strippings and
drainings ashore and is connected outboard of the ship's manifold valve. The cross-
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sectional area of this line shall not exceed 10% of the main cargo discharge line.]
How will you go about carrying out COW?
x I will give advance notice to the terminal at least 24 hours in advance, or in such time
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as is required. I will ensure that their approval is received.
x I will ensure that the Chief officer has incorporated a crude oil washing plan in the
required discharge plan.
x I will carry out a meeting with all the ship‘s crew to discuss the COW plan.
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x I will ensure tank oxygen content is checked regularly. If it exceed 8% by volume,

COW must be stopped.
x Before arrival, I will carry out a pressure test of the tank washing system to normal
working pressure and examine for leaks.
x During crude oil washing, I will ensure that the system is kept under constant
observation so that any leak can be detected immediately & action taken to deal with it.
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x I will ensure that during tank changeover, the pressure in the COW line is reduced to a
minimum before any valves are opened or shut on the system, thereby minimizing
potential for damage due to surge pressure.
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x Mixtures of crude oil and water can produce an electrically charged mist during
washing. Hence, I will ensure only dry crude oil is used. For this, the tank used as
source must be partly discharged (1m) to remove any water which has settled out
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during the voyage. If slop tank is used, it must first be completely discharged ashore &
refilled with dry crude oil.
x I will ensure that a cautionary notice is displayed in the CCR, ECR, Bridge and on the
notice boards.
x All procedures and precautions stated in ISGOTT and Operations and Equipment
Manual must be followed.

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Which convention covers COW?
MARPOL Annex I / Regulations 33 and 35.
Why do you do COW? What are the dangers of COW and what precautions you will
take?
Crude oil washing (COW) is a system whereby oil tanks on a crude oil tanker are cleaned
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out between voyages not with water, but with crude oil - the cargo itself. The solvent
action of the crude oil makes the cleaning process far more effective than when water is
used. The system helps prevent pollution of the seas from operational measures.
COW is carried out as it is mandatory under MARPOL Annex I. Additionally, it has the
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following advantages:
x Gives better washing results than if washed with sea water
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x Considerable reduction in pollution potential since less oil remains on board after
discharge & less oil-contaminated water is handled during ballast passage.
x Reduced tank cleaning time at sea.
x De-sludging by hand obviated.
x Increased out-turn of cargo.
x Tank corrosion due to water washing is reduced.
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x More time for maintenance work at sea, since no additional tank cleaning.
Following are the hazards of COW:

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a) Potential safety and pollution risks: This is prevented by pressure testing the lines
between every COW operation, periodically testing of the lines to pressure greater than
the working pressure and careful monitoring for leaks during the COW operation.
b) Fire and explosion: This is prevented by keeping oxygen content below 8% using IG.
c) Static electricity: This is prevented by using Dry crude for washing.
d) Pyrophoric oxidation: This is prevented by avoiding entry of air into the tanks by
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keeping it at a positive pressure using Inert gas.

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How do you ensure the oil tight integrity of COW lines?
I will ensure integrity of COW lines by following the following ISGOTT recommendation:
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―Before arriving in a port where it is intended to crude oil wash, the tank washing system
should be pressure tested to normal working pressure and examined for leaks. The
system should be drained down after testing to avoid the risk of leaks due to thermal
expansion. Any leaks found should be made good, after which the system should be re-
tested and proved leak free.‖

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What are the Pressure testing requirements of cargo and COW lines? What entries
will you make in the ORB?
As per VIQ 7,
x For an oil tanker, 'Oil Transfer System' should be tested to 100% of their rated
working pressure (Sometimes referred to as Maximum Allowable Working Pressure
- MAWP) at least annually. 'Oil Transfer Systems' should be tested to 1.5 times
their rated working pressure at least twice within any five-year period. Pipelines
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should be marked with the date of test and the test pressure. A vessel's 'Oil
Transfer System' includes the discharge pump and piping between the pump and
the vessel's manifold, excluding any non-metallic hoses. Pressure testing should be
a hydrostatic test, pressure testing using compressed air or inert gas is not
acceptable.
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x Before arriving in a port where it is intended to crude oil wash, the tank washing
system should be pressure tested to normal working pressure and examined for
leaks. (as per ISGOTT)
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x For a chemical tanker, the 'Cargo Transfer System' should be tested to 100% of
their rated working pressure at least annually. 'Cargo Transfer Systems' should be
tested to 1.5 times their rated working pressure at least twice within any five year
period. Pipelines should be marked with the date of test and the test pressure. A
vessel's 'Cargo Transfer System' includes the discharge pump and piping between
the pump and the vessel's manifold, excluding any non-metallic hoses. Pressure
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testing should be a hydrostatic test, pressure testing using compressed air or inert
gas is not acceptable. (Most company‘s however require the pressure test to be
carried out once every year at 1.5 times the rated working pressure.)
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Entry regarding pressure testing of cargo lines (annual and 2.5 yearly) can be made in the
ORB Part II. Entry regarding COW line pressure testing before arrival port can be made in
the Deck Log book or Port Log.
What is the difference between oil and product tanker? What is condensate in
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product tankers?
As per MARPOL Annex I Regulation 1 (Definitions),

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a) Oil tanker means a ship constructed or adapted primarily to carry oil in bulk in its
cargo spaces and includes combination carriers, any ‗NLS tanker‘ as defined in
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Annex II and any gas carrier (defined in SOLAS) when carrying a cargo or part
cargo of oil in bulk.
b) Oil means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and
refined products (other than petrochemicals which are subject to provisions of
Annex II), including the substances listed in Appendix I of this Annex.

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c) Crude oil tanker means an oil tanker engaged in the trade of carrying crude oil.
d) Product carrier means an oil tanker engaged in the trade of carrying oil other than
crude oil.
Condensate is a generic term used to describe a variety of very low-density, very low-
viscosity, liquid hydrocarbons that typically occur along with natural gas. Condensates can
exist separately from crude oil or combined with it. The term applies equally to condensate
pumped in its liquid form from a well or processed and separated from natural gas at a gas
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plant. Condensates are used as refinery feedstocks for the manufacture of products such
as petrol (gasoline), jet fuel, diesel and heating fuels. Condensates are also used to dilute
highly viscous heavier oils that cannot otherwise be efficiently transported via pipelines.
Condensates are highly flammable and usually carried on crude oil tankers.
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What is fractional distillation?
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Fractional distillation separates a mixture into a number of different parts, called fractions.
Fractional distillation is the process by which oil refineries separate crude oil into different,
more useful hydrocarbon products based on their relative molecular weights in
a distillation tower. A tall fractionating column is fitted above the mixture, with several
condensers coming off at different heights. The column is hot at the bottom and cool at the
top. Substances with high boiling points condense at the bottom and substances with
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lower boiling points condense on the way to the top.
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What is purging of cargo tanks and how is it done?
Purging means the process of introduction of inert gas into a tank already in the inert
condition with the object of further reducing the existing oxygen content and/or reducing
the existing hydrocarbon gas content to a level below which combustion cannot be
supported if air is subsequently introduced into the tank
Purging is carried out using inert gas from the IGS and the required number of tanks
branch valves must be kept open. The cargo tank pressures must be continuously
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monitored. Before starting, the oxygen content and HC content of the tanks must be
recorded using Tankscope or portable Multigas meter that works in an inert atmosphere.
Once purging has commenced, the gas readings must be regularly noted. Once the tank
has reached the desired HC gas concentration (less than 2% by volume) as per IBC
Code), next set of tanks can be started.
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Note: Inerting is the process of introduction of inert gas into a tank with the object of
attaining the inert condition i.e. bringing the oxygen content throughout the atmosphere of
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a tank to 8 per cent or less by volume.
What are the requirements of PV Valves on tankers? What is their use?
Following are the venting requirements for tankers under SOLAS II-1,
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x The venting arrangements in each cargo tank may be independent or combined with
other cargo tanks and may be incorporated into the inert gas piping. Where the
arrangements are combined with other cargo tanks, either stop valves or other
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acceptable means shall be provided to isolate each cargo tank.

x The venting system shall be provided with devices to prevent the passage of flame into
the cargo tanks. Ullage openings shall not be used for pressure equalization. They
shall be provided with self-closing and tightly sealing covers. Flame arresters and
screens are not permitted in these openings.
x
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The arrangements for the venting of vapours displaced during loading and ballasting
shall consist of either one or more mast risers, or a number of high-velocity vents. The
inert gas supply main may be used for such venting.
x
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The venting arrangements shall be so designed and operated as to ensure that neither
pressure nor vacuum in cargo tanks shall exceed design parameters.
x Vent outlets for cargo loading, discharging and ballasting shall:
1. permit the free flow of vapour mixtures; or
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2. permit the throttling of the discharge of the vapour mixtures to achieve a velocity of
not less than 30 m/s;
x Vent outlets must be so arranged that the vapour mixture is discharged vertically
upwards; where the method is by free flow of vapour mixtures, the outlet shall be not
less than 6m above the cargo tank deck or fore & aft gangway if situated within 4m of
the gangway and located not less than 10 m measured horizontally from the nearest

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air intakes or opening to accommodation, service and machinery spaces and ignition
sources. If the method is by high-velocity discharge, the height shall be not less than 2
m above the cargo tank.
x A secondary means of allowing full flow relief of vapour, air or inert gas mixtures to
prevent over-pressure or under-pressure in the event of failure of the primary venting
arrangements shall be provided. Alternatively, pressure sensors may be fitted in each
tank, with a monitoring system in the ship's CCR. Such monitoring equipment shall
also provide an alarm facility which is activated by detection of overpressure or under-
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pressure conditions within a tank.
x For chemical tankers as per IBC Code, the position of vent outlets shall be at a height
of not less than 6 m above the weather deck or above a raised walkway if fitted within
4 m of the raised walkway; and at a distance of at least 10 m measured horizontally
from the nearest air intake or opening to accommodation, service and machinery
spaces and ignition sources. The vent outlet height may be reduced to 3 m above the
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deck or a raised walkway, as applicable, provided that high-velocity venting valves of
an approved type, directing the vapour/air mixture upwards in an unimpeded jet with an
exit velocity of at least 30 m/s, are fitted.
x
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P/V valves on tankers are fitted in order to prevent over-pressure or under-pressure in
a cargo tank. They are also known as ‗breather‘ valves as they release the excess
pressure / vacuum built in the tanks due to rolling, pitching or temperature changes. In
an oil tanker, mast risers are fitted as the primary means of venting. Individual P/V
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valves and P/V breakers are secondary means. As per a recent amendment to
SOLAS, the tankers constructed after 01 Jan 2017 need to have an independent
secondary means of venting for each tank and PV breaker cannot be considered as
secondary means. For a chemical tanker, high-velocity vent valves are primary means
of venting and pressure sensors with alarm function are secondary means.
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Explain Mast Riser, PV valve, PV breaker and High velocity vent valve.
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Mast riser:
x It is generally fitted on crude oil tankers as these ships would always carry
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homogeneous cargo in all tanks. Hence, the cargo tanks of these ships have a
common cargo tank venting pipelines.
x All these cargo tank venting pipelines lead to the Mast riser which is a vertical pipe
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fitted with a spark arrestor at the outlet and a control valve at the base.
x During loading the pressure inside the cargo tank is released through the mast riser by
opening the mast riser valve. The cargo tank pressure is monitored and if required the
mast riser valve is throttled to maintain cargo tank pressure at certain (positive) level.
x As per the SOLAS requirement, the height of the mast riser needs to be minimum of 6
meters above the tank level (free-flow of vapours).

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P/V Valves:
x Pressure-vacuum valves are fitted for each individual cargo tank in order to prevent
over-pressurization or under-pressurization of the cargo tank. P/V valves consist of two
valves, one for pressure and one for vacuum.
x As the pressure in the tank rises, it exerts pressure on the weight on the pressure side
which moves allowing the vapours to escape.
x If there is vacuum in the tank, the other weight is lifted which allows the outside
atmosphere to enter the tank.
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x The arrangement is such that the valves open automatically at a set design pressure /
vacuum. This is usually set at 2000 mgWg and -350 mmWg respectively. Once the
pressure/vacuum is released, the valves close automatically.
x Flame screens are provided in the vacuum side to prevent the entry of any spark into
the tank.
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x Gases vented out through the P/V valves tend to be close to the deck and pose a
threat to the safety of the crew and can also be a fire hazard. Hence, most P/V valves
used onboard are of the High velocity vent types.
High Velocity Vent Valves:
x
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These are individual P/V valves which are installed on a pipe stand on top of the cargo
tanks. It consists of two weights that get lifted at a set pressure and vacuum.
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When the tank pressure increases the set limit, the pressure side valve opens and the
pressure is released in the housing and the gas escapes from the narrow top exit.
x Because of such a construction, the gas is released under high velocity and shoot up
vertically well clear of the deck.
x
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The valve opens or shuts automatically depending upon the pressure set. It can be
operated using a handle as well. This handle must be kept free and tried out often.
x Flame screens are provided in the vacuum side to prevent the entry of any spark
during the operation of the valve. This must be regularly checked for condition.
P/V Breaker:
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x PV Breaker is another mechanism that acts as a secondary means of venting on crude

oil tankers. It is located and connected to the common IG line of the ship.
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x PV Breaker is a liquid filled equipment whose function is to release the excess

pressure / vacuum in the cargo spaces. This equipment needs no maintenance but
only needs correct liquid grade filled to the exact level.
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x Liquid used is fresh water + glycol mixture or suitable grade of oil. This liquid should
not freeze even at the lowest temperature experienced by the vessel.
x If there is excess pressure, the breaker will ‗blow‘ i.e. the liquid will be blown out on
main deck and gas will be vented to the atmosphere. In case of vacuum in the tank,
the liquid will be drawn in the IG line, thus allowing outside air to enter the tank.
x The P/V breaker comes in operation after the P/V valve. It is set at a pressure higher
than the P/V valve, usually about 2400 mmWg and -700mmWg.

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What is the different between PV Valve and PV breaker?
P/V Valve P/V Breaker

It is primary means of venting (where mast It is secondary means of venting (if P/V
risers are not fitted) valve is primary)
It is connected to the individual cargo tank It is connected to a common inert gas line.
vent lines. Hence, they are many in number. They are usually just one in number.
It works on the principle of moving weights It works on the principle of set water column
that move when a set amount of pressure is filled in it.
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applied to them.
Its operating pressure is usually set at 2000 Its operating pressure is set higher than that
mmWg and -350 mmWg. of the PV valves, usually 2400 mmWg and -
700 mmWg.
It has moving parts and requires periodic It does not have moving parts. Only
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maintenance or inspection. maintenance required is to check the grade
of liquid is filled upto the correct level.
It will give protection even if IG branch valve It will not give protection to the cargo tank if
is closed.
case of high velocity vent valves. On

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These are installed 6m above deck or 2m in
chemical tankers, they are fitted 6m above

deck level or raised walkway or 3m in case
of high velocity vent valves.
the IG branch valve is closed.
They are installed 2 m above the deck level.
They are not found on a chemical tanker.
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What are the hazards on an Oil tanker? Explain flammability diagram.
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Following are the hazards on Oil tankers:
Flammability:
x Petroleum vapours are easily ignited and burn with a visible flame. The level of
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flammability depends on its volatility and temperature as these factors determine the
amount of vapours that will be released. It is always the vapour that ignites and burns,
not the liquid itself.
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x Flashpoint is defined as the lowest temperature at which sufficient gases are evolved
at the surface of a liquid to ignite when a naked flame is passed over it. Non-volatile
liquids are those with FP 600C & above. Volatile liquids are those with FP below 600C.
x
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The vapour will burn only in certain proportion of air. These are limits expressed as a
percentage by volume of petroleum gas in air and are called LFL and UFL.
x Lower flammable limit (LFL or LEL) is that hydrocarbon concentration below which
there is insufficient hydrocarbon gas to support and propagate combustion. The
mixture is said to be too lean.
x Upper flammable limit (UFL or UEL) is that hydrocarbon concentration above which
there is insufficient air to support combustion. The mixture is said to be too rich.
x For normal petroleum cargoes, flammable range is about 1% to 10% by volume.

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Referring to the flammability diagram,
x Every point on the diagram represents a hydrocarbon gas/air/inert gas mixture,

specified in terms of its hydrocarbon and oxygen content. Hydrocarbon gas/air
mixtures without inert gas lie on the line AB, the slope of which reflects the reduction in
oxygen content as the hydrocarbon content increases.
x Points to the left of the line AB represent mixtures with their oxygen content further
reduced by the addition of inert gas. The lower and upper flammability limit mixtures for
hydrocarbon gas in air are represented by the points C and D.
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x As the inert gas content increases, the flammable limit mixtures change as indicated by
the lines CE and DE, which finally converge at the point E. Only those mixtures
represented by points in the shaded area within the loop CED are capable of burning.
x As inert gas is added to hydrocarbon gas/air mixtures, the flammable range
progressively decreases until the oxygen content reaches a level, generally taken to be
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about 11% by volume, when no mixture can burn. The figure of 8% by volume of
oxygen, thus, allows a margin beyond this value.
x If the concentration of CH gas and oxygen are outside the flammable envelope, the
x
never fall in the flammable envelope.
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mixture will not burn. The dilution of the CH gas must be done in such a way as to
To avoid it, first the gas is diluted with IG (purging) causing the CH gas concentration
to be reduced considerably from Point F to Point H. Now, if oxygen is increased, the
resulting mixture will not fall in the flammable envelope and thus, no chance of fire or
explosion exists.
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Other hazards on Oil Tankers:
1. Density: The gases from most petroleum liquids are heavier than air and handling of
petroleum cargoes should take account of the hazard that this property presents
2. Toxicity: The vapour of petroleum cargoes are inherently toxic and harmful to
personnel exposed to them. A number of indicators are used to measure the
concentration of the toxic vapours. Main unit of measurement is the Threshold Limit
Value (TLV). TLV can be expressed as TLV-TWA or TLV-STEL. TLV-TWA (Time
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weighted average) is the average concentration of a substance to which workers may
be repeatedly exposed for a normal 8 hour work day, or 40-hour work week, day after
day, without adverse effect. TLV on MSDS is usually TLV-TWA. TLV-STEL (Short term
exposure limit) is the maximum concentration of a substance to which workers may be
exposed for a maximum period of 15 mins. Four such exposures are allowed during a
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working day and atleast one hour in interval is required between them. TLV-C (ceiling)
is the upper limit above which workers should never be exposed even for an instant.
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3. Pollution: Since oil tankers carry oil in a great quantity, risk of pollution is inherent. This
can happen due to improper loading, discharging, etc. This can also happen due to
deballasting of tanks not properly washed. It also can happen in the unfortunate event
of collision, grounding or due to any other operational or structural deficiency.
4. Pyrophoric Oxidation: In an oxygen free atmosphere where hydrogen sulphide gas is

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present or, specifically, where the concentration of hydrogen sulphide exceeds that of
the oxygen, iron oxide is converted to iron sulphide. When the iron sulphide is
subsequently exposed to air, it is oxidised back to iron oxide and either free sulphur or
sulphur dioxide gas is formed. This oxidation can be accompanied by the generation of
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considerable heat such that individual particles may become incandescent. Rapid
exothermic oxidation with incandescence is termed Pyrophoric Oxidation. It is a hazard
mainly on crude oil tankers and not on product tankers as tanks on product carriers are
coated and rust formation does not exist. As long as the cargo tanks remain inerted,
there is no danger of ignition from a pyrophoric exothermic reaction. Therefore, it is
imperative that the atmosphere in the tank is not allowed to become flammable.
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5. Static Electricity: Static electricity presents fire and explosion hazards during the
handling of petroleum and during other tanker operations such as tank cleaning,
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dipping, ullaging and sampling. Certain operations can give rise to accumulations of
electric charge that may be released suddenly in electrostatic discharges with sufficient
energy to ignite flammable hydrocarbon gas/air mixtures. There are three basic stages
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leading up to a potential electrostatic hazard: (a) Charge separation. (b) Charge

accumulation. (c) Electrostatic discharge.
a) Charge Separation - whenever two dissimilar materials come into contact, charge
separation occurs at the interface. The interface may be between two solids,
between a solid and a liquid or between two immiscible liquids. While the materials
stay in contact and immobile relative to one another, the charges are extremely

277
close together. The voltage difference between the charges of opposite sign is then
very small, and no hazard exists. However, when the materials move relative to one
another, the charges can be separated and the voltage difference increases.
b) Charge Accumulation - Charges that have been separated attempt to recombine

and to neutralize each other. This process is known as ‗charge relaxation‘. If one or
both of the separated materials carrying charge is a very poor electrical conductor,
recombination is impeded and the material retains or accumulates the charge upon
it. The period of time for which the charge is retained is characterized by the
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relaxation time of the material, which is related to its conductivity; the lower the
conductivity, the greater the relaxation time. If a material has a comparatively high
conductivity, the recombination of charges is very rapid and can counteract the
separation process, and consequently little or no static electricity accumulates on
the material. Refined clean products tend to have very low conductivity, such that
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the relaxation time is about half a minute.
c) Electrostatic Discharge – occurs when the electrostatic field becomes too strong
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and the electrical resistance of an insulating material suddenly breaks down. When
breakdown occurs, the gradual flow and charge recombination associated with
relaxation is replaced by sudden flow recombination that generates intense local
heating (e.g. a spark) that can be a source of ignition if it occurs in a flammable
atmosphere.
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What are the hazards of H2S?
H2S gas is hazardous due to the following reasons:

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a) Toxic – The TLV-TWA is just 5 ppm. Prolonged inhalation of H2S gas can cause
serious injury to Central nervous system and other health hazards including death.
Short term exposures to H2S can cause headache, nausea, and irritation to the
eyes and skin.
b) Flammable gas – it is an extremely flammable gas and may explode on heating.
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c) Heavier than air – H2S has a relative vapour density of 1.189. It can therefore be
collected in low-lying and enclosed spaces.
d) Corrosive – it may be corrosive to certain metals and alloys such as brass.
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e) Loss of smell - After a while at low or more quickly at high concentrations, you can
no longer smell it to warn you of its pressure.
f) Pyrophoric oxidation.
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What is a static accumulator? Give some examples. What precautions are taken
against the hazard of static electricity?
Static accumulators are non-conductive materials which have such low conductivities that
once they have received a charge they retain it for a very long period. Liquids are

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considered to be non-conductors when they have conductivities less than 50 pS/m (pico
Siemens/metre). Such liquids are often referred to as static accumulators.
Petroleum products, such as clean oils (distillates), frequently fall into this category with
conductivity below 10 pS/m. Other examples are Xylene, toluene, base oils, jet fuel, etc.
Precautions to be taken against electrostatic hazard as per ISGOTT:

a) Bonding of metal objects to the metal structure of the ship - to eliminate the risk of
spark discharges between metal objects that might be electrically insulated.
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b) Removing any loose conductive objects that cannot be bonded.
c) Restricting the linear velocity of the cargo to a maximum of 1 m/s during the initial
stages of loading, atleast 30 minutes or until two pipeline volumes (i.e. from shore tank
to ship‘s tank) have been loaded into the tank, whichever is the lesser.
d) Banning the use of all metallic equipment for dipping, ullaging and sampling during
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loading and for 30 minutes after completion of loading. This is to allow the settling of
gas bubbles, water or particulate matter in the liquid and the dissipation of any
electrical potential. After the 30 minute waiting period, metallic equipment may be used
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for dipping, ullaging and sampling, but it must be effectively bonded and securely
earthed to the structure of the ship before it is introduced into the tank, and must
remain earthed until after removal. Operations carried out through a correctly designed
and installed sounding pipe are permissible at any time. It is not possible for any
significant charge to accumulate on the surface of the liquid within the sounding pipe
and therefore no waiting time is required.
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Above precautions are not required if tanks are in inert condition.
Why is the outflow of HVV valve kept more than 30 m/s?

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x To comply with the requirements of SOLAS and IBC Code.

x To ensure that there is no accumulation of hazardous vapours at deck level that can
cause health hazards to personnel on deck.
x To ensure that if the PV valve is on fire, the flames will not be drawn into the vent pipe
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since the velocity of the vapours 30m/s will be more than the flame travel velocity. As
soon as the pressure is reduced, the P/V valve will automatically sit down preventing
any further vapours to be released. This is the reason why there is no flame screen on
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the pressure side of the PV valve.

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Explain the cargo calculations on Oil Tanker.

x Oil tanker calculation can be either done using the API or specific gravity depending on
the requirements of the load port. The standard temperature used to calculate volume
is 150C or 600F. Units are either cubic metres or barrels.
x From the ullage, we calculate the total observed volume (applying the corrections if
any) using the Tables. TOV includes volume of all oil, water, sediments, OBQ (quantity
before loading), etc.

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x We check the interface to see if there is any free water. This is then calculated and
subtracted from the TOV to obtain the Gross Observed Volume (GOV).
x VCF is then obtained from the ASTM Tables for the given density at 150C in vacuum
for the observed temperature. VCF multiplied by GOV gives the GSV (Gross standard
volume) i.e. the volume at standard temperature.
x This GSV multiplied by WRF will give the mass of the oil in MT. WRF is the weight
reduction factor (density at 150C in vacuum – 0.0011)
Calculation using API:
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API Gravity = (141.5 / RD @ 600F) - 131.5
x From the corrected ullages, we can find TOV (US Bbls)

x From corrected interface, we can get FW (US Bbls)
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x TOV-FW = GOV (US Bbls)
x Using API Gravity at 600F and observed temperature (0F), we can find VCF (Table 6)
x
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GSV = GOV x VCF (US Bbls)
x WRF can be found from Table 13
x Weight (MT) = GSV x WRF
What is VEF? Explain in detail.

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x The VEF is the historical difference in the ship and shore figures for a ship over a
period of time. A VEF is used to assess the validity of quantities delivered to the ship
that are derived from shore measurements.
x Vessel capacity tables are often calculated from the vessel‘s building plans, rather than
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based on accurate physical tank calibration measurements. This means that there are
usually differences between the quantity of a cargo measured in a calibrated shore
tank and the quantity determined by vessel tank measurements.
x For any given vessel a simple ratio can be found between the quantity of liquid
measured on board the vessel and the corresponding measurement by a load or
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discharge facility. A historical compilation of this ratio, typically over 10 voyages, is

known as the vessel experience factor (VEF).
x In simple situations the application of a VEF is the principle way a Chief Officer is able
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to assess if the BL quantity is reliable. But where shore based measurements are not
available, BL or out-turn quantities may be determined based on vessel received or
delivered quantities adjusted by the VEF.
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x A minimum of 5 qualifying voyages are needed to calculate a VEF – however, a larger

number is desirable. A qualifying voyage is a voyage in which the loaded quantity is
within the range of +/- 0.0030 (or 0.3%) of the average ratio of all voyages – for
example if the average of all voyages is 0.9961, all voyages with a ratio within the
range from 0.99911 through 0.99314 would qualify.
x Following are to be excluded from VEF calculations:
a) Any voyages where calculated ratio suggests significant error.

280
b) The maiden voyage, and any voyages prior to any structural modifications affecting
vessel‘s cargo tank capacities.
c) Any load or discharge data where shore measurements are unavailable.
d) The first voyage after a dry docking.
e) All voyages involving STS lightering operations,
f) Voyages where vessel has loaded several parcels or voyages where vessel only
part loaded to less than 75% capacity.
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Once calculated, a VEF can then be applied to the ships figures which can then be
compared to the shore figures as a measure of accuracy and confidence.
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For example, if a vessel gauges her tanks and the resulting calculations give a total
quantity on board as 540,000 bbls but the shore figure presented is 543,000 bbls. The
difference between the two figures is 3000 bbls or 0.55% – a figure which would most
likely prompt further investigation and protest.
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If the vessel in question had a VEF of 0.9961 this, once applied to the vessels figures,
would result in a ship figure of 542,114 bbls (540,000 / 0.9961) i.e. a difference of 886 bbls
which represents a difference of 0.16% – a figure which may be considered within
acceptable industry standard margins.

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A VEF can change over time due to a number of factors such as change of trade (different
grades and load ports), accumulation of sediment and scale, dry docking preparation (de-
scaling), structural alteration in cargo spaces, etc.
What is deck seal? Explain with diagrams.
SOLAS requires the installation of two non-return devices, one of which shall be a water
seal, in the inert gas main of any inert gas system. This regulation also requires that the
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arrangement of the deck water seal is such as to prevent the backflow of hydrocarbon
vapours and ensure the proper functioning of the seal under all operating conditions.
Deck seal is a non-return device which is part of the IGS and fitted on the IG main to
provide positive means of ensuring that the contents of the cargo tanks never reach the
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machinery spaces. Deck seals can be of the following three types:
Wet Type Deck Seal: In this type
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of deck seal, IG enters at the
bottom and bubbles through the
water. Any water carried away by
the IG is removed by the demister.
If there is a back pressure from the
cargo tanks, water is forced in the
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pipe that brought the IG from the
blowers, thus preventing the gases
from entering the machinery
spaces.
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Semi-dry deck seal: In this type, when IG is not operational, the U-pipe is full of water. As
soon as the IG starts flowing, the plug of water in the U-pipe is pushed aside and the flow
of IG causes a Venturi effect.
This draws the water from the
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U-pipe in a separate holding

chamber. In case of back
pressure from the cargo
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tanks, the venturi effect

disappears and water flows
back into the U-pipe. Since
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the supply of water is

continuous to the holding
chamber, the passage of
gases is effectively prevented.

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Dry Type Deck Seal: In this type, water is held in a ‗drop tank‘. When IG is in operation,
the water is drained and if the
system is stopped or if there
is a back pressure from the
tanks, then the seal is filled
with water. The filling and
discharge of the water is done
automatically by valves.
These automatic valves work
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by monitoring the level of
water in drop tank, deal seal
and state of the blowers.
There is no water carry over
in this type of seal, hence
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called dry seal. Drawback
could be failure of automatic
valves which would make the
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seal ineffective.
What is NRV in the IG system? Explain with diagram.
There are two Non-return devices that are required to be fitted on the IG system. One of
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this must be a deck seal. The other is a mechanical non return valve. Its purpose is the
same as the deck seal i.e. to prevent the gases from reaching the machinery spaces. The
NRV consists of a flap hinged on top, free to move in one direction only. When liquid
flows, the flap is lifted in the direction of the flow and when the flow stops, the flap falls due
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to its own weight and closes the valve. A stopper prevents the flap from moving to the
other side. Thus, it allows flow only in one direction.
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Is bio fuel additive added to jet fuel, what precautions will you take for carriage and
for fire? Can you use ODMCS after tank cleaning?
In jet fuel, a compound called tetraethyl lead or TEL is sometimes added depending on the
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grade. The additive is added to increase the octane rating (higher performance fuel) but it
is toxic and releases lead particles into the air. Whether the jet fuel has an additive added
to it can be checked prior to loading by referring the shipper‘s declaration or MSDS. In
several parts of the world, this additive is prohibited from being added to the gasoline of
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land vehicles, however, it is still used in aviation gasoline. Shipper‘s cargo specific
instructions must be strictly followed.
Following are the precautions to be taken:
a) All precautions as given in ISGOTT for static accumulator cargo must be followed.
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b) Cargo tanks must always be in inert condition with positive pressure since jet fuel is
a highly flammable cargo (FP about 380C)
c) Only closed operations are allowed.
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d) Vapour return line must be used during cargo operation.

e) It is a high vapour density cargo (> 3). All precautions required for such cargoes
must be taken.
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f) Appropriate toxic gas detector tubes must be availed as required.

g) Shipper‘s instructions related to cargo must be strictly followed.
Yes, if the ODMCS is bio-fuel compliant it can be used. Appropriate cargo name must be
selected on the ODMCS and all tank washings must be strictly discharged through
ODMCS complying with the MARPOL Annex I discharge criteria.

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(Bio-fuel blends with 75% or more petroleum oil fall under MARPOL Annex I. These have
to be discharged as per MARPOL Annex I regulations and ODMCS must be bio-fuel
compliant. This is in force from 1st Jan 2016. Blends with petroleum content lower than
75% are considered chemical-blends and must adhere to the IBC Code Certificate of
Fitness (Category X). When carrying bio-fuel blends containing more than 5% of ethyl
alcohol, alcohol resistant foams should be used when considering the deck fire-fighting
system requirements.)
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What are the various ODMCS alarms and how will you rectify them?
Following are the various alarms and means to rectify it:
x Math Error Alarm: Replace battery on front PCB in computer unit or contact Maker.
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x Communication alarm: Check all fuses and cable connections or contact Maker
x Over-current or Overheating alarm: Check if sample pump outlet valve is open.
x Pressure switch alarm: Check is air valve is open and air pressure is 0.4 – 0.6 Mpa
x
x
x
x
x
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Detector Failure alarm: Check if oil measuring unit is working
Printer Timeout Alarm: Check fuse on the back of the printer.
Cleaning Pressure Alarm: Check if FW supply for flushing is available and valve is
open and pressure is sufficient.
Cleaning Error Alarm: Check if cleaning solution is available
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Flow minimum limit alarm: Check if cargo pump is working properly & valves are open.
x Speed Error Alarm: Check if speed log is connected and showing the correct value.
x High PPM failure: Oil water separation to be carried out to reduce oil content in water.
x 15 PPM Alarm: Oil water separation to be carried out to reduce oil content in the water.
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x 30 L/NM alarm: Oil water separation to be carried out.
What are the contents of ISGOTT?
Following are the contents of ISGOTT (6th Edition):

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Part 1: General Information

Chapter 1: Basic Properties and Hazards of petroleum
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Chapter 2: Gas Evolution and Measurement

Chapter 3: Static Electricity
Chapter 4: Managing Hazards and Risks for Ship and Terminal
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Chapter 5: Fire Protection

Chapter 6: Security
Chapter 7: Human Factors
Chapter 8: Alternative and Emerging Technologies
Part 2: Tanker Information

Chapter 9: Management of Safety and Emergencies
Chapter 10: Enclosed Spaces

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Chapter 11 Shipboard systems

Chapter 12: Shipboard Operations
Chapter 13: Carrying and storing hazardous materials
Chapter 14: Special Ship types
Part 3: Marine Terminal Information

Chapter 15: Marine Terminal Administration
Chapter 16: Marine Terminal operations
Chapter 17: Marine Terminal Systems and equipments
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Chapter 18: Cargo transfer equipment
Chapter 19: Marine Terminal fire protection
Chapter 20: Emergency preparedness & evacuation
Part 4: Ship/shore (Tank/terminal) interface
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Chapter 21: Communications
Chapter 22: Mooring and berthing
Chapter 23: Tanker and Terminal Precautions for Cargo Operations
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Chapter 24: Bunkering Operations
Chapter 25: The Ship/Shore Safety Checklist
On an oil tanker, how will you know which all cargoes you can carry?
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Any cargo that comes under the definition of ‗oil‘ as given in MARPOL Annex I, Regulation
1 can be carried onboard an oil tanker, provided the cargo tank coating is compatible for
the product so desired to be carried. Additionally, in case carrying bio-fuel blends on or
after 1st Jan 2016, the ODME must be bio-fuel compliant as required under MARPOL. If
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not, all tank washings will have to be discharged to shore reception facilities.
Also, MARPOL Annex I Appendix I gives a list of oils, which is not to be considered as a
comprehensive list.
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What do you know about ship shore safety checklist? What is P, R, A in the
checklist?
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The responsibility and accountability for the safe conduct of operations while a ship is at a
terminal are shared jointly between the ship‘s Master and the Terminal Representative.
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Before cargo or ballast operations commence, the Master, or his representative, and the
Terminal Representative should agree in writing on the transfer procedures, including the
maximum loading or unloading rates and on the action to be taken in the event of an
emergency during cargo or ballast handling operations. This agreement is known as the
Ship shore safety checklist which is completed and signed by both the ship representative
and the shore representative.

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P, R, A were the codes used in the SSSCL earlier and are no longer in use in the new
SSSCL as per ISGOTT (6th Edition).
x A meant ‗Agreement‘. This indicates an agreement or procedure that should be

identified in the ‗Remarks‘ column.
x P meant ‗Permission‘. In the case of a negative answer to the statements coded ‗P‘,
operations should not be conducted without the written permission from the
appropriate authority.
x R meant ‗Re-check‘. This indicates items to be re-checked at appropriate intervals, as
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agreed between both parties, at periods stated in the declaration.
What is sour crude? What precautions are required for the same?
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Sour crude is a term used to describe crude oil containing appreciable amounts of
hydrogen sulphide and/or mercaptans.
x
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Following are the precautions as per ISGOTT:
Before arriving at the loading port, ensure that the cargo system is free of leaks from
the cargo piping, tank fittings and the venting system. Test the heating coils to prevent
possible transference of H2S into the low pressure steam system.
Any liquid filled pressure vacuum breakers should be checked to ensure that they are
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correctly filled.
x Check that all doors and ports can be securely closed to prevent any small gas
ingress.
x When loading a cargo containing H2S, a safety plan should be produced for the
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loading operation which should include guidance on the venting procedure, monitoring
for vapour, PPE to be used, accommodation & engine room ventilation arrangements
and emergency measures that have been put in place.
x Closed loading procedures should be used.
x Venting to the atmosphere at a relatively low tank pressure should be avoided,
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particularly in calm wind conditions. Cargo loading should be stopped if there is no

wind to disperse the vapours or if the wind direction takes cargo vapours towards the
accommodation.
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x Only personnel actively engaged in ship security and cargo handling should be
permitted on open decks. Regular maintenance on deck should be avoided.
x Visitors should be escorted to and from the accommodation spaces and briefed on the
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hazards of the cargo and emergency procedures.

x H2S is very corrosive and may cause mechanical gauges to fail. Their operational
condition should be checked frequently. In the event of a gauge failure, repairs
should not be undertaken unless an appropriate permit has been issued and all
necessary precautions observed.
x H2S is heavier than air. Vent velocities should be kept high to prevent vapour
accumulating on deck.

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x Vapour Monitoring: Use must be made of personal H2S gas monitoring instruments by
personnel engaged in cargo operations. Tests should also be made for H2S and if a
level in excess of 5 ppm is detected, no personnel should be allowed to work on deck
unless they are wearing suitable respiratory protection
x Personal Protective Equipment (PPE) should be worn by personnel engaged in cargo
operations. Procedures should be defined for the use of respiratory protective
equipment when concentrations of vapour may be expected to exceed the TLV-TWA
(5 ppm). EEBD may be given to personnel working in hazardous areas.
x Training must be given to all crew members in the hazards associated with H2S and
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the precautions to be taken to reduce the risks to acceptable levels.
What is Naphtha and what precautions will be taken while loading the same?
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Naphtha is a flammable liquid hydrocarbon mixture. It is derived from the refining of crude
oil and from natural gas condensates, petroleum distillates, and the distillation of coal tar
and peat.
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Naphtha is used to dilute heavy crude oil to reduce its viscosity and enable/facilitate
transport; undiluted heavy crude cannot normally be transported by pipeline, and may also
be difficult to pump onto oil tankers. Light naphtha is used as a fuel in some commercial
applications. Naphtha is also a crucial component in the production of plastics.
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x Naphtha is highly flammable. Hence, it must be carried and handled in inert conditions.
x Naphtha may have high content of H2S. Precautions given in ISGOTT for H2S to be
followed.
x Vapours are heavier than air. Hence, wind direction and wind speed must be taken into
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account during cargo operations.

x Tank cleaning must be thorough and as required by the charterer based on previous
cargo.
x All static precautions must be taken for Naphtha.
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CARGO – CHEMICAL TANKER
What are the various types of chemical tankers and what cargoes do they carry?
As per IBC Code, a ‗chemical tanker‘ is a cargo ship constructed or adapted and used for
the carriage in bulk of any liquid product listed in Chapter 17 of the Code.
Based on the design, chemical tankers are classified as following:
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x A type 1 ship is a chemical tanker intended to transport chapter 17 products with very
severe environmental and safety hazards which require maximum preventive
measures to preclude an escape of such cargo. The minimum distance of the cargo
tanks from the side shell plating is B/5 or 11.5m, whichever is less, but no less than
760mm. From the moulded bottom plating, B/15 or 6m, whichever is less. Maximum
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allowable quantity of cargo is 1250 m3 in any one tank.
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A type 2 ship is a chemical tanker intended to transport chapter 17 products with
appreciably severe environmental and safety hazards which require significant
preventive measures to preclude an escape of such cargo. The minimum distance of
the cargo tanks from the side shell plating is 760mm. From the moulded bottom
plating, it is B/15 or 6m, whichever is less. Maximum allowable quantity of cargo is
3000 m3 in any one tank
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x A type 3 ship is a chemical tanker intended to transport chapter 17 products with
sufficiently severe environmental and safety hazards which require a moderate degree
of containment to increase survival capability in a damaged condition. There are no
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restrictions for the location of cargo tanks in a Type 3 ship. There is no limit of quantity
of cargo per tank.
Thus, a type 1 ship is a chemical tanker intended for the transportation of products
considered to present the greatest overall hazard and type 2 and type 3 for products of
progressively lesser hazards. Accordingly, a type 1 ship shall survive the most severe
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standard of damage and its cargo tanks shall be located at the maximum prescribed
distance inboard from the shell plating.
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Cargoes carried:
Type 1: Calcium hypochlorite solution, Chlorinated paraffins, phosphorus, etc.

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Type 2: FAME (fatty acid methyl esters), butyl acrylate, nitric acid, vegetable oils, etc.
Type 3: Phosphoric Acid, acetic acid, sulphuric acid, toluene, methanol, etc.
What are the hazards on chemical tankers?
Following are the hazards on chemical tankers:

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1. FLAMMABILITY:
x Vapour given off by a flammable liquid will burn when ignited provided it is mixed with
certain proportions of oxygen in air. If there is too little or too much vapour compared to
the air, the vapour-air mixture is either too lean or too rich, and it will not burn. The
limiting proportions are expressed as a percentage by volume of flammable vapour in
air, and are known as the flammable limits.
x The Lower flammable limit (LFL) is that hydrocarbon concentration below which there
is insufficient hydrocarbon gas to support and propagate combustion. The mixture is
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said to be too lean. The Upper flammable limit (UFL) is that hydrocarbon concentration
above which there is insufficient air to support combustion. The mixture is said to be
too rich. The zone in between the Upper and lower flammable limit is known as the
Flammable Range.
x In addition, a flammable liquid must itself be at or above a temperature high enough for
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it to give off sufficient vapour for ignition to occur. This temperature is known as the
Flash point.
x Volatile Cargo: If a cargo is being handled at a temperature within 100C of its
2. Health Hazards:
x
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flashpoint, it should be considered volatile. Therefore, a cargo with a flashpoint of 800C
should be considered volatile if handled at a temperature of 700C or above.
Many chemical cargoes are toxic (poisonous) in nature. Toxicity is the ability of a
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substance, when inhaled, ingested, or absorbed by the skin, to cause damage to living
tissue, impairment of the central nervous system, severe illness or, in extreme cases,
death. The amounts of exposure required to produce these results vary widely with the
nature of the substance and the duration of exposure to it. These limits are given in the
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form of Threshold Limit Value‘s (TLV).

x TLV is the airborne concentration to which it is believed that a person maybe exposed
over a working life without adverse effects. They fall in three categories:
a) TLV – TWA: Time weighted average is the concentration for an 8 hr/ day or 40
hours / week throughout working life without adverse effect.
b) TLV – STEL: Short term exposure limit is the maximum concentration allowable for
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a period of upto 15 mins provided that no more than 4 such excursions per day and
atleast 60 minutes gap between two excursions.
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c) TLV-C: The ceiling concentration which should not be exceeded even for an
instant.
x
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Other health hazards include suffocation due to lack of oxygen, anesthesia (loss of
consciousness) frostbite, burns due to heated cargo, etc.
3. Reactivity:
x Self Reaction: The most common form of self-reaction is polymerization. It generally

results in the conversion of gases or liquids into viscous liquids or solids. It may be a
rapid, exothermic reaction evolving large amounts of heat and gases. Products that are

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susceptible to polymerization are normally transported with added inhibitors to prevent

the polymerization. An inhibited cargo certificate should be provided to the ship before
a cargo is carried. The certificate must have details regarding the name and quantity of
inhibitor used, date added and date till which it will remain effective, effect of
temperature on it, action to be taken incase the voyage exceeds the effective lifetime
of the inhibitor.
x Reaction with water: Certain cargoes react with water in a way that could pose a
danger to both the ship and its personnel. Toxic gases may be evolved. The most
noticeable examples are the isocyanides; such cargoes are carried under dry and inert
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condition.
x Reaction with air: Certain chemical cargoes, mostly ethers, may react with oxygen in
air to form unstable oxygen compounds (peroxides) If these compounds are allowed to
build up, they could cause an explosion. Such cargoes can be either inhibited by an
anti-oxidant or carried under inert conditions.
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x Reaction with other cargoes: Some cargoes react dangerously with one another. Such
cargoes should be stowed away from each other (not in adjacent tanks) Mixing of such
cargoes must be prevented by using separate loading, discharging and venting
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systems.
x Reaction with other materials: The materials used in construction of the cargo systems
must be compatible with the cargo to be carried. Care must be taken to ensure that no
incompatible materials are used or introduced during maintenance.
4. Corrosivity:
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x Acids, anhydrides and alkalis are among the most commonly carried corrosive
substances. They can rapidly destroy human tissue and cause irreparable damage.
They can also corrode normal ship construction materials, and create a safety hazard
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for a ship.
x Acids in particular react with most metals, evolving hydrogen gas which is highly
flammable. Care should be taken to ensure that unsuitable materials are not included
in the cargo system. Personnel likely to be exposed to these products should wear
suitable personal protective equipment.
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5. Putrefaction:
x
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Most animal and vegetable oils undergo decomposition over time, a natural process
known as putrefaction (going off), that generates obnoxious and toxic vapours and
depletes the oxygen in the tank. Tanks that have contained such products must be
carefully ventilated and the atmosphere tested prior to tank entry. Sometimes the
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presence of toxic vapours in a tank may not be obvious through smell or appearance
of the cargo.
x Carbon monoxide (CO), for instance, is colourless and odourless and can be
produced when vegetable or animal oil is overheated. Hence, proper Gas detecting
devices must be used to confirm presence of toxic gases.

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What is polymerization? How can it be prevented?
Polymerization is a self-reaction which results in the conversion of gases or liquids into

viscous liquids or solids. It may be a rapid, exothermic reaction evolving large amounts of
heat and gases. Products that are susceptible to polymerization are normally transported
with added inhibitors to prevent the polymerization. An inhibited cargo certificate should be
provided to the ship before an inhibited cargo is carried. Cargo instructions must clearly
state whether the tank must be padded or not. Temperature log must be maintained
during the voyage to check if any sudden abnormal increase in temperature is noticed.
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Classify chemical tankers and gas tankers as per carriage.
Chemical tankers can be classified as Type 1, 2 and 3 ships.
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Gas carriers can be classified as:
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x ‗A type 1G ship’ is a gas carrier intended to transport products indicated in chapter 19
which require maximum preventive measures to preclude the escape of such cargo.
x ‗A type 2G ship‘ is a gas carrier intended to transport products indicated in chapter 19
which require significant preventive measures to preclude the escape of such cargo.
x ‗A type 2PG ship‘ is a gas carrier of 150 m in length or less intended to transport
products indicated in chapter 19 which require significant preventive measures to
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preclude escape of such cargo, and where the products are carried in independent
type C tanks designed for a MARVS of at least 7 bar gauge and a cargo containment
system design temperature of -55 degrees C or above. A ship of this description but
over 150 m in length is to be considered a type 2G ship.
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x ‗A type 3G ship‘ is a gas carrier intended to carry products indicated in chapter 19

which require moderate preventive measures to preclude the escape of such cargo.
Based on their carriage condition, they can be classified as fully pressurized ships, semi-
pressurized or semi-refrigerated ships and fully refrigerated ships.
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Explain procedure for discharging by pumps. What do you know about FRAMO
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pumps?
x Ensure all pre-cargo operation checks are carried out and double check the line up at
the manifold. Once ready to commence discharging, ensure the number of power
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packs required are started and system pressure adjusted as required.

x Start the Framo pump slowly with the discharge valve shut. Keep the line master valve
open. Once the pump has started, slowly open the discharge valve. Once cargo has
come to the manifold, open the manifold valve. Similarly, start the discharging for the
next tank.
x Confirm that there are no leaks at the pump stack, on deck under manifold and at the
manifold both sides.

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x Confirm with terminal if they are receiving the cargo. Monitor manifold pressure. If
everything is in order, increase pressure gradually to maximum pressure as agreed.
x Monitor tank pressure & ensure the vacuum side of the P/V valve is activated. In case
of flammable products requiring nitrogen, ensure N2 is being delivered into the tanks.
x For tank changeover, stop one pump slowly and close the associated valves for that
tank and then start the next tank to be discharged.
FRAMO pumps are submersible centrifugal pumps fitted inside individual tanks mainly on
chemical tankers and product tankers. These pumps allow total segregation of the parcels
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as each tank is served by its own pipeline, own pump and own venting system. The
pumps are very durable and long lasting and maintenance is easy. The pump‘s cofferdam
needs to be purged as per the Maker‘s guidelines in order to ensure that the mechanical
seal (oil seal) and cargo seal are in good condition and adequate separation between oil
and cargo is achieved.
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The pumps are run by using hydraulic motor and power pack system and can run at a
pressure of about 200 bar. The pumps can be remotely operated from CCR and also
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locally from the main deck. There is also a Portable Framo pump onboard to be used in
case of emergency if the cargo pump is not working. The Pump also provides a stripping
option using compressed air or nitrogen and hence eliminates the need for a separate
stripping pump. FRAMO pumps are also fitted as ballast pumps.
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Explain with rough sketch the construction and working of Framo Pumps.
x FRAMO Pumps are submersible pumps used mainly on chemical and product tankers.
These pumps eliminate the hazards of toxic vapours / flammable vapours escaping
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from pump glands into a pumproom. Since the pumps are physically located inside the
tanks, there is no need of long, costly piping on the suction side. It eliminates the need
for a cargo pump room altogether.
x The submerged pump is driven by a prime mover i.e. a hydraulic motor, which is
located inside the tank. The hydraulic motor itself is driven by hydraulic pressure
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produced by hydraulic pumps located elsewhere.

x With reference to the figure below, the hydraulic motor operates the centrifugal pump
that is placed inside the cargo tank. The motor receives pressurized oil from pipe (1)
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and returns the oil into pipe (2) of the three concentric pipes as shown in the figure.
Outer concentric pipe (3) acts as a cofferdam which separates the hydraulic lines and
the contents of the cargo tank thereby reducing the possibility of any mixing of the two.
x
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To check if any hydraulic oil or the cargo has leaked into the cofferdam, operator has
to pressurize the cofferdam with inert gas or compressed air at valve (T) and let the
contents blow out at blow valve.
x To let this pump discharge almost all cargo, the pump suction is positioned very close
to the bottom of the suction well. Again before pump is stopped, the discharge line
deck valve is closed and pump discharge line contents are drained through the riser
line (stripping line) by opening the riser valve and pressuring the standing liquid column
with inert gas or compressed air (depending on the cargo) by opening valve (P).

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x Two seals are provided on the pump – one on the pump shaft to prevent leakage of
cargo known as the cargo seal and the other one on the motor hydraulics to prevent
leakage of hydraulic oil known as the oil seal.
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If Framo pump stops working, how will you go about discharging?
I will trouble shoot and if it is still not working, I will carry out discharging using the
Emergency (Portable) Framo Pump. I will transfer the contents of the tank to another
nearby tank with the same cargo whose pump is working. I will make relevant entries in
the log book and also take permission from the Terminal in order to use the Portable
Framo.
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Which all types of coating are used for cargo tanks in chemical tankers? What
chemicals are not suitable for carriage due to these coatings?
1. Epoxy coating: It possesses a good resistance to alkalies, sea water, wine, vegetable
oils, lube oil, etc. It has a very limited resistance against aromatics such as benzene
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and toluene, alcohols such as ethanol and methanol and various esters and ketones.
Organic epoxy coatings generally have a tendency to pick up slight traces of the
product carried. Epoxy coatings are sensitive to temperatures greater than 600C.
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2. Zinc silicate coating: They have an extremely high resistance to aromatics such as
benzene and toluene, alcohols like ethanol and methanol, ketones etc. They are not
resistant to acids or alkalies, including sea water. They are generally resistant to
halogenated compounds such as carbon tetrachloride, ethylene dichloride & ethylene
tricholoride, various esters, etc. provided that the tank surfaces are free from moisture.
3. Phenolic resins: Epoxy phenolic resins possess better resistance than epoxy to a wide
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variety of cargoes. They are suitable for the carriage of strong solvents like aromatics,
alcohols and ketones which are not quite compatible with Epoxy. It can carry majority
of products suitable for Zinc Silicate Coatings. Hence, it is more expensive than Epoxy.
4. Polyurethane: It is comparatively a recent development as an alternative to Epoxy
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coatings. It is suitable for all cargoes that are suitable for Epoxy and even some that
are compatible with Zinc Silicate coatings. Unlike Epoxy, it gives a glossy finish and is
able to shed some of the cargo residues.
5. Rubber lining: Rubber of thickness of about 6mm is fixed in the form of sheets by
suitable adhesive. This type of tank coating is suitable for highly corrosive cargoes like
phosphoric acids or cargoes not suitable for both mild steel & stainless steel, like HCL.
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6. Stainless steel: Stainless steel offers excellent resistance to the majority of cargoes
and is the most preferred option for aggressive cargoes such as Methanol. The steel
specification used on vessels is normally 316L. The tanks are ―cladded‖ with stainless
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steel and the thickness of this cladding may only be 2-4mm. Close inspection of the
stainless steel is required at frequent intervals for any signs of cracking or pitting.
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What is the difference between drying, inerting and padding?
As per CDI,
Drying means filling the cargo tank and pipelines with moisture-free gas or vapour with a
dew point of -40 °C or below.

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Inerting means filling the cargo tank and pipelines with a gas or vapour which will not
support combustion and which will not react with the cargo. (Inerting as per ISGOTT
means the introduction of inert gas into a tank with the object of attaining the inert
condition i.e. the oxygen content throughout the atmosphere of a tank has been
reduced to 8 per cent or less by volume)
Padding means filling the cargo tank and pipelines with a liquid, gas or vapour which
separates the cargo from air.
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What is the difference between flame screen and flame arrestor?
x Flame Screen is a portable or fitted device incorporating one or more corrosion

resistant wire-woven fabrics of very small mesh, which is used for preventing sparks
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from entering a tank or vent opening or, for a short time, preventing the passage of
flame.
x Flame arrestor is a permeable matrix of metal, ceramic or other heat-resisting materials
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which can cool even an intense flame, below the temperature required for the ignition
of the flammable gas on the other side of the arrester.
How will you go about loading a particular chemical onboard a chemical tanker?
What precautions will you take as a Master?
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x Once the voyage order is received, the cargoes must be confirmed to be in the COF
list of cargoes and compatible to the cargo tank coating. If not, the charterers must be
informed. Also, it must be checked if any cargo specific requirements such as nitrogen,
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heating, etc. can be met.

x Stowage plan must be prepared keeping in mind various factors such as draft
restrictions at load or discharge port, trim and stability requirements, stresses, port
rotation, segregation of grades, load density, etc.
x Cargo operation plan must be prepared in the company‘s format using the Loadicator.
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Each sequence and stage of the voyage must be carefully checked for stresses, draft
and trim.
x All crew must be briefed of the cargo to be loaded and its hazards and precautions to
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be taken including the PPE to be worn.

x Tank cleaning plan must be made based on previous cargo, next cargo and charterer
provided tank cleaning standards. If required, tanks must be inerted prior arrival.
x
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As a Master, I will ensure that stowage plan, cargo plan and tank cleaning plan is
adequate.
x I will ensure that tanks are cleaned and ready as required before arrival so that notice
of readiness can be tendered upon arrival.
x I will ensure that required antidote or gas detection tubes, TCFW, TC chemicals or any
other cargo specific requirement is properly dealt with.

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x I will obtain cargo MSDS and shipper‘s declaration by email well in advance before
arrival and exchange with the local agent all the information that is required with
respect to arrival formalities and cargo operations.
x I will participate in the Key Meeting and supervise the loading operation and assist the
Chief Mate if he is in any doubt.
x I will send the cargo reports and other messages as required for departure and next
port arrival and so on.
x I will check with the charterer or his agent if B/L will be issued after loading or LOA is to
be issued.
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x I will check the cargo documents carefully including B/L before signing and ensure one
set is available with the ship.
Explain the cargo calculations on Chemical tanker.
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x Tank Ullages and temperatures are measured using UTI.
x Trim and list corrections are applied as required to this to get the Corrected Ullages.
x
x
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Using Tank Tables and corrected ullage, observed volume is obtained for each cargo
tank interpolating where required.
Density is either given in the form of a table for corresponding temperatures or a
density correction factor and density at a standard reference temperature is given.
From this, we can find the density of the cargo at the observed temperature.
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x Cargo quantity = Observed volume x density in air.
You have got voyage orders for a cargo which is not listed in the COF. State your
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actions.
x When new chemical products or product mixtures are offered for bulk shipment, they
are subject to a so-called tripartite agreement. The purpose of a tripartite agreement is
to enable a new product to be shipped quickly in an interim period before the IMO
performs the final assessment. If this is the case, there is a procedure laid down by
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IMO which can be followed to get an addendum to the COF and have the product
included in the COF. For this, permission must be obtained from Flag State for this
particular cargo and attached to the COF as an addendum.
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x However, if the cargo is listed in Chapter 17 of IBC but not in the ship‘s COF, that
means the ship‘s type and construction is not suitable for a product to be carried.
x The tripartite agreement is valid only for the signatory countries and for a maximum of
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three years. This means that the cargo can only be shipped on vessels flying the flag
of a signatory country and between ports of the countries which are part of the
agreement.
x The IMO will perform a final assessment of the products based on their physical and
toxological properties as submitted by the producing country. The product will then be
valid for all countries without any expiry date, and included in the standard Certificate
of Fitness (CoF) product list. The carriage requirements may change from the tripartite
agreement.

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x While finally-assessed products which a ship is certified to carry are included in the
standard CoF product lists, a single product addendum is added to the CoF covering
that specific tripartite product only.
x Presently, operators can apply for a tripartite list instead of an addendum, thus getting
the vessel certified for all products currently available. On this list, the signatory states
and the tripartite expiry dates will be shown for each product, in addition to the
standard information such as in which tanks the product may be carried, footnotes and
the MARPOL pollution category. This is better since every time an addendum need not
be requested.
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Tripartite Lists
When there is a need to transport a bulk liquid cargo that has not been classified, the
shippers have to go to their administration and request that a tripartite agreement be
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established between the shipping country, the receiving country, and the ship's flag state.
Because new products are continually being created and proposed for carriage onboard
chemical tankers a mechanism (Tripartite agreement) has been created to provisionally
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classify these cargoes under the IMO guidelines. All non-ANNEX 1 cargoes carried in bulk
are classified by IMO and ship‘s Flag State and the carriage requirements for a product
are then determined by these entities using the guidelines set out by GESAMP and the
IMO. Conditions of carriage of chemicals not included in COF are the subject of a
―tripartite agreement ―involving flag state and port administrations and included in the
addendum. It is an agreement between 3 parties. Products that are not shown in Chapter
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17 and 18 of the IBC Code are invariably such products have been subject to a provisional
categorization and are identified as potential entries to the IBC Code in the IMO Tripartite
Agreement Lists. If a tripartite agreement is completed it is then included in the
"Provisional Categorization of Liquid Substances" (also known as the MEPC.2 Circular).
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An updated circular is published every December. The initiator of the tripartite agreement
has three years in which to provide all of the required data to formally classify a
substance. It is not acceptable to repeatedly initiate new tripartite agreements for the
same product. Cargoes missing from IBC code would appear in the MEPC.2/Circ. until
such time as the next amendment to the IBC Code is undertaken. The tripartite agreement
will stand for three years, before which time all outstanding or otherwise necessary data
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will have to have been forwarded to the IMO (GESAMP) for the formal classification. If the
cargo is assessed as being regulated by the IBC Code or MARPOL Annex II, the ship's
Certificate of Fitness and Procedures & Arrangements Manual will have to be amended
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(usually by the classification society, arranged by the owner or manager). The shipping
country will determine the provisional carriage requirements and seek the concurrence of
the flag state and receiving countries using the standard format. In the absence of a
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response from the flag state or receiving countries after 14 days, the agreement may be
deemed to have been accepted, and the IMO is informed. If there is a question as to
whether the cargo has been classified, the IBC Code should be consulted. If not found
there, check the annual "Provisional Categorization of Liquid Substances", the most recent
MEPC.2 Circular. (Most latest is MEPC.2/Circ.26- 1st Dec 2020)

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What precautions will you take before initial loading of high density cargo such as
Sulphuric Acid on chemical tankers?
x The tanks must be absolutely dry as sulphuric acid reacts with water.
x The manifold must be fitted with splash guards as required for corrosive cargoes.
x All crew must be instructed to operate the valves slowly as to avoid any damage to the
valves and pressure surge in the cargo lines.
x The initial loading rate must be kept slow until the first foot is filled inside the tank.
x Cargo samples must be taken as per Company‘s and Charterer‘s sampling policy.
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x Deballasting must be started as early as possible as usually sulphuric acid is loaded at
a fast rate and vessel loads upto her marks.
x All crew must be wearing proper PPE. A fresh water hose must be kept stand-by at the
manifold and emergency eye-wash and shower tested every watch.
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What precautions will you take while loading Caustic soda on Chemical tanker?
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Caustic soda solution (IBC Product Name – Sodium Hydroxide solution)
x Caustic soda solution is an extremely alkaline and corrosive substance (IMDG Class 8)
and should be handled with the greatest care. Even a small amount of contact can
cause severe chemical burns. When caustic soda comes into contact with water it
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produces a significant amount of heat (exothermic reaction).
x If it goes in the eyes, it will cause marked eye irritation and possible corneal damage.
Proper PPE must be worn as per the MSDS.
x Toxic gas detection tubes must be available onboard. (TLV TWA 2 ppm)
x
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Crew must be properly trained with respect to hazards of the cargo & how to prevent it.
x It is a high density cargo (~1.5) and must be loaded slowly initially.
x It has a freezing point of about 140C and as per IBC Code Column ‗o‘ (16.2.6) it require
the cargo's viscosity at 20°C to be specified on the shipping document, and if the
cargo's viscosity exceeds 50 mPa·s at 20°C, the temperature at which the cargo has a
viscosity of 50 mPa·s shall be specified. Also, as per (16.2.9), the cargo's melting point
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shall be indicated in the shipping document. (Category Y Cargo)

x When loading in cold countries, careful attention must be paid to avoid the cargo from
being frozen in the cargo lines.
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x It is highly incompatible with acids. Hence, it must never be stored adjacent to tanks
containing acids.
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Why are the longitudinal on deck on a Chemical tanker?

On a chemical tanker, the longitudinals and transverse stiffeners are on deck rather than
inside the cargo tanks. This is to make the cargo tank walls smooth and thus easier to
clean using permanently fitted tank cleaning machines.

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How is tank cleaning carried out on a chemical tanker? Is there anything to monitor
the rate of discharge or quality of discharge?
x Tank cleaning is carried out by using the fixed tank cleaning machines that are fitted
for each tank.
x Detailed procedure and the arrangements are provided in the ship‘s P&A Manual.
x The tank cleaning procedure and steps depend upon the cargo to be cleaned and next
cargo to be carried and the tank cleaning standards required.
x The tanks are usually washed with sea water (either ambient or hot) and thereafter
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rinsed with fresh water.
x Certain cargoes may require cleaning with detergents or chemicals and some may
require DI rinsing of the tanks in order to bring down the Chloride contents in the tank.
x The tank cleaning pumps are used to draw seawater in the tank cleaning line and
supply it to the tank cleaning machines which are programmed to wash the cargo tank.
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x Fresh water is drawn from the ship‘s TCFW tanks by the same or different TC pump
and provided to the same TC machines for fresh water rinsing.
x
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Proper precautions based on the cargo must be taken before and during the tank
cleaning.
x After the tanks are cleaned and stripped, the tanks are ventilated. Once gas-free
condition is obtained, man-entry is made for mop-dry.
x Certain flammable products will require the tank cleaning to be carried out in an inert
atmosphere. In this case, after cleaning, the tanks must be purged in order to bring the
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HC content to below 2% by volume and thereafter gas-freeing must be commenced.
x All MARPOL Annex II discharge criteria must be complied with and appropriate entries
must be made in the cargo record book.
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No, there is no way to monitor the rate of discharge. However, the rate of discharge has to
be mentioned in the CRB. For this, we note the start and stop time of pumping the wash
water and the amount of water collected in the tank in the washing process. For example,
if washing two tanks at the same time and both tanks have two machines each with
individual throughput of 15m3/hr at 8 bar, in one hour of washing, total of 30m3/hr will be
collected in each tank. If the pumping lasted for say one hour, in one hour we have
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pumped out total of 60m3 overboard from the Annex II line. Thus, the rate of pumping is 60
m3/hr. There is no flow meter to determine the exact rate of discharge. Also, quality of
discharge does not matter as long as MARPOL Annex II regulations have been complied
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with.
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What is the difference between Oil and chemical tanker?
x Oil tankers carry crude oil and other petroleum products. Chemical tankers carry
chemical products listed in Chapter 17 of the IBC Code.
x Oil tankers are constructed based on requirements of MARPOL Annex I and IACS
Common Structural Rules. Chemical tankers are constructed based on requirements of
IBC Code.

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x Oil tankers have centrifugal pumps in a cargo pump room connecting all the tanks
together. They do not have flexibility of carrying different grades in different tanks.
Chemical tankers have an individual submersible pump that means each tank can
carry a different grade.
x Oil tankers have a cargo pump room. Chemical tankers with submersible pumps in
each tank do not have a cargo pump room.
x Oil tankers comply with MARPOL Annex I regulations. Chemical tankers comply with
MARPOL Annex II regulations.
x Oil tankers are of various sizes ranging from a GP, MR, to VLCC and ULCC. Chemical
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tankers are usually smaller in size ranging from 5,000 to 59,000 DWT in size.
x Oil tankers have internal framing which pass through the tank. A chemical tanker,
however, will have external framing. This is to be able to completely clean the tank and
remove any residues from the previous cargo.
x Oil tankers do not require to clean the tanks very often as they may carry the same
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grade or compatible cargo and load on top. COW may be required for crude oil tankers
but it does not involve water washing unless man entry is required or for entering dry
dock. Chemical tankers have to clean their tanks every voyage as they usually carry a
different grade every voyage.
What is EDP? SO
In many ports where the Bill of Lading cannot be issued soon after loading, an Early
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departure procedure is followed. The purpose of this procedure is to avoid unnecessary
delay in the ship‘s departure waiting for a bill of lading and to vacate the berth for the next
vessel. In such ports, the EDP is followed, whereby the Master signs and issues a LOA
(Letter of Authorization) and gives authority to the Charterers Agent to sign the B/L on his
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behalf. The LOA will state the procedure and strict conditions for signing and releasing the
B/L‘s. The normal procedure is for the agent to send the draft B/L to the vessel by email
and only after the Master‘s approval, can he sign the OBL‘s. The Charterer will always
inform the master if EDP is to be followed at the load port. An EDP should not be followed
unless the master has permission from his commercial operator or the charterer.
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What is Certificate of origin and certificate of quality?

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A Certificate of Origin (CO) is an important international trade document that certifies that
goods in a particular export shipment are wholly obtained, produced, manufactured or
processed in a particular country. They declare the ‗nationality‘ of the product and also
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serve as a declaration by the exporter to satisfy customs or trade requirements.
A Certificate of Quality or Analysis certificate is an important document that certifies the

quality and describes the physical and chemical properties, measurements and
compliances, as applicable with respect to the cargo supplied onboard and the test report
is prepared after a laboratory analysis of the cargo sample. The Certificate of Quality
provides complete information relating to quality and performance of products.

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CARGO – GAS CARRIERS
Explain types of Gas carriers? What is the difference between each?
Fully Pressurized Semi-pressurized Fully Refrigerated

These carry cargoes at These carry cargo at These carry cargo at
ambient temperatures. temperatures lower than atmospheric pressure and
ambient. are reduced temperatures.
They are fitted with Type C They are also fitted with They are fitted with
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tanks (pressure vessels) Type C (pressure vessels) independent Type-A cargo
having a typical design but design pressure is about containment system with a
pressure of about 18 bar g. 3-10 bar g depending on the centerline bulkhead.
cargo temperature.
No thermal insulation or Tanks are insulated and Tanks are insulated and a
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reliquefaction plant is reliquefaction plant is bigger reliquefaction plant is
necessary and cargo can be necessary to be provided on necessary on such ships.
discharged using pumps or these ships.
compressors.
heavy. Hence, SO
Because of high design These ships are larger and
pressure, tanks are very have a cargo capacity of
cargo about 30,000 m3.
capacity is about 4,000-
6,000 m3.
These ships vary in size
having capacities from 5,000
to 100,000 m3.
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Explain the liquefaction system on a gas carrier.
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There are three types of reliquefaction systems that are used on gas carriers:
Single stage direct reliquefaction:
This is particularly suited for the semi-pressurized and fully refrigerated LPG carriers. A
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simplified diagram is shown below. This cycle is suitable where suction pressures are
relatively high, as in the carriage of semi-pressurized products. Boil-off from the cargo
tanks are drawn off by the compressor. This compressor increases the temperature and
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pressure of the vapour. The high temperature allows it to be condensed against the
seawater in the condenser. The condensed liquid is then flushed back to the tank via a
float controlled expansion valve. The condensed liquid / vapour mixture is returned to the
tank either by a spray rail at the top of the tank or taken to the bottom of the tank to
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discourage revaporization. The spray rails are normally used when the tank is empty and
bottom discharge is carried out when the tank is full.

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Cascade Direct Cycle:
The cascade cycle is used for fully refrigerated cargoes where a special refrigerant gas
such as R22 is used to obtain the lower carriage temperatures. Furthermore in these
systems, refrigeration plant capacities are not so affected by sea water temperature
changes compared with other reliquefaction cycles. For the carriage of ethylene this type
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of equipment is essential.
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The single-stage compression of cargo vapour is identical to the single-stage direct cycle,
but the cargo vapours are cooled using R22 instead of sea-water. The cargo, in
condensing, evaporates the liquid R22 and the R22 vapour is then taken through a
conventional R22 closed refrigeration cycle, condensing against sea-water — hence the
term cascade. The condensed liquid / vapours are either drawn back to the tank by spray
rails on top of the tank or let into the tank through the bottom. When tanks are empty, the
spray rails are used and when the tank is full, bottom discharge is preferred.

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Indirect cycle:
Indirect cycle is a system where an external refrigeration plant is employed to condense

the cargo vapour without it being compressed. This cycle is relatively uncommon as its
use is limited to a small numbers of cargoes. For efficiency, it requires a very cold
refrigerant and large surface for heat exchange. This type of reliquefaction plant is,
however, required by the Gas Codes when carrying chlorine, ethylene oxide, propylene
oxide or a mixture of ethylene-propylene oxide.
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Is there a possibility of pollution from gas carriers?
LNG is carried as a liquid at –162°C and LPG, which includes propane and butane, is
carried at –45°C and –0.5°C respectively. An accidental discharge would vaporise at
ambient temperatures and therefore it would be unlikely to contaminate the marine
environment. However, an accidental discharge could be hazardous due to the risk of
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asphyxiation, cryogenic burns, structural damage, fire and explosion. MARPOL Annex VI,
Intervention Convention and OPRC-HNS Protocol – all apply to gas carriers more
specifically LNG & LPG carriers. For compensation, the HNS Convention is adopted but
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not yet in force.

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What is primary and secondary barrier in a gas tanker? How will you know if there is
a leak?
A Type-A independent tank or membrane tank consists of a primary and a secondary

barrier. The primary barrier is the tank structure itself and is made of invar steel of 0.7mm
thickness. Secondary barrier can be the hull designed to withstand low temperature or a
separate secondary barrier is provided. The secondary barrier must be able to contain the

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leak for 15 days. Space between the barriers is called hold space and it is filled with inert
gas when carrying flammable cargoes. Insulation is provided between the primary and
secondary barrier. In membrane tanks, the insulation is provided between the secondary
barrier and the hull as well.
The hold spaces are provided with appropriate gas detecting devices for detecting any
leakage from the primary barrier and audible and visual alarms are provided on navigating
bridge and the CCR. The gas detection system is permanently installed and capable of
measuring gas concentrations of 0 to 100 % by volume and usually gives an alarm if gas
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concentration reaches 30% of LFL or lower, as per Flag State or Class requirement.
What are the hazards on gas tankers?
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Following are the hazards on gas carriers as per IGC Code Chapter 1.2:
Flammability: The single most hazardous aspect of liquefied gases is the flammable
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nature of their vapours. Much effort is put into tanker design to ensure effective cargo
containment to avoid vapours escaping to atmosphere. The rate of vaporization of spilled
liquefied gas is far more rapid than of spilled oil. Hence, the spread of flammable vapours
will be far more extensive. The chance of ignition following a spillage is thus must greater.
For this reason, many terminals have established ignition-free zones around jetties.
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Toxicity: When a person is exposed to high concentration of gases for a short period and
the effect is felt almost immediately. This is known as acute toxic effect. When a person is
exposed to small / low concentration of gases for a prolonged period and the effect is felt
after 10-15 years. This is known as chronic toxic effect. Toxicity depends on factors such
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as length of exposure, type of contact, stress of the person, toxicity of the product, etc.
Toxicity is expressed as TLV which is the airborne concentration to which it is believed
that a person maybe exposed over a working life without adverse effect.
Reactivity: A liquefied gas may react in the following ways:

a) Reaction with water – some liquefied gas cargoes may combine with water under
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certain conditions to produce a crystalline substance called hydrates, which resembles

crushed ice. Care should be taken to exclude water from the cargo as to avoid hydrate
formation. Hydrates can cause pumps to seize and equipment to malfunction.
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b) Reaction with itself – the most common self reaction is polymerization which may be
initiated by the presence of small quantities of other cargoes or certain metals.
Polymerization gives heat which may accelerate the reaction. It can be avoided by
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carrying the cargo under an inert gas blanket or by use of an inhibitor.

c) Reaction with air – some cargoes may react with air to form unstable oxygen
compounds known as peroxide which can cause explosions. Hence, these cargoes are
either inhibited or carried under nitrogen / IG blanket.
d) Reaction with other cargoes – certain cargoes dangerously react with other cargoes.
These should be properly segregated at all times.

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e) Reaction with other material – the materials used in the cargo systems must be
compatible with the cargoes to be carried and care should be taken to ensure no
incompatible materials are used.
Asphyxia (Suffocation): Suffocation is a problem limited to enclosed spaces. Oxygen

deficiency can cause suffocation. Oxygen deficiency could be due to the presence of large
quantities of cargo vapours, nitrogen or inert gas or due to rusting of internal tank
surfaces.
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Corrosivity: Some cargoes and inhibitors may be corrosive in nature. Materials used in
cargo systems must be resistant to corrosion. Care must be taken to ensure no unsuitable
material is introduced in cargo systems. Corrosive liquids can also attack human tissues
and can cause irreparable damage. Therefore, care must be taken to avoid contact by
referring to MSDS and proper use of PPE.
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Low Temperature: Non-metals and alloy become stronger but less ductile at low
temperatures. Normal shipbuilding steel rapidly loses its ductility and impact-strength
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below 00C. Hence, care should be taken to prevent cold cargo from coming in contact with
the steel to avoid stress due to contraction and cracking of the metal. The rapid cooling
makes the metal brittle and can cause sudden cracking (brittle fracture).
Chemical Burns: Some cargoes such as ammonia, chlorine, ethylene oxide, etc. can
cause chemical burns which are similar to burns by fire, except that the product may be
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absorbed through the skin causing toxic side effects. Chemical burns are particularly
damaging to the eyes.
Roll over: It is a spontaneous rapid mixing process which occurs in large tanks as a result
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of density inversion. Stratification develops when liquid layers adjacent to a liquid surface
becomes more dense than the layers beneath due to boil off of lighter fraction from the
cargo. This unstable condition relieves itself with a sudden mixing which is aptly named as
‗rollover‘.
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What are hydrates? How will you prevent formation of hydrates?
Some hydrocarbon cargoes will combine with water under certain conditions to produce a
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substance known as a hydrate resembling crushed ice or slush. Care should be taken to
ensure water is excluded from the cargo system. Hydrates can cause pumps to seize and
equipment to malfunction. Care should, therefore, be taken to prevent hydrate formation.
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Hydrate formation can be prevented in the following ways:
x By ensuring there is no water in the cargo system what so ever.

x By adding small quantities of a suitable anti-freeze (e.g. methanol, ethanol)
x By adding a suitable inhibitor.

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What all precautions you will take while loading and discharging on a gas carrier?
x Ensure cargo operation plan is prepared and discussed with all concerned.
x Ensure all pre-arrival checks are carried out as per Company checklist.
x Ensure all cargo related equipments and instruments are in good working order.
x Ensure all safety and fire fighting appliances are in state of readiness.
x Ensure all pollution prevention equipments are in state of readiness.
x Ensure all local and port regulations are discussed and complied with.
x
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Ensure adequate numbers of persons are available on watch and sufficiently rested.
x Loading must commence at an initial slow loading rate. It is very important that the
non-nominated cargo tanks along with the nominated tanks are checked to confirm that
only the dedicated tanks are receiving cargo. Similarly ballast and void spaces
adjacent to the cargo spaces must be verified to ensure there is no accidental
migration of cargo into these spaces. This monitoring must be undertaken at regular
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intervals until the completion of loading.
x Ensure all stages of cargo loading and discharging are monitored, recorded and
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carried out as per the approved plan.
x During loading, ensure manifold pressure gauge shows zero back pressure at all
times.
x Ensure deck rounds are taken to detect any leak or abnormal condition.
x Ensure ship shore safety checklist is complied with.
x Ensure line-up in doubled checked before starting to load or discharge.
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x Monitor the cargo tank levels, pressure and cargo temperature.
x During topping off, ensure that automatic valves operate at the set limit and loading
rates are accordingly reduced in advance.
x During discharging, check all the parameters of the cargo pumps, compressors,
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booster pumps, reliquefaction plant, manifold pressures, tank levels, tank pressure,
cargo temperature, etc.
What is a booster pump and how does it works? What is its use on gas tanker and
chemical tanker?
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A booster pump is a used to increase the pressure of a fluid (liquid or gas). Normally, gas
carriers fitted with deepwell pumps are provided with one or two booster pumps fitted on
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deck. In general, the booster pumps are operated in series with the deep well pumps - two
deep well pumps to share one booster pump, or a booster pump plus a deep well pump.
With booster pumps in operation it is important to ensure that the manifold pressure must
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not exceed the set pressure of the manifold relief valves.
On chemical tankers, booster pumps are not fitted as the cargo pumps are sufficient to
transfer the cargo to the shore tanks. However, sometimes the shore tanks are very far
and there is too much back pressure due to which the cargo cannot be transferred to the
shore tanks or the flow rate is very low. In such cases, a booster pump is fitted on the
shore line that takes the liquid from the line and pushes it further to the shore tank, thereby
making place in the cargo line for more cargo to be pumped by the ship‘s cargo pump.

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CARGO – BULK CARRIER
Explain the full procedure of draft survey with calculations and formulae.
x Draft survey is the procedure to calculate the displacement of the vessel from the
drafts observed visually. After further calculations, cargo onboard can be calculated.
x Drafts on all 6 locations are read i.e. forward, aft and midship port and stbd sides. It
must be ensured that the ship is floating free (not touching ground, or pulled down by
mooring ropes). Drafts must be read preferably during slack water / if weather is rough
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– it must be mentioned in the report.
x Density of water is checked taking samples at 3 depths and various points along the
ship‘s length.
x Following is the calculation related to draft survey:
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a) Correction of drafts – we need drafts at FP, AP and midship. The marks may be not
at the places. Hence, correction must be added or subtracted depending on
position of the marks with respect to the perpendiculars and midship.
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Correction = (Dist. between mark & perpendicular / LBM) x Trim at marks
b) Now, we have the drafts at the perpendiculars and midship. But we need to correct
these for the hog or sag to get the corrected draft i.e. the mean or means or quarter
mean draft.
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QMD = (F + A + 6M) / 8
c) The QMD is not the true mean draft at the vessel‘s COF since vessel is trimmed.
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Hence, we need to apply a trim correction to find the true mean draft
1st Trim Corr = (HF x Trim at perpendiculars) / LBP
This correction is added or subtracted depending on whether COF (F) is forward or

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aft of midship (H) and the trim is by head or stern.
d) Now, we have the TMD (hydrostatic draft), we can find the displacement (W) from
the hydrostatic particulars of the ship. But LCF used to get the ‗HF‘ in the above
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formula was not the one at TMD. Hence, a small correction is applied directly to the
displacement.
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2nd Trim Corr = [(Trim at perpendiculars)2 x 50 x (MCTC1~MCTC2)] / LBP
MCTC1/2 are obtained for drafts (QMD-/+0.5). This correction is in tonnes and
always added.
e) List correction – if vessel is not upright at the time of reading the drafts, the
following list correction is applied. This correction is always added.

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List corr = 6 (dp ~ ds) (TPC1~TPC2)
Where dp & ds are midship P&S drafts and TPC1/2 are their respective TPC‘s.
f) Correction for density – if density is anything other than 1.025, we need to correct
the displacement for density.
Wdw = (Wsw / 1.025) x Gdw
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Draft surveys are carried out before loading (in ballast) to find out the constant and
then after loading to ascertain the quantity of cargo loaded. Displacement minus all
known weights and lightship and constant will give the cargo quantity. Similar draft
survey is carried out at discharge port before discharging to ascertain the cargo
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quantity and at times, after discharging to find out the constant again.
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What is constant? Does it change or remain constant? How is it determined?
The ships constant is the difference between a vessels design lightship and it‘s actual
displacement when empty.
The ships constant will vary over the life of the vessel. Factors that affect constant are
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sedimentation in ballast or fuel oil tanks, corrosion, hull fouling, stores & spares,
modifications to ship spaces, addition/removal of equipment, etc.
The ships constant is determined by a draft survey. Draft survey is carried out at arrival
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port in ballast condition. All known weights (fuel, ballast, FW, light ship, etc.) are
subtracted from the displacement in order to obtain the constant.
How will you go about loading grain? What are the hazards and the ways to prevent
or minimize them?
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Following is the procedure for loading grain:

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1. Holds must be prepared for loading grain. This includes thorough sweeping and
removing of dry residues followed by SW washing and fresh water rinsing. Special
attention must be paid to inaccessible areas like top of beams, underside of hatch,
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behind frames, etc.

2. Hold bilges must be clean & dry, without any odour. Bilge suctions & alarms must be
tried and satisfactory. Rose boxes must be clean and secured in place. Tween deck
scuppers clean and clear.
3. Ventilation arrangements must be checked. Vent flaps must rotate freely.
4. CO2 and smoke detecting system to be checked. CO2 system must be blown through
with compressed air to ensure all nozzles are clear.
5. Bilges must be covered with burlap and sealed with cement.

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6. Weather tightness of hatches must be checked. Track-way must be clear of residues.

Vessel must have sufficient quantity of hatch sealing tapes.
7. Loose rust must be removed from tank tops. Paint touch up may be done if required,
provided sufficient time is available prior pre-loading inspection.
8. Before arrival, a stowage plan must be prepared based on the cargo information
provided by the Shipper.
9. Cargo plan must also be made which will describe the sequence of loading, de-ballast
operations, trim and stresses at each stage, etc.
10. Loading must be supervised the Duty Officer and sufficient number of crew must be
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assigned duties on deck.
11. Drafts must be checked once every watch and compared with the loading plan. Any
changes in sequence or deviation from the agreed plan must be communicated to the
Foreman and if required, loading must be suspended.
12. Weather must be monitored. If weather is threatening, the cargo operation must be
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suspended and hatch cover must be closed. Only the hatch cover being operated must
be kept open.
13. Grain must be loaded evenly from side to side, and vessel must be kept upright at all
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times. Grain is usually loaded in self-trimming hatches with hoppers. If at all loading in
any other hold, proper measures must be taken to avoid cargo shift. Cargo surface
must be trimmed. Additionally, some ships may require to carry out bundling,
saucering, over-stowing, strapping and lashing, etc.
14. All instructions with regards to ventilation and any special cargo area must be obtained
from the shipper. Fumigation will be carried out in most cases prior departure.
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Adequate PPE must be available onboard in order to protect the crew members from
the harmful gases.
Hazards:
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x Cargo shifting: Grain settles by about 2% of its volume. Due to this, small void spaces
on top increase in volume and allow the grain to shift. Shifting is the greatest hazard in
the carriage of grain and all regulations in the Grain Code are aimed at limiting this
shift to within acceptable limits.
x Other hazards include dust explosion, rotting, oxygen depletion, etc
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For loading grain, what is the first thing you will instruct to the Chief Officer?
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I will instruct him to prepare a stowage plan based on the SF and other information given
by the Shipper to ascertain how much cargo can be lifted. (Also, prepare the holds for
grain standard)
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Your cargo holds are half filled with grain. What actions will you take?
If ship has self trimming holds, only cargo I will trim the cargo surface level and to prevent
shift of grain at sea in a partly filled compartment, I will carry out any one of the following
methods of securing the grain surface as required by the Grain Code:

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1. Longitudinal divisions
2. Over-stowing
3. Strapping and lashing
4. Securing with wire mesh
What precautions will you take for loading grain at Montreal?
x Grain loading at Montreal is carried out at a very fast loading rate. It is as fast as 5000
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MT/Hr. Precautions must be taken to plan the cargo sequence correctly so that vessel
can deballast her ballast tanks before the completion of the loading operation. The
loading rate must be decided by the ship based on the ballast quantity onboard and
deballasting time required. At every stage of loading, the cargo sequence must be
checked to ensure that the ballast operations are in line with the cargo loading. If they
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are out of step, the load may be suspended or loading rate reduced. Ensure vessel has
good trim to strip all ballast tanks.
x Moreover, in winter seasons, additional precautions must be taken to avoid the ballast
x
x
x
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in the tanks from getting frozen and other ice precautions.
Montreal has draft restrictions. Cargo must be loaded taking that into account.
Plan must be made so as to have one hold fully loaded. With this, the correct SF can
be determined. The cargo quantity and plan accordingly can be then amended.
All local regulations related to grain loading and stability must be complied with.
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What are the various criteria for loading grain?
Following are the various criteria for loading grain:

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x Cargo hold must be suitably prepared for carriage of grain.

x Ship shall comply with the requirements of the International Grain Code.
x Ship must have a grain loading manual and a Document of Authorization.
x Ship must be capable of complying with the intact stability criteria given in grain code
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throughout the voyage.

x After loading, master must ensure that the vessel is upright before proceeding to sea.
x Cargo must be stowed and secured as per the requirements of grain code.
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If grain loading booklet is not onboard, can you load grain? How will you calculate
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grain volumetric heeling moments?
No. a vessel cannot load grain without a grain loading booklet.
As per SOLAS VI/9, (Requirements for cargo ships carrying grain), a cargo ship carrying
grain shall comply with the requirements of the International Grain Code, and hold a
document of authorization as required by that Code. For the purpose of this regulation, the
requirements of the Code shall be treated as mandatory. A ship without such a document

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shall not load grain until the master satisfies the Administration, or the Contracting
Government of the port of loading on behalf of the Administration, that the ship will comply
with the requirements of the International Grain Code in its proposed loaded condition.
Both grain code and SOLAS allow a ship without a DOA to load grain with certain
restrictions and limitations. However, there is no such provision for the grain loading
booklet. As per Grain Code, information in printed booklet form (grain loading booklet)
shall be provided to enable the master to ensure that the ship complies with this Code
when carrying grain in bulk on an international voyage. Thus, the grain loading booklet is
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mandatory for loading grain.
Can a general cargo ship load grain?
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Yes, a general cargo ship can load grain provided it has a grain loading booklet and DOA
as required by grain code and is able to comply with all the requirements of the Code such
as stability, stowage and securing.
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Can you load grain in a box shaped vessel?
Yes, provided that the vessel has a DOA and grain loading booklet and is able to comply
with all the requirements of the grain code.
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What is DOA? Can you load grain without a DOA? How?
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As per Section A-3 of the International Grain Code,
x A document of authorization shall be issued for every ship loaded in accordance with
the regulations of this Code either by the Administration or an organization recognized
by it or by a Contracting Government on behalf of the Administration. It shall be
accepted as evidence that the ship is capable of complying with the requirements of
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these regulations.
x The document shall accompany or be incorporated into the grain loading manual
provided to enable the master to meet the stability requirements.
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x Such a document, grain loading stability data and associated plans may be drawn up
in the official language or languages of the issuing country. If the language used is
neither English nor French, the text shall include translation in one of these languages.
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x A copy of such a document, grain loading stability data and associated plans shall be
placed on board in order that the master, if so required, shall produce them for the
inspection of the Contracting Government of the country of the port of loading.
x A ship without such a DOA shall not load grain until the master demonstrates to the
satisfaction of the Administration, or of the Contracting Government of the port of
loading, that, in its loaded condition for the intended voyage, the ship complies with the
requirements of this Code.

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A ship can load without a DOA in accordance with Section A-9 of the Grain Code.
Following are the stability requirements for such a ship loading without a DOA:
1) Total weight of the Bulk Grain shall not exceed 1/3rd of the ship‘s deadweight.
2) All filled compartments, trimmed, shall be fitted with centerline division‘s upto B/8 or
2.4m whichever is greater, measured from below the deck line, where B is the
maximum breadth of the compartment. If not this, saucers may be accepted except for
linseed and similar cargo.
3) Hatches that are filled completely must be closed and covers secured in place.
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4) All free surface of grain in partly filled compartments must be trimmed level and
secured by over-stowing, strapping & lashing or by wire mesh.
5) Throughout the voyage, GM fluid must not less than 0.3m or as obtained by below
given formula, whichever greater.
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𝐿 𝑥 𝐵 𝑥 𝑉𝑑 (0.25𝐵 − 0.645 𝑉𝑑 𝐵)
𝐺𝑀𝑅 =
𝑆𝐹 𝑥 𝑊 𝑥 0.0875
Where,
B = moulded breadth
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L = total combined length of all full compartments
Vd = calculated average void depth as per Table B-1
6) The Master must demonstrate that the ship in its proposed loaded condition will comply
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with these stability requirements.
As a Master, what you need to demonstrate to the Port State as per grain code and
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how?
As per Grain Code, before loading, if required, the Master shall demonstrate the ability of
the ship to comply with the stability criteria at all stages of the voyage.
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This can be demonstrated by means of a detailed stability calculation including the GZ

curve drawn for the proposed loading condition. Alternatively, the loadicator condition
must be printed to show that the vessel is complying with the stability requirements of the
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Grain Code at all stages of the voyage.
Vessel is loaded with grain. At sea, she develops a list of 6 degrees to starboard.
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What could be the cause? What is the next action?
List of 6 degrees to starboard could be due to shifting of grain. I will additionally check if
any bunker has been shifted or ballast operations were conducted. I will also check the
sounding of all tanks including void spaces. If all other situations are ruled out, it can be
assumed that the list is due to the shift of grain.

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During the voyage, grain settles by about 2% of its volume. Due to this, small void spaces
on top increase in volume and allow the grain to shift. If vessel is loaded as per the Grain
stability booklet and Grain code, the angle of heel due to grain shift will not be greater than
120 or the angle at which the deck edge is immersed, whichever is lesser.
Following actions will be taken:
x I will contact the Company, Charterer and inform them of the situation.
x I will contact the ERS who can assist by advising steps such as ballasting tanks, etc.
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which will try to minimise the effects.
x I will consider heading to a POR for cargo to be trimmed, re-stowed & secured.
x I will alter course and reduce speed to minimize the movement of the vessel in order to
prevent further settling and shifting.
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How will you calculate VHM? What is x-axis and y-axis of VHM curve?
x
cargo under assumed angle of heel.
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Volumetric heeling moment is the heeling moment due to the shift in the volume of
Heeling Moments = weight of cargo shifted (w) x distance by which shifted (d)
Since shift in weight will depend on the density or SF of the cargo, the volume of shift
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is given, which must be divided by the SF to get weight heeling moments.
x The righting arm (GZ) is calculated for various angles of heel using below formula:
GZ = KN – corr. KG sin θ.
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(where KN is obtained from stability booklet for all ‗θ‘ values, KG is calculated as KG of
cargo and other weights is known)
With GZ values for various angle of heel, righting arm (GZ) curve is drawn.
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x To draw the heeling arm curve, we use the heeling arm formula,
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GG1 = λ0 = Total Volumetric heeling moments

SF x Displacement
Since total heeling moments and displacement is known, λ at various angles of heel
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can be obtained and heeling arm curve can be drawn. Heeling arm at θ = 0 i.e. at λ0 is
maximum. As the ship heels, the heeling arm reduces till it becomes zero at θ = 900,
thus it varies as a cosine function. Therefore, λ40 = λ0 x cos 400. Once λ0 is obtained, λ
at various angles can be obtained using the above formula. For practical purpose, we
plot for λ0 and λ40 and join these two points by a straight line to form the heeling arm
curve.

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For calculations, we refer to the Grain Loading Manual and find the assumed VHM and
check if they are below the permissible or allowable VHM. If any hold has assumed
VHM greater than permissible VHM, the grain surface must be secured in order to
reduce the VHM to below the permissible VHM.
The assumed VHM of all the holds are added to get the total VHM.
VHM of partly filled compartments must be multiplied by 1.12 and VHM of filled
compartment (trimmed) must be multiplied by 1.06, for making allowance for vertical
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shift of ‗G‘.
x With this, λ0 and λ40 can be calculated and heeling arm curve (line) drawn.
x With GZ values for various angle of heels, the GZ curve can be drawn.
x Where both curves intersect, that is the angle of heel due to shift of grain. This must be
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not greater than 120 or angle of heel at which deck edge immerses, whichever is
lesser.
x Net or residual area can be calculated by Simpsons Rule and Trapezium formula.
x
x
0.3m.
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GM can be calculated as KM-KG-FSC. This corrected GM (f) must be not less than
In the statical stability diagram, X-axis refers to the angle of heel in degrees and Y-axis
refers to the righting arm (GZ) in metres.
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You have got orders to load concentrates. How will you go about it?
x I will prepare stowage plan based on the information provided by the shipper taking
into account various factors such as port rotation, draft restrictions, load line zones,
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load density of the hold, etc.

x Before loading, I will check the cargo hold bilge suction is functional. Also, bilge wells
shall be clean, dry and covered as appropriate, to prevent ingress of the cargo.
x I will load according to the cargo loading manual of the ship. Usually, alternate holds
are loaded that are specifically designed for high density cargo such as concentrates.
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x I will ensure that the shipper provides the TML and MC certificates prior to loading. I
will ensure that the MC is below the TML. I will also check the date of these
certificates. MC certificate must not be more than 7 days old. TML certificate not more
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than 6 months old.

x If in any doubt, I will contact the P&I Club and ask for an independent cargo surveyor‘s
attendance to protect the interests of the Owner.
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x I will carry out a can test on board as per the IMSBC code to check if the cargo is
susceptible to liquefy during the voyage.
x Loading of concentrates is usually at a fast rate and cargo plan must take into account
the vessel‘s deballasting capacity. I will ensure suitable trim in maintained for stripping
the ballast tanks.
x Loading must be carried out as per the loading sequence and monitored to ensure that
the deballasting does not go out of step with the loading. Any deviation from the plan
must immediately be corrected.

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x Care must be taken to not drop the cargo from a height as it can damage the tank top.
x The cargo at all stages of loading must be visually checked to see if any water is
visible on the surface of the cargo.
x Cargo surface must be trimmed upon completion of loading. The height between the
peak and trough must not exceed 5% of the ship‘s breadth.
x The vessel must not load during precipitation. Master must maintain ―Precipitation Log‖
& the timings to be the same as ―Deck Log Book‖.
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Is iron-ore a concentrate? How will you come to know? What is a concentrate?
No, iron-ore is not a concentrate. Iron-ore as per IMSBC Code falls in Group C. Mineral
concentrates are different cargoes. They include iron concentrate, manganese
concentrate, zinc concentrate, etc. The shipper‘s declaration / cargo information will
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provide the bulk cargo shipping name. The same can be looked up in the IMSBC
Schedules. Iron concentrates fall in Group A as they are liable to liquefy.
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As per IMSBC Code, Concentrates means materials obtained from a natural ore by a
process of enrichment or beneficiation by physical or chemical separation and removal of
unwanted constituents.
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What special precautions will you take for loading iron ore and concentrates in
Indian ports?
I will take all precautions as mentioned in Merchant Shipping Notice No. 9 of 2010 dealing
with safe loading, stowage and carriage of iron ore fines on ships from Indian ports in fair
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and foul season. Following are some special precautions:
1. Ship master shall conduct can test or other test prescribed in the IMSBC Code to
the extent reasonable and practicable prior to the acceptance of shipment of cargo
along with the terminal representative in case of any doubt about the information
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submitted by the shipper or quality of cargo.

2. In the event of any undue commercial influence, the master shall not hesitate to use
his authority prescribed under SOLAS Chapter V regulation 34 - 1 and over riding
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authority under the ISM Code.

3. In case of non co-operation by the port terminal or shipper or other entities in safe
loading of cargo posing threat to safety of the ship, the master shall not hesitate to
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report the matter to the Competent Authority.
What all information you will need from the shipper for loading of iron ore?
As per IMSBC Code Section 4 and SOLAS VI/2. (Cargo information)

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x The shipper shall provide the master or his representative with appropriate information
on the cargo sufficiently in advance of loading to enable the precautions which may be
necessary for proper stowage and safe carriage of the cargo to be put into effect.
x Cargo information shall be confirmed in writing and by appropriate shipping documents
prior to loading. The cargo information shall include:
1. the BCSN (Secondary names may be used in addition to the BCSN)

2. the cargo group (A and B, A, B or C);
3. the IMO Class of the cargo, if applicable;
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4. the UN number preceded by letters UN for the cargo, if applicable;
5. the total quantity of the cargo offered;
6. the stowage factor;
7. the need for trimming and the trimming procedures, as necessary;
8. the likelihood of shifting, including angle of repose, if applicable;
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9. additional information in the form of a certificate on the moisture content of the
cargo and its TML in the case of a concentrate or other cargo which may liquefy;
10. likelihood of formation of a wet base;
cargo, if applicable;
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11. toxic or flammable gases which may be generated by cargo, if applicable;
12. flammability, toxicity, corrosiveness and propensity to oxygen depletion of the
13. self-heating properties of the cargo, and the need for trimming, if applicable;
14. properties on emission of flammable gases in contact with water, if applicable;
15. radioactive properties, if applicable; and
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16. any other information required by national authorities
x Information provided by the shipper shall be accompanied by a declaration. Another

form may be used for cargo declaration. As an aid to paper documentation, Electronic
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Data Processing (EDP) or Electronic Data Interchange (EDI) techniques may be used.
You load and discharge iron ore in a special area. Next cargo to load is grain. As per
MARPOL, how will you prepare for hold cleaning?
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As per MARPOL Annex V, if the discharge port and the next load port are both in a special
area and both ports do not have a reception facility to take the wash water and cargo
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residues, then the cargo residues contained in wash water can be discharged overboard
when the ship is en route more than 12 NM from the nearest land. (If the cargo is HME,
such disposal at sea is not allowed).
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You have loaded iron ore from Indonesia to China and on passage you encounter
very rough weather. What will be your actions with regards to cargo?
x Alter course and speed to reduce the movement of the vessel in rough weather.
x Check the hatch sealing arrangement and ensure the weathertightness of the hatch is
intact.

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x Tighten the ventilators and other openings to the hold.
Your vessel is fitted with crane and grabs. You are loading with conveyors, but the
height is too much for heavy density cargo to be loaded. How will you load?
The loader will normally spray the cargo on the side bulkheads and gradually come
towards the middle of the hold. Care must be taken that the cargo must not be directly
allowed to fall on the tank top from a height. The loader arm must be monitored in order to
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remain clear from the hatch cover. Deballasting must be carried out continuously in order
to cope up with the loading rate.
What all precautions you will take for loading coal? What are the hazards
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associated?
Hazards:
x
x
x
x
x
It may heat spontaneously.
It may corrode metal structure SO

It may emit methane and create flammable atmosphere and deplete oxygen
It can liquefy if predominantly fine (if 75% coal is less than 5mm)
It can choke bilge line.
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Precautions:
x If liable to liquefy, then ensure that the MC is less than the TML. Do not handle during
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precipitation and close the non-working hatches.

x Bilge wells must be clean and dry and well covered to prevent entry of cargo.
x Check pH of the bilge samples during the voyage. Pump out bilges if it shows a
corrosion risk.
x Only natural surface ventilation to be carried out to remove the methane. This is done
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usually for the first 24 hours after departure.

x Keep checking the temperature and gas concentrations and maintain a log.
x For coal slurry, check the surface regularly during the voyage.
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x Trim the cargo to prevent air access into the body of the coal. Without reasonable
trimming, vertical cracks into the body of the coal may form permitting oxygen
circulation and possible self-heating.
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x No smoking, hot work, naked flames, etc. on deck.

x All adjacent spaces must be checked for gas concentration.
x Shipper‘s cargo declaration will mention if it the coal is liable to self-heat or emit
methane. Self-heating coal must not be loaded if temperature during loading exceeds
550C. During the voyage, if carbon monoxide level increases steadily and reaches
50ppm, self-heating may be developing.
x Adequate temperature and gas measuring instruments must be available onboard.

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You are loaded with coal and the temperature inside the hold is increasing. State
your actions.
Following are the recommendations of IMSBC Code:
1. Batten down. Exclusion of air may be sufficient to control the fire.

2. Do not use water.
3. Seek expert advice and consider heading to the nearest port.
4. The use of CO2 or inert gas, if available, should be withheld until fire is apparent.
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What are the ventilation requirements in the carriage of coal?
Ventilation must be carried out as per the Shipper‘s instructions. Following are the
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recommendations given in IMSBC Code:
x The atmosphere in the space above the cargo in each space shall be regularly
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monitored for the concentration of methane, oxygen and carbon monoxide and the
results shall be recorded.
x The frequency of the monitoring shall be determined based upon the information
provided by the shipper and the information obtained through the analysis of the
atmosphere in the cargo space. For example, if the temperature is increasing at a fast
rate, temperatures may have to be monitored and recorded more often.
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x Surface ventilation shall be conducted in all cargo spaces carrying Coal for the first 24
hours after departure from the loading port, unless stated otherwise. During this period,
the atmosphere in the cargo spaces shall be monitored. For gas monitoring, the
ventilation shall be stopped for an appropriate period prior to the gas monitoring.
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x When the methane concentrations monitored within 24 hours after departure are at an
acceptably low level, the ventilation openings shall be closed. When the methane
concentrations monitored is NOT at an acceptably low level, surface ventilation shall
be maintained, until the methane concentrations comes at an acceptably low level. In
either case, the atmosphere in the cargo spaces shall be monitored on a daily basis.
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What checks will you carry out during the voyage when loaded with coal?
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Following checks will be carried out during the voyage:
x Atmosphere in the space above the cargo to be regularly monitored for the
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concentration of methane, oxygen and carbon monoxide and the results recorded.
x Cargo temperature must be monitored regularly and recorded.
x Regular hold bilge testing to be systematically carried out. If the pH monitoring
indicates that a corrosion risk exists, bilges to be frequently pumped out during the
voyage.
x During surface ventilation, ensure that no gases emitted must be allowed to
accumulate in adjacent enclosed spaces.

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x Regularly monitor the enclosed working spaces such as storerooms, carpenter‘s shop,
passageways, tunnels, etc. for the presence of methane and carbon monoxide. Such
spaces shall be adequately ventilated when necessary.
x If the behaviour of the cargo during the voyage differs from that specified in the cargo
declaration, the master shall report such differences to the shipper.
What are the dangers associated with loading bauxite as cargo?
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Bauxite was first categorized as Group C cargo. However, due to an incident involving
capsizing of a ship loaded with bauxite and subsequent research, it was realized that
some Bauxite presents a risk caused by moisture. As such some Bauxite cargoes should
be treated as Group A cargoes. IMSBC Code was subsequently amended to add a
separate schedule for bauxite fines. Bauxite will be considered as bauxite fines if more
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than 30% of fine particles are less than 1 mm and more than 40% of particles less than
2.5 mm.
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Bauxite fines may liquefy if shipped at a moisture content in excess of its Transportable
Moisture Limit (TML). This cargo may suffer instability due to moisture content resulting in
dynamic separation and formation of a liquid slurry (water and fine solids) above the solid
material, resulting in a free surface effect which may significantly affect the ship's stability.
This cargo is not liable to undergo dynamic separation when the cargo is shipped below its
TML.
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How will you go about loading ammonia nitrate on bulk carrier?
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Hazards:
1. Ammonium nitrate is a Group B cargo. It falls under IMDG Class 5.1 (Oxidizing
substances) Being a strong oxidizer, it supports combustion. A major fire aboard a ship
carrying this cargo may involve a risk of explosion in the event of contamination. An
adjacent detonation may also involve a risk of explosion.
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2. If heated strongly, this cargo decomposes, giving off toxic gases and gases which
support combustion.
3. Ammonium nitrate dust might be irritating to skin and mucous membranes.
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4. This cargo is hygroscopic and will cake if wet.
Precautions:
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x The cargo must be "Separated from" sources of heat or ignition, "Separated by a

complete compartment or hold from" combustible materials and "Separated from" all
other goods.
x This cargo shall not be handled during precipitation. During handling of this cargo, all
non-working hatches of the cargo spaces into which this cargo is loaded, or to be
loaded, shall be closed.

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x This cargo shall not be loaded in cargo spaces adjacent to fuel oil tank(s), unless
heating arrangements for the tank(s) are disconnected and remain disconnected
during the entire voyage.
x This cargo shall not be accepted for loading when the temperature of the cargo is
above 40°C.
x The fuel tanks situated under the cargo spaces to be used for the transport of this
cargo shall be pressure tested to ensure that there is no leakage of manholes and
piping systems leading to the tanks.
x All electrical equipment, other than those of approved intrinsically safe type, in the
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cargo spaces to be used for this cargo shall be electrically disconnected from the
power source.
x Bunkering of fuel oil shall not be allowed at the time of loading.
x Ship's fixed gas fire-extinguishing installation will be ineffective on the fire involving this
cargo and that applying copious amounts of water may be necessary. Pressure on the
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fire mains shall be maintained for fire-fighting and fire hoses shall be laid out or be in
position and ready for immediate use during loading and discharging of this cargo.
x No smoking, welding, burning, cutting or other operations involving the use of fire,
x
x
case of an emergency.
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open flame, spark producing equipment shall be carried out on deck.
The hatches of the cargo spaces shall be kept free to be capable of being opened in
The cargo spaces carrying this cargo shall not be ventilated during voyage.
The temperature of this cargo shall be monitored and recorded daily during the voyage
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to detect decomposition, which may result in heating and oxygen depletion.
Which are the different classes of Bulk carrier ships?

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Small - DWT 10,000 to 25,000 – usually less than 5 holds.

Handysize – DWT 25,000 to 40,000 – usually 5 Holds
Handymax – DWT 40,000 to 60,000 – usually 5 Holds
Panamax - DWT 60,000 to 100,000 – usually 7 Holds
Capesize – DWT 100,000 to 200,000 – usually 9 Holds
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VLOC / VLBC - DWT over 200,000 – usually 9 or more Holds

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How will you lash steel coils and pipes?
I will carry out the lashing as per ship‘s Cargo Securing manual required by SOLAS VI/5
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and the CSS Code. As per Annex 6 of CSS Code (Safe stowage and securing of coiled
sheet steel)
x Steel coils must be given bottom stow and in regular tiers from side to side of the ship.
x They should be stowed with axes in F&A direction on dunnage laid athwartships.
x Each coil should be stowed against its neighbor and wedges should be used as
stoppers when necessary to prevent shifting.
x Final coil in each row normally rests on the two adjacent coils locking them in place.

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x If loading second tier, then coils should be stowed in between coils of the first tier.
x Any void space between coils in the topmost tier should be adequately secured.
x Lashing must form large immovable block of coils. Coils in end rows in the top tier
should be lashed. End rows of top tier must be secured by dunnage & wires, to be
tightened from side to side.
x For coils fully loaded over bottom and well shored, no lashing is required except
locking coils. First tier should be chocked.
x Lashings can be of a conventional type using wire, steel band or any equivalent
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means. Lashings wires must have sufficient tensile strength and be protected from
sharp edges. Lashings must be so placed as to allow retightening during the voyage.
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Explain how you will carry out testing of hatch covers. How is the water spilled
during the test drained?
Following are the ways hatch cover weathertightness can be tested:
1. Hose Test – In this test, the hatch cover is secured in place and a powerful jet of water
is hit at the joints. A 20-30mm diameter hose is used and the water is hit from a
distance of about 1 metre at the speed of about 1 metre every 2 seconds. Chief Officer
standing inside the hold will check with a torch if any water is penetrating the hold
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which means lack of weathertightness of the hatch covers.
2. Chalk Test – The top edge of the compression bar is covered with chalk. Hatch is then
closed and reopened and checked for the chalk marks on the rubber packing. Any gap
in the mark means lack of compression.
3. Light Testing – It is not a very effective method. In this method, an observer from inside
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a closed hatch observes if any light is entered.
4. Ultrasonic test – This test needs approved equipment and specialized operator. An
electronic signal generator is placed inside the hold and sensor is passed around the
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joints. Readings of the sensor is checked to detect any leaks or lack of compression.
This method can be used even in loaded holds.
Drains are provided at the hatch corners for draining water collected on the inner side of
the compression bar. These drains must be regularly checked to ensure that they are free
and not clogged by cargo dust or residues
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What is wet shift and dry shift?
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Wet shift is caused by liquefaction of the cargo possibly due to moisture migration causing
the cargo to act like a liquid.
Dry shift is caused by a cargo having low angle of repose such as grains and can be
avoided by trimming level or by other means.
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What is base line in draft survey?

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Base line is a horizontal line drawn at the top of the keel plate. All vertical moulded
dimensions are measured relative to this line. The drafts are also measured relative to this
line. On some ships, keel thickness has to be applied to the draft measured, while on
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others, it is already taken into account in the hydrostatic tables.
What is lime wash and when is it carried out?
x The shippers of most cargoes will be unconcerned about the condition of the coatings
of the hold surfaces, provided that those surfaces are clean and free from loose rust,
but for some cargoes rust can be a problem. One such cargo is Salt.

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x Rust on the surfaces in the hold will discolor the salt with which it comes into contact. If
this is a possibility it will be necessary to Lime Wash the hold to coat the bulkheads
and tank-top with lime –to prevent salt from coming in contact with the rusty surfaces.
x Sulfur is another cargo for which the holds may have to be Lime Washed. Lime-Wash
and similar products benefit both ship and cargo. They reduce corrosion of the ship‘s
structure and damage of the cargo.
x Hold structures must be protected against aggressively corrosive cargoes such as Salt
and Sulfur. Lime-Washing is a physical barrier application, so the thicker it is, the better
the protection but the more difficult it is to remove.
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x The more intact the paint work, the less lime-wash is required.
x Lime Wash is made by mixing one part of weight of slaked lime with three parts fresh
water.
x The lime wash can be applied to the bulkheads with a roller or the hose of a portable
sump pump, the pump being used to draw the wash out of the drum. Alternatively, a
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high pressure Spray-Jet gun with a suitable nozzle can be used or even paint spray
equipment can be used.
x It will be necessary to lime wash the bulkheads to whatever height the cargo is
x
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expected to reach in the holds, but the deck-head should not be lime washed as the
lime- wash will be difficult to remove at the end of the voyage.
The aim must be to cover bulkheads and tank- top with a good, thick even coat of lime-
wash. Special attention paid to areas behind frames and to inaccessible places. No
bare metal should be visible. Sometimes a second coat may be applied if, during
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drying, rusting is visible through the lime-wash. The lime-wash will dry in a few hours.
What are the hazards and precautions for loading heavy lift cargo?
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Hazards:
x Loss of stability while loading (excessive list / negative GM / etc.)

x High structural stresses if load is not spread adequately.
x Risk of damage to ship‘s structure / ship‘s gear / personnel / other cargo
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x Cargo shifting due to improper or ineffective lashing.
Precautions:
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x Obtain all details of the cargo and check stowage location.

x Calculate the stability of the vessel for the entire operation.
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x Ensure load density is not exceeded. Dunnage must be used to spread the load.
x Ensure ship‘s gear SWL is adequate to lift the cargo.
x Reduce FSE and take ballast to increase GM.
x Calculate list when the weight is just taken by the ship‘s gear.
x Calculate strength of lashings and number of lashings to be used based on the type
and shape of cargo in accordance with the CSM and CSS Code.
x Inspect all lifting appliances / gears before lifting. Rigging must be as per rigging plan
of the vessel. Only qualified & experienced persons must handle the lifting appliances.

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x Ensure vessel is on even-keel and upright to better handle the ship‘s gears.
x Take into account the weight of the lashings, shackles, etc. and ensure SWL of any
part of the rig is not exceeded.
x Warn people about the sudden list. Evacuate unnecessary people.
x Tend moorings and gangway. Ensure all are wearing proper PPE.
x All leads must be fair to avoid chaffing.
x Put winches in double gear if required.
x Ensure securing points on the vessels are available or welded beforehand.
x
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Lift cargo only through designated points marked.
x Do not depart with a high GM as violent rolling can affect the lashings.
x Stowage height must not obstruct bridge visibility.
x Steadying lines must be attached to the load. Do not slew and hoist together.
x Work the load slowly and place it on deck upon the dunnage and secure it as per CSM.
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Ensure equal tension on both sides of the lashing and adequate strength of the
lashings considering the worse weather conditions.
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Why do some bulk carriers not have CO2 system for cargo holds?
As per SOLAS II-2/10.7.1.4, the Administration may exempt from the requirements of fixed
carbon dioxide or inert gas fire-extinguishing system, cargo spaces of any cargo ship if
constructed, and solely intended for, the carriage of ore, coal, grain, unseasoned timber,
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non-combustible cargoes or cargoes which, in the opinion of the Administration, constitute
a low fire risk . Such exemptions may be granted only if the ship is fitted with steel hatch
covers and effective means of closing ventilators and other openings leading to the cargo
spaces. When such exemptions are granted, the Administration shall issue an Exemption
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Certificate, and shall ensure that the list of cargoes the ship is permitted to carry is
attached to the Exemption Certificate.
Also, MSC.1/Circ.1395/Rev.4 gives a list of solid bulk cargoes for which a fixed gas fire-
extinguishing system may be exempted and a separate table with list of those cargoes for
which such a system is ineffective.
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Why do we take the ph test of the bilge water?

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pH test is carried out when the hold is loaded with granular sulphur or other such corrosive
bulk cargoes. It is done to prevent excessive rusting and pitting of the tank top. If the pH
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test indicates the bilge water is acidic, it must be pumped out and a record of this must be
made in the charterer‘s format. The pumping out of the bilge is required to prevent the
tank top from being corroded due to the acidic bilge water. The hold bilges are sounded
daily and in case of water found, the pH test is carried out.

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Can you load timber on a bulk carrier?
Timber can be loaded in the cargo hold of a bulk carrier. Not on the deck. For loading
timber on deck, specific additional requirements need to be met as per Timber Deck Code
with regards to construction, structure, lashing points, etc.
Why do bulk carriers sink fast as compared to other ships?
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x If the reason is liquefaction of cargo, there is hardly any time for any action to be taken
and the vessel capsizes.
x In case of structural damage, the bulk carriers are normally designed to withstand one
hold damage. But if the damage is more than that, there is often less chance for the
bulk carrier to survive.
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x Many bulk carriers for many years are engaged in the carriage of coal or iron ore,
cargoes that may encourage corrosion.
x High-speed loading of high density cargo causes stress to corroded hulls.
x
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When damage occurs, bulk carriers sometimes break into two without any warning.
CONTAINER SHIPS
What are the various types of containers?

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Following are the types of containers:
1. General Purpose Containers: These are also known as "dry containers". These
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shipping containers are fully enclosed, protected from the elements and weather, with
a rigid roof, side walls and floor. Dry containers are by far the most common type of
container, and are used to load most types of normal cargo.
2. Open Top containers: These have a completely removable, convertible top that allows
for access to goods from the top of the container and is primarily used for over-height
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cargo.
3. Flat Rack containers: These have sides that can be folded down to accommodate
heavy loads, over-sized cargo, construction equipment, building supplies, or heavy
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machinery.
4. High cube shipping containers: These are similar in structure to GP containers, but
taller by about 1 foot. These containers come in sizes 40' and sometimes 45', and are
used in cases where a slightly bigger volume capacity is required.
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5. Half-height Containers: These containers are half the height of a full sized GP
container and they are made mostly of steel. They are primarily used for goods like
coal, stones, etc. which require easy loading and unloading. Since these containers
are half sized they help keep the weight per container at a reasonable amount.
6. Side open storage containers: These open on the side (as opposed to the ends) to
facilitate specific loading and unloading needs.

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7. Tunnel containers: These are similar to a GP goods container. However due to having
openings on both ends, this container type makes loading and unloading easier.
8. Reefer Containers: These regulate the temperature to preserve temperature sensitive
goods. Refrigerated containers are capable of controlling temperature ranging from -65
°C up to 40 °C. They have an integral refrigeration unit, but rely on external power,
from a container ship or on quay.
9. Insulated or thermal containers: The thin wall of a standard dry container may be
effected with external climate severely in hot summer days due to a lot of heat and
severe cold in winter season. Insulated container helps to maintain consistent internal
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temperature up to some extent. Unlike refrigerated containers, which have a power
source and controlled temperature range, insulated containers rely on their insulation
properties to maintain a steady temperature throughout.
10. Ventilated Containers: In these, the ventilation is provided by openings in bottom and
top side of rails of container. Openings are such that they are protected from rain or
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spray from outside. They are used for cargo with high moisture content or which needs
ventilation such as tea, coffee, etc.
11. Tank Containers: These are the container type used for the transportation of liquid
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materials and are used by a huge proportion of the shipping industry. These container
types are mostly made of anti-corrosive materials, such as strong steel, which provide
them with long life and protect the materials being transported.
What are the types of Open top containers?

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x Open top with no sides
x Open top with removable sides
x Open top with foldable sides (Flat racks)
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x Open top with foldable sides and ends (Platforms)

x Bin containers (Half heights with an open top)
What is an APHIS Container?

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US Dept of Agriculture‘s (USDA) ―Animal and Plant Health Inspection Service‖ (APHIS)
carries out inspection of the containers and certifies that they are considered to be free
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from quarantine pests, any other injurious pests, etc. It is required for transporting certain
items such as plants, plant products, etc. into the United States.
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What is an ISO type of container?
ISO type of containers is the one which has standard dimensions as per International
Organization of Standardization. ISO recommended dimensions are:
Length (in feet): 40, 30, 20, 10 (Group A, B, C, D)
Height (in feet): 8, 8‘6‖
Width (in feet): 8

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What is container number? What is check digit?
Container number is a special unique alpha-numeric code used to identify the container
and is marked on the side and end walls and on the CSC Plate.
Container number consists of four letters and seven numbers. The last number is called
the check digit and is placed within a square. The check digit is a function of the 4 letters
and the first six digits. If a container number is entered into a computer with any one digit
including the check digit wrong, the computer will not accept it. It is assigned by the
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classification agency ISO under their code.
For example, CISU 200086 7
x The Owner code consisting of 3 capital letters must be unique and registered with the
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International Container Bureau (BIC). If absent, the container cannot be identified.
x A Product group code consisting of one capital letter. U stands for all freight
containers.
x
x
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A Registration number (or serial number) consisting of only 6 digits.
The Check digit always consists of a single-digit number and is highlighted in a box.
This is to verify the owner code, product group code and registration number were
accurately transferred. No container number will be accepted in a data processing
system if the check digit does not match.
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What are the various markings on a container?
Following are the various markings on a container marked on the side and end walls:
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1. Container number (4 alphabets + 6 digits + Check digit)

2. ISO Code (1st Digit – Length Code, 2nd– Height, 3rd & 4th – Type & sub-type)
3. Gross Weight (in kgs & lbs)
4. Net weight (in kgs & lbs)
5. Tare weight (in kgs & lbs)
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6. Cubic capacity (in cubic metres and cubic feet)

7. CSC plate and other certificates
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What are the various stresses on a container? What is racking stress? What is done
to prevent it?
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Following are the stresses on a container:
Sheer Forces and bending moments: It occurs when the ship is not evenly loaded overall
with excess weight at the end causing hogging or at the centre causing sagging. Both of
these cause high bending moments. If in adjoining bays one has large weights while the
other has little or no weight, excessive shear forces will be set up at the line separating the
two bays. These can be prevented by careful cargo planning.

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Torsional stresses: These arise when the ship is unevenly loaded along the fore and aft
line. Although the ship may be upright overall, yet some bays may be excessively loaded
on the port side, others on the stbd side, giving rise to torsional stresses which tend to
twist the ship along the centerline. At sea, these forces increase due to the effect of sea
and swell. These are counteracted by torsion box & anti-heeling tanks.
Stack Load or Stack weight: Stack weight is the maximum weight that can be borne by the
deck, hatch covers or tank top. Stack weight is also applicable to the container itself. It is
the weight that the corner posts can bear and may be expressed in kgs or tonnes or
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number of fully loaded containers that can be loaded on top of a particular container.
Racking stress: Transverse racking stress is the force that is applied to the top container
fittings (whilst the bottom fittings are assumed to be anchored) and which racks the end
structures of the container sideways. Racking forces will usually be greatest on containers
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stowed at the bottom of stacks. For a standard ISO container, transverse racking force
limit is of 150kN. It order to prevent excessive racking stress, it must be ensured that the
racking force limit is not exceeded by limiting the number and weight of containers stacked
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above each container. Stowage plan must therefore take this into account and be carefully
made. Overweight and unfit containers must be refused to be loaded onboard.
What arrangement is there on container ships to counter torsional stresses?

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Ships are designed to withstand the maximum torsional loads both static and dynamic.
However, in some cases where there are large deck openings; it becomes difficult to
strengthen the vessel only with the help of hull girder and stiffeners. This leads to the
concept of torsion box.
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In order to prevent torsional stresses on container ships, the topmost edges of the port
and starboard sides are strengthened with high scantling web sections, creating a box like
structure at every frame. This is called torsion box. A torsion box runs along the entire
length of the ship from the aft peak bulkhead to the forward collision bulkhead.
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The strengthening aspect of the torsion box can be easily understood by the example of a
bucket or paper cup. It is commonly observed that the bucket or paper cup has a curl or
rim to its periphery. If you remove the rim you will observe that the strength of the bucket
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or paper cup decreases rapidly and can easily bend and twist. The curl or rim on its
periphery increases the strength to a very large extent.
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The function of the torsion box is also similar. The torsion box helps in preventing torsional
bending on ships due to torsional moment on ship caused by dynamic movement of the
waves. The inspection of torsion box is always treated as a high priority in annual
structural surveys, as it plays a significant role in determining the strength of the hull
structure.

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How do you prevent container toppling?
x Twist lock systems are used to secure the containers on the stack. Automatic twist-
locks are used on higher tier containers (above the lashing bar level). These
automatically pop into the locked position when a container is placed on top of them.
x Lashing rods and turnbuckles connected to deck pad-eyes are used for the tiers below
the lashing bar level.
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Describe the CSC plate.
CSC Plate is a stainless steel plate approx 1‘ x1‘ securely welded to the lower part of the
container. This plate is required by the International Convention for the Safe Carriage of
containers and is known as the CSC Plate. It assists in identifying the container in the
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event of the markings on the walls and sides become unidentifiable due to damage,
scrapping or other reasons. The CSC plate contains the container identification number,
gross, net and tare weight and cubic capacity. It also contains the name of the owner,
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name of the manufacturer, date of last survey, racking stresses, stack weight, etc.
Another plate called the ‗Customs plate‘ is fitted either as part of the CSC plate or
separate. The Customs plate contains the name of the owner, container number and a
statement that the container is approved for transport under customs seal. This approval is
given when the locking and sealing arrangements and the container itself has passed the
required survey.
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What is VGM? How is it determined?
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The Verified Gross Mass or VGM is the combined weight of the container tare weight and
weight of all cargo, including all packaging and dunnage.
It is mandatory for the shipper to declare the correct VGM as per SOLAS VI/2.4.2. This is
because many accidents have taken place in the past due to incorrect weight declarations
which compromises the safe carriage of containers at sea and can put the life of seafarers
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at risk. The shipper, whose name is mentioned in the Bill of Lading, is responsible to
provide the VGM of the packed container to the ship personnel and the port terminals well
in advance. VGM is not shown in the Bill of lading. It is declared separately from the Gross
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Cargo weight entered in the Bill of Lading.
Determination of the VGM can be done in two methods:

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x Method 1 - Weighing packed container (the entire container is weighed). This is done
using calibrated and certified weighing bridge equipment. The certified weighing station
can either be located at port terminals or outside ports.
x Method 2 – This method requires weighing all the cargo items and contents of the
container including the packing material, securing equipment, pallets or dunnage
individually and adding those weights to the container‘s tare weight as shown on the
container CSC plate.

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Weighing equipment used in both methods must meet the local country regulations and
standards for accuracy certification and calibration requirements. Estimating weight, in
either case, is not permitted. The shipper has to provide a VGM declaration form. It is the
responsibility of the ship‘s Master to ensure that only packed cargo with VGM
documentation is on board the ship. It may happen that the packaged cargo have a VGM
exceeding the permitted gross mass as specified in CSC. Such cargo/container may not
be loaded onboard. VGM records to be maintained till the end of the voyage but for a
minimum period of 3 months.
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How will you carry out loading of dangerous cargo on a container vessel? What all
precautions will you take so that explosion of containers will not take place?
x Documentation should be strictly presented in accordance with the IMDG Code and
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presented to the vessel before any DG container is loaded on board. If the
documentation is not provided, the containers shall not be loaded on board.
x Refer to IMDG code and find out the particulars for the cargo to be loaded with regard
x
x
x
x
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to hazards, compatibility, stowage and segregation.
Each container with DG must have a container packing certificate.
All DG containers must be checked for proper label/placard as required by IMDG code.
DG containers loading must be carefully monitored. They must be checked for
condition prior loading. Leaking/damaged containers shall be rejected.
It must be ensured that all DG containers are loaded in the planned stow position
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x The appropriate international code of signals by day and night is to be displayed.
x No bunkering operations to be done during loading or discharging.
x No naked lights to be permitted. Smoking to be permitted only in designated areas.
x
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Dangerous Goods should be handled and stowed during daylight hours; if not,
adequate lighting must be provided during the operation.
x MSDS for the dangerous goods must be available onboard before loading.
x IMDG Code Supplement must be readily available to be referred in case of emergency.
x Wireless transmission should not be done of voltage exceeding 50V.
x Radar should not be operated during loading or discharging.
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x Loading is to be suspended if the weather threatens.

x All LSA and FFA must be kept in state of readiness.
x Port and local regulations with regards to DG must be complied with at all times.
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x Ship must have a valid Document of Compliance with special requirements for ships
carrying dangerous good as required by SOLAS II-2/19.4. (not required for class 6.2
and 7 and dangerous goods in limited quantities.)
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What is a container packing certificate? Who issues it to whom? Under which

convention is it required?
x Container/vehicle packing certificate is a certificate for the packing of dangerous goods

into a container, trailer or other vehicle for transport at sea. It is provided as per IMDG
Code regulation 5.4.2 along with the DG transport document.

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x It contains a statement that the loading of the container or vehicle has been carried out
in accordance with the applicable provisions of Section 5.4.2 of the IMDG Code.
Additionally, the certificate shall specify the container/vehicle identification number(s),
identification of the person responsible for the packing, date and sign of the person
declaring, etc.
x Both the multimodal transport document and packing certificate may be incorporated
into a single document; if not, these documents shall be attached one to the other.
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The packing certificate is signed and issued by the person responsible for carrying out the
packing of the goods in accordance with the requirements of IMDG Code and is issued to
the shipper.
The container/vehicle packing certificate is not required for portable tanks.
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What are the advantages and disadvantages of container ships?
Advantages:
x
x
x
Door-to-door service
Standardization
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Flexibility of handling variety of goods
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x Lower costs than break-bulk freight
x Speed of shipment
x Shorter turnaround time in port due to modern container handling equipments
x Protection of the cargo from weather and damage & reduced packaging expense.
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x Security against theft and pilferage.
Disadvantages:
x Capital intensive as containers are expensive to buy or hire

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x Site constraints as containers take up a lot of terminal space.

x Need of complex equipments to handle the containers.
x Need for development in infrastructure of rail and road transport.
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x Need for re-stacking and re-stowing containers between multiple ports.

x More susceptible to parametric rolling and usually have a very low GM.
x Fire fighting is difficult in case of fire on the topmost tier on deck.
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If a container is on fire and the next container is getting affected, what is it called?
It is called sympathetic loss or sympathetic damage. It is loss suffered by cargo following

damage to other goods in the same ship. Another example would be taint arising from
odour given off by another cargo which has been damaged by seawater.

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How will you go about loading, carrying and discharging a reefer container? What
special precautions will you take and what will you do as a Master before loading
the reefer container?
x Reefer containers must be loaded as per the Stowage plan in designated areas with
the correct orientation where power connection for the container is available.
x Immediately after loading on board and connection to the ship's power supply, the
following item shall be checked on all temperature-controlled units:
1. Compliance with the Reefer Manifest - Any discrepancies between the reefer
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manifest and actual reefer settings shall be brought to the immediate attention of
the Terminal Operator.
2. Present actual temperature on Partlow chart and digital indicator including the date
/ time indication.
3. Proper Function of the Refrigeration Unit - The ship's personnel shall request the
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Terminal Operator to provide shore-side assistance to repair or make other
arrangements for any malfunctioning equipment before departure.
4. Ventilator percentage open or closed, compare with manifest
x
x
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5. Container seal record seal number
6. Any alarms displayed on the digital indicator.
7. Any abnormal noise or vibration from the refrigerating equipment
Ensure that there is sufficient gap between containers to allow free flow of air.
When at sea, the ship's personnel are responsible for visually checking all active
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reefers twice a day for proper function and temperature control. The results of each
inspection shall be logged onboard the vessel. Any omission of inspection due to foul
weather or other difficult circumstances shall be documented in the inspection log.
x The vessel shall comply with the charterers monitoring instructions as per the charter
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party and voyage orders. Whenever a Container Operator requests the Monitoring
Report, they shall contact the Management Office via the vessel's owner.
x Each ship shall carry a designated pool of spare parts if provided by the charterers.
x The Container Operator shall supply refrigerant gas and oil.
x All reefer containers on board shall be monitored by checking physically at least twice
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daily (am & pm) during vessels stay in Port.

x Reefer containers being discharged shall be unplugged from power source only just
prior discharge. They shall not be unplugged and left on board awaiting discharge for a
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long time. The power cables and monitoring cables shall be neatly secured to avoid
any damage during cargo operations.
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Your company is also the MTO and you see a damaged container about to be
loaded. What will you do as a Master?
I will refuse to load the damaged container and inform the ship owner / multimodal
transport operator i.e. the Company.

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Who certifies an MTO?
The Competent Authority that has been given such a power by the Flag State
Administration of the Country concerned, certifies the MTO. For example, in India, the
Central Government has given the responsibility of certifying the MTO to the DG Shipping.
This is based on the Multimodal transportation of Goods Act, 1993.
Applications for registration of MTO or renewal must be sent to DGS along with the
required documents / certificates along with a declaration/undertaking stating all
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information submitted is true and correct.
What are Master’s responsibilities with regards to MMTD?
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Master‘s responsibility is only to get the cargo delivered to the port of discharging. Apart
from that, signing and issuing the MMTD is the responsibility of the MTO. Master can
request a copy of the MMTD for a particular container if he so desires.
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ASM ORAL NOTES BY ROHAN D’SOUZA MISC
MISCELLANEOUS
SHIP CONSTRUCTION
Define LOA and LBP. State the LOA and LBP of your last ship.
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Length Overall is the length of vessel taken over all extremities.
Length between perpendiculars is the length between the forward and aft perpendiculars
measured along the summer load line.
LOA and LBP of my last ship was 147m and 141m respectively.
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What is Forward and Aft perpendicular and what is its use?
Forward perpendicular is a perpendicular drawn to the waterline at the point where the
foreside of the stem meets the summer load line.
Aft perpendicular is a perpendicular drawn to the waterline at the point where the aft side
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of the rudder post meets the summer load line. Where no rudder post is fitted it is taken as
the centre line of the rudder stock.
FP and AP are important to define in order to calculate the LBP which is used for all
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stability calculations. Also, in many conventions often distances are addressed to be

measured as aft of the forward perpendicular.
What is IMO Length?

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IMO length is the length of the ship as defined in various IMO conventions such as ICLL,
MARPOL and SOLAS. It is defined as 96% of the total length on a waterline at 85% of the
least moulded depth measured from the top of the keel, or as the length from the fore side
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of the stem to the axis of the rudder stock on that waterline, if that be greater.
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What is LBP and its purpose?
Length between perpendiculars is the length between the forward and aft perpendiculars
measured along the summer load line. The LBP is a very important parameter in all
stability calculations. It measures the length between the stem and rudder stock as it gives
a reasonable idea of the ship's carrying capacity, and excludes the small, often unusable
volume contained in her overhanging ends.

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Explain the construction of watertight doors.
In order to maintain the efficiency of a watertight bulkhead it is desirable that it remains

intact. However, in some instances it becomes necessary to provide access between
compartments on either side of a watertight bulkhead and watertight doors are fitted for
this purpose.
Where a doorway is cut in the lower part of a watertight bulkhead care must be taken
to maintain the strength of the bulkhead. The opening is to be framed and reinforced, if
the vertical stiffeners are cut in way of the opening. If the stiffener spacing is increased
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to accommodate the opening, the scantlings of the stiffeners on either side of the
opening are increased to give an equivalent strength to that of an un-pierced bulkhead.
The actual opening is kept as small as possible.
Mild steel or cast steel watertight doors fitted below the water line are either of the
vertical or horizontal sliding type. A swinging hinged type of door could prove
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impossible to close in the event of flooding and is not permitted.
The sliding door must be capable of operation when the ship is listed 15°, and be
opened or closed from the vicinity of the door as well as from a position above the
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bulkhead deck. At this remote control position an indicator must be provided to show
whether the door is open or closed.
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Vertical sliding doors may be closed by a vertical screw thread which is turned by a
shaft extending above the bulkhead and fitted with a crank handle.
Horizontal sliding doors are more common and these may have a vertical shaft
extending above the bulkhead deck, which may be operated by hand from above the
deck or at the door. This can also be power driven by an electric motor and worm gear.
The horizontal sliding door may also be opened and closed by a hydraulic ram with a
hydraulic hand pump and with control at the door and above the bulkhead deck. With
the larger number of watertight doors fitted in passenger ships the doors may be
closed by means of hydraulic power actuated by remote control from a central position
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above the bulkhead deck.
When in place all watertight doors are given a hose test, but those in a passenger ship
are required to be tested under a head of water extending to the bulkhead deck. This
may be done before the door is fitted in the ship.
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Explain the construction of double bottom tanks, type of floors, etc. with a sketch.
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An inner bottom (or tank top) may be provided at a minimum height above the bottom
shell, and maintained watertight to the bilges. This provides a considerable margin of
safety, since in the event of bottom shell damage only the double bottom space may
be flooded.
The minimum depth of the double bottom in a ship will depend on the classification
society‟s requirement and various other requirements under MARPOL, IBC Code, etc.
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Double bottoms may be framed longitudinally or transversely. Where the ship‟s length
exceeds 120 m it is considered desirable to adopt longitudinal framing as on longer
ships, there is a tendency for the inner bottom and bottom shell to buckle if
transversely framed.
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Vertical transverse plate floors are provided both where the bottom is transversely and
longitudinally framed. At the ends of bottom tank spaces and under the main
bulkheads, watertight or oil-tight plate floors are provided. Elsewhere „solid plate floors‟
are fitted to strengthen the bottom transversely and support the inner bottom. These
run transversely from the continuous centre girder to the bilge, and manholes provided
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for access through the tanks and lightening holes are cut in each solid plate floor. Also,
small air and drain holes may be drilled at the top and bottom respectively of the solid
plate floors in the tank spaces.
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The spacing of the solid plate floors varies according to the loads supported and local
stresses experienced. At intermediate frame spaces between the solid plate floors,
„bracket floors‟ are fitted. The bracket floor consists simply of short transverse plate
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brackets fitted in way of the centre girder and tank sides.
Transversely Framed Double Bottom: (see image below)
If the double bottom is transversely framed, then transverse solid plate floors, and
bracket floors with transverse frames, provide the principal support for the inner bottom
and bottom shell plating. Solid plate floors are fitted at every frame space in the engine
room and in the pounding region.

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Where a ship is regularly discharged by grabs, solid plate floors are also fitted at each
frame. Elsewhere the solid plate floors may be spaced up to 3.0m apart, with bracket
floors at frame spaces between the solid floors.
To reduce the unsupported span, which should not exceed 2.5 meters, at the bracket
floor, vertical angle or channel bar struts may be fitted.
One intercostal side girder is provided port and starboard where the ship‟s breadth
exceeds 10 m but does not exceed 20 m and two are fitted port and starboard where
the ship‟s breadth is greater.
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Longitudinally Framed Double Bottom: (see image below)
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In a longitudinally framed double bottom, solid plate floors are fitted at every frame
space under the main engines, and at alternate frames outboard of the engine seating.
Elsewhere the spacing of solid plate floors does not exceed 3.8m, except in the
pounding region where they are on alternate frame spaces.
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At intermediate frame spaces brackets are fitted at the tank side, and at the centre
girder where they may be up to 1.25 m apart. Each bracket is flanged and will extend
to the first longitudinal.
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One intercostal side girder is fitted port and starboard if the ship‟s breadth exceeds 14
m, and where the breadth exceeds 21 m, two are fitted port and starboard. These side
girders always extend as far forward and aft as possible. In the pounding region there
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will also be additional intercostal side girders.

As the unsupported span of the bottom longitudinals should not exceed 2.5m, vertical
angle or channel bar struts may be provided to support the longitudinals between
widely spaced solid floors.

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Draw a rough midship section of an Oil tanker.
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Draw a midship section of a Type 2 chemical tanker.
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Define Sheer and garboard strake.
Garboard strake is the first strake on each side of the keel strake. Shear strake is the top
most strake of the Side shell plating.
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What is a beam and camber?
Beam is a strengthening or supporting structure (of steel or wood) which runs from one
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side of the hull to the other athwartships. It can also mean the beam of a ship which is the
width of the ship at its widest point.
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Camber is the curvature of decks in the transverse direction. It is measured as the height
of deck at centre above the height of deck at side.
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What is Ganger Length?
Ganger length is a short length of anchor cable set between the anchor crown 'D' shackle
and the first joining shackle of the cable.

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Draw forepeak tank of your last ship.
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What is stealer plate? What is rise of

floor?
Stealer plate is the first plate adjacent to

two strakes of plates which join into a
single strake, near the bow or stern of
a ship where the strakes converge as the
girth of the vessel narrows.
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Rise of floor is the rise of the bottom shell
plating line above the base line. This rise
is measured at the line of moulded beam.
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What is a shredder plate?
Shredder plate is a section of inclined plating
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welded to a bulkhead within a cargo hold,
commonly in way of corrugations to facilitate
the flow of granular material, at the same time
providing additional rigidity to the bulkhead.
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What is rake of keel and rake of stem?
Rake of stem is the inclination of the stem line

from the vertical.
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Rake of keel is the inclination of the keel line

from the horizontal.
What is scantling?
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Scantling is a marine term for the size and

strength of structural elements: the dimensions of the ship frames, girders, stiffeners and
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plates.
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Define parallel body length. Where will you find it and what is its use?
The length of the ship along which the sides of the ship remain straight and parallel to
each other, for a particular draft, is called the Parallel Body Length for that draft. It varies
with the draft of the ship due to the ships form. As the Draft reduces the Parallel Body
length also reduces.

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Parallel body length can be found in the Wheel house poster and the Manouevring
Characteristics. It is also mentioned in the Manifold arrangement plan on tankers. It is
used mainly for the berthing of the ship to ensure sufficient fenders on the shore side are
in contact with the ship‟s side hull plating throughout her stay at berth.
There is a dent on the ship side. How will you pin point its location?
Using the frame number welded on the deck and measuring the height from deck (to the
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dent) we will know which strake and the exact plate damaged by referring to the shell
expansion plan or GA plan or tank arrangement plan. If the frame number is not welded,
the length can be measured either from the stem or stern or any known prominent point
such as manifold.
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How is spacing between the frames decided? How is the forepeak and after peak
strengthened for stresses?
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Spacing between the frames is decided based on construction rules of the Classification
society, and the location on the ship where these frames are to be fitted. For example,
frame spacing is reduced in the fore and aft ends of the ship due to excessive panting
stresses experienced in these areas. Spacing also depends on whether the ship is
transversely framed or longitudinally framed.
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Fore peak and after peak tanks are additionally strengthened by panting beams and
panting stringers. The scantlings of the beams, bulkhead stiffeners, floor plates, etc. at
these areas are also substantially more than rest of the ship due to the excessive stresses
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encountered by them at sea.
How are the frames marked?
Frames are numbered from 0 onwards starting from aft perpendicular. Strakes are lettered
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from the keel upwards to the sheer strake (exluding I).

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Can you weld a bulwark onboard and can you weld it to the sheer strake?
No. For any structural changes, the Classification Society approval and presence onboard
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is a must. Plans have to be accordingly amended and approved.

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What are anodes and their purpose?
Sacrificial Anodes are highly active metals that are used to prevent a less active material
surface from corroding. Sacrificial Anodes are created from a metal alloy with a more
negative electrochemical potential than the other metal it will be used to protect.
Anodes are used on the ship‟s hull and inside ballast tanks to protect the steel structure
from corroding.
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What is panting and pounding?
Panting refers to a tendency for the shell plating to work „in‟ and „out‟ in a bellows like
fashion, and is caused by the fluctuating pressures on the hull at the ends when the ship is
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amongst waves. These forces are most severe when the vessel is running into waves and
is pitching heavily.
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Pounding results from the heaving or pitching of the vessel, which causes the forward
region to emerge out of the water and thereafter 'slam' down heavily on the water.
Pounding causes severe local stresses that occur in way of the bottom shell and framing
forward when a vessel is driven into head seas. These pounding stresses are likely to be
most severe in a lightly ballasted condition.
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DRY DOCKING
What is the requirement for dry docking of ships? Where will you check about
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vessel’s last dry dock?
Inspection of a passenger ship's bottom, as required by SOLAS regulation I/7, should be

carried out annually, with two inspections in dry-dock in any five-year period. However,
MSC.1/Circ.1348 states that where acceptable to the Administration, the minimum number
of inspections in dry-dock of the outside of the bottom of a passenger ship (which is not a
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ro-ro passenger ship) in any five-year period may be reduced from two to one. In such
cases, the interval between consecutive inspections in dry-dock shall not exceed 60
months.
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For cargo ships, as per SOLAS I/10, a minimum of two inspections of the outside of the
ship's bottom during any five year period and the interval between any two such
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inspections shall not exceed 36 months.
All major classifications societies have a special program called the “Extended Dry-
Docking” or EDD scheme by which dry dock period of cargo ships can be extended to 7.5
years by following the required criteria of the Classification Society. It requires flag state
approval and age of the ship should preferably be within 10 years. The scheme is

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available only for container ships, general cargo ships, and multi-purpose dry cargo
vessels.
As per Enhanced Survey Programme of the IMO, an in-water survey of the bottom of a
bulk carrier or tanker, in lieu of intermediate dry docking is allowed, provided a suitable
painting scheme which can last for 5 years is applied to under water hull area and there
being no requirement of repairs in the hull that require dry docking of the vessel. For other
ships, such a dispensation must be granted by their Flag State.
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Therefore,
Ro-Ro Passenger ships – two dry docks in every 5 year period.

Passenger ships - two dry docks in every 5 year period (unless reduced to one by
Flag)
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Tankers and bulk carriers - two dry docks in every 5 year period. (reduced to one if
complying with ESP and other requirements of Class for carrying out in-water survey in
lieu of the out-of-water survey)
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Other cargo ships – two dry docks in every 5 years period (unless reduced to one by
Flag or reduced to one every 7.5 years by special EDD scheme of Class)
Last dry dock details can be checked in the Dry Dock File or Class Survey Status report.
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What is upthrust P and loss of GM in dry docking? Explain all the formulae involved
in dry docking.
During dry docking, as the stern takes to the blocks, part of the ship‟s weight gets
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transferred to the blocks, similar to weight being discharged from the stern frame. This
causes the „G‟ to rise i.e. virtual loss of GM.
Critical period is the period of time from when the stern takes to the blocks till the critical
instant. Critical instant is when the vessel sits all over. Vessel must have adequate
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positive GM throughout the critical period.
At critical instant,
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P = trim x MCTC x 100

Dist from COF
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Virtual Loss of GM = (P x KG) / (W-P)
First, we need to calculate the upthrust „P‟ and then find out what is the virtual loss. From
this, we can obtain Virtual GM at the critical instant. This must be well positive. If not, we
must reduce the trim or FSE.

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During the critical period, Virtual GM can be monitored. P is calculated as:
Decrease in aft draft/water level = P + LCF x P x LCF

TPC LBP x MCTC
With all other values known, P can be easily calculated.
At a dry dock, when the vessel is flat on the blocks, where will the ‘P’ be? What will
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happen to the GM?
Throughout the docking process the ship will displace a progressively lessening volume of
water as the true mean draught reduces and the P force increases to provide more
support for the ship (in effect, the P force takes over supporting the ship and the role of the
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buoyancy force in supporting the ship reduces). Once the ship takes the blocks overall
throughout her length, the rate of pumping is increased to empty the dock quickly; the draft
will then reduces at the same rate forward and aft. The upthrust P becomes uniformly
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distributed along the ship‟s length and
continues to increase as the effective
buoyancy force reduces. When the dock
becomes nearly empty and the ship is
fully dry the upthrust P will be equal to
the ship's displacement.
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Since buoyancy is zero at dry dock, GM is not applicable (as there is no metacentre since
ship is no longer floating)
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What all preparations will you do as a Master for dry docking?
Following preparations will be done for dry docking:
1. I will communicate with the dock master and provide him the required plans and
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information.
2. I will ensure the required stability conditions are submitted to the dock master and
complied as per the requirement of the dock master.
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3. I will identify certificates that are to be renewed and corresponding surveys that are
required to be carried out.
4. I will make a dry dock defect list, a repair and maintenance list, obtain a dry-dock
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handbook if required, and assign responsible ship staff to their duties on the list.
5. I will divide staff into groups to oversee the work carried out by yard gangs.
6. I will ensure that all spare parts are checked and repair items kept ready for use.
7. I will ensure that engine room tank top and bilges are cleaned.
8. I will prepare sewage treatment tanks, dirty oil tanks and bilge tanks for inspection.
9. I will ensure flushing of bilge lines is carried out prior to dry dock.
10. I will ensure all my cargo tanks are cleaned, gas-freed and ready for inspection.

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11. I will keep to a minimum the fuel oil, fresh water and ballast carried onboard.
12. I will ensure all heavy and loose items are well secured prior to dry dock.
13. I will get all tanks and cofferdams to be sounded and recorded.
14. I will ensure all fire fighting measures are adequate and kept in a ready state.
15. I will get all the valves and sea chests to be overhauled clearly marked.
16. I will instruct E/R to change over the M/E, A/E and boiler to Diesel oil.
17. I will lock up the CO2 total flooding system.
18. I will ensure vessel is upright with the right amount of trim & GM as required.
19. I will withdraw into the hull any protruding logs (speed logs)
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20. I will ensure that all the other requirements of dry-dock are met well in time.
What will be your concerns with respect to stability when entering dock? After dry
docking, what checks will be carried out before refloating? What checks will be
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carried out while refloating?
Following will be my concerns with respect to stability when entering dry dock:
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Adequate Initial G.M: When the ship‟s stern touches the blocks first, there is a reaction at
that point causing a virtual loss of GM. Hence, it is important to have an adequate initial
GM lacking which, the ship may heel over to either side, or even slip off the keel blocks
and capsize. Hence, the GM of the ship at different stages of docking must be calculated
to ensure that it does not fall below the safe limit.
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Vessel to be Upright: While entering the dock, the vessel should not be listed to port or
starboard. If there is a list when the ship touches the blocks, the point of contact will be
outside the centre line of vessel, which may force the vessel to tip over.
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Small or Moderate Trim by Stern: The slight trim allows the stern to take the blocks first
and thereafter the bow rather than both taking the blocks simultaneously. This will reduce
the load and pressure on hull and the keel of vessel. It also helps to align the keel with the
blocks once the stern has touched the blocks using fore breast-lines.
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Checks to be carried out before refloating:

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The re-floating condition must be ensured to be the same as the condition in which the
vessel entered dry dock.
All bottom plugs, rudder plugs, sea chests & other openings are secured and integrity
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test must be carried out.

All scupper plugs must be removed.
Paintwork must be checked to ensure it is adequately cured.
Propeller/Thruster blade / Stern Tube(s) seals are to be free from leakage.
Propeller / Thruster blades are to be correctly secured.
All contractor‟s equipment, staging and loose objects must be removed from the dock
bottom.

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All tapes applied on anodes for paint protection must be cleared.

Covers for echo sounder, impressed current system must be secured.
Rudder test must be performed and propeller must be free to turn.
No other leakages must be evident.
General inspection of hull must be carried out to ensure readiness for flooding.
The Chief Engineer must confirm that all shipside sea valves and associated pipe work
have been closed up.
The Chief Mate must confirm that all non-essential connections have been removed &
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the ship is correctly moored to hold its position once afloat.
Adequate persons must be stand-by to check ship‟s spaces for water ingress.
Checks to be carried out while refloating:
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It must be ensured that there is no sea water ingress from any overboard valves or
ship‟s bottom.
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All tanks must be sounded and ensured that the soundings are un-changed.
Flooding must be suspended one foot before the vessel leaves the blocks and all sea
valves are to be fully opened and closed to the satisfaction of the Chief Engineer and
superintendent.
When flooding level is sufficient and generator sea water cooling systems have been
proved tight, electrical power must be transferred from shore to ship supply and
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confirmed in order.
Effective communication must be maintained to ensure that in the event of lack of
stability or untoward ingress of water being detected, the flooding operation may be
halted without delay.
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The Dock Master will inform the Master on completion of flooding. The order to move
out of the dock will be given by the Master once satisfied with the ship‟s stability and
watertight integrity.
When afloat, all Doppler logs, echo sounder logs, etc. must be checked for proper
working.
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How will you take over the ship at a Dry dock?

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1. I will make note of the important points discussed with the superintendent before
joining the vessel.
2. I will carefully read the handing over notes, including the dry dock specs and job-list
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that is prepared.
3. I will prepare a check list for all the things that I have to do upon joining.
4. Once at the dock, I will note the condition of the visible exterior of the vessel, including
the draft marks, load line marks, etc.
5. I will note the standard of safety maintained by the crew at the gangway and those
working on deck.
6. I will note the standard of maintenance of LSA and FFA and also deck maintenance.

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7. I will take delivery of all official documents from the off-going master and randomly
check if all relevant certificates are in order. I will also check with the Master if any
certificates are already given at the dry dock.
8. I will update myself with the necessary surveys and inspections and services that are
completed, on-going or will be carried out in due course.
9. I will take a full deck round with the off-going master and ask him regarding any doubts
I have in my mind.
10. I will enter my name, COC number in the boxes on the front cover of the OLB and sign
the entry made in the OLB regarding change of command.
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11. I will obtain the combination number of the ship‟s safe and associated keys.
12. I will count all monies and sight all accounts and related documents in the master‟s
custody.
13. I will sight all owner‟s, manager‟s, classification and P&I documentation in the master‟s
custody including relevant communication.
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14. I will meet the ship‟s staff and have a small meeting to encourage them to work hard
and safely at the dry dock.
15. I will ask one of the officer‟s to carry out my safety familiarization and bridge
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familiarization.
16. I will also check the stability condition of the vessel when entered dry dock and the
mooring arrangements used.
17. I will supervise all operations during the dry dock period and acquaint myself with the
progress of the dry dock by checking the work visually and the reports obtained so far.
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What are the hazards associated with dry docking?
Loss of Stability / Tipping over, capsizing

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Fire
Injury due to falling of load
Falling / Tripping of personnel
Back injury due to heavy jobs
Accidental start of machinery and systems
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Enclosed space accidents

Flooding
Lack of safety standards at the dock and lack of supervision
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What is rudder drop?

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The top clearance at the steering gear cross-head should be more than the jumping bar
clearance so that when the rudder jumps, the impact force is taken by the jumping bar and
not the cross head. However, with time, the rudder carrier bearing will wear off due to
continuous rudder movements and the bottom clearance at the cross head will reduce.
This is called rudder drop allowance. It is adjusted at dry dock to a value such that till next
dry dock this clearance will reduce but not sufficiently to cause the weight of the rudder to
come onto the cross head and subsequently on the ram cylinders.

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How can you find cracks in welding?
Visual Inspection: This method uses a qualified and trained observer watching the weld as
the welder is working. The observer watches the weld pool and the cooling metal. They
typically look for inclusions, undercutting, depth of weld penetration and certainty of
bonding to the parent metal.
Liquid or Dye Penetrant Inspection: A colouring agent is used to detect weld defects. This
method will only find surface cracks and surface discontinuities. The weld surface is
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thoroughly cleaned and sprayed with the penetrant and the „developer‟. The penetrant is
sprayed over the weld and capillary action draws it into any minute surface cracks. The
penetrant on the surface is wiped off and the penetrant in the cracks remains wet. After a
short dwell time the developer is sprayed over the weld. The developer acts to draw-out
the penetrant dye from the cracks and so changes colour.
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Magnetic Particle Inspection: This method uses changes in a magnetic field to detect
surface and just-below surface discontinuities. When a magnetic field is interrupted by a
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defect, the field distorts around the defect. Powdered magnetic filings placed in the field
can show this distortion. This method is only usable for ferro-magnetic (iron based
magnetic) metals.
Ultrasonic Inspection: High frequency sound waves are sent into a metal using an emitting
probe. If the waves encounter a discontinuity they bounce off it and return to the probe
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where they are detected. The size and location of the discontinuity are displayed on a
monitoring screen.
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How will you ensure the hull integrity before flooding the dock?
All the underwater systems must be carefully checked and tested as required. This
includes inspection of sea chests, ICCP system, echo sounder sensors, log sensors,
and drain plugs.
Echo sounder, log and drain plugs (bottom plugs) are tested for air and
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water tightness. Testing involves first putting soap solution around the drain plug and
then creating vacuum around the drain plug and looking for any bubbles.
Only after all the integrity tests have been satisfactorily completed, the Master should
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give orders for the flooding of the dock.

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Explain the bottom plug removal and refitting procedure.
The Ship repair manager will request the chief officer to witness the removal of the bottom
plugs. Each tank which forms part of the hull has a bottom plug to drain the water in dry
dock. Removing bottom plugs ensure that the tanks are empty and dry. As the bottom plug
of each tank is removed, it is important to label it. This will ensure that bottom plugs are
not interchanged while fitting back. Even though plugs of all the ballast tanks are of the
same size, it is best practice to fit plugs back to the same tanks.

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A big wrench is inserted in the slot (like an allen key) and the plug is turned anti-clockwise
until the plug is taken out. It must be done carefully so as to not damage the threads.
Refitting is done following the similar procedure. After tightening, integrity test is carried
out to ensure that the plug is watertight.
When will you disconnect the shore power when departing from a dry dock?
When the water level is above the generators cooling water sea chest and the generators
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are taken on load, I will ask the 2nd Engineer to disconnect the shore power.
How long is gas free certificate valid in yard?
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It various from Yard to Yard depending on the National regulations but usually it is valid for
a 7-day period as long as there are no changes in the conditions. Certain ports like China
have a validity of only one day. Every morning the shore chemist comes and carries out
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necessary checks and thereafter gives the gas free certificate.
What is ranging of anchor chain? How will you identify which link needs to be
replaced?
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Ranging the anchor chain means to flake out the anchor chain on the dock to determine
its condition, carry out measurements and look for weak links.
Leak links are identified by the Class surveyor who will carry our measurements of the
links i.e. thickness measurements and elongation, especially at the stress concentration
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areas in accordance with the Class Rules. (max 12% reduction is allowed)
There was a steel renewal of 300t at the dry dock. What is the most important thing
from the master’s perspective that needs to be attended which Class and
Superintendents will overlook?
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Adjustment of the Magnetic Compass must be carried out by a certified compass adjuster.
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You are in dry dock and Class surveyor tells you that you need to renew 3 shackles
of anchor chain. The dry dock does not have the facility. What will you do?
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I will speak to the Superintendent and check if the necessary parts can be delivered from
any nearby port or if that too is not feasible, the same can be discussed with the Class
Surveyor and can deferred to the next available opportunity.

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What extra precautions are required when launching from a slip way as compared
to a caisson?
Following extra precautions must be taken:
Type, length and number of airbags must be chosen carefully based on the size and
type of ship, slope of the slipway, etc.
Ground structure/ slipway must be free of sharp objects and preferably, a small degree
slope.
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Slipway Winch is needed to hold the vessel in place during the placement of airbags.
Slope angle, weight and type of ships should be carefully considered to determine the
winch capacity.
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You have to carry out steel replacement on the hull. How will you go about
preparing for the job? Where will you find the details of thickness and grade of
steel? How will you describe the location of the plate?
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During the inspection, it is possible to find damages or extensive corrosion / wastage in
the structural members of the ship. This will call of steel renewal where the shell plating
of the effected section needs to be cut out and replaced. Ultrasonic testing and
thickness measurements are also used to identify areas that require such steel
renewal.
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In most cases, the inspections and requirements to replace the steel sections will be
made by Class surveyors. Detailed inspections of the ship‟s internal structure and
double bottoms can be made prior the dry dock in order to determine the extent of
steel work needed to be accomplished at the dry-dock.
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An estimate can also be made on how much shell plating needs to be replaced, if any,
based on the ultrasonic records from previous dry-dock.
The steel replacement on the hull will be carried out by yard welders and supervised by
the Class surveyor.
Details of thickness and grade of the steel can be obtained from the ship‟s plans,
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particularly the midship section and shell expansion plan.
Describing the location is easy. Just measure the height from the deck level to know
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the strake and measure the distance with reference to any tank bulkhead or frame
number and refer to the shell expansion plan to know the plate number.
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SEAMANSHIP
Explain complete procedure of chipping and painting right from the start. What type
of primer to be used where and how much?
De-rusting must be done using chipping hammers, de-scalers or pneumatic chipping

machines. To prepare the surface for painting, de-rusting brushes, wire brushes must
be used to smoothen the surface.
The surface must thereafter be cleaned with freshwater to remove the rust powder.
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Two coats primer must be applied with a brush followed by a finish coat.
Primer must be ordered as per ship‟s paint scheme and must be applied by a brush.
Primer must be an epoxy paint which has anti-corrosive properties. Hardener must be
mixed in the correct ratio as indicated.
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What do you know about surface preparation? Which regulation talks about this?
How is surface preparation carried out? What is used as grit?
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Surface preparation involves de-scaling and de-rusting using shot blasting or grit blasting
and smoothening the surface for paint application. The surface must be fresh water
washed to remove the dust and rust particles. Soon thereafter, two coats of primer paint
must be applied followed by a top coat or finish coat.
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SOLAS II-1 / 3-2 requires all ships of 500 GT and upwards constructed on or after 01 July
2008 to have a coating technical file.
The Performance Standard for Protective Coating (PSPC), adopted by the IMO Resolution
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MSC.215(82), became mandatory on 1 July 2008 for dedicated seawater ballast tanks on
all types of ships of 500 GT and upwards, and for double-side skin spaces arranged in
bulk carriers of 150 m in length and upwards.
In addition, a new PSPC requirement, stemming from the recent adoption of IMO
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Resolution MSC.288(87), effective from 1 January 2013 for crude oil tanks of oil tankers of
5,000 T DWT and more. Both PSPC standards set out a target for useful coating life of 15
years, over which the coating is intended to remain in GOOD condition from initial coating
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application. The shipyard is responsible for implementing the requirements of the IMO
PSPC during new construction. Before new construction starts, a Tripartite Agreement
(TPA) on inspection procedures of the surface preparation and coating processes shall be
agreed upon and signed by the owner, the shipyard and the coating producer.
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IMO PSPC requires minimum 320 µm Nominal Dry Film Thickness (NDFT). Most common
specification is to have two coats of 160 µm DFT each.
Aluminum oxide or silicon carbide is usually used a grit for grit blasting.

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What are the surface preparation standards you know of?
Swedish standards:
St 2: Hand tool cleaning

St 3: Power tool cleaning
St 4: Brush-off blast cleaning
Sa 2: Commercial blast cleaning
Sa 2 1/2: Near-white blast cleaning
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Sa 3: White metal blast cleaning
National Association of Corrosion Engineers (NACE) standards:
NACE 1: White metal blast cleaning
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NACE 2: Near-white metal blast cleaning
NACE 3: Commercial blast cleaning
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Steel Structures Painting Council (SSPC) standards: SP-1 to SP-10
(A White Metal Blast Cleaned Surface finish is defined as a surface finish with a gray-
white, uniform metallic color, slightly roughened to form a suitable anchor pattern for
coatings. The surface, when viewed without magnification, shall be free of all oil, grease,
dirt, visible mill scale, rust, corrosion products, oxides, paint, or any other foreign matter.
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A Near-White Blast Cleaned Surface finish is defined as a surface finish similar to the
above, but with very light shadows, streaks or slight discolorations. At least 95 percent of
each square inch of surface area shall be free of all visible residues, and the remainder
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shall be limited to the light discolorations.
A Commercial Blast Cleaned Surface finish is defined as a surface finish similar to white
metal blast cleaned surface finish except for slight shadows, streaks, or discolorations. At
least two-thirds of each square inch of surface area shall be free of all visible residues and
the remainder shall be limited to the light discolorations.)
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What paint is applied on different areas of the ship’s hull and how many coats are
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applied?
From the painting scheme of my last ship:

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Top Side Shell plating –Two coats of epoxy based anti-corrosive paint (primer) + Two
coats of Finish coat (Chlorinated rubber based topside paint)
Bottom shell plating and Boot top shell plating – Two coats of epoxy based anti-
corrosive paint (primer) + two coats of Anti fouling paint (finish coat)

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What is manila rope?
Manila rope is a natural fibre rope manufactured from a plant native to the Philippines- the
abaca plant- which is how it gets its name. It‟s also sometimes called hemp rope or sisal
rope because it is made of hemp fibers.
What are the various types of ropes and wires you know?
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Ropes are either natural ropes or synthetic ropes. Following are the types of ropes used
onboard:
1. Cotton Rope
2. Nylon Rope
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3. Jute Rope
4. Manila Rope / Hemp Rope / Sisal Rope
5. Polypropylene Rope
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6. Polyester Rope
7. Polyester-Polypropylene combo
Wire rope can be classified based on their lay as right handed and left handed lay (regular
or lang lay). They can be classified based on construction as 6x19, 6x24, 6x37, etc.
Following are the types of wire ropes based on material of construction:
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1. Steel wire rope
2. Galvanized steel wire rope
3. Stainless steel wire rope
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4. Coated wire rope (coated with PVC)
What is breaking strength? What is the formula for breaking strength of various
wires/ ropes onboard? What are the causes of wire parting?
Breaking strength refers to the stress exerted on the rope at which component will
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fracture. It is the maximum stress a rope or material can withstand.
(SWL is the stress that a component can safely bear in normal use. It is obtained by
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dividing the breaking strength by a factor of safety.)
Breaking strength formulae: (diameter D in mm and resultant BS in tonnes)

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Manila Rope: 2D2/300

Polypropylene: 3D2/300
Terylene: 4D2/300
Nylon: 5D2/300
Wire 6x12: 15D2/500
Wire 6x24: 20D2/500

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Wire 6x37: 21D2/500
Causes of wire parting:
1. Insufficient lubrication, care and maintenance

2. Inadequate inspection
3. Loads greater than the breaking strength
4. Jerk loads not suitable for the particular rope
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What should be the length of a heaving line?
It should be sufficient for the intended purpose and can be joined to other heaving lines
when required. It is usually recommended to be minimum 15 metres, but usually for
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shipboard purposes kept between 15-30 metres.
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What is bow line? Where is it used?
The Bowline is a knot used to make a reasonably secure loop or eye at the end of a rope.
It can be used to make an eye after putting the flag hooks or to join two ropes using two
bowline knots.
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What is a snatch block?
A snatch block is a heavy-duty pulley inside a metal casing. It is primarily designed for
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handling heavy goods, working as a pulley point that can redirect the course of a winch
line. Snatch blocks are also used to increase the lifting or pulling capacity of wire hoists
and winches.
What is lug less joining shackle? What is its use?

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The Kenter Lug less Joining Shackle,

manufactured in nickel steel, is the most
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popular method of joining shackle lengths of

the anchor cable together. The shackle has
four main parts. The two main halves interlock
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with the stud forming the middle of the link. All

parts are held together with a tapered spile pin.
This spile pin is made of mild steel and is
driven into the shackle on the diagonal. A lead
pellet is then forced into the recess to prevent
the pin from accidentally falling from the
shackle.

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What was the diameter of the hawser onboard your last vessel?
52mm
How will you go about changing anchor swivel?
With the present size of anchors and lack of derricks or cranes forward, it will be very
difficult and risky to carry out the job by ship staff. I will ask the Company to arrange for a
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tug at a convenient port which have specialized equipments to handle the heavy anchor
and carry out the change of swivel in a very short time. I will ensure all the necessary parts
i.e. swivel, anchor crown D-shackle, etc. are ordered and available onboard. I will also
ensure that Class permission is obtained and if required, Class attendance will be
requested.
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How will you change a lifeboat wire?
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Firstly, I will order the correct size of wire. Once it is onboard, and the weather is
suitable, I will carry out a proper risk assessment for the job.
For a side lift boat, we need to secure the lifeboat to the davit using chain blocks of
sufficient SWL. The chain blocks must be tightened so that the weight is taken up by
the chain blocks and the wire is slightly slack.
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Additionally, two gant lines can also be used to take a full round to secure the boat the
ship. If connection place is available, FPD‟s can be additionally used.
Thereafter, the bottle screw is slackened and thimble end of the old wire is removed.
The break is then lifted and the wire is then pulled inboard holding the thimble end.
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Since there are many sheaves at the turns, men must be placed in between to easily
pull the rope out.
Once the drum is empty and the plain end of the rope is visible, it‟s securing cover
must be removed. The open end must be then tied to a thin manila rope so that the
new rope can be easily put in the same orientation.
The entire rope must now be pulled out and once the manila rope is in hand, the new
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rope must be attached to it.

Now the manila rope at the drum end must be slowly pulled and carefully allowing the
new wire rope to pass through the sheaves and once the open end is at the drum it
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must be secured.
The rope must be carefully wound on the drum in the correct direction without leaving
any gaps slightly hammering it to ensure tight fit. The rope must be greased while
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putting on the drum. Once the entire rope is on the drum the thimble end will reach the
bottle screw.
The thimble end must be secured to the bottle screw and tightened. It will remain
slightly slack and become tight automatically when the chain blocks are slackened.
After the chain blocks are slackened and taken out, the lifeboat must be swung out and
brought back in and secured. This is so that the wire becomes tight in the drum with
the weight of the boat. Thereafter, the bottle screw can be sufficiently tightened as
required.

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ENGINEERING KNOWLEDGE
What type of Boiler was fitted on your last vessel? What was the Maker‘s name?
Last vessel is fitted with a Vertical, top-fired boiler. Maker‟s name is AALBORG industries.
What was the name of the Main Engine‘s Maker? What is the complete name of MAN
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B&W?
Main engine maker was MITSUI Engineering and Shipbuilding Co. Ltd and the engine
model was MAKITA-MITSUI-MAN B&W.
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MAN B&W in the acronym for the companies who developed the technology of low-speed
diesel engines and manufactured them and their spare parts.
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It stands for Maschinenfabriek Augsburg-Nurnberg (MAN) Burmeister & Wain (B&W)
MAN is a German company that took over control of Burmeister & Wain, the Danish
company and is now together known as MAN B&W.
What is a storm valve? What are its types and what are its uses?
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Storm valve is basically a swing-check valve with a closing device. The closing device is
usually a hand wheel but they can also be actuated. Storm valves are usually found on
ships sanitary piping systems which have a ships side exit. They prevent sea water
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entering the system during a heavy sea.
Types of storm valves are vertical or angle storm valves of different pressure ratings such
as 5k, 10k, 15k, etc.
Explain the structure of double block and bleed valves. Where are they used?
H
Double block and bleed (DBB) is the practice of shutting in a section of pipe on both sides
of the valve rather than just one. It means you close the ball valves to block both the
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upstream and downstream sides of your working area, and then bleed any pressure that
remains in the piping and valve.
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Double block and bleed valves are fitted on the IG line in place of water seal, as it is
allowed by the IACS rules. For the DBB valve to be fitted in lieu of the water seal, it must
be capable of automatic operation and must have alarm arrangement as required.

358
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Explain the structure of blow out valves. Where are they used?
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A blow-out (or blow-off) valve is a valve fitted on a pressure system to release the
pressure in order to prevent over pressurization of the system.
These are used in most turbocharged engines and other pressure systems. These are
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simply relief valves that release excess pressure to the atmosphere. For example, steam
dump valve fitted on the ship‟s boiler.
What are the advantages & disadvantages of rotary steering system over 2 or 4 ram
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hydraulic steering system? How are they different? What types of ships are fitted
with rotary veins?
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Advantages of rotary steering gear:
1. Less cost to produce the same torque

2. Lighter in weight and takes up less space
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3. Requires less maintenance

4. Design in simple
5. More effective than 2-ram and 4-ram steering gear
6. Smaller power required for the same load.
Disadvantages of rotary steering gear:

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1. Seals not strong enough for large ship gears.

2. Possibility of leakages due to high pressure involved.
Instead of cylinder and rams, the rotary system consists of a rotor with vanes which is
securely fastened to the rudder stock. As the vanes on the rotor move under hydraulic
pressure, the rudder moves in the same direction. Three vanes are usual and provide an
angular movement of 700. Two ram or four ram usually give angular movement upto 350.
Another difference is that for rotary vane system, the vanes themselves act as rudder
movement limiters. Ram system requires additionally rudder arrestors.
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Rotary vane systems are generally fitted on smaller vessels which has smaller size of
rudder and require more maneuverability such as tugs and other offshore vessels and
naval vessels.
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What are the types of HFO? What type is used onboard?
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Heavy fuel oil is defined in MARPOL as either the fuel oil with density of greater than 900
kg/m³ at 15°C or a kinematic viscosity of more than 180 mm²/s at 50°C.
HFO is widely used on ships and virtually all medium and low-speed marine diesel
engines are designed for heavy fuel oil. Heavy fuel oil is a residual fuel incurred during the
distillation of crude oil. The quality of the residual fuel depends on the quality of the
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crude oil used in the refinery. Types of HFO used on ships are IFO 180 and IFO 380, with
viscosities of 180 mm²/s and 380 mm²/s, respectively. IFO stands for intermediate fuel oil
which is obtained by blending the residual fuel oils with lighter fuels such as marine gasoil
or marine diesel oil.
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Presently, heavy fuel oil with a sulphur content of less than 0.5% m/m is used globally
known as VLSFO (very low sulphur fuel oil). If vessel is fitted with an exhaust gas
scrubber, it can still use HSFO (high sulphur fuel oil) having sulphur content upto 3.5%
m/m. In ECA, LSMGO (low sulphur marine gas oil) is used which has a sulphur content of
less than 0.1% m/m.
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What is ‘cst’? What is the difference between 180 cst and 380 cst?
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cSt stands for centistokes. It defines the kinematic viscosity of the oil in mm2/s. 180 cst oil
is less viscous than 380 cst oil.
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What all types of fuels are used in E/R?

Heavy oil (HSFO 3.5% if scrubber is used, VLSFO-0.5%)
Diesel oil / marine gas oil (0.1%)
Lubricating oils such as MECC Oil (ME Crank case oil), AECC Oil (AE crank case oil)
and ME CYL Oil (ME Cylinder oil)

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Can diesel oil be used in main engine?
Yes. In ECA, main engine and A/E are changed over from HFO to DO.
What type of fuel is used for generators (A/E)? Can they run of HFO?
A/E‟s are run on HFO and can be changed over to MDO / MGO when required.
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What are cat fines?
Cat fines are particles of spent aluminium and silicon catalyst that arise from the catalytic
cracking process in the refinery. Cat fines in the fuel oil damage the fuel injection
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equipment.
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What is slip? What factors cause high slip apart from current?
Slip is the difference between the propeller speed (theoretical speed) and the ship‟s speed
expressed as a percentage of the propeller speed.
Slip is given by the formula: Slip % = (Prop. Speed – ship speed) x 100
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Prop speed
If the ships speed is less than the propeller ship, slip is positive. If the ships speed is more
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than the propeller speed, slip will be negative.

Reasons for slip other than current:
Condition of the propeller

Reduced speed due to shallow waters
Design of the hull
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Condition of the hull (excess fouling)

Loading condition of the ship
Distribution of weight on board
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Propeller immersion
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What is a UMS Ship? What conditions are required to be satisfied for a ship to be
UMS ship?
UMS Ships are those ships that are allowed to operate periodically unattended machinery
spaces. SOLAS II-1 / Part E (Additional Requirements for Periodically Unattended
Machinery Spaces) gives the following requirements for UMS ships:

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1. Means shall be provided to detect and give alarms at an early stage in case of fires in
boiler air supply casings and exhausts (uptakes); and in scavenging air belts of
propulsion machinery.
2. Internal combustion engines of 2250 kW and above or having cylinders of more than
300mm bore shall be provided with crankcase oil mist detectors or engine bearing
temperature monitors or equivalent devices.
3. Bilge wells in periodically UMS shall be located and monitored in such a way that the
accumulation of liquids is detected at normal angles of trim and heel, and shall be large
enough to accommodate easily the normal drainage during the unattended period.
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4. Under all sailing conditions, including manoeuvring, the speed, direction of thrust and,
if applicable the pitch of the propeller shall be fully controllable from the navigating
bridge.
5. The main propulsion machinery shall be provided with an emergency stopping device
on the navigating bridge which shall be independent of the navigating bridge control
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system.
6. A reliable means of vocal communication shall be provided between the main
machinery control room, the navigating bridge and the engineer officers'
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accommodation.
7. An alarm system shall be provided indicating any fault requiring attention and shall give
an audible alarm in the ECR and indicate visually each separate alarm function.
8. It must have a connection to the engineers' public rooms and to each of the engineers'
cabins through a selector switch, to ensure connection to at least one of those cabins.
9. It must activate an audible and visual alarm on the navigating bridge for any situation
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which requires action by or attention of the officer on watch. It must be fail-safe and be
continuously powered and shall have an automatic change-over to a stand-by power
supply in case of loss of normal power supply.
10. It must activate the engineers' alarm if an alarm function has not received attention
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locally within a limited time.

11. Alarms shall be maintained until they are accepted and the visual indications of
individual alarms shall remain until the fault has been corrected, when the alarm
system shall automatically reset to the normal operating condition.
12. A safety system shall be provided to ensure that serious malfunction in machinery or
boiler operations, which present an immediate danger, shall initiate the automatic shut-
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down of that part of the plant and that an alarm shall be given.
13. The special requirements for the machinery, boiler and electrical installations shall be
to the satisfaction of the Administration.
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What is a scrubber? How many types of exhaust gas scrubbers are there?
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An exhaust gas cleaning system (scrubber) is a device installed onboard marine vessels
that, quite literally, “scrubs” harmful sulfur oxides from exhaust gases. The technology is
commonly installed on ships seeking compliance options in the face of tighter emission
regulations. Scrubbers are used to remove particulate matter and harmful components,
such as sulphur oxides (SOx) and nitrogen oxides (NOx) from the exhaust gases
generated as a result of combustion processes in marine engines, to implement pollution
control.

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Exhaust gas streams are passed inside the scrubber where an alkaline scrubbing material
is present to neutralize the acidic nature of the exhaust gases and remove any particulate
matter from the exhaust.
Scrubbers can be classified as wet and dry scrubbers. Dry scrubbers employ solid lime as
the alkaline scrubbing material which removes sulphur dioxide from exhaust gases. Wet
scrubbers use water which is sprayed into the exhaust gas for the same purpose. Wet
scrubbers are further classified as open-loop and closed-loop scrubbers. Open loop used
sea-water and closed-loop uses fresh water. Hybrid scrubbers are those which have a
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combined function of open and closed loops.
What was the number of consecutive starts of the M/E on your last ship? Is it with
compressor running or without compressor running?
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On my last vessel, maximum number of consecutive starts of the M/E was 25.
Number of consecutive starts are without compressor running.
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Explain the full working of the OWS, ODMCS and Incinerator.
Oily Water separator:

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A typical OWS consists of the following:
1. First stage separation chamber with catch plates, heater, etc.
2. Second stage separation chamber with coalescer filters
3. Oil content monitor and alarm Unit
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The complete unit is first filled with clean sea water. The oily water mixture is then
pumped through the inlet pipe into the „coarse separating compartment‟. Here due to
the difference in densities, oil will rise into the oil collection space. The remaining
mixture flows down into the „fine separating compartment‟ and moves slowly between
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the catch plates and gets separated from the water and rises into the oil collection
space.
The remaining water leaves the separator unit with 100ppm or less of oil. It then enters
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the second stage of separation. In the second stage separation chamber, coalescer
inserts allow to achieve the final de-oiling by causing oil droplets to join and increase in
size. This processed water is then pumped overboard passing through the OCM which
calculates the oil content in the effluent discharged.
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If it is more than 15 ppm, the control unit will automatically stop the overboard
discharge and put the effluent back into the bilges from where it can be further
processed. The OCM also has an alarm which is activated if the oil content exceeds 15
ppm to alert the Engineer in-charge of the operation.
The OWS has automatically controlled valves that release the separated oil to a waste
oil tank / sludge tank.

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ODMCS
Main components of an ODMCS are:

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1. Oil content meter

2. Flow meter
3. Computing and control unit
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4. Overboard valve control system
The OCM works on the principle of scattering of light. This is based on the property
that oil particles emulsified in water scatter the light and amount of light scattered gives
the oil concentration in the sample. The oil concentration is detected by measuring the
scattered light with photo diodes.

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Initially, the ODMCS is put in operation in a condition where the overboard valve is
closed and the slop tank return valve is opened by interlock mechanism of the
ODMCS, allowing system to stabilize.
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Sample of the water to be discharged is taken by the ODMCS sample feed pump and
is sent to the OCM in the analysing unit. Here, the oil content is measured in ppm.
This information is sent to the computer in the control unit. The control unit calculates
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the instantaneous rate after receiving inputs from OCM, GPS/speed log and flow
meter.
When the calculated rate is more than 30 L/NM or the total quantity of oily water
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discharge reaches the set limit, the computer activates an audio-visual alarm and
opens the slop tank recirculation valve and closes the overboard valve immediately.
Thereafter, the cargo pump must be stopped.
In the event of ODMCS failure, the computer will automatically open the slop tank
valve and close the overboard valve and give an alarm.

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Incinerator:
Following are the components of the incinerator:

1. Combustion chamber (primary and secondary)
2. Burners (sludge burner and primary burner)
3. Interlock between door and burner
4. Control panel and alarm system
5. Fuel and sludge supply system
6. Residue collecting arrangement
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7. Primary blower (FD Fan) and atomizing arrangement.
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The incinerator is designed with a primary combustion chamber for burning sludge oil
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or solid wastes and a secondary combustion chamber for burning out uncombusted
exhaust gases.
The primary combustion chamber is equipped with a primary burner to which diesel oil
is supplied for initial ignition. After this, the sludge oil is supplied to the sludge burner
until it ignites. The primary burner is then switched off automatically or manually. A
sight glass is provided on the body.

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Atomizing air is provided to the sludge burner for efficient combustion. A pressure
regulating valve is provided on the sludge return line to adjust the quantity of sludge
entering into the combustion stage.
In case of solid garbage, it is sent into the incinerator through the feeding door. The
interlock ensures that the primary burner cannot be ignited if this door is open.
The combustion chamber is lined with heavy duty refractory material and also insulated
on the outside.
The burning process is monitored by a photo resistor and the temperatures are
monitored / regulated automatically. After use, the incinerator is allowed to cool and the
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ash is removed by pulling out the ash slide door. The rotating arm will scrape all the
solid residues into the ash box.
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GENERAL KNOWLEDGE
SO
Explain Bernoulli’s principle. Where all is it applicable?
In fluid dynamics, Bernoulli's principle states that an increase in the speed of a fluid occurs
simultaneously with a decrease in static pressure or a decrease in the fluid's potential
energy.
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It is applicable in many instances such as:
1. Shallow water effects / squat

2. Principle of educators and ejectors
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3. Aircrafts and helicopters lifting force

4. The carburetor used in many reciprocating engines contains a venturi to create a
region of low pressure to draw fuel into the carburetor and mix it thoroughly with the
incoming air.
5. Semi dry deck seal
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Explain Boyle‘s law and Charles’ law?

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Boyle‟s Law: states that, at constant temperature, the volume of a fixed mass of gas
varies inversely with the absolute pressure. i.e. PV = constant (at constant temp.)
Charles‟ Law: states that at constant pressure, the volume of a fixed mass of gas
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varies directly with its absolute temperature. i.e. V/T = constant (at constant pressure)
Define Latent Heat.
Latent heat is defined as the heat or energy that is absorbed or released during a phase
change of a substance. It could either be from a gas to a liquid or liquid to solid and vice
versa.

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What is the principle involved in movement of helicopter and airplane?
Bernoulli‟s Principle.
Airplane Working: First, it takes thrust to get the airplane moving. Then because of the
shape of an airplane‟s wing, called an airfoil, the air into which the airplane flies is split at
the wing‟s leading edge, passing above and below the wing at different speeds so that the
air will reach the same endpoint along the trailing edge of the wing at the same time. In
general, the wing‟s upper surface is curved so that the air rushing over the top of the wing
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speeds up and stretches out, which decreases the air pressure above the wing. In
contrast, the air flowing below the wing moves in a straighter line, thus its speed and
pressure remain about the same. Since high pressure always moves toward low pressure,
the air below the wing pushes upward toward the air above the wing. The wing, in the
middle, is then “lifted” by the force of the air perpendicular to the wing. An airplane must fly
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fast to move enough air over its wings to provide lift. The faster an airplane moves, the
more lift there is. When the force of lift is greater than the force of gravity, the airplane is
able to fly, and because of thrust, the airplane is able to move forward in flight.
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Helicopter Working: To fly, the helicopter needs a force to lift it up. The wings create lift
because of Bernoulli‟s Principle. When the speed goes up, the pressure goes down.
Wings are curved on top and flatter on the bottom. This shape is called an airfoil. This
shape makes air flow over the top faster than under the bottom. As a result, there is less
air pressure on top of the wing; this causes suction and makes the wing move up. A
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helicopter's rotor blades are wings and create lift. A helicopter moves air over its rotor by
spinning its blades.
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What is the formula for cube of (a+b)?
(a+b)3 = a3 + b3 + 3ab(a+b)
What is the length of hose for multi-gas meter?

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Hose length must be sufficient to reach the bottom of the deepest tank or enclosed space
on board. For example, on a ship with moulded depth of 13m, a hose of 15m length is
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sufficient.
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Where is Marshall islands and Cayman islands?
Marshall Islands is an island country in the central Pacific Ocean, between Hawaii and the
Philippines.
Cayman islands is a British Overseas Territory in the western Caribbean Sea west of
Jamaica.

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What is the difference between LPG and LNG?
LPG LNG
LPG comes from two sources. One is LNG is extracted during natural gas drilling
natural gas processing and the other is and petroleum production.
during the refining process of crude oil.
Light pressure is used to liquefy LPG. LNG is liquefied cryogenically, i.e. through
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exposure to extremely low temperatures.
LPG can be Propane, Butane isobutane Natural gas is a naturally occurring
and can be a mixture of these gasses. hydrocarbon gas mostly consisting largely
of methane.
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LPG is stored in tanks at about -50 C. LNG needs to be stored in cryogenic tanks
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with temperature of -1630C.
LPG ship usually are capable of carrying LNG ships have a typical carriage capacity
other cargoes such as LEG and some of 125,000 to 135,000 m3 and are normally
capacity as much as LNG ships.
Which gas is heavier? LPG or LNG?

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chemicals and usually do not have a dedicated to a specific project.
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LPG has a specific gravity of 0.5-0.6 and LNG has a specific gravity of 0.55. Hence, it
depends on the particular grade of liquid carried. However, at atmospheric temperature
and pressure i.e. in gaseous state, LPG is much heavier than LNG.
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How much minimum O2 is required to sustain combustion?
At least 11 % by volume. (as per Flammability diagram)

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What kind of chemical bonds do ethane, propane and butane have?

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Ethane forms a single covalent bond with 2 carbon atoms & 6 hydrogen atoms. (C2H6)
Propane forms a single covalent bond with 3 carbon atoms & 8 hydrogen atoms. (C3H8)
Butane forms a single covalent bond with 4 carbon atoms & 10 hydrogen atoms. (C4H10)
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What is a scuttle?
As per ICLL, side scuttles are defined as being round or oval openings with an area not
exceeding 0.16 m2. Round or oval openings having areas exceeding 0.16 m2 shall be
treated as windows.
Side scuttles to the following spaces shall be fitted with hinged inside deadlights:

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1. spaces below freeboard deck;

2. spaces within the first tier of enclosed superstructures; and
3. first tier deckhouses on the freeboard deck
No side-scuttle shall be fitted in such a position that its sill is below a line drawn parallel
to the bulkhead deck at side and having its lowest point 2.5% of the breadth of the ship
above the deepest subdivision draught, or 500 mm, whichever is the greater.
Efficient hinged inside deadlights shall be fitted to all sidescuttles. Deadlights shall be
capable of being closed and secured watertight if fitted below the freeboard deck and
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weathertight if fitted above.
Can you use Iridium/thuraya phone on Indian coast?
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No, for security reasons, it has been banned on Indian Coast. Ships entering Indian
waters must ensure that the phone is in bonded store locked and the key is in the Master‟s
custody. A declaration in this regard must also be sent prior arrival.
London? SO
Where is IMO headquarters? What is the difference between UK, GB, England and
IMO Headquarter is in London, United Kingdom.

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United Kingdom of Great Britain and Northern Ireland, commonly known as the United
Kingdom (UK), or Britain is an island nation the Northwestern Europe consisting of
England, Scotland, Wales and Northern Ireland. London (city in England) is the capital of
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UK. England is a country that is part of the U.K. and London is the largest city of England
and is also its capital.
What is IRS? Who is its director?

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IRS (Indian Register of Shipping) is a Classification Society which is a member of the

IACS. Managing Director and Executive Chairman of the Indian Register of Shipping
presently is Mr. Arun Sharma.
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Where is the coast earth station of India?

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Coast earth stations are at Mumbai, Chennai, Port Blair, Porbandar, Haldia, Daman, etc.

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MISC
How will you take over as Master?
1. I will go through the details of the vessel when in Office and ask for handing over notes
of the Master. I will go through the handing over notes carefully.
2. I will meet the superintendent for briefing and note down important points discussed.
3. I will find out about the condition of the ship, status of inspections or any other details.
4. I will prepare my own checklist for taking over and a „to-do list‟.
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5. Before boarding the ship, I will note the condition of the visible exterior including draft
marks, load line, etc.
6. I will note the standard of rigging and maintenance of the accommodation ladder or
gangway and its accessories.
7. I will note the standard of maintenance of LSA and FFA.
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8. I will check if the crew members ask for my ID and follow proper ISPS procedures.
9. Upon meeting the out-going Master, I will take delivery of all the official documents of
the ship and go through them.
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10. I will check all the important files and documents related to accounts and crew
documents, certificates, etc.
11. I will check the important contacts and communications with owners‟, managers,
classification society and P & I club and their related documents.
12. I will check if any outstanding PSC / ISM or Vetting deficiencies are to be closed out.
13. I will take the combination/ keys of the ship‟s safe and count the money and check the
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amount with the official records.
14. I will fill the necessary details in the official log book such as name, COC number, and
other important particulars.
15. I will sign the official log book entry made by the Outgoing master related to the change
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of command.
After taking command and before the ship‟s departure:
1. I will inspect the muster list and ensure that it is updated.

2. I will receive familiarization training according to STCW
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3. I will check if my personal life jacket is in order and don it as a practice.

4. I will read the relevant clauses of the charter party and bill of lading.
5. I will check details of the next voyage and examine the passage plan and approve it
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after getting necessary changes made, if any.

6. I will meet the chief engineer and discuss about the condition of machinery and
quantity of bunker fuel and lubricating fuel and adequacy of reserves.
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7. I will check with the Chief officer on the situation with cargo, stability, ballast, fresh
water onboard, stores, maintenance of the ship, etc.
8. I will check for any outstanding ISM NC‟s.
9. I will read the Master‟s standing orders and amend the last page as required. I will ask
all officers to read and sign the same before keeping a watch.
10. I will exercise due diligence in ensuring that the vessel is seaworthy, cargo-worthy at
the start of the voyage.

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Before leaving the ship, the out-going master should:
1. Ensure that he has signed each completed page of the ORB, CRB and GRB.
2. Ensure that he has signed off on the article and the OLB.
3. Ensure all accounts and related documents are up-to-date.
4. Ensure all documents, certificates, handing over notes, etc. are ready to be handed
over to the new master.
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How will you carry out the departure procedure as Master?
I will check the passage plan and approve it after necessary changes, if any.
I will ensure that all bridge equipments are checked as per the Company‟s checklist.
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I will ensure vessel has adequate stability for the entire voyage.
I will ensure that vessel is not overloaded and watertight and weathertight integrity is
maintained.
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I will exercise due diligence in ensuring that the vessel is seaworthy and cargo-worthy
at the start of the voyage.
I will ensure that the officers and watch keepers are sufficiently rested and fit for
keeping their watches.
I will ensure that vessel has received port clearance with the correct details of master,
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next port, etc.
I will ensure that engines and steering gear is tested and cargo documents are
onboard.
Once pilot boards, I will carry out a formal master-pilot information exchange and order
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for unmooring and manoeuver safely to proceed to sea.
What are the priorities of the Master at sea? State in correct sequence.
Safety of the crew / persons

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Safety of the environment

Safety of the property (ship/cargo/equipments/etc)
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What do you do when you get voyage orders?
1. I will go through each and every point carefully.

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2. I will forward the message to the Chief Officer, Chief Engineer and 2nd Officer.
3. I will ensure that sufficient bunkers are available for executing the voyage, if not,
bunker quantity that needs to be stemmed.
4. I will ensure that vessel has sufficient navigational charts and publications for the
voyage, if not, the ones that need to be ordered.
5. I will check if the cargoes are listed in COF and cargo tank coating resistance list and
thereafter ask the Chief Officer to prepare the stowage plan for the cargo keeping in
mind various factors such as load line, segregation, draft restrictions, port rotation, etc.

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6. I will forward the stowage plan, bunker requirements and any other queries to the
Operator.
7. I will check if vessel has adequate stores, provisions, fresh water, TCFW, TC
chemicals, gas detection tubes, antidotes, etc. for the voyage.
8. I will obtain the agent details and pass on my ETA and request for the documents
required prior arrival and comply with the local requirements.
9. I will read the charter party and see if there are any voyage specific reporting to be
done or any pre-requisites for the voyage.
10. I will obtain the tank cleaning standards for the cargo and discuss the tank cleaning
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plan with the chief officer.
What are some of the important qualities of a Master?
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A Master must be a –
Good leader and mentor with good managerial skills

Clear and effective communicator
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Good motivator and always have a positive attitude.
Responsible person with good knowledge and always ready to help.
Courageous and bold person ready to deal with any emergency or situation.
Person with good situational awareness and forward thinking and planning.
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How will you spend your entire day onboard as a Master?
I will oversee the jobs being carried out on deck.

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I will oversee the navigational watch keeping is carried out efficiently.

I will send the ETA‟s messages and carry out other required communication with
Office, Owner‟s, charterer‟s, port agents, etc.
I will take random rounds in galley, stores, on deck, engine room, etc. to ascertain that
everything is in order.
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I will write the night orders before calling it a day and next morning, ensure all have
read and signed the orders.
I will discuss with the chief officer regarding any works pending or other management
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matters.
If required, I will call for a management meeting to discuss important topics or a
meeting with the crew if so required on any occasion.
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I will execute my functions related to accounts, communication, navigation, inspection

rounds, etc.
How do you prepare your ship for helicopter operations?
Proper communication must be established well in advanced and relevant information

must be exchanged.

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All crew involved must be briefed regarding the planning manoeuver, safety and other
preparations required. Extra deck hands must be kept ready on deck during the
operation and an Officer must be on deck maintaining communication with the Bridge.
All FFA items near the helicopter landing area must be checked and kept in a state of
readiness. Fire pumps must be running.
All helicopter landing area equipments must be also kept ready.
The landing area must be carefully prepared. No loose objects must be lying around.
Helicopter operation checklist must be complied with.
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Speed and course must be maintained as agreed with the helicopter pilot.
Close eye must be kept on the weather and traffic in the vicinity.
Entries of all events and communication must be made in the deck log book.
Explain the specification of Gangway net.
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Gangway Nets is manufactured from polypropylene rope of tested quality. The border rope
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is of 12mm & inside rope of 8mm. Mesh size is usually 4"x 4" or 3" x 3".
Explain Panama canal transit. What are the names of the East and west part of
Panama?
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The Panama Canal is an artificial 51 miles waterway in Panama that connects the Atlantic
Ocean with the Pacific Ocean. The canal cuts across the Isthmus of Panama and is a
conduit for maritime trade. One of the largest and most difficult engineering projects ever
undertaken, the Panama Canal shortcut greatly reduces the time for ships to travel
between the Atlantic and Pacific oceans, enabling them to avoid the lengthy, hazardous
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Cape Horn route around the southernmost tip of South America.
Canal locks at each end lift ships up to Gatun Lake, an artificial lake created to reduce the
amount of excavation work required for the canal, 26 m above sea level, and then lower
the ships at the other end. The original locks are 32.5 m wide. A third, wider lane of locks
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was constructed between 2007 and 2016. The expanded waterway began commercial
operation on June, 2016 and allows transit of larger, neo-Panamax ships.
The canal consists of artificial lakes, several improved and artificial channels, and three
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sets of locks. Going from Atlantic to Pacific, a vessel will enter at Port of Cristobal, and
enter the Gatun locks. It has three chambers that lift the ship 26m vertically. The vessel
then navigates the Gatun lake and enters the Pedro Miguel Locks (one chamber lowering
the ship 9.5m) and thereafter Miraflores lock (2 chambers – lowering the ship 16.5m).
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From the Miraflores Locks one reaches Port of Balboa, near to which is the Panama City.
From this harbor an entrance/exit channel leads to the Pacific Ocean (Gulf of Panama).
What is Hot lay up, warm lay up and cold lay up?

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Laying up of a ship means that the ship has been temporarily taken out of profitable
service due to lack of charter or cargo.
Hot laying-up means that the ship is idle, but can be brought back into service at a
short notice. Hot lay-up is suitable for ships that will be out of service for up to three
months, remaining as if fully operational in terms of class and flag, with routine
maintenance continuing. Machinery and equipment are kept in optimal working order to
enable speedy reactivation, but measures can be taken to tighten operational
costs. Crew can be reduced to the minimum safe manning level. Recommissioning will
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usually take less than a week.
Warm lay-up should be considered for ships that will be pulled for up to twelve months.
The crew is reduced to below its trading limit in dialogue with flag, port authority and
insurance providers, while routine maintenance is reduced. Some essential machinery
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is kept in operation, but deeper measures can be taken to optimize operational costs.
Recommissioning will take longer, potentially up to several weeks.
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Cold laying up means that the ship is taken out of service for an extended period of
time and is moored or anchored at a safe place. The crew is reduced to a skeletal
level. Machinery is taken out of service and maintenance deferred. Manning is in lines
with emergency requirements to deal with fire, flooding, mooring and security watch.
For vessels in cold lay-up, the recommissioning process could take a month or longer if
the vessel has been kept idle for several years.
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What all stores are to be kept locked as per your Company procedures?
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Forepeak Store
Deck Stores
Tank Cleaning Room
Paint Store
Rope Store
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Deck Workshop
All internal stores inside the accommodation (reefer rooms, deck stores, engine stores,
electrical stores, bonded stores, etc)
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Describe the procedure of pressure testing of Bunker line. What is the interval?
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Bunker pipelines are defined as any pipeline used for taking on, discharging or internally
transferring any fuel for consumption on board. Bunker line should be pressure tested to
100% of the MAWP at least annually. (VIQ 7) However, USCG requires this test to be
done annually or as part of the biennial and mid-period inspections at 1.5 times of the
MAWP. Hence, most company SMS require the test to be done annually at 1.5 times the
MAWP.

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Following is the procedure for bunker line pressure testing:
Obtain the relevant permit to work and carry out a risk assessment before starting work
on the pipe.
Isolate the area where piping is to be tested
Fill the piping with fuel oil, taking care to eliminate all possible air pockets before
raising the pressure.
Increase the pressure in the pipes slowly by running the transfer pump, making sure to
avoid shock loading. Watch out for problems as the pressure increases.
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At this point, safety relief valve if fitted may need to be bypassed if testing to 1.5 times
the MAWP.
When the maximum pressure is reached, maintain that pressure for 10-15 minutes and
monitor it. Check that a reduction in pressure does not occur apart from that arising
from thermal variations. Even if there is no significant reduction in pressure, check the
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pipe visually for small leaks.
Before testing, keep all SOPEP equipments ready and ensure pressure gauges are
working satisfactorily. Maintain communication with the persons at the transfer pump,
on deck and at the fuel oil valves.
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After satisfactory testing, the pressure test date and pressure must be stenciled on the
bunker line and entries must be made in the Deck Log, Engine Log and ORB. The fuel
oil in the line must be drained back in the tank and relief valve if adjusted must be
reset.
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How do you carry out foam or fire line pressure testing? What is the requirement?
Foam and fire line pressure test must be carried out annually as required by
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MSC.1/Circ.1432. However, it does not mention any test pressure. If Flag State has any
regulations in this regard, same must be followed. Company SMS normally require the
pressure test to be carried out 1.5 times the rated working pressure annually.
Following is the procedure:

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Obtain the relevant permit to work and carry out a risk assessment before starting work
on the pipe.
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Isolate the area where piping is to be tested

Fill the piping with water, taking care to eliminate all possible air pockets before raising
the pressure.
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Increase the pressure in the pipes slowly by keeping the pump running and slowly
closing the anchor wash / fore-most foam monitor.
A pressure testing pump (such as graco pump or hydraulic pump) of sufficient capacity
must be connected to the line.
Pressure must be slowly increased and pressure must be monitored at the pressure
gauge.
When the maximum pressure is reached, maintain that pressure for 15-30 minutes and
monitor it. Check that a reduction in pressure does not occur apart from that arising

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from thermal variations. Even if there is no significant reduction in pressure, check the
pipe and the hydrants / foam monitors visually for small leaks.
Maintain communication with the persons at the fire pump, on deck and at the pressure
gauge.
If the test is completed satisfactorily, make relevant entries in the deck log book and
update the PMS. Stencil the fire and foam line with the test date and test pressure. The
lines must be drained after the test.
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As a Master, what preparations will you do for aft peak tank inspection?
Carry out a thorough risk assessment for the job and take measures to safeguard
against all identified risks.
Comply with the enclosed space entry permit with regards to gas measurements,
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oxygen content, safety gears, PPE, rescue and evacuation equipment, etc.
Adequate ventilation and lighting must be ensured throughout the inspection.
Proper communication must be made and maintained with the person stand by and the
OOW on the Bridge.
the area of the tank.

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Ensure engine room personnel are informed and asked not to do any hammering near
If the aft peak tank was used for the storage of sewage in any port, the tank must be
thoroughly flushed 3-4 times with sea water and more ventilation must be carried out in
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order to ensure no toxic gases are present at the bottom.
A safety line of sufficient length must be used in case the construction is such that the
persons may not be able to find their way back.
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What is TMSA?
The Tanker Management and Self Assessment (TMSA) programme developed by the
OCIMF provides companies with a means to improve and measure their own safety
management systems. The programme encourages companies to assess their SMS
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against key performance indicators (KPIs) and provides a minimum expectation (level 1)
plus three levels of increasing best practice guidance. Self assessment results can be
used to develop phased improvement plans that support continuous improvement of their
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ship management systems. Companies are encouraged to regularly review their self
assessment results against the TMSA KPIs and to create achievable plans for
improvement. Aligning their own policies and procedures with industry best practice helps
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companies to improve their performance and attain high standards of safety and pollution
prevention.
Which doors are required to be permanently kept open at sea in a passenger ship?
MSC.1/Circ.1340 gives guidance for watertight doors on passenger ships which may be
opened during navigation. All Category A watertight door that fulfils the technical

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requirements of SOLAS and have been permitted to remain open during navigation by the
Administration may be kept open at sea. This is for passenger ships constructed before 1st
Jan 2020.
However, the revised guidelines given in MSC.1/Circ.1564 deletes the definition of

Category A watertight doors as SOLAS latest amendments that are in force from 1st Jan
2020 do not allow any door on a passenger ship to be permanently kept open during
navigation. SOLAS regulation 22 is accordingly amended.
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As per revised SOLAS II-1/22.3, a watertight door may be opened during navigation to
permit the passage of passengers or crew, or when work in the immediate vicinity of the
door necessitates it being opened. The door must be immediately closed when transit
through the door is complete or when the task which necessitated it being open is finished.
The Administration shall authorize that such a watertight door may be opened during
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navigation only after careful consideration of the impact on ship operations and
survivability taking into account guidance issued by the Organization. A watertight door
permitted to be opened (not KEPT open) during navigation shall be clearly indicated in the
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ship's stability information and shall always be ready to be immediately closed.
Describe the bilge and ballast pump details of your last ship.
Fire, Bilge and Ballast Pump: Capacity 160 m3/hr @ 0.78 MPa. (Electric Motor driven
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centrifugal pump)
Fire and G/S Pump: Capacity 160 m3/hr @ 0.78 MPa. (Electric Motor driven centrifugal
pump)
Two Ballast Pumps: Capacity 350 m3/hr at 0.3 MPa (FRAMO - Hydraulically driven
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Centrifugal Pumps)
What is AGM Inspection? Which all areas it covers and when is it carried out?
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The Asian Gypsy Moth (AGM) is an exotic and highly destructive forest pest which is
native to Far East countries such as Japan, Russia, China and Korea.
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The AGM's flight season, i.e. the period during which the females lay eggs, normally runs
between June and September. Therefore, ships calling in those Far Eastern ports where
AGM are found in high density during such period are likely to be infested with egg
masses on some part of the cargo or external area of the vessel. AGM poses a serious
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threat to the landscape and natural resources of a country.
Due to these reasons, certain countries where the AGM is not indigenous have put into
place procedures in order to prevent vessels which may be carrying such pests from
entering their ports. They include the United States, Canada, Australia, New Zealand and
Chile. Such countries require certification from the port of departure in high risk areas
verifying that the vessel is free from AGM and also inspections at the port of arrival of

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ships suspected of carrying AGM onboard. Vessels which fail to comply with such
requirements or which are found to be carrying AGM after inspection may be ordered into
international waters till they are deemed to be completely risk free.
As a Master, if vessel is calling any high risk ports in the high-risk months, an inspection
must be arranged via the local agent just before departure and an AGM-free certificate
must be obtained.
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Why VHF is kept in low watt in port?
As per ISGOTT, the use of a tanker‟s radio equipment during cargo or ballast handling
operations is potentially dangerous as it can induce electrical potential in unearthed
receivers and is capable of producing an incendive discharge. This does not apply to the
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use of permanently and correctly installed VHF and UHF equipment, provided that the
power output is reduced to one watt or less. For this reason, to avoid any flammability
hazard, the VHF is put to low power in port.
For mooring winches, the brake rendering

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Describe the Brake rendering test procedure, interval and as per which guidelines?
test is required to be carried out once a

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year as per VIQ 7 (SIRE), OCIMF MEG 4
and also stated in the Company‟s SMS /
PMS. It must also be carried out on every
occasion of renewing brake linings.
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The purpose of carrying out the test is to

ensure that the winch brakes will render at
a load lesser than 60% of the SD MBL
(Ship design Minimum Breaking Load). If
not, the brakes must be correctly set and
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marked to render at the required load.

The testing is carried out using the Exxon
Mooring Winch Brake test kit.
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The procedure is as follows:

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Refer to the mooring winch manual and calculate the jack force and actual pressure
required at the hydraulic jack to reach the brake rendering force (60% of SD MBL).
Company‟s provide an excel sheet with in-build formulae provided which can be used
to calculate the jack force. Ensure „split drum‟ or 3rd/4th layer is correctly selected as it
will change the value of the jack force.
Connect the metal triangular plates and place the hydraulic jack underneath supported
by wooden grating or metal plate in order to uniformly spread weight.

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Tighten the winch brake and apply hydraulic jack pressure.

If slippage occurs at a pressure less than designated, the brake should be tightened
and jack force reapplied.
If the recorded pressure corresponds to the design pressure the jack should be
released and the test gear removed.
If slippage does not occur at the design pressure, the brake setting should be adjusted
to cause the brake to render at the design load.
After testing, steel band marker should be placed on the winch brake handle.
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Additionally, the winch drum must be stenciled with the date of test and Brake
rendering force.
One of the fire zones is isolated in E/R due to malfunction. Chief engineer is not
happy with your decision to man engine space as it will disturb the rest hours. How
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will you convince him?
I will explain to the chief engineer that it is required in the interest of safety of the
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vessel and that the rest hour disturbance will last just for a day or two, for which
adequate compensatory rest will be given.
I will sit with the Chief Engineer and adjust the watches in such a way that there is
minimum disturbance to the rest hours.
I will call for a management meeting and work out a solution to manage the situation.
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Can owner refuse to cross Gulf of Aden if charterer is forcing?
Yes, owner can refuse as long as it is in line with the C/P. For example, if the C/P requires
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the charterer to pay the additional premium for war risk insurance and the charterer is not
paying the owner the same. In such a case, owner can refuse to cross Gulf of Aden until
the payment is made. Also, if Gulf of Aden falls out of the C/P trading limits.
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What you know about sanctions? How is import of Iranian oil possible with
sanctions?
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The U.S. sanctions against Iran include a complete ban on dealings with the country by
the U.S., and a ban on selling aircraft and repair parts to Iranian aviation companies. The
United States has imposed sanctions against Iran in response to the Iranian nuclear
program and Iranian support for various terrorist organizations. In September 2019, a U.S.
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official stated that the United States will sanction whoever deals with Iran or purchases its
oil. Some countries such as China, Turkey, UAE and some EU countries still continue to
trade with Iran despite of the sanctions.
Your Second mate is found drunk. State your actions.

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I will adjust the Bridge watches between the other officers and pay attention to their
rest hours as well.
I will question the 2nd Officer when he is sober the reason for him being drunk.
If it was unintentional or the first time, I will give him a written strict warning and obtain
his signature and remarks on the warning letter.
I will also inform the Company since he has breached the Company‟s D&A Policy.
If it is repeated, I will make a OLB entry in this regard following the procedures laid
down by the Flag State. I will additionally ask Company to arrange for his replacement.
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How will you confirm if a person has actually died? As a Master, will you declare a
person dead?
No, I will not declare anyone dead on my own. I will try my best to recover the person
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using all my knowledge and help from The International Radio Medical Centre (CIRM). I
will follow their instructions and if I feel that the patient is no more, I will pass on the
relevant information as asked by the CIRM and they will declare him dead based on the
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information provided by me. I will make the relevant entries in the OLB and also in the
Radio Log of all the communication with the CIRM.
Onboard cold room is not working. State your actions as Master.

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Ships reefer system has two refrigeration plants. If one is not working, it can be changed
over to the second one. In case refrigeration unit of one cold room (say fish room) is not
working, the contents can be shifted to the meat room. Also, all efforts must be made to
repair the defective system and help must be taken from the Company and shore-based
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technician.
What will you check in the ORB brought to you for signature by C/E? Will you sign it
if brought to you just before arrival or during pilotage?
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I will check that all entries are made correctly and any corrections are dated and signed. I
will check that all entries have Codes and each entry is signed by the Engineer incharge. I
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will ensure that it is correctly dated and then if satisfied, I will sign at the bottom of the
page and put down the date of signature.
No, I will keep the ORB with me and sign after ship is all fast. This is so that I am not
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distracted during pilotage or berthing and can check the ORB before signing rather than
signing it in haste without checking. Also, it will give a message to the Chief Engineer to
always get the ORB signed well in advance before port arrival.

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What are the hazards associated with Ro-Ro vessels?
Problem of Stability due to a small GM.

Risk of cargo shifting and chain reaction leading to ship capsize.
High freeboard and more windage area.
Location of survival crafts.
Lack of transverse W/T bulkheads.
Cargo access doors close to the waterline.
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Fire hazard due to vehicles carrying fuel for their own propulsion.
What is ESP? Describe in detail. How will you prepare your ship for ESP? Does it
apply to gas tankers?
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The ESP has been made mandatory by SOLAS Chapter XI-1/2. It requires Bulk
carriers and oil tankers to be subject to an enhanced programme of inspections in
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accordance with the 2011 ESP Code, adopted by IMO.
MSC/Circ.655 gives guidance for the planning the enhanced programme of inspections
surveys of bulk carriers and oil tankers
The ESP came into force in response to the large number of losses of bulk carriers and
pollution caused by accidents on tankers. In order to prevent this, enhanced (more
stringent) hull surveys were required, for which the IACS has developed the ESP.
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ESP Code contains unified requirements to be adopted by all Classification Societies
while surveying tankers and bulk carriers.
The Continuous Hull Survey (CHS) is now replaced by ESP for ships to which it is
applicable.
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A „survey programme‟ has to be prepared by the Owner and submitted to the

Recognized Organisation (RO), 6 months prior to the survey.
The ESP may be commenced at the 4th Annual Survey and be progressed during the
succeeding year with a view to completion by the 5th Anniversary date.
1. Planning and Preparation- Proper planning and co-operation between the Owner and
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the Class will ensure quality of the survey. For this, a specific „Survey Programme‟ is
worked out in advance and submitted to the Class for approval. Proper preparations
must be carried out by way of cleaning, descaling and rigging proper means of access
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acceptable to the surveyor. For example, scaffoldings, cherry pickers, boats or rafts,
etc. together with proper illumination. The Survey Planning Document must identify
critical areas which are high risk and stipulate its location, extent and means of close-
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up examination. The Survey Planning document must also contain ship particulars,
plans of tanks / holds, its mean of corrosion protection, tanks and areas nominated for
close-up examinations and thickness measurement.
2. Documentation – Apart from „Survey Programme‟ and the Survey Planning document,
the vessel must have onboard all the documents as required by the surveyor. These
usually include –
a) Main structural plans of holds and tanks.

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b) Previous repair history.

c) Cargo and ballast history.
d) Records of inspection of these spaces by ship‟s personnel.
3. During the Survey- The Owner must provide all necessary facilities for safe execution
of the survey. Spaces to be inspected must be clean, well illuminated and safe for
entry. Communication systems should be arranged between the survey party in the
tank and responsible officer on deck. Gas-meters, oxygen monitors, breathing
apparatus, lifelines, whistles, etc. should be at hand during the survey. A safety
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checklist should be provided and all necessary precautions must be taken and
procedures must be followed.
4. Following will be checked in a Bulk Carrier –

a) All holds, ballast tanks, pipe tunnel, cofferdams, hold void spaces, deck and outer
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hull, supplemented by thickness measurement where required.
b) Checks for substantial corrosion, significant deformation, fractures, damages, etc.
c) Piping and cargo gear condition. Hatch covers and their operation, securing in open
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position, weather tightness, other components, etc.
d) Hatch coaming, girders, stiffeners, etc.
e) Pressure testing of ballast and FW tanks.
f) Documentation, PMS, etc.
5. Following will be checked on a Tanker –

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a) Hull structure, piping system, pump-rooms, cofferdams, pipe tunnel, void spaces,
ballast tanks, etc. supplemented by thickness measurements where required.
b) Checks for substantial corrosion, structural defects and damages, etc.
c) Pressure testing of cargo, ballast and FW tanks.
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d) Documentation, PMS, etc.
6. Evaluation – The data and information collected during the survey is evaluated and if
accepted, then it is endorsed by the Administration. The conclusions of the analysis will
form part of the „Condition Evaluation report‟ which will be issued to the Owner and
placed onboard the ship for reference at future surveys. It must be in English and must
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be kept on board for the lifetime of the ship. A „survey report file‟ should be made by
the Master and preserved onboard and at the Owner‟s and Administration‟s offices.
The file must contain,
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a) Condition Evaluation Report

b) Thickness measurement reports
c) Reports of structural surveys
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d) Survey planning document

The reports are valid for a period of 5 years and next survey must be carried out
between the next 4-5 years.
I will carry out preparations based on the scope of inspection and the requirements of
Class. ESP is applicable only to Oil tankers and bulk carriers, not gas carriers.

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What are the contents of Condition evaluation report?
Following are the contents of the Condition evaluation report:
1. General Particulars
2. Report Review (List of hull survey records)
3. Close-up surveys
4. Cargo and ballast piping system
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5. Thickness measurements
6. Tank coating condition
7. Repairs
8. Condition of Class / Flag State requirements
9. Memoranda
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10. Evaluation results of the ship‟s longitudinal strength
11. Conclusion
What is CAS? Describe in detail.
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Condition Assessment scheme (CAS) entered into force on 5th April, 2005.
The CAS is a mandatory survey scheme which imposes certain pollution prevention
measures for single hulled oil tankers. It is somewhat similar to the ESP but it is
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applicable only to single hulled oil tankers, in particular to those that are 15 years or
older. These tankers are subjected to mandatory CAS, adopted by the MEPC.
In addition to the mandatory requirement, some Flag States or Port States may require
compliance with these requirements even if the ship is not over 15 years old. In order
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to permit further trading under the flag / port state, such local regulations must be
complied with.
To readily identify the ships required to comply with CAS, a „Memo‟ is added to the
ship‟s survey status, further emphasizing the requirements. Classification societies
undertake CAS surveys on behalf of Administration. CAS is intended to complement
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the requirements of ESP and should be undertaken in conjunction with the ESP,
concurrent with the Intermediate or Renewal Survey.
The first such assessment must be done concurrent with the first intermediate or
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special survey of Class due after 5th April 2005 or when ship completes 15 years of
age, whichever occurs later.
There is a requirement for proper preparatory measures to be undertaken prior to
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conducting the survey. These requirements are as follows:

1. Initial Notification from the Company to the Administration must be sent 8 months
prior to the planned commencement date of the survey.
2. The Administration shall consider the notification and review the vessel‟s history,
detention records, casualty history, major NC‟s, safety inspection reports, etc. If all
found satisfactory, the Administration will authorize the RO to commence the CAS
process on that ship.

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3. Upon receipt of authorization, the RO shall issue to the Company the „survey
planning questionnaire‟, not later than 7 months prior the planned commencement
date of the survey.
4. The Company shall complete and return the questionnaire to the Class and sent a
copy to the Administration, not less than 5 months prior the planned
commencement of the survey.
5. In co-operation with the RO, the company shall prepare and complete a „Survey
Plan‟ for CAS and submit the same to the Class Office (copy to Administration) not
less than 2 months prior the planned commencement of the survey.
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6. The Administration shall review the plan to confirm compliance with the CAS
requirements. After the plan is agreed and approved, the survey may commence.
7. Prior to commencement of CAS survey, the Company shall inform the
Administration of the final arrangements, including a CAS survey location,
commencement date, duration and date of pre-survey meeting. The Administration
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may decide to take part or monitor the survey progress.
8. During the inspection, the hull structure in way of cargo tanks, pump rooms,
cofferdams, pipe tunnels, void spaces, cargo and ballast tanks, etc. will be
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inspected and may require additional thickness measurements and close-up
surveys than that required by ESP.
9. On completion of the survey, the attending surveyor will issue an Interim Statement
of Compliance valid for a period of 5 months. After completion of the CAS final
report, and verification by Administration, the final CAS Statement of Compliance
will be issued by the Administration.
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Further CAS surveys will then be carried out at intervals of 5 years, following the same
procedures. (Different Classification societies may have different requirements)
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What is CAP? Describe in detail.
CAP is a voluntary program, initially developed by the oil industry, to assess the
continued fitness of older ships to carry their cargoes safely.
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The commercial opportunities of an old tanker, bulk carrier or container vessel is

severely limited without a satisfactory CAP rating. Cargo owners and major charterers
require or prefer either CAP 1 or CAP 2 rating for all older vessels fixed to carry their
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cargo. This is why, CAP is adopted.

Statistics show that ships over the age of 20 years are four times more likely to be
involved in an accident. CAP is a recognized method for a ship owner to demonstrate
the quality and suitability of a vessel for the charterer and his cargo.
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CAP involves a detailed survey including,

1. Thickness Gauging of the vessel‟s structure
2. Sophisticated strength and fatigue engineering analysis
3. Testing of vessel‟s machinery, equipment and cargo systems
In the CAP survey, two experienced surveyors will be informed of the specific areas of
fatigue concerns, and will conduct a close-up visual inspection, supported by an

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extensive photographic record, of all cargo and ballast spaces to determine the degree
of structural deterioration.
An approved gauging (thickness measurement) firm will conduct a comprehensive
ultrasonic gauging of the hull subject to maximum bending moments. With the results
and coupled with past repair history and original scantling, the engineers conduct an
evaluation of the vessel‟s structural strength. The surveyors will also carry out function
tests on Main engine, aux. engines, steering gear, electric power supply, cargo pumps,
ballast pumps, venting systems, etc. The results of these tests, together with strength
and fatigue assessment records are evaluated by Classification society experts and a
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final CAP rating is assigned to the ship.
CAP 1 means very good and CAP 2 means good, which is required by most
charterers. Both these ratings suggest that the vessel has been maintained to a
standard in excess of the Classification minimums.
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When will you decide plating needs renewal?
SO
I will decide plating needs renewal when it is badly dented or damaged, or there is
substantial corrosion as indicated by the thickness measurement reports. In any case, I
will consult with the Class surveyor to ascertain the need for steel renewal.
E/R O2 analyzer shows a reading greater than 5%. What do the engineers do to
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bring it down?
There is a calibration mechanism provided if the O2 analyser is showing incorrect reading.

The procedure for calibration is given in the Manual. It involves testing it with 99.99%
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Nitrogen gas and adjusting it with a span screw provide for zero adjustment.
You made an OLB entry of 2nd and 4th Engineer engaged in physical violence. Next
day they come to you along with C/E and tell you that things are okay now. What
will be your action with regards to the OLB entry?
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I will make another entry in the OLB referring to the previous entry and stating the fact that
the concerned 2nd and 4th Engineer have amicably solved their issues and have declared
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to not repeat their actions again. I will obtain their statements and attach them to the log
book entry. I will not cancel or amend the previous entry made.
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How will you go about cancelling an entry in the OLB?
The entry made must not be cancelled or amended. A new and amended entry must be
made and signed further referring to the older entry of its cancellation or amendment.

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Can you perform a marriage ceremony onboard? If yes, what is the procedure and
how long will it remain valid?
There is a common belief that ship captains have historically been, and currently are, able
to perform marriages. This depends on the country of registry, however most do not permit
performance of a marriage by the master of a ship at sea. For example, Japan allows ship
captains to perform a marriage ceremony at sea, but only for Japanese citizens. Malta,
Bermuda and the Bahamas permit captains of ships registered in their jurisdictions to
perform marriages at sea. Some captains obtain other credentials (such as ordination as
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ministers of religion or accreditation as notaries public), which allow them to perform
marriages in some jurisdictions where they would otherwise not be permitted to do so.
Many cruise ships change their flag so that their captains can perform marriages onboard.
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While taking round on deck during taking over command of the ship, you observe a
cement box on the fire line. State your actions.
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I will inquire regarding this to the Chief Mate or the outgoing master.
I will put this as a defect in the defect list and inform the Company immediately.
I will ensure that the necessary pipe section is ordered (if not onboard already) and
necessary repairs are carried out before arrival at the next port.
I will mention regarding this defect in the next port arrival report to the agent and keep
the Company in copy. I will ensure that the defect is rectified before departure from that
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port as it is a major deficiency affecting the fire safety of the vessel.
How will you salute a Naval ship?

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Merchant vessels salute navy ships by lowering the ensign flag to half mast. Navy ships
return salutes merchant vessels when she is abeam by lowering the ensign to half mast
for few seconds & thereafter raising it. After which, merchant vessel can raise her flag.
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What are the requirements for a ship to be a passenger ship?
As per SOLAS, a passenger ship is a ship which carries more than twelve passengers. A
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passenger is every person other than:

1. the master and the members of the crew or other persons employed or engaged in
any capacity on board a ship on the business of that ship and
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2. a child under one year of age.
For a vessel to be a passenger ship, she must comply with all the requirements of various
IMO instruments such as SOLAS, MARPOL, ICLL, STCW, etc. with respect to
construction, operations, equipments, machinery, manning, training and certification, etc.

387
What types of fishing gear you know of? What is pelagic and demersal fishing gear?
Types of fishing gears:
1. Nets including trawls and dredges

2. Hook and line
3. Grappling devices
4. Traps
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Pelagic fishing gears are used to target fish in the mid and surface water.
Demersal fishing gears are used to target fish near the ocean floor.
Describe the contents and layout of the ship captain medical guide.
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Contents of the Ship Captain‟s Medical guide are as follows:
Chapter 1: First Aid
Chapter 3: General Nursing

Chapter 4: Care of the injured SO
Chapter 2: Toxic Hazards of chemicals including poisoning
Chapter 5: Causes and prevention of diseases

Chapter 6: Communicable diseases
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Chapter 7: Other diseases and medical problems
Chapter 8: Diseases of fishermen
Chapter 9: Female disorders and pregnancy
Chapter 10: Childbirth
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Chapter 11: Survivors

Chapter 12: The dying and the dead
Chapter 13: External assistance
Layout is in the form of text with diagrams where necessary. The diseases where
applicable are described with causes, symptoms, treatment (general + specific), etc. in
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text or descriptive format.

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What is the frequency or interval of inspection of cargo tanks, ballast tanks, void
spaces, etc?
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It depends on the type of the ship and the requirements of the Company as mentioned in
the SMS and the PMS of the ship.
My Company SMS requirements are as follows:
Crude Oil Tankers Cargo Tanks – Not exceeding 2.5 years

Product Tankers Cargo Tanks – Not exceeding 1 year

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Chemical tankers Cargo tanks – 6 monthly

Ballast tanks, Cofferdams, Void Spaces (all ships) – 6 monthly
What is UNCTAD and UNCITRAL? Are there any documents onboard in this regard?
UNCTAD stands for United Nations Conference on Trade And Development. It is the
principal organ of the United Nations General Assembly dealing with trade, investment
and development issues. It is also the United Nations focal point for the least developed
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countries. Their main goals are to maximize the trade, investment and development
opportunities of developing countries and assist them in their efforts to integrate into the
world economy on a fair basis.
UNCITRAL stands for The United Nations Commission on International Trade Law. It is
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established by the United Nations General Assembly. It plays an important role in
developing an improved legal framework for the facilitation of international trade and
investment framework. It aims at the progressive harmonization and modernization of the
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law of international trade by preparing and promoting the use and adoption of legislative
and non-legislative instruments in a number of key areas of commercial law.
UNCTAD along with ICC is responsible for the rules on Bills of Lading and MMTD.
UNCITRAL is responsible for the development of Hamburg and Rotterdam Rules.
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What cold weather precautions will you take?
When a ship is going to be operated in freezing temperatures, the following preparations

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should be made and precautions must be taken:
1. Fire lines and foam lines must be drained completely of water.

2. All other general service lines and fresh water lines should be drained. This includes
tank cleaning line, anchor wash, eye wash and shower, etc.
3. Air lines must be drained and valve on deck must be kept open.
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4. Steam lines on deck should be drained.

5. All cargo heat exchangers and associated piping must be drained of water. If used
during the freezing conditions, they should be drained immediately after their use.
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Cargo tank heating coils must be well drained of any water.

6. Hydraulic systems must be used carefully as the cold hydraulic oil could cause hoses
to break. Before the deck machinery is to be actually used, the Hydraulic Pumps must
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be started at least 1 hour in advance and at least one winch must be run idle at slow
speed. This will keep the oil warm by circulating.
7. At sea and in port, the radar scanners should be kept turning.
8. The bridge window washer system must not be used unless antifreeze has been
added.
9. Ship‟s whistle must be drained if air or steam operated.

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10. Water tanks in the lifeboats should be filled upto only 75% of their capacity to avoid
damage from expansion if the water freezes.
11. All fresh water tanks and fuel oil tank levels must be kept below 90%.
12. Temperature in Fuel oil tank must be maintained and hot water may be recirculated in
the fresh water tanks.
13. Important deck machinery such as the anchor windlass and winches must be covered
to prevent ice from forming on the equipment and to facilitate easy removal of the ice.
All control boxes of machinery must be covered.
14. A greasing and lubrication routine should be carried out for open gears and wires that
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are found dry. Low temperature grease must be used for this as it will prevent water
from entering the moving parts of the machinery.
15. Cranes must be tried out in order to confirm that all the pulleys are moving in sheaves.
Lifeboat davits can also be tried out for the same reason.
16. The coolant of the Lifeboat engine must be checked to see that it has sufficient
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concentration of anti freeze. The lifeboat engine must be tried out and fuel tank level
checked.
17. On tankers fitted with PV Breaker and deck seal, correct amount of antifreeze must be
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added to keep them operational.
18. If the tanker is carrying heated cargo, cargo temperatures must be recorded atleast
twice daily (unless there are greater requirements).
19. If the tanker is fitted with FRAMO pumps for cargo, correct procedures for recirculation
and pre warming the oil must be followed.
20. There must be sufficient quantity of woolen parkas, gloves, innerwear, etc. on board to
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avoid issues related to hypothermia.
21. All crew must take precautions against hypothermia and cold burn and their exposure
time to outside temperatures must be kept limited.
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If two members of the crew fight and injure each other, which country should they
face prosecution in?
The prosecution will be based on the jurisdiction of the Flag State of the ship that has
employed the crew.
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How will you maintain discipline onboard?

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I will maintain discipline by talking to the crew members after taking command and telling
them that I will abide by the rules and regulations of the Company and the SMS and
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anyone by-passing safety and the requirements on the SMS will face the consequences
as it will be reported to the Company. I will advise all crew members to maintain good
discipline onboard as per the industry standards and work as professionals and avoid any
indiscipline. If there are any concerns, complaint must be made as per the onboard
complaint procedure and all efforts will be made by me to solve the problem onboard. I will
also tell them about the powers of the Master to make log book entry and its
consequences. I will inform them that any willful misconduct and matters of indiscipline

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can be entered in the Official Log book. Hence, I will advise them for the best of all, any
such situations must be avoided at any cost.
How will you deal with incompetent junior officers?
I will carry out training of the concerned officers and help them improve.
I will monitor their actions and their progress.
If someone is really proving to be not fit for the particular rank engaged onboard in
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spite of training and allowing time to improve, I will report the matter to the Company
and ask for a replacement officer.
I will also make the appraisal of the concerned officer on the Company‟s software
given for this purpose.
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What is the difference between passenger ships and cruise ships? Who decides
where the passenger ship will trade?
SO
Passenger ship means any ship that can carry more than 12 passengers. It includes
ferries, ocean liners, cruise ships, etc.
Cruise ships are large passenger ships used mainly for vacationing. Unlike ocean liners,
which are used for transport, they typically embark on round-trip voyages to various ports,
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where passengers may go on tours known as "shore excursions".
What do you understand by putting in, putting out and putting by?
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Putting in: To proceed. For example, the ship put into the harbor.
Putting out: To leave a port, harbor, etc., and begin the sea voyage. For example, the
ship will be put out to sea tomorrow.
Putting by: Running a ship aground intentionally to avoid a collision, e. g. in a canal.
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How will you determine your vessel is overloaded other than using draft marks?
By calculation if the ship‟s present deadweight is more than the summer deadweight (or
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appropriate deadweight for the load line zone applicable), then the ship is overloaded. The
load line mark will be immersed in the water.
What is the definition of seaman and seafarer? Where are they defined?

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Seaman is defined in MS Act, Section 3 as, every person (except a master, pilot or
apprentice) employed or engaged as a member of the crew of a ship, but in relation to
sections 178 to 183 (serving seaman) includes a master.
Seafarer is defined in MS Act, Section 88A as, any person who is employed or engaged or
works in any capacity on board a sea going ship, but does not include the employment or
engagement or work on board in any capacity of any person in a ship of war; or any
Government ship used for military or non-commercial purposes.
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What is a land bridge?
A land bridge exists when an ocean container is shipped by a vessel from one country to
another, and is then carried across a total body of land, a country or an entire continent by
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road or rail.
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What is prized ship?
Prized ship means a ship captured at sea under the laws of war. A prize is a legal capture
at sea during wartime.
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Who can put a limitation on trading area of a vessel and why?
Ship‟s H&M underwriters can impose limitations on trading area of a vessel. Certain areas
such as war zones and high risk areas add more risk to the vessels insured and thus
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require additional premium to be paid to cover that additional and increased risk. This is
negotiated before the policy is signed and the navigation limits are known as INL
(International Navigating Limits). If required to trade beyond these prescribed limits, the
H&M underwriters‟ permission is a must.
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What is a wreck and where is it defined?
Wreck is defined in Section 3 of the MS Act as any of the following when found in the sea
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or in tidal water or on the shores thereof―

a) goods which have been cast into the sea and then sink and remain under water;
b) goods which have been cast or fall into the sea and remain floating on the surface;
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c) goods which are sunk in the sea, but are attached to a floating object in order that
they may be found again;
d) goods which are thrown away or abandoned; and
e) a vessel abandoned without hope or intention of recovery;
What is a towage contract and what is a seaworthy tow?

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A towage contract is a contract between the towing company and the ship owner for
performing a towage operation to expedite the movement of the vessel being towed. The
contract is negotiated at a time when the ship that is to be towed is not facing imminent
peril and the tug‟s duties and the price are fixed beforehand, usually according to the
towage company‟s tariff of rates.
Seaworthy tow means a tow that has been inspected and found to be seaworthy and fit for
the intended voyage under tow.
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What do you know about Suez canal tonnage calculation?
“Suez Canal Tonnage” is a measure of ship‟s capacity that is used to establish the
criteria which determines the owner‟s liability to pay Suez Canal tolls.
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It is calculated using a special measurement system and is different from the tonnages
specified in the International Tonnage Certificate. It is derived using the Net Tonnage
of the ship as calculated under International Tonnage Convention.
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It is calculated by a Recognized Organization according to the Suez Canal Rules. A
Suez Canal Special Tonnage certificate is issued to the vessel for all future canal
transits. The canal tolls are based on the SCNT (Suez Canal Net tonnage) as
mentioned in this certificate. However, if Double bottom tanks are carrying fuel or
cargo, their tank capacities are added to the SCNT to calculate the canal toll.
The tolls are expressed in “Special Drawing Rights” (SDRs) per Suez Canal Net Ton
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(SCNT) and vary depending whether the vessel is laden or in ballast.
What is the procedure of zero calibration of O2 meter?

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To carry out zero calibration of O2 meter, connect the zero gas (99.99% nitrogen) to
the oxygen meter and allow the gas to flow in the sensor.
The oxygen meter must show zero, if not the zero adjustment screw must be adjusted
slightly to make the meter show „zero‟ reading.
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What is the major difference in being the Master of a small chemical tanker and ultra
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large container?
Major difference in being the Master of the two ships is that of ship handling. Large
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container ship will have advanced navigational equipments, twin-screws, larger freeboard
and windage area, larger turning circle and stopping distance, different maneuverability,
etc.
Is NUSI affiliated with ITF?
Yes, NUSI is affiliated with the ITF.

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What are the requirements of ballast treatment plant? How does the plant work?
What alarms are associated with it? How can you monitor the quality of ballast
discharged?
The ballast water treatment plant must be capable of ensuring compliance with the D-2
standards of the Ballast water management convention.
The ballast water treatment plant be approved by the Administration and must have a
type approval certificate.
Ballast Water Management systems used must be safe in terms of the ship, its
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equipment and the crew.
Working of the Treatment System:
The main types of ballast water treatment technologies available in the market are:
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1. Filtration Systems (physical)
2. Chemical Disinfection (oxidizing and non-oxidizing biocides)
3.
4.
5.
6.
7.
8.
Ultra-violet treatment
De-oxygenation treatment
Heat (thermal treatment)
Acoustic (cavitation treatment)SO
Electric pulse/pulse plasma systems
Magnetic Field Treatment
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A typical ballast water treatment system on board ships use two or more technologies
together to ensure that the treated ballast water is of IMO D-2 standards.
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Alarms associated with the ballast water treatment system would largely depend on the
type installed onboard. Following are some of the alarms:
1. By-pass valve open (if water is transferred without the treatment system in operation)
2. High temperature alarm and high-high temperature alarm
3. High or low pressure alarm
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4. UV Lamp failure alarm

5. Chemical level indication alarm
6. Electrical fault alarm
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7. Shut-down alarm
8. Low salinity alarm
9. No flow alarm
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10. Filter fault alarm

11. TRO (Total Residual Oxidants) alarm
Each ballast water management system has a facility provided to sample the water that is
treated. This can be sent for lab analysis to ensure the effectiveness of the treatment
system. Also, various alarms are fitted in the system to prompt the operator if any
malfunction can lead to non-compliance with the regulations. Most systems will have an
indication to indicate when the water is muddy and not complying with the standards.

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How often will you visit the engine room as a Master and for what purpose?
I will visit the Engine room once a month during the monthly safety inspection as per
Company‟s checklist and more often it so required.
If any major work is being undertaken in the engine room, I will go and have a look so
as to show my interest and support to the job.
I will mainly be concerned with the hygiene in the engine room, garbage segregation,
condition of FFA and check for any leakage of oil.
I will also keep an eye for any bypass mechanism fitted leading to non-compliance with
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various regulations.
What do you know about MEG? What is the difference between SWL and MBL?
What is LDBF?
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MEG4 (Mooring equipment guidelines) is an industry publication for the safe mooring of
tankers and gas carriers at terminals, providing clear and concise guidance for ship and
are the contents of MEG4:

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terminal designers, ship operators and mooring line manufacturers on safe mooring
system design, with an emphasis on the safety of ship and terminal personnel. Following
1. Section one – Introduction to mooring

2. Section two – Human factors
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3. Section three – Mooring forces and environmental criteria
4. Section four – Mooring arrangements and layouts
5. Section five – Mooring lines
6. Section six – Mooring winches
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7. Section seven – Mooring and towing fittings

8. Section eight – Structural reinforcements
9. Section nine – Berth design and fittings
10. Section ten – Ship/shore interface
11. Section eleven – Alternative mooring technology
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Appendix A: Wind and current drag coefficients

Appendix B: Guidelines for the purchasing and testing of mooring lines and tails
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Working Load Limit (WLL) is the maximum working load specified by the manufacturer.
This load represents a mass or force that is much less than that required to make the
lifting equipment fail or yield, (known as MBL or LDBF in case of mooring lines). SWL or
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WLL are calculated by dividing the MBL by a safety factor (SF). In simple words, MBL is
the minimum load at which something breaks and SWL / WLL is the maximum load
considered to be safe and will definitely not result in failure.
LDBF is the minimum force that a new, dry, spliced mooring line will break at when tested
according to appendix B. This is for all mooring line and tail materials except those
manufactured from nylon which is tested wet and spliced. This value is declared by the

395
manufacturer on each line‟s mooring line certificate and is stated on a manufacturer‟s line
data sheet. When selecting lines, the LDBF of a line shall be 100-105% of the ship design
MBL.
What are the regulations on port holes of mess rooms?
As per ICLL Regulation 23 (Side scuttles, windows and skylights), side scuttles are to be
fitted with hinged inside deadlights to the spaces below freeboard deck and spaces within
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the first tier of enclosed superstructures. In some ships, the mess rooms will be located in
the first tier of the superstructure. Hence, they are seen to be fitted with scuttles (round
portholes) with hinged inside deadlights.
As per SOLAS II-2/4, access doors and other openings shall be located on the transverse
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bulkhead not facing the cargo area or on the outboard side of the superstructure at a
distance of at least 4% of the length of the ship but not less than 3 m from the end of the
superstructure facing the cargo area. This distance need not exceed 5 m. Windows and
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sidescuttles facing the cargo area and on the sides of the superstructures within the limits
specified above shall be of the fixed (non-opening) type. Such windows and sidescuttles,
except wheelhouse windows, shall be constructed to "A-60" class standard.
If mess room port holes fall within 3m or 4% L (max 5m) from the end of the
superstructure facing the cargo area, those must comply with the above SOLAS
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requirement.
What are the requirements for smoke detectors in machinery spaces?

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As per SOLAS II-2/7, the fixed fire detection and fire alarm system shall be so designed
and the detectors so positioned as to detect rapidly the onset of fire in any part of
machinery spaces and under any normal conditions of operation of the machinery.
FSS Code Chapter 9 states the detectors which are located on the overhead shall be a
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minimum distance of 0.5 m away from bulkheads, except in corridors, lockers and
stairways. The maximum distance away from bulkheads for smoke detectors is 5.5m
The maximum spacing of smoke detectors shall be 11m apart and maximum floor area
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per detector is 74m2.

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What requirements are in place for fire safety in the forepeak store?
As per MSC.1/Circ.1275 (Unified interpretation of SOLAS Chapter II-2 on the number and
arrangement of portable fire extinguishers on board ships), lockers and store rooms
(having a deck area of 4 m2 or more) shall have one portable extinguish of Class B.

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As per SOLAS II-2/10, the number and position of hydrants shall be such that at least two
jets of water not emanating from the same hydrant, one of which shall be from a single
length of hose, may reach any part of the ship normally accessible to the passengers or
crew while the ship is being navigated. Hence, a fire hydrant and a fire hose is always
provided inside the forepeak store.
What are the types of risk assessment? (3 types)
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Risk assessment techniques can be classified into following three types:
1. Qualitative risk assessment techniques uses simple methods to evaluate risk. This
does not need a high level of skill and can be measured in non-numerical ways. An
example is the risk matrix generally used on board ships.
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2. Quantitative risk assessment uses complex methods like special software which
precisely calculates the numerical value of risk.
3. Semi-quantitative risk assessment lies somewhere between the above extremes. It
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uses numerical values to calculate risk but does not use special techniques like a
software or similar application.
Onboard ships, we generally use qualitative or semi-quantitative techniques.

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What is the international working aloft requirements?
Following are the requirements for working aloft as given in COSWP:

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Personnel under 18 years of age or with less than 12 months experience at sea,
should not work aloft unless accompanied by an experienced person or otherwise
adequately supervised.
Personnel working aloft (above 2 metres) should wear a safety harness with lifeline or
other arresting device at all times.
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A safety net should be rigged where necessary and appropriate. Additionally, where
work is done overside, buoyancy garments should be worn and a lifebuoy with
sufficient line attached should be kept ready for immediate use.
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Personnel should be under observation from a person on deck.

Before work is commenced near the ship‟s whistle, the officer responsible should
ensure that power is shut off and warning notices posted on the bridge and in the
machinery spaces.
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Before work is commenced on the funnel, the officer responsible should inform the
duty engineer to ensure that steps are taken to reduce as far as practicable the
emission of steam, harmful gases and fumes.
Before work is commenced in the vicinity of radio aerials, the officer responsible should
ensure that no transmissions are made whilst there is risk to personnel. A warning
notice should be put up near the equipments.

397
Where work is to be done near the radar scanner, the officer responsible should inform
the officer on watch so that the radar and scanner are isolated. A warning notice
should be put on the set until the necessary work has been completed.
On completion of the work, the person responsible should inform the appropriate
person that the precautions taken are no longer required and that warning notices can
be removed.
Work aloft (above 2 metres) should not be carried out in the vicinity of cargo working.
Tools and stores should be sent up and lowered by line in suitable containers which
should be secured in place for stowage of tools or materials not presently being used.
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No one should place tools where they can be accidentally knocked down and may fall
on someone below, nor should tools be carried in pockets from which they may easily
fall. Tools should be handled with extra care when hands are cold and greasy and
where the tools themselves are greasy.
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What is TBT?
environment.
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Tributyltin (TBT) is an active ingredient in certain antifouling paints used on ships and
is one of the most dangerous substances ever deliberately introduced into the marine
TBT is a biocide which came into being in the 1970s‟ because of its brilliant anti fouling
properties over ship‟s hull as it prevents the growth of algae, barnacles and other
marine organisms. However, TBT was phased out of use from 1st Jan 2008
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by IMO due to following reasons:
1. TBT‟s harmful effects causes disruption of endocrine system of marine shell fish
which leads to the development of male sex characteristics in female snails.
2. It also impairs the immune system of organisms and malformations of the shell of
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shellfish.
Since then several types of anti-fouling paints have come to the market. As the rules
of IMO regarding anti-fouling paints become stringent day after day, the paints have
become more environmental friendly with least effect on the marine environment.
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What is standard fire test?

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As per FTP Code, Standard fire test means a test in which specimens are exposed in a
test furnace to temperatures corresponding approximately to the standard time-
temperature curve.
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The standard time-temperature curve means the time-temperature curve defined by

the formula:
T = 345 log10(8t + 1) + 20
where, T is the average furnace temperature (°C) and t is the time (min).

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Fire detectors are installed in forepeak store. What is required to be done after that?
Fire detectors alarm must be incorporated in the fixed fire detection system panel on
the Bridge using a separate zone.
Fire plan needs to be amended and class initials stamp must be obtained on the
changes made on the fire plan.
FFA maintenance manual must be amended adding the new detectors.
PMS must be updated for the testing of these new detectors.
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What do you know about AMVER?
AMVER stands for Automated Mutual Assistance Vessel Rescue System. It is operated by
the USCG. It helps in development and coordination of SAR and improves chances for aid
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in an emergency. Participation in AMVER is free, voluntary, and open to merchant ships of
all flags but generally limited to ships over 1000 GT, on a voyage of 24 hours or longer.
Information is protected as "commercial proprietary" information and is released only to
Types of AMVER reports:

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recognized SAR authorities, and only in an emergency.
1. Sailing Plan – contains complete routing information and should be sent within a few
hours before, upon, or within a few hours after departure.
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2. Position Report – should be sent within 24 hours of departure and subsequently at
least every 48 hours until arrival. Master can increase frequency, for e.g. during heavy
weather or other adverse conditions.
3. Deviation Report – should be sent as soon as any voyage information changes, which
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could affect AMVER's ability to accurately predict the vessel's position. Changes in
course or speed due to weather, ice, change in destination, or any other deviations
from the original Sailing Plan should be reported as soon as possible.
4. Arrival Report – should be sent upon arrival at the sea buoy or port of destination.
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When armed guards are boarding, what will you check?

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Safe boarding arrangements

Identification documents (Passport, appointment letter, etc.) and compare with the
information received from the Company.
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Inventory of arms and ammunition.

Locks on the arms and ammunition and container condition.
What all checks will you carry out for a pilot ladder?
Wear and tear of side ropes

Missing or damaged/broken wedges

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Damages to the wooden steps and spreaders

Damages to the rubber steps
Pilot ladder securing arrangements on deck
Condition of the stanchions and bulwark ladder and their securing to deck
Condition of man ropes and shackles
Grease or oil and dirt on the pilot ladder
Condition of lifebuoy with SI light
Condition of heaving line kept stand-by.
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Rigging arrangements
Condition of the tripping/retrieval line (above the spreader, leading forward)
You are in port and the duty officer reports to you regarding oil sheen on sea side
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alongside the vessel. What will you do?
I will ask him to make entry of his observation in the port log and VGP In-port
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inspection records.
I will ask him to take photographs of the same as evidence.
I will confirm with Chief Engineer that the oil sheen does not belong to our own vessel.
If it does not, I will inform the Terminal regarding the oil sheen on the sea side and
make an entry in the port log about such a reporting.
If the oil sheen is from our vessel, I will immediately ask the Chief Engineer to rectify
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the fault and also inform the Terminal regarding the same and ask Chief Engineer to
make relevant entries in the ORB. Additionally, I will make entry in the Port Log
regarding the reporting to the Terminal. Since the oil sheen was unintentional and not a
major pollution or violation of any regulation, there would not be any heavy fine
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imposed on the vessel. Moreover, the voluntary reporting from the vessel shows that
the vessel had nothing to hide and has done its best to identify the cause and rectify it.
I will also inform the Company and if anything major, then the P&I Club and QI if in US
Waters.
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What are the requirements on calibration of gas measuring equipments? Who does
the calibration onboard?
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SOLAS states that the gas measuring instruments must have suitable means for
calibration on board. It does not state any requirements for the frequency of such
calibrations. It must be done as per Manufacturer‟s instructions. However, the Company
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SMS states that the gas measuring instruments must be calibrated each time before use
and once every month by a responsible officer. It must be sent for a shore servicing and
calibration once a year.
Onboard, the Chief Officer is usually in-charge of the gas measuring instruments and its
calibration and maintenance.

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How will you reduce generation of green house gases onboard as a master?
I will follow SEEMP and ensure the following in order to reduce generation of GHG from
my ship:
Speed and Route Planning Optimization including weather routing

Optimum Auto-Pilot Settings
Optimum trim to minimize resistance
Optimum ballast to ensure efficiency in steering and ship handling
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Careful monitoring of propeller slip and hull condition
Optimizing use of generators (use minimum required)
Encourage crew to switch off all non-essential machineries and equipment, avoid
unnecessary use of compressed air, etc.
Proper use and cleaning of the Exhaust gas economizer and EGB.
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Carry out slow steaming or at economical RPM in consultation with Charterers
Comply with Nox criteria and ensure periodic verification
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Fuel consumption data monitoring
Chief Officer’s wife is sick and radio medical advice is taken. Health condition
worsens. What action will you take as Master? Will you sign her off alone?
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I will divert the ship to the nearest place of refuge from where the casualty can be air-
lifted for medical treatment. I will keep the Owners, charterers and Company informed.
Since she is not a seafarer and cannot be left alone in a foreign country, I will allow the
Chief Officer to also go with her. I will check with the Local agent or helicopter pilot
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regarding the local requirements for the same.

I will inform the Owners / Company and ask for a dispensation to be obtained to sail
without the Chief Officer and arrange for another one at the next port of arrival.
What is windlass speed for heaving up anchor? What is the IMO criterion for the
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same?
Windlass criteria are given by IACS. It requires the mean speed of the chain cable during
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hoisting of the anchor and cable to be at least 0.15 m/sec i.e. 9 metres / min i.e. one
shackle every 3 mins.
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What is chaffing ring and stripper bar? What is it associated with?
Chaffing ring and stripper bar are associated with

anchoring systems.
Chaffing ring is a strong and suitably strengthened

ring at the ship side at the end of the hawse pipe
through while the anchor cable passes. It is so
curved and strengthened to minimize the chaffing of
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the anchor cable.
The stripper bar consists of a steel bar connected to

the cable lifter unit or directly to the deck and guided
into the groove in the cable lifter. The function of the
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stripper bar is to break out the chain if it clings or
sticks to the cable lifter above the spurling pipe
during cable recovery.
Cargo operation plan

Bill of Lading or LOA
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What cargo documents will you sign as a master?
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Letters of Protest
NOR
Time sheet or SOF
Tank inspection Certificate
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Pumping Log
Cargo temperature Log
Purging / Padding Log
Empty tank certificate
Cargo manifest (if applicable)
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Terminal Vetting Report

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For coastal vessel, instead of port clearance what document will you have to show
to the Pilot?
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As per Indian Customs Act, 1962 - The master of a vessel which has brought or loaded
any coastal goods at a customs or coastal port shall not cause or permit the vessel to
depart from such port until a written order to that effect has been given by the proper
officer.

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What will you do if the bunker picked up is not up to standards and you have sailed
out?
If the bunkers are found to be off-specification or contaminated they should not be

used.
I will check if vessel can reach the next port with the fuel picked up earlier and without
consuming the off-spec fuel. If yes, then vessel can proceed to the next port where a
surveyor should immediately be appointed to collect the samples. I will inform the
Owner, Company, charterer and P&I Club regarding the bunker quality.
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Depending on the degree to which the bunkers are found to be off-specification or
contaminated, an analysis of these samples will need to be carried out.
I will ask the Company to take expert advice from Bunker quality experts on mitigation
of risk of damage to the ship and to suggest further appropriate analysis which
strengthens the claim/defense.
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If vessel cannot reach the next port without using the off-spec bunkers, I will consider
heading back to the port of delivery in consultation with the Owners and P&I Club for
the off-loading of unsuitable fuels and the supply of fresh fuels.
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I will keep all the documents and bunker samples ready to be re-analyzed if required.
BIMCO bunker quality and liability clauses states that - The Charterers shall be liable for
any loss or damage to the Owners or the Vessel caused by the supply of unsuitable fuels
and/or fuels which do not comply with the specifications and/or grades agreed, including
the off-loading of unsuitable fuels and the supply of fresh fuels to the vessel. The Owners
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shall not be held liable for any reduction in the Vessel‟s speed performance and/or
increased bunker consumption nor for any time lost and any other consequences arising
as a result of such supply.
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What will you do if your bunker gets over at sea?
I will be in a terrible situation as this is not acceptable in any circumstances. It means that
the vessel has not calculated the fuel quantity requirements correctly and even used up
the reserves which usually allow the ship to sail for 3-5 days depending on the Company‟s
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bunker reserves policy.

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I will be left with no option but to ask the Company to arrange for a towing vessel for the
vessel to be towed to a port when bunkering can be carried out.
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What is a spool piece?
A spool piece is a prefabricated piece of pipe that is created to match the needs of a
particular piping system. It is made of pipes, fittings, flanges, etc. and is usually made of
the same material to which it is designed to be connected. Spool pieces on chemical
tankers are removable short lengths of pipe used for segregation of piping.

403
Where do you use a checkered plate?
Checkered plates are used in areas where there is a need for slip-resistance and traction.
It is used to have a raised surface, which provides excellent anti-slip function. It is used on
P/V stacks, near manifold areas, first and last step of a staircase, shelter area, foam
monitor area, engine room platforms, etc.
Which resolution talks about fixed gas detection system?
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MSC.1/Circ.1370 gives guidelines for the design, construction and testing of fixed
hydrocarbon gas detection systems.
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What is decision based support system?
As per SOLAS III / 29 (Decision support system for masters of passenger ships),
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All passenger ships shall have a decision support system for emergency management
on the navigation bridge.
The system shall, as a minimum, consist of a printed emergency plan or plans. All
foreseeable emergency situations shall be identified in the emergency plan or plans,
including, but not limited to, the following main groups of emergencies:
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1. Fire;
2. Damage to ship;
3. Pollution;
4. Unlawful acts threatening the safety & security of the ship & its passengers & crew;
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5. Personnel accidents;
6. Cargo-related accidents;
7. Emergency assistance to other ships.
The emergency procedures established in the emergency plan or plans shall provide
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decision support to masters for handling any combination of emergency situations.

The emergency plan or plans shall have a uniform structure and be easy to use.
In addition to the printed emergency plan or plans, the Administration may also accept
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the use of a computer-based decision support system on the Navigation Bridge which
provides all the information contained in the emergency plan or plans, procedures,
checklists, etc., which is able to present a list of recommended actions to be carried
out in foreseeable emergencies.
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How will you know what medicines are required to be available onboard?
I will check the Flag State circular on the requirements for medical chest and medical
equipments and ensure all those requirements are complied with.

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What is the difference between dispensation and exemption?
Dispensation is a temporary allowance granted in writing (Dispensation Letter) by the

Administration to permit a ship to proceed without being in full compliance with a specific
Convention requirement due to mitigating circumstances preventing the immediate
rectification of the subject deficiency.
Exemption is granted by the Administration in accordance with the provisions of the

applicable conventions to exempt a ship permanently from a particular requirement due to
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the type or construction or age of the ship or due to adequate arrangements made to offer
similar level of safety. An exemption certificate is granted as in the case of SOLAS
exemptions, for example, to bulk carrier ships not fitted with fixed gas fire extinguishing
systems for cargo holds. The exemption certificates are valid till the time the
corresponding certificates are valid.
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If a shore person dies onboard, who will conduct the inquiry?
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The inquiry will be conducted by the Dock inspector or the other competent authority as
appointed in accordance with the National Regulations.
Is safety and security same or different? If there is a clash, what takes precedence?
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No, safety and security are not the same. However, security incidents are very much
related to the safety of the persons and the ship. However, whenever there is a clash
between safety and security, safety will always take precedence.
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As per SOLAS XI-2/8 (Master‟s discretion for ship safety and security), If, in the
professional judgement of the master, a conflict between any safety and security
requirements applicable to the ship arises during its operations, the master shall give
effect to those requirements necessary to maintain the safety of the ship. In such cases,
the master may implement temporary security measures and shall forthwith inform the
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Administration and, if appropriate, the Port State authority. When such cases are
identified, the Administration shall ensure that such conflicts are resolved and that the
possibility of recurrence is minimized.
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Can DPA become CSO or vice versa?

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Yes, if the person fits the qualification requirements of a DPA and CSO as required by
the Flag State administration and the ISPS Code/ISM Code/IMO guidelines, the DPA
can become the CSO and vice-versa.
The requirements for the knowledge and training of CSO are given in Part B of the
ISPS Code.

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MSC-MEPC.7/Circ.6 gives guidance on the qualifications, training and experience

necessary for undertaking the role of designated person under ISM Code
It must be noted that these are all just guidelines and the Flag State may have more
stringent requirements for a person to become a DPA or CSO. For example, Indian
Flag requires a DPA to have minimum 2 years sailing experience as a Master or C/E.
What is corrective action and preventive action?
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Corrective action is the action taken to correct any defect or deficiency after it has been
identified.
Preventive action is the action taken in order to prevent any defect or deficiency from
occurring.
Corrective action is carried out after a non-conformity has already occurred, whereas
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preventive action is planned with the goal of preventing a non-conformity in its entirety.
Corrective action prevents recurrence, while preventive action prevents occurrence.
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Where is DG comm centre? What all jobs they do?
DG Comm centre is at the DGS in Kanjur Marg (E), Mumbai. Following are their jobs:
1. To receive reports regarding shipping casualties

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2. To report to Ministry of Shipping
3. To co-ordinate with Coastal state, Flag State, Indian Consulate in the Coastal state
4. To co-ordinate with Ministry of External Affairs
5. To receive further updates.
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6. To receive reports of all piracy incidents / attempts.

7. To receive the required report before vessel‟s entering the HRA and keep track of the
vessels.
8. To assist in the conducting of SSAS testing for the ships.
9. To operate a MAS and receive reports, serve as a point of contact between ship and
other stakeholders and monitors ship‟s situation. In case of a ship in need of
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assistance, to notify Indian Coast Guard or concerned Ports / Maritime boards to keep
in readiness their resources to deal with potential emergencies.
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What all documents will you send to the scrap yard? As per which convention?
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Ship recycling plan and Inventory of hazardous material must be sent to the scrap yard.
Any other information which is required by the scrap yard will be requested to the Master.
The above documents must be sent as per the Hong Kong International Convention for
the Safe and Environmentally Sound Recycling of Ships, 2009.

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You have to load at 3 berths in USA river ports. You have air draft restriction at the
first loading berth. What will you do? What options do you have?
I will inform the Owners, operators and the Company regarding the air draft restriction
at the first berth where we cannot enter in the present condition.
I will have the following options:
1. Load at the other two berths first so that there is no air draft problem with the berth
which has an air draft restriction.
2. I can wait for suitable low tide at which the vessel can safety navigate with the air
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draft restriction.
3. Additional ballast can be taken to increase the draft in order to berth at the first
berth.
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What do you know about master’s role in collecting evidence?
Master plays a very important role is collecting evidence. Legal disputes involving the
1.
2.
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vessel are amongst the many risks inherent in the business of owning and operating
ships. Owners' success in these disputes may depend almost entirely on the availability of
evidence from the vessel. Following are the reasons for Master to collect evidence:
Claims can usually be resolved quickly, avoiding lengthy legal battles and costs.
To serve as proof that establishes facts during investigation.
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3. Assist arbitrators and judges in handling claims and other disputes.
4. Useful in fault finding and root cause analysis and preparing case-studies for training.
5. In the event that claims are brought before a court of tribunal, judges and arbitrators
place great weight upon documentation and other evidence from a vessel.
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6. If good, clear, and methodical records are produced, the judges and arbitrators will
infer that the vessel was operated in a "seamanlike" manner and are more likely to
come to a decision in favour of the shipowner.
7. If Master and officers have not collected the evidence immediately after an incident,
then, by the time owner‟s lawyers and surveyors arrive, same may be inadvertently lost
or destroyed.
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8. A minor incident may not appear to be of importance at the time of occurrence but it
could develop into a claim after considerable time. Any effort made to collect specific
evidence at this late stage may be of little use, time consuming and costly. However, if
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Master has maintained regular and routine records then these could be very useful in
defending owner.
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A publication by the title „The Mariner's Role in Collecting Evidence‟ is very useful to know
what kind of evidence must be collected in various circumstances.

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Your freefall life boat is missing. Are you still seaworthy?
No, vessel is no longer seaworthy. However, the vessel can still sail to the next port with a
dispensation from the flag state. A new life boat must be arranged and till then the vessel
must be provided with additional life rafts to the satisfaction of the Administration.
Load line has been exceed by 10 cm. State your actions.
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I will try to lighten the ship and pump out any excess fresh water, any ballast water or
off-land cargo if that is possible.
I will inform the Company, Charterers and P&I Club and the port state.
I will co-operate with the authorities and ensure the vessel does not proceed to sea in
an overloaded condition.
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OWS is not working. Spares will come in the next port. Can you sail out? If yes, then
how?
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Yes, vessel can sail out with a dispensation from the Flag State after it is ascertained that
the vessel has enough storage capacity in its bilge tank till the arrival at next port. The ship
may be required to discharge all the bilge water and sludge to shore reception facility
before proceeding to sea. Alternatively, the vessel may be asked to proceed to the nearest
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port where the spares can be arranged and repairs carried out. It will be decided by the
Flag State on a case-by-case basis.
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You want to transport a consignment of pens from Delhi to New York. Explain the
detailed procedure you will follow with regards to Multimodal transport act.
I will find a registered Multimodal transport operator from the DG Shipping website
nearest to my location (Delhi).
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The MTO will explain me the procedure, cost and time-frame required for the shipment
to be collected from my door-step and to be delivered to the door-step of the receiver
in New York.
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Once I hand over the consignment to him, he will give me a MMTD with the name of
the consignee mentioned on it and ensure the delivery within the date of delivery
mentioned on the MMTD.
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Which is the only act where ‘person in charge’ is given?
The Indian Customs Act, 1962 defines the „person in charge‟ as the Master in case of a
vessel, commander or pilot-in-charge in case of an aircraft and the conductor, guard or
other person having the chief direction of the train, in case of a railway train.

408
A pilot fell off the ladder and claimed 65 million after investigating. Will you land the
ladder or object the landing?
I will object the landing as the ladder may be useful evidence to defend the claim. It could
be possible that the ladder was not defective but the pilot slipped on his own or had
defective shoes, or missed a step. I will not land the ladder till the time proper investigation
is carried out by a P&I Club appointed surveyor.
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What is the difference between control and control measures?
Control means that the ship is subject to control when in a port of another Contracting
Government by officers duly authorised by that Government. In other words, ship‟s can be
inspected in order to verify compliance with certain regulations of the relevant conventions
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and to check if there are clear grounds for applying any control measures.
Control measures are the steps taken when there are clear grounds for believing that the
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ship is not in compliance with the requirements. In such a case, any one or more control
measures can be imposed. Such control measures include further detailed inspection of
the ship, delaying the ship, detention of the ship, restriction of operations including
movement within the port, or expulsion of the ship from port or any other control measure
as provided in the Convention.
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What is IMO circular 1088(28)?
IMO Circular A.1088(88) (Application Of The International Convention For The Control
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And Management Of Ships' Ballast Water And Sediments, 2004) gives the revised time-
frame for the enforcement of the D-2 standards for the ship based on the IOPP renewal
survey.
What is a title of sale? What is the technical name?

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Title of Sale technical name is the „Purchase and Sale Agreement‟ or „instrument of sale‟.
It is an agreement between a buyer and seller for the sale of the ship.
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Who approves the garbage collector when you go to port? Can you land garbage to
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anyone who comes and takes garbage for free?
No. The garbage must be landed to only those reception facilities that are authorized and
approved by the Port State Authority. The name of the reception facility providing the
service will be communicated in advance by the Local agent in writing and the vessel must
only land garbage to such a facility and in exchange obtain a delivery receipt or certificate.

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Some ports offer free garbage landing facility. This must be confirmed with the local agent
well in advance so that maximum garbage can be off-landed for free.
What are new requirements for mooring ropes?
The new mooring ropes must be in compliance with the MEG4 requirements. The mooring
lines fitted should have a Line Design Break Force (LDBF) of 100-105% of the Ship
Design MBL. The mooring rope certificates must contain the LDBF and various other
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information as required by MEG4.
MEG 3 had only three requirements for mooring ropes i.e. length, diameter and the MBL.
MEG4 adds many more parameters such as load bearing linear density, line tenacity, axial
compression resistance, temperature and many others. All the details are given in Section
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5 (Mooring Lines) and Appendix B (Guidelines for the purchasing and testing of mooring
lines and tails).
condition?
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When is a wire rope used for mooring considered not to be in satisfactory in
As per CDI, wire rope(s) should NOT be considered satisfactory if:

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1. Wire rope show signs of poor maintenance.
2. Wire rope(s) show dry or darkened areas or other signs of corrosion.
3. They have more than three broken wires in any strand, or five in any adjacent strands
in a length of wires 10 times the diameter.
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What care you will take of mooring ropes as per your Company PMS?
I will inspect the mooring ropes as per the Company PMS (monthly).
I will look for deterioration, damage, chaffing, etc.
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I will ensure the ropes are free of oil, grease, dirt, paint, etc.
I will ensure the ropes are properly coiled on drums and covered or stored below
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deck, and protected from sunlight and from weather during rough seas.
I will ensure the ropes when in use are protected from chaffing by using canvas in the
area of chaffing.
I will ensure that the ropes are retired as per the Company‟s and Manufacturer‟s policy,
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whichever more stringent.

I will ensure that ropes are kept clear of the deck to ensure they do not come into
contact with any chemicals which may be detrimental to their strength.
I will ensure manufacturers recommendations are complied with.
I will ensure all mooring rollers are free turning and free from damage or rust on their
surfaces which could cause rope wear.

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I will ensure that warping drum ends, bollards and Panama leads are free of damage
or rust which could cause rope wear.
As far as possible, I will try to avoid sharp angles in the lead of the rope.
What is MSDS? As per what regulation? What is the validity?
MSDS is as per SOLAS VI/5-1 (Material safety data sheets) It requires all ships carrying
oil or oil fuel, as defined in regulation 1 of Annex 1 of MARPOL to be provided with
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material safety data sheets, based on the recommendations developed by the
Organization, prior to the loading of such oil as cargo in bulk or bunkering of oil fuel.
On chemical tankers, these are known as Safety Data Sheets (SDSs). These are
documents which convey hazard information to anyone who may be involved in the
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preparation, handling, use and/or carriage of substances of mixtures that may be
hazardous.
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As per MSC.286(86) and various other industry guidelines, following are the contents of
the MSDS,
1. Identification of the substance or mixture and of the supplier

2. Hazards identification
3. Composition/information on ingredients
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4. First aid measures
5. Fire-fighting measures
6. Accidental release measures
7. Handling and storage
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8. Exposure controls/ personal protection

9. Physical and chemical properties
10. Stability and reactivity
11. Toxicological information
12. Ecological information •
13. Disposal considerations
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14. Transport information

15. Regulatory information
16. Other information including information on preparation and revision of the MSDS
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The revision and updating of safety data sheets is not predetermined. The date the MSDS
was prepared and the revision number are printed in the Section 16 (Other information).
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There is no fixed period of expiry. The MSDS are revised as and when new and significant
information affects the information contained in the MSDS. However, the date of revision
must be always checked and it must be confirmed from the Terminal to be latest revision
of the MSDS. Signature, date and stamp must be obtained from the Terminal
Representative on the MSDS.

411
What is fiber glass and glass fiber?
Fiberglass is a common type of fiber-reinforced plastic made using glass fiber.
Glass fiber (or glass fibre) is the material used to make fiberglass. It is a material
consisting of numerous extremely fine fibers of glass.
Your vessel is at anchor and you are expecting heavy weather. You are going
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ashore for medical treatment. What instructions will you give to chief officer?
I will try my best to postpone my medical treatment. If this is not possible, I will give the
following instructions to the Chief Officer:
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1. Contact me immediately if wind force exceeds force 6.
2. Keep engines on stand-by if wind force exceeds force 5. Presently, engines are on 5
mins notice.
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3. Inform me of the time in hand. If the vessel is dragging anchor, just give engine kicks
ahead and maintain the position with engine and helm until I come back onboard or the
weather improves.
4. Alternatively, send one officer with 2 crew members forward at the anchor station
incase vessel is dragging and lower more 2 shackles in water by brakes ensuring load
on the cable is minimum. Work engines ahead to keep the chain up and down or short
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stay. Secure the anchor and monitor if the anchor is holding the vessel in position.
Inform VTS of your actions and intentions and make a securite announcement to alert
other ships in the vicinity.
5. If required, pick up anchor and proceed to sea keeping additional officer on bridge,
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helmsman and two look outs. Report to the VTS your intention of proceeding to sea.
What do you understand by Single hull and double hull? What are the requirements
in this regard?
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Single hull tankers are the ones with single side skin and no double bottoms. Such
ships are phased out in January 2015 due to the severe pollution risk they carried.
Double hull tankers are the ones with double hull and double bottom. The requirements
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for oil tankers are given in MARPOL Annex I, Regulation 19. The requirements for
chemical tankers are given in IBC Code and for gas carriers in IGC Code. The
requirements for other cargo ships are as per the Classification Society rules on
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construction.
How many passengers are allowed on a STP ship?
Maximum number of persons allowed on a STP ship will be mentioned in her Certificate A.

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How long can a person survive in water? What factors does it depend upon?
No specific thumb rule can be applied as it depends on various factors as mentioned

below:
1. The temperature of the water
2. If the person in water is having a life jacket or not
3. If the person knows to swim and can float or not
4. Age and health of the person in the water
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How will you carryout administration tasks as a master?
Proper forward planning and discussions with management team and crews.
Proper and transparent communication with Company and concerned parties.
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Motivating all persons to do their best and always work safely.
Handling all the crew complaints and grievances.
Managing the ship‟s stores, food, water, documentation, accounts, etc.
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Ensuring proper inter departmental co-ordination, co-operation and communication.
What are types of tests carried out on a cargo ship cargo gear? What is proof load
for various SWL’s? What is dynamometer and its use?
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As per ILO Convention No. 152 (Occupational Safety and Health in Dock Work), following
tests must be carried out on a cargo ship cargo gear:
1. Initial examination: Every lifting appliance shall be certified by a competent person

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before being taken into use for the first time to ensure that it is of good design and
construction and of adequate strength for the purpose of which it is intended. The
competent person shall supervise and witness testing, and shall thoroughly examine
every lifting appliance. Every item of loose gear shall, before being taken into use for
the first time be tested, thoroughly examined and certified by a competent person in
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accordance with national law or regulations. Upon satisfactory completion of the

procedures indicated above the competent person shall complete and issue the
Register of Lifting Appliances and attach the appropriate Certificates. An entry shall be
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made in Part I of the Register.

2. Periodic examinations and re-testing: All lifting appliances and every item of loose gear
shall be thoroughly examined by a competent person at least once in every 12 months.
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The particulars of these thorough examinations shall be entered in Part I of the

Register. Re-testing and thorough examination of all lifting appliances and every item
of loose gear is to be carried out after any substantial alteration or renewal, or after
repair of any stress-bearing part and in the case of lifting appliances, at least once in
every five years. Such thorough examinations and re-tests are to be also entered in
Part I of the Register.

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3. Regular Inspections: Regular visual inspections of every item of loose gear shall be
carried out by a responsible person before use. A record of these regular inspections is
to be entered in Part II of the Register, but entries need only be made when the
inspection has indicated a defect in the item.
Every lifting appliance shall be tested with a test load which shall exceed the safe
working load (SWL) as follows:
SWL Up to 20 tonnes: 25 per cent in excess
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SWL 20 to 50 tonnes: 5 tonnes in excess
SWL Over 50 tonnes: 10 per cent in excess
A dynamometer is a load-indicating device used to measure the load while carrying out
the load test of the lifting appliances.
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IMPORTANT NUMBERS TO REMEMBER:

SOLAS I / 7 Passenger ship surveys
SOLAS I / 8 SEQ Surveys
SOLAS I / 9 Safety Radio Surveys
SOLAS I / 10 SAFCON Surveys
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ICLL / Article 14 Load Line Surveys
MARPOL I / 6 IOPP Surveys
MARPOL VI / 5 IAPP Surveys
MLC / 5.1.3 MLC Certification and Surveys
SOLAS I/12 SOLAS safety certificates including exemption certificates
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ITC 1969 / Article 7 International Tonnage Certificate
ICLL / Article 16 International Load line certificate
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SOLAS V / 14 Minimum Safe manning document
MARPOL I / 7 IOPP Certificate
MARPOL II / 8 NLS Certificate
MARPOL IV / 5 International Sewage Pollution prevention certificate
MARPOL VI / 6 IAPP Certificate / IEEC
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International Certificate of Fitness for the carriage of
IBC Code / 1.5
dangerous chemicals in bulk
International Certificate of Fitness for the carriage of liquefied
IGC Code / 1.5
gases in bulk
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SOLAS IX / 4 (ISM Para 13) Document of Compliance / Safety Management certificate

SOLAS XI-2 / 9 (ISPS A / 19) International Ship Security certificate
AFS Annex 2 / Reg. 4 International Anti fouling system certificate
Certificate of insurance or other financial security in respect
CLC 1969 / 1992 / Article VII
of civil liability for oil pollution damage
H
Certificate of insurance or other financial security in respect

CLC Bunker 2001 / Article 7
of civil liability for bunker oil pollution damage
O
Nairobi Wreck Removal Certificate of insurance or other financial security in respect

Convention 2007, Article 12 of liability for removal of wrecks.
MLC / Title 5.1.3 Maritime labour certificate, DMLC 1 & 2
R
BWM Convention / Section E International Ballast water management certificate

UNCLOS Article 91 Certificate of Registry
SOLAS II-1 / 3-1 Certificate of Class
Document of Compliance with special requirements for ships
SOLAS II-2 / 19.4
carrying dangerous goods
SOLAS VII / 4.5 Dangerous goods manifest
MARPOL III / 4 Dangerous goods manifest or stowage plan
SOLAS II-1 / 3-6 Ship Structure Access Manual
SOLAS XI-1 Sold
/ 5 to: Gurkaran Gill (7506428099)
Continuous Synopsis (gukki_gill@hotmail.com)
Record
415
Resolution A.959(23) Format and guidelines for the maintenance of CSR

ITU Radio Regulations / Art.18 Ship Radio Station License
SOLAS II-1 / 3-2 Coating technical file requirement
Emergency towing arrangements and emergency towing
SOLAS II-1 / 3-4
procedures
SOLAS II-1 / 3-9 Means of embarkation and disembarkation from ships
Guidelines for construction, maintenance and inspection of
MSC.1/Circ. 1331
ZA
means of embarkation.
SOLAS II-1 / 10 Construction of watertight bulkheads
SOLAS II-1 / 11 Initial testing of watertight bulkheads, etc
SOLAS II-1 / 13 Openings in W/T bulkheads and internal decks in cargo ships
Bilge pumping capacity of passenger ships (required for
U
SOLAS II-1 / 35-1
calculating total fire pump capacity)
SOLAS II-1 / 42 Emergency source of electrical power for passenger ships
SO
SOLAS II-1 / 43 Emergency source of electrical power for cargo ships
SOLAS II-1 / 44 Starting arrangements for emergency generating sets
Additional requirements for Periodically Unattended
SOLAS II-1 / Part E
Machinery spaces
SOLAS II-2 / 4 Inert gas system for cargo tanks
D
Requirements for fire pumps, hydrants, pressure at hydrants,
SOLAS II-2 / 10 hoses, extinguishers, fire-fighting in galley, emergency fire
pump, etc.
Requirements for Water mist lance and mobile water
AN
SOLAS II-2 / 10
monitors
SOLAS II-2 / 10.5.6 Fixed Local application fire-fighting system (Hypermist)
SOLAS II-2 / 10.7 Fire-extinguishing arrangements in cargo spaces
Exemption for certain bulk carriers with regards to fixed fire
SOLAS II-2 / 10.7.1.4
fighting system for cargo holds
H
Cargoes for which fixed gas fire extinguishing system may be

MSC.1/Circ. 1395 exempted or for which a fixed gas fire extinguishing system is
O
ineffective.
SOLAS II-2 / 10.8 Cargo Tank protection
Means of escape from control stations, accommodation
SOLAS II-2 / 13
R
spaces and service spaces (EEBD requirement)

SOLAS II-2 / 15 Instructions, onboard training and drill (Fire Control Plan)
SOLAS II-2 / 16 Fire Safety Operational booklet
SOLAS II-2 / 18 Helicopter facilities
IBC Code / Chapter 11 Fire protection and fire extinction
IBC Code / Chapter 14 Personnel Protection
SOLAS III / 8 & 37 Muster list and emergency instructions

SOLAS III /Sold
17 to: Gurkaran Gill
Requires foul weather
(7506428099) recovery strops
(gukki_gill@hotmail.com)
416
SOLAS III / 17-1 Recovery of persons from the water

MSC.1/Circ.1447 Guidelines for recovery of persons from water
SOLAS III / 19 Emergency training and drill
SOLAS III / 19.3.3 Enclosed space entry and rescue drill
SOLAS III / 20 Operational readiness, maintenance and inspections
SOLAS III / 29 Decision support system for the Master (Passenger ships)
SOLAS III / 31.1.4 Requirement for forward liferaft
ZA
SOLAS III / 34 Makes LSA Code Mandatory
SOLAS III / 35 LSA Training manual
Personal life saving appliances (Lifebuoys, lifejackets,
LSA Code Chapter II
immersion suits, anti exposure suits and TPA)
LSA Code Chapter IV Survival craft
U
LSA Code Chapter V Rescue boats
LSA Code Chapter VII LTA & General alarm and PAS
SO
SOLAS IV / 4 Functional requirements of GMDSS
SOLAS IV / 7 Radio Equipment General
SOLAS IV / 11 Radio Equipment: Sea Areas A1,A2, A3 and A4
SOLAS IV / 13 Requirement for GMDSS Battery Capacity test
SOLAS IV / 15 Requirement for EPIRB annual testing
D
SOLAS IV / 17 Requirements for GMDSS Log
SOLAS V / 7 Search and Rescue co-operation plan (Passenger ships)
SOLAS V / 30 List of operational limitations (Passenger ships)
STP 71 – Rule 5 STP Ships Safety certificate
AN
STP 73 – Rule 5 STP Ships Space certificate

SOLAS V / 10 Ships’ Routeing
SOLAS V / 11 Ship Reporting Systems
SOLAS V / 12 Vessel traffic services
SOLAS V / 14 Ship’s Manning
H
SOLAS V/18 Annual testing requirement of VDR

SOLAS V / 19 Carriage requirements for shipboard navigational equipments
O
SOLAS V / 19.2.10 ECDIS Carriage requirement

SOLAS V / 19-1 Requirement for LRIT of ships
SOLAS V / 20 Carriage requirements of VDR
R
SOLAS V / 21 IAMSAR Manual and International Code of Signals

MSC.1/Circ.1594 Latest amendment to IAMSAR Manual (1st July 2019)
SOLAS V – Regulation 22 Navigation Bridge Visibility
SOLAS V / 23 Pilot transfer arrangements
SOLAS V / 31 Danger Messages
SOLAS V / 32 Information required in danger messages
SOLAS V / 33 Distress situations: obligations and procedures
SOLAS V / 34-1 Master’s Discretion (ISM 5.3 – Over-riding authority)
SOLAS XI-2Sold
/ 8 to: Gurkaran Gill (7506428099)
Master’s discretion (gukki_gill@hotmail.com)
for ship safety and security
417
Requirements for the carriage of solid bulk cargoes other

SOLAS VI / 1-2
than grain (makes IMSBC Code mandatory)
Latest amendment (05-19) of IMSBC Code adopted in 2019
MSC.462(101)
and entered into force on 1st Jan 2021.
SOLAS VI / 2 Cargo information (also as per IMSBC Section 4)
SOLAS VI / 2.4.2 VGM requirement (verified gross mass)
SOLAS VI / 5-1 Material safety data sheets (MSC.286(86) – guidelines)
ZA
SOLAS VI / 5 Stowage and security (makes CSM mandatory)
SOLAS VII / 5 Cargo security manual (makes CSM mandatory)
MSC.1/Circ.1353 Guidelines on Cargo Security manual.
Requirements for cargo ships carrying grain (makes Grain
SOLAS VI / 9
Code mandatory)
U
SOLAS VII / 3 Makes IMDG Code mandatory
SOLAS VII / 2 Makes carriage of IMDG Supplement mandatory
SO
Reporting of accidents involving dangerous goods
SOLAS VII / 6
(packaged)
Reporting of accidents involving dangerous goods (solid
SOLAS VII / 7-4
bulk)
SOLAS VII / 10 Makes IBC Code Mandatory
D
Latest amendments of IBC adopted in 2019 entered into
MSC.460(101)
force on 1st Jan 2021
MARPOL II / 7 States Chemical tankers with COF do not need NLS Cert.
SOLAS VII / 13 Makes IGC Code Mandatory
AN
SOLAS XI-1 / 1 Authorization of RO (Makes the RO Code mandatory)

SOLAS XI-1 / 2 Enhanced survey program (ESP)
MSC./Circ.655 Guidelines for planning surveys with regards to ESP
SOLAS XI-1 / 3 IMO Ship’s identification number
SOLAS XI-1 / 3-1 Company and registered owner identification number
H
SOLAS XI-1 / 6 Makes casualty investigation and 2008 CIC Code Mandatory
SOLAS I / 21 Casualties (requires casualty investigation)
O
MARPOL / Article 12 Casualties to ships (requires casualty investigation)

ICLL / Article 23 Casualties (requires casualty investigation)
UNCLOS / Article 94 Duties of flag states (requires casualty investigation)
R
MLC 2006 / 5.1.6 Marine casualties (requires casualty investigation)

ICLL / Article 7 Force Majeure
FSS Code Chapter 3 EEBD
FSS Code Chapter 7 Fixed pressure water spraying system
FSS Code Chapter 8 Automatic sprinkler, fire detection and fire alarm system
FSS Code Chapter 9 Fixed fire detection and fire alarm systems
FSS Code Chapter 12 Emergency Fire Pump
FSS Code / Chapter 14 Fixed deck foam system
FSS Code Sold to: Gurkaran
/ Chapter 15 Gill (7506428099)
Inert gas systems (gukki_gill@hotmail.com)
418
A.601(15) Requirements for display of maneuvering information onboard ships

A. 949(23) Places of refuge (POR)
A .950(23) Maritime Assistance Services (MAS)
A. 817(19) Performance standards for ECDIS (installed before 1st Jan 2009)
MSC. 232(82) Performance standards for ECDIS (installed on or after 1 st Jan 2009)
MSC/ Circ.884 Guidance on safe ocean towage
ZA
MSC.1/Circ.1228 Guidance to the Master for avoiding dangerous situations in adverse
weather and sea conditions.
MSC.1/Circ.1312 Revised guidelines for the performance and testing criteria and surveys
of foam concentrates for Fixed fire-extinguishing systems
MSC./Circ.670 Guidelines for the performance and testing criteria and surveys of High-
U
expansion foam concentrates for fixed fire extinguishing systems.
MSC.1/Circ.1318 Guidelines for the maintenance and inspection of fixed CO2 systems
SO
MSC.1/Circ.1432 Guidelines on maintenance and inspection of fixed fire fighting systems
MARPOL I / 15 & 34 Control of discharge of oil

MARPOL I / 18 Segregated ballast tanks (reduced GT obtained from subtracting SBT
D
capacity and entered in the ITC in remarks)
MARPOL I / 19 Double hull and double bottom requirements for oil tankers delivered on
or after 6 July 1996
MARPOL I / 29 Slop Tank arrangement
AN
MARPOL I / 31 ODMCS
MARPOL I / 33 Crude oil washing requirements
MARPOL I / 35 Crude oil washing operations (O&E manual)
MARPOL I / 37 SOPEP (including shore-based computer programs required for oil
tankers of 5000 T DWT and above)
H
MARPOL I / 40, 41 & STS Operations (Scope of application, general rules on safety and
42 environmental protection, Notification)
O
MARPOL II / 7 Survey and certification of chemical tankers (NLS certificate not

needed)
MARPOL II / 8 Survey of ship for NLS Certificate
R
MARPOL II / 9 Issue of NLS Certificate

MARPOL II / 13 Control of discharge of residues of NLS
MARPOL II / 14 P&A Manual
MARPOL II / 15 Cargo Record Book
MARPOL II / 17 SMPEP
MEPC.315(74) Latest amendment to MARPOL Annex II and IBC Code (entered into
force 1st Jan 2021)
MARPOL IV / 9 Sewage systems
MARPOL IV / 11 to: Gurkaran
Sold DischargeGillof(7506428099)
sewage (gukki_gill@hotmail.com)
419
MARPOL V / 4 Discharge of garbage outside special area

MARPOL V / 5 Special requirements for discharge of garbage from fixed or floating
platforms
MARPOL V / 6 Discharge within special area
MARPOL VI / 5&6 IEEC Survey and Certification
MARPOL VI / 12 Ozone depleting substances
MARPOL VI / 13 Nitrogen oxides (NOx)
ZA
MARPOL VI / 14 Sulphur oxides and particular matter (SOx) (14.1: FO, 14.4: LSMGO)
MARPOL VI / 15 Volatile organic compounds (VOCs)
MARPOL VI / 18 Fuel oil availability and quality (BDN)
MLC / Reg. 1.4 Recruitment and placement
U
MLC / Reg. 2.3 Hours of work and hours of rest
MLC / Reg. 2.5 Financial security system to assist seafarers in case of abandonment.
SO
MLC / Reg. 3.2 Food and catering
MLC / Reg. 3.2 Chief Cook must be trained & qualified (entered in Safe manning doc)
MLC / Reg. 4.2 Financial security for Treatment of contractual claims
MLC / Reg. 5.1.3 Maritime labour certificate & declaration of maritime labour compliance.
MLC / Reg. 5.1.5 Onboard compliant procedures
D
MLC / Article VI / 3 Substantial equivalence
STCW - A-VIII / 1 Fitness for duty (Rest hour requirements)

STCW - A-VIII / 2 Watch keeping arrangements and principles to be observed
AN
STCW - A-VIII / 4 Watchkeeping at Sea (Lookout)
MARPOL I / 27 Intact stability criteria for Oil Tankers

MARPOL I / 28 Damage stability assumptions and criteria for Oil Tankers
IS Code Part A / 2.2 Intact stability criteria (general)
H
IS Code Part A / 2.3 Severe wind and rolling criteria (Weather criterion)
IS Code Part A / 3.1 Additional criteria for passenger ships
O
Grain Code A-7 Intact stability criteria for ships carrying grain
SOLAS II-1 / 6 & 7 Damage stability Probabilistic Method
SOLAS II-1 / 8 Additional requirement for Passenger ships
R
SOLAS II-1 / 19 Requirement for Damage control plan and booklet

MSC.1/Circ.1245 Guidelines for damage control plans and information to the Master
IBC Code / 2.7 Damage assumptions
IBC Code / 2.9 Damage stability criteria (for chemical tankers)
IGC Code / 2.9 Damage stability criteria (for gas carriers)
SOLAS XII / 4 Additional stability requirements for bulk carriers
ICLL / 27 (12) / (13) Damage assumptions and stability criteria for Type B ships
SOLAS XIV / 3 Makes Polar Code mandatory
420
MS ACT 1958
Part V Registration of Indian Ships
Part VIII Passenger ships
Part X Collisions, accidents at sea and liability
Part XIII Wrecks
Section 2 Application of the Act
Section 3 Definitions
ZA
Section 21 Indian Ships (criteria for a ship to be deemed an Indian ship)
Section 22 Obligation to register
Section 23 Ports of Registry
Section 24 Registrars of Indian ships
Section 26 Application of registry
U
Section 27 Survey and measurement of ships before registry
Section 28 Marking of the ships
SO
Section 29 Declaration of ownership on registry
Section 30 Evidence on first registry
Section 31 Entry of particulars in register book
Section 32 Documents to be retained by registrar
Section 34 Grant of certificate of registry
D
Section 40 Provisional certificate for ships becoming Indian ships abroad
Section 95 Business of seamen’s employment offices (Section 12 – SEO’s)
Section 145 Summary proceedings for wages
Section 194 General offenses against discipline
AN
Section 196 Entry of offenses in the official logs

Section 214 Entries to be made in official log books
Section 240 Certificates for Passenger ships
Section 241 Contents of Certificate A
Section 242 Contents of Certificate B
H
Section 334 Unseaworthy ship not to be sent to sea

Section 336 Power to detain unsafe ship and procedure for detention
O
Section 348 Duty of master of ship to assist in case of collision

Section 349 Collision to be entered in official log
Section 350 Report to Central Government of accidents to ships
R
Section 352B Limitation of liability

Section 355 Obligation to render assistance on receiving signal of distress
Section 355A Obligation to render assistance to persons in danger
Section 358 Shipping casualties and report thereof.
Section 359 Requires Preliminary inquiry and report thereof
Section 360 Requires formal investigation
Section 361 Gives power to the Court to carry out Formal investigation
Section 366 Assessors
Sec 373-376Sold to: Gurkaran
Deal withGill (7506428099)
Marine Board (gukki_gill@hotmail.com)
421
Sec 383-386 Deal with Court of Survey

Section 402 Salvage payable for saving life, cargo or wrecks
Section 406 Regarding Cabotage law
Merchant shipping (Wrecks and salvage) Rules, 1974
Merchant Shipping (Fire Appliances) Rules, 1990
MS Notice 09 of 2010 Dealing with safe loading, stowage and carriage of iron ore fines on
ships from Indian ports in fair and foul season.
ZA
Eng. Circular 06 of Maintenance & inspection of FFA.
2013
ISPS & ISM

ISPS / Sec.9 Ship security plan
U
SOLAS XI-2 / 6 SSAS requirements
ISPS / Sec. 5 Declaration of Security (DOS)
SO
SOLAS IX / 3 Makes ISM Code mandatory
ISM / Element 1.4 Functional requirements of the SMS
ISM / Element 12.1 Internal audits
MSC.428(98) Maritime cyber risk management in Safety management systems
MSC-FAL.1/Circ.3 Guidelines on Maritime cyber risk management
D
PSC & FSC
PSC Right to inspection SOLAS I / 19
ships SOLAS IX / 6.2
AN
SOLAS XI-1 / 4
SOLAS XI-2 / 9
ICLL Article 21
ITC Article 12
MARPOL Article 5 & 6
H
MARPOL Annex I – Regulation 11

MARPOL Annex II – Regulation 16
MARPOL Annex III – Regulation 9
O
MARPOL Annex IV – Regulation 14

MARPOL Annex V – Regulation 9
R
MARPOL Annex VI – Regulation 10

STCW Article X
BWM Article 9
AFS Article 11
UNCLOS Article 218
Procedures for PSC Resolution A.1138(31)
DGS Circular 05 of 2017 Action to be taken after PSC detains an Indian Ship
Engineering circular No. 01 Implementation of Additional measures to improve PSC
of 2019 performance of Indian vessels.
422
Flag State inspections UNCLOS Article 94 / Article 217

INSURANCE
CLC 1969 / 1992 Article VII
CLC Bunker 2001 Article 7
Nairobi Convention Article 12
2007
MLC 2006 Regulation 2.5 (for repatriation of seafarers)
Regulation 4.2 (for shipowner’s liability)
ZA
MLC 2006
UNCLOS
Article 17 Right of innocent passage
Article 18 Meaning of passage
Article 19 Meaning of innocent passage
U
Article 91 Nationality of Ships (Certificate of registry)
Article 94 Duties of the Flag States
SO
Article 98 Duty to render assistance
Article 101 Definition of piracy (also comes under SUA 1988 (Article 3) and DCoC
2009 (Article 1)
Article 217 Enforcement by Flag States
Article 218 Enforcement by Port State
D
MISC
FAL.13(42) Revised guidelines on the prevention of access by stowaways and the
allocation of responsibilities to seek the successful resolution of
AN
stowaway cases.
FAL 34th Session Stowaway Focal Point
Salvage Convention Criteria for fixing reward
89 / Article 13
Salvage Convention Special Compensation
H
89 / Article 14
ITC / Reg. 3 Gross tonnage
O
ITC / Reg. 4 Net tonnage

Grain Code A-3 Document of authorization
Grain Code A-9 Loading grain without a DOA
R
A.814(19) Guidelines for the avoidance of false distress alerts
----------XXXXX---------

423

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ADVANCED SHIPBOARD MANAGEMENT

(ASM) NOTES (PART-2)

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

Advanced Shipboard Management

Sr. No Topic(s) Page No.

Note: Answers to the questions marked in yellow can be improvised / corrected.

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

16. Forms of certificate

To ensure implementation of ISM Code:

violation to be reported and offenders to be made liable for their actions.

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

MSC-MEPC.7/Circ.8 - Revised guidelines for the operational implementation of the ISM

are given for the Master for implementation of SMS onboard.

Resolution A.1022(26) - Revised Guidelines on implementation of the International Safety

I will motivate my crew to follow SMS by:

Telling them how the Company has zero-tolerance towards violations.

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

Describe the Master's role as per ISM.

Master‟s role as per ISM Code Element 5 is:

1. Implementation of the safety and environmental protection policy of the Company

1. The DPA has a key role in the effective implementation of a SMS.

a) Communication & implementation of the safety and environmental protection policy.

the time limit to close a NC and observation?

As per ISM Code Element 1.1 (Definitions):

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

B) Non-conformity means an observed situation where objective evidence indicates the

of the NC or the given due-date.

Major non-conformity is when there is a deviation that poses a „serious threat‟,

immediately. A major non-conformity can be because of one single major deficiency or

1. a single deficiency on MARPOL equipments or LSA

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

It requires that the ships are in command of a properly qualified Master.

hazardous occurrences are reported to the Company, investigated and analyzed. It is

MSC-MEPC.7/Circ.8 - Guidelines for the operational implementation of the ISM Code by

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

Importance of Master‟s review:

1. To improve safety management and pollution prevention.

3. To suggest improvements or corrections in the SMS or further additions or

What is the difference between review and change?

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

Amendments to the ISM Code:

2. Chapter 7 (Shipboard operations) was revised to include “including checklists, as

6. New chapter 16 “Forms of certificates” added.

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

In the safety management objectives (1.2.2), “establish safeguards against all

RESOLUTION MSC.428(98) – „Maritime cyber risk management in Safety Management

Systems‟ recommends that:

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

MSC-FAL.1/Circ.3 – „Guidelines on Maritime Cyber Risk Management‟ provides high-level

What are the functions of SMS?

What do you understand by ‘additional verification of SMS’?

Following the downgrading of a major non-conformity, at least one additional audit

operations that introduce new hazards.

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

On satisfactory completion of this assessment, a DOC will be issued to the Company,

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

Annual Verification of DOC:

Intermediate Verification of SMC:

Procedure for any ISM Audit: (Resolution A.1022(26))

Sold to: Gurkaran Gill (7506428099) (gukki_gill@hotmail.com)

for the follow-up audits.

Define DOC, SMC and SMS.

Safety management system means a structured and documented system enabling