1) Define the salient considerations taken during survey of a ship under i) Bare boat charter ii) Voyage charter & iii) Time charter. As a Chief Engineer on board, explain with reasons which of the three surveys is most demanding and exhaustive and why? A charter is a contract between the ship owner and the charterer, for the use of a ship or her services for a voyage or for a specified period of time. The Contracts for hire of vessels include: i) Bare Boat Charter: It is a contract of hire, of a vessel for an agreed period, during which the charterers acquire most of the rights of the owners. In essence, the vessel's owners put their vessel at the complete disposal of the charterer, paying only the capital costs, but no other costs. The charterers have commercial and technical responsibility for the vessel and pay all costs (except capital costs). The 'BARECON A' form, under which the owners bear responsibility for insurance premiums, was designed by BIMCO, for short period chartering. The "BARECON B' form was designed as a long period financial type of contract, mainly for new buildings, although it can be modified for second-hand tonnage. The charterers are responsible for insurance premiums. BARECON 89 is an amalgamation of the BARECON 'A' and 'B' forms, designed to reflect the growing use of bareboat charter registration. These will usually be an agreement, that there will be an on-hire survey. In the case of new buildings, the survey procedures can

be done in the yard itself, according to the Agreement. In other cases, there is a thorough examination, considering the following points. 1) Bunkers on board 2) Stores and spares on board 3) General condition of the vessel 3) Certificates validity 4) Tanks condition and 5) Sea-worthiness. As a Chief Engineer, you are responsible for maintaining all equipment in good condition. Bunkers taken on board are to be properly calculated and records kept ready for the surveyors to verify. Proper planned maintenance, 'PMS' is to be in use, to maintain Sea-worthiness. It is a more stringent survey, since the charterers take the responsibility of the vessel in full respects, except for capital costs. All crew members to be aware of the Safety procedures and the company's Quality Management System (QMS). Proper training and briefing to be given with respect to all requirements, before the Survey. Ii) Voyage Charter: A 'Voyage charter' is a contract for the carriage, by a named vessel of specified quantity of cargo, between named ports or imp owner places. The ship owner basically agrees, that he will present the manned vessel for loading, at the agreed place, within an agreed period of time and, following the loading, will carry the cargo to the agreed place/port where he will deliver the cargo. In effect, the charterers have the cargo capacity of the vessel but not the responsibility for the entire vessel. The survey under 'voyage charter, is thus not very stringent, as compared to the other charter party cases. The characters are mainly interested in sea-worthiness and the condition of the cargo spaces. The surveyor checks whether the vessel can carry the cargo, of the particular quantity and to be able to discharge the same within an agreed period of time. As a Chief Engineer, one should take care of cargo loading handling equipment. (E.g. cranes/derricks) and

tank condition. If any repairs are necessary, to keep the same in good condition, they should be carried out, as it is a requirement to prove that the ship is able to carry the cargo safety and the vessel should be able to reach in the agreed time. iii) Time Charter: It is a contract for the hire of a named vessel, for a specified period of time. The ship owner is responsible for the vessel's running expenses. The ship owner operates the vessel technically, but not commercially. The owners beers no cargo handling expenses and do not normally appoint the stevedores. The charterers are responsible for the commercial employment of the vessel for the purchase of bunkers (fuel) and for Insurance, port and canal dues (including pilotage, towage, linesman, etc.) and all loading / stowing / trimming / discharging arrangements and costs. a 'directions and logs' clause requires the charterers to provide the Master with all instructions and sailing directions and the Master and Chief Engineer are to keep the logs available to the charterers or their Agents, so that they can monitor the vessels efficiency. Stevedoring damage notifications forms and log extracts (or abstracts) will usually be required to be sending to the charterers. On Hire survey and Delivery Certificate: There will usually be an Agreement, that there will be an 'On-Hire' Survey or 'Delivery' Survey to establish 1) Quantity of Bunkers remaining on board 2) The general condition of the vessel 3) Tanks or holds are fit for carriage of the contemplated cargo. Holds of a dry cargo vessel must be dry and swept clean and tanks for oil / chemicals must pass the survey, to be certified 'fit'. The survey will note any existing damage in holds / tanks. The 'On-Hire' survey is usually carried out by jointly approved surveyors, paid for (50/50) by the owners and the charterers. Time spent on the survey is normally at the owner's risk, if the vessels is not 'on hire' until the 'passing' of the survey.

A 'Delivery certificate' should be issued by the surveyor, to confirm the date and time of handover. Bankers Q.O.B and the condition of holds or tanks. The certificate should be attached to the survey report and it is a vital document for the assessment of hire-payment due and the commencement of various charterers liabilities. The 'On Hire survey' should not be confused with the 'condition survey', that may be required by a prospective charterer, particularly by an oil major or in the case of older tonnage. As a Chief Engineer, one should calculate the bunkers on board correctly and keep all machinery in good running condition. It is his responsibility to prove that the ship is able to satisfy all 'charter party' requirements regarding fuel consumption and speed. Any maintenance required for cargo hold or tank should be carried out, prior to the survey, so as to maintain them in good condition. 'Off Hire' Survey and RI-delivery' Certificate: The charterers must normally re-delivery the vessel, in the 'same good order', as when ship was delivered to the charterers, although a 'fair' amount of wear and tear is acceptable. The 'off hire' survey will normally be carried out by an independent surveyor to ascertain the extend of any damage done during the charter, quantity of the bunkers R.O.B etc. the 'Redelivery clause' may provide for repairs, necessary to make the vessel sea-worthy and that must be done immediately on re-delivery and any other repairs at a more convenient time. Example at the next Dry Dock. The 'Off Hire Survey' is similar in scope to the 'On Hire Survey' R.O.B of bunkers are measured, so that the vessel is handed over to the owners, with the same quantity, as previously recorded. Restoring the condition of the vessel and its cargo spaces is the charterers operation. A Re-delivery certificate can now be issued to the Maser. As a Chief Engineer, one should check bunker R.O.B and the condition of the cargo gear. If any repairs are required to

be done, the surveyor must be notified.

2) Descries a Chief Engineer describe the procedure you would employ for bunkering at a port for ascertaining / receiving correct grade/quantity of oil from the shore supply authorities. In case of a dispute over lube oil/fuel oil received on board, be the action you will take under such circumstances. What are the applicable provisions under MARPOL 73/78, Annex VI Regulations? When accepting bunkers from a barge or a terminal, the Chief Engineer should always check the local supplier's documents to make certain that the bunker supple conforms, in terms of quantity, as well as fuel specifications, to what has actually been ordered. The flash point, viscosity and other characteristics of fuel supplied should be checked to ensure that fuel is suitable for the vessel. The Chief Engineer or his representative should always check that the bunks to be received do not contain unacceptable percentage of water contamination. The maximum allowed water content is 0.05% for Gas oil, 0.25% for lube oil and 1% for HFO. The Chief Engineer and Barge Master should check the security of the nose couplings on the bunker barge and receiver vessel and should agree upon the pumping rate. - Barge's Master has to show valid 'Hose Pressure Testing Certificate' to the Chief Engineer. - New Bunkers should be segregated from old bunkers on board as far as possible. If bunkers have to be mixed a sample of old and new fuel must be tested for compatibility. - Duty Engineer must ensure that the sampling flange is correctly fitted in place; the sample must be representative of the total delivery and ideally taken by 'drip feed' at the discharge side of

the manifold, during the course of pumping. Samples should not be from just one tank of the barge. All Tanks. - Sample bottles should be sealed, dated and signed by both parties. Three identical samples should be taken. One sample should be retained by ships staff for about 3 months or at least until the bunkers taken have been consumed without a problem. One sample should be sent to shore for laboratory analysis. One sample should be marked MARPOL sample and retained on board and one sample for barge/Terminal. Ensuring correct Quantity / Delivery: - It is the ship's staff responsibility to ensure, that the actual received quantity is exactly what has been ordered. The Chief Engineer or his representative must always check the supplier's barge/terminal tank surroundings before and after pumping. Barge surroundings should be checked by using sounding tape, which is to be used with tank calibration tables to verify the actual quantity before and after pumping, to ensure that the correct quantity is received. Due care must be taken to correct for temperature variations. Flow meters should be checked, both before and after bunker delivery. Flow meter only records volume either in US barrels or liters - both of which can be converted into metric tons, by using the products specific gravity and adjustment for temperature differences. At the same time, all records of volume, temperature, time, list and the number of tanks on ship which are full/empty should be recorded and the total quantity on ship should be noted before bunkers. The same parameters must be recorded at the bunkering supply end. 1% discrepancy in the level of received figures is normally tolerated. If the difference exceeds, a 'letter of protest must be written by the Master and an independent surveyor called to investigate the findings. If bunker figures

received are satisfactory, the 'bunker delivery receipt' should be checked to ensure the information is included as per Annex VI of MARPOL. Bunker Quantity Disputes - The disputes can arise due to 1) Measured volume of barge is different to that recorded on bunker delivery receipt, 2) Measured volume of barge is different to ship's received volume, 3) Weight on bunkers delivery receipt are calculated with incorrect density and 4) High water content 5) Air in HFO. Bunker Quality Disputes - In recent years there has been a generic deterioration in the quality of fuel provided for bunkers. The chief engineer should take care to ensure the bunker supplied matches the specifications required by the vessel are as per ISO 8217. Bunker delivery receipt should be maintained for 3 years. If poor quality fuel has been supplied, the Chief Engineer should record all relevant information that can lead to machinery damage with particular attention being given to the retention and preservation of oil samples. Oil samples should be sent for shore analysis. The matter should be promptly reported to owners. If there is any dispute with regard to 'quality & quantity', the following should be done:1) Records of initial oil tank soundings must be kept, oil transfer details to tanks must be correctly listed & final soundings noted. 2) Location of tanks where suspected bunker have been used.

3) Details of usages noted & copies of bunker receipts for new bunkers must be preserved for 3 years. 4) All 'Notes of Protest', Engine & deck logs must be preserved. 5) The sealed samples taken during bunkering operation must be retained; samples of previous bunkers also to be kept safe on board. 6) A record must be kept of following:i) C/E & other crew members involved in bunkering operations, ii) Persons present when bunker samples were taken iii) Crew members involved in correcting any problems associated with sub-standard bunkers. iv) Owners must be notified promptly. MARPOL 73/78, annex VI, Reg 18 gives provisions for the fuel oil quality. In addition to requirements limiting the sulphur content of fuel oil, the fuel should be free from potentially harmful substances. It should be free from inorganic acids or chemical wastes. Fuel oil quality requirements in Reg 18 are more or less identical to the general requirements of ISO 8217. Guidelines for sampling are also given. Any fuel delivery should be recorded in form of Bunker Delivery Note, which is required to contain the following information - Name & IMO number of receiving ship, product Name, - Bunkering port, date of commencement of bunkering - Name, address & telephone of supplier content (% mm) A declaration be signed & certified by the suppliers representative that the fuel is in conformation with Reg 14 & 18.

The Seal number of the MARPOL Annex VI sample should be included in the BDN for cross reference purposes. BON to be retained for 3 years after delivery of fuel.

3) Explain 'port state control' (PSC) inspection. Underline its authority for exercising and the basis of such inspections. Enumerate the relevant regulations, articles and annexes of SOLAS 74, LOAD LINED 66, MARPOL 73/78, STCW & TONNAGE 69, which form the provisions for PSC. Port state control is an inspection programmed under which all countries work together, to ensure that all vessels entering their waters are in compliance with strict International safety and antipollution standards. All countries involved in inspecting ships will share their findings with each other. Ship that are found to be in violation of laid-down standards, are detained in port, until their deficiencies have been rectified. The objective of PSC is to detect and deter owners from operating sub-standard ships that endanger not only the ships crew and the port, but also the Environment. The key elements of PSC are: - Ensuring compliance with International rules regarding Safety. Marine pollution and a threat to the working environment. - Detaining sub-standard vessels, when their condition so warrants, until all deficiencies are rectified. - Implementing a mutually agreed upon figure, of annually inspecting the minimum number (normally 25%) of all visiting vessels. - Applying a targeting system, when determining the selection of vessels for checking, so that well-non vessels are not

necessarily harassed, while the black-listed, vessels will not be allowed to operate. - Harmonizing and strengthening to the greatest extent, Port state controls authority to carry out better surveillances. - Providing technical assistance and training where the need is identified. Authorities of the port state control are clearly defined under the following instruments of IMO: 1) SOLAS 1974 3) STCW 78/95 5) COLREG 72 7) ILO Convention 1947 Rights of the Port State: In theory, all vessels must be governed by the Flag states that are allowing them to sail under their flag. In practice, all ships do not regularly call at their own (flag states) ports. This can restrict the ability of the Flag State to effectively check / enforce the conventions standards on its vessels. This loop hole has been exploited by some unscrupulous owners; do improve their own profit margins, by cheaply running their ships in a substandard condition, endangering not only other ships and the environment, but also the lives of the very seafarers who are running them. This is where PSC plays its policemans Role. Port State can be applied not only those countries, who are party to the convention but also to ships that fly the flag of a state, that has not ratified a convention. Thus no ship is exempt from inspection, because the principle of no more favorable treatment applies. 2) MARPOL 73/78 4) LOAD LINE 66 6) TONNAGE 69

Any state may also enact its own domestic laws and impose additional National rules and Regulations on foreign ships entering its waters. USA, for example, has enacted the Oil Pollution Act, 1990 (OPA90), which makes it mandatory for tankers to have a double hull or equivalent protection against oil spillage, for entry into any US Port. The relevant regulations, Articles and Annexes which forms the provision for PSC are as follows: SOLAS74: Reg 1/19 - General Provision / control Reg 1x/6 - Management of safe operation of ship / verification Reg X1/4 - Special measures to enhance Maritime safety / PSC on operational requirements. Chapter XI-2-9- special measures to hence Maritime security (ISPS Code) MARPOL 73/78: Article 5 - Certificate and special rules on inspection of ships Article 6 - Detection of violations and enforcement of the Conventions Reg8A, of Annex I - PSC on operational requirements Reg15 of Annex II - PSC on operational requirements Reg8, of Annex III - PSC on operational requirements Reg 8, of Annex IV - PSC on operational requirements LOADLINES: Article 21 - Limitation of draught, to which a ship on its

international voyage is to be loaded. Ensure adequate stability (1930) Provision to determine freeboard of tanker (1966)

STEW78: Article X - Control regulation (Rights of the PSCO to ensure all seafarers have appropriate certificate) Reg - Control procedures TONNAGE 69:Article 12 Verification of Tonnage certificate. Although the Tonnage Convention is not a safety convention, the revision A 787 (19) has laid down the guidelines for PSC. However, the control provision of Article 12 of tonnage 69 does not include the provision for detention of ships. ILO Convention:No 147 gives the provision for Port state Control.

4) What are the UNCLOS provisions concerning ships flag and nationality? In observing the provisions of UNCLOS, what are the Duties of the Flag state and Low are they enforced? UNCLOS stands for United Nations Convention on Laws of the Sea. This is an evolution of the Law of Sea convention i.e. the means for ensuring freedom of navigation at sea. This lead to the need for establishing an International Law to determine the status of sea areas and the governance or the interrelationship of countries using the worlds oceans. UNCLOS

- This was basically an attempt to codify the International law of the sea. - It is a treaty document of 446 articles, grouped under 17 heads and annexes. - It was an outcome of the 1982 UNCLOS and came into force internationally on 16th November 1994. - Sets the width of a territorial sea as 12 nautical miles, with the contiguous zone as 24 nautical miles from the base line. - Also defines innocent passage through territorial seas and transit passage through international seas. Defines archipelagic states and allows for passage through archipelagic waters. - Establishes EEZ as extending to 200 nautical miles from the base line. - Defines the legal states of being on the High seas and establishes regulations for the control of marine pollution. Provisions concerning ships flag state and Nationality: This is the section which deals with the nationality of a ship, the flag it flies the duties of the flag states and the enforcement of flag state control (PSC as we know it). 1) Article-90:- Every state, whether coastal or land locked, has the Right to have its ship flying its flag on the High seas. 2) Article-91:- Every state must fix condition on ships for the grant of Nationality, for the Registration and for the Right to fly its flag. 3) Ships have the Nationality are of the State where flag they are entitled to flag. 4) State must issue to ships flying its flag, documents to that

effect (Article 91) 5) There must be a genuine link between the State & the ship (Article 91) 6) Ships must sail under the flag of only one state and are subject to the jurisdiction of the flag state on the High seas (Article 92) 7) The permission for change of flag is given only is the case of transfer of ownership or change of Registry (Article 92) 8) It also deems that a ship, which used two or more flags, according to convenience, will be berated as a ship with No Nationality (Article 92) Article 93:- gives provision for ships to fly the Flag of the United Nations (UN) or its agencies and the IAEA (International Atomic Emergency Agency) Duties of glug State:Article 94 makes clear that the right of owning of ship (flying the flag of a country) makes the ship a part of the states national property. It also entails Duties and Responsibilities. This article also gives the grounds for inter action between the PSC and the Flag state and their cooperation. The salient points are reproduced as follow:1) Every state shall effectively exercise its jurisdiction and control in Administrative, Technical and Social matters over all ships flying its flag. 2) Every state shall a) Maintain a Register of ships fling its flag with details b) Assume jurisdiction in administrative, technical and social matters.

3) Every state shall take measures to ensure safety at sea with regards to construction, equipment and sea word lines of the ships, manning, labor conditions and training of the crews, use of signals, maintenance of communication and prevention of collision. 4) Ensure that each ship is surveyed properly, personal on board ships are duty qualified and screw are fully conversant with international conventions. 5) Conform to International regulations 6) In case of clear grounds to believe that proper jurisdiction and control of a ship is not exercised, the same is to be reported to Flag state which in turn should take appropriate action. 7) Enquiring by qualified persons in every case of marine casually/incident of navigational error on the High seas, involving a ship flying its flag. Enforcement by Flag State:Article 217 makes the following provisions:1) Every state must ensure that vessels flying their flag must comply with the international laws and must adopt regulations to ensure their compliance. 2) State must take appropriate measures to ensure that all vessels flying their flag are prohibited from sailing, unless they are complying with international rules and standards. 3) State must ensure all vessels flying their flag are carrying on board all certificates as per International requirements and must ensure periodical inspection of ships to ensure conformity of these certificates with actual conditions on board.

4) If a vessel commits a violation for international rules and standards, the flag state must provide for immediate investigation 5) Flag states, conducting an investigation of violation, may request assistance of any other state. 6) State must, at written request of any state, investigate May violation committed by the vessel flying its flag. 7) States must be prompt in responding to any request for information by any other flag state. 8) Flag state must fix adequate penalty for any vessel which violates the law. The penalty must be adequate in severity, to discourage future violation. 5) A) What is P&I clubs? Describe how p&I clubs collect fund from ship owners? B) What are the risks that are covered under the term protection and indemnity? A) P&I clubs are insurance mutual or clubs which provide collective self -insurance to its members. P&I stand for Protection and Indemnity. P&I are insurance in respect of third party liabilities and expenses arising from owning ships or operating ships as principals. The P&I club membership is comprised of a common interest and group who wish to pool their risks together in order to obtain at cost insurance cover. The P&I clubs are not for profit clubs and are owned by its insured. As it has no shares to issue, it does not need to make a profit or pay dividends. A group of ship owners will form a club of which day to day management is done by professional managers who consist of lawyers, underwriters etc., Each ship owner members contribution is decided on the

basis of (a) tonnage, (b) types of ships, (c) expense of claims with the particular ship owner etc., 80% of required money is collected and remaining 20% may be collected, to a lesser or greater amount, depending upon likely expenses towards claims by ship owners. Each ship owner who decides to become a member of a certain P&I club shall apply for entry furnishing all details regarding its fleet, total tonnage, types of ships to be insured and any insurance, claims in past. The P&I Clubs operate on a non-profit making mutual basis, that is to say the Members pool their resources together in order to meet losses suffered by each individual member. The basic principle is that the contributions paid by the membership in relation to any one year should be sufficient to meet all the claims, reinsurance and administrative expenses of the club for that year. If there is a shortfall because claims are high, the Members may pay additional money and if there is surplus, a return may be made to the Membership, or the surplus transferred to reserve to meet losses on other years. (b) P&I Clubs provide third-party-liability or protection and indemnity insurance to ship owners. Protection generally means cover for people and ships whereas Indemnity means cover for cargo. The risks covered under P&I insurance are indicated in Rule 198 of the P&I rule book. They are: 1) Liabilities in Respect of Seamen. 2) Liabilities in Respect of Supernumeraries. 3) Liabilities in Respect of Passengers 4) Liabilities in Respect of Third Parties

5) Stowaways 6) Diversions expenses. 7) Life Salvage 8) Persons in distress 9) Quarantine 10)Liabilities arising from collisions 11)Non-contract damage to ships 12)Damage to property 13)Pollution 14)Wreck removal. 15)Towage 16)Contracts, Indemnities and Guarantees. 17)Liabilities in Respect of Cargo. 18)General Average 19)Fines 20)Risks incidental to ship owning 21)Special-cover 22)Special cover for containers 23)Special cover for salvers 24)Special provisions for charterers Entry.

6) Give a brief history and the necessity towards formation of UNCLOS. What are its important

highlights? Under the context, explain (i) territorial sea, (ii) Contiguous Zone, (iii) Exclusive Economic Zone, (iv) High seas. Oceans always have been a prime source of nourishment of life. Climate and weather changes depend on the interplay between oceans and the atmosphere. They also saw as a convenient medium for traders, commerce, exploration, adventure & discovery. As the mysteries of the oceans gave way to their mastery, a lot of customs, traditions and laws arose, defining the Rights of the ships and the mariners who plied the waters of the oceans. Attempts were Made to regulate the use of oceans, by conventions acceptable to all nations. The UN has made considerable progress in developing and codifying the laws of the sea. Three UNCLOS conventions have been convened. UNCLOS I was at Geneva in 1958 UNCLOS II was also at Geneva in 1960 International conferences approved conventions which covered the continental shelf, fishing, High seas, Territorial waters and contiguous zones. During the 1970s, it came to be accepted that the bed is a common heritage of mankind and should be administered by an International authority. UNCLOS III was at Geneva in1974, which discussed issues on navigation, pollution and the breadth of territorial waters. It entered into force on 16th Nov 1994. UNCLOS provides a universal framework for the management of marine resource and their conservation, governs all aspects of the ocean, such as environmental control, marine scientific research, economical and commercial

activities, transfer of technology and settlement of disputes, dating to ocean matters. UNCLOS is a treaty of 446 articles grouped under 171 part headings and 9 annexes. i) Territorial Sea: - Extends to 12 nautical miles from the baseline. Foreign flag vessels have a Right of Innocent passage through it. The passage is considered innocent as long as it is not prejudicial to peace, good order or security of the coastal state. Right of Innocent passage can be suspended, if it is essential for the protection of the coastal state, its security or for weapons exercises.

In Internal waters, the coastal states can exercise jurisdiction over all vessels. In the Territorial seas, it should not exercise criminal jurisdiction except:a) If the consequence of crime extend to the coastal state. b) If crime disturbs the peace of the country or good order of sea. c) If master of a vessel or an agent of the flag state requests the coastal state to exercise jurisdiction. d) Of jurisdiction is necessary to suppress illicit traffic of narcotic dings. ii) Contiguous Zone: - Extends 12 nautical miles beyond the territorial sea limit.

- Coastal state must exercise controls necessary to prevents infringement of its customers, fiscal, immigration or sanitary laws and regulations within its territories. - Vessels carrying noxious or dangerous substances or waste may be turned away on public health or environmental

grounds. iii) Exclusive Economic Zone (EEZ):-

- Extends to a maximum of 200 nautical miles from the baseline, covering and managing the natural resources, whether living or non-living of the waters adjacent and of the sea bed and its subsoil. - State has jurisdictions, with regard to installations marine scientific research and protection and preservation of the marine environment. - All other states enjoy the freedom of navigation, lying of submarine cables and pipelines. iv) Continental shelf: - The outer limit of the continental shelf shall not exceed 350 nautical miles from the base line or shall not exceed 100 nautical miles. Coastal state has exclusive rights for exploring and exploring its natural resources. The state also has the exclusive rights to authorize and regulate drilling on the shelf for all purposes. High seas: - Part of the sea that is 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. High seas are open to all states for freedom of navigation, freedom of over-flight, freedom to lay submarine cable and pipelines, freedom to conduct artificial islands and installations, freedom of fishing, freedom of scientific research. High seas shall be reserved for peaceful purposes. Other High seas precautions are prevention of slave trade, piracy, seizure of ships, illicit narcotics trafficking and unauthorized broad casting. For enforcement purposes, these are

v)

provisions for relevant rights of visit, seizure, arrest and hot pursuit.

7) Illustrate the salient factors for on board training and standards of competence as laid down in STCW95 chapter III. Underline specific roles a Chief Engineer needs to perform towards necessary satisfactory training of Engine room personnel under these parameters. What will be the criteria for evaluating competence for Onboard training by a Chief Engineer? Chapter III of STCW95 deals with standards required of Engine room personnel under different capacities. Chapter III/1 deals with standards required for a watch keeping Engineer officer; III/2 & III/3 deal with the standards required for Chief Engineer and Second Engineer officer for Main propulsive powers of more than 300KW and between 750 KW to 3000KW respectively. Chapter III/4 deals with standards required for serving as Engine Room rating. On Board Training: - Every candidate shall follow an approved on board training which 1) Ensures that during the required period of seagoing service, the candidate receives systematic practical training and experience in the tasks , duties and responsibilities of an Officer in charge of an Engine Room watch-keeping, taking into account the guidance given in section B-III/1, of the code. 2) Is closely supervised and monitored, by a qualified and certificated Engineer Officer on board the ships, in which the approval sea going service is performed. 3) Is adequately documented, in a Training Record Book.

Standards of Competence: - STCW95 has very clearly specified the standards required under various capacities. Chapter III has divided the competency standard to four functions. Chapter III/1:- Every Candidate required demonstrating the ability to undertake at operational level the tasks, duties and responsibilities in the following field. - Marine Engineering - Electrical, Electronic and Control Engineering - Maintenance and Repair - Controlling the operation of ship and care for persons on board Chapter III/2 & Chapter III/3 These give the standard requirements of Chief Engineer and Second Engineer officer under different range of propulsive power. It basically gives the standard to be followed at Management level with more importance given to planning of job, making sure all Safety procedures are followed, trouble shooting, developing emergency and damage-control plans, organizing, managing crew. Chapter III/4:- This gives the basic standards of competency expected of Engine room rating, their strength to understand orders, basic knowledge of common terms used in Engine room, Engine rook alarm systems specially fire alarm, knowledge of emergency duties, emergency routes etc., Role of Chief Engineer towards satisfactory training of Engine Room Personnel: - Chief Engineer must establish a training program on board ship. He should - Break-down various jobs into duties, tasks, sub-tasks - Establish priorities of task

- Define performance standard for each task - Identify preferred mode of learning - Collect data on profile of trained personnel - Give trainee, independence of doing job and at the same time supervise his work constantly. - Identify constraints like language, lack of training etc. If a trainee is found to be lacking in knowledge in some areas, then the chief Engineer must discuss his weakness with him and must try to give him a chance to improve upon. If the trainee, needs formal training in certain fields then Chief Engineer must request for shore based training of the person concerned. Evaluating Competence for On Board training:-The criteria for evaluating competence for onboard training of Engine Room personnel is given in column A, of Tables A-III/1,III/3 and III/4. Some of the criteria are:- Identification of important parameters and selection of material is appropriate - Use of equipment and machine tool is appropriate and safe. - Selection of tools and spares is appropriate. - Dismantling, inspecting. Repairing and re-assembling is in accordance with manuals and good working practices. - The conduct, handover and relieving of watch conforms to the accepted principles and procedures. - A proper record is maintained of the movement and activities relating to the ships engineering systems. - Communications are clearly and well understood in

accordance with established rules and procedures to ensure safety of operations and to avoid environment pollution. - The causes of machinery malfunctions are properly identified and actions are designed to ensure overall safety of the ship and plant. - Procedures for monitoring ship board operations and ensuring compliance with MARPOL requirements are fully observed. - The type and scale of emergency is properly identified and emergency procedures are followed as per plan. - Actions is responding to abandon ship and survival situations are appropriate. - Legislative requirements, relating to safety of life at sea and protection of environment are correctly identified. On the basis of these guidelines and evaluation criteria, the competency of On board training can be evaluated. 8) A successful voyage, as a Chief Engineer, is a combination of a trouble free run of machine, optimum use of fuel, minimum Inter-personal conflicts & minimum intervention of shore authorities. Do you believe this to be true? Considering the ship as an organization, explain how you, as the Manager, can achieve this? Success is the achievement of ones goals. All the above listed items are important for the safe running and profitability of a ships operations. Safety on a ship is critically dependent on not just the safe running of various machinery, but also on the existence of the values and relationships, which the officers and crew have with

each other. It is not always the Technical approach that makes the difference in safety, but the relationships that people build, that play a great role. Failure of any machinery item may not necessary lead to an accident. As a matter of fact, in the majority of accidents reported, human error has often being cited as the single largest cause. When a person knows what is to be done and how, why does he/she make the mistake? This is difficult to pin-point. One of the likely cases is in the wrong attitude of people, the so-called lack of motivation. People may be de-motivated for a variety of reasons personal (family problems), social (conflicts due to differences in class/caste/economic level) or attitude with fellow sea-farers or management (lack of morale due to bad reputation). Conflicts and work stress on board may also reduce ones willingness to cooperate in team works and hence safety may be compromised. A Chief Engineer has a very important role as a Manager basically conflicts among his staff to a minimum, so it doesnt affect the working atmosphere in the Engine room. Interpersonal conflicts can occur due to the following reasons:1) Personality clashes 2) Human expectations 3) Poor organization 4) Lack of communication skill 5) Wrong style of functioning 6) Limited resources 7) Damage or Alcohol abuse Such matters which may lead to conflict should be taken up by

the Chief Engineer and resolved at the earliest by holding a joint meeting between the concerned parties. He should make them understand the importance of team in running the vessel and how their conflicts may lead to compromise in safety. Both parties must be lead to a win/win situation. A close interpersonal relationship is maintained by building trust, acceptance and support. A part from the above the Chief Engineer must:- Ensure healthy environment on board the ship - Have good managerial skills to get the best out of limited man power - Have good technical skills to train and advice his staff in proper running & maintenance of machinery - Ensure good planning for particular jobs - Conduct training sessions & ensure competency of his staff - Management of spares & stores efficiently & economically - Manage F.O & L.O consumption, record regularly & investigate any deviation from normal - Communicate effectively from time to time with the office to avoid unnecessary reminders and interventions. - Ensure proper house-keeping 8) Briefly discuss the reasons for Bulk Carrier losses in the last decade and explain how provisions detailed in Chapter XII of SOLAS 74 as amended will contribute towards the safety of bulk carriers? Studies show that majority of the bulk carrier losses in the past decade were due to plate failure and water entering the hull. Most of the bulk carrier losses were due to severe structural

damage. IACS found out that if a ship was flooded in the forward hold, the bulkhead between the two foremost hold may not be able to withstand the water pressure. The various reasons for the Bulk Carrier losses may be the following:1) Age of the ship 2) Corrosion and Fatigue Both increase with ships age, due to stress to which the ships hull is subjected to due to routine operations, cargo handling, waves & effect of sea, water on steel. 3) Operational factors Bending of the ships structure due to the action of the sea. Corrosion leads to weakening of the hull. Loading pattern can make the effect worse. Denser cargoes such as iron ore are often carried in alternate holds, in order to raise the C>G of the ship and moderate its roll motion. Due to partially filled holds the cargo may shift to one side leading to ships sink age. It also leads to increased stresses on inner hull components. Large hatch openings to facilitate cargo loading/ unloading serve as weakness in the hull structure by reducing the torsional resistance of the hull. [Heavy cargos density > 1780Kg/cubic meter iron ore, pig iron, steel, bauxite & cement. Lighter cargos + density > 1000Kg/cubic meter grains such as wheat, rice & timber] Following a spate of losses of bulk carriers in the early 1990s IMO in November 1997 adopted new regulation in SOLAS containing specific safety requirements for bulk carriers, Chapter XII Additional Safety Measures for Bulk Carriers. This entered into force on 1st July 1999. The regulations state that

- All new bulk carriers (built after July 1999)150 m or more in length carrying cargoes with a density of 1000 Kg/cubic meter and above should have sufficient strength to withstand flooding of any one cargo hold, taking into account dynamic effects resulting from presence of water in the hold. - All existing bulk carriers carrying cargoes with density 1780Kg/cubic meter and above The transverse watertight bulkhead between the two foremost cargo holds & the double bottom of the foremost cargo hold should have sufficient strength to withstand flooding & related of dynamic effects in the foremost cargo hold. As per IACS guidelines, during special surveys, the bulkhead between No.1 & 2 holds at the forward end of the vessel and the double bottom at this location must be thoroughly checked for strength & thickness and reinforcements to be carried out, where felt necessary. Surveyors can also consider restrictions on the cargo carried & the bulk carrier should be permanently marked with a solid triangle on its side shell if the cargo carriage restrictions are imposed. December 2002 Amendment to chapter XII require fitting of high level alarms and level monitoring systems on all Bulk Carriers, in order to detect water ingress. A new regulation XII/13 on Availability of pumping systems would require means for dining and pumping dry space bilges and ballast tanks any part of which is located forward of, collision bulkhead to be capable of being brought into operation from a readily accessible enclosed area. Regulation II 1/3-6 in SOLAS chapter II-1 Part B requires the provision of suitable means of access for inspection purposes. In December 2004, the MSC adopted a new tent for SOLAS chapter XII, incorporating revisions to some regulations and new requirements relating to double-side skin bulk carriers.

New Reg 14 deals with restrictions from & sailing with any hold empty & requirements for double-side skin construction (for new bulk carriers of 150 m in length & over, carrying solid bulk cargoes with density of 1000 Kg/cubic meter & above) Mandatory standards & criteria for side structures of bulk carriers of single-side skin construction & standards for owners inspection & maintenance of bulk carrier hatch covers. Free-fall life boats are now mandatory on all bulk carriers as per MSC amendment to Reg 31, SOLAS chapter III.

9) As per the Marine Insurance Act, write short notes on the following: a) Deviation b) Warranties c) War Risk Clause d) Charterers Contribution Clause. a) Deviation:- There is a deviation from the voyage as per the marine policy when The course of the voyage is specified by the policy and is departed from or The course of the voyage is not specified by the policy but the usual and customary course is departed from

When a ship without lawful excuse deviates from the voyage as per the policy, the insurer is discharged from his liability from the time of deviation, regardless of the intention to deviate and whether or not the ship returns to its course to its course of voyage before the loss occurs. Any loss arising during or after the deviation will be borne by the ship owner. Deviations allowed where authorized by an special terms in the policies i.e. circumstances beyond the control of the Master, for saving human life, aiding a ship in distress where

human life is in danger, for safety of ship, for the purpose of obtaining medical or surgical aid for any person on board. (b) Warranties: - Warranty means a promissory by which the insured undertakes as part of the contract that a specified state of affairs will continue to exist throughout the duration of the policy. Any breach of warranty makes the policy null and void from the time of breach. There are two types of warranties: 1) Express warranties & 2) Implied Warranties. Express Warranties must be written into the policy whereas implied warranties are not written into the policy. There are two types of implied warranties covering sea-worthiness and Legality. In voyage policy there is implied warranty that at the starts of the voyage ship will be seaworthy for the insured voyage. In time policy there is no implied warranty that the ship will be sea worth at any stage of the voyage. But the insurance cover will be lost if the ship is sent to any unseaworthy condition with the knowledge of owners senior management. b) War Risk Clause: - War risk cover is a supplementary insurance against the operations of war risk zone which are generally excluded from H & M policies containing standard clauses. Standard policies generally exclude damage due to war or hostile act, capture, seizure, strike, etc. Some underwriters give war risk cover for an additional premium. P&I club also offer war risk cover under their own terms. Covers against war risk clause are only for sea passage, i.e. the movement of goods loaded on an overseas vessel & terminates on discharge of the goods. It excludes loss or damage due to Atomic or Nuclear weapons. (D) Charterers contribution clause: - It is usual in the modern shipping industry that charterers enter into a

charter party according to which charterers could be held liable for the loss or damage to the vessel. - Charterers liability for damage to Hull (CLH) - It is not a standard P&I cover but can be obtained by the charterers from their P&I club or from fixed premium under writers. This type of cover includes damages to hull, machinery or ship structure. - Charterers liability towards cargo claims As per NYPE agreement 1993 cargo claims are to be settled between owners and charterers in accordance with the Inter-Club agreement. Depending upon what has caused the claim to arise, claims may be allocated by 100% to either owners or charterers or a 50/50% allocation. Claims can arise due to UN seaworthiness and or error in navigation or management of vessel. 11) Write short notes on the following: a) Lloyds Open Form (LOF) b) General Average & Particular Average c) Bill of Lading d) Treaty, Convention & protocol A) Lloyds Open form: - Lloyds open form is a standard legal document for a proposed salvage operation, a four page lone contract published Lloyds of London. It is called open ; because it is literally open, with no amount of money being stipulated for the salvage job. The sum to be paid is determined later in London by a professional arbitrator. It is basically a Salvage Agreement base on No cure-no pay. This means that reward depends upon success and the recovery of property. In the past, if there was no recovery, there was no payment, whatever the expose of the operation. This has changed in recent years, so that whenever there is a threat of damage to the environment the salvo can expect a fair return for his efforts, even in high risk and / or low property value situations. B) General Average and Particular Average: - Average means marine loss, i.e., loss or damage suffered in a maritime adventure. Average is of two types: General Average and

Particular Average. Both are types of partial losses in content to Maritime Insurance. A marine loss that occurs through the voluntary sacrifice of a part of the vessel or cargo, or expenditure to safeguard the vessel and its remaining cargo from a common peril. If the sacrifice is successful, all interests at risk contribute to the loss borne by the owner of the sacrificed property based on

C) Bill of Lading:- A bill of lading is a document issued by a carrier, e.g. a ships master or by a companys shipping department, acknowledging that specified goods have been received on board as cargo for conveyance to a named place for delivery to the consignee who is usually identified. The term derives from the noun bill, a schedule of costs for services supplied or to be supplied, and from the verb to lade which means to load to cargo into a ship or other form of transport. A typical Bill of lading may contain the following 1) Reference Number, 2) Name and address of shipper & consignee, 3) Ports of loading & discharging, 4) Name of carrying vessel, 5) No. & kind of packages, 6) Gross Weight, 7) Description of goods, 8) Place where freight is payable, 9)

Numbers of original bills of lading, 10) Place & date of issue, 11) Signature of carrier/master, 12) Carriers standard terms & conditions. There are mainly 3 types of bills of lading: 1) Straight bill of lading 2) Order bill of lading 3) Bearer bill of lading D) Treaty, Convention and Protocol: - A treaty is a written international agreement between two states (a bilateral treaty) or between a number of states (a multilateral treaty), which is binding in international laws. In a treaty, the willing parties assume obligations among themselves, and a party which fails to live up to their obligations can be held liable under international law for that breach. A treaty normally enters into force in accordance with criteria incorporated in the treaty itself, e.g. 1 year after a stipulated number of states have acceded to it, by signature of a government representative. A convention is meeting of various states for formal multilateral treaty with a broad number of parties. Convention generally means coming together for a common objective. Conventions are normally open for participation by the international community as a whole or by a large number of states. Usually the instruments negotiated under the auspices of an International organization or any of their organs, a known as conventions. A protocol is an international agreement that supplement a previous treaty or international agreement. A protocol can amend the previous treaty, or add additional provisions. All parties to the earlier agreements are sometimes not liable to adopt the protocol.

12) What provisions are made under Port State Control (PSC) towards? i) Certificates issued by non-party states to their ships ii) Inspection of ships below convention size No. more favorable treatment

The duty & responsibility to enforce conventions lies with the Flag States. They should regularly carry out surveys & issue certificates, to ensure that their ships meet & maintain convention standards either by their own or by their authorized Recognized Organization. In practice, ships do not regularly visit their flag state port. This restricts the ability to control them and allows substandard ships to sail. Port & coastal states have certain rights to exercise authority over ships in their water. In addition, port state has the authority to check that foreign ships visiting their ports meet all the appropriate convention standards. A state may also have its own standard national law. A port state should only apply those conventions which have entered into force, and which it has implemented for its own ships. A problem could arise with a foreign ship entering a port state, where the concerned flag state has not ratified a convention but this has entered into force. Also, when a ship is below convention size. i) Certificates issued by bob-party states to their ships:-

If a flag state has not ratified a convention but however issued a certificate it does not give freedom to the state to violate the standards of the convention. Port state control will still exercise

its authority to enforce the required standards of the convention. This is called no more favorable treatment. ii) Inspection of ships below convention size: - Most maritime conventions have progressive limits of application for each category of sixe of ships. There may be related to tonnage, length or other ship parameter, and also, in certain conventions, to the age of the vessel and the trading area. Such limits of application involve not only certificates, but also the ships and their equipment, in other words, in some cases no certificate is required while in other cases a ship is exempted from design or equipment requirements.

It is usual for ships to comply with the requirements of the flag state, which may not be known to the PSCO who must therefore use his discretion in judging those ships; possibly assisted in this by some form of certification issued by the flag state or on its behalf. In case of deficiencies considered hazardous to safety, health or the environment, PSCO can take appropriate action. iii) No more favorable treatment:-

In applying a relevant instrument (convention) for the purposes of port state control, the principle of no more favorable treatment is applied to ships which fly the flag of a state which is not a party to that convention. In such a case ships shall be subject to a detailed inspection and the PSCO will follow the same guidelines as those provided for ships to which the relevant instruments are applicable.

13) With reference to port state control enumerate the following: i) Regional Corporation / agreement

ii) Future of port state control III) In port state control an effective tool for ship safety? 1) Regional Corporation / agreement:While national port state control alone will already enhance then safety of ships and the protection of the marine environment, only a regional approach will ensure that substandard ships and operators have been fewer places left to hide. Unless a regional approach is adopted, operation will just divert their ships to ports in the region where no or less stringent PSC inspections are conducted. This may seriously hamper the economic situation of the ports of those countries that do conduct proper inspections. To remedy this and to generally improve the effectiveness of inspections, many regions of the world have already are beginning to enter into regional agreements on PSC. - Such an agreement covers the exchange of information about ships, their records and the results of inspections carried out. This enables subsequent ports of call to target only ships that have not been recently inspected. - It also ensures that identified sub-standard ships are effectively monitored. This applies especially to those ships that have been allowed to sail with certain minor deficiencies on the condition that these are rectified in the rent port of call. - It also ensures that PSC inspections carried out in a uniform manner in all countries & those similar standards are applied with regards to the detention of ships & the training standards of PSCO. 2) Future of port state control:The prospect of global port state control, with exchange of

information and harmonization of procedures and training, has even more exciting implications. As more & more statistic date are gathered & exchanged by various PSC secretariats, this will result in a huge increase of knowledge about sub-standard shipping. This will also provide means for better analysis of the cause of the incidents and casualties and help in preventing their reoccurrence. The development of PSC gives us a change to challenge the culture in shipping and replace secrecy with transparency and openers. 3) Is port state control an effective tool for ship safety? Normally the flag states have been given the primary responsibilities for ensuring that a ship is equipped, operated, maintained and manned in accordance with the Maritime. International Conventions however some flag states have being unwilling or unable to carry out their international responsibilities. A PSC inspection is thus, the second line of defense to prevent sub-standard ships from operating and avoiding ships. Also the PSC has a wide spread network in all counties, so that any ship/operator cannot find any place to hide. All the above factors imply that port state control is an effective tool for ship safety.

14) Differentiate between third party liability and contractual liability when may the ship owner seek to limit his liability? An insurance policy is a contract. The insured is referred to as the first party to the insurance contract. The insurance company that issued the policy is the second party. A stranger to the contract that makes a claim against an insured is referred to as a third party.

Third party liability is the obligation to compensate another person harmed or injured by a negligent or wrongful act or omission. When an insured (the first party) causes a loss, the insurer (the second party) ensures the insureds liability up to the policy limit. Examples of third party liability are collision liability, third party injury or death claim, oil pollution liability, cargo claims, crew claims, special compensation & miscellaneous claims like fire for innocent breaches of regulations, unrecoverable general average contribution etc., Contractual liability is a liability because of a contract. In this the involved party agrees, usually in writing, to take on the liability of someone else-liability they would not otherwise have. This form of agreement, where one party takes on or assures the liability of another by contract, is commonly called a hold harmless or indemnity agreement. In this, one party promises to reimburse, and in some cases defend, the other party against claims or suits brought against the second party by a third party. A ship owner may have contractual liability towards the employees, flag state, local agent, or agencies, salvers, cargo owners, stevedores, shore persons working on the ship, charterers etc., Ship owners might seek to limit their liability in case of third party liabilities. The convention on limitation of liability for maritime claims includes the following claims which can be subject to limitation. 1) Claim is respect to loss of life, personal injury, loss or damage to property, etc., 2) Claim in respect to loss resulting from delay in cargo carriage 3) Claims in respect to raising, removal or destruction of a ship which has sunk.

4) Claims with respect to removal or destruction of cargo 5) Claims with respect to loss resulting from infringement of right in connection with operation of ship or salvage.

15) Explain the following: 1) Charter Party, 2) Lay time, 3) Bills of lading, 4) off hire clause, 5) contract of affreightment 1) CHARTER PARTY: - A charter party is an agreement for hiring either the vessel or her services. Except in cases where the charterer is also the shipper of good, charter party clues not constitute a contract for the carriage of goods; it remains a contract for the services of the ship. Charter parties are often drawn up by brokers acting for the charterers & more often than not, based on one of the standardized printed forms evolved for long usage. Terms which are not agreed are deleted & additional terms are typed in. The types terms are referred to as Rider clauses. Main types of charter parties are 1) Bareboat charter or Demise charter 2) Special purpose charter 3) Time charter 4) Voyage charter 2) LAY TIME: - It is the time agreed between parties during which the owners will make and keep the vessel available for loading and discharging without any additional payment. Lay time may be separate for loading & discharging ports. There are three types of Lay time.

1) Definite lay time 2) Calculate lay time 3) Indefinite lay time Lay time is determined in the charter party. If this time is exceeded by the charterer, he has to pay the owner compensation, called the demurrage. On the other hand, if the ship has been loaded or discharged quicker than foreseen, then the owner will have to pay to the charterer compensation, called dispatch. 4) OFF-HIRE CLAUSE:- Off-line indicates that hire is temporarily suspended when vessel is not available for service, when there is no fault of the charterer (e.g. accidents, breakdown of equipment etc.,) an off-hire clause is included in the charter party which contains the conditions in which the ship goes off-hire and comes back on hire after the condition expires. 5) CONTRACT OF AFFREIGHTMENT:- Contract of Affreightment is a contract between a ship owner and some other person called the freighter, by which the ship owner agrees to carry goods to the freighter in his ship, or to give to the freighter the use of the whole or part of the cargo-carrying space of the ship for the carriage of his goods on a specified voyage or voyages or for a specified time; the freighter on his part agreeing to pay a specific price, called freight, for the carriage of the goods or the use of the ship. Contract of Affreightment is employed on large ore carriers or cape size bulk carriers.

16) Detail the inspection that you are the new Chief Engineer of a passenger ship, would make on joining the ship with regard to i) Stability ii) Damage Control iii)

Fine fighting iv) Critical Machinery (i) STABILITY: - With regard to stability the most important document provided on board the ship is the stability booklet which gives accurate guidelines regarding the stability of the ship under various conditions of service. Chief Engineer must have knowledge of details given in the stability booklet. If any alteration is made to the ship, then the C/E should ensure that the amended stability booklet is available. He should ascertain validity of passenger ship safety and load line certificate. Watertight integrity of peak and machine space bulkheads, drainage and scupper arrangements must be checked. Watertight doors, portable deck and lifts must be checked. Look for cracks, deformation or repairs carried out, if any. Ensure that the pipes passing through the collision bulkhead are fitted with values operable from above the freeboard deck. Ensure that there are no openings for man hole, ventilation, pipe cables cut in the collision bulkhead. Check the effectiveness of stem tube sealing arrangement. Stability aspect of passenger ship is dealt with in detail in SOLAS Chapter II-1 Part B Subdivision & Stability and also in the Load line regulations. Thorough checks must be carried out based on above regulation requirements. (ii) DAMAGE CONTROL: - This is dealt with in detail in SOLAS Chapter II-1B, subdivision and damage stability in Passenger ships. Damage control plan shall be permanently exhibited for the guidance of officer in charge of the passenger ship showing clearly for each deck and hold. The boundaries of water tight compartment, the arrangement for correction of list due to flooding must be checked. In addition to the damage control plan booklets containing the same information must be available by the owners for the use of the officers of the ship. iv) FIRE FIGHTING:- Prior to being assigned ship board duties

of passenger ships (as per Reg II-1), seafarers must hire completed the full training.- Training in crowd management - Training in passenger safety & hull integrity - Training in crisis management & human behavior - Modular courses as per STCW The Chief Engineer should try out all FFEs along with the outgoing C/E. The following safety items should be ready for any emergency use:1) Sprinkler system 2) CO2 (Carbon-di-oxide) flooding system 3) Portable & fixed extinguishers 4) Location of fire hoses & hydrants 5) SCBA, firemens outfits & location 6) Familiarization of all areas of E/RM, Accommodation, cargo spaces. 7) Fire pumps & emergency, Fire pumps, Fire main system 8) Location of fire dampers 9) Location of I/C values & remote stop from fire control station 10)Location of water tight doors, their local & remote operation 11)Location of fire control plan with international shore coupling connection 12)Fire and/or smoke detection system 13)Closing arrangements for ventilations, funnel flaps, etc.

v)

CRITICL MACHINERY:- The new C/E for a passenger ship should test out the critical machinerys operating procedures, also with the outgoing C/E & deficiencies rectified, if any

- Main Engine change over procedure to emergency mode from remote/bridge control - Fire pumps & emergency fire pumps - Emergency generator & emergency batteries - Emergency air compressor, time taken for filling up the Emergency air bottle - Sprinkler, S.W. pumps, cut in/out, and compressor - Life boat engines - Water tight doors & their indicator mechanism - O.W.S - Incinerator - Sewage Treatment plant

17) List the objectives of an ISM internal audit of a ship? How an internal audit helps in satisfactory external audit of vessel? Name the salient issues addressed in the Internal Audit and the persons responsible to carry out the same. The objectives of an ISM Internal Audit can be listed as below: - It is a tool to monitor, how well the SMS system is implemented on board regarding the safety practices and pollution prevention activities.

- Internal Audit should be carried out at least 4 weeks prior to the External Audit. - This allows some corrective actions to be carried out from the findings of that audit on Non-conformances and observations. - Shows evidence of the SMS working and that the procedures are being followed. - To determine compliance with regulatory requirements - Provides an opportunity for possible changes in SMS system The Internal Audit identifies the shortcomings of the ship board SMS, if any in form of Non-conformances and observations and provides the company a chance to rectify the same before the external I&M audit. This also helps the shipboard personnel in overall preparedness towards the external audit and provides time and guidance for improving their preparedness for the external Audit. Thus the Internal Audit helps in satisfactory external audit of the vessel. Internal Audit serves as a rehearsal to the external audit. Internal Audit is carried out by the company itself, using one of their own qualified people as Appointed Auditor. In simple terms, it is self-verification. Several administrations have specified that all elements of SMS must be subjected to audit at least annually. The company decides the internal audit procedures, based upon the organization structure, ships training pattern, availability of trained auditors, role of Master, etc., The Internal Audit is almost similar to the external audit in terms of the scope of the audit. The internal auditor checks all the elements of the ISM and the shipboard SMS. It is checked that the plans and procedures are being properly followed or not, whether the laws and regulations are being followed or

not. The records and documents of shipboard operations and maintenances, all the documents related to the qualifications, competency and training requirements of shipboard personal also checked during external audit. All pollution prevention equipments on board the vessel are also check as those validate the companys commitment towards environment protection policy. The ISM Internal Audit thus basically deals with the safety of ship & personnel and environment protection.

18) As a Chief Engineer you have joined a vessel which is about to undertake a six month round voyage. Underline and describe the key areas that you will inspect, check, prepare, establish and maintain towards proper planned Maintenance of Engine Room Machineries and associated areas, under ISM codes. The ISM code is adopted under SOLAS Chapter IX with reference to the IMO resolution 741(IB). A safety Management system has to be developed approved, documented and this should be implemented on board a ship/shore for operation and maintenance of the engine room machineries should be made prior to proceeding for six months long round voyage: 1) Go through the Handling over report of the outgoing Chief Engineer and verify any doubts with him. 2) Fuel oil, Lube oil, Diesel Oil, Gas ROBs should be checked, tallied and ensures sufficient stock on board for the ensuring voyage. 3) Check the consumables store ROB and make a list of critical store items needed. 4) Check the bunker requirements for their voyage.

5) Study the consumption patterns of F.O, D.O, and L.O. 6) Check the Oil Record Book entries and ensure that they match with the tank contents. 7) Check for the survey status of the ship and ensure that there are no surveys overdue. 8) Check the condition and maintenance status of Main and auxiliary machinery. 9) Check the Running house record of all machineries and make sure that these are updated. 10)Check spare parts inventory, ensure it is updated and ensure enough spare parts are available to carry out routine maintenance/breakdown maintenance. 11)Check the list of critical spares on board and ask for any items which are not there. 12)Consumable stores supply should be planned at a convenient port in order to avoid urgent/ expensive supplies in emergency. 13)Check inventory of special tools and equipment. 14)Be familiar with the sailing program. 15)Check port state control inspection records. 16)Check all records and documents on board the ship 17)Ensure that the vessel is ready for PSC inspections 18)Check & read the maintenance records of the ship staff/workshop people prepare lag abstract & forward to the superintendent. 19)Check whether complete set of manuals and drainages are there on board and mention of structural changes, if any.

20)Check record of testing of alarms and cut-outs of various machineries. 21)Check record of CSM survey & plan accordingly 22)Ensure all E/R personnel are familiar with PMS and safety & environment protection policy of the company. 23)Take a through round of the E/Room and check general appearance and note any defects noted. 24)Check appropriate warning and instructions are posted at proper places. 25)Check operation of all pollution prevention equipments. 26)Verify INSP/TSMA

19) Explain the following: (a) World scale (b) Responsibilities of a shipbroker (a) World Scale: This is used in chartering of oil tankers whereby freight rates are equated with reference to an international scale called the New World Wide Tanker Nominal Freight scale or world scale in short. This is used as a reference by the parties in the tanker market to easily compare and evaluate freight rate for all the different voyages and market lands. The basis of World scale is a standard tanker with a carrying capacity of 75,000 tones making round voyage calculations for practically all known tanker trades. In these calculations, specified figures have been used for all items involved e.g. distance of 1500 Nm, port cost, port time (4 days), bunker cost, etc., and an additional fictional cost element of 12,000 dollars/day, arriving at the required freight

/MT. these freight figures are printed for various voyages in the schedule. The freight as per World scale is called w.w.100 or we. Depending upon the prevailing market levels, actual ship size, type & quality of product to be shipped and the voyage, the freight is arrived at for the charter, as above or below the reference level of WE100. If the freight is WS150, this means this 150% of the WS100 freight. World scale is available on a subscription basis and the annual fee entitles the subscriber not only to the schedule itself but also to notices of full amendments and the right to request rates for any voyage not shown in the schedule. Advantages of World scale: 1) Simplified negotiations of tanker charters 2) A simple reference covers all possible voyages with in the agreed trading areas. 3) Facilitate ready and quick comparison of fixtures. Disadvantage of World scale: 1) World scale is not a substitute for voyage estimating 2) It does not allow for income or freight tax etc., 3) It is only a method of comparison and tool for negotiations, not a substitute for risk management and / or business fore castings. (b) Responsibilities of a Shipbroker: Ships are normally fixed on charters between ship owners and charters by middlemen, known as shipbrokers are self-employed, while others work in large firms active in several of above disciplines. Shipbrokers are remunerated by commissions called brokerage, payable by the ship owners to each broker involved in arranging a contract. In a voyage or time charter, the brokerage payable is stipulated in the

brokerage clause and is normally 1.25% of the ship owners gross receipts from hire, freight, dead freight and demurrage, payable to each broker involved. The professional body for shipbrokers worldwide is the Londonbased Institute of Chartered shipbrokers, which sets and maintains professional standards for the shipbrokers. Sometimes they are also referred to as chartering agents or chartering brokers. The main responsibilities of a shipbroker include 1) To determine the form of charter and special provisions that must closely meet the needs of particular transaction. 2) To facilitate the negotiations of the terms and broker the charter on behalf of the principles. 3) To chart the vessels position and availability for loading and to co-ordinate delivery of cargo to the ship. 4) To ensure that the required notices of readiness are given, that the election of loading or discharging ports or berths are declared and appropriate insurance coverage is obtained. 5) To supervise the preparation of dispatch demurrage and layday statement, payment of dues and customs of various ports and settlement in so far as possible of disputes arising in this connection. 6) To obtain certification of freight invoices, arrange for surrender, bills of lading, facilitate collection of freight etc., 7) To arrange for appointment of port agents appropriate and to issue appropriate instructions. 20) A second hand single hull VLCC built in 1990 is to be taken over. The vessel is to be registered under Indian flag. As a chief Engineer/Owner representative, what

aspects you would look for, with respect to; (a) SOLAS 74 (B) MARPOL 73/78 (C) CREW ACCOMMODATION (D) MACHINERY/ BOILERS (E) PREVIOUS SURVEY REPORT

As the single hull VLCC is to be registered under the Indian flag, she must have the following as per the requirements under different heads. a) SOLAS 74: 1) GMDSS certificate, operational test of GMDSS equipments. 2) HSCC certificate a) SC, b) SE, c) SR

Cargo ship safety certificate which includes all requirements. 3) DOC L& SMC (Complete implementation of ISM code) Interim DOC & SMC Effective SMS on board 4) ISPS Ship security plan, security alert system, into ship safety certificate. Interim ISSC Continuous Synopsis Record 5) Emergency towing arrangements 6) Safe access to Bows for crew (catwalk) 7) Safe access for tank inspection

8) Voice Date Recorder 9) Automatic Identification system 10)Enhanced survey Programmed, check survey report files 11)Fail safe method of steering gear 12)Fire control plan booklet 13)Fire safety training manual 14)LSA, FFA drawing plan 15)Radio survey no of EPIRB 16)Light/sound signal plan 17)Exemption certificates, if any 18)Intact stability booklet 19)Subdivision and damage stability b) MARPOL 73/78 : As per revised Annex I, Regulation 20 (B Gold) ships are built in 1990 and she is single hull, hence she has to comply with the CAS survey requirements. Inspection of survey report files i) ii) iii) iv) Report of structural survey Condition evaluation report Thickness measurement report Survey planning document

Additional documents required are I) Main structural plan of cargo & ballast tanks

II) III)

Previous repairs history Inspection records of structural deterioration in general, leakage in bulkhead & piping and condition of tank coatings and preventive system.

Ship should meet the above requirements and should be scrapped latest by 2010 or be converted to double hull. In addition to the above, the v/L must have with respect to MARPOL i) ii) iii) iv) v) vi) IOPP certificate Oil Record Book 1& 2 SOPEP Record of ODMCS, ODMCS operation Manual Hydrostatically balanced loading operation Manual IAPP certificate.

c) Crew Accommodation: As per ILO convention C075 adopted in 1946 and revised in 1949 as C092, Article 2, crew accommodation is defined and also specified the minimum standards like i) ii) iii) iv) v) vi) Access to escape arrangement Size of bunks (bed) and chair Sanitary arrangements Accommodation AC with heating arrangements Accommodation sealing arrangements with cargo area. Condition of bulkheads, floors, overhead decks, mess room, alleyways and cabins.

vii)

Provision of LSA & FFA in Accommodation

viii) Fixed fire detection system in all working zones. ix) x) xi) General alarm & PA System working Food as per MUI (Indian Flag Vessels) and sufficient utensils to be provided. Sufficient drainage should be provided.

d) Machinery / Boilers : The following must be checked with respect to machinery & boilers i) ii) iii) iv) v) vi) vii) CSM Report (Continuous survey of machine) Overall status of various Engine Room & cargo machinery Sea Trial Reports Fuel consumption of M/E, A/E & boiler Location of M/E safety systems Condition and operation of pollution prevention machine. Fixed fire/smoke detection system

viii) Availability of critical spares on board ix) All F.O. / L.O. high pressure pipes must have double protection and high temperature lines must have insulation on top. Cargo P/PS performance Boiler performance and survey report. As per Indian flag, boiler survey to be carried out annually as the boiler is more than 8 years old.

x) xi)

e) Previous Survey Report :

i) ii) iii) iv)

Check the status of survey reports Any outstanding Recommendation must be attended to at the earliest opportunity Check the Condition Assessment Reports of the Vessel. Check the thickness measurement reports.

The previous survey reports will give an idea of ships overall condition regarding documentation, hull structure, installations, equipments, pumps and piping systems etc., This also helps in planning for the forthcoming surveys.

20) State the responsibilities and liabilities under the Hague-Visby rules of a) shipper, b) Ship owners Explain the difference between Hague rules and Hague Visby rules. The duties of the ship owner/carrier are covered under Article III of The Hague Visby Rules. They are 1) The carrier is obliged to exercise due diligence before and at the beginning of the voyage in respect of the following: a) To make the ship sea-worthy b) To properly man, equip and supply her c) To make the holds and other places, where goods are to be carried, fit and safe for their reception, carriage and preservation. 2) The carriers duty to exercise due diligence in above respects is a paramount duty and an overriding

obligation. If subsequently it is established that loss of or damage to cargo resulted from failure of the carrier to exercise due diligence, the carrier will not be permitted to avail of the benefit of the protection otherwise available to him under the rules. 3) The carrier is obliged to properly and carefully load, handle, stow, carry and discharge the cargo. The carrier must have a proper system for taking care of cargo during the time he is in custody thereof. This provision includes aspects such as security, ventilation, maintenance of required temperatures and avoidance of contamination. 4) The carrier must demand of the shipper a Bill of Lading showing (a) leading marks necessary for identification of goods, (b) No of packages / quantity / weight in writing by the shipper, (c) The apparent order & condition of goods. 5) A Bill of Lading issued as above must be shipped any mates receipt. Such a Bill of Lading is evidence of receipt of goods as described therein. Liability of Carriers / ship owner: 1) Unless the value of goods has been declared by the shipper before shipment & has been inserted in Bill of Lading, the carriers liability for loss or damage to goods is limited as provided in the rules. 2) By Hague Visby amendments in 1968, carriers liability was 10,000 francs per package or 30 francs per Kg. [one francs = 65.5 mg of gold of 90% purity] 3) By amendments in 1979, this limit was raised to 666.6 SDRs per package or 2 SDRs per Kg.

4) The 1968 amendment provided that where a container or similar article of transport is used to consolidate goods, this shall be deemed to be the unit concerned. 5) The right to limit liability and for various defenses was extended also to any servant or agent of the carrier but not to an independent contractor. Responsibilities of Shipper: 1) Bill of lading must be prepared by shippers or their freight agents on the carriers printed preform and presented to the carrier or his agent for signature. 2) Following information must be included in Bill of Lading i) Shippers identity, (ii) Vessels name , (iii) Port of loading, (iv) Port of discharge, (v) Quantity of cargo, (vi) Condition of goods, (vii) Date of loading, (viii) Freight, (ix) Condition of carriage

3) It is the responsibility of shipper to clearly declare the nature of goods being shipped. When goods are being shipped without knowledge or consent of carrier, the carrier is free to Jettison land or destroy the goods without any liability. 4) The shipper is responsible for all damages and expenses resulting from the shipment of dangerous goods even when such goods are shipped with knowledge of carrier. The carrier can deal with goods when they become dangerous to ship without any liability except general average. But in such case the shipper is not liable for any consequential loss. Liability of Shipper: 1) If value of goods has not been declared in Bill of Lading,

the shipper will get only 666.6 SDRs per package or 2 SDRs per Kg. 2) In case of loss/damage written notice must be served on carrier within one year of delivery of goods. Difference between Hague Rules & Hague Visby Rules: 1) Under Hague Rules (framed in 1920s) carriers liability was restricted to Great Britain Pounds 100 (gold equivalent) per package. Under Hague-Visby Rules this limit was raised to 10,000 francs (gold e.g.) per package or 30 francs per Kg. As per Hague-Visby Rules the carrier loses his right to limit liability if the damage to cargo resulted from an act of omission of the carrier done with the intent to cause such damage. As per Hague rules no such provision was provided. Thus the carrier could limit his liability to 100 GB pounds even if the damage caused to cargo was done, intentionally with the intent to cause damage.

22) What is General Average Act? Name the essential features of a General Average Act. As per Rule A of the York-Antwerp Rules 1994, there is a general average act when, and only when, any extraordinary sacrifice or expenditure is intentionally and reasonably made or incurred for the common safety for the purpose of preserving from peril the property involved in a common maritime adventure. Essential features of General Average Act In order to have a right to claim a contribution from other

parties to the common maritime adventure, the owner of the vessel which together from danger must be able to show that there was a General Average Act. The components of a general average act are:1) An extra ordinary sacrifice or expenditure 2) Which is intentionally 3) And reasonably made 4) Against a peril, 5) In order to benefit the common venture Sacrifice or Expenditure:Sacrifice examples which may be allowed under G.A.Act are 1) Cargo jettisoned to refloat a grounded vessel or prevent capsizing of dangerously listed vessel. 2) Machinery damage sustained during refloats operations. Expenditure examples a) Cost of salvage expenditure include the salvage award b) Cost of entering, staying & leaving a port of refuge. Moreover the sacrifices or expenditures must be extraordinary in nature & not an ordinary or everyday loss / expense incurred in running a ship & carrying cargos. International sacrifice / expenditure: when a ships CO2 (carbondi-oxide) cylinders are discharged in order to put out fore on board, an international expenditure is incurred which will be allowed in General Average. The cost of refloating in accidentally grounded ship would be allowed in general average since the act of refloating is international. The cost of damage done during running aground however would not be allowed in General Average Act.

Reasonably made sacrifice / expenditure: - Suppose more cargo is jettisoned than was necessary to refloat a grounded ship, the excess would probably not be allowed in General Average Act. Expenditure at a Port of Refuge even or above reasonable expenditure would not be allowed in General average act. Against a Peril:The Peril must have been real & most substantial, although it need not have been imminent. A vessel which lost M/E power in mid ocean would be in peril even though the weather at the time might be good & there seemed to be no immediate threat. The ship its cargo might be endangered if the ship ran aground. The cost of towing to a port of Refuge would normally be allowed in General Average Act. It might be agreed that expenses incurred in taking shelter from a tropical storm during a voyage should be allowed in G.A act, since any tropical storm constitutes a real & substantial peril and action of sheltering is for preservation of all the property involved. Since action however would be ordinary practice of a prudent seaman & hence would not be extraordinary and thus might not be allowed in G.A. act. For Benefit of the Common Venture:The sacrifice / expenditure must be for the common safety and not for the benefit of only one party. E.g. where the refrigerating machine of a loaded reefer vessel breaks down during a voyage through tropical waters, making it imperative for the sake of cargo to put into a port for repairs. The threat of loss is limited to the owners of the cargo & perhaps the freight. As far as the ship itself is concerned, it would quite safely continue, so the cost of the deviation to the repair port would not be allowed in the General Average Act.

23) What are the principles of modern salvage law? What is general average? Explain with content to general average (i) Entitlement, (ii) Artificial, (iii) Adjustment, (iv) Contestation. Salvage occurs when a person, in the absence of a contractual or legal obligation, volunteers to expert efforts to preserve or save a vessel or its contents from peril. Once the property had been successfully salved, the salver is entitled to recover salvage remuneration not surpassing the value of the property so salved. This value is determined at the time and place the salvage service is concluded. But in absence of success, the salvo is entitled to nothing. This is the famous principle of No cure no pay which appeared in Lloyds form of Salvage Agreement in the 19th century. The salvers right is enshrined in a maritime lien on the property to be salved, and this creates a trident of rights for the Salver the lien may be enforced in persona against the vessel owner, in rein against the vessel, and in rein against a sister ship. As per the Rule A of the York Antwerp Rules 1994, There is a general average act when, and only when, any extraordinary sacrifice or expenditure is intentionally and reasonable made or incurred for the common safety for the purpose of preserving from peril the property involved in a common maritime adventure. As per Maritime Insurance Act, 1906, There is a general average act where any extraordinary sacrifice or expenditure is voluntarily and reasonable made or incurred in time of peril for the purpose of preserving the property imperiled in the common adventure.

The five components parts of a general average loss are: 1) An extraordinary sacrifice or expenditure, 2) Which is intentionally, 3) And reasonably made 4) Against a peril 5) In order to benefit the common venture. i) Entitlement to General Average:

- The general average act was normally ordered by the master originally. But now, the York-Antwerp Rules do not restrict the power to the master alone. The ship owner can order the act, directly or through agents. - A claimant is not entitled to obtain contribution from the other parties to the common venture simply because his sacrifice or expenditure falls within the terms of Rule A o