Nitin Mahajan - ASM Orals MMD App

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ASM ORALS SYLLABUS MASTER (FG) NITIN MAHAJAN
A. Safety Management Pg – 1 to Pg – 18
Knowledge of SOLAS Chapter IX, Resolution A.741 (18)
B. Port State Control Pg – 19 to Pg – 58
Knowledge of General aspects, Resolution A.787 (19), amended by A.1052 (27)
C. Survey and certification Pg – 59 to Pg – 82
Knowledge of Details of Certificates required on a passenger, bulk oil, chemical or gas carrier, the
convention to which the certificates belong to.
Damage control plans.
Provision and display of Manoeuvring information on board
D. Fire Protection Pg – 115 to Pg – 144

Knowledge of Fire Application
Maintenance and ready availability, the control plan, fire drills, fixed fire fighting system, various FFA and
its usage.
E. Radio communication Pg – 104 to Pg – 114
Knowledge of Functional requirements, Radio Installations, Radio personnel and Radio records, Avoidance
of false distress alerts.
F. Life saving, search and rescue
Knowledge of Muster list and emergency instructions, drills, on-board maintenance;
Operational readiness; IAMSAR manual; Various LSA and its usage
G. Safety of Navigation Pg – 145 to Pg – 200

Knowledge of Distress Messages
Obligation and procedures, Manning, Ice Navigation, Collision regulations,
Ships reporting system;
Navigation in special areas such as straits of Malacca and Singapore, English Channel, Entrances to
the Baltic Sea; Offshore installation and structuring
Avoidance of Dangerous situation in following and quartering sea;
Aspects of ship handling with or without tugs;
Anchoring and berthing vessel under the influence of tide and wind;
Piracy and armed robbery against ships; Stowaway;
National and international obligation following collision, grounding;
Methods of allocating and surveys subsequent to re-floating;
Abandoning ship, survival procedures;
Precautions when beaching
ASM ORALS NITIN MAHAJAN

ASM ORALS SYLLABUS MASTER (FG) NITIN MAHAJAN
H. Cargoes
Knowledge of provisions for ship carrying liquid chemicals in bulk, Liquid gas in bulk, Solid bulk cargoes
with chemical properties that may entail hazard` during transport, grain in bulk, Carriage of dangerous
packaged goods, care of cargo.
Hague rule, Hague-Visby rules, Hamburg rules on containerization and Multimodal transport.
I. Pollution from Ships
Knowledge of provisions of MARPOL;
Require for reporting incidents;
Evolving dangerous goods, harmful substances or marine pollutants;
National and international liability for oil pollution International compensation fund
J. Miscellaneous provisions Pg – 245 to Pg – 315

Knowledge of safety measures helicopter operations on ship;
National and international provisions on registration of ships;
Official logbooks and its maintenance;
National provision on shipping casualties, investigation and inquiries;
Salvage, LOF 95, towage
NITIN MAHAJAN
ASM ORALS Page 1 NITIN MAHAJAN
Resolution A. 741(19) - INTERNATIONAL SAFETY MANAGEMENT (ISM) CODE 2010
PART A: IMPLEMENTATION
1. GENERAL
1.1 Definitions
The following definitions apply to parts A and B of this Code.
1.1.1 International Safety Management (ISM) Code means the International Management Code for the Safe
Operation of Ships and for Pollution Prevention as adopted by the Assembly, as may be amended by the
Organization.
1.1.2 Company means the owner of the ship or any other organization or person such as the manager, or the
bareboat charterer, who has assumed the responsibility for operation of the ship from the ship-owner and
who, on assuming such responsibility, has agreed to take over all the duties and responsibility imposed by
the Code.
1.1.3 Administration means the Government of the State whose flag the ship is entitled to fly.
1.1.4 Safety Management System means a structured and documented system enabling Company personnel to
implement effectively the Company safety and environmental protection policy.
1.1.5 Document of Compliance means a document issued to a Company which complies with the requirements
of this Code.
1.1.6 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.
1.1.7 Objective evidence means quantitative or qualitative information, records or statements of fact pertaining of
safety or to the existence and implementation of a safety management system element, which is based on
observation, measurement or test and which can be verified.
1.1.8 Observation means a statement of fact made during a safety management audit and substantiated by
objective evidence.
1.1.9 Non-conformity means an observed situation where objective evidence indicates the non-fulfilment of a
specified requirement.
1.1.10 Major non-conformity means an identifiable deviation that poses a serious threat to the safety of 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.
1.1.11 Anniversary date means the day and month of each year that corresponds to the date of expiry of the
relevant document or certificate.
1.1.12 Convention means the International Convention for the Safety of Life at Sea, 1974 as amended.

1.2 Objectives
1.2.1 The objectives of the Code are to ensure safety at sea, prevention of human injury or loss of life, and
avoidance of damage to the environment, in particular to the marine environment, and to property.
1.2.2 Safety-management objectives of the Company should, inter alia:

.1 provide for safe practices in ship operation and a safe working environment;
.2 assess all identified risks to its ships, personnel and the environment and establish appropriate
safeguards; and
.3 continuously improve safety-management skills of personnel ashore and aboard ships, including
preparing for emergencies related both to safety and environmental protection.
1.2.3 The safety-management system should ensure:

.1 compliance with mandatory rules and regulations; and
.2 that applicable codes, guidelines and standards recommended by the Organization, Administrations,
classification societies and maritime industry organizations are taken into account.
1.3 Application
The requirements of this Code may be applied to all ships.
1.4 Functional requirements for a safety-management system

Every Company should develop, implement and maintain a safety management system (SMS) which
includes the following functional requirements:
.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 and shipboard
personnel;
.4 procedures for reporting accidents and non- conformities with the provisions of this Code;
.5 procedures to prepare for and respond to emergency situations; and
.6 procedures for internal audits and management reviews.
2. SAFETY AND ENVIRONMENTAL PROTECTION POLICY
2.1 The Company should establish a safety and environmental-protection policy which describes how the
objectives given in paragraph 1.2 will be achieved.
2.2 The Company should ensure that the policy is implemented and maintained at all levels of the organization
both, ship-based and shore-based
3. COMPANY RESPONSIBILITIES AND AUTHORITY
3.1 If the entity who is responsible for the operation of the ship is other than the owner, the owner must report
the full name and details of such entity to the Administration.
3.2 The Company should define and document the responsibility, authority and interrelation of all personnel
who manage, perform and verify work relating to and affecting safety and pollution prevention.
3.3 The Company is responsible for ensuring that adequate resources and shore-based support are provided to
enable the designated person or persons to carry out their functions.
4. DESIGNATED PERSON(S)
To ensure the safe operation of each ship and to provide a link between the Company and those on board,
every Company, as appropriate, should designate a person or persons ashore having direct access to the
highest level of management. The responsibility and authority of the designated person or persons should
include monitoring the safety and pollution- prevention aspects of the operation of each ship and ensuring
that adequate resources and shore-based support are applied, as required.
5. MASTER'S RESPONSIBILITY AND AUTHORITY
5.1 The Company should clearly define and document the master's responsibility with regard to:
.1 implementing the safety and environmental-protection policy of the Company;
.2 motivating the crew in the observation of that policy;
.3 issuing appropriate orders and instructions in a clear and simple manner;
.4 verifying that specified requirements are observed; and
.5 periodically reviewing the SMS and reporting its deficiencies to the shore-based management.
5.2.1 The Company should ensure that the SMS operating on board the ship contains a clear statement
emphasizing the master's authority. The Company should establish in the SMS that the master has the
overriding authority and the responsibility to make decisions with respect to safety and pollution prevention
and to request the Company's assistance as may be necessary.
6. RESOURCES AND PERSONNEL
6.1 The Company should ensure that the master is:

.1 properly qualified for command;
.2 fully conversant with the Company's SMS; and
.3 given the necessary support so that the master's duties can be safely performed.
6.2 The Company should ensure that each ship is manned with qualified, certificated and medically fit seafarers
in accordance with national and international requirements.
6.3 The Company should establish procedures to ensure that new personnel and personnel transferred to new
assignments related to safety & protection of environment are given proper familiarization with their duties.
Instructions which are essential to be provided prior to sailing should be identified, documented and given.
6.4 The Company should ensure that all personnel involved in the Company's SMS have an adequate
understanding of relevant rules, regulations, codes and guidelines.
6.5 The Company should establish and maintain procedures for identifying any training which may be required
in support of the SMS and ensure that such training is provided for all personnel concerned.
6.6 The Company should establish procedures by which the ship's personnel receive relevant information on
the SMS in a working language or languages understood by them.
6.7 The Company should ensure that the ship's personnel are able to communicate effectively in the execution
of their duties related to the SMS.
7. SHIPBOARD OPERATIONS
The Company should establish procedures, plans and instructions, , including checklist as appropriate, for
key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks should be defined and assigned to qualified personnel.
8. EMERGENCY PREPAREDNESS
8.1 The Company should identify potential emergency shipboard situations, and establish procedures to
respond to them.
8.2 The Company should establish programmes for drills and exercises to prepare for emergency actions.
8.3 The SMS should provide for measures ensuring that the Company's organization can respond at any time to
hazards, accidents and emergency situations involving its ships.
9. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS

OCCURRENCES
9.1 The SMS should include procedures ensuring that non- conformities, accidents and hazardous situations are
reported to the Company, investigated and analysed with the objective of improving safety and pollution
prevention.
9.2 The Company should establish procedures for the implementation of corrective action, including measures
intended to prevent recurrence.
10. MAINTENANCE OF THE SHIP AND EQUIPMENT
10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the
provisions of the relevant rules and regulations and with any additional requirements which may be
established by the Company.
10.2 In meeting these requirements the Company should ensure that:

.1 inspections are held at appropriate intervals;
.2 any non-conformity is reported, with its possible cause, if known;
.3 appropriate corrective action is taken; and
.4 records of these activities are maintained.
10.3 The Company should identify equipment and technical systems the sudden operational failure of which
may result in hazardous situations. The SMS should provide for specific measures aimed at promoting the
reliability of such equipment or systems. These measures should include the regular testing of stand-by
arrangements and equipment or technical systems that are not in continuous use.
10.4 The inspections mentioned in 10.2 as well as the measures referred to in 10.3 should be integrated into the
ship's operational maintenance routine.

11. DOCUMENTATION
11.1 The Company should establish and maintain procedures to control all documents and data which are
relevant to the SMS.
11.2 The Company should ensure that:
.1 valid documents are available at all relevant locations;
.2 changes to documents are reviewed and approved by authorized personnel; and
.3 obsolete documents are promptly removed.
11.3 The documents used to describe and implement the SMS may be referred to as the Safety Management
Manual. Documentation should be kept in a form that the Company considers most effective. Each ship
should carry on board all documentation relevant to that ship.
12. COMPANY VERIFICATION, REVIEW AND EVALUATION
12.1 The Company should carry out internal safety audits on board and ashore at intervals not exceeding twelve
months to verify whether safety and pollution-prevention activities comply with the SMS. In exceptional
circumstances, this interval may be exceeded by not more than three months.
12.2 The Company should periodically evaluate the effectiveness of the SMS in accordance with procedures
established by the Company.
12.3 The audits and possible corrective actions should be carried out in accordance with documented procedures.
12.4 Personnel carrying out audits should be independent of the areas being audited unless this is impracticable
due to the size and the nature of the Company.
12.5 The results of the audits & reviews should be brought to the attention of all personnel having responsibility
in the area involved.
12.6 The management personnel responsible for the area involved should take timely corrective action on
deficiencies found.
PART B – CERTIFICATION AND VERIFICATION
13 CERTIFICATION AND PERIODICAL VERIFICATION
13.1 The ship should be operated by a Company which has been issued with a Document of Compliance or with
an Interim Document of Compliance in accordance with paragraph 14.1, relevant to that ship.
13.2 The Document of Compliance should be issued by the Administration, by an organization recognized by
the Administration or, at the request of the Administration, by another Contracting Government to the
Convention to any Company complying with the requirements of this Code for a period specified by the
Administration which should not exceed five years. Such a document should be accepted as evidence that
the Company is capable of complying with the requirements of this Code.
13.3 The Document of Compliance is only valid for the ship types explicitly indicated in the document. Such
indication should be based on the types of ships on which the initial verification was based. Other ship
types should only be added after verification of the Company’s capability to comply with the requirements
of this Code applicable to such ship types. In this context, ship types are those referred to in regulation IX/1
of the Convention.
13.4 The validity of a Document of Compliance should be subject to annual verification by the Administration
or by an organization recognized by the Administration or, at the request of the Administration by another
Contracting Government within three months before or after the anniversary date.
13.5 The Document of Compliance should be withdrawn by the Administration or, at its request, by the
Contracting Government which issued the document, when the annual verification required in paragraph
13.4 is not requested or if there is evidence of major non-conformities with this Code.
13.5.1 All associated Safety Management Certificates and/or Interim Safety Management Certificates should also
be withdrawn if the Document of Compliance is withdrawn.
13.6 A copy of the Document of Compliance should be placed on board in order that the master of the ship, if so
requested, may produce it for verification by the Administration or by an organization recognized by the
Administration or for the purposes of the control referred to in regulation IX/6.2 of the Convention. The
copy of the document is not required to be authenticated or certified.
13.7 The Safety Management Certificate should be issued to a ship for a period which should not exceed five
years by the Administration or an organization recognized by the Administration or, at the request of the
Administration, by another Contracting Government. The Safety Management Certificate should be issued
after verifying that the Company and its shipboard management operate in accordance with the approved
safety management system. Such a certificate should be accepted as evidence that the ship is complying
with the requirements of this Code.
13.8 The validity of the Safety Management Certificate should be subject to at least one intermediate verification
by the Administration or an organization recognized by the Administration or, at the request of the
Administration, by another Contracting Government. If only one intermediate verification is to be carried
out and the period of validity of the Safety Management Certificate is five years, it should take place
between the second and third anniversary date of the Safety Management Certificate.
13.9 In addition to the requirements of paragraph 13.5.1, the Safety Management Certificate should be
withdrawn by the Administration or, at the request of the Administration, by the Contracting Government
which has issued it when the intermediate verification required in paragraph 13.8 is not requested or if there
is evidence of major non-conformities with this Code.
13.10 Notwithstanding the requirements of paragraphs 13.2 and 13.7, when the renewal verification is completed
within three months before the expiry date of the existing Document of Compliance or Safety Management
Certificate, the new Document of Compliance or the new Safety Management Certificate should be valid
from the date of completion of the renewal verification for a period not exceeding five years from the date
of expiry of the existing Document of Compliance or Safety Management Certificate.
13.11 When the renewal verification is completed more than three months before the expiry date of the existing
Document of Compliance or Safety Management Certificate, the new Document of Compliance or the new
Safety Management Certificate should be valid from the date of completion of the renewal verification for a
period not exceeding five years from the date of completion the renewal verification.
13.12 When the renewal verification is completed after the expiry date of the existing Safety Management
Certificate, the new Safety Management Certificate should be valid from the date of completion of the
renewal verification to a date not exceeding five years from the date of expiry of the existing Safety
Management Certificate.
13.13 If a renewal verification has been completed and a new Safety Management Certificate cannot be issued or
placed on board the ship before the expiry date of the existing certificate, the Administration or
organization recognized by the Administration may endorse the existing certificate and such a certificate
should be accepted as valid for a further period which should not exceed five months from the expiry date.
13.14 If a ship at the time when a Safety Management Certificate expires is not in a port in which it is to be
verified, the Administration may extend the period of validity of the Safety Management Certificate but this
extension should be granted only for the purpose of allowing the ship to complete its voyage to the port in
which it is to be verified, and then only in cases where it appears proper and reasonable to do so. No Safety
Management Certificate should be extended for a period of longer than three months, and the ship to which
an extension is granted should not, on its arrival in the port in which it is to be verified, be entitled by virtue
of such extension to leave that port without having a new Safety Management Certificate. When the
renewal verification is completed, the new Safety Management Certificate should be valid to a date not
exceeding five years from the expiry date of the existing Safety Management Certificate before the
extension was granted.
14 INTERIM CERTIFICATION
14.1 An Interim Document of Compliance may be issued to facilitate initial implementation of this Code when:
.1 a Company is newly established; or
.2 new ship types are to be added to an existing Document of Compliance, following verification that the
Company has a safety management system that meets the objectives of paragraph 1.2.3 of this Code,
provided the Company demonstrates plans to implement a safety management system meeting the full
requirements of this Code within the period of validity of the Interim Document of Compliance. Such an
Interim Document of Compliance should be issued for a period not exceeding 12 months by the
Administration or by an organization recognized by the Administration or, at the request of the
Administration, by another Contracting Government. A copy of the Interim Document of Compliance
should be placed on board in order that the master of the ship, if so requested, may produce it for
verification by the Administration or by an organization recognized by the Administration or for the
purposes of the control referred to in regulation IX/6.2 of the Convention. The copy of the document is not
required to be authenticated or certified.
14.2 An Interim Safety Management Certificate may be issued:
.1 to new ships on delivery;
.2 when a Company takes on responsibility for the operation of a ship which is new to the Company; or
.3 when a ship changes flag. Such an Interim Safety Management Certificate should be issued for a period
not exceeding 6 months by the Administration or an organization recognized by the Administration or, at
the request of the Administration, by another Contracting Government.
14.3 An Administration or, at the request of the Administration, another Contracting Government may, in
special cases, extend the validity of an Interim Safety Management Certificate for a further period which
should not exceed 6 months from the date of expiry.
14.4 An Interim Safety Management Certificate may be issued following verification that:
.1 the Document of Compliance, or the Interim Document of Compliance, is relevant to the ship concerned;
.2 the safety management system provided by the Company for the ship concerned includes key elements of
this Code and has been assessed during the audit for issuance of the Document of Compliance or
demonstrated for issuance of the Interim Document of Compliance;
.3 the Company has planned the internal audit of the ship within three months;
.4 the master and officers are familiar with the safety management system and the planned arrangements for
its implementation;
.5 instructions, which have been identified as being essential, are provided prior to sailing; and
.6 relevant information on the safety management system has been given in a working language or
languages understood by the ship’s personnel.
15. VERIFICATION
15.1 All verifications required by the provisions of this Code should be carried out in accordance with
procedures acceptable to the Administration, taking into account the guidelines developed by the
Organization*.
*: Refer to the Guidelines on implementation of the International Safety Management (ISM) Code by
Administrations adopted by the Organization by resolution. A.1022 (26)
16. FORMS OF CERTIFICATES
16.1 The Document of Compliance, the Safety Management Certificate, the Interim Document of Compliance
and the Interim Safety Management Certificate should be drawn up in a form corresponding to the models
given in the appendix to this Code. If the language used is neither English nor French, the text should
include a translation into one of these languages.
16.2.1 In addition to the requirements of paragraph 13.3 the ship types indicated on the Document of Compliance
and the Interim Document of Compliance may be endorsed to reflect any limitations in the operations of the
ships described in the safety managing system.
Additionally, Resolution A.1022 (26) - Guidelines for Implementation of ISM by Admin
Difference between ISM Code 1997 and ISM Code 2002

ISM 1997 – 13 Chapters
ISM 2002 – 16 Chapters
Chapters added: 14. Interim Certification
15. Verification
16. Forms of Certificates
Part A: Implementation (Chapters 1 – 12)
Part B: Certification and Verification (Chapters 13 – 16)
Difference between ISM Code 2002 and ISM Code 2010

(Underlined text is added / changed in the Contents of ISM 2010)
Foreword
Chapter IX – Management for the safe operation of ships (SOLAS, 1974)
Resolution A.741 (18) as amended by MSC.104 (73), MSC.179 (79), MSC.195 (80), MSC.273 (85) ISM Code
Resolution A.1022 (26) Guidelines on implementation of the ISM Code by Administrations
(Revoked A.913 (22) applicable in ISM Code 2002 on 1st July 2010)
MSC-MEPC.7/Circ.5 Guidelines for the operational implementation of the ISM Code by Companies
MSC-MEPC.7/Circ.6 Guidelines on the qualifications, training and experience necessary for undertaking
the role of the designated person under the provisions of the ISM Code
MSC-MEPC.7/Circ.7 Guidelines on near-miss reporting

AMENDMENTS to the ISM Code 2002 effective 1st July 2010 incorporated in ISM Code 2010
Resolution MSC.273 (85) (adopted on 4 December 2008)
1. 1.1 Definitions:
1.1.10 "Major non-conformity" means an identifiable deviation that poses a serious threat to the safety of
personnel or the ship or a serious risk to the environment that requires immediate corrective action and
includes “ or ” the lack of effective and systematic implementation of a requirement of this Code.
2. 1.2 Objectives
1.2.2 Safety management objectives of the Company should, inter alia:
.2 establish safeguards against all identified risks; and
“.2 assess all identified risks to its ships, personnel and the environment and establish appropriate
safeguards; and”
3. 5 MASTER'S RESPONSIBILITY AND AUTHORITY
5.1 The Company should clearly define and document the master's responsibility with regard to:
.5 “ Periodically ” reviewing the safety management system and reporting its deficiencies to the shore-
based management.
4. 7 DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS
The Company should establish procedures …….. assigned to qualified personnel.
“ 7 SHIPBOARD OPERATIONS
The Company should establish procedures, plans and instructions, including checklists as appropriate, for
key shipboard operations concerning the safety of the personnel, ship and protection of the environment.
The various tasks should be defined and assigned to qualified personnel. ”
5. 8 EMERGENCY PREPAREDNESS
8.1 The Company should establish procedures to …… shipboard situations.
“ 8.1 The Company should identify potential emergency shipboard situations, and establish procedures to
respond to them. ”
6. 9 REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS

OCCURRENCES
9.2 The Company should establish procedures for the implementation of corrective action.

“ 9.2 The Company should establish procedures for the implementation of corrective action, including
measures intended to prevent recurrence. ”
7. 10 MAINTENANCE OF THE SHIP AND EQUIPMENT
10.3 The Company should establish procedures in its safety management system to identify equipment and
technical systems ……. technical systems that are not in continuous use.
8. 12 COMPANY VERIFICATION, REVIEW AND EVALUATION
12.1 The Company should carry …….. the safety management system.
“ 12.1 The Company should carry out 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. ”
9. 12.2 The Company should periodically evaluate the efficiency of and, when needed, review “effectiveness
of” the safety management system in accordance with procedures established by the Company.
10. 13 CERTIFICATION AND PERIODICAL VERIFICATION
“ 13.12 When the renewal verification is completed after the expiry date of the existing Safety Management
Certificate, the new Safety Management Certificate should be valid from the date of completion of the
renewal verification to a date not exceeding five years from the date of expiry of the existing Safety
Management Certificate.
13.13 If a renewal verification has been completed and a new Safety Management Certificate cannot be
issued or placed on board the ship before the expiry date of the existing certificate, the Administration or
organization recognized by the Administration may endorse the existing certificate and such a certificate
should be accepted as valid for a further period which should not exceed five months from the expiry date.
13.14 If a ship at the time when a Safety Management Certificate expires is not in a port in which it is to be
verified, the Administration may extend the period of validity of the Safety Management Certificate but this
extension should be granted only for the purpose of allowing the ship to complete its voyage to the port in
which it is to be verified, and then only in cases where it appears proper and reasonable to do so. No Safety
Management Certificate should be extended for a period of longer than three months, and the ship to which
an extension is granted should not, on its arrival in the port in which it is to be verified, be entitled by virtue
of such extension to leave that port without having a new Safety Management Certificate. When the
renewal verification is completed, the new Safety Management Certificate should be valid to a date not
exceeding five years from the expiry date of the existing Safety Management Certificate before the
extension was granted. ”

11. 14 INTERIM CERTIFICATION
14.4 An Interim Safety Management Certificate may be issued following verification that:
.3 the Company has planned the “ internal ”audit of the ship within three months;
12. 16 FORMS OF CERTIFICATES
The following new form is added after existing form of “ENDORSEMENT FOR INTERMEDIATE
VERIFICATION AND ADDITIONAL VERIFICATION (IF REQUIRED)”:
Certificate No.
ENDORSEMENT WHERE THE RENEWAL VERIFICATION HAS BEEN
COMPLETED AND PART B 13.13 OF THE ISM CODE APPLIES
The ship complies with the relevant provisions of part B of the ISM Code, and the Certificate should, in
accordance with part B 13.13 of the ISM Code, be accepted as valid until …………..
Signed ...............................................
(Signature of authorized official)
Place .................................................
Date ..................................................
(Seal or stamp of the authority, as appropriate)
ENDORSEMENT TO EXTEND THE VALIDITY OF THE CERTIFICATE UNTIL
REACHING THE PORT OF VERIFICATION WHERE PART B 13.12
OF THE ISM CODE APPLIES OR FOR A PERIOD OF GRACE
WHERE PART B 13.14 OF THE ISM CODE APPLIES
This Certificate should, in accordance with part B 13.12 or part B 13.14 of the ISM Code, be accepted as valid
until …………..
Signed ...............................................
(Signature of authorized official)
Place .................................................
Date ..................................................
(Seal or stamp of the authority, as appropriate)

1. How will you ensure from your office that the ship you are joining is a safe ship (before joining)?
By checking DOC, SMC, SMS Manuals, Internal / External audits reports, PSC & Flag state deficiency reports.
2. What is the purpose of ISM?
To provide an international standard for the safe management and operation of ships and for pollution prevention
3. What are the functional requirements of the SMS?
Every Company should develop, implement and maintain a safety management system (SMS) which
includes the following functional requirements:
.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 and shipboard
personnel;
.4 procedures for reporting accidents and non- conformities with the provisions of this Code;
.5 procedures to prepare for and respond to emergency situations; and
.6 procedures for internal audits and management reviews
4. Oil in Water. What will you do?
1. Prepare report as per ISM Ch.9 – Report NC’s, Accidents or hazardous occurrences
2. Report to nearest coastal state as per SOLAS, MARPOL and MSA
(Refer ALRS Vol.1 – Maritime Radio Stations or ITU – List of Coast Stations).
The master or person in charge of the vessel involved in an incident must report details to:
 the appropriate officer or government agency of the affected country; and
 either:
 the National Response Center (NRC) at 800-424-8802 (telex 892427),
 the nearest Coast Guard Captain of the Port (COTP),
 Coast Guard of EPA presdesignated OSC for the geographic area where the discharge occurs, or
 if it is not possible to notify any of the above, reports may be made to the nearest Coast Guard unit,
provided that the NRC is notified as soon as possible.

5. How does Company ensure compliance with ISM Code?
By conducting Internal / External audits.
6. What do you understand by “Safety Management Manual”?
It is the documentation used to describe and implement the Safety Management System (SMS).
7. What is difference between Internal and external audits? Who conducts them?
To check that the companies are carrying out all the regulations properly both on ship and on shore, audits
are carried out.
Audits are mainly divided into - Internal and External Audits.
A certificate is granted to the ship after successful completion of every survey.
The internal audits are carried out by the company itself. This is to ensure that all the on board practices
and methods are in accordance with the SMS.
The external audits are carried out by the classification bureau and a DOC is granted only if the
conditions are met satisfactorily.
8. Can onboard staff conduct the internal audit for ISM Code?
Yes, if documented in the Safety Management Manual.
(Code: 12.4 Personnel carrying out audits should be independent of the areas being audited unless this is
impracticable due to the size and the nature of the Company.)
9. What do you understand by "Audit" ?
“Audit” means a process of systematic and independent verification, through the collection of objective
evidence, to determine whether the SMS complies with the requirements of the ISM Code and whether the SMS is
implemented effectively to achieve the Code’s objectives.
“Auditor” means a person who is qualified and authorised to carry out ISM audits in accordance with the
requirements of PR10
10. What is the procedure for annual audits of DOC?
Annual audits to be carried out within 3 months of anniversary date of DOC.
1. Annual audit shall ensure that all Branch Offices are visited during period of validity of the DOC
The audit of the branch offices shall be agreed with the company.
The frequency of branch office audits shall be determined based on the nature and extent of the
activities undertaken by each branch office.
2. If an additional Branch Office is included by the Company in its SMS during the period of validity of
the DOC, it shall be verified at the next scheduled verification.
The additional Branch Office shall be included in the DOC when the DOC is endorsed.
11. What is the purpose of SMS / DOC audit ?
Purpose of an audit is to ensure that:

(i) the SMS complies with the requirements of the ISM Code;
(ii) the SMS is being implemented effectively and in such a way as to ensure that the objectives of the ISM
Code are met.
12. Can an SMC audit be carried out whilst the vessel is in Dry-Dock?
No, since the vessel is not considered operational at that time.
13. What are the bare-bones of a S.M.S.?
The Code of Safe Working Practice
14. What are the bare-bones of the I.S.M. code?
The Safety Management System (S.M.S.)
15. Why was 1 July 2002 a critical date?
From 1 July 2002, all cargo ships and mobile offshore drilling units (MODUs) of 500 GT had to comply
with the requirements of the ISM Code.
On 1 July 1998, the ISM Code became mandatory under SOLAS and from that date it applied to passenger
ships, including passenger high-speed craft; and oil tankers, chemical tankers, gas carriers, bulk carriers
and cargo high-speed craft of 500 GT and above.
On 1 July 2002, for other cargo ships – including general cargo ships and container ships and mobile
offshore drilling units of 500 GT and above.
16. On what basis is the DOC and SMC issued?
The Company must develop, implement and maintain a safety-management system (SMS), in accordance
with the functional requirements listed in the ISM Code.
This means there must be documentation on board the ship which outlines the procedures and policies
listed above.
The company must show the Administration or recognized organization assessing verification with the
Code that the policies and procedures are being implemented in a practical way, in order to gain the
Document of Compliance (DOC) and Safety Management Certificate (SMC).

17. What is Risk Management
Life itself is fundamentally risky, and even if you stayed indoors all day, statistics inform us that more accidents
happen in the home than elsewhere! Humans learn to mitigate risks from the earliest age, parents teaching
their children that heat burns and traffic can kill. The sorts of risks that can be encountered aboard ship are
really just an advanced development of these basics.
If you understand risks, you can minimise their consequences or perhaps avoid them entirely, and this is behind
the principle of Risk Management. And if you have formal procedures for this, rather than relying on instinct, it
will be the most effective method of circumventing all the hazards you are likely to encounter.
If you are to properly manage a risk you need first of all to recognise that it exists, which requires a risk
“assessment”. This is best explained by a simple example of, say, a seaman wishing to undertake a task at
height. What could be simpler - requiring just the use of a ladder. But a proper risk assessment would
recognise that ladders aboard a moving ship are fundamentally hazardous and it would be necessary to lash
the ladder to prevent it from moving. In addition, the assessment would also conclude that to work at a height
may well require a lifeline, and that the work ought not to be done unaccompanied. It might also require
protective clothing and hard hats.
This may appear to be common sense, but such a risk assessment needs to be formally undertaken for any task
that involves hazards, and even to ascertain that there is no risk. Some might suggest that merely “looking
before you leap” is sufficient management of a potential risk, but experience (and analysis of many accidents)
have shown that a more formal approach, with written rules and procedures for potentially hazardous tasks
are much more effective at preventing accidents caused by people making wrong judgements, possibly on the
spur of the moment. The level of risk requires first to be identified and assessed, if proper precautions are to be
taken to keep people safe. It may not be possible to eliminate risk, but by understanding it, and employing safe
procedures, most risks will become manageable.
So the proper management of risk becomes an inherent part of any task aboard ship, whether it is assessing
how to use that ladder properly to work at height, to safely moor or unmoor the ship or to conduct a safe
navigational passage. Forethought, understanding of the hazards, obtaining the best possible information, and
use of the proper tools and the right procedures might all be thought of as important elements in the
management of risks.
18. As per ISM, how do you contact your company in case of an emergency?
1ST CONTACT DP OR ALTERNATE DP AS PER EMERGENCY CONTACT LIST

2ND SEND EMERGENCY REPORT FORM
3RD FOLLOW UP WITH SPECIFIC EMERGENCY REPORT FORM
4TH NCR FOR RECORD OF INVESTIGATION, CORRECTIVE ACTION TAKEN AND MEASURES TO
PREVENT REOCCURANCE
19. Who is responsible for the safety of the crew?
The Captain

20. Who is responsible for the running costs and repairs to the ship?
The Owners
21. Who's signature goes on the health and safety policy on the ship?
The Chief Executive of the company
22. What is the main cause of accidents/pollution on a ship?
Human Error
23. Why is so important to have muster drills and debriefs on a ship?
To minimize accidents and prepare for emergencies on a ship
24. What pre-cautions while bunkering a ship (re-fuelling a ship)?
(i) Double up mooring ropes

(ii) Have someone man ready to shut off the fuel stop at the fuelling rig
(iii) Have someone ready to shut off the fuel stop on the ship
(iv) Have fire extinguishers handy
(v) Have an oil dispersant ready
(vi) Block freeing ports incase of spillage
(vii) Use Save-alls
(viii) Have no smoking signs (placards) posted
(ix) Make sure no hot work to be carried out
(x) No Naked flames
(xi) Make sure you have adequate ventilation
(xii) Make sure you know the amount of fuel you need and slow it down the last 100 litres
25. What are your responsibilities if you have a fuel spill?
To alert the Coastguard and then follow the procedures in the S.O.P.E.P. manual
26. The Coastguard is responsible for oil pollution monitoring, what if you had a fuel spill?
In the S.O.P.E.P. manual you would have a list of authorities you are required to report too
27. What is a D.P. and who regards this person as important?
A Designated Person and the M.C.A regards information from him with the highest esteem
28. A D.P. what level of management can he approach?
Straight to the top (Chief Executive)
29. What does a company receive when it achieves a successful audit?
A D.O.C. (Document of Compliance)

30. What documents are required to get a D.O.C.?
An S.M.S. (Safety and Management System)
31. How long does a D.O.C. last for?
5 years plus/minus 3 months (it also has an annual inspection)
32. How long does a S.M.S. last for?
5 years with an inspection every 2-3 years to keep it valid
33. What ships does the I.S.M. apply to?
From 2002 all ships over 500grt
34. If under 500grt do they have to use the I.S.M. code?
No, they use it voluntary, but the M.C.A wants everyone to use it
35. What is the corner stone of good safety management?
Commitment from the head of the company (Chief Executive)
36. Who should define and document the responsibility in authority of shipboard personnel?
The Company
37. What document will the company supply to all their ships under its management?
The Safety and Management manual (Health & Safety Policy)
38. How do you report any accident(s) and non-conformities?
By reporting to the skipper/safety officer, to the D.P. ashore or by V.H.F. to the M.C.A. /M.A.I.B. on an
I.R.F. as well as to the company
39. What size of ships should voluntarily use the I.S.M. code?
Ships between 150grt and 500grt
40. What two statutory instruments do you require for an application for an I.S.M. code?
D.O.C. & S.M.C. (Document of Compliance & Safety Management Certificate)
41. When will a D.O.C. be issued?
When a company demonstrates plans to implement a S.M.S. meeting the full requirements of the code

42. What will be issued to each ship after a successful onboard audit of the S.M.S.?
An S.M.C.
43. What should be the safety management objectives of the company?
(i) Provide safe ship operations and safe working practice

(ii) Do a risk assessment on the vessel
(iii) Keep improving safety standards & skills of personnel onboard & ashore (Musters and drills)
44. What should the safety management system ensure?
Its should ensure compliance with rules/regs and all codes/guidelines and standards recommended by
I.M.O. /M.C.A. and classification societies
45. What should a company do to implement/maintain and develop an S.M.S.?
(i) A safety and environmental policy

(ii) Instruction on procedures for safe operation of ships and protection of the environment
(iii) Defined levels of authority and lines of communication between shore/ship personnel
(iv) Reporting procedures for accidents and defects of the ship
(v) Musters and drills
(vi) Internal audits
46. What is the master's responsibility?
(i) Carrying out the safety and pollution control policy of the company
(ii) The master has the authority to take any steps and issue any orders for the preservation of live and
safety of the ship
47. What should provide the required training in support of the S.M.S.?
The Company
48. Who is responsible for correcting defects on a ship?
The Company
49. What action is taken to review the companies/ships S.M.S.?
Internal audits
50. Where are the D.O.C. / S.M.C. kept at?
It’s kept onboard the vessel
51. Does the M.C.A. have power to impound a ship if it has defects or does not have a D.O.C.?
Yes the ship can be impounded for both

Resolution A.1052 (27) PROCEDURES FOR PORT STATE CONTROL, 2011

REVOKES resolutions A.787 (19) and A.882 (21) Adopted on 30 November 2011
Earlier: 6 Chapters & 7 Appendices (amended to 9 appendices by A.882 (21)
40 Certificates & Documents required.
Now: 5 Chapters & 18 Appendices; Additionally, applicable to ships under AFS (Anti-Fouling Systems).
66 Certificates & Documents required and 6 References
Fundamental Aim of PSC: To eliminate sub-standard ships to ensure Safe Ships & Cleaner Seas.
Main Purpose of PSC: To prevent a ship proceeding to sea, if it is unsafe or presents an unreasonable threat of
harm to the Marine Environment.
In Case of Detention: Notification in writing to Flag State Administration & Organization (issuing Certificate)
Information to include: Ship Name, IMO no., Copy of Form A and Form B (App.13), Time of Detention &
Copies of any Detention Order
In Case of Release: Notification in writing to Flag State Administration & Organization (issuing Certificate)
Information to include: Ship Name, IMO no., Copy of Form B (App.13), Date &Time of Release
List of PSC MOU’s:
1. Tokyo MOU (Asia-Pacific MoU)

2. Riyadh MoU (Gulf Region)
3. Indian Ocean MOU VASCO DA GAMA (GOA)
4. Paris MOU NIR
5. Caribbean MOU
6. Latin American Agreement on Port State Control of Vessels (Acuerdo de Viña del Mar Agreement)
7. Abuja MOU (West and Central Africa MoU)
8. Mediterranean MOU
9. Black Sea MOU
CIC – Concentrated Inspection Campaign
1. Focus on specific areas where high levels of deficiencies have been encountered by PSCO’s or where
new convention requirements have recently entered into force;
2. When boarding a ship, PSC Inspector will check certain equipment and documentation onboard besides
the general routine PSC Inspection;
3. Typically concentrated over period of 3 months;
4. Usually announced in press and on web-site.

CHAPTER 1 – GENERAL
1.1 Purpose 3
1.2 Application 3
1.3 Introduction 3
1.4 Provision for port State control 4
1.5 Ships of non-Parties 4
1.6 Ships below convention size 5
1.7 Definitions 5
1.8 Professional profile of PSCOs 6
1.9 Qualification and training requirements of PSCOs 6
CHAPTER 2 – PORT STATE INSPECTIONS

2.1 General 7
2.2 Initial Inspections
2.3 General procedural guidelines for PSCOs
2.4 Clear grounds
2.5 More detailed inspections
CHAPTER 3 – CONTRAVENTION AND DETENTION

3.1 Identification of a substandard ship
3.2 Submission of information concerning deficiencies
3.3 Port State action in response to alleged substandard ships
3.4 Responsibilities of port State to take remedial action
3.5 Guidance for the detention of ships
3.6 Suspension of inspection
3.7 Procedures for rectification of deficiencies and release

CHAPTER 4 – REPORTING REQUIREMENTS

4.1 Port State reporting
4.2 Flag State reporting
4.3 Reporting of allegations under MARPOL
CHAPTER 5 – REVIEW PROCEDURES

5.1 Report of comments
APPENDICES
Appendix 1 Code of Good Practice for port State control officers conducting inspections within the
framework of the regional Memoranda of Understanding and Agreement on Port State
Control (MSC-MEPC.4/Circ.2)
Appendix 2 Guidelines for the detention of ships
Appendix 3 Guidelines for investigations and inspections carried out under Annex I of MARPOL
Appendix 4 Guidelines for investigations and inspections carried out under Annex II of MARPOL
Appendix 5 Guidelines for discharge requirements under Annexes I and II of MARPOL
Appendix 6 Guidelines for more detailed inspections of ship structural and equipment requirements
Appendix 7 Guidelines for control of operational requirements
Appendix 8 Guidelines for port State control related to the ISM Code
Appendix 9 Guidelines for port State control related to LRIT
Appendix 10 Guidelines for port State control under the 1969 Tonnage Convention
Appendix 11 Minimum manning standards and certification
Appendix 12 List of certificates and documents
Appendix 13 Report of inspection in accordance with IMO port State control procedures
Appendix 14 Report of deficiencies not fully rectified or only provisionally repaired
Appendix 15 Report of action taken to the notifying authority
Appendix 16 Format for the Report of contravention of MARPOL (article 6)
Appendix 17 Comments by flag State on detention report
Appendix 18 List of instruments relevant to PSC procedures

CHAPTER 1 – GENERAL
1.1 PURPOSE
This document is intended to provide basic guidance on the conduct of port State control inspections and
afford consistency in the conduct of these inspections, the recognition of deficiencies of a ship, its
equipment, or its crew, and the application of control procedures.
1.2 APPLICATION: These Procedures apply to ships falling under the provisions of:
SOLAS; SOLAS Protocol 1988;
Load Lines; Load Lines Protocol 1988;
MARPOL, 1973, modified by Protocols of 1978 & 1997; STCW;
Tonnage; AFS.
1.2.3 In exercising port State control, Parties should only apply those provisions of the conventions which are
in force and which they have accepted.
1.2.4 If a port State exercises port State control based on International Labour Organization (ILO)
Convention No.147, "Merchant Shipping (Minimum Standards) Convention, 1976", guidance on
the conduct of such control inspections is given in the ILO publication "Inspection of Labour
Conditions on board Ship: Guidelines for Procedure".
1.3 INTRODUCTION
1.3.1 Under the provisions of the applicable conventions set out in section 1.2 above, the Administration (i.e.
the Government of the flag State) is responsible for promulgating laws and regulations and for
taking all other steps which may be necessary to give the applicable conventions full and complete
effect so as to ensure that, from the point of view of safety of life and pollution prevention, a ship is
fit for the service for which it is intended and seafarers are qualified and fit for their duties.
1.3.2 In some cases it may be difficult for the Administration to exercise full and continuous control over
some ships entitled to fly the flag of its State, for instance those ships which do not regularly call at a
port of the flag State. The problem can be, and has been, partly overcome by appointing inspectors at
foreign ports and/or authorizing recognized organizations to act on behalf of the flag State
Administration.
1.6 SHIPS BELOW CONVENTION SIZE
1.6.2 To the extent a relevant instrument is not applicable to a ship below convention size, the PSCO's task
should be to assess whether the ship is of an acceptable standard in regard to safety and the environment.
In making that assessment, the PSCO should take due account of such factors as the length and
nature of the intended voyage or service, the size and type of the ship, the equipment provided and
the nature of the cargo.

1.7 DEFINITIONS
1.7.2 Clear grounds: Evidence that the ship, its equipment, or its crew does not correspond
substantially with the requirements of the relevant conventions or that the master or crew
members are not familiar with essential shipboard procedures relating to the safety of ships or the
prevention of pollution. Examples of clear grounds are included in section 2.4.
1.7.3 Deficiency: A condition found not to be in compliance with the requirements of the relevant convention.
1.7.4 Detention: Intervention action taken by the port State when the condition of the ship or its crew does
not correspond substantially with the applicable conventions to ensure that the ship will not sail until it
can proceed to sea without presenting a danger to the ship or persons on board, or without presenting an
unreasonable threat of harm to the marine environment, whether or not such action will affect the
normal schedule of the departure of the ship.
1.7.5 Inspection: A visit on board a ship to check both the validity of the relevant certificates and other
documents, and the overall condition of the ship, its equipment and its crew.
1.7.6 More detailed inspection: An inspection conducted when there are clear grounds for believing that the
condition of the ship, its equipment or its crew does not correspond substantially to the particulars of the
certificates.
1.7.7 Port State Control Officer (PSCO): A person duly authorized by the competent authority of a Party to
a relevant convention to carry out port State control inspections, and responsible exclusively to that
Party.
1.7.8 Recognized organization: An organization which meets the relevant conditions set forth by resolution
A.739(18), as amended by resolution MSC.208(81), and resolution A.789(19), and has been authorized
by the flag State Administration to provide the necessary statutory services and certification to ships
entitled to fly its flag.
1.7.9 Stoppage of an operation: Formal prohibition against a ship to continue an operation due to an
identified deficiency (ies) which, singly or together, render the continuation of such operation
hazardous.
1.7.10 Substandard ship: A ship whose hull, machinery, equipment or operational safety is substantially
below the standards required by the relevant convention or whose crew is not in conformance
with the safe manning document.
1.7.11 Valid certificates: A certificate that has been issued directly by a Party to a relevant convention or on
its behalf by a recognized organization and contains accurate and effective dates meets the provisions of
the relevant convention and to which the particulars of the ship, its crew and its equipment correspond.

CHAPTER 2 – PORT STATE INSPECTIONS
2.1 GENERAL
2.1.1 In accordance with the provisions of the applicable conventions, Parties may conduct inspections by
PSCOs of foreign ships in their ports.
2.1.2 Such inspections may be undertaken on the basis of:
.1 the initiative of the Party;
.2 the request of, or on the basis of, information regarding a ship provided by another Party; or
.3 information regarding a ship provided by a member of the crew, a professional body, an

association, a trade union or any other individual with an interest in the safety of the ship, its crew
and passengers, or the protection of the marine environment.
2.1.4 All possible efforts should be made to avoid a ship being unduly detained or delayed. If a ship is unduly
detained or delayed, it should be entitled to compensation for any loss or damage suffered.
2.2 INITIAL INSPECTIONS
2.2.1 In the pursuance of control procedures under the applicable conventions, which, for instance, may arise
from information given to a port State regarding a ship, a PSCO may proceed to the ship and, before
boarding, gain, from its appearance in the water, an impression of its standard of maintenance
from such items as the condition of its paintwork, corrosion or pitting or unrepaired damage.
2.2.2 At the earliest possible opportunity, the PSCO should ascertain the type of ship, year of build and
size of the ship for the purpose of determining which provisions of the conventions are applicable.
2.2.3 On boarding and introduction to the master or the responsible ship's officer, the PSCO should
examine the ship's relevant certificates and documents, as listed in appendix 12. When examining
1969 International Tonnage Certificates, the PSCO should be guided by appendix 10.
2.2.4 If the certificates are valid and the PSCO's general impression and visual observations on board
confirm a good standard of maintenance, the PSCO should generally confine the inspection to
reported or observed deficiencies, if any.
2.2.5 In conducting an initial inspection, the PSCO should check both the validity of the relevant
certificates and other documents and the overall condition of the ship, including its equipment,
navigational bridge, decks including forecastle, cargo holds/areas, engine-room and pilot transfer
arrangements.
2.2.6 In pursuance of control procedures under chapter IX of SOLAS in relation to the International
Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code), the
PSCO should utilize the guidelines in appendix 8.

2.2.7 If, however, the PSCO from general impression or observations on board has clear grounds for
believing that the ship, its equipment or its crew do not substantially meet the requirements, the
PSCO should proceed to a more detailed inspection
2.3 GENERAL PROCEDURAL GUIDELINES FOR PSCOs
2.3.2 When boarding a ship, the PSCO should present to the master or to the representative of the owner, if
requested to do so, the PSCO identity card. This card should be accepted as documented evidence that
the PSCO in question is duly authorized by the Administration to carry out port State control
inspections.
2.3.3 If the PSCO has clear grounds for carrying out a more detailed inspection, the master should be
immediately informed of these grounds and advised that, if so desired, the master may contact the
Administration or, as appropriate, the recognized organization responsible for issuing the
certificate and invite their presence on board.
2.3.4 In the case that an inspection is initiated based on a report or complaint, especially if it is from a crew
member, the source of the information should not be disclosed.
2.3.5 When exercising control, all possible efforts should be made to avoid a ship being unduly detained or
delayed. It should be borne in mind that the main purpose of port State control is to prevent a ship
proceeding to sea if it is unsafe or presents an unreasonable threat of harm to the marine
environment. The PSCO should exercise professional judgement to determine whether to detain a ship
until the deficiencies are corrected or to allow it to sail with certain deficiencies, having regard to the
particular circumstances of the intended voyage.
2.3.6 It should be recognized that all equipment is subject to failure and spares or replacement parts may not
be readily available. In such cases, undue delay should not be caused if, in the opinion of the PSCO, safe
alternative arrangements have been made.
2.3.7 Where the grounds for detention are the result of accidental damage suffered on the ship's voyage
to a port, no detention order should be issued, provided that:
.1 due account has been given to the convention requirements regarding notification to the flag
State Administration, the nominated surveyor or the recognized organization responsible for
issuing the relevant certificate;
.2 prior to entering a port, the master or company has submitted to the port State Authority
details of the circumstances of the accident and the damage suffered and information about the
required notification of the flag State Administration;
.3 appropriate remedial action, to the satisfaction of the PS Authority, is being taken by the ship;
.4 the PS Authority has ensured, having been notified of the completion of the remedial action,
that deficiencies which were clearly hazardous to safety, health / environment have been rectified.

2.3.8 Since detention of a ship is a serious matter involving many issues, it may be in the best interest of the
PSCO to act together with other interested parties (see paragraph 4.1.3).
For example, the officer may request the owner's representatives to provide proposals for correcting the
situation. The PSCO should also consider cooperating with the flag State Administration's
representatives or the recognized organization responsible for issuing the relevant certificates, and
consulting them regarding their acceptance of the owner's proposals and their possible additional
requirements. Without limiting the PSCO's discretion in any way, the involvement of other parties could
result in a safer ship, avoid subsequent arguments relating to the circumstances of the detention and
prove advantageous in the case of litigation involving "undue delay".
2.3.9 Where deficiencies cannot be remedied at the port of inspection, the PSCO may allow the ship to
proceed to another port, subject to any appropriate conditions determined. In such circumstances,
the PSCO should ensure that competent authority of next port of call & the flag State are notified.
2.3.10 Detention reports to the flag State should be in sufficient detail for an assessment to be made of the
severity of the deficiencies giving rise to the detention.
2.3.11 The Company or its representative have a right of appeal against a detention taken by the Authority of a
port State. The appeal should not cause the detention to be suspended. The PSCO should properly
inform the master of the right of appeal.
2.3.12 To ensure consistent enforcement of PSC requirements, PSCOs should carry an extract of section 2.3
(General procedural guidelines for PSCOs) for ready reference when carrying out any PSC inspections.
2.3.13 PSCOs should also be familiar with the detailed guidelines given in the appendices to these Procedures.
2.4 CLEAR GROUNDS
2.4.1 When a PSCO inspects a foreign ship which is required to hold a convention certificate, and which is in
a port or an offshore terminal under the jurisdiction of the port State, any such inspection should be
limited to verifying that there are on board valid certificates and other relevant documentation and the
PSCO forming an impression of the overall condition of the ship, its equipment and its crew, unless
there are "clear grounds" for believing that the condition of the ship or its equipment does not
correspond substantially with the particulars of the certificates.
2.4.2 "Clear grounds" to conduct a more detailed inspection include:
.1 the absence of principal equipment or arrangements required by the applicable conventions;
.2 evidence from a review of the ship's certificates that a certificate(s) are clearly invalid;
.3 evidence that documentation required by the applicable conventions and listed in appendix 12 is
not on board, incomplete, not maintained or falsely maintained;

.4 evidence from the PSCO's general impressions and observations that serious hull or structural
deterioration or deficiencies exist that may place at risk the structural, watertight or weathertight
integrity of the ship;
.5 evidence from the PSCO's general impressions or observations that serious deficiencies exist in
the safety, pollution prevention or navigational equipment;
.6 information or evidence that the master or crew is not familiar with essential shipboard
operations relating to the safety of ships or the prevention of pollution, or that such operations
have not been carried out;
.7 indications that key crew members may not be able to communicate with each other or with
other persons on board;
.8 the emission of false distress alerts not followed by proper cancellation procedures; and
.9 receipt of a report or complaint containing information that a ship appears to be substandard.
CHAPTER 3 – CONTRAVENTION AND DETENTION
3.1 IDENTIFICATION OF A SUBSTANDARD SHIP
3.1.1 In general, a ship is regarded as substandard if the hull, machinery, equipment or operational
safety, is substantially below the standards required by the applicable conventions or if the crew is
not in conformance with the safe manning document, owing to, inter alia:
.1 the absence of principal equipment or arrangement required by the conventions;
.2 non-compliance of equipment or arrangement with relevant specifications of the conventions;
.3 substantial deterioration of the ship or its equipment, for example, because of poor
maintenance;
.4 insufficiency of operational proficiency, or unfamiliarity of essential operational procedures by

the crew; and
.5 insufficiency of manning or insufficiency of certification of seafarers.
3.1.2 If these evident factors as a whole or individually make the ship unseaworthy and put at risk the ship or
the life of persons on board or present an unreasonable threat of harm to the marine environment if it
were allowed to proceed to sea, it should be regarded as a substandard ship. The PSCO should also take
into account the guidelines in appendix 2.
3.5 GUIDANCE FOR THE DETENTION OF SHIPS
Notwithstanding the fact that it is impracticable to define a ship as substandard solely by

reference to a list of qualifying defects, guidance for the detention of ships is given in appendix 2.

3.6 SUSPENSION OF INSPECTION
3.6.1 In exceptional circumstances where, as a result of a more detailed inspection, the overall condition
of a ship and its equipment, also taking into account the crew conditions, are found to be obviously
substandard, the PSCO may suspend an inspection.
3.6.2 Prior to suspending an inspection, the PSCO should have recorded detainable deficiencies in the areas
set out in appendix 2, as appropriate.
3.6.3 The suspension of the inspection may continue until the responsible parties have taken the steps
necessary to ensure that the ship complies with the requirements of the relevant instruments.
3.6.4 In cases where the ship is detained and an inspection is suspended, the port State Authority should
notify the responsible parties without delay. The notification should include information about the
detention, and state that the inspection is suspended until that authority has been informed that
the ship complies with all relevant requirements.
CHAPTER 4 – REPORTING REQUIREMENTS
4.1 PORT STATE REPORTING
4.1.1 Port State authorities should ensure that, at the conclusion of an inspection, the master of the ship
is provided with a document showing the results of the inspection, details of any action taken by
the PSCO, and a list of any corrective action to be initiated by the master and/or company. Such
reports should be made in accordance with the format in appendix 13.
4.1.2 Where, in the exercise of port State control, a Party denies a foreign ship entry to the ports or offshore
terminals under its jurisdiction, whether or not as a result of information about a substandard ship, it
should forthwith provide the master and flag State with reasons for the denial of entry.
4.1.3 In the case of a detention, at least an initial notification should be made to the flag State
Administration as soon as practicable (see paragraph 2.3.8). If such notification is made verbally,
it should be subsequently confirmed in writing. As a minimum, the notification should include
details of the ship's name, the IMO number, copies of Forms A and B as set out in appendix 13,
time of detention and copies of any detention order. Likewise, the recognized organizations which
have issued the relevant certificates on behalf of the flag State should be notified, where appropriate.
The parties above should also be notified in writing of the release of detention. As a minimum, this
information should include the ship's name, the IMO number, the date and time of release and a
copy of Form B as set out in appendix 13.
4.1.4 If the ship has been allowed to sail with known deficiencies, the authorities of the port State should
communicate all the facts to the authorities of the country of the next appropriate port of call, to
the flag State, and to the recognized organization, where appropriate.

4.1.5 Parties to a relevant convention, when they have exercised control giving rise to detention, should
submit to the Organization reports in accordance with SOLAS regulation I/19, article 11 of MARPOL,
article 21 of Load Lines, or article X(3) of STCW. Such deficiency reports should be made in
accordance with the form given in appendix 13 or 16, as appropriate, or may be submitted electronically
by the port State or a regional PSC regime.
4.1.6 Copies of such deficiency reports should, in addition to being forwarded to the organization, be sent by
the port State without delay to the authorities of the flag State and, where appropriate, to the recognized
organization which had issued the relevant certificate.
Deficiencies found which are not related to the applicable conventions, or which involve ships of non-
convention countries or below convention size, should be submitted to flag States and/or to appropriate
organizations but not to IMO.
4.1.7 Relevant telephone numbers and addresses of flag States Headquarters to which reports should be sent
as outlined above, as well as addresses of flag State offices which provide inspection services should be
provided to the Organization.
4.3 REPORTING OF ALLEGATIONS UNDER MARPOL
4.3.1 A report on alleged deficiencies or on alleged contravention of the discharge provisions relating to
the provisions of MARPOL should be forwarded to the flag State as soon as possible, preferably
no later than sixty days after the observation of the deficiencies or contravention. Such reports
may be made in accordance with the format in appendix 13 or 16, as appropriate. If a
contravention of the discharge provisions is suspected, then the information should be
supplemented by evidence of violations which, as a minimum, should include the information
specified in parts 2 and 3 of appendices 3 and 4 of these Procedures.
4.3.2 On receiving a report on alleged deficiencies or alleged contravention of the discharge provisions,
the flag State and, where appropriate, the recognized organization through the flag State
Administration, should, as soon as possible, inform the Party submitting the report of immediate
action taken in respect of the alleged deficiencies or contravention. That Party and the
Organization should, upon completion of such action, be informed of the outcome and details,
where appropriate, be included in the mandatory annual report to the Organization.

APPENDIX 1
CODE OF GOOD PRACTICE FOR PORT STATE CONTROL OFFICERS CONDUCTING

INSPECTIONS WITHIN THE FRAMEWORK OF THE REGIONAL MEMORANDA OF
UNDERSTANDING AND AGREEMENT ON PORT STATE CONTROL (MSC-MEPC.4/Circ.2)
Introduction: This document provides guidelines regarding the standards of integrity, professionalism and
transparency that regional port State control (PSC) regimes expect of all port State control officers (PSCOs)
who are involved in or associated with port State control inspections.
Objective: The object of this Code is to assist PSCOs in conducting their inspections to the highest professional
level. PSCOs are central to achieving the aims of the regional PSC regime. They are the daily contact with the
shipping world. They are expected to act within the law, within the rules of their Government and in a fair,
open, impartial and consistent manner.
Fundamental principles of the Code:
The Code of good practice encompasses three fundamental principles against which all actions of PSCOs are
judged: integrity, professionalism and transparency. These are defined as follows:
.1 integrity is the state of moral soundness, honesty and freedom from corrupting influences or motives;
.2 professionalism is applying accepted professional standards of conduct and technical knowledge. For
PSCOs standards of behaviour are established by the maritime Authority and the general consent of the
port State members; and
.3 transparency implies openness and accountability.
APPENDIX 2 GUIDELINES FOR THE DETENTION OF SHIPS

1 Introduction
1.1 When deciding whether the deficiencies found in a ship are sufficiently serious to merit detention, the
PSCO should assess whether:
.1 the ship has relevant, valid documentation; and
.2 the ship has the crew required in the minimum Safe Manning Document.
1.2 During inspection, the PSCO should further assess whether the ship and/or crew, throughout its
forthcoming voyage, is able to:
.1 navigate safely;
.2 safely handle, carry and monitor the condition of the cargo;
.3 operate the engine-room safely;
.4 maintain proper propulsion and steering;
.5 fight fires effectively in any part of the ship if necessary;

.6 abandon ship speedily and safely and effect rescue if necessary;

.7 prevent pollution of the environment;
.8 maintain adequate stability;
.9 maintain adequate watertight integrity;
.10 communicate in distress situations if necessary; and
.11 provide safe and healthy conditions on board.
1.3 If the result of any of these assessments is negative, taking into account all deficiencies found, the ship
should be strongly considered for detention. A combination of deficiencies of a less serious nature may
also warrant the detention of the ship. Ships which are unsafe to proceed to sea should be detained upon
the first inspection, irrespective of the time the ship will stay in port.
2 General
The lack of valid certificates as required by the relevant instruments may warrant the detention of
ships. However, ships flying the flag of States not a Party to a convention or not having
implemented another relevant instrument, are not entitled to carry the certificates provided for by
the convention or other relevant instrument. Therefore, absence of the required certificates should
not by itself constitute a reason to detain these ships; however, in applying the "no more favourable
treatment" clause, substantial compliance with the provisions and criteria specified in these Procedures
must be required before the ship sails.
3 Detainable deficiencies
To assist the PSCO in the use of these Guidelines, there follows a list of deficiencies, grouped under
relevant conventions and/or codes, which are considered to be of such a serious nature that they may
warrant the detention of the ship involved. This list is not considered exhaustive, but is intended to give
examples of relevant items.
Areas under the SOLAS Convention

Areas under the IBC Code
Areas under the IGC Code
Areas under the Load Lines Convention
Areas under the MARPOL Convention, Annex I
Areas under the MARPOL Convention, Annex II
Areas under the MARPOL Convention, Annex IV
Areas under the MARPOL Convention, Annex V
Areas under the MARPOL Convention, Annex VI
Areas under the STCW Convention
Areas which may not warrant a detention, but where, e.g. cargo operations have to be suspended

APPENDIX 3 GUIDELINES FOR INVESTIGATIONS AND INSPECTIONS CARRIED OUT

UNDER ANNEX I OF MARPOL
PART 1 INSPECTION OF IOPP CERTIFICATE, SHIP AND EQUIPMENT
1 Ships required to carry an IOPP Certificate
1.1 On boarding and introduction to the master or responsible ship's officer, the PSCO should examine the
IOPP Certificate, including the attached Record of Construction and Equipment, and the Oil
Record Book.
2 Ships of non-Parties to the Convention and other ships not required to carry an IOPP Certificate
2.1 As this category of ships is not provided with an IOPP Certificate, the PSCO should be satisfied with
regard to the construction and equipment standards relevant to the ship on the basis of the
requirements set out in Annex I of MARPOL.
PART 2 CONTRAVENTIONS OF DISCHARGE PROVISIONS
PART 3 ITEMIZED LIST OF POSSIBLE EVIDENCE ON ALLEGED CONTRAVENTION OF THE

MARPOL ANNEX I DISCHARGE PROVISIONS
PART 4 GUIDELINES FOR IN-PORT INSPECTION OF CRUDE OIL WASHING PROCEDURES
APPENDIX 4 GUIDELINES FOR INVESTIGATIONS AND INSPECTIONS CARRIED OUT

UNDER ANNEX II OF MARPOL
PART 1 INSPECTION OF CERTIFICATE (COF OR NLS CERTIFICATE), SHIP AND EQUIPMENT
1 Ships required to hold a Certificate
The Certificate includes information on the type of ship, the dates of surveys and a list of the products which the
ship is certified to carry.
The Certificate's validity should be confirmed by verifying that the Certificate is properly completed and signed
and that required surveys have been performed.
Ship’s approved Procedures and Arrangements Manual (P and A Manual);
PART 2 CONTRAVENTIONS OF DISCHARGE PROVISIONS
PART 3 ITEMIZED LIST OF POSSIBLE EVIDENCE ON ALLEGED CONTRAVENTION OF THE

MARPOL ANNEX II DISCHARGE PROVISIONS
PART 4 PROCEDURES FOR INSPECTION OF UNLOADING, STRIPPING AND PREWASHING

OPERATIONS (MAINLY IN UNLOADING PORTS)

APPENDIX 5 GUIDELINES FOR DISCHARGE REQUIREMENTS UNDER ANNEXES I AND

II OF MARPOL
APPENDIX 6 GUIDELINES FOR MORE DETAILED INSPECTIONS OF SHIP STRUCTURAL

AND EQUIPMENT REQUIREMENTS
APPENDIX 7 GUIDELINES FOR CONTROL OF OPERATIONAL REQUIREMENTS
APPENDIX 8 GUIDELINES FOR PORT STATE CONTROL RELATED TO THE ISM CODE
1 To the extent applicable, the PSCO should examine the copy of the Document of Compliance (DOC),
issued to the company, and the Safety Management Certificate (SMC), issued to the ship. An SMC is
not valid unless the company holds a valid DOC for that ship type. The PSCO should in particular verify
that the type of ship is included in the DOC and that the company's particulars are the same on both the
DOC and the SMC.
2 During the examination of onboard documents and certificates, PSCOs should recognize:
.1 the common practice of issuing, after successfully completing an audit, SMCs and DOCs valid for a
period not exceeding 5 months, to cover the period between completion of the audit and issuance of the
full term certificate by either the Administration or the recognized organization; and
.2 that the current valid DOC with proper annual endorsements is normally only available in the
company to which it has been issued and that the copy on board may not reflect the annual endorsements
that exist on the valid DOC held by the company.
APPENDIX 9 GUIDELINES FOR PORT STATE CONTROL RELATED TO LRIT
APPENDIX 10 GUIDELINES FOR PORT STATE CONTROL UNDER THE 1969 TONNAGE
CONVENTION
APPENDIX 11 MINIMUM MANNING STANDARDS AND CERTIFICATION
APPENDIX 12 LISTS OF CERTIFICATES AND DOCUMENTS
List of certificates and documents which to the extent applicable should be checked during the inspection
referred to in paragraph 2.2.3 (as appropriate):
1 International Tonnage Certificate (1969);

2 Reports of previous port State control inspections;
3 Passenger Ship Safety Certificate (SOLAS reg.I/12);
4 Cargo Ship Safety Construction Certificate (SOLAS reg.I/12);
5 Cargo Ship Safety Equipment Certificate (SOLAS reg.I/12);
6 Cargo Ship Safety Radio Certificate (SOLAS reg.I/12);
7 Cargo Ship Safety Certificate (SOLAS reg.I/12);

8 Special Purpose Ship Safety Certificate (SOLAS reg.I/12, SPS Code reg.1.7);
9 For ro-ro passenger ships, information on the A/A-max ratio (SOLAS reg.II-1/8-1.);
10 Damage control plans and booklets (SOLAS reg.II-1/19);
11 Stability information (SOLAS reg.II-1/5-1 and LLC 66/88 reg.10);
12 Manoeuvring Booklet and information (SOLAS reg.II-1/28);
13 Unattended machinery spaces (UMS) evidence (SOLAS reg.II-I/46.3);
14 Exemption Certificate and any list of cargoes (SOLAS reg.II-2/10.7.1.4);
15 Fire control plan (SOLAS reg.II-2/15.2.4);
16 Fire safety operational booklet (SOLAS reg.II-2/16.3.1);
17 Dangerous goods special list or manifest, or detailed stowage plan (SOLAS reg.II-2/19 and ILO
Convention No.134 art.4.3(h));
18 Document of compliance Dangerous Goods (SOLAS reg.II-2/19.4);
19 Ship's logbook with respect to the records of drills, including security drills, and the log for records of
inspection and maintenance of life-saving appliances and arrangements and fire-fighting appliances and
arrangements (SOLAS regs.III/19.5 and 20.6);
20 Minimum Safe Manning Document (SOLAS reg.V/14.2);
21 SAR coordination plan for passenger ships trading on fixed routes (SOLAS reg.V/7.3);
22 LRIT Conformance Test Report;
23 Copy of the Document of compliance issued by the testing facility, stating the date of compliance and
the applicable performance standards of VDR (voyage data recorder) (SOLAS reg.V/18.8);
24 For passenger ships, List of operational limitations (SOLAS reg.V/30.2);
25 Cargo Securing Manual (SOLAS reg.VI/5.6);
26 Bulk Carrier Booklet (SOLAS reg.VI/7.2);
27 Loading/Unloading Plan for bulk carriers (SOLAS reg.VI/7.3);
28 Document of authorization for the carriage of grain (SOLAS reg.VI/9);
29 INF (International Code for the Safe Carriage of Packaged Irradiated Nuclear Fuel, Plutonium and High-
Level Radioactive Wastes on Board Ships) Certificate of Fitness (SOLAS reg.VII/16 and INF Code
reg.1.3);
30 Copy of Document of Compliance issued in accordance with the International Management Code for the
Safe Operation of Ships and for Pollution Prevention (DoC) ISM Code (SOLAS reg.IX/4.2);
31 Safety Management Certificate issued in accordance with the International Management Code for the
Safe Operation of Ships and for Pollution Prevention (SMC) (SOLAS reg.IX/4.3);
32 High-Speed Craft Safety Certificate and Permit to Operate High-Speed Craft (SOLAS reg.X/3.2 and
HSC Code 94/00 reg.1.8.1);
33 Continuous Synopsis Record (SOLAS reg.XI-1/5);
34 International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, or the
Certificate of Fitness for the Carriage of Liquefied Gases in Bulk, whichever is appropriate (IGC Code
reg.1.5.4);
35 International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, or the
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk, whichever is appropriate (IBC
Code reg.1.5.4 and BCH Code reg.1.6.3);
36 International Oil Pollution Prevention Certificate (MARPOL Annex I reg.7.1);
37 Survey Report Files (in case of bulk carriers or oil tankers) (SOLAS reg.XI-1/2);
38 Oil Record Book, parts I and II (MARPOL Annex I regs.17 and 36);
39 Shipboard Marine pollution emergency plan for Noxious Liquid Substances (MARPOL Annex II
reg.17);
40 (Interim) Statement of compliance Condition Assessment Scheme (CAS) (MARPOL Annex I regs.20.6
and 21.6.1);
41 For oil tankers, the record of oil discharge monitoring and control system for the last ballast voyage
(MARPOL Annex I reg.31.2);
42 Shipboard Oil Pollution Emergency Plan (MARPOL Annex I reg.37.1);
43 International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk
(NLS) (MARPOL Annex II reg.9.1);
44 Cargo Record Book (MARPOL Annex II reg.15);
45 Procedures and Arrangements Manual (chemical tankers) (MARPOL Annex II reg.14.1);
46 International Sewage Pollution Prevention Certificate (ISPPC) (MARPOL Annex IV reg.5.1);
47 Garbage Management Plan (MARPOL Annex V reg.9.2);
48 Garbage Record Book (MARPOL Annex V reg.9.3);
49 International Air Pollution Prevention Certificate (IAPPC) (MARPOL Annex VI reg.6.1);
50 Logbook for fuel oil change-over (MARPOL Annex VI reg.14.6);
51 Type approval certificate of incinerator (MARPOL Annex VI reg.16.6);
52 Bunker delivery notes (MARPOL Annex VI reg.18.3);
53 Engine International Air Pollution Prevention Certificate (EIAPPC) (NOx Technical Code 2008
reg.2.1.1.1);
54 Technical files (NOx Technical Code 2008 reg.2.3.6);
55 Record book of engine parameters (NOx Technical Code reg.6.2.2.7.1);
56 International Load Line Certificate (1966) (LLC 66/88 art.16.1);
57 International Load Line Exemption Certificate (LLC 66/88 art.16.2);
58 Certificates issued in accordance with STCW Convention (STCW art.VI, reg.I/2 and STCW Code
section A-I/2);
59 Table of shipboard working arrangements (STCW Code section A-VIII/1.5 and ILO Convention No.180
art. 5.7);
60 Mobile Offshore Drilling Unit Safety Certificate (MODU Code 2009 chapter I section 6);
61 Certificate of insurance or any other financial security in respect of civil liability for oil pollution
damage (CLC 69/92 art.VII.2);
62 Certificate of insurance or any other financial security in respect of civil liability for Bunker oil pollution
damage (BUNKERS 2001 art.7.2);
63 International Ship Security Certificate (ISSC) (ISPS Code part A/19.2);
64 Record of AFS (AFS 2001 Annex 4 reg.2);
65 International Anti-Fouling System Certificate (IAFS Certificate) (AFS 2001 Annex 4 reg.2); and
66 Declaration on AFS (AFS 2001 Annex 4 reg.5).
For reference:
1 Certificate of Registry or other document of nationality (UNCLOS art.9.1.2);

2 Certificates as to the ship's hull strength and machinery installations issued by the classification society
in question (only to be required if the ship maintains its class with a classification society);
3 Cargo Gear Record Book (ILO Convention No.32 art.9.2(4) and ILO Convention No.152 art.25);
4 Certificates loading and unloading equipment (ILO Convention No.134 art.4.3(e) and ILO Convention
No.32 art.9(4));
5 Medical certificates (ILO Convention No.73); and
6 Records of hours of work or rest of seafarers (ILO Convention No.180 part II art. 8.1).
APPENDIX 13 REPORT OF INSPECTION IN ACCORDANCE WITH IMO PSC CONTROL

PROCEDURES*
FORM A
(Reporting authority) Copy to: Master

(Address) Head office
(Telephone) PSCO
(Telefax)
If ship is detained, copy to:

Flag State
IMO
Recognized organization, if applicable
This report must be retained on board for a period of two years and must be available for consultation by port
State control officers at all times.

REPORT OF INSPECTION IN ACCORDANCE WITH IMO PORT STATE CONTROL PROCEDURES
FORM B
(Reporting authority) Copy to: Master

(Address) Head office
(Telephone) PSCO
(Telefax)
If ship is detained, copy to:

Flag State
IMO
Recognized organization, if applicable
2 Name of ship ............................................ 6 IMO number .............................................
10 Date of inspection ..................................... 4 Place of inspection ..................................
21 Nature of deficiency1) Convention2) 22 Action taken3)

…………………………… …………………………… ………………………………
…………………………… …………………………… ………………………………
…………………………… …………………………… ………………………………
…………………………… …………………………… ………………………………
…………………………… …………………………… ………………………………
…………………………… …………………………… ………………………………
…………………………… …………………………… ………………………………
…………………………… …………………………… ………………………………
…………………………… …………………………… ………………………………
Name ......................................................
(duly authorized PSCO of reporting

authority)
Signature .................................................
1 This inspection was not a full survey and deficiencies listed may not be exhaustive. In the event of a
detention, it is recommended that full survey is carried out and all deficiencies are rectified before an
application for re-inspection is made.
2 To be completed in the event of a detention.
3 Actions taken include, i.e.: ship detained/released, flag State informed, classification society informed, next
port informed.

APPENDIX 14 REPORT OF DEFICIENCIES NOT FULLY RECTIFIED OR ONLY

PROVISIONALLY REPAIRED
In accordance with the provision of paragraph 3.7.3 of IMO Port State Control Procedures (resolution
A.1052(27))
(Copy to maritime Authority of next port of call, flag Administration, or other certifying authority as
appropriate)
1 From (Country/region) .............................. 2 Port ............................................................
3 To (Country/region) .................................. 4 Port ............................................................
5 Name of ship ............................................ 6 Date departed ............................................
7 Estimated place and time of arrival ..........................................................................................
8 IMO number ............................................. 9 Flag of ship and POR ................................
10 Type of ship .............................................. 11 Call sign .....................................................
12 Gross tonnage .......................................... 13 Year of build ..............................................
14 Issuing authority of relevant certificate(s) .................................................................................
15 Nature of deficiencies to be rectified 16 Suggested action

(including action at next port of call)
……………………………………………….. ………………………………………………..
……………………………………………….. ………………………………………………..
……………………………………………….. ………………………………………………..
17 Action taken
…………………………………………………….………………………………………………
…………………………………………………….………………………………………………
…………………………………………………….………………………………………………
…………………………………………………….………………………………………………
Reporting Authority ...................................... Office .......................................................
Name ....................................................... Telefax ....................................................
(duly authorized PSCO of reporting authority)
Signature ...................................................... Date ........................................................

APPENDIX 15 REPORT OF ACTION TAKEN TO THE NOTIFYING AUTHORITY
In accordance with the provision of paragraph 3.7.3 of IMO PSC Procedures (resolution A.1052 (27))
(by Telefax and/or Mail)
1 To:
(Name) ...............................................................................................................
(Position) ............................................................................................................
(Authority) ..........................................................................................................
Telephone ........................................ Telefax ..............................................
Date: ................................................
2 From: (Name) ..............................................................................................................

(Position) ............................................................................................................
(Authority) ..........................................................................................................
Telephone ........................................ Telefax ..............................................
3 Name of ship .................................................................................................................
4 Call sign ....................................................... 5 IMO Number ..........................
6 Port of inspection ...........................................................................................................
7 Date of inspection ..........................................................................................................
8 Action taken
a) Deficiencies
………………………………………………..………………………………………………..
………………………………………………..………………………………………………..
………………………………………………..………………………………………………..
9 Next port ......................................................
10 Supporting documentation No Yes
b) Action taken
........................................................................................................................
........................................................................................................................
........................................................................................................................
(Date) ................................................
(See attached)
Signature ...........................................

APPENDIX 16 FORMAT FOR THE REPORT OF CONTRAVENTION OF MARPOL (article 6)

IMO PORT STATE CONTROL PROCEDURES (resolution A.1052(27))
(Issuing authority) Copy to: Master

(Address)
(Telephone)
(Telefax)
1 Reporting country ........................................................................................................
2 Name of ship ...............................................................................................................
3 Flag of ship ..................................................................................................................
4 Type of ship .................................................................................................................
5 Call sign ............................................... 6 IMO number ..................................
7 Gross tonnage ..................................... 8 Deadweight ................................... (where appropriate)
9 Year of build ........................................ 10 Classification society ....................
11 Date of incident ................................... 12 Place of incident ...........................
13 Date of investigation ....................................................................................................
14 In case of contravention of discharge provisions, a report may be completed in addition to port State report
on deficiencies. This report should be in accordance with parts 2 and 3 of appendix 3 and/or parts 2 and 3 of
appendix 4, as applicable, and should be supplemented by documents, such as:
.1 a statement by the observer of the pollution;
.2 the appropriate information listed under section 1 of part 3 of appendices 3 and 4 to the Procedures, the
statement should include considerations which lead the observer to conclude that none of any other possible
pollution sources is in fact the source;
.3 statements concerning the sampling procedures both of the slick and on board. These should include location
of and time when samples were taken, identity of person(s) taking the samples and receipts identifying the
persons having custody and receiving transfer of the samples;
.4 reports of analyses of samples taken of the slick and on board; the reports should include the results of the
analyses, a description of the method employed, reference to or copies of scientific documentation attesting to
the accuracy and validity of the method employed and names of persons performing the analyses and their
experience;
.5 if applicable, a statement by the PSCO on board together with the PSCO's rank and organization;
.6 statements by persons being questioned;

.7 statements by witnesses;
.8 photographs of the slick; and
.9 copies of relevant pages of Oil/Cargo Record Books, logbooks, discharge recordings, etc.
Name and Title (duly authorized contravention investigation official)
........................................................................................................................
........................................................................................................................
........................................................................................................................
.......................................................................................................................
Signature
APPENDIX 17 COMMENTS BY FLAG STATE ON DETENTION REPORT
Name of ship: ............................................................................................................................

IMO number/call sign: ...............................................................................................................
Flag State: ................................................................................................................................
Gross tonnage: ..........................................................................................................................
Deadweight (where appropriate): ..............................................................................................
Date of report: ...........................................................................................................................
Report by: .................................................................................................................................
Classification Society: ...............................................................................................................
Recognized Organization involved: ...........................................................................................
..................................................................................................................................................
Did you receive the notification of detention? (tick the box if the answer is 'yes')
Action taken
a) Deficiencies b) Cause c) Action taken
……………………….. ………………………..... ……………………...
……………………….. ………………………..... ……………………...
……………………….. ………………………..... ……………………...
……………………….. ………………………..... ……………………...
……………………….. ………………………..... ……………………...
……………………….. ………………………..... ……………………...
Additional Information: ...............................................................................................................
APPENDIX 18 LIST OF INSTRUMENTS RELEVANT TO PORT STATE CONTROL

PROCEDURES

New port State control system from 1 January 2011
On 1 January 2011, a new port State control system will be introduced in the Paris MoU cooperation, which
includes – in addition to the EU member States – Canada, Iceland, Croatia, Norway and Russia.
The new system is called the New Inspection Regime (NIR).
In EU countries, the system will be implemented through the new directive on port State Control, 2009/16/EC.
In Iceland, the system will be implemented through the order on port State control.
The system replaces the previous PSC regime, which is based on random checks. NIR contains several new
elements, such as:
 Periodic inspection of all ships calling at Paris MoU ports.
The inspections will be targeted according to a Ship Risk Profile so that “risky” ships are inspected
frequently, while “good” ships are inspected less frequently. More information about the Ship Risk
Profile is available and more information about the inspection intervals is available here.
 New requirements on the notification of calls
As something new, the actual time of arrival and departure must also be notified in connection with
calls. Though the notifications are in principle the same in the entire Paris MoU region, the procedures
can vary from one country to another. In connection with calls at Icelandic ports, the notification
requirements are laid down in order no. 1021 of 26 August 2010 on technical regulation on a vessel
traffic monitoring and information system in Icelandic waters and ports. Lack of notification can result
in extra inspections and, possibly, fines.
 Focus on Company Performance – determined as deficiencies and detentions at port State Control
inspections in the Paris MoU region – will be included in the overall evaluation of a Ship Risk Profile. A
list of shipping companies with a low performance rate will be published. The Company Performance –
determined as deficiencies and detentions at port State Control inspections in the Paris MoU region –
will be included in the overall evaluation of a Ship Risk Profile. A list of shipping companies with a low
performance rate will be published.
1. What is Port State Control?

Port State Control is the enforcement by Port States of rigid control measures to ensure that foreign
flag vessels entering their waters are in compliance with strict safety and anti-pollution standards
established by various international marine treaties
2. Why do you need to inform class in case of detention?
In cases of detention, it is important to request class surveyor to attend on board as soon as possible
because of:
1) The operator/owner has an obligation to notify the class society immediately in case of
deficiencies or discrepancies that significantly affect certificates issues by the society.
2) The class surveyor shall communicate and co-operate with the PSCO in order to expedite the
release of the ship. This may include clarification on applicability, interpretation, temporary
rectification and alternative solutions.

3) The class surveyor can offer an acceptable mechanism (Conditions of Class) for following up
outstanding deficiencies that can not be rectified before leaving ports.
3. PSC Form A & Form B ? Validity of PSC certificate?
Form A – indicate that an inspection has been carried out.
Form B – where deficiencies are noted, a ‘Form B’ is additionally completed.
Three types of Inspection:
1) Initial Inspection (Random)
2) More Detailed Inspection (Escalated)
3) Expanded Inspection (Targeted / Periodical)
No validity of PSC Inspection Reports; Inspection possible anytime, usually not within 6 months.
i. Ship’s are usually not inspected by PSC where inspection has been done in the previous 6
months, unless clear grounds;
ii. Ship visiting port for the first time or after interval of > 12 months
iii. Ships flying the flag of a State appearing in the three-year rolling average table of above-
average detentions and delays published in the annual report of the MOU’s;
iv. Ships which have been permitted to leave the port of a State, on the condition that the
deficiencies noted must be rectified within a specified period, upon expiry of such period;
v. Ships which have been reported by pilots or port authorities as having deficiencies which may
prejudice their safe navigation;
vi. Ships whose statutory certificates on the ship’s construction and equipment, issued by an
organization which is not recognized by the Authority;
vii. Ships carrying dangerous or polluting goods, which have failed to report all relevant inform- -
ation concerning the ship’s particulars, the ship’s movements and concerning the dangerous or
polluting goods being carried to the competent authority of the port and coastal State;
viii. Ships which are in a category for which expanded inspection has been decided.
ix. Ships which have been suspended from their class for safety reasons in the course of the
preceding six months
4. What the various categories of PSC defeciencies?
With the New Inspection Regime, which started Jan.2011, Paris MoU are using new set of 5-Digit
Deficiency Codes, applicable from Jan/Feb 2012:
01 Certificates & Documentation
02 Structural condition
03 Water / Weather-tight Condition
04 Emergency Systems
05 Radio Communication
06 Cargo operations including Equipment
07 Fire-Safety
08 Alarms
09 Working & Living Conditions
10 Safety of Navigation

11 LSA
12 Dangerous Goods
13 Propulsion and Auxiliary Machinery
14 Pollution Prevention
15 ISM
16 ISPS
17 Other
ACTION TAKEN CODES: The Given Time Frame for rectification of each deficiency is commonly
given a Coded Form in the Inspection report - Action Code.
10 Deficiency Rectified
12 All Deficiencies Rectified
15 Rectify at next port of call
16 Rectify within 14 days
17 Master instructed to rectify deficiency before departure
18 Rectify deficiency within 3 months
30 Detainable deficiency
35 Ship Allowed to sail after Detention
36 Ship Allowed to sail after follow-up Detention
40 Next Port Informed
45 Next Port Informed to re-detain
50 Flag State / Consul informed
55 Flag State Consulted
70 Classification Society Informed
80 Temporary/ Provisional Substitution or Repair of Equipment or Exemption Granted
85 Investigation in Contravention of discharge provisions (MARPOL)
95 Letter of Warning issued
96 Letter of Warning withdrawn
99 Others (if impossible to code an action taken with existing codes
5. What are the types of PSC Inspections?
PSC inspections may be on random, targeted or periodical basis.
The following types of PSC inspections are used in PSC:
1. Initial Inspection (random)

2. More detailed inspection (escalated)
3. Expanded inspection (targeted/periodical)
1. Initial Inspection
The PSCO will normally examine the vessels relevant certificates and documents etc. and the overall
condition of the ship.
The certificates and documents listed above should therefore be readily available and presented to the
PSCO at his request.
2. More detailed inspection

An inspection conducted when there are clear grounds for believing that the condition of the ship, its
equipment, or its crew does not comply with the requirements of the relevant conventions.
The inspection may focus on one area or be across various areas.
The following may be considered to be clear grounds for more detailed inspections by a PSCO:
1. the absence of principle equipment or arrangements required by the conventions;
2. evidence from the review of the ship’s certificates that a certificate or certificates are clearly
invalid;
3. evidence that the ship’s logs, manuals or other documentation are not on board, are not maintained,
or are falsely maintained;
4. in the opinion of the PSCO’s general impression and observation serious hull or structural
deterioration or deficiencies exist that may place at risk the structural, watertight or weathertight
integrity of the ship;
5. in the opinion of the PSCO’s general impression or observation serious deficiencies exist in the
safety, pollution prevention, or navigational equipment;
6. information or evidence that the master or crew is not familiar with essential shipboard operations
relating to safety of ships or prevention of pollution, or that such operations have not been carried out
7. indication that key crew members may not be able to communicate with each other or with other
persons on board;
8. absence of an up-to-date muster list, fire control plan, & for passenger ships, a damage control
plan;
9. the emission of false distress alerts not followed by proper cancellation procedures;
10. receipt of a report or complaint containing information that a ship appears to be substandard;
11. the ship has been reported by pilots or port authorities or others as having deficiencies which may
prejudice safe navigation;
12. ships whose statutory certificates have been issued by an organisation which is not recognised
under the term of Council Directive 94/57/EC of 22 November 1994 on common rules and standards
for ship inspection and survey organisations and for the relevant activities of maritime Administration;
13. the ship has been involved in a collision on its way to the port;
14. the ship is in a category for which expanded inspection has been decided;
15. the ship has been suspended from their class for safety reasons in the preceding six months;
16. the ship has been accused of an alleged violation of the provisions on discharge of harmful
substances or effluents
17. the ship’s statutory certificates on the ship’s construction and equipment, have been issued by an
organisation which is not recognised by the Authority
18. the ship flying the flag of a State appearing in the three-year rolling average table of above
average detentions in the annual report of MOU.
3. Expanded inspection
An inspection conducted according to non-mandatory guidelines only once during 12 months period
for certain types of ships (tankers, bulkers and passenger ships) and certain categories of age and size.
Oil tankers, bulk carriers, gas and chemical carriers & passenger ships are subject to expanded
inspections once during a period of 12 months. These inspections could be carried out in
accordance with provisions stated below:
Oil tankers, five years or less from the date of phasing out in accordance with MARPOL 73/78, Annex
I Regulation 13 G, i. e.

a) A crude oil tanker of 20.000 DWT and above or a product carrier of 30.000 DWT and above,
not meeting the requirements of a new oil tanker as defined in Regulation 1 (26) of Annex I of
MARPOL 73/78, will be subject to expanded inspection:
- 20 years after its date of delivery as indicated on the Supplement, Form B, to the IOPP
Certificate, or
- 25 years after that date, if the ship’s wing tanks or double bottom space not used for
carriage of oil meet the requirements of Regulation 13 G (4) of the Annex, unless it has
been reconstructed to comply with Regulation 13 F of the same Annex.
b) An oil tanker as mentioned above meeting the requirements of a new oil tanker as defined in
Regulation 1 (26) of Annex I to MARPOL 73/78 will be subject to expanded inspection:
- 25 years after its date of delivery as indicated on the Supplement, Form B, to the IOPP
Certificate, unless it complies with or has been reconstructed to comply with Reg. 13 F.
c) Bulk carrier, older than 12 years of age, as determined on the basis of the date of construction
indicated in the ship’s safety certificate. Such expanded inspection will be conducted only
ones during a period of 12 months by any of the competent authorities of the MOU.
d) Gas and chemical tankers older than 10 years of age, as determined on the basis of
construction indicated in the ship’s safety certificate
e) In case of passenger ship operating on a regular schedule in or out of a port in an EU member

state, the competent authority of the Member State shall carry out an expanded inspection of
each ship. When a passenger ship operates such a schedule between ports in Member States,
one of the States between which the ship is operating shall undertake the expanded inspection.
To the extent applicable, following examinations be considered as part of an expanded inspection.

However, when the examinations are carried out, the master and/or responsible officers should
remind the PSCO that it may jeopardise the safe execution of certain on-board operations, e. g.
cargo operation, if the tests having a direct effect thereon, and are required to be executed during
such operations.
a) execution of black-out and start of emergency generator;
b) inspection of emergency lighting and back up sources including batteries;
c) operation of emergency fire-pump with two firehouses connected to the main fireline;
d) operation of bilge pumps;
e) closing of watertight doors;
f) lowering of a seaside lifeboat to the water level and test the release mechanism;
g) inspection of fire dampers to engine room, cargo holds and accommodation;
h) test of remote emergency stop e. g. boiler, ventilation and fuel pumps;
i) testing of steering gear including auxiliary steering gear;
j) inspection and testing of emergency source of power to radio installations;
k) inspection and, to the extent possible, test of engine-room separators;
Additional expanded inspections, which might be carried out for oil tankers:
a) fixed-deck foam system;
b) fire-fighting equipment in general;
c) inspections of fire dampers to pump room;
d) Control of pressure of inert gas and oxygen content thereof; check of survey report file to
identify possible suspect areas requiring inspections.
Additional expanded inspections, which might be carried out for bulk carriers:
a) corrosion of deck machinery foundations
b) deformation and/or corrosion of hatch covers
c) cracks and/or local corrosion in transverse bulkheads
d) access to cargo holds
e) check of Survey Report File to identify possible suspect areas requiring further inspections
Additional expanded inspections, which might be carried out on gas and chemical carriers:
a) cargo tank monitoring and safety devices relating to temperature, pressure, gas detection, and
ullage
b) oxygen analysing and explosimeter devices, inc. their calibration
c) availability of chemical detection equipment (bellows) with an appropriate number of suitable
gas detection tubes for the specific cargoes being carried
d) cabin escape sets giving suitable respiratory and eye protection, for every person
e) onboard (if required by products listed on International Certificate of Fitness or Certificate of
Fitness for the Carriage of Dangerous Chemicals in Bulk or Liquefied Gases in Bulk as
Applicable)
f) check that the product(s) being carried is listed in the International Certificate of Fitness or
Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk or Liquefied Gases in
Bulk as applicable
g) the fixed fire fighting installations on deck whether they be foam or dry chemical or other as
required by the product(s) carried
Additional expanded inspections, which might be carried out on passenger ships;

a) testing of fire detection and alarm system
b) testing of proper closing of fire doors
c) testing of public address system
d) fire drill where, as a minimum, all sets of fireman’s outfits must be demonstrated and part of
the catering staff shall take part
e) demonstration that key crew members are acquainted with the damage control plan
6. What is the purpose of the Second Joint Ministerial Conference on Port State Control?
The purpose of the upcoming conference is to have a second Ministerial Declaration signed by
representatives for the countries who are members of the Paris and Tokyo Memoranda of
Understanding (MOU) on Port State Control. This declaration will reconfirm our commitment to
eliminating sub-standard shipping around the world and will serve as a framework for new global
policies and programs to facilitate our elimination efforts
7. When was the first Port State Control Conference held and what did it accomplish?
The First Joint Ministerial Conference of the Paris and Tokyo Memoranda of Understanding on Port
State Control was held in Vancouver on March 24 and 25, 1998. The declarations by the Ministers of
the countries represented, contributed to an improvement of shipping in the two MOU regions and
have helped toward eliminating sub-standard ships worldwide.
8. What do the Paris and the Tokyo Memorandum of Understanding seek to accomplish?
Canada has signed two agreements on Port State Control, the Paris MoU and the Tokyo MoU
These agreements established regional systems for the inspection of foreign ships. The objective of the
agreements on Port State Control is to detect sub-standard shipping and minimize the threat to life,
property and the marine environment that may result.
9. How does Canada manage to participate in two MOUs when the levels of inspections carried out
by them both are quite different?
Canada recognizes the difficulties of participating in two organizations in which the levels of service
vary significantly. This was one of the compelling reasons why we convened the Conference in the first
place. Any measures that serve to both harmonize and improve the inspection procedures within the
two MOU regions will go a long way towards the major objective of our two organizations - to
eliminate sub-standard shipping.
10. Which bans can be imposed according to the Directive 2009/16/EC?
The ban due to multiple detentions (Article 16), the ban for jumped detention (Article 21.4), and the
ban for not calling into the indicated repair yard (Article 21.4)
11. Which ship types can be banned under Article 16 (multiple detentions)?
All ship types.
12. What are the “Black”, “Grey” and ”White” lists published by the Paris MOU?
The “Black”, “Grey” and “White” (BGW) lists present the full spectrum, from quality flags (“White”
list) to flags with a poor performance (“Black” list) that are considered: medium risk, medium to high
risk, high risk and very high risk.
It is based on the total number of inspections and detentions over a 3-year rolling period for flags with
at least 30 inspections in the period.
Flags with an average performance are shown on the “Grey” list. Their appearance on this list may
act as an incentive to improve and move to the “White” list.
13. Which lists are used as the reference for applying a ban under Article 16?
The “Black” and “Grey” lists in the Paris MOU annual report, which are applicable from 1st of July
of the year following the report until 30 June the year after (e.g. the 2009 lists are effective from
1/7/2010 until 30/6/2011).
For a ship flying a “Black” listed flag, more than two detentions or Prevention of Operations (PoOs)
are required within the previous 36 months for the ship to be banned and for a ship flying a “Grey”
listed flag, more than two detentions or PoOs are required within the previous 24 months.
14. What happens to ships which change flag during the 24/36 month period of reference?
Only the flag of the ship at the time of the latest detention is used to determine the flag risk category
and to apply the ban.
15. What happens if the ship changes to a lower risk category or to a non-Black or a non-Grey listed
flag after the ban is imposed?
The ban will still apply and can only be lifted following the normal procedures described in Annex VIII
to Directive 2009/16/EC.
16. Does a detention imposed by a non- EU member State count towards a ban decision?
The ban takes into account detentions issued by all states which are members of the Paris MOU on
port state control.
17. Can a State ban a vessel under Article 16 without having first detained her?
No. The banning authority can apply the refusal of access order only to vessels which have been
authorised to leave a port after a detention.
18. What is the minimum duration of ban?

The minimum duration of ban is applied only for the ban due to multiple detentions (Article 16). When
the ship is banned for the first time, the ban can only be lifted after a minimum period of 3 months. If
the same ship is banned second time the ban can only be lifted after 12 months and if the same ship is
banned third time, the ban can only be lifted after 24 months. Any subsequent detention after the third
ban shall result in a permanent ban.
19. Notification of calls
The notification obligation of ships is laid down in two directives – in the so-called monitoring
directive and in the port State directive. The monitoring directive and the notification obligation of the
port State directive have been implemented in Denmark through, among other things, order no. 1021
of 26 August 2010 on technical regulation on a vessel traffic monitoring and information system in
Danish waters and ports.
20. Expected time of departure and arrival
As has been the case until now, all ships calling at a port in the Paris MoU region must notify the port
of its expected time of arrival (ETA) and expected time of departure (ETD) no later than 24 hours
prior to the call.
21. Actual time of departure and arrival
As something new, ships must also notify the actual time of arrival and departure, i.e. the so-called
ATA (Actual Time of Arrival) and ATD (Actual Time of Departure). The ship must, no later than at its
departure from the port, have notified the port authority of the actual time of arrival and departure.
22. Special notifications for ships to be subjected to an “expanded inspection”
In addition to the ETA, ETD, ATA and ATD as mentioned above, ships that can be subjected to an
“expanded inspection” must notify the port of its arrival at least 72 hours prior to arrival. The
information to be notified is stipulated in section 4(2) and (3) of the order. The information is to make
it possible for the authority to plan the expanded inspection. This notification is, at the same time,
considered to effect compliance with the 24-hour notification, cf. above.
23. As regards ships engaged in regular services with several calls at the same port every day, the port
State control authority (the Danish Maritime Authority) can grant exemptions from the notification
requirement (cf. section 4(5) of the order).
Ships’ notifications to the port authority are transferred to SafeSeaNet, a database established in
connection with the monitoring directive. Subsequently, the notification information from SafeSeaNet
is transferred to THETIS, which is the Paris MoU database. Therefore, it is of importance to the PSC
authorities that the notification is correct and timely. If a ship does not make the mandatory
notifications, it can be fined, and the ship may be subjected to an extra port State control inspection
merely for this reason.
24. Scope of the inspections
The scope of the previous port State control inspections is not changed much under the New Inspection
Regime. For example, a typical inspection will still be started by going through the ship’s certificates.
Annex IV of the directive lists the certificates to be inspected. In addition, the port State control
inspector will move around on board to inspect its general condition. The port State control inspector
can decide to start a so-called more detailed inspection if there is any basis for this.

Annex V of the directive gives examples of conditions that may give rise to such “clear grounds”
which can justify a more detailed inspection. Finally, the following ships must be subjected to a so-
called expanded inspection:
 Ships with a high risk profile.
 Passenger ships, oil tankers, gas or chemical tankers or bulk carriers, older than 12 years of age.
 Ships with a high risk profile or passenger ships, oil tankers, gas or chemical tankers or bulk
carriers, older than 12 years of age, in cases of overriding or unexpected factors.
 Ships subject to a re-inspection following a refusal of access order issued in accordance with
article 16 of the directive.
The owner or the master of the ship must ensure that sufficient time is available in the operating
schedule for the expanded inspection to the carried out.
As stated in the section on the notification obligation, these ships must notify the port authority of their
arrival at least 72 hours prior to arrival (ETA 72).
25. Inspection intervals
With NIR, all ships inside the Paris MoU region will be divided into three types: Low Risk Ships
(LRS), Standard Risk Ships (SRS), and High Risk Ships (HRS).
The type of ship is of importance to the intervals at which a ship is to be subjected to a port State
control inspection under the Paris MoU regime. To an LRS an interval of three years applies, and to
an SRS an interval of one year applies, while an HRS is to be inspected every six months. When an
interval has elapsed, the ship must be inspected at the first call hereafter.
However, it has become possible for a port State control authority to choose to inspect ships a little
earlier if it is convenient for the port State control authority’s arrangement of its work. Consequently,
an LRS can be inspected two years after the recent inspection, an SRS ten months after the recent
inspection and an HRS five months after the recent inspection.
When three years have passed since the recent inspection of an LRS, the ship will become a so-called
Priority I ship (P I) that must be inspected. In the period from two years after the recent PSC
inspection until three years after the recent PSC inspection (when the ship is open for inspection, cf.
the above), the ship is a Priority II ship (P II) and can – but does not have to – be inspected by the
PSC authority. The same applies to SRSs and HRSs.
When the ship has been inspected, it does not have any inspection priority for a period of time, cf. the
above (2 years for LRSs, ten months for SRSs and five months for HRSs).
However, a so-called unexpected factor can change the ship’s status from no priority to P II.
Furthermore, a so-called overriding factor can change a ship’s inspection priority to P I.
Ships with unexpected factors mean the following:

 Ships that have not complied with the applicable version of the IMO Recommendation on navigation
through the entrances to the Baltic Sea.
 Ships carrying certificates issued by a formerly recognised organisation whose recognition has been
withdrawn since the last inspection in the Community or in the Paris MoU region.

 Ships that have been reported by pilots or port authorities or bodies as having apparent anomalies
which may prejudice their safe navigation or pose a threat of harm to the environment, cf. article 23
of the directive.
 Ships which have failed to comply with the relevant notification requirements referred to in article 9
of the PSC directive as well as in directive 2000/59/EC (on port reception facilities for ship-
generated waste and cargo residues), and directive 2002/59/EC (the monitoring directive) and, if
appropriate, in regulation (EC) no. 725/2004 (on enhancing ship and port facility security).
 Ships that have been the subject of a report or complaint by the master, a crewmember, or any
person or organisation with a legitimate interest in the safe operation of the ship, on-board living
and working conditions or the prevention of pollution, unless the member State concerned deems the
report or complaint to be manifestly unfounded.
 Ships that have previously been detained more than three months ago.
 Ships that have been reported with outstanding deficiencies, except those for which defi-ciencies had
to be rectified within 14 days after departure, and for deficiencies which had to be rectified before
departure.
 Ships that have been reported with problems concerning their cargo, in particular noxious and
dangerous cargoes.
 Ships that have been operated in a manner posing a danger to persons, property or the
environment.
 Ships where information from a reliable source became known to the effect that their risk
parameters differ from those recorded and the risk level is thereby increased.
Ships with overriding factors mean the following:
 Ships that have been suspended or withdrawn from their class for safety reasons since the last
inspection in the Community or in the Paris MoU region.
 Ships that have been the subject of a report or notification by another member State.
 Ships that cannot be identified in the inspection database.
 Ships that:
o have been involved in a collision, grounding or stranding on their way to the port;
o have been accused of an alleged violation of the provisions on discharge of harmful sub-
stances;
o have manoeuvred in an erratic or unsafe manner whereby routing measures adopted by the
IMO or safe navigation practices and procedures have not been followed.
Ship Risk Profile
The Ship Risk Profile is the basis on which each individual ship is classified as an LRS, SRS or an HRS.
An HRS is a ship with 5 or more weighting points according to the following factors:
Type of ship: Chemical tanker, gas carrier, oil tanker, bulk carrier and passenger ship=" 2 points
Age of ship: Is the age of the ship > 12 years, irrespective of type of ship,= 1 point

Flag:
Is the flag on the blacklist in ”very high risk”, ”high risk” ,”medium to high risk” 2 points
areas="
Is the flag on the blacklist in ”medium risk” areas = 1 point
Is the performance of the ship’s recognised organisation ”low” or ”very low” = 1 point
Is the performance of the shipping company ”low” or ”very low” = 2 points
If the ship has had 2 or more detentions within the previous 36 months = 1 point
To be classified as an LRS, the following criteria must be met:
 The flag must be on the white list.
 The flag State must have been subjected to the IMO voluntary member State audit.
 The performance of the ship’s recognised organisation must be high.
 The ship’s recognised organisation must be recognised by the EU.
 The performance of the shipping company must be high.
 The ship must have been inspected in the Paris MoU region at least once within the previous 36
months, and the number of deficiencies recorded in each inspection within the previous 36 months
must be 5 or fewer.
An SRS is a ship that is neither an HRS nor an LRS.
The Paris MoU database will be updated every night, and the inspections recorded could therefore lead
to changes of a Ship Risk Profile overnight.
The Ship Risk Profile is decisive for the inspection interval.
On the Paris MoU webpage, there is a calculator which will calculate the Ship Risk Profile when the
ship data are recorded.
26. Company Performance

A factor that affects the calculation of the Ship Risk Profile is the Company Performance.
The Company Performance is calculated by comparing the number of deficiencies and detentions
recorded for a shipping company’s ships to the average value of deficiencies and detentions within the
Paris MoU system.
On the Paris MoU webpage, a calculator is available that will – when the necessary data are recorded
– calculate the Company Performance in terms of the following four results: “very low”, “low”,
“medium” or “high”.
27. Who is behind RightShip?

RightShip was initially created as a boutique joint venture company, operating independently but
backed by the resources of major shippers BHP Billiton and Rio Tinto.
The original Ship Vetting information System (SVIS) combined the data resources and knowledge the
two companies had developed over many years in their own in house expert vetting systems. The joint
venture partners’ aim was to improve their own vetting processes, and at the same time raise standards
across the industry so the commercial disadvantages of choosing quality ships were minimised.

Since being formed in 2001, RightShip has grown substantially to serve a global client base far beyond
its parent companies. Cargill acquired a one third stake in RightShip in September 2006.
RightShip’s independent management team operates & improves the system in the interests of its broad
client base.
28. Why is ship vetting important?

Managing risk is about weighing up reliable information and making sound decisions. Given the scale
of risk in marine operations, it makes sense to “vet” – get all the relevant information you can – about
a ship you are considering using, or asked to accept.
The more reliable and comprehensive the information, the more useful the vetting process – and the
faster and better designed the vetting process, the more useful it is in commercial decision-making.
29. Why does anyone need an external vetting system?

A good vetting system makes sure your marine risk is managed, and your decisions are consistent and
based on reliable information.
An in house system is very expensive and time-consuming to develop and maintain. With RightShip you
can have all the advantages of an in house system straight away, at a fraction of the cost; even put your
own vetting system on our secure host server to improve access and security and reduce costs.
30. What makes RightShip different to other systems?
 Our system is the most comprehensive available, with extensive data about over 54000 dry bulk,
petroleum and liner ships.
 The only system that gives you an acceptability rating for the ship, as well as more detailed data
about it.
 Assesses each ship’s suitability for a specific task.
 The fastest way to get this quality of information online.
 Easy online access via web and simple user interface.
 Low subscription rates for 24/7 access.
31. How do we get our ships included in RightShip’s vetting system for your clients to see?
All commercial vessels over 500 tonnes currently operating worldwide are listed in our database
automatically.
Owners don’t need to take any action to have their ships available in the system for our clients to view.
RightShip’s vetting system draws data from reliable sources including IHS Fairplay, Port State Control
inspections, terminal records, and casualty data. The online vetting system evaluates all available data
to give prospective charterers & other interested parties an overview of the levels of risk for each ship.
32. Can I check your system to see how our ships have been evaluated?
RightShip’s online vetting system is available to all subscribing organisations, and we welcome
shipowners as subscribers.
We also offer a special shipowners’ module which helps owners track their ships’ performance.

33. How can I check the information in the RightShip system about my ships?
As subscriber you can search for your ships any time and check the data and risk rating that the system
provides.
We also offer a shipowners’ module, so subscribing owners can get reports and other assistance in
tracking their own vessels’ performance.
34. How is the RightShip risk rating calculated?
The risk rating is determined by a computer-based algorithm. It calculates risk based on data collected
under about 50 risk factors, including as the following as well as other factors:
 Flag Risk (determined by statistical assessment of PSC inspection, casualty and Incident
performance associated with the particular flag)
 Class Risk (determined by statistical assessment of PSC inspection, casualty and Incident
performance associated with the particular class society)
 Number of Changes of flag, class, owner or manager
 The vessel’s casualty history
 The vessel’s berth reports
 The vessel’s terminal reports
 The vessel’s PSC performance (including particular attention to multiple deficiencies and/or
detentions over a period of time)
 The vessel’s age.
These and other risk factors go towards a ‘score’, which is then combined with other factors (such as
Port State Control performance) to determine the overall star rating. Ships rated as highest risk score
less than 72 through the system, while ships rated as lowest risk can score anywhere over 120. Ships
scoring 88 and over are likely to be rated as a satisfactory risk without further review.
It’s also important to remember that data is updated every day and a rating is only valid for the
particular customer, for the particular task, on the particular day and time the vet is done.
35. How does RightShip’s rating system work?
RightShip’s system uses a computer-based algorithm to evaluate data under around 50 separate risk
factors. It uses this data to deliver a rating which shows whether, at the time to the vet is done, the
overall level of risk of the vessel for the nominated task is considered low or high.
The rating is in the form of stars, from one (highest risk) to five (lowest risk). A ship rated three stars
or more is generally passed without further review, while a vessel rated one or two stars will generally
need closer examination, often including a physical inspection, before RightShip will pass it as an
acceptable risk.
It is very important to remember that while RightShip’s rating shows the risk profile of a vessel, and is
based on solid data and proven analysis, it is not a definitive indicator of the vessel’s suitability.
Rather, it indicates the extent of review and follow-up with owners that may be required for the ship to
be passed as an acceptable risk. It is possible for ship the system rates as higher risk to ultimately be
passed as acceptable, provided all is found in order after closer review.

36. How does Port State Control inspection affect the rating?
The number and severity (coding) of deficiencies recorded at Port State Control inspections will impact
on the vessel’s rating.
On review, RightShip’s rating may be improved if owners provide satisfactory information regarding
the outcome of root cause analysis, details of corrective actions taken and preventive actions taken to
prevent reoccurrence on this and other vessels in your fleet for each of the deficiencies. RightShip will
require substantiating evidence (photographs, copies of work instructions, Circulars etc) before
restoring the vessel’s risk rating
37. What other factors affect the rating?
As well as the key scoring risk factors, the rating can also be influenced by factors including:
 Incidents Under Review

 Casualty Under Review
 Lloyds Reported Casualty
 Laid-Up or Under Repair
 Class Suspension / Withdrawal
 Not IACS Classed
 Derate (Target) Flag (designated by RightShip annually, based on poor MOU performance)
Close-out or change by RightShip to any of the factors above, after owners have provided satisfactory
information about the actions they have taken in response to these factors
38. Can people use RightShip to verify the rating of ships before they buy or charter them?
All RightShip subscribers can check the history and risk rating of any of about 70 000 vessels in the
system, and instantly get data and a risk rating
39. Who usually gets a ship recommended – owner or charterer?
Vetting is generally done by charterers, shippers, suppliers or receivers, to check a nominated ship
before accepting it. RightShip customers also include terminals and ports, insurers, marine finance
organisations, agents and organisations from other parts of the industry who have a need to review
vessel data and risk ratings.
The owner’s role in the process is to make sure their ship performs against important risk criteria,
enhancing the prospects of the vessel being evaluated as acceptable by system users
40. Can you tell me more about how ships are vetted?
RightShip provides vetting services for our customers. Vetting is the assessment of vessels for the
purpose of identifying suitability for a specific customer and the intended use as nominated by that
customer.
The vetting process commences when a vetting request is submitted to our system online. RightShip’s
services include:
 Online vessel ratings and data

 Approval or review of ratings and data by experienced technical staff
 Clarification of any issues that may impact the vessel’s suitability or level of risk
 Vetting questionnaires to owners
 Vessel inspections.
41. How is recommendation for new vessels obtained?
RightShip’s system automatically includes all trading vessels including newly commissioned ships, once
they have been allocated an IMO number and been listed by IHS Fairplay.
42. When is inspection required for dry bulk vessels?
Many vessels are vetted and approved without the need for an inspection. The following are cases in
which RightShip may require a physical inspection of the ship by experienced inspectors before it will
consider recommending the vessel as suitable for our customers:
 High risk vessels (as rated by the online vetting system)
 A vessel that has recorded a detention resulting (or likely to result) in prosecution subsequent to
MARPOL or SOLAS infringement
 A vessel that has had a change of owner or manager
 A vessel that has undergone major repairs or modifications
The following are cases in which RightShip will require a physical inspection:
 All Cape vessels at 18 years of age (inspection has 12 month validity)
 All Panamax vessels at 18 years of age (inspection has 12 month validity)
 All Handy vessels at 18 years of age (12 month validity)
Vessels which meet other criteria set by individual customers, or which a customer asks to be inspected.
43. Does RightShip have age limitations for dry bulk vessels?
RightShip reviews risk factors and assesses vessels on a case by case basis, so there is no absolute age
limit. We do however have triggers in the system so that when vessels reach set ages the system will
require further review including an inspection before the ship can be recommended for approval.
These trigger ages include:

 RightShip Age Ceiling (General)
o Handy: 30 Years of Age (<60,000 dwt)
o Panamax: 30 Years of Age (>60,000 dwt <= 90,000 dwt)
o Cape: 25 Years of Age (without CAP2) (>90,000 dwt)
 Age limitations set by RightShip customers.
44. How do I arrange an inspection for a dry bulk vessel?

To apply for an inspection for a dry cargo vessel, you need to contact RightShip to get copies of:
RightShip Conditions which explains all requirements and includes information for the vessel’s Master
Agreement from owners/managers to RightShip conditions for a dry cargo vessel inspection. Read
these documents carefully and get back to RightShip with the required information, including:

a) Written confirmation of Owners agreement to RightShip Conditions for dry vessel inspection.
b) Contact details, including email address, of Person In Charge who is to receive the reports and
will provide corrective and preventative action plan
c) Contact details, including email address of person In charge who is to receive invoice of costs
(full style address for invoice)
d) Full style address of local agents
e) Vessel schedule.
45. How much does an inspection cost?
Dry vessel inspections cost approximately USD$7000 (USD$6000 for Handy Size), approximately.
46. Where can we get ships inspected?
RightShip does not inspect at load ports; Conducted in all major (discharge) ports worldwide.
47. Can inspection be conducted in a repair yard?
We do not normally conduct inspection during a repair period. While we are prepared to consider it,
we do not recommend it due to disruption of normal shipboard routines.
We strongly emphasize that we would be inspecting on the basis of a fully operational vessel and will
give no dispensation for equipment under repair, incomplete documentation, crew unfamiliarity or
inability to operate or demonstrate the vessel to be in a fully operational condition. Deficiencies will be
recorded and assessment made accordingly.
We highly recommend inspection at first discharge port after repair period.
48. How long does an inspection take?
Approximately 2 working days (1 to 1.5 days for Handy size vessels)
49. EEDI – what is it?
EEDI stands for Energy Efficiency Design Index. In July 2011, the International Maritime
Organization’s (IMO) Marine Environment Protection Committee (MEPC) adopted mandatory
measures to reduce Greenhouse Gas (GHG) emissions from international shipping through
amendments to MARPOL Annex VI Regulations. These amendments include application of the EEDI for
new ships which will require new ships to meet a minimum level of energy efficiency.
The EEDI measures the CO2 emitted (grams of CO2 per tonne nautical mile) for new ships, calculated
from ship design and engine performance data. The intended application of the EEDI is to stimulate
innovation and technical development of all elements influencing the energy efficiency of a ship from its
design phase.
50. EVDI™ – what is it?
EVDI™ stands for Existing Vessel Design Index and was developed by RightShip. The EVDI™ is the
core measure used to calculate the RightShip GHG Emissions Rating and is comparable across all
vessels in RightShip’s Ship Vetting Information System (SVIS™) database.
Similar to the IMO MEPC’s EEDI, RightShip’s EVDI™ measures a ship’s CO2 emissions, however
unlike the EEDI that is applied only to new ships the EVDI™ is designed for application with existing
ships.
51. GHG Emissions Rating – what is it?
The GHG Emissions Rating is an innovative measure developed by RightShip that allows comparison of
a ship’s CO2 emissions relative to peer vessels of a similar size and type using a simple A - G scale.
The most efficient vessels rated A, the least efficient rated G.
Ship types are largely consistent with those used by IMO MEPC.
52. EEOI – what is it?
EEOI stands for Energy Efficiency Operational Indicator and provides a measure of the mass of CO2
emitted per unit of transport work based on a vessel’s actual operational data. Unlike the EEDI and
EVDI™, the EEOI will change depending on how the vessel is operated and what abatement measures
the owners/managers have retrofitted.
RightShip plan to incorporate the EEOI at some point in the future and the SVIS™ database has been
structured to enable easy comparison of EEOI & EVDI™ figures.
53. Top Rated Peers – what is it?
Top Rated Peers shows the 5 highest performing vessels as hyperlinks based on EVDI™ Size Scores for
vessels of similar size and type. Clicking on one of these vessels provides a performance differential
between the original vessel and the most efficient vessels of a similar size and type.

Resolution A.1053(27) SURVEY GUIDELINES UNDER THE HSSC, 2011
REVOKES resolutions A.997(25), A.1020(26) and MEPC.180(59).
Table of Contents
GENERAL
1 INTRODUCTION
2 TYPES OF SURVEY
3 APPLICATION AND ARRANGEMENT OF THE GUIDELINES
4 DESCRIPTION OF THE VARIOUS TYPES OF SURVEY

(I) 4.1 Initial surveys
(A) 4.2 Annual surveys
(In) 4.3 Intermediate surveys
(P) 4.4 Periodical surveys
(R) 4.5 Renewal surveys
(B) 4.6 Inspections of the outside of the ship's bottom of cargo ships
(Ad) 4.7 Additional surveys
4.8 Completion of surveys
5 AMPLIFICATION OF TERMS AND CONDITIONS

5.1 Definition of related items
5.2 Extending to five years a certificate issued for less than five years
5.3 Extending the period between inspections of the outside of the ship's bottom
5.4 Definition of "short voyage"
5.5 Application of "special circumstances"
5.6 Revalidation of certificates
5.7 Meaning of "any five-year period"
5.8 Surveys required after transfer of the ship to the flag of another State
5.9 Recommended conditions for extending the period of validity of a certificate
5.10 Inspection of the outside of a passenger ship's bottom
5.11 Survey of radio installations
5.12 Survey of the automatic identification system (AIS)
Annex 1 SURVEY GUIDELINES UNDER THE 1974 SOLAS CONVENTION, AS MODIFIED

BY THE 1988 PROTOCOL RELATING THERETO
(E) 1 GUIDELINES FOR SURVEYS FOR THE CARGO SHIP SAFETY EQUIPMENT
CERTIFICATE
(EI) 1.1 Initial surveys

(EA) 1.2 Annual surveys
(EP) 1.3 Periodical surveys
(ER) 1.4 Renewal surveys

(C) 2 GUIDELINES FOR SURVEYS FOR THE CARGO SHIP SAFETY CONSTRUCTION
CERTIFICATE
(CI) 2.1 Initial surveys
(CA) 2.2 Annual surveys
(CIn) 2.3 Intermediate surveys
(CR) 2.4 Renewal surveys
(B) 3 GUIDELINES FOR THE INSPECTION OF THE OUTSIDE OF THE SHIP'S BOTTOM
OF CARGO SHIPS
(R) 4 GUIDELINES FOR SURVEYS FOR THE CARGO SHIP SAFETY RADIO
CERTIFICATE
(RI) 4.1 Initial surveys
(RP) 4.2 Periodical surveys
(RR) 4.3 Renewal surveys
(P) 5 GUIDELINES FOR SURVEYS FOR THE PASSENGER SHIP SAFETY CERTIFICATE
(PI) 5.1 Initial surveys
(PR) 5.2 Renewal surveys
Annex 2 SURVEY GUIDELINES UNDER THE 1966 LOAD LINE CONVENTION, AS

MODIFIED BY THE 1988 PROTOCOL RELATING THERETO
(L) 1 GUIDELINES FOR SURVEYS FOR THE INTERNATIONAL LOAD LINE

CERTIFICATE OR INTERNATIONAL LOAD LINE EXEMPTION CERTIFICATE
(LI) 1.1 Initial surveys
(LA) 1.2 Annual surveys
(LR) 1.3 Renewal surveys
Annex 3 SURVEY GUIDELINES UNDER THE MARPOL CONVENTION
(O) 1 GUIDELINES FOR SURVEYS FOR THE INTERNATIONAL OIL POLLUTION

PREVENTION CERTIFICATE
(OI) 1.1 Initial surveys
(OA) 1.2 Annual surveys
(OIn) 1.3 Intermediate surveys
(OR) 1.4 Renewal surveys
(N) 2 GUIDELINES FOR SURVEYS FOR THE INTERNATIONAL POLLUTION

PREVENTION CERTIFICATE FOR THE CARRIAGE OF NOXIOUS LIQUID
SUBSTANCES IN BULK
(NI) 2.1 Initial surveys
(NA) 2.2 Annual surveys
(NIn) 2.3 Intermediate surveys
(NR) 2.4 Renewal surveys

(S) 3 GUIDELINES FOR SURVEYS FOR THE INTERNATIONAL SEWAGE POLLUTION

PREVENTION CERTIFICATE
(SI) 3.1 Initial surveys
(SR) 3.2 Renewal surveys
(A) 4 GUIDELINES FOR SURVEYS FOR THE INTERNATIONAL AIR POLLUTION

PREVENTION CERTIFICATE AND THE NOX TECHNICAL CODE
(AI) 4.1 Initial surveys
(AA) 4.2 Annual surveys
(AIn) 4.3 Intermediate surveys
(AR) 4.4 Renewal surveys
Annex 4 SURVEY GUIDELINES UNDER MANDATORY CODES
(D) 1 GUIDELINES FOR SURVEYS FOR THE INTERNATIONAL CERTIFICATE OF

FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN BULK AND THE
CERTIFICATE OF FITNESS FOR THE CARRIAGE OF DANGEROUS CHEMICALS IN
BULK
(DI) 1.1 Initial surveys
(DA) 1.2 Annual surveys
(DIn) 1.3 Intermediate surveys
(DR) 1.4 Renewal surveys
(G) 2 GUIDELINES FOR SURVEYS FOR THE INTERNATIONAL CERTIFICATE OF

FITNESS FOR THE CARRIAGE OF LIQUEFIED GASES IN BULK
(GI) 2.1 Initial surveys
(GA) 2.2 Annual surveys
(GIn) 2.3 Intermediate surveys
(GR) 2.4 Renewal surveys
Appendix 1 SUMMARY OF AMENDMENTS TO MANDATORY INSTRUMENTS REFLECTED

IN THE SURVEY GUIDELINES UNDER THE HSSC
Appendix 2 THE HARMONIZED SYSTEM OF SURVEY AND CERTIFICATION –

DIAGRAMMATIC ARRANGEMENT

TYPES OF SURVEY
The types of survey used in the harmonized system are as follows:
(I) 2.1 An initial survey is a complete inspection before a ship is put into service of all the items
relating to a particular certificate, to ensure that the relevant requirements are complied with and
that these items are satisfactory for the service for which the ship is intended.
The initial survey, should be held before the ship is put in service, or when a new instrument applies
to an existing ship, and the appropriate certificate is issued for the first time.
The initial survey should include a complete inspection, with tests when necessary, of the structure,
machinery and equipment to ensure that the requirements relevant to the particular certificate are
complied with and that the structure, machinery and equipment are fit for the service for which the
ship is intended.
(P) 2.2 A periodical survey is an inspection of the items relating to the particular certificate to ensure
that they are in a satisfactory condition and fit for the service for which the ship is intended.
The periodical survey, should be held within three months before or after the second anniversary
date or within three months before or after the third anniversary date in the case of the cargo ship
safety equipment certificate and should take the place of one of the annual surveys and within three
months before or after each anniversary date in the case of the cargo ship safety radio certificate.
The periodical survey should consist of an inspection, with tests when necessary, of the equipment
to ensure that requirements relevant to the particular certificate are complied with and that they are
in a satisfactory condition and are fit for the service for which the ship is intended.
The periodical survey should also consist of a check that all the certificates, record books, operating
manuals and other instructions and documentation specified in the requirements relevant to the
particular certificate are on board the ship.
(R) 2.3 A renewal survey is the same as a periodical survey but also leads to the issue of a new
certificate.
The renewal survey, should be held before the appropriate certificate is renewed.
The renewal survey should consist of an inspection, with tests when necessary, of the structure,
machinery and equipment to ensure that the requirements relevant to the particular certificate are
complied with and that they are in a satisfactory condition and are fit for the service for which the
ship is intended.
The renewal survey should also consist of a check that all the certificates, record books, operating
manuals and other instructions and documentation specified in the requirements relevant to the
particular certificate are on board the ship.
(In) 2.4 An intermediate survey is an inspection of specified items relevant to the particular certificate to
ensure that they are in a satisfactory condition and fit for the service for which the ship is intended.
The intermediate survey, should be held within three months before or after the second anniversary
date or within three months before or after the third anniversary date of the appropriate certificate
and should take the place of one of the annual surveys.
The intermediate survey should be an inspection of items relevant to the particular certificate to
ensure that they are in a satisfactory condition and are fit for the service for which the ship is
intended.
When specifying items of hull and machinery for detailed examination, due account should be taken
of any continuous survey schemes that may be applied by classification societies.
(A) 2.5 An annual survey is a general inspection of the items relating to the particular certificate to
ensure that they have been maintained and remain satisfactory for the service for which the ship is
intended.
The annual survey, should be held within three months before or after each anniversary date of the
certificate.
An annual survey should enable the Administration to verify that the condition of the ship, its
machinery and equipment is being maintained in accordance with the relevant requirements.
(B) 2.6 An inspection of the outside of the ship's bottom is an inspection of the underwater part of the
ship and related items to ensure that they are in a satisfactory condition and fit for the service for
which the ship is intended.
There should be a minimum of two inspections of the outside of the ship's bottom during any five
year period, except where SOLAS 74/88, regulation I/14(e) or (f) is applicable.
One such inspection should be carried out on or after the fourth annual survey in conjunction with
the renewal of the Cargo Ship Safety Construction Certificate or the Cargo Ship Safety Certificate.
Where the Cargo Ship Safety Construction Certificate or the Cargo Ship Safety Certificate has been
extended under SOLAS 74/88, regulation I/14(e) or (f), this five-year period may be extended to
coincide with the validity of the certificate.
In all cases the interval between any two such inspections should not exceed 36 months.
The inspection of the outside of the ship's bottom and the survey of related items should include an
inspection to ensure that they are in a satisfactory condition and fit for the service for which the ship
is intended.
Inspections of outside of the ship's bottom should normally be carried out with the ship in dry dock.
However, consideration may be given to alternate inspections being carried out with the ship afloat.
Special consideration should be given before ships of 15 years of age and over other than bulk
carriers and oil tankers are permitted to have such surveys afloat. Inspection of the outside of the
ship's bottom of bulk carriers and oil tankers of 15 years of age and over should be carried out with
the ship in dry dock.
Inspections with the ship afloat should only be carried out when the conditions are satisfactory and
the proper equipment and suitably trained staff is available.
For ships subject to enhanced survey, the provisions of paragraph 2.2.22 of Annex A or B, as
applicable, of resolution A.744 (18), as amended, should apply.
Where an inspection of the ships bottom has not been carried out before the due dates reference
should be made to 5.6.
(5.6 Revalidation of certificates - A certificate ceases to be valid if the periodical, intermediate or
annual survey, as appropriate, or the inspection of the outside of the ship's bottom is not completed
within the periods specified in the relevant regulation or article. The validity of the certificate
should be restored by carrying out the appropriate survey which, in such circumstances, should
consist of the requirements of the survey that was not carried out, but its thoroughness and
stringency should have regard to the time this survey was allowed to lapse. The
Administration concerned should then ascertain why the survey was allowed to lapse and consider
further action.)
(Ad) 2.7 An additional survey is an inspection, either general or partial according to the circumstances, to
be made after a repair resulting from investigations or whenever any important repairs or renewals
are made.

Whenever an accident occurs to a ship or a defect is discovered which affects the safety or integrity
of the ship or the efficiency or completeness of its equipment, the master or owner should make a
report at the earliest opportunity to the Administration, the nominated surveyor or recognized
organization responsible for issuing the relevant certificate. The Administration, the nominated
surveyor or recognized organization responsible for issuing the relevant certificate should then
initiate an investigation to determine whether a survey, as required by the regulations applicable to
the particular certificate, is necessary. This additional survey, which may be general or partial
according to the circumstances, should be such as to ensure that the repairs and any renewals have
been effectively made and that the ship and its equipment continue to be fit for the service for which
the ship is intended.
"Short voyage" means a voyage where neither the distance from the port in which the voyage
begins and the final port of destination nor the return voyage exceeds 1,000 miles.
“Any five-year period” is the five-year period of validity of the Cargo Ship Safety Construction
Certificate or the Cargo Ship Safety Certificate.
5.8 Surveys required after transfer of the ship to the flag of another State
The certificates cease to be valid when a ship transfers to the flag of another State and it is required
that the Government of the State to which the ship transfers should not issue new certificates until it
is fully satisfied that the ship is being properly maintained and that there have been no unauthorized
changes made to the structure, machinery and equipment.
When so requested, the Government of the State whose flag the ship was formerly entitled to fly is
obliged to forward, as soon as possible, to the new Administration copies of certificates carried by
the ship before the transfer and, if available, copies of the relevant survey reports and records, such
as record of safety equipment and conditions of assignment for load line.
When fully satisfied by an inspection that the ship is being properly maintained and that there have
been no unauthorized changes, in order to maintain the harmonization of the surveys the new
Administration may give due recognition to initial and subsequent surveys carried out by, or on
behalf of, the former Administration and issue new certificates having the same expiry date as the
certificates that ceased to be valid because of the change of flag.
5.10 Inspection of the outside of a passenger ship's bottom

5.10.1 A minimum of two of the inspections of the outside of the ship's bottom during any five-year
period should be conducted in dry-dock. In all cases, the maximum interval between any two dry-
dock bottom inspections should not exceed 36 months.
5.10.2 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 ro-ro passenger ship) in any five-year
period may be reduced from two to one. In such cases the intervals between consecutive inspections
in dry-dock should not exceed 60 months.
Note: The definition of "any five-year period" is the five-year period of validity of the International
Load Line Certificate.
5.10.3 Inspections of the ship's bottom required for the renewal survey that are not conducted in
dry-dock may be carried out with the ship afloat. The bottom inspection, regardless of method,
should be carried out within the allowable time window for the Passenger Ship Safety Certificate
renewal survey (i.e. within the 3 months time window before the expiry date of the certificate).
Additionally, inspections of the outside of the ship's bottom conducted afloat should only be carried

out when the conditions are satisfactory and the proper equipment and suitably qualified staff is
available. Rudder bearing clearances specified in (PR) 5.2.2.1 need not be taken at afloat inspections
5.10.4 Special consideration should be given to ships 15 years of age or over before being permitted
to credit inspections afloat.
5.10.5 If a survey in dry-dock is not completed within the maximum intervals referred to above, the
Passenger Ship Safety Certificate should cease to be valid until the survey in dry-dock is completed.
5.11 Survey of radio installations

The survey of the radio installations, including those used in life-saving appliances, should always
be carried out by a qualified radio surveyor who has necessary knowledge of the requirements of
SOLAS 1974, the International Telecommunication Union's Radio Regulations and the associated
performance standards for radio equipment. The radio survey should be carried out using suitable
test equipment capable of performing all the relevant measurements required by these guidelines.
On satisfactory completion of the survey, the radio surveyor should forward a report of the survey,
which should also state the organization he represents, to the authorities responsible for the issue of
the ship's Cargo Ship Safety Radio Certificate or Passenger Ship Safety Certificate.
5.12 Survey of the automatic identification system (AIS)

The survey of the automatic identification system should always be carried out by a qualified radio
surveyor who has necessary knowledge of the requirements of SOLAS 1974, the International
Telecommunication Union's Radio Regulations and the associated performance standards for radio
equipment. The survey of the automatic identification system should be carried out using suitable
test equipment capable of performing all the relevant measurements required by and in accordance
with the Guidelines on annual testing of the AIS. (MSC.1/Circ.1252).

Resolution A.1049 (27) INTERNATIONAL CODE ON THE ENHANCED PROGRAMME OF

INSPECTIONS DURING SURVEYS OF BULK CARRIERS AND OIL
TANKERS, 2011 (2011 ESP CODE)
Contents
ANNEX A CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING

SURVEYS OF BULK CARRIERS
Part A CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING

SURVEYS OF BULK CARRIERS HAVING SINGLE-SIDE SKIN CONSTRUCTION
1 General
1.1 Application
1.2 Definitions
1.3 Repairs
1.4 Surveyors
1.5 Thickness measurements and close-up surveys
2 Renewal survey
2.1 General
2.2 Dry-dock survey
2.3 Space protection
2.4 Hatch covers and coamings
2.5 Extent of overall and close-up surveys
2.6 Extent of thickness measurements
2.7 Extent of tank pressure testing
2.8 Additional renewal survey requirements after determining compliance with regulations
XII/12 and XII/13 of the Convention
3 Annual survey
3.1 General
3.2 Examination of the hull
3.3 Examination of weather decks, hatch covers and coamings
3.4 Examination of cargo holds
3.5 Examination of ballast tanks
3.6 Additional annual survey requirements for the foremost cargo hold of ships subject to
regulation XII/9.1 of the Convention in accordance with the requirements of annex 12
3.7 Additional annual survey requirements after determining compliance with regulations
4 Intermediate survey
4.1 General
4.2 Bulk carriers 5 to 10 years of age
4.3 Bulk carriers 10 to 15 years of age
4.4 Bulk carriers exceeding 15 years of age
5 Preparations for survey
5.1 Survey programme
5.2 Conditions for survey
5.3 Access to structures
5.4 Equipment for survey
5.5 Surveys at sea or at anchorage
5.6 Survey planning meeting

6 Documentation on board
6.1 General
6.2 Survey report file
6.3 Supporting documents
6.4 Review of documentation on board
7 Procedures for thickness measurements
7.1 General
7.2 Certification of thickness measurement company
7.3 Reporting
8 Reporting and evaluation of survey
8.1 Evaluation of survey report
8.2 Reporting
Annexes
Annex 1 Requirements for close-up survey at renewal surveys
Annex 2 Requirements for thickness measurements at renewal surveys
Annex 3 Owner's inspection report
Annex 4A Survey programme
Annex 4B Survey planning questionnaire
Annex 5 Procedures for certification of a company engaged in thickness measurement of hull
structures
Annex 6 Survey reporting principles
Annex 7 Condition Evaluation Report
Annex 8 Recommended procedures for thickness measurements
Annex 9 Guidelines for technical assessment in conjunction with the planning of enhanced
surveys for bulk carriers – Renewal survey hull
Annex 10 Requirements for extent of thickness measurement at areas of substantial corrosion
Annex 11 Guidelines for the gauging of the vertically corrugated transverse watertight
bulkhead between holds Nos.1 and 2
Annex 12 Additional annual survey requirements for the foremost cargo hold of ships subject to
regulation XII/9.1 of the Convention
Annex 13 Strength of cargo hatch cover securing arrangements for bulk carriers
Annex 14 Procedural requirements for thickness measurements
Annex 15 Guidelines for the thickness measurements of side shell frames and brackets in
single-side skin bulk carriers required to comply with resolution MSC.168(79)
Part B CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING SURVEYS OF

BULK CARRIERS HAVING DOUBLE-SIDE SKIN CONSTRUCTION
1 General
1.1 Application
1.2 Definitions
1.3 Repairs
1.4 Surveyors
2 Renewal survey
2.1 General
2.2 Dry-dock survey
2.3 Space protection
2.4 Hatch covers and coamings

2.8 Additional renewal survey requirements after determining compliance with regulations
3 Annual survey
3.1 General
3.3 Examination of weather decks, hatch covers and coamings
3.4 Examination of cargo holds
3.6 Additional annual survey requirements after determining compliance with regulations
4.1 General
4.2 Double-side skin bulk carriers 5 to 10 years of age
4.3 Double-side skin bulk carriers 10 to 15 years of age
4.4 Double-side skin bulk carriers exceeding 15 years of age
6.1 General
7.1 General
7.2 Certification of thickness Measurement Company
7.3 Reporting
8.2 Reporting
Annexes
structures

Annex 9 Guidelines for technical assessment in conjunction with planning for enhanced
surveys of double-side skin bulk carriers – Renewal survey hull
Annex 10 Requirements for extent of thickness measurements at those areas of substantial
corrosion of bulk carriers with double-side skin construction within the cargo length
area
Annex 11 Strength of cargo hatch cover securing arrangements for bulk carriers
Annex 12 Procedural requirements for thickness measurements
ANNEX B CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING

SURVEYS OF OIL TANKERS
Part A CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING

SURVEYS OF DOUBLE-HULL OIL TANKERS
1 General
1.1 Application
1.2 Definitions
1.3 Repairs
1.4 Surveyors
2 Renewal survey
2.1 General
2.2 Dry-dock survey
2.3 Tank corrosion prevention system
3 Annual survey
3.1 General
3.3 Examination of weather decks
3.4 Examination of cargo pump-rooms and pipe tunnels if fitted
4.1 General
4.2 Oil tankers 5 to 10 years of age
4.4 Oil tankers exceeding 15 years of age
6.1 General
7.1 General
7.2 Certification of thickness Measurement Company
7.3 Reporting
8.2 Reporting
Annexes
Annex 1 Minimum requirements for close-up survey at renewal survey of double-hull oil
tankers
Annex 2 Minimum requirements for thickness measurements at renewal survey of double-hull
oil tankers
Annex 3 Minimum requirements for tank testing at renewal survey of double-hull oil tankers
Annex 4 Requirements for extent of thickness measurements at areas of substantial corrosion
of double-hull oil tankers
structures
Annex 10 Recommended procedures for thickness measurements of double-hull oil tankers
surveys for oil tankers
Annex 12 Criteria for longitudinal strength of hull girder for oil tankers
Part B CODE ON THE ENHANCED PROGRAMME OF INSPECTIONS DURING

SURVEYS OF OIL TANKERS OTHER THAN DOUBLE-HULL OIL TANKERS
1 General
1.1 Application
1.2 Definitions
1.3 Repairs
1.4 Surveyors
2 Renewal survey
2.1 General
2.2 Dry-dock survey
2.3 Tank corrosion prevention system
3 Annual survey
3.1 General
3.3 Examination of weather decks
3.4 Examination of cargo pump-rooms and pipe tunnels if fitted
4.1 General
4.4 Oil tankers exceeding 15 years of age
6.1 General
7.1 General
7.2 Certification of thickness measurement company
7.3 Reporting
8.2 Reporting
Annexes
Annex 3 Requirements for tank pressure testing at renewal surveys
Annex 4 Requirements for extent of thickness measurements at areas of substantial corrosion
structures
surveys for oil tankers
Annex 12 Criteria for longitudinal strength of hull girder for oil tankers

Overall survey is a survey intended to report on the overall condition of the hull structure and
determine the extent of additional close-up surveys.
Close-up survey is a survey where the details of structural components are within the close visual
inspection range of the surveyor, i.e. normally within reach of hand.
Suspect areas are locations showing substantial corrosion and/or are considered by the surveyor to
be prone to rapid wastage.
Transverse section is the cross section of the hull perpendicular to the ship's centreline and includes
all longitudinal members such as plating, longitudinals and girders at the deck, side and bottom,
inner bottom and hopper side plating, longitudinal bulkheads, and bottom plating in top wing tanks.
Representative spaces are those which are expected to reflect the condition of other spaces of
similar type and service and with similar corrosion prevention systems. When selecting
representative spaces account should be taken of the service and repair history on board and
identifiable critical and/or suspect areas.
Suspect areas are locations showing substantial corrosion and/or are considered by the surveyor to
be prone to rapid wastage.
Substantial corrosion is an extent of corrosion such that assessment of corrosion pattern indicates
wastage in excess of 75 per cent of allowable margins, but within acceptable limits. For ships built
under the IACS Common Structural Rules, substantial corrosion is an extent of corrosion such that
the assessment of the corrosion pattern indicates a gauged (or measured) thickness between tnet +
0.5 mm and tnet.
A corrosion prevention system is normally considered a full hard protective coating.

Hard protective coating should usually be epoxy coating or equivalent. Other coating systems,
which are neither soft nor semi-hard coatings, may be considered acceptable as alternatives
provided that they are applied and maintained in compliance with the manufacturer's specifications.
Coating condition is defined as follows:

GOOD condition with only minor spot rusting;
FAIR condition with local breakdown of coating at edges of stiffeners and weld connections and/or
light rusting over 20 per cent or more of areas under consideration, but less than as defined for
POOR condition; and
POOR condition with general breakdown of coating over 20 per cent or more
Critical structural areas are locations which have been identified from calculations to require
monitoring or from the service history of the subject ship or from similar or sister ships to be
sensitive to cracking, buckling or corrosion which would impair the structural integrity of the ship.
A prompt and thorough repair is a permanent repair completed at the time of survey to the
satisfaction of the surveyor, therein removing the need for the imposition of any associated
condition of classification or recommendation.

Resolution A.883 (21) Global and uniform implementation of the harmonized system of
survey and certification (HSSC)
ANNEX 1
Introduction of the harmonized system of survey and certification
1 The current certificates on board a particular ship on 3 February 2000 will remain valid until they expire.
2 The date for the introduction of the HSSC …………………………. company and the Administration.
3 In the case where an existing certificate …………………………….. provided for in paragraph 2 above.
4 Notwithstanding that some certificates ………………………………surveys if carried out only recently.
5 When implementing the HSSC, it be applied to all types of ships & in respect of all relevant instruments.
ANNEX 2
Modifications to the forms of certificates prescribed by the 1988 SOLAS and Load Line Protocols
Passenger Ship Safety Certificate

Cargo Ship Safety Construction Certificate
Cargo Ship Safety Equipment Certificate
Cargo Ship Safety Radio Certificate
Cargo Ship Safety Certificate
Record of Equipment for the Passenger Ship Safety Certificate (Form P)

Record of Equipment for the Cargo Ship Safety Equipment Certificate (Form E)
Record of Equipment for the Cargo Ship Safety Radio Certificate (Form R)
Record of Equipment for the Cargo Ship Safety Certificate (Form C)
International Load Line Certificate

International Load Line Exemption Certificate
The harmonized system provides for:
1. A one-year standard interval between surveys based on initial, annual, intermediate, periodical and
renewal surveys as appropriate;
2. A scheme for providing the necessary flexibility for the execution of each survey with the provision
that the renewal survey may be completed within three months before the expiry date of the
existing certificate with no loss of its period of validity;
3. A maximum period of validity of five years for all certificates for cargo ships;
4. A maximum period of validity of 12 months for the Passenger Ship Safety Certificate;
5. A system for the extension of certificates limited to three months to enable a ship to complete its
voyage (or one month for ships engaged on short voyages);

6. When an extension has been granted, the period of validity of the new certificate is to start from the
expiry date of the existing certificate before its extension.
The main changes to the SOLAS and Load Lines Conventions are that annual inspections have been
made mandatory for cargo ships and unscheduled inspections have been discontinued. Other changes
refer to survey intervals and requirements.
1 Types of ship survey
Initial survey - A complete inspection of all the items relating to the particular certificate before the ship is
put into service to ensure they are in a satisfactory condition and fit for the service for which the ship is
intended.
Periodical survey - Inspection of the items relating to the particular certificate to ensure that they are in a
satisfactory condition and fit for the service for which the ship is intended.
Renewal survey - As per periodical survey but leads to the issue of a new certificate.
Intermediate survey - Inspection of specified items
Annual survey - General inspection of the items relating to the particular certificate to ensure that they
have been maintained and remain satisfactory for the service for which the ship is intended.
Additional survey - Inspection, either general or partial according to the circumstances, to be made after a
repair resulting from casualty investigations or whenever any important repairs or renewals are made.
2 List of certificates required on board ship relating to harmonized system of survey and certification
(some depend on type of ship)
 Passenger Ship Safety Certificate, including Record of Equipment

 Cargo Ship Safety Construction Certificate
 Cargo Ship Safety Equipment Certificate, including Record of Equipment
 Cargo Ship Safety Radio Certificate, including Record of Equipment
 Cargo Ship Safety Certificate, including Record of Equipment
 International Load Lines Certificate
 International Load Lines Exemption Certificate
 International Oil Pollution Prevention Certificate
 International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk
 International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
 International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
 Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

Resolution A.744 (18) GUIDELINES ON THE ENHANCED PROGRAMME OF INSPECTIONS
DURING SURVEYS OF BULK CARRIERS AND OIL TANKERS

1. The intention of the Guidelines is to ensure that an appropriate level of review of plans and documents
during surveys of bulk carriers and oil tankers is conducted and consistency in their application is achieved.
The evaluation of survey reports, survey programmes, planning documents, etc., should be carried out at the
managerial level of the responsible maritime Administration or organization recognized by the
Administration.
2. The Guidelines are divided into two annexes:

.1 Guidelines on the enhanced programme of inspections during surveys of bulk carriers (Annex A); and
.2 Guidelines on the enhanced programme of inspections during surveys of oil tankers (Annex B).
3. The Guidelines are mandatory under SOLAS regulation XI/2 for bulk carriers and oil tankers which
requires that bulk carriers and oil tankers be subject to an enhanced programme of inspections in
accordance with the Guidelines, as may be amended (see paragraph 7 below).
4. The 18th IMO Assembly adopted resolution A.744 (18), inviting Governments to apply the Guidelines as
soon as possible to all bulk carriers and oil tankers respectively and requesting the MSC and the MEPC to
keep them under review and update them as necessary, in the light of experience gained in their application.
5. The 1994 SOLAS Conference adopted new SOLAS chapter XI on Special measures to enhance maritime,
thereby making resolution A.744 (18), mandatory through regulation XI/2 which reads:
“Enhanced surveys : Bulk carriers as defined in regulation IX/1.6 and oil tankers as defined in regulation II-
1/2.12 shall be subject to an enhanced programme of inspections in accordance with the guidelines adopted
by the Assembly of the Organization by resolution A.744(18), as may be amended by the Organization,
provided that such amendments are adopted, brought into force and take effect in accordance with the
provisions of article VIII of the present Convention concerning the amendment procedures applicable to the
annex other than chapter I.”
6. Contents of the Guidelines

The contents of the Guidelines as described in the following include the amendments in force on 1 January
2002, i.e. the 1996 and 1997 amendments.
7. Guidelines on the enhanced programme of inspections during surveys of bulk carriers (Annex A)
1. The Guidelines start of with a general chapter on application, definitions and scope of surveys.
It stipulates that the Guidelines should apply to surveys of hull structure and piping systems in way of
cargo holds, cofferdams, pipe tunnels, void spaces within the cargo length area and all ballast tanks and
that the surveys should be carried out during the surveys prescribed by the SOLAS 1974, as amended.
Prior to inspection the surveyor should examine the completeness of documentation on board and its
contents as a basis for the survey.

When a survey results in the identification of significant corrosion or of significant structural defects
which, in the opinion of the surveyor, will impair the structural integrity of the ship, then remedial
action, in consultation with the Administration should be agreed and implemented before the ship
continues in service.
2. Chapter 2 deals with the enhanced survey carried out during the periodical survey.
It starts with general provisions on timing and conduct of the enhanced survey, continues with detailed
requirements for dry-dock surveys, space protection, inspections of hatch covers and coamings and goes
on to explain the extent of overall and close-up surveys, thickness measurements and tank pressure
testing.
3. Chapter 3 talks about the enhanced survey carried out during the annual survey, for the purpose of
ensuring, as far as practicable, that the hull, hatch covers, coamings and piping are maintained in a
satisfactory condition.
It also includes provisions on the examination of cargo holds and ballast tanks.
4. Chapter 4 talks about the intermediate enhanced survey, concerning those items which are additional to
the requirements of the annual survey and may be surveyed either at the second or third annual survey
or between these surveys.
It has requirements for the survey of ballast tanks and cargo holds and the extent of thickness
measurements.
5. Chapter 5 deals with preparations for survey, in particular the survey programme, the conditions for
survey, access to structures, equipment for survey and the conduct of surveys at sea or at anchorage.
6. Chapter 6 contains provisions for prompt and thorough repairs of bulk carriers relative to damages and
wastage in cargo holds, requesting that any damage or excessive wastage beyond allowable limits to
side shell frames, their end attachments and/or adjacent shell plating, and deck structure and deck
plating between hatches, watertight bulkheads and hatch covers and hatch coamings that affect the
structural strength or integrity of the hull of the vessel, is to be promptly and thoroughly repaired.
7. Chapter 7 specifies the on-board documentation to be supplied and maintained by the owner and to be
made available to the surveyor.
It contains requirements for the survey report file, supporting documents and the review of
documentation on board by the surveyor.
8. Chapter 8 is dedicated to procedures for thickness measurements, including general requirements and
special provisions regarding the certification of thickness measurement company and the preparation of
the thickness measurement report.
9. Chapter 9 deals with Reporting and Evaluation of survey, stating that the data and information on the
structural condition of the ship collected during the survey should be evaluated for acceptability and
continued structural integrity of the ship and that a condition evaluation report of the survey and results
should be issued to the owner.
10. Specific requirements for particular provisions of Annex A of the Guidelines are contained in annexes
as follows:

Annex 1 Requirements for close-up survey at periodical surveys

Annex 2 Requirements for thickness measurements at periodical surveys
Annex 4 Principles for planning document
Annex 5 Procedures for certification of a company engaged in thickness measurements of hull
structures
Annex 6 Reporting principles
Annex 7 Condition evaluation report
Appendix 1 General particulars
Appendix 2 Reports on thickness measurement
Appendix 3 Guidance on thickness measurement
survey for bulk carriers
Annex 10 Requirements for extent of thickness measurement at those areas of substantial
corrosion. Periodical survey of bulk carriers within the cargo area
8. Guidelines on the enhanced programme of inspections during surveys of oil tankers (Annex B)
1. The Guidelines start with a general chapter on application, definitions and scope of surveys.
It stipulates that the Guidelines should apply to all oil tankers of 500 tons gross tonnage and above,
otherwise the same provisions as in Annex A apply
2. Chapter 2 deals with the enhanced survey carried out during the periodical survey.
It starts with general provisions on timing and conduct of the enhanced survey, continues with
detailed requirements for dry-dock surveys and inspection of tank corrosion prevention systems and
goes on to explain the extent of overall and close-up surveys, thickness measurements and tank
pressure testing.
3. Chapter 3 talks about the enhanced survey carried out during the annual survey, for the purpose of
ensuring, as far as practicable, that the hull, weather decks, cargo pump-rooms and pipe tunnels are
maintained in a satisfactory condition. It also includes provisions on the examination of ballast tanks
4. Chapter 4 talks about the intermediate enhanced survey, concerning items which are additional to
the requirements of the annual survey and may be surveyed either at the second or third annual
survey or between these surveys.
It has requirements for the survey of oil tankers over 5 years of age but not more than 10 years of
age and oil tankers over 10 years of age and also for the extent of thickness measurements.

5. Chapters 5, 6, 7 and 8 are very similar to chapters 5, 7, 8 and 9 of Annex A, dealing with
preparations for survey, documentation on board, procedures for thickness measurements and
reporting and evaluation of survey.
6. Specific requirements for particular provisions of Annex B of the Guidelines are contained in
annexes as follows:
Annex 1 Requirements for close-up survey at periodical surveys

Annex 2 Requirements for thickness measurements at periodical surveys
Annex 3 Requirements for tank pressure testing at periodical surveys
Annex 4 Requirements for extent of thickness measurements at areas of substantial
corrosion. Periodical survey within the cargo area
Annex 6 Principles for planning document
Annex 7 Procedures for certification of a company engaged in thickness measurements
of hull structures
Annex 8 Reporting principles
Annex 9 Condition evaluation report
Appendix 1 General particulars
Appendix 2 Reports on thickness measurement
Appendix 3 Guidance on thickness measurement
Annex 11 Guidelines for technical assessment in conjunction with the planning of
enhanced survey for oil tankers
9. Amendments to the Guidelines
Since the Guidelines are mandatory under SOLAS, amendments have to follow the procedures outlined in
article VIII (b) and regulation XI/2 of the SOLAS Convention.
This concerns in particular the proposal &circulation of draft amendments, their adoption, the dates of their
acceptance and their entry into force and the circulation of certified texts of the amendments after adoption.
Since their adoption in 1993 the Guidelines have been extensively amended and further amendments,
prepared by the Sub-Committee on Ship Design and Equipment (DE), are currently in the pipeline.
IACS is currently identifying best practices amongst its Members with regard to the above mentioned
issues in order to harmonize reporting practices in this area and will keep IMO informed on developments.

GUIDELINES FOR DAMAGE CONTROL PLANS AND INFORMATION TO THE MASTER
MSC.1/Circ.1245
1 Application
These Guidelines are intended as advice on the preparation of damage control plans and to set a minimum
level for the presentation of damage stability information for use on board passenger and cargo ships to
which SOLAS regulation II-1/19, as amended by resolution MSC.216 (82), applies.
2 General
2.1 The damage control plan and damage control booklet are intended to provide ship’s officers with clear
information on the ship’s watertight subdivision and equipment related to maintaining the boundaries and
effectiveness of the subdivision so that, in the event of damage to the ship causing flooding, proper
precautions can be taken to prevent progressive flooding through openings therein and effective action can
be taken quickly to mitigate and, where possible, recover the ship’s loss of stability.
2.2 The damage control plan and damage control booklet should be clear and easy to understand.
It should not include information which is not directly relevant to damage control, and should be provided
in the working language of the ship.
3 Damage control plans
3.1 The damage control plan should be of a scale adequate to show clearly required content of the plan.
3.2 Isometric drawings are recommended for special purposes. The plan should include inboard profile,
plan views of each deck and transverse sections to the extent necessary to show the following:
.1 The watertight boundaries of the ship;
.2 the locations and arrangements of cross-flooding systems, blow-out plugs and any mechanical
means to correct list due to flooding, together with the locations of all valves & remote controls;
.3 the locations of all internal watertight closing appliances including, on Ro-Ro ships, internal
ramps or doors acting as extension of the collision bulkhead and their controls and the locations of
their local and remote controls, position indicators and alarms. The locations of watertight closing
appliances which are not allowed to be opened during the navigation and of those which are allowed
to be opened during navigation should be clearly indicated;
.4 The locations of all doors in the shell of the ship, including position indicators, leakage detection
and surveillance devices;
.5 The locations of all external watertight closing appliances in cargo ships, position indicators and
alarms;
.6 the locations of all weather tight closing appliances in local subdivision boundaries above the
bulkhead deck and on the lowest exposed weather decks, together with locations of controls and
position indicators, if applicable; and
.7 The locations of all bilge and ballast pumps, their control positions and associated valves.

4 Damage control booklets
4.1 The information listed in section 3 should be repeated in the damage control booklet.
4.2 The damage control booklet should include general instructions for controlling effects of damage:
.1 Immediately closing all watertight and weather tight closing appliances;
.2 establishing the locations and safety of persons on board, sounding tanks and compartments to
ascertain the extent of damage and repeated soundings to determine rates of flooding; and
.3 cautionary advice regarding the cause of any list and of liquid transfer operations to lessen list or
trim, and the resulting effects of creating additional free surfaces and of initiating pumping
operations to control the ingress of water.
4.3 The booklet should contain additional details to the information shown on the damage control plan,
such as the locations of flooding detection systems, sounding devices, tank vents and overflows which do
not extend above the weather deck, pump capacities, piping diagrams, instructions for operating cross-
flooding systems, means of accessing and escaping from watertight compartments below the bulkhead deck
for use by damage control parties, and alerting ship management and other organizations to stand by and to
co-ordinate assistance, if required.
4.4 If applicable to the ship, locations of non-watertight openings with non-automatic closing devices
through which progressive flooding might occur should be indicated as well as guidance on the possibility
of non-structural bulkheads and doors or other obstructions retarding the flow of entering seawater to cause
at least temporary conditions of unsymmetrical flooding.
4.5 If the results of the subdivision and damage stability analyses are included, additional guidance should
be provided to ensure that the ship's officers referring to that information are aware that the results are
included only to assist them in estimating the ship's relative survivability.
4.6 The guidance should identify criteria on which the analyses were based and clearly indicate that the
initial conditions of the ship's loading extents and locations of damage, permeabilities, assumed for the
analyses may have no correlation with the actual damaged condition of the ship.
5 Visual guidance to the master
Visual guidance, such as damage consequence diagrams, may be used to provide the master with a rapid
means to evaluate the consequence of damage to the ship.
6 Placement on board the ship
6.1 For passenger ships, the damage control plan should be permanently exhibited or readily available on
the navigation bridge, in the ship’s control station, safety centre or equivalent.
6.2 For cargo ships, the damage control plan should be permanently exhibited or readily available on the
navigation bridge, in the cargo control room, all ship’s office or other suitable location.
7 Use of on-board computers
Damage control plans and damage control booklets should be in printed form. The use of on-board
computers, with damage stability software developed for the specific ship, and familiar to properly trained
ship’s officers can provide a rapid means to supplement the information in the plan and booklet for
effective damage control.

8 Shore-based emergency response systems
8.1 A shore-based emergency response system may be used to supplement the damage control booklet
referred to in section 4.
8.2 Contact information for gaining access to shore-based facilities together with a list of information
required for making damage stability assessments should be readily available.
Res A.601 (15) PROVISION AND DISPLAY OF MANEUVERING INFORMATION ON BOARD:
1 INTRODUCTION:
The Manoeuvring information should be presented as follows:
1. Pilot Card
2. Wheelhouse Poster
3. Manoeuvring Booklet
2 APPLICATION:
1. All ships to which the requirements of the SOLAS 1974, as amended, apply: The pilot card;
2. All new ships > 100 meters, and all new chemical tankers and gas carries regardless of size:
The pilot card, wheel house poster and Manoeuvring booklet; and
3. All new ships that may pose a hazard due to unusual dimensions or characteristics:
The pilot card, wheel house poster and Manoeuvring booklet
3 MANOEUVRING INFORMATION:
1. PILOT CARD (Appendix 1):
The pilot card, to be filled in by the master, is intended to provide information to the pilot on boarding the
ship. This information should describe the current condition of the ship, with regard to its loading,
propulsion and Manoeuvring equipment, and other relevant equipment.
The contents of the Pilot Card are available for use without conducting special Manoeuvring trials.
Ship Name, C/S, Deadweight, Displacement, Draft, Air Draft, Year of Build;
Ship’s Particulars (LOA, Breadth, Bulbous Bow, Anchor Chain);
Type of engine, maximum power, Manoeuvring engine order;
Steering Particulars (type of rudder, max. angle, hard over to hard over, rudder angle for neutral effect,
thruster)

2. WHEELHOUSE POSTER (Appendix 2):

The wheelhouse poster should be permanently displayed in the wheelhouse.
It should contain general particulars and detailed information describing the maneuvering characteristics of
the ship, and be of such a size to ensure ease of use.
The Manoeuvring performance of the ship may differ from that shown on the poster due to environmental,
hull and loading conditions.
.e.g. ship’s name, C/S, GRT, NRT, DWT, DISPL, Block co-efficient, Draught(loaded/ballast), steering
particulars, Anchor chain, Propulsion particulars, thruster effect, Draught increase (loaded), turning circles
at max. Rudder angles, emergency maneuvers (full ahead to full astern), stopping characteristics (track
reach), man overboard rescue maneuver.
3. MANOEUVRING BOOKLET (Appendix 3):

The Manoeuvring booklet should be available on board and should contain comprehensive details of the
ship’s Manoeuvring characteristics and other relevant data.
The Manoeuvring booklet should include the information shown on the wheelhouse poster together with
other available maneuvering information.
Most of the Manoeuvring information on the booklet can be estimated but some should be obtained from
trials. The information in the booklet may be supplemented in course of the ship’s life.
1 General description (ship’s particulars, characteristics of main engine),
2 Manoeuvring Characteristics in Deep Water (course change performance, turning circles in deep
water, accelerating turn, yaw checking tests, man overboard and parallel course manoeuvres, lateral
thruster capabilities),
3 Stopping and Speed Control Characteristics in Deep Water (stopping ability, deceleration /
acceleration performance),
4 Manoeuvring Characteristics in Shallow Water (turning circle in shallow water, squat)
5 Manoeuvring Characteristics in Wind (wind forces and moment, course-keeping limitations, drifting
under wind influence)
6 Manoeuvring Characteristics at Low Speed

7 Additional Information

Gas Carrier
Bulk Carrie
Ro-Ro Ship
Cargo HSC
Convention
Gen. Cargo
Oil Tanker
Container
Passenger
Pass HSC
Chemical
Certificate or Document Applies To
C International Tonnage Certificate ITC 69 All > 24 m in Length X X X X X X X X X X

C International Load Line Certificate ILLC 66 All > 24 m in Length X X X X X X X X X X
C International Load Line Exemption Certificate ILLC 66 All > 24 m in Length X X X X X X X X X X
D Intact Stability Booklet SOLAS ; ILLC 66 C > 24 m ; All Passenger V/L's X X X X X X X X X X
D Damage Control Plan SOLAS C > 500 GT ; All Passenger V/L X X X X X X X X X X
D Damage Control Booklet SOLAS C > 500 GT ; All Passenger V/L X X X X X X X X X X
C Minimum Safe Manning Certificate SOLAS C > 500 GT ; All Passenger V/L X X X X X X X X X X
C Certificates for Masters, Officers or Ratings STCW 95 Seafarer onboard Merchant V/L X X X X X X X X X X
C Document of Compliance SOLAS ; ISM C > 500 GT X X X X X X X X X X
C Safety Management Certificate SOLAS ; ISM C > 500 GT ; MODU's > 500 X X X X X X X X X X
C International Ship Security Certificate (or Interim) SOLAS ; ISPS C > 500 GT & All Pass, MODU X X X X X X X X X X
D Ship Security Plan and Associated Records SOLAS ; ISPS C > 500 GT & All Pass, MODU X X X X X X X X X X
D Continuous Synopsis Record SOLAS C > 500 GT & All Pass, MODU X X X X X X X X X X
D On board Training and Drills Record SOLAS All > 500 GT X X X X X X X X X X
D Fire Control Plan /Booklet SOLAS ; HSC All > 500 GT X X X X X X X X X X
D Fire Safety Training Manual SOLAS All > 500 GT X X X X X X X X
D Fire Safety Operational Booklet SOLAS All > 500 GT X X X X X X X X
C Cargo Ship Safety Construction Certificate SOLAS C > 500 GT X X X X X X
C Cargo Ship Safety Equipment Certificate SOLAS C > 500 GT X X X X X X
C Cargo Ship Safety Certificate SOLAS C > 500 GT X X X X X X
C Cargo Ship Safety Radio Certificate SOLAS C > 300 GT X X X X X X
C Exemption Certificate SOLAS C > 500 GT ; All Passenger V/L X X X X X X X X
Gas Carrier
Bulk Carrie
Ro-Ro Ship
Cargo HSC
Convention
Gen. Cargo
Oil Tanker
Container
Passenger
Pass HSC
Chemical
C Passenger Ship Safety Certificate SOLAS P > 12 Pass X X

C Special Trade Passenger Ship Safety Certificate STP Special Trade Passenger Ships X
C Special Trade Passenger Ship Space Certificate STP Special Trade Passenger Ships X
D List of Operational Limitations SOLAS ; HSC V/L trading on fixed Routes X X X X
D Search and Rescue Co-operation Plan SOLAS Passenger Ships X X X
D Decision Support System for Masters SOLAS Passenger Ships X X
C DoC with Special Requirements for Ships Carrying DG SOLAS V/L carrying Dangerous Goods X X X X X X
C Document of Authorisation for the Carriage of Grain SOLAS V/L's carrying Grain in Bulk X X
Certificate of Insurance or Other Financial Security in
C respect of Civil Liabilities for Oil Pollution Damage CLC V/L carrying > 2000 t Oil Cargo X X X X X X
D Enhanced Survey Report File SOLAS Bulk Carriers & Oil Tankers X X
D Cargo Securing Manual SOLAS All > 500 GT X X X X
D Cargo Handling Booklet (Bulk Carrier Booklet) SOLAS All > 500 GT carry Bulk cargo X
D Cargo Log Book (Cargo Information) SOLAS All > 500 GT carry Bulk cargo X
C VDR System – Certificate of Compliance SOLAS ; HSC C > 300 GT ; All Passenger V/L X X X X X X X X X X
D Emergency Towing Procedures SOLAS C > 500 GT ; All Passenger V/L X X X X X X X X
D Manoeuvring Information SOLAS C > 500 GT ; All Passenger V/L X X X X X X X X
D As - Built Construction Drawings SOLAS C > 500 GT ; All Passenger V/L X X X X X X X X
D Deck Log Book SOLAS ; HSC C > 500 GT ; All Passenger V/L X X X X X X X X X X
D Nautical Publications SOLAS All V/L's X X X X X X X X X X
D Maintenance Plan / Programme SOLAS All > 500 GT X X X X X X X X
D Maintenance Plan/ Programme for low-location lighting SOLAS > 36 Pass X X
Gas Carrier
Bulk Carrie
Ro-Ro Ship
Cargo HSC
Convention
Oil Tanker
Gen Cargo
Container
Passenger
Pass HSC
Chemical
D Hydrostatically Balanced Loading Operational Manual MARPOL 1 Non-Double Hull > 5000 Dwt X
Statement of Compliance with CAS, CAS Final Report
C and Review Record (Supp to IOPP) MARPOL 1 Non-Double Hull > 5000 Dwt X
C International Oil Pollution Prevention Certificate MARPOL 1 Oil > 150 GT ; Others > 400 GT X X X X X X X X X X
D Shipboard Oil Pollution Emergency Plan MARPOL 1 Oil > 150 GT ; Others > 400 GT X X X X X X X X X X
D Oil Record Book Part 1 (Machinery Space) MARPOL 1 Oil > 150 GT ; Others > 400 GT X X X X X X X X X X
D Oil Record Book Part 2 (Cargo / Ballast) MARPOL 1 Oil > 150 GT X
D Record of ODMCS for the last Ballast Voyage MARPOL 1 Oil > 150 GT X
D ODMCS Operational Manual MARPOL 1 Oil > 150 GT X
D Subdivision and Stability Information MARPOL 1 Oil > 150 GT X
D Dedicated Clean Ballast Tank Operation Manual MARPOL 1 Exist Product > 40000 Dwt X
Exist Crude > 40000 Dwt
D Crude Oil Washing Operation and Equipment Manual MARPOL 1 New Crude > 20000 Dwt X
D Damage / Survival Capability Information MARPOL 1 Oil, Gas, Chem > 150 GT X X X
International Certificate of Fitness for the Carriage of Gas Carrier built on / after
C Liquified Gases in Bulk SOLAS ; IGC 01/07/1986 X
Certificate of Fitness for the Carriage of Liquified V/L carrying Liq. Gases in
D Gases in Bulk SOLAS ; GC Bulk built before 01/07/1986 X
International Certificate of Fitness for the Carriage of Chemical Tanker built on /
C Dangerous Chemicals in Bulk MARPOL 2 ; IBC after 01/07/1986 X
Certificate of Fitness for the Carriage of Dangerous MARPOL 2; V/L carrying Dang. Chem in
C Chemicals in Bulk BCH Bulk built before 01/07/1986 X
International Pollution Prevention Certificate for the V/L carrying NLS in Bulk not
C Carriage of Noxious Liquid Substances in Bulk MARPOL 2 holding COF X X X X
D Shipboard Marine Pollution Emergency Plan for NLS MARPOL 2 V/L > 150 GT carrying NLS X X X X X
Gas Carrier
Bulk Carrie
Ro-Ro Ship
Cargo HSC
Convention
Gen. Cargo
Oil Tanker
Container
Passenger
Pass HSC
Chemical
D Cargo Record Book MARPOL 2 V/L carrying NLS in Bulk X X X X X

D Procedures and Arrangements Manual (P&A Manual) MARPOL 2 V/L carrying NLS in Bulk X X X X X
C Certificate of Fitness for Offshore Support Vessels MARPOL 2 OSV carry limited NLS in Bulk X
D Dangerous Goods Manifest or Stowage Plan MARPOL 3 V/L carrying Dangerous Goods X X X X X X
C International Sewage Pollution Prevention Certificate MARPOL 4 All > 400 GT or > 15 Pass X X X X X X X X X X
Result of Calculation of Moderate Rate of Discharge
C (V/L fitted with Holding Tank for Untreated Sewage) MARPOL 4 All > 400 GT or > 15 Pass X X X X X X X X X X
D Garbage Management Plan MARPOL 5 All > 400 GT or > 15 Pass X X X X X X X X X X
D Garbage Record Book MARPOL 5 All > 400 GT or > 15 Pass X X X X X X X X X X
C International Air Pollution Prevention Certificate MARPOL 6 All > 400 GT X X X X X X X X X X
C Engine International Air Pollution Prevention Certificate MARPOL 6 Marine Diesel Engines X X X X X X X X X X
C Certificate of Registry UNCLOS All V/L's X X X X X X X X X X
V/L carrying Packaged INF,
C Int. Certificate of Fitness for the Carriage of INF Cargo SOLAS ; INF Plutonium, Radio-active wastes X X X X X X
C High Speed Craft Safety Certificate SOLAS ; HSC HSC X X
D Permit to Operate High Speed Craft SOLAS ; HSC HSC X X
D High Speed Craft Operating Manual SOLAS ; HSC HSC X X
D Route Operational Manual SOLAS ; HSC HSC X X
D Maintenance and Servicing Manual SOLAS ; HSC HSC X X
D Training Manual SOLAS ; HSC HSC X X
D Type Rating Certificate SOLAS ; HSC HSC X X
D Muster List SOLAS ; HSC C > 500 GT ; All Passenger V/L X X X X X X X X X X
D Emergency Instructions SOLAS ; HSC C > 500 GT ; All Passenger V/L X X X X X X X X X X
Gas Carrier
Bulk Carrie
Ro-Ro Ship
Cargo HSC
Convention
Gen. Cargo
Oil Tanker
Container
Passenger
Pass HSC
Chemical
D Training Manual for Life Saving Appliances SOLAS ; HSC C > 500 GT ; All Passenger V/L X X X X X X X X X X
D Instructions for On-board Maintenance of LSA SOLAS ; HSC C > 500 GT ; All Passenger V/L X X X X X X X X X X
D Conformance Test Report (LRIT) SOLAS ; HSC C > 300 GT ; All Passenger V/L X X X X X X X X X X
D International Code of Signals ; IAMSAR Vol.3 SOLAS ; HSC C > 300 GT ; All Passenger V/L X X X X X X X X X X
D Radio Record SOLAS ; HSC C > 300 GT ; All Passenger V/L X X X X X X X X X X
D Deviation Curve for Magnetic Compass SOLAS ; HSC C > 150 GT ; All Passenger V/L X X X X X X X X X X
C Radio Station Licence ITU All V/L's X X X X X X X X X X
D Radio Service Document ITU All V/L's X X X X X X X X X X
C International Anti-Fouling System Certificate AFS Conv All > 400 GT X X X X X X X X X X
C International Anti-Fouling System Declaration AFS Conv All < 400 GT, Length > 24 m X X X X X X X X X X
C Ship Sanitation Control Certificate IHR All V/L's X X X X X X X X X X
C Ship Sanitation Control Exemption Certificate IHR All V/L's X X X X X X X X X X
C Medical Certificate for ILO 73 ILO All > 200 GT X X X X X X X X X X
C Certificate of Compliance for ILO 92 ILO All > 500 GT X X X X X X X X X X
C Certificate of Compliance for ILO 133 ILO All > 1000 GT X X X X X X X X X X
C Load Test Certificate for ILO 152 ILO All V/L's with Cargo Gear X X X
D Register Book for ILO 152 ILO All V/L's with Cargo Gear X X X
D Operating and Maintenance Manual SOLAS Ro-Ro X
D A/A max Ratio Information SOLAS Ro-Ro (If Altered) X
D Instruction Manual for Inert Gas System SOLAS ; FSS Tankers > 20000 Dwt X
V/L carrying packaged INF,
D Shipboard Emergency Plan INF Plutonium, Radio-active wastes X X X X X X
Gas Carrier
Bulk Carrie
Ro-Ro Ship
Cargo HSC
Convention
Gen. Cargo
Oil Tanker
Container
Passenger
Pass HSC
Chemical
C Nuclear Cargo Ship Safety Certificate SOLAS Nuclear Cargo Ship

C Nuclear Passenger Ship Safety Certificate SOLAS Nuclear Passenger Ship
Documentation Evaluation of alternative Design &
D Arrangements SOLAS All > 500 GT X X X X X X X X
BC >20000 GT built aft 1/1/05
D Ship Structure Access Manual SOLAS Oil Tanker >500 on/after 1/7/04 X X
Maintenance Plan / Programme for IG Sys/ Deck Foam/
D Fire Safety in Cargo P/Room, Flammable Gas Detectors SOLAS Tanker X X
V/L carrying Marpol Annex 1
D Material Safety Data Sheets (MSDS) SOLAS Cargoes and Marine Fuel oils X
Documents and Certificates as mentioned in SOLAS / MARPOL

Documents & Certificates as per Germanischer Lloyds Annexes
Convention
Certificate or Document (Not Mandatory) Applies To
Special Purpose Ship Safety Certificate SOLAS Special Purpose Ship

Certificate of Fitness for Offshore Support Vessels MARPOL 2 OSV carrying limited NLS in Bulk
Diving System Safety Certificate Res.A.536 (13) Ships with Diving System
Dynamically Supported Craft Construction & Eqpt. Cert. Res.A.373 (X) Dynamically Supported Craft
Mobile Offshore Drilling Unit Safety Certificate Res.A.649 (16) MODU's
Wing-in-ground Craft Safety Certificate MSC 1054 WIG Craft

1. What is the difference between Statutory, Mandatory and Obligatory Certificates?

Statutory Certificate - Certificates of Compliance required under the Convention; issued by Flag State;
Mandatory Certificate – Certificates required by IMO Conventions for ships on International Trading.
E.g. Certificate of Class.
Obligatory Certificate – Certificate required by particular State for trade with the Foresaid State.
2. Statutory Certificates & their Validity –

Provisional Certificate where issued shall not be valid for a period of > 5 months
1) International Load Line Certificate 5 years
2) Cargo Ship Safety Construction Certificate 5 years
3) Cargo Ship Safety Equipment Certificate 5 years
4) Cargo Ship Safety Radio Certificate 5 years
5) Cargo Ship Safety Certificate 5 years
6) Passenger Ship Safety Certificate 1 year
7) Exemption Certificate same as relevant certificate
8) Certificate of Fitness for ships Carrying Dangerous Goods 5 years
9) Certificate in compliance with ISM Code for safe operations of ships and for pollution prevention
1. DOC 5 years
2. SMC 5 years
3. Interim DOC not > 12 months
4. Interim SMC not > 06 months
10) International Ship Security Certificate (or Interim) 5 years; not > 06 months
11) International Oil Pollution Prevention Certificate 5 years
12) International Pollution Prevention Certificate for Carriage of Noxious Liquid Substances in Bulk- 5
13) International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk – 5 years
14) Certificate of Fitness for the Carriage of Liquefied Gases in Bulk 5 years
15) International Sewage Pollution Prevention Certificate 5 years
16) International Air Pollution Prevention Certificate 5 years
17) International Anti-fouling System Certificate
3. Duration and Validity of Ship Safety Certificates, Certificate of Registry and DoA for Grain?
Duration and validity of ship safety certificates shall cover an appropriate interval between inspections
based on initial, periodical, renewal, and additional inspection.
1 A Passenger Ship Safety Certificate & HSCSC shall be issued for a period not > 12 months.
2 A Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate, Cargo Ship
Safety Certificate, Certificate of Fitness, Fishing Vessel Safety Certificate shall be issued for a
period specified by the Administration, not > 5 years; subject to annual endorsement.
3 A Minimum Safe Manning Certificate shall be valid for a maximum period of five years subject to
annual endorsement.
4 An Exemption Certificate shall not be valid for a longer duration than the period of the certificate to
which it refers.
5 DoA for Grain Indefinitely valid
6 COR - Indefinitely valid, unless Change of Registry

4. What is a Bunkers Convention Certificate?

A Bunkers Convention Certificate is issued by a State party certifying that insurance is in force.
A ship over 1,000 GT must have on board a Bunkers Convention Certificate when flying the flag of a
State party or trading to a State party. Without evidence/proof of insurance, States will not issue a
Bunkers Convention Certificate
5. What is Blue Card?

Issued by Insurer – Evidence that there is in place an insurance meeting the liability requirements of the
Bunker Convention. This card is required for the issuance / grant of the CLC and Bunker Certificate.
6. Validity of Certificate of Insurance or other financial security in respect of civil liability for oil
pollution damage?
Not > 12 months or validity of Insurance / Financial security / the Blue Card.
7. Is vessel having CLC Certificate required to have a Bunker Certificate?

YES, As per A.1055 (27) – Issue of Bunker Certificates to Ships that are also required to hold a CLC
Certificate, States Parties to the Bunkers Convention to:
1. issue the certificate prescribed by the Bunkers Convention even when the ships concerned also hold
a CLC certificate;
2. require ships of 1,000 gross tonnage and above flying their flag or entering or leaving ports or
offshore facilities in their territory to be insured and to hold a bunkers certificate as prescribed by the
Bunkers Convention even when the ships concerned already hold a CLC certificate; and
3. avoid taking action that could cause unnecessary bureaucracy;
8. When did the Bunker Convention come into force?
The Bunker Convention came into force on 21 November 2008.
The Bunker Convention applies to any seagoing vessel and seaborne craft, of any type whatsoever that
is carrying ‘bunker oil’.
‘Bunker oil’ is defined by the convention as any hydrocarbon mineral oil, including lubricating oil, used
or intended to be used for the operation or propulsion of the ship, and any residues of such oil.
9. What is the difference between De-ratting Certificate and Ship Sanitation Control Certificate?
Prior to 15 June 2007, the De-ratting / De-ratting Exemption Certificate were the required sanitary
document for international shipping since the entry into force of the International Sanitary Regulations
over 50 years ago. It was an internationally-agreed upon means of public health control that helped
reduce the international spread of rodent-borne diseases. International vessels were required to renew
the certificate every six months, and the renewal process required that all areas of the ship be inspected.
With the entry into force of the International Health Regulations (2005) (IHR or the Regulations) in
June 2007, including the Ship Sanitation Control Exemption Certificate/Ship Sanitation Control
Certificate (hereafter referred to as Ship Sanitation Certificates or SSC), competent authorities now use
this document, which carries a six month period of validity, to identify and record all areas of ship-
borne public health risks (not limited to rodents), together with any required control measures to be
applied. The SSC may be required from all ships, whether seagoing or inland navigation vessels, on an
international voyage calling at the port of a State Party.
It may be renewed at any port authorized to issue such renewals by a State Party.
10. What is the Ship Sanitation Control Certificate / Ship Sanitation Control Exemption Certificate?
An instrument to assist countries to minimize the risk of international spread of disease via international
vessel voyages.
Ship Sanitation Control Certificate: issued when evidence of a public health risk, including sources of
infection and contamination, is detected on board and after required control measures have been
satisfactorily completed; the SSC must record the evidence found and the control measures taken.
Ship Sanitation Control Exemption Certificate: issued when no evidence of a public health risk is
found on board and the competent authority4 is satisfied that the ship is free of infection and
contamination, including vectors and reservoirs. This certificate shall normally be issued only if the
inspection5 has been carried out when the ship and holds are empty or when they contain only ballast or
other material, of such nature or so disposed as to make a thorough inspection of the holds possible.
11. Certificates / Documents required for Suez Canal Transit?

1. The Suez Canal Special Tonnage Certificate.
2. The General Arrangement.
3. The Capacity Plan.
4. The Engine Room Plan.
5. Full Manifests of the Cargo on board the ship be submitted to the Authorities prior passage.
6. For all vessels of UP TO 2000 Suez Canal Gross Tonnage the original Safety Construction
Certificate is required to be submitted prior transiting the Canal, otherwise a Seaworthiness
Certificate should be issued in place.
7. Vessel transiting for THE FIRST TIME is inspected by the Suez Canal Surveyors;
Masters are to handle three Photostat copies of the above (1-4) certificates/Plans to S.C.A. for the
ship's file. In absence of Suez Canal Certificate, S.C.A. will charge tolls based, on the GRT of
the vessel, until such time a Certificate is on board and the vessel is measured.
12. Certificates / Documents required for Panama Canal Transit?

In the case of a vessel making her initial transit of the Panama Canal, the following documents should be
onboard and copies forwarded to the Panama Canal Authority care of this agency prior to arrival in
order to coordinate admeasurements and transit:
1. International Tonnage Certificate (ITC/69)

2. Calculation sheets for the ITC/69 Certificate
3. Lines plans or Offset tables
4. General Arrangement Plans (including profile view)
5. Funnel Plans
6. Capacity Plan
7. Tank Capacity Plan
8. Displacement Scale
9. Deadweight Scale
10. International Load Line Certificate

13. What is a “Special” Survey?

The work of the classification society (Seascapes No.3 and 37) is focussed on the need to provide
defined standards to which a ship should firstly be built, and then maintained. A ship is built under the
supervision of its classification society, with its surveyors in attendance in the shipyard. They ensure
that the ship is built in compliance with the drawings and plans, that the components are of an
acceptable quality and the standards of the shipyard are acceptable. Then the society issues its
“Certificate of Class for Hull and Machinery” along with trading and statutory certificates from the flag
state of the ship. It is the Certificate of Class that is the basis for underwriters to insure the ship. If it
ceases to be valid, the vessel’s insurance would no longer be in place. These certificates are valid for
five years, but each year, during a window of three months before the date and three months after
(because of the nature of the ship’s voyages) an Annual Survey must be carried out by the classification
society surveyors. The major societies all maintain a network of surveyors to undertake this work, and
the surveyors, on completion of their Annual Survey, will endorse the ship’s Class Certificate.
Besides this annual inspection the survey “cycle” also includes a Special Survey which must take place
every five years and is a far more thorough inspection of the ship, its machinery and fabric. And as the
ship ages, each Special Survey will become more stringent, with a closer inspection of more parts of the
ship. Special Surveys are costly, invariably requiring time in a drydock with the ship out of service for
some time, depending on what the classification surveyor discovers in his inspection.
The Special Survey will see machinery dismantled to examine it for wear and tear, the thickness of the
plate checked for corrosion to ensure that it remains within acceptable limits. Damaged structure will be
cut out and replaced with new material, worn components and parts renewed. The opportunity will be
taken to examine parts of the ship that cannot be inspected in normal circumstances. The propeller will
be removed and the tail shaft drawn out to examine the bearings, while underwater apertures that admit
cooling water into the ship will be closely scrutinised. The anchor will be lowered to the bottom of the
drydock and the cable ranged to empty the cable locker. All the ship’s systems like refrigeration,
electrical, control engineering and main and auxiliary machinery will be examined. The bearings of the
rudder will be scrutinised, and the steering gear stripped down and overhauled. If the ship is a tanker or
gas carrier, the special items of equipment appertaining to the ship’s type, such as cargo pumps and inert
gas systems will be examined. In short, the Special Survey may be likened to a major health check for a
ship, as it gets older.
14. What is CSR?

Onboard record of the history of the ship with respect to information recorded therein.
A form of Log Book that stays with the ship for its entire life and records all the changes of owner, flag
name, Class, ISM, etc
Whenever a change occurs, a new section / new document is issued and each has a consecutive number.
The number should show a complete record. If a ship is sold, this document must stay with the ship.
Master is responsible for the proper upkeep of CSR onboard the ship.
From 1 July 2004, SOLAS Chapter XI-1, reg. 5 requires all passenger ships & cargo ships > 500 GT,
engaged on international voyages to have on board a Continuous Synopsis Record (CSR).
A ship’s CSR file comprises:
1. all CSR documents (Form 1) issued by the ship’s Administration(s), numbered sequentially over the
life of the ship;

2. all amendment forms (Form 2) attached to each individual CSR document relating to changes made
to that CSR document; and
3. all indices of amendments (Form 3) listing all amendments (specified by amendment forms) relating
to each CSR document and attached to Form 1 above.
This CSR (file) builds up, over time, the history of the ship and constitutes the Continuous Synopsis
Record, all of which MUST be available, on request, to authorized port state inspectors.
Only the ship’s Administration can issue a ship’s CSR document (Form 1) to a ship. The first CSR
document issued to a ship is numbered 1 (one) and subsequent CSR documents are to be sequentially
numbered. The sequential numbering continues across change of flag throughout the life of the ship.
Each original CSR document will have to be sent to the ship and kept by the ship throughout its lifetime.
The Administration needs to keep a copy (may be an electronic copy) of each CSR document issued to
the ship. It is suggested that the company responsible for safety & security of the ship also keep a copy.
Whenever issuing a CSR document to a ship, the Administration will have to provide all information in
rows 1 to 16 of Form 1 (indicate “N/A” if not applicable). Information number 8 on the CSR only has to
be completed if the ship is actually bareboat chartered.
15. Action as Master when receiving a revised and updated CSR document
On receipt of a revised and updated CSR document, the master should check its sequential number and
review the document to ensure that it covers all relevant amendment forms attached to the previous CSR
document.
In case this review establishes that there are outstanding amendments not reflected in the latest CSR
document, the master should do the following:
1. complete new amendment form(s) relating to each outstanding amendment and attach it to the latest
CSR document;
2. list the amendment(s) referred to in .1 above in the index of amendments (Form 3) attached to the
latest CSR document; and
3. forward copies of the amendment form(s) to the ship’s Administration.
The ship is required to maintain the CSR by keeping every CSR document, sequentially numbered,
issued by the ship’s flag state together with any amendment documents issued by the company / master.
The record of changes to every flag state issued CSR document must also be completed. It is suggested
that a clearly identifiable CSR loose leaf binder be provided to the ship for this purpose, to be kept, and
updated, by the master or Ship Security Officer as the company may decide.
It is also recommended that the ship’s security plan should contain the current CSR information
16. In case of loss of, or damage to, any document in a ship’s CSR file
In case of loss of, or damage to, a ship’s CSR file, the Company or master should contact in writing the
ship’s Administration without delay, and list the papers lost or damaged. The Administration should
subsequently provide relevant duplicates to the ship of the CSR documents and amendment forms that it
holds, to replace such papers. Such duplicates should be marked accordingly

17. What happens to Certificates, if case of change of Class, but no change of Flag?
Regardless of the type of statutory vessel’s certificate or its remaining validity, the gaining society shall
carry out a full Renewal Survey prior to issuing any certificates
However, if the losing society holds a QSCS certificate, the gaining society may take into consideration
the type of statutory certificate and its remaining validity as noted below:
a) Prior to the issue of a Cargo Ship Safety Radio Certificate the gaining society shall carry out a full
Renewal Survey (if non-HSSC certification) or a full Periodical Survey (if HSSC certification).
b) Prior to the issue of a Passenger Ship Safety Certificate the gaining society shall carry out a full
Renewal Survey.
c) For other statutory certificates, the following procedures are applicable.
Expired or extended certificates
If the vessel’s certificate is expired or extended, the gaining society shall carry out a full Renewal
Survey prior to issuing any certificate
Permanent certificates
If the vessel has a permanent certificate issued by the losing society, the gaining society shall carry out
a Mandatory Annual Survey. Based on satisfactory completion of the Mandatory Annual Survey and the
permanent certificate issued by the losing society, the gaining society may issue a new certificate.
Conditional certificates
If the vessel has a conditional certificate issued by the losing society, the gaining society shall carry out
a Mandatory Annual Survey. Based on re-examination of the deficiencies noted by the losing society on
the conditional certificate, satisfactory completion of the Mandatory Annual Survey, and the conditional
certificate issued by the losing society, the gaining society may issue a new certificate.
The gaining society should consider the existing deficiencies, new deficiencies (if any) found during the
Mandatory Annual Survey, the validity of the existing conditional certificate, and Recommendation 98
“Duties of Surveyors under Statutory Conventions and Codes” when using certificates.
Interim certificates
If the vessel has an interim certificate issued by the losing society, the gaining society shall carry out a
Mandatory Annual Survey. Based on satisfactory completion of the Mandatory Annual Survey, and the
interim certificate issued by the losing society, the gaining society may issue a new certificate.
Type and validity of certificates
The validity of a new certificate issued by the gaining society on the basis of a satisfactory mandatory
Annual Survey and the permanent certificate issued by the losing society, is not to exceed the validity of
the permanent certificate issued by the losing society which it replaces.
Societies may issue interim certificates pending issuance of the permanent certificate by their head
office, if that is their practice.
18. Difference between Flag state Inspection and Port State Inspection
Flag State Inspection
1) Surveys carried out by nominated inspectors of the flag
2) Check of Technical and Operational requirements
3) Reporting to flag states
Port State Inspection:
1) Control of Foreign Flag ships by the Port State Inspectors of port of call
2) Check of Compliance with International law and regulation requirements

19. What are the Class Non-periodical Surveys?

1) Damage and repair survey
It is the purpose of the damage survey to
1) Determine the nature, location and extent of the damage
2) Determine the necessary repairs with a view to the unrestricted conformation of class or
3) Determine the temporary repairs and/or other measures/conditions necessary to enable the
ship to proceed to the repair harbour.
Conveyance Certificate - After respective survey, a Conveyance Certificate may be issued for a
severely damaged ship enabling it to undertake the journey to the repair harbour subject to special
conditions; such conditions may stipulate increased freeboard, appropriate weather restrictions,
assistance from tug, etc…
2) Voyage Repairs
3) Conversion Surveys
4) Extraordinary Surveys
20. STPS - Special Trade Passenger Ship – what are contents of Certificate A & B?
MSA 240 - Ship not to sail without certificates A and B:
1) A ship intended to carry special trade passengers between ports or places in India shall not
commence a voyage from any port or place, unless the master holds certificates to the effect mentioned
in sections 241 and 242.
(1A) A ship intended to carry special trade passengers from or to a port or place in India to or from a
port or place outside India shall not commence a voyage from any port or place, unless the master holds
Certificates “A” or “B”, besides--
(i) a passenger ship safety certificate;
(ii) an exemption certificate;
(iii) a special trade passenger ship safety certificate;
(iv) a special trade passenger ship space certificate; and
(v) a certificate “B”.
(2) The customs collector whose duty it is to grant a port clearance for the ship shall not grant it
unless the master holds the appropriate certificate for the voyage specified in sub-section (1), or as the
case may be, in sub-section (1A).
Certifying Officer grants Certificate “A” or “B” (MSA 243)
MSA 241 - Contents of certificate A
Certificate “A” shall be in the prescribed form and contain the following statements & particulars:-
(i) That the ship is seaworthy;
(ii) That the ship is properly equipped fitted and ventilated;
(iii) The number of special trade passengers the ship is certified to carry; and
(iv) Such other particulars as may be prescribed
Certificate A shall remain in force for a period of one year from the date of issue or for such shorter
period as may be specified therein.

Copy of certificate A to be exhibited (MSA 246) - The master / owner shall post up in a conspicuous
part of the ship, so as to be visible to the persons on board thereof, a copy of certificate A granted under
this Part in respect of the ship and shall keep that copy so posted up as long as it is in force.
MSA 242 - Contents of certificate B - Certificate “B” shall be in the prescribed from and shall state-
(a) the voyage which the ship is to make, and the intermediate ports at which she is to touch;
(b) that she has the proper complement of officers and seamen;
(c) that the master holds—
(i) a certificate of survey and certificate A; or
(ii) a passenger ship safety certificate accompanied by an exemption certificate,
a special trade passenger ships safety certificate and
a special trade passenger ship space certificate; or
(iii)a nuclear passenger ship safety certificate;
(d) That she has on board such number of medical officers licensed in the prescribed manner and such
number of attendants, if any, as may be prescribed;
(e) that food, fuel and pure water over and above what is necessary for the crew, and the other things
(if any) prescribed for special trade passenger ships or pilgrim ships, have been placed on board, of the
quality prescribed, properly packed, and sufficient to supply the special trade passengers or pilgrims on
board during the voyage which the ship is to make (including such detention in quarantine as may be
probable) according to the prescribed scale;
(f) in the case of a special trade passenger ship, if the ship is to make a voyage in a season of foul
weather specified as such in the rules made under section 262, and to carry upper-deck passengers, that
she is furnished with substantial bulwarks and a double awning or with other sufficient protection
against the weather;
(g) In the case of a special trade passenger ship, the number of cabin and special trade passengers
embarked at the port of embarkation;
(h) Such other particulars, if any, as may be prescribed for STPS / pilgrim ships, as the case may be.
MSA 245 - Discretion as to grant of certificate B--
(1) The certifying officer shall not grant a certificate B if he has reason to believe that the weather
conditions are likely to be adverse or that the ship has on board any cargo likely from its quality,
quantity or mode of storage to prejudice the health or safety of the special trade passengers or pilgrims.
(2) Save as aforesaid, and subject to the provisions of sub-section (3), it shall be in the discretion of the
certifying officer to grant or withhold the certificate, and when he withholds the certificate, the reasons
for so doing shall be communicated to the person concerned.
(3) In the exercise of that discretion that officer shall be subject to the control of the Central
Government or of such authority as the Central Government may appoint in this behalf.
21. Differential identification of IOPP Certificate for Tanker and Non-Tanker ships?
X: Marked in the box;
DWT: not mentioned (Non-Tanker) and mentioned (Tanker)
Supplement: Form A (Non-Tanker) and Form B (Tanker) attached

22. In lieu of which Certificate is the Cargo Ship Safety Certificate issued?
Cargo Ship Safety Construction Certificate
Cargo Ship Safety Equipment Certificate
Cargo Ship Safety Radio Certificate
23. Contents of Form P?

1. A Record of Equipment for Passenger Ship Safety Certificate – permanently attached.
2. Provides information as below:
i. Ship’s Particulars
ii. Details of Life-Saving Appliances
iii. Details of Radio facilities
iv. Methods used to ensure availability of Radio facilities
v. Details of Navigational Systems and Equipment
(Latest addition to Navigational Equipment is 14. BNWAS)
24. Contents of Form E? Where can the information regarding LSA equipment be obtained?
1. A Record of Equipment for Cargo Ship Safety Equipment Certificate – permanently attached.
ii. Details of Life-Saving Appliances
iii. Details of Navigational Systems and equipment
(Latest addition to Navigational Equipment is 14. BNWAS)
25. Contents of Form R?

1. A Record of Equipment for Cargo Ship Safety Radio Certificate – permanently attached.
ii. Details of Radio facilities
iii. Methods used to ensure availability of Radio facilities
26. What is Certificate of Survey?

1) MSA 220 – No ship shall carry > 12 passengers without the “Certificate of Survey” ;
2) No Customs Collector shall grant “Port Clearance” or Pilot be assigned, without this certificate;
3) Every Passenger Ship shall have a “Certificate of Survey” on board;
4) After the survey, Surveyor will issue a “Declaration of Survey” certifying that the ship is fit in all
respects for the intended voyage / service; also, the number of passengers fit to stay on board.
5) The Owner / his Agent / Master would then send the “Declaration of Survey” to DGS / MMD, on the
basis of which a “Certificate of Survey” will be issued to the ship, on behalf of the Government;
6) MSA 227 - This “Certificate of Survey” will be valid for a period of not > 12 months, or till the
ship returns to India, if it expires when absent from India.
27. What is Certificate of Registry – Statutory, Mandatory or Obligatory Certificate?

Certificate of Registry is a Statutory Certificate – Identity of the Ship; Mandatory for Port formalities.

28. What is form C-11?

An Earlier attachment to the Loadline Certificate
29. Under which Convention is the Loadline Exemption Certificate granted?

Loadline Convention – Article 6
30. What is the difference between a Survey and an Inspection?

Inspection – Examination only (e.g. PSC Inspection)
Survey – detailed Examination, including Testing (e.g. Survey & Certification by Class / Flag State)
31. Types of Forms issued?

Form A PSC Inspection IOPP Certificate (attachment)
Form B PSC Inspection IOPP Certificate (attachment)
Form C Record of Equipment for Cargo Ship Safety Certificate
Form E Record of Equipment for Cargo Ship Safety Equipment Certificate
Form R Record of Equipment for Cargo Ship Safety Radio Certificate
Form P Record of Equipment for Passenger Ship Safety Certificate
Certificate A Special Trade Passenger Ship
Certificate B Special Trade Passenger Ship
32. Can PSC test the skills and competency of a seafarer?
Yes, PSC can test the skills and competency of a seafarer:

Ref: PSC 2011 Appendix 7: Guidelines for control of Operational Requirement
1.3 Having assessed the extent to which operational requirements are complied with the PSCO then has
to exercise professional judgement to determine whether the operational proficiency of the crew as a
whole is of a sufficient level to allow the ship to sail without danger to ship or person onboard or
presenting an unreasonable threat of harm to the marine environment.
Appendix11: Minimum Standards and Certification

3 Control under the provision of STCW:
.3 assessment of the ability of the seafarer of the ship to maintain the watch keeping standards as
required by the convention if there are clear grounds for believing that such standards are not being
maintained because any of the following have occurred:
1) Collision, grounding or stranding;
2) Illegal discharge of substance from ship when underway at anchor or at berth;
3) Ship has been maneuvered in an erratic unsafe manner whereby routeing measures adopted by
the organization or safe Navigation practices and procedures have not been followed;
4) Ship operated as to pose a danger to persons, property, and environment.

33. What do you know about Passenger Ship - Sub-Division Loadlines?
1) Passenger Ships having spaces which are adapted for the accommodation of Passengers and the
carriage of Cargo alternatively, may have one / more additional Loadlines marks corresponding to
the Summer Drafts approved for the alternative conditions.
Marks for Ships on International Voyage: C1 (Principal Condition), C2, C3, etc (Alternative Condition)
Marks for Ships on Home Trade: CA (Principal Condition), CB, CC, etc (Alternative Condition)
2) The position of each Loadline and conditions under which a particular Loadline is applicable shall
be noted in the certificate.
3) SOLAS II/1 In order to maintain the required degree of sub-division, a Loadline corresponding to the
approved sub-division draft shall be assigned and marked on the ship’s sides.
4) These shall be recorded in STPS Safety Certificate for Special Trade Passenger Ships.
Marks for STPS Ships: D1 (Principal Condition), D2, D3, etc (Alternative Condition)
5) The Owner may have one / more of the Sub-Division Loadlines assigned and marked to correspond
with the sub-division drafts which the Administration may approve for the alternative service
conditions.
6) Freeboard corresponding to each sub-division Loadline and the conditions of service for which it is
approved, shall be clearly inscribed in the Special Trade Passenger Ship Safety Certificate.
7) These Loadlines shall never be placed above the deepest Summer Water Loadline;
8) A ship may never be so loaded that in Summer Water, sub-division Loadline mark appropriate to the
particular voyage and condition of service is submerged.
34. What is the Damage Control Plan and its significance? List out its contents.
1) The damage control plan and damage control booklet are intended to provide ship’s officers with
clear information on the ship’s watertight subdivision and equipment related to maintaining the
boundaries and effectiveness of the subdivision so that, in the event of damage to the ship causing
flooding, proper precautions can be taken to prevent progressive flooding through openings therein
and effective action can be taken quickly to mitigate and, where possible, recover the ship’s loss of
stability.
2) The damage control plan and damage control booklet should be clear and easy to understand.
3) It should not include information which is not directly relevant to damage control, and should be
provided in the working language of the ship.The damage control plan should be of a scale adequate
to show clearly required content of the plan.
4) Isometric drawings are recommended for special purposes. The plan should include inboard profile,
plan views of each deck and transverse sections to the extent necessary to show the following:
.1 The watertight boundaries of the ship;
.2 the locations and arrangements of cross-flooding systems, blow-out plugs and any mechanical
means to correct list due to flooding, together with the locations of all valves & remote controls;
.3 the locations of all internal watertight closing appliances including, on Ro-Ro ships, internal
ramps or doors acting as extension of the collision bulkhead and their controls and the locations of
their local and remote controls, position indicators and alarms. The locations of watertight closing
appliances which are not allowed to be opened during the navigation and of those which are
allowed to be opened during navigation should be clearly indicated;
.4 The locations of all doors in the shell of the ship, including position indicators, leakage detection
and surveillance devices;
.5 The locations of all external watertight closing appliances in cargo ships, position indicators and
alarms;
.6 the locations of all weather tight closing appliances in local subdivision boundaries above the
bulkhead deck and on the lowest exposed weather decks, together with locations of controls and
position indicators, if applicable; and
.7 The locations of all bilge and ballast pumps, their control positions and associated valves.
35. Where is the Manoeuvring diagram displayed? As per which requirement? Contents of
maneuvering booklet.
1) Displayed on the Bridge

2) Resolution A.601 (15) Provision and Display of Maneuvering Information on board
3) Contents of Maneuvering Booklet:
1 General description (ship’s particulars, characteristics of main engine),
2 Manoeuvring Characteristics in Deep Water (course change performance, turning circles in
deep water, accelerating turn, yaw checking tests, man overboard and parallel course
manoeuvres, lateral thruster capabilities),
3 Stopping and Speed Control Characteristics in Deep Water (stopping ability, deceleration /
acceleration performance),
4 Manoeuvring Characteristics in Shallow Water (turning circle in shallow water, squat)
5 Manoeuvring Characteristics in Wind (wind forces and moment, course-keeping limitations,
drifting under wind influence)
6 Manoeuvring Characteristics at Low Speed
7 Additional Information
36. What are the Certificates required to be carried on passenger ships?
List certificates required for all ships first and then the trade specific
37. What are the contents of the International Tonnage Certificate?
Ship’s particulars; length; breadth; and moulded depth; Gross Tonnage and Net Tonnage. GT and NT
are simply numbers, without any units of measurement, e.g. ‘tonnes’. A list of spaces measured in the
computation of each tonnage (GT and NT), including the location (frame numbers) and length of each
space. Also, under NT, the number of other passengers in cabins with not more than 8 berths the number
of other passengers and the moulded draught. Date and place of last previous re-measurement
38. What surveys or inspections are required by Load line legislation?
A periodical inspection carried out annually to ensure that no alterations have been made to the hull or
superstructure which would effect the basis on which the position of the load line had been assigned and
that the fittings and appliances for the protection of openings, the guard rails, the freeing ports and the
means of access to the crew’s quarters are maintained in an effective condition.
39. What items come into the scope of the load line periodical inspection?
Hatchways; openings in the ship’s side below the freeboard deck and in the sides and ends of enclosed
superstructures; machinery casings; companionways and deckhouses; freeing port shutters; ventilators
and air pipes; special fittings for ships marked with timber load lines; any departures from recorded
conditions of assignment; positions of load line marks and deck-line.
40. In what circumstances might an Interim Certificate of Class be issued? What are the contents of
an Interim Certificate of Class?
When a classification society surveyor can confirm to his society’s committee that repairs or surveys
have been carried out to his satisfaction, and that he considers the ship to be in a fit and efficient
condition to continue her voyage;
A summary of class and statutory surveys held or work carried out, with status (e.g. completed); the date
of completion of the survey or work (for the class records); a list of any items credited for the hull and /
or machinery special survey; the surveyors recommendations to his society for continuance of class; any
conditions of class imposed; any conditions of class deleted; surveyors signature, port and date.
41. What is an INLS Certificate, and what vessels require one?
International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in Bulk
Ships other than chemical tankers (which have a COF) when carrying cargoes of MARPOL Annex II
substances, i.e. noxious liquid substances. E.g. offshore supply vessels carrying brine or oil-based mud.
An INLSC can be thought of as a certificate of Fitness to carry chemicals for a ship which is not a
purpose-built chemical tanker.
42. What is difference between ESP and HSSC?
Resolution A.713 (17) emphasized the importance of regular inspections of bulk carriers, especially of
older ships, and in 1993 guidelines on an enhanced programme of inspections during surveys of bulk
carriers and oil tankers were adopted by the 18th Assembly by resolution A.744 (18). It was originally
intended that the guidelines would apply to tankers but because of concern about the loss of bulk
carriers they were extended to them as well.
The guidelines were regarded as so important to safety that amendments to SOLAS to make them
mandatory were adopted in May 1994 and entered into force on 1 January 1996.
The guidelines apply to existing tankers and bulk carriers of five years of age and over – meaning that
the vast majority of the world tankers and bulk carriers are affected. The enhanced surveys must be
carried out during the periodical, intermediate and annual surveys prescribed by the SOLAS
Convention. The enhanced survey programme is mandatory for oil tankers under Regulation 13G of

Annex I to the International Convention for the Prevention of Pollution from Ships, 1973, as modified
by the Protocol of 1978 relating thereto (MARPOL 73/78).
The guidelines pay special attention to corrosion. Coatings and tank corrosion prevention systems must
be thoroughly checked and measurements must also be carried out to check the thickness of plates.
These measurements become more extensive as the ship ages. The guidelines go into considerable
detail to explain the extra checks that should be carried out during enhanced surveys.
One section deals with preparations for surveys and another with the documentation which should be
kept on board each ship and be readily available to surveyors. This should record full reports of all
surveys carried out on the ship.
Annexes to the guidelines go into still more detail and are intended to assist implementation. They
specify the structural members that should be examined, for example, in areas of extensive corrosion;
outline procedures for certification of companies engaged in thickness measurement of hull structures;
recommend procedures for thickness measurements and close-up surveys; and give guidance on
preparing the documentation required.
The harmonized system provides for:
1. A one-year standard interval between surveys based on initial, annual, intermediate, periodical and
renewal surveys as appropriate;
2. A scheme for providing the necessary flexibility for the execution of each survey with the provision
that the renewal survey may be completed within three months before the expiry date of the
existing certificate with no loss of its period of validity;
3. A maximum period of validity of five years for all certificates for cargo ships;
4. A maximum period of validity of 12 months for the Passenger Ship Safety Certificate;
5. A system for the extension of certificates limited to three months to enable a ship to complete its
voyage (or one month for ships engaged on short voyages);
6. When an extension has been granted, the period of validity of the new certificate is to start from the
expiry date of the existing certificate before its extension.
The main changes to the SOLAS and Load Lines Conventions are that annual inspections have been
made mandatory for cargo ships and unscheduled inspections have been discontinued. Other changes
refer to survey intervals and requirements.
43. Where can you find the information of Life-Saving Appliances, Fire-Fighting Equipment and
Navigational Equipment required onboard your ship?
Record of Approved Cargo Ship Safety Equipment
It is the record of Equipment required to be installed at ship yard at time of build, prior to the ship
being put into service for the first time; to be onboard through the life of the ship.
1) Documentation
1.1 Fire Control Plans
1.2 Muster list and Emergency Instructions
1.3 Training manual for Abandonship and Survival
1.4 Instructions for onboard maintenance of LSA
1.5 Operating Instructions
1.6 Nautical publications
1.7 International code of signals
2) Safety of Navigations
2.1 Ship borne Navigational Equipment
2.2 Navigation Lights
2.3 Navigation Lights - Particulars
2.4 Signalling apparatus
3) Life Saving Appliances
3.1 Rockets and Signals
3.2 Portable Radio Apparatus for Survival Crafts
3.3 Sketch of location of lifeboat and Life-rafts
3.4 Lifeboats
3.5 Lifeboat Equipments
3.6 Davit and winches
3.7 Launching and embarkation Equipments
3.8 Life-rafts
3.9 Rigid Life-rafts Equipment
3.10 Other Life Saving Appliances (Life-jackets, Immersion Suits, Thermal Protective Aids)
3.11 Pilot ladder
3.12 Mechanical Pilot Hoist
4) Fire Appliances in Spaces containing Main and Auxiliary Machinery and Boilers
4.1 Pumps, Hydrants, Hoses, Extinguishers
4.2 Fixed Fire Extinguishing Installations in Machinery Spaces
5) Fire appliances in cargo spaces and on cargo tank deck area
5.1 Ships other than Tankers, Combination Carriers, Chemical Carrier and Gas Carrier
5.2 Tankers, Combination Carriers, Chemical Carrier and Gas Carrier
6) Other fire appliances
6.1 Fire man’s outfit
6.2 Hydrant, Hoses, Extinguishers and Shore Connections (outside Machinery Spaces)
6.3 Fire detection and Fire Alarm
7) Particulars of any Special Features or Additional Information
8) Equipments Renewals, Alterations and/or Additions effected since the record was prepared
9) Special Greek requirements concerning Safety of Navigation, Navigation Lights, Signalling

apparatus, Rockets and Signal, Lifeboat equipments and various Publications
9.1 Rocket Signals

9.2 Publications to be kept on board
9.3 Nautical instruments
9.4 Lifeboat Equipment
Additionally added is the “Annex to Record of Approval of Cargo Ship Safety Equipment
1. Radars
2. ARPA
3. DF

GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)

GMDSS is an international system that uses terrestrial and satellite technology and shipboard radio
systems to ensure, in event of a marine distress, the rapid, automated alerting of shore-based
communication and rescue authorities in addition to other ships in the immediate vicinity.
GMDSS was adopted by means of amendments contained in SOLAS - Chapter IV: Radio
communications in 1988; fully effective on 1st Feb 1999.
1. APPLICATION: (Ch IV: Reg. 1)

Applies to all ships to which SOLAS 1974 applies: All Passenger Ships; All Cargo Ships > 300 GT
Does not apply when ships are navigating in the Great Lakes of North America & their connecting
waters up to lower exit of St Lambert Lock at Montreal in Quebec, Canada
2. TERMS & DEFINITIONS: (Ch IV: Reg. 2)

Continuous Watch: the radio watch concerned shall not be interrupted other than for brief intervals
when the ship’s receiving capability is impaired or blocked by its own communications or when the
facilities are under periodical maintenance or checks.
Digital Selective Calling (DSC): a technique using digital codes which enables a radio station to
establish contact with, and transfer information to, another station or group of stations, and complying
with relevant recommendations of the International Radio Consultative Committee.
Locating: the finding of ships, aircraft, units or persons in distress.
Maritime Safety Information (MSI): navigational and meteorological warnings, meteorological

forecasts and other urgent safety related messages broadcast to ships.
Polar Orbiting Satellite Service: a service which is based on polar orbiting satellites which receive and
relay distress alerts from satellite EPIRB’s and which provides their position.
Sea Area A1: an area within the radiotelephone coverage of at least one VHF coast station in which
continuous DSC alerting is available. (Coverage 20 ~ 50 miles from the Coast Station)
Sea Area A2: an area, excluding sea area A1, within the radiotelephone coverage of at least one MF
coast station in which continuous DSC alerting is available. (Coverage 50 ~ 250 miles offshore)
Sea Area A3: an area, excluding sea areas A1 and A2, within the coverage of an Inmarsat geostationary
satellite in which continuous alerting is available. (Area lies between parallels of 70o N and 70o S)
Sea Area A4: an area outside sea areas A1, A2 and A3. (Polar Regions - Area N and S of 70o Latitude)
GMDSS: maritime mobile services identity, the ship’s call sign, Inmarsat identities and serial number
identity which may be transmitted by the ship’s equipment and used to identify the ship.

3. FUNCTIONAL REQUIREMENTS: (Ch IV: Reg. 4)

Every ship, while at sea, shall be capable of:
1. Transmitting ship-to-shore distress alerts by at least two separate and independent means, each using
a different radio communication service.
2. Receiving shore-to-ship distress alerts;
3. Transmitting & Receiving ship-to-ship distress alerts;
4. Transmitting & Receiving search and rescue co-coordinating communications;
5. Transmitting & Receiving on-scene communications;
6. Transmitting & Receiving signal for locating;
7. Transmitting & Receiving maritime safety information;
8. Transmitting & Receiving general radio communication to n’ from shore-based radio system /
network;
9. Transmitting & Receiving bridge-to-bridge communications.
4. RADIO INSTALLATIONS: (Ch IV: Reg. 6)

Every ship must be provided with radio installations capable of complying with the functional
requirements (Reg 4), thru’out its intended voyage, for the Sea Area(s) thru which it will pass during the
intended voyage
Every Radio Installation shall be so:
1) located that no harmful interference of mechanical/ electrical/ other origin affects its proper use;
ensures electromagnetic compatibility and avoidance of harmful interaction with other equipment
and systems;
2) located as to ensure the greatest possible degree of safety and operational availability;
3) protected against harmful effects of water, extremes of temperature & adverse environmental
conditions
4) provided with reliable, permanently arranged electrical lighting, independent of main and
emergency sources of electrical power, for adequate illumination of radio controls for operating
radio installation;
5) Clearly marked with call sign, ship station identity & other applicable codes for use of radio
installation.
Control of the VHF radiotelephone channels, required for navigational safety, shall be available on the
navigation bridge convenient to the conning position and to permit radio communications from the
wings of the navigation bridge. Portable VHF equipment may be used to meet the latter provision.
In passenger ships, a distress panel installed at the conning position shall contain either one single
button which, when pressed, initiates a distress alert using all radio communication installations
required on board for that purpose or one button for each individual installation. The panel shall clearly
and visually indicate whenever any button(s) have been pressed. Means shall be provided to prevent
inadvertent activation of the button(s). The panel shall provide visual & aural indication of any distress
alert(s) received on board and thru which radio communication service the distress alerts have been
received.

In Passenger Ships, info on the ship’s position shall be continuously and automatically provided to all
relevant radio communication equipment to be included in the initial distress alert when button(s) on the
distress panel is pressed.
Specified Drawings (Plans of Radio Installation) should include:
a) Antenna Drawing;
b) Radio Arrangement Drawing (Lay-out of Bridge & Communication Room);
c) Wiring Diagram
5. RADIO EQUIPMENT: (Ch IV: Reg. 7)

Every Ship shall be provided with:
1) VHF radio installation capable of transmitting & receiving:
I. DSC on Freq 156.525 MHz; initiate transmission of distress alerts on Ch. 70;
II. Radiotelephony on 156.300 MHz (Ch. 6), 156.650 MHz (Ch. 13) and 156.800 MHz (Ch. 16).
2) Radio installation capable of maintaining a continuous DSC watch on VHF Ch. 70, separate from or
combined with the VHF as above;
3) Radar Transponder capable of operating in 9 GHz band which:
I. Shall be stowed that it can be easily utilized;
II. Maybe one of those required for a survival craft.
4) Receiver capable of receiving international NAVTEX broadcasts in areas of NAVTEX coverage;
5) Radio facility for reception of MSI by Inmarsat EGC in areas of Inmarsat coverage but without
NAVTEX coverage;
6) Satellite EPIRB:
I. Capable of transmitting a distress alert through polar orbiting satellite service operating in the
406 MHz band or thru Inmarsat geostationary satellite service operating in the 1.6 GHz band.
II. Installed in an easily accessible position;
III. Ready to be manually released & capable of being carried by one person into a survival craft;
IV. Capable of floating free if ship sinks and being automatically activated when afloat;
V. Capable of being activated manually.
Every Passenger ship shall be provide with means for two-way on-scene radio communication for SAR
purposes using aeronautical frequencies 121.5 MHz and 123.1 MHz from the position from which the
ship is normally navigated.
6. RADIO EQUIPMENT (Sea Area A1, A2 and A3): (Ch IV: Reg. 10)
SEA AREA A1:
1) VHF with DSC;
2) DSC watch receiver Ch. 70;
3) NAVTEX receiver 518 kHz;
4) EGC Receiver (Outside NAVTEX coverage Area);
5) EPIRB on 406 MHz or 1.6 GHz;

6) SART (each side of all Pass Ships; Cargo > 500 GT)- Ch III: Reg. 6)
7) Hand-held GMDSS VHF transceivers (at least 3 nos – all Pass Ships; Cargo > 500 GT)
(at least 2 nos Cargo > 300 GT < 500 GT)
8) Automatic Updating of Position to all relevant Radio Communication Equipment;
SEA AREA A2: In addition to above:

9) MF with DSC and radiotelephony
10) DSC watch receiver MF 2187.5 kHz
SEA AREA A3: In addition to above:

11) Inmarsat Ship-Earth station with EGC receiver; (for Inmarsat Solution)
12) Duplicated Inmarsat SES;
13) Duplicated VHF with DSC;
14) MF/HF telephony with DSC and NBDP; (for HF Solution instead of MF for Sea Area A2 above)
15) DSC watch receiver for MF/HF; (for HF Solution instead of MF for Sea Area A2 above)
SEA AREA A4: In addition to Sea Area A1:

16) MF/HF telephony with DSC and NBDP;
17) DSC watch receiver for MF/HF;
18) Duplicated MF/HF telephony with DSC and NBDP;
19) Duplicated VHF with DSC.
FOR PASSENGER SHIPS (ADDITIONALLY IN ALL SEA AREAS):

20) Distress Panel
21) Two-way on-scene radio communication on 121.5 and 123.1 MHz
7. WATCHES: (Ch IV: Reg. 12)
Every ship, while at sea, shall maintain a continuous watch, for the Sea Area in which the ship is sailing:
1) VHF DSC channel 70, if ship is fitted with VHF Radio installation;
2) MF DSC Distress & safety frequency 2187.5 kHz, if ship is fitted with MF Radio installation;
3) DSC Distress & safety frequency 2187.5 kHz & 8414.5 kHz and also on at least one of 4207.5 kHz,
6312 kHz, 12577 kHz or 16804.5 kHz, appropriate to the time of the day & geographical location of
the ship, if ship is fitted with MF/HF Radio installation; (watch kept by means of scanning receiver)
4) For satellite shore-to-Ship distress alerts, if ship is fitted with an Inmarsat ship earth station.
5) SOLAS vessels watch on VHF Ch 13 for communications related to safety of navigation.
6) For MSI broadcasts, for sea area in which the ship is sailing:
I. NAVTEX (518 kHz)
II. Inmarsat-C (or EGC Safety Net)
III. HF MSI

8. RADIO PERSONNEL: (Ch IV: Reg. 16)

1) Every ship shall carry personnel qualified for distress and safety radio communication purposes to
the satisfaction of the Administration. The personnel shall be holders of certificates specified in the
Radio Regulations as appropriate, any one of whom shall be designated to have primary
responsibility for radio communications during incidents.
2) In passenger ships, at least one person qualified in accordance with paragraph 1 shall be assigned to
perform only radio communication duties during incidents.
9. RADIO RECORDS: (Ch IV: Reg. 17)

A record shall be kept of all incidents connected with the radio communication service which appear to
be of importance to safety of life at sea.
10. EMERGENCY SOURCE OF ELECTRICAL POWER Pass & Cargo Ships: (Ch II-1: Reg. 42-43)
1) Self contained Emergency source of electrical supply;
2) Located above uppermost continuous deck; readily accessible from open deck; not located fwd of
Collision Bulkhead;
3) Location to ensure that a fire or other casualty in spaces containing main source of electrical power,
will not interfere with the supply, control and distribution of emergency electrical power.
4) The electrical power available - sufficient to supply for all services essential for safety in an
emergency.
5) Emergency source of electrical supply – Generator or Accumulator Battery
6) Emergency Lighting for period of 36 hours (Pass Ships) & 18 hours (Cargo Ships).
7) For ships regularly engaged on voyages of short duration, not < 12 hours (Pass & Cargo Ships).
11. DOCUMENTS TO BE CARRIED (WRC-07 ; Article 42 & 51)

1) Ships Radio License
2) Radio Operators Certificates
3) GMDSS Radio Log Book
4) ITU List of Coast Stations
5) ITU List of Ships Stations
6) ITU List of Call Signs and Numerical Identities
7) ITU List of Radio determination and Special services
8) ITU Manual for use by the Maritime Mobile and Maritime Mobile-Satellite Services
9) Admiralty List of Radio Signals Volumes - 1, 2, 3, 4, 5 and 6.
10) GMDSS MANUAL 2011 (6th Edition) published by IMO 8 Parts & 8 Annexes

12. CANCELLATION OF FALSE DISTRESS ALERTS:
Resolution A.814 (19) Guidelines for the Avoidance of False Distress Alerts
VHF DSC
a. Switch off transmitter immediately;
b. Switch equipment on and set to Ch. 16;
c. Make broadcast to “All Station” giving ship’s name, call sign & DSC number;
cancel the false alert.
MF DSC b. Switch equipment on and tune for radiotelephony transmission on 2182 kHz;
HF DSC Alert must be cancelled on all the frequency bands on which it was transmitted.
(2, 4, 6, 8, 12, 16 MHz)
b. Switch equipment on and tune for radiotelephony transmission;
SAT – C Notify the appropriate RCC to cancel the alert by sending a distress priority message via
the same CES through which the false distress alert was sent.
EPIRB’s If for any reason an EPIRB is activated accidentally, the ship should contact the nearest
coast station or an appropriate CES or RCC and cancel the distress alert.
General
6.1 Ships may use any means available to them to inform the appropriate authorities that a false
distress alert has been transmitted and should be cancelled.
6.2 No action will normally be taken against any ship or mariner for reporting and canceling a false
distress alert. However, in view of the serious consequences of false distress alerts, and the strict
ban on their transmission, governments may prosecute in case of repeated violations.
The call “ALL STATIONS”, spoken three times
The words THIS IS;
The NAME of the vessel, spoken three times
The CALL SIGN or other identification;
The MMSI (if the initial alert has been sent by DSC) – 9-digit no.
PLEASE CANCEL MY DISTRESS ALERT OF time in UTC
Monitor the same band on which the inadvertent distress transmission was sent and respond to any
communication concerning that distress transmission as appropriate.
13. Resolution A.810 (19) Performance Standards for Float-Free EPIRB’s operating on 406 MHz
The following points should be clearly indicated on the exterior of the equipment:
EPIRB:
I. brief operating instructions;
II. expiry date for the primary battery used; and
III. The identity code programmed into the transmitter.

SART:
I. brief operating and test instructions; and
II. Expiry date for the primary battery used.
TWO-WAY VHF RADIOTELEPHONE:
I. brief operating instructions; and
II. Expiry date for the primary batteries.
14. Resolution A.801 (19) Provision of Radio Services for GMDSS
Appendix 1: Basic principles for establishing HF DSC coast stations for sea areas A3 & A4.
The selection of HF DSC coast stations for sea areas A3 & A4 should be based on following principles:
I. each ocean area requiring HF guard should have a minimum of two stations to provide the required
HF cover;
II. stations be selected on opposite sides of an ocean area;
III. In ocean areas in high traffic density, e.g. the North Atlantic, more two stations should be provided.
Appendix 2: Basic principles for establishing sea area A2
The selection of MF DSC coast stations for sea area A2 should be based on the following principles:
I. a continuous MF guard on the distress frequencies and sufficient number of coast stations to provide
MF coverage in the coastal area of Government concerned;
II. In certain areas, several Governments may collectively provide complete coverage. (e.g. North Sea)
Appendix 3: Basic principles for establishing sea area A1
The selection of MF DSC coast stations for sea area A1 should be based on the following principles
I. a continuous VHF guard and the minimum number of stations necessary to provide VHF coverage
in the coastal area of Government concerned, and
II. In certain areas, several Governments may collectively provide complete coverage along their coasts
ITU-R M.541-9 Operational Procedures for use of DSC equipment in Maritime Mobile Service
Annex 5 Frequencies used for DSC
The frequencies used for distress, urgency, and safety purposes using DSC are as following:
2187.5 kHz 4207.5 kHz 6312 kHz 8414.5 kHz 12577 kHz 16804.5 kHz 156.525MHz
(Note-156.525 may also be used for DSC purposes other than distress, urgency, and safety.)
15. NAVIGATIONAL WARNINGS for the World-Wide Navigational Warning Service (WWNWS):
General:
1) Navigational warnings are issued in response to SOLAS regulation V/4 and carry information which
may have a direct bearing on the safety of life at sea. It is the fundamental nature of navigational
warning that they are often based on incomplete or unconfirmed information and mariners need to
consider this when deciding what reliance to place on the information contained therein.

2) There are four types of navigational warnings: NAVAREA warnings, Sub-Area warning, Coastal
warnings & local warning. The WWNWS guidance and coordination are involved with only three of
them: NAVAREA warnings, Sub-Area warning and Coastal warnings.
3) Navigational warnings shall remain in force until cancelled by the originating coordinator.
Navigational warnings should be broadcast for as long as the information is valid.
4) The minimum information in a navigational warning which a mariner requires is hazard & position.
5) If known, the duration of the event causing a navigational warning should be given in the text.
NAVAREA WARNINGS:
NAVAREA warnings are concerned with the information which ocean-going mariners require for their
safe navigation. This includes, in particular, new navigational hazards and failure of important aids to
navigation as well as information which may require changes to planned navigational routes.
SUB-AREA WARNINGS:
Sub-Area warnings broadcast information which is necessary for safe navigation within a Sub-Area.
They will normally include all subjects listed in NAVAREA, but will usually affect only the Sub-Area.
COASTAL WARNINGS:
Coastal warnings broadcast information which is necessary for safe navigation within areas seaward of
the fairway buoy or pilot station, and should not be restricted to main shipping lanes.
Where area is served by NAVTEX - provide navigational warnings for entire NAVAREA service area.
Where the area is not served by NAVTEX, it is necessary to include all warnings relevant to the coastal
waters up to 250 miles from the coast in the International Safety NET service broadcast.
Coastal warning should include at least the subject in NAVAREA.
LOCAL WARNINGS:
Local warning broadcast information which cover inshore waters, often within the limits of jurisdiction
of a harbour or port authority. They are broadcast by means other than NAVTEX or Safety NET, and
supplement coastal warnings by giving detailed information within inshore waters.
NAVTEX MESSAGE SERIES IDENTIFIER
The first words of the text of every warning message shall always be message series identifier followed
by the consecutive number (N/YY).
NAVTEX Message Format: ZCZC B1 B2 B3 B4
(Start of message group) (B1-transmitter identity)
(B2-subject dedicator)
(B3B4-Consecutive number)
(Time of origin)
Series identity + Consecutive Number
Message text
NNNN (End of message)

ALRS VOL 5 (Extracts):

EPIRB: The polar orbiting satellites determine the EPIRB’s position by Doppler method (position input at
EPIRB not required, but may take few hours to determine the location).The geostationary satellites relay the
EPIRB signal to earth with no delay, but are unable to determine position by Doppler method (will relay the
position if EPIRB incorporates a GPS or manually entered position).
Standguard EPIRB Guard Receiver, a device which can detect that an EPIRB has been activated, is designed to
be fitted in the wheelhouse. If an EPIRB signal is detected, it checks the transmission to see whether the EPIRB
belongs to its own ship, or to another ship in the immediate vicinity. It then gives an audible alarm, and a visual
indication as to whether the EPIRB signal is own ship or other ship.
If indication is own ship, the appropriate RCC must be informed immediately of a false alert before
unnecessary SAR procedures are commenced.
If indication is other ship, then OOW knows that another vessel’s EPIRB has been activated and he can prepare
to take appropriate action.
COSPAS-SARSAT SYSTEM: provides distress alert and location info to SAR services for aviation, maritime
and land users in distress with no discrimination; free of charge for the persons in distress. The objective is
achieved by the use of satellite systems which relay or process the transmissions of distress radio-beacons
operating on 406 MHz.
COSPAS – Space System for the Search of Vessels in Distress
SARSAT – Search And Rescue Satellite-Aided Tracking
SART: Portable radar transceiver, intended to be deployed on survival craft. When it receives a 9 GHz (3 cm)
radar signal (from a searching radar, range scale 6 ~ 12n miles), it switches on its transmitter and radiates own
signal; seen as a series of 12 dots (spaced 0.6n miles) on all radar screens within range. The dot nearest to the
screen centre is the SART’s location. Within about 1 mile range, the dots turn into wide arcs, then to complete
circles as the SART is closed and becomes continuously triggered.
The SART also provides a visual / audible indication of its correct operation; will inform survivors when it is
interrogated by radar.
Sufficient Battery capacity – 96 hrs (stand-by) and 8 hrs (transmission); ambient temp: - 20o C ~ +55o C
DISTRESS ALERT: either a terrestrial DSC using the unique Distress Format or a satellite call which also has
a special Distress Format to gain priority over the satellite link.
WRC07: World Radiocommunication Conference 2007 held in November 2007 in Geneva, Switzerland;
World Radiocommunication Conference 2011 is to be held in 2011 in Geneva.
NAVTEX: system for broadcast and automatic reception of MSI by Narrow-Band-Direct-Printing telegraphy.
International automated direct-printing service for promulgation of navigational & meteorological warnings and
urgent info to vessels; developed to provide low cost, simple and automated means of MSI on board ships at sea
and in coastal waters; NAVTEX transmission range 400n miles.
International NAVTEX: coordinated broadcast and automatic reception on the frequency 518 kHz of MSI by
means of Narrow-Band-Direct-Printing telegraphy (English Language).
National NAVTEX: coordinated broadcast and automatic reception on the frequency 518 kHz of MSI by means
of Narrow-Band-Direct-Printing telegraphy (National Language).

MMSI NUMBERS: 9-digit unique number; first 3 digits – MID (Maritime Identification Digits) which identify
the country licensing / controlling the station; SOLAS vessels are allocated MMSI number with 3 trailing zeros.
Ship Stations: 232157000 (MID, UK - 232)
Group of Ships: 023201143
Coast Station: 002320018
IMN (INMARSAT MOBILE NUMBERS): Terminals with GMDSS Capability

Inmarsat B 9-digits beginning with 3
Inmarsat C 9-digits beginning with 4
Inmarsat Mini-M 9-digits beginning with 4
Inmarsat Fleet F77 9-digits beginning with 76 (voice) or 60 (data)
Digit code 42 Navigational Hazards & Warnings (wrecks, derelicts, floating obstructions, icebergs, etc)
Digit code 43 Ship Position Reports (AMVER, AUSREP, etc)
ON-SCENE SAR COMMUNICATIONS: communications between the vessel in distress and assisting vessels,
and between SAR vessels and the On-Scene Coordinator; usually short-range communications made on VHF or
MF distress and safety frequencies in the GMDSS.
ON-SCENE COMMUNICATION FREQUENCIES FOR RADIOTELEPHONE:

VHF (F3E) Ch 16 (distress & safety communication) Ch 06 (ship-ship, ship-aircraft)
VHF (A3E) 121.5 & 123.1 MHz (ship-aircraft)
MF (J3E) 2182 kHz (distress & safety communication)
HF (J3E) 3023 & 5680 kHz (ship-aircraft) 4125 kHz (ship-shore, ship-ship)
MSI (MARITIME SAFETY INFORMATION): Broadcast methods:

I. NAVTEX broadcast to coastal waters; standards & procedures as per the NAVTEX Manual;
II. Safety Net broadcasts to all waters, except Sea Area A4; standards & procedures as per the
International Safety Net Manual;
MSI broadcast over the Safety Net Service
1) Coastal Warnings (where NAVTEX not provided):
Navigational Warnings Meteorological Warnings SATNAV system messages
Pilot Service Messages Meteorological Forecasts LORAN system messages
SAR Information Ice Reports Other electronic Navaid messages Add’l Navigational Warnings
2) Meteorological and NAVAREA warnings & Meteorological forecasts to ships within specified
NAVAREAs / METAREAs;
3) SAR Co-ordination to ships within specified circular or rectangular areas;
4) Urgency messages, meteorological and Navigational Warnings to ships within specified circular areas;
5) Shore-to-Ship distress alerts to ships within specified circular areas;
6) Urgency messages and Navigational Warnings to ships within specified rectangular areas;
7) Other safety related info (Tsunami warnings, piracy warnings)
1) How many number of GOC holders are required on cargo and passenger vessels?
As per STCW’95 (GMDSS) from 01.Feb.2002 - Mandatory for all Seafarers performing Navigational
duties at Operational & Management levels (Masters and Officers) and any other person(s) performing
radio-communication duties need to hold a GMDSS Certificate.
Cargo Ships One dedicated as Radio-Communication Officer and one as Back-up
Passenger Ships At least one qualified person dedicated solely for the performance of radio
communication duties in case of incidents
2) How as master will you ensure avoidance of false distress alerts?
1. Ref: A.814(19) Guidelines for the Avoidance of False Distress Alerts

2. Instructions & Posters on use of GMDSS Equipment;
3. Dedicated and Certified GMDSS Equipment Operator;
4. Training to other Junior Officers;
5. Equipment is tested regularly and maintained in accordance with manufacturer’s instructions; in
case of defects, the same needs to be rectified at the earliest convenience – priority basis.
6. One of the main reasons for false distress alerts is improper use of GMDSS equipment by untrained
or inadequately trained personnel. They are probably also caused by the lack of practical
experience of GMDSS equipment onboard ships by trained personnel. IMO has issued guidelines on
avoidance of false alerts and has introduced a standard button design, which means that the distress
button has to be protected and must be held down for at least 3 seconds to be activated. There are
problems with equipment design and poor training. EPIRBs have to be sensitive, because they have
to be able to float free, and this sensitivity can sometimes lead to false alerts.
3) Your vsl is not sending distress msg; how you send distress messages
SSAS, EPIRB, SAT-C
4) Can you make any changes in fire plan?

Yes, changes can be made in the fire plan, followed by changes in the General Arrangement Plan -
subject to approval and confirmation from the Class.
Following modification or risk assessment the location of fire fighting and life saving appliances
can change. The SOLAS 1974 regulations require that alterations to the Fire Control Plan are
recorded as soon as possible. The “stick-on” pictograms are an ideal, cost effective alternative
solution for the modification to Fire and Life-saving Plans
Refer A.654 (16) – FFA symbols used on Fire Plan
Refer A.760 (18) – LSA symbols used on LSA Plan
5) Which Sea Area does India fall under? Why?

India falls under Sea Area A3, since India is under the coverage area of Geo-stationary Satellites.

6)
Q) What is a Mayday?
(a) A distress signal
(Q) What is a Pan or Pan-Pan?

(a) An Urgency Signal
(Q) What is a Pan-Pan Medico?

(a) A person seeking medical information or aid
(Q) What is a security message?

(a) A Navigation Warning (alerting other ships about some danger to navigation) (including Ice-accretion that
has not been forecasted)
(Q) What does S.O.L.A.S. mean?

(a) Safety of Life at Sea
(Q) What does G.M.D.S.S. stand for?

(a) Global Maritime Distress Safety Systems
(Q) What does D.S.C. stand for?

(a) Digital Selective Calling
(Q) A vessel is sounding a continious sounding of the ships whistle, what's wrong with this vessel?
(a) This vessel is in Distress
Q23:
Q24:
PORT DUES
Tonnage charges
Pilotage and canal charges
Tug assistance
Berthing
Mooring gangs
Charges for opening and closing of #
Sweeping and cleaning
Garbage removal
Fw supply
Delivery and receiving cargo
Port clearance
LIGHT DUES
Maintenance of light housed and nav marks
GROSS TONNAGE
Vessels internal space measured in units of 100

KNOWLEDGE OF FIRE FIGHTING APPLIANCES ON BOARD:

1. FIRE FIGHTING: (Ch II-2: Reg. 10 - 1)
Purpose is to suppress and swiftly extinguish a fire in the space of origin.
Functional requirement:
I. Fixed Fire-Extinguishing systems shall be installed, having due regard to the fire growth potential of
the protected spaces;
II. Fire-Extinguishing Appliances shall be readily available.
2. FIRE MAINS & HYRANTS: (Ch II-2: Reg. 10 - 2.1)

1) Pipes and hydrants so placed that the fire hoses maybe easily coupled.
2) Suitable drainage provision for fire main piping.
3) Isolation Valves for all open deck fire main branches used for purposes other than fire-fighting.
4) Where deck cargo, position of hydrants such as to be readily accessible and pipes arranged to avoid
risk of damage by such cargo.
Ready Availability of Water Supply: (Ch II-2: Reg. 10 - 2.1.2)
5) In Passenger ships > 1000 GT, at least one effective jet of water immediately available from hydrant
in an interior location & to ensure the continuation of water supply by automatic starting of one
required fire pump.
6) In Passenger ships < 1000 GT, automatic start of at least one fire pump or by remote starting from
Nav. Bridge of at least one fire pump.
If pump starts automatically or if the bottom valve cannot be opened from where the pump is
remotely started, bottom valve shall always be kept open.
7) In Passenger ships with UMS, the Administration shall determine provisions for fixed water fire-
extinguishing arrangements for such spaces equivalent to those required for normally attended
machinery spaces.
8) In Cargo Ships with UMS or where only one person is required on watch. Immediate water delivery
from the fire main system at suitable pressure, either by remote starting of one of the main fire
pumps with remote starting from Nav. Bridge and Fire Control Station, or permanent pressurization
of the fire main system by one of the main fire pumps; exception is < 1600 GT, if the fire pump
starting arrangement in the machinery space is in an easily accessible position.
Diameter of Fire Mains: (Ch II-2: Reg. 10 - 2.1.3)
9) Diameter of the Fire Mains & water service pipes - sufficient for effective distribution of the
maximum required discharge from two fire pumps operating simultaneously.
For Cargo Ships – discharge of 140 m3 / h
Isolating Valves and Relief Valves: (Ch II-2: Reg. 10 - 2.1.4)
10) Isolating valves to separate the section of Fire Main with Machinery Space containing the main fire
pump(s) from the rest of the fire main; fitted in easily accessible and tenable position outside the
M/S; such that when I/V’s are shut, all hydrants on the ship, except those in M/S can be supplied
water by another fire pump or an emergency fire pump.
The Emergency Fire Pump, its seawater inlet, suction and delivery pipes and I/V’s shall be located
outside the M/S; alternately the sea chest may be fitted in the M/S, if the valve is remotely
controlled from a position in the same compartment as the Emergency Fire Pump and the suction
pipe is as short as possible (with substantial wall thickness > 11mm and welded, except for flanged
connection to the sea inlet valve).
11) A valve fitted to serve each hydrant so that any fire hose be removed while fire pumps in operation.
12) Relief Valves provided in conjunction with fire pumps if the pumps are capable of developing a
pressure exceeding the design pressure of water service pipes, hydrants and hoses; valves so placed
and adjusted to prevent excessive pressure in any part of the fire main system.
13) In Tankers, I/V’s be fitted in the fire main at the poop front in protected position & on the tank deck
at intervals of < 40 m to preserve the integrity of the fire main system in case of fire / explosion.
Number and Position of Hydrants: (Ch II-2: Reg. 10 - 2.1.5)
14) 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 passengers or crew
while ship is being navigated and any part of cargo space when empty, any Ro-Ro space or any
vehicle, in which case the two jets shall reach any part of the space, each from a single length of
hose; such hydrants shall be positioned to the protected spaces.
15) Additionally for Passenger Ships, in the accommodation, service and M/S, nos. & position of
hydrant be complied with when all water tight doors and all doors in main vertical zone bulkheads
are closed;
Where access is provided to M/S of Category A at a low level from an adjacent shaft tunnel, two
hydrants be provide external to but near the entrance to that M/S; such access need not be made
where the tunnel or adjacent spaces are not part of the escape route.
Pressure at Hydrants: (Ch II-2: Reg. 10 - 2.1.6)
16) With Two pumps simultaneously delivering water through the Nozzles with the quantity of water,
thru any adjacent hydrants, following minimum pressure be maintained for all hydrants:
Passenger Ships < 4000 GT 0.30 N/mm2
Passenger Ships > 4000 GT 0.40 N/mm2
Cargo Ships < 6000 GT 0.25 N/mm2
Cargo Ships > 6000 GT 0.27 N/mm2
The Maximum pressure at any hydrant shall not exceed that at which the effective control of a fire
hose can be demonstrated.
3. INTERNATIONAL SHORE CONNECTION: (Ch II-2: Reg. 10 - 2.1.7) (FSS Code: Ch 2)

Ships > 500 GT - at least one ISC; facilities enabling connection to be used on either side of the ship
Made of steel or equivalent material, designed for 1 N/mm2 services;
Flange - flat on one side; other side attached to a coupling that will fit Ship’s Hydrant and Hose.
ISC kept with Gasket of material suitable for 1 N/mm2 services and with 4 Bolts, 4 Nuts and 8 Washers.
Outside Diameter 178 mm
Inside Diameter 64 mm
Bolt Circle Diameter 132 mm
Slots in Flange 4 holes, 19 mm dia - spaced equidistant on bolt circle, slotted to flange periphery
Flange Thickness 14.5 mm minimum
Bolts and Nuts 4 nos, 16 mm diameter, 50 mm in length

4. FIRE PUMPS: (Ch II-2: Reg. 10 - 2.2)

1) Sanitary, ballast, Bilge or General service pumps accepted as Fire Pumps, provided they are not used
for pumping oil, or if subjected to occasional such use, suitable change-over arrangements are fitted.
2) Independently driven Fire Pumps:
Passenger Ships < 4000 GT at least 2
Passenger Ships > 4000 GT at least 3
Cargo Ships < 1000 GT at least 2 power-driven pumps (one independently driven)
Cargo Ships > 1000 GT at least 2
3) Passenger ships > 1000 GT, if a fire in any one compartment, all fire pumps will not be out of action
4) Passenger ships < 1000 GT & Cargo Ships, if a fire in any one compartment could put all pumps out
of action, alternative means consisting of an Emergency Fire Pump with its source of power and sea
connection located outside the space where main fire pumps or their sources of power are located.
5) Space containing Emergency Fire Pump shall not be contiguous to the boundaries of M/S of Cat A
or those spaces containing Main Fire Pumps.
6) No direct access between M/S and space containing Emergency Fire Pump & its source of power.
7) Ventilation to preclude possibility of smoke from M/S fire entering or being drawn into that space.
8) Total capacity of the required Fire Pumps be capable of delivering a quantity of water at the
specified pressure for fire-fighting:
Passenger Ships: Quantity of Water not < 2/3 of quantity required to be dealt with by the Bilge
Pumps when employed for Bilge Pumping.
Cargo Ships: other than Emergency Fire Pump, not < 4/3 of quantity required to be dealt with by
each of the independent bilge pumps in a passenger Ship of the same dimension when employed in
Bilge Pumping, provide that in no cargo ship, total required capacity of fire pumps exceed 180 m3/h.
9) Capacity of each Fire Pump not < 80% total required capacity divided by minimum number of
required fire , pumps but in any case not < 25 m3/h; each pump be capable of delivering at least
required two jets of water under required conditions.
If more pumps than the minimum required, such additional pumps to have capacity at least 25 m3/h
and capable of delivering at least required two jets of water.
5. FIRE HOSES AND NOZZLES: (Ch II-2: Reg. 10 - 2.3)

1) Fire Hoses of non-perishable material; sufficient in length to project a jet of water to any of the
spaces in which they may be required to be used.
2) Each Hose to be provided with a Nozzle and necessary couplings; together with necessary fittings
and tools be kept ready for use in conspicuous positions near the water service hydrants or
connections.
3) In interior locations in Passenger Ships (> 36 passengers), fire hoses connected to hydrants at all
times.
4) Length of Fire Hose in Machinery Spaces 10 m ~ 15 m
Length of Fire Hose in Other Spaces & Open Decks 10 m ~ 20 m
Length of Fire Hose on Open Decks on Ships with Breadth > 30 m 10 m ~ 25 m
5) Unless one Hose & Nozzle for each Hydrant on the ship, complete inter-changeability of hoses
couplings and nozzles be provided.
6) Number and Diameter of fire hoses – to the satisfaction of the Administration.

Passenger Ships: At least one Fire Hose for each Hydrant; used only for extinguishing fires or
testing the Fire-Extinguishing Apparatus at Fire Drills and Surveys.
Cargo Ships < 1000 GT: As per Administration; Minimum 3
Cargo Ships > 1000 GT: One for each 30 m length of ship + 1 spare; minimum 5 (excluding M/S)
Ships carrying Dangerous Goods, additionally 3 Hoses and Nozzles
7) Standard Nozzle Sizes – 12 mm, 16 mm, 19 mm; Larger at discretion of Administration.
For Accommodation & Service Spaces > 12 mm need not be used
For M/S & Exterior Locations > 19 mm need not be used;
(Size - obtain max discharge from two jets at pressure at hydrant Reg.10 - 2.1.6 from smallest pump)
Nozzles of approved dual-purpose type (Spray/ Jet) with a shut-off
6. PORTABLE FIRE EXTINGUISHERS: (Ch II-2: Reg. 10 - 3) (FSS Code: Ch 4)

1) Accommodation Spaces, service spaces and control stations shall be provided with portable fire
extinguishers of appropriate types and in sufficient number to satisfaction of the Administration.
2) One of the PFE intended for use in any space shall be stowed near the entrance to that space.
3) CO2 Extinguisher shall not be placed in Accommodation Spaces.
4) In control stations and other spaces containing electrical / electronic equipment or appliances
necessary for the safety of the ship, fire extinguishers shall be provided whose extinguishing media
are neither electrically conductive nor harmful to the equipment and appliances.
5) Fire Extinguishers be situated ready for use at easily visible places, which can be reached quickly
and easily at anytime in event of a fire, such that their serviceability is not impaired by the weather,
vibration or other external factors; be provided with device indicating whether they have been used.
6) Spare Charges for 100% of first ten extinguishers & 50% of the remaining, capable of being
recharged on board. Not more than 60 total spares are required; Instructions for recharging shall be
carried on board.
7) For PFE which cannot be recharged on board, additional PFE be provided instead of spare charges
(100% of first ten extinguishers & 50% of the remaining).
8) Ships > 1000 GT - at least 5 PFE
9) Each Powder / CO2 Extinguisher shall have capacity – at least 5 kg
10) Each Foam Extinguisher shall have capacity – at least 9 litres
11) Mass of all Portable Fire Extinguishers (PFE) shall not exceed 23 kg & they shall have a fire-
extinguishing capability at least equivalent to that of a 9 litre fluid extinguisher.
12) Only refills for the fire extinguisher in question shall be used for recharging.
13) Portable Foam Applicator: consist of a foam nozzle of an inductor type capable of being connected
to a fire main by a fire hose, together with a portable tank containing at least 20 litres of foam-
forming liquid, one spare tank of foam making liquid. The Nozzle shall be capable of producing
effective foam suitable for extinguishing an oil fire, at the rate of at least 1.5 m3/min
14) Periodical inspections and maintenance: as per manufactures instructions; serviced at not > 1 year;
At least one extinguisher of each type manufactured in the same year and kept onboard a ship should
be test discharged at 5-yearly intervals as part of a fire drill.

All extinguishers together with propellant cartridges be hydraulically tested as per manufacturer’s
instructions at intervals not > 10 years.
Records of inspection should be maintained. The records should show the inspection date, type of
maintenance carried out and whether or not a pressure test was performed.
Extinguishers should be provided with a visual indication of discharge.
Instructions for recharging extinguishers should be supplied by the manufacturer and be available
for use on board.
7. FIXED FIRE-EXTINGUISHING SYSTEMS: (Ch II-2: Reg. 10 - 4) (FSS Code: Ch 5 - 2.1.3)

1) A fixed fire-extinguishing system maybe:
I. A fixed gas fire-extinguishing system
II. A fixed high-expansion foam fire-extinguishing system
III. A fixed pressure water-spraying fire-extinguishing system
2) Fire-extinguishing systems using Halon 1211, 1301 and 2402 and perfluorocarbons – Prohibited.
3) The necessary pipes for conveying fire-extinguishing medium into the protected spaces shall be
provided with control valves so marked as to indicate clearly the spaces to which the pipes led.
Suitable provisions shall be made to prevent inadvertent release of the medium into the space.
Where a cargo space fitted with a Gas Fire-Extinguishing system is used as a passenger space, the
gas connection shall be blanked during such use.
The pipes passing thru accommodation, be of substantial thickness & their tightness be verified with
a pressure test, after installation (pressure head not < 5 N/mm2); such pipes be joined by welding &
not be fitted with drains or other openings within such spaces; the pipes shall not pass thru
refrigerated spaces.
4) Means be provided for automatically giving audible warning of release of Fire-Extinguishing
medium into any Ro-Ro / other spaces in which personnel normally work/ to which they have access
The pre-discharge alarm be automatically activated (e.g. opening of the release cabinet door);
operate for the length of time needed to evacuate the space (min. 20s) before medium is released.
Conventional cargo spaces and small spaces (compressor rooms, paint lockers, etc) need not have
such an alarm.
5) Means of control of any fixed Gas Fire-Extinguishing system be readily accessible, simple to
operate & be grouped together in locations unlikely to be cut-off by a fire in a protected space. Each
location shall have clear instructions relating to the operation of the system having regard to the
safety of personnel.
6) Automatic release of Fire-Extinguishing medium shall not be permitted except by the
Administration.
7) Where a fixed gas fire-extinguishing system is used, openings which may admit air to, or allow gas
to escape from a protected space shall be capable of being closed from outside the protected space.
8) Fixed Gas Fire Extinguishing System: (FSS Code: Ch 5 - 2.2)
a) For Cargo Spaces, the quantity of CO2 available sufficient to give minimum volume of free
gas equal to 30 % of Gross Volume of largest space to be protected in the ship
b) For M/S, the quantity of CO2 available sufficient to give minimum volume of free gas equal
to larger of 35 % of Gross Volume of largest M/S protected, including the Casing;40 % of
Gross Volume of largest M/S protected, excluding the Casing (volume to exclude that part of

casing above the level at which the horizontal area of the casing is 40 % or less of the
horizontal area of the space concerned taken midway between the tank top and the lowest
part in the casing).
c) For Cargo Ships < 2000 GT, for M/S, quantity of CO2 reduced to 30 % & 35 %, where two
or more M/S are not entirely separate, they shall be considered as forming one space
d) Volume of free CO2 calculated at 0.56 m3/kg
e) For M/S, fixed piping system be such that 85 % of the gas can be discharged within 2 min.
f) Two separate controls for releasing CO2 into a protected space and to ensure activation of the
alarm. One Control used for opening the valve of the piping which conveys the gas into the
protected space; Second Control to discharge the gas from its storage containers.
The two controls shall be located inside a release box clearly identified for the 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.
9) Fixed Foam Fire Extinguishing System: (System generating foam suitable to extinguish Oil fires)
a) Fixed High Expansion Foam Fire Extinguishing System: (FSS Code: Ch 6)
I. Foam concentrates shall be approved by the Administration.
II. For use in M/S - capable of rapid discharge thru fixed discharge outlets a quantity of foam
sufficient to fill the greatest space to be protected at a rate of at least 1 m in depth per min.
III. Quantity of foam-forming liquid available - sufficient to produce a volume of foam equal to
five times the volume of largest space to be protected. Expansion Ratio not > 1000:1
IV. Supply ducts for delivering foam, air intakes to foam generator and the number of foam-
forming units shall be such as to provide effective foam production and distribution.
V. Arrangement of the Foam Generator delivery ducting be such that a fire in the protected space
will not affect the foam generating equipment; if located adjacent to the protected space then
ducts be installed to allow 450 mm separation between generators and protected space; Steel
Ducts of thickness not < 5 mm with dampers not < 3 mm at openings in boundary bulkheads.
The dampers shall be automatically operated by remote control of the foam generator.
VI. Foam generator, sources of power supply, foam-forming liquid & means of controlling the
system - readily accessible, simple to operate & grouped in locations unlikely to be cut off by
fire in there.
b) Fixed Low Expansion Foam Fire Extinguishing System:

I. Foam concentrates shall be approved by the Administration.
II. Capable of discharge thru fixed discharge outlets a quantity of foam sufficient to cover depth
of 150 m in not > 5 mins the largest single area over which the oil fuel is likely to spread.
III. Expansion Ratio not > 12:1
IV. Means be provided for - effective distribution of foam thru permanent system of piping &
control valves or cocks to suitable discharge outlets; for foam to be effectively directed by
fixed sprayers onto other main fire hazards in the space; such distribution be proven by
testing/calculation.
V. Means of control of such systems - readily accessible, simple to operate & grouped together in
locations at positions unlikely to be cut off by a fire in the protected space.
VI.
8. FIRE-EXTINGUISHING SYSTEMS IN CARGO SPACES: (Ch II-2: Reg. 10 - 7)

1) For General Cargo:
Passenger Ships > 1000 GT (Cargo spaces) – fixed CO2 or IG system or fixed high-expansion
foam. Passenger Ships < 1000 GT & those engaged on short voyages (Cargo spaces) –
arrangements to satisfaction of Administration, if ship is fitted with steel hatch covers & effective
means of closing all ventilators and other openings leading to cargo spaces.
Cargo Ships (other than Ro-Ro & vehicle spaces) > 2000 GT - fixed CO2 or IG system or
equivalent.
2) For Dangerous Goods:
Fixed CO2 or IG system or equivalent
9. FIXED DECK FOAM SYSTEMS (Tankers): (Ch II-2: Reg. 10 - 8) (FSS Code: Ch 14)
1) Capable of delivering foam to entire cargo tank deck area & deck of which has been ruptured;
2) Capable of simple & rapid operation;
3) Operation of a deck foam system at its required output shall permit the simultaneous use of the
minimum required number of jets of water at the required pressure from the fire main.
Rate of supply of foam solution not less than the greatest of the following:
I. 0.6 l / min per m2 of cargo tanks deck area where
(cargo tanks deck area = max breadth of ship x total longitudinal extent of the cargo tank spaces)
II. 6 l / min per m2 of horizontal sectional area of the single tank having the largest such area
III. 3 l / min per m2 of area protected by the largest monitor (area fwd of monitor; not < 1250 l / min)
Foam concentrate be such as to ensure > 20 min foam generation in tankers with IG; 30 min without IG.
10. FIRE-FIGHTER’S OUTFIT: (Ch II-2: Reg. 10 - 10) (FSS Code: Ch 3 - 2.1)
At least two fire-fighter’s outfits; additionally:
Passenger Ship < 36 passengers & Cargo ships with means of recharging air cylinders - 1 spare/ BA set;
Passenger Ship > 36 passengers – 2 outfits for each main vertical zone; & 2 spare charges / BA set;
For tankers - two fire-fighter’s outfits;
Also, personal equipment & Breathing Apparatus sets (with 2 spares/ BA set), as per size & type of ship
Fire-fighter outfits be kept ready for use in an easily accessible, permanent and clearly marked location;
where if more than 1 set of personal equipment is carried, be stored in widely separated positions.
In Passenger Ships, at least two fire-fighter outfits and one set of personal equipment be at one position;
at least two fire-fighter’s outfits be stored in each main vertical zone.
A fire-fighter’s outfit shall consist of a set of personal equipment and a breathing apparatus.
Personal equipment shall consist of the following:
1) Protective clothing of material to protect the skin from the heat radiating from the fire and from burns
and scalding by steam. The outer surface shall be water-resistant;
2) Boots of rubber or other electrically non-conducting material;
3) Rigid helmet providing effecting protection against impact;

4) Electric safety lamp (Hand lantern) of an approved type with a minimum burning period of 3 h.
Electric safety lamp on tankers / those to be used in hazardous areas shall be of an explosion-proof type;
5) Axe with a handle provided with high-voltage insulation.
Breathing apparatus shall be a self-contained compressed air-operated breathing apparatus for which the
volume of air contained in the cylinders which shall be at least 1200 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.
For each breathing apparatus a fireproof lifeline of at least 30 m in length; lifeline be tested by statical
load of 3.5 kN for 5 min without failure; be capable of being attached by means of a snap- hook to the
harness of the apparatus or separate belt to prevent BA becoming detached when lifeline is operated.
11. MEANS OF ESCAPE: (Ch II-2: Reg. 13 - 1) (FSS Code: Ch 13)

Purpose is to provide means of escape so that persons on board can safely and swiftly escape to the
lifeboat and life-raft embarkation deck. Following functional requirements shall be met:
1) Safe escape routes shall be provided;
2) Escape routes shall be maintained on a safe condition, clear of obstacles, etc;
3) Additional escape aids: ensure accessibility, clear marking, adequate design for emergency situation
At least two widely separated and ready means of escape from all spaces or groups of spaces;
Lifts not to be considered as means of escape;
No Dead-end corridors > 7 m in length;
Administration may dispense with one of the means of escape, for crew spaces that are entered
occasionally, if the escape route is independent of water-tight doors;
In Passenger Ships:
Stairways not < 900 mm in clear width; Clear width be increased by 10 mm / person > 90 persons;
Stairways for persons > 90 persons – aligned fore & aft;
Stairways Vertical rise not > 3.5 m without landing; angle of inclination not > 450;
Landings at each deck level not < 2 m2 in area; increased by 1 m2 / 10 persons > 20 persons; max 16 m2;
Doorways, Corridors & intermediate landings included in means of escape be sized, same as stairways;
Handrails fitted on each side of stairways – 1800 mm maximum;
In Cargo Ships:
Stairways not < 700 mm in clear width; Handrail on one side;
Stairways angle of inclination = 450; not > 500;
In M/S, angle of inclination not > 600;
Stairways & Corridors with clear width > 1800 mm, to have handrails on both sides;
12. EEBD’s (Emergency Escape Breathing Devices: (Ch II-2: Reg. 13 – 3.4) (FSS Code: Ch 3 - 2.2)
All ships to carry at least two EEBD’s within accommodation; Spare EEBD’s to be kept onboard;
All Passenger ships, at least two EEBD’s in each vertical zone;
All Passenger ships > 36 persons, two additional EEBD’s in each vertical zone;
An EEBD is a supplied air oxygen device only used for escape from a compartment that has a hazardous
atmosphere and shall be of an approved type.
Not to be used for fire-fighting, entering oxygen deficient voids or tanks, or worn by fire-fighters;
Service Duration at least 10 min;
Includes a hood/ full face piece, to protect the eyes, nose and mouth during escape;
Hoods & face pieces of flame-resistant materials and include a clear window for viewing;
An activated EEBD be capable of being carried hands-free
Suitable stored, protected from the environment;
Brief instructions or diagrams clearly illustrating their use – clearly printed on the EEBD.
Donning procedures: quick & easy - for situations with little time for safety from hazardous atmosphere;
Markings to include: Maintenance requirements, manufacturer’s trademark & serial number, shelf life,
manufacture date and name of approving authority; Training EEBD’s be clearly marked;
13. OPERATIONAL READINESS AND MAINTENANCE: (Ch II-2: Reg. 14)

Purpose – Maintain & Monitor effectiveness of the fire safety measures the ship is provided with;
Functional Requirement:
I. Fire Protection & Fire-Fighting systems/appliances be maintained ready for use;
II. Fire Protection & Fire-Fighting systems/ appliances be properly tested / inspected;
Operational Readiness: Following fire protection systems be kept in good order to ensure required
performance in case of fire:
1) Structural fire protection, including fire-resisting divisions & protection of openings and
penetrations in these divisions;
2) Fire detection and fire alarm systems;
3) Means of escape systems and appliances.
Fire-fighting systems and appliances be kept in good working order, readily available for immediate
use; Portable extinguishers that are discharged be immediately recharged/ replaced with equivalent unit.
Maintenance, testing and inspections: be carried out based on guidelines developed by the organization
& in a manner having due regard to ensuring the reliability of fire-fighting systems and appliances.
Maintenance plan be kept onboard the ship & be available for inspection as required by Administration.
Maintenance Plan to include at least the following fire protection & fire-fighting systems & appliances:
1) fire mains, fire pumps and hydrants, including hoses, nozzles and ISC;
2) Fixed fire detection and fire alarm systems;
3) Fixed fire-extinguishing systems and other fire-extinguishing appliances;
4) Automatic sprinkler, fire detection and fire alarm systems;
5) Ventilation systems, including fire and smoke dampers, fans and their controls;
6) Emergency shutdown of fuel supply;
7) Fire doors, including their controls;
8) General emergency alarm systems;
9) EEBD’s
10) Portable fire extinguishers, including spare charges; and
11) Fire-fighters outfit.
The Maintenance programme may be computer based.

Additionally, passenger ships > 36 passengers, maintenance plan for low-location lighting & PA system
Additionally for tankers, maintenance plan for IG system, deck foam system, fire-safety arrangements in
cargo pump-rooms and flammable gas detectors.
14. INSTRUCTIONS, ONBOARD TRAINING & DRILLS: (Ch II-2: Reg. 15)
Crew to have necessary knowledge and skills to handle fire emergency cases, including passenger care;
Onboard Training and Drills:
Crew members be trained to be familiar with arrangements of the ship and location & operation of any
fire-fighting systems & appliances that may be required; onboard training includes use of EEBD’s.
Performance of crew members assigned fire-fighting duties be periodically evaluated by conducting
onboard training and drills to identify areas in need of improvement, o ensure competency in fire-
fighting skills is maintained, and to ensure the operational readiness of the fire-fighting organization.
Onboard training in use of fire-fighting systems & appliances be planned & conducted - Reg. III/19.4
Fire Drill be conducted and recorded - Reg. III/19.3 & 19.5.
Training Manuals: be provided in each crew mess room and recreation room or each crew cabin; written
in working language of the ship; contain instructions and information on below, in easy terms & be
illustrated where possible; such info may be in the form of audio-visual aids in lieu of the manual.
The following be explained detail in the Manual:
1) General fire safety practice & precautions related to dangers of smoking, electrical hazards,
flammable liquids & similar common shipboard hazards;
2) General instructions on fire-fighting activities and procedures, including procedures for notification
of a fire and use of manually operated call points;
3) Meanings of the ship’s alarms;
4) Operation and use of fire-fighting systems and appliances;
5) Operation and use of fire doors;
6) Operation and use of fire and smoke dampers;
7) Escape systems and appliances.
15. FIRE CONTROL PLAN: (Ch II-2: Reg. 15 - 2.4)

General Arrangement plans shall be permanently exhibited for the guidance of the ship's officers
showing clearly for each deck the control stations, the various fire sections enclosed by "A" Class
divisions, the sections enclosed by "B" Class divisions together with particulars of the fire detection and
fire alarm systems, the sprinkler installation, the fire extinguishing appliances, means of access to
different compartments, decks, etc. and the ventilating system, including particulars of the fan control
positions, the position of dampers & identification numbers of the ventilating fans serving each section.
Alternatively, the aforementioned details may be set out in a booklet, a copy of which shall be supplied
to each officer, and one copy at all times shall be available on board in an accessible position.
Plans and booklets be kept up to date, any alterations being recorded thereon as soon as practicable.
A duplicate set of fire control plans or a booklet containing such plans shall be permanently stored in a
prominently marked weather-tight enclosure outside the deckhouse for the assistance of shore side fire
fighting personnel.

Additionally, on passenger ships with > 36 passengers, plans and booklets required by this Regulation to
provide info regarding fire protection, fire detection & fire extinction based on the guidelines by IMO.
Fire control plan drawing is periodically checked and updated and is duly approved by the competent
Shipping Authority (MMD / DGS). Any change in number or location of any fire fighting equipment
onboard needs to be incorporated in the fire control plan & approval taken by the approving authority.
16. OPERATIONS: (Ch III: Reg. 16)

To provide info & instructions for proper ship & cargo handling operations in relation to fire safety by:
a. Providing onboard fire safety operational booklets;
b. Controlling the flammable vapour releases from cargo tank venting.
Fire Safety Operational Booklets:
Contain necessary info & instructions for safe operation of ship & cargo handling operations with
reference to fire safety; Includes info concerning crew responsibilities for general fire safety during
cargo-work & when underway; Explains necessary fire safety precautions for handling general cargoes;
For ships carrying Dangerous Goods & Flammable Bulk Cargoes, provision for reference to pertinent
fire-fighting & emergency cargo handling instructions contained in IMSBC, IBC, IGC & IMDG Codes.
Must be provided in each crew mess room and recreation room or each crew cabin; written in working
language of the ship; may be combined with the Training Manuals.
For tankers, booklet must include provisions for preventing fire spread to the cargo area due to ignition
of flammable vapours and include procedures of cargo tank gas-purging and/ or gas freeing.
17. FIRE DRILLS: (Ch III: Reg. 19 – 3.4)

1. Drills shall, as far as practicable, be conducted as if it were an actual emergency.
2. Every crew member shall participate in atleast One Abandonship Drill and One Fire Drill every
month. The drills of the crew shall take place within 24 hours of leaving a port if > 25 % of the crew
have not participated in abandon-ship and fire drills on board that particular ship in the previous
month. When a ship enters service for the first time, after modification of a major character or when
a new crew is engaged, these drills shall be held before sailing.
3. Fire Drills should be planned in such a way that due consideration is given to the regular practice in
the various emergencies that mat occur depending on the type of ships and the cargo.
4. Each Fire Dill shall include:
I. Reporting to stations and preparing for the duties described in the Muster List reqd by Reg. 8.
II. Starting of a fire pump, using at least the two required jets of water to show that the system is
proper working order;
III. Checking of Fireman’s outfit and other personal rescue equipment;
IV. Checking of relevant communication equipment;
V. Checking the operation of water-tight doors, fire doors, fire dampers and main inlets and
outlets of ventilation systems in the drill area;
VI. Checking the necessary arrangements for subsequent abandoning of the ship.
18. RECORDS: (Ch III: Reg. 19 – 5)

The date when the musters are held, details of abandonship drills and fire drills, drills of other LSA and
on board training shall be recorded in such log book as may be prescribed by the Administration.

If a full muster, drill or training session is not held at the appointed time, an entry shall be made in the
log-book stating the circumstances and extent of the muster, drill or training session held.
19. Fixed Fire Detection (FFD) and Fire Alarm Systems (FAS): (FSS Code: Ch 9)
1. Any FFD & FAS with manually operated call points - capable of immediate operation at all times.
2. FFD & FAS - not be used for any other purpose, except that closing of fire doors and similar
functions may be permitted at the control panel.
3. System & equipment - suitably designed to withstand supply voltage variation & transients, ambient
temperature changes, vibration, humidity, shock, impact & corrosion normally encountered in ships.
4. Zone address identification capability
Fixed FFD & FAS with a zone address identification capability shall be so arranged that:
1) means provided to ensure that any fault (power break, short circuit, earth, etc.) occurring in the
loop will not render the whole loop ineffective;
2) all arrangements made to enable the initial configuration of the system to be restored in the event
of failure (e.g. electrical, electronic, informatics, etc.);
3) The first initiated fire alarm - not prevent any other detector from initiating further fire alarms;
4) no loop will pass through a space twice. When this is not practical (e.g. for large public spaces),
the part of the loop which by necessity passes through the space for a second time shall be
installed at the maximum possible distance from the other parts of the loop.
There shall be not less than two sources of power supply for the electrical equipment used in operation
of FFD & FAS, one of which shall be an emergency source. Supply will be provided by separate feeders
reserved solely for that purpose. Such feeders shall run to an automatic changeover switch situated in, or
adjacent to, the control panel for the fire detection system.
Detectors:
1) Detectors be operated by heat, smoke or other products of combustion, flame, or any combination,
flame, or any combination of these factors.
2) Detectors operated by other factors indicative of incipient fires be considered by Administration
provided that they are no less sensitive than such detectors. Flame detectors shall only be used in
addition to smoke or heat detectors.
3) Smoke detectors required in stairways, corridors & escape routes within accommodation spaces
shall be certified to operate before the smoke density exceeds 12.5% obscuration/ metre, but not
until the smoke density exceeds 2% obscuration/ metre.
4) Smoke detectors to be installed in other spaces shall operate within sensitivity limits to satisfaction
of the Administration having regard to the avoidance of detector insensitivity or oversensitivity.
5) Heat detectors shall be certified to operate before the temperature exceeds 78°C, but not until the
temperature exceeds 54°C, when the temperature is raised to those limits at a rate less than 1°C, per
minute. At higher rates of temperature rise, the heat detector shall operate within temperature limits
having regard to the avoidance of detector insensitivity or oversensitivity.
6) The operation temperature of heat detectors in drying rooms and similar spaces of a normal high
ambient temperature may be up to 130°C, and up to 140°C, in saunas.
7) All detectors shall be of a type such that they such that they can be tested for correct operation and
restored to normal surveillance without the renewal of any component.

8) Detectors shall be located for optimum performance. Positions near beams and ventilation ducts or
other positions, where patterns of air flow could adversely affect performance and positions where
impact or physical damage is likely shall be avoided. Detectors which are located on the overhead
shall be a minimum distance of 0.5 m away from bulkheads, except in corridors, lockers and
stairways.
20. Sample Extraction Smoke Detection System: (FSS Code: Ch 10)
1) System be capable of continuous operation at all times; except when operating on a sequential
scanning principle, interval between scanning the same position twice is an acceptable overall
response time;
2) System be designed, constructed and installed to prevent the leakage of any toxic or flammable
substances or fire-extinguishing media into any accommodation space, control station or M/S;
3) System & equipment - suitably designed to withstand supply voltage variation & transients, ambient
temperature changes, vibration, humidity, shock, impact & corrosion normally encountered in ships.
4) System of type that can be tested for correct operation & restored to normal surveillance without
renewal of any component;
5) An alternative power supply for electrical equipment used in operation of the system be provided;
6) Sensing unit be certified to operate before smoke density exceeds 6.56% obscuration/ metre.
7) Duplicate sample extraction fans, of sufficient capacity to operate under normal ventilation
conditions on the protected area, be provided.
8) The control panel to permit observation of smoke in the individual sampling pipe.
9) Means be provided to monitor the airflow thru the sampling pipes, so designed, to ensure equal
quantities are extracted from each interconnected accumulator.
10) Sampling pipes be of minimum 12 mm internal diameter except when used in conjunction with
fixed gas fire-extinguishing systems when the min. size of pipe be sufficient to permit the fire-
extinguishing gas to be discharged within the appropriate time.
11) Sampling pipes be provide with an arrangement for periodically purging with compressed air.
12) At least one smoke accumulator in every enclosed space for which fire detection is required.
13) Smoke accumulators be located for optimum performance; spaced so that no part of the overhead
deck area > 12 m measured horizontally from an accumulator.
14) Smoke accumulators to be positioned where impact / physical damage is unlikely.
15) Not > 4 accumulators be connected to one sampling point.
16) Sampling arrangements be such that the location of the fire can be readily identified.
17) Sampling pipes be self-draining and suitably protected from impact or damage from cargo working.
18) Control panel be located on the Navigation Bridge or a continuously manned central control station.
19) Clear info be displayed on, or adjacent to, the control panel designating the spaces covered.
20) The detection of smoke / other products of combustion to initiate a visual and audible signal at the
control panel and Navigation Bridge or continuously manned central control station.
21) Power supplies necessary for the operation of the system be monitored for loss of power. Any loss
of power to initiate a visual and audible alarm at the control panel & Navigation Bridge, distinct
from a signal indicating smoke detection.
22) Suitable instructions& component spares be provided for testing and maintenance of the system.

21. Fixed Emergency Fire Pump: (FSS Code: Ch 12)

1) This chapter is not applicable to passenger ships > 1,000 GT;
2) Emergency fire pump be of a fixed independently driven power-operated pump;
3) Capacity of the pump not < 40% of total capacity of the fire pumps (Ch II-2 Reg. 10.2.2.4.1) and:
Passenger Ships < 1,000 GT; Cargo Ships > 2,000 GT not < 25 m3/h
Cargo Ships < 2,000 GT not < 15 m3/h
22. MAINTENANCE Of Fire-Fighting Appliances and Systems:
To be carried out as per Planned Maintenance System guidelines and procedures.
23. Low-location lighting (LLL):
Electrically powered lighting or photo-luminescent indicators placed at points of the escape route to
readily identify all routes of escape.
Photo-luminescent (PL) System:
An LLL system which uses PL material.
Photo-luminescent material contains a chemical (example: zinc sulphide) that has the quality of storing
energy when illuminated by visible light. The Pl material emits light which becomes visible when the
ambient light source is less effective. Without the light source to re- energize it, the PL material gives
off the stored for a period of time with diminishing luminance.
Electrically powered (EP) system:
An LLL system which requires electrical power for its operation, such as systems using incandescent
bulbs, light –emitting diodes, electroluminescent strips or lamps, electro-fluorescent lamps, etc.

1. What would you check for with respect to the Fire Control Plan?
1) The Fire Control Plan provides vital information that is crucial for the rapid and efficient action of
the vessel’s crew during a fire. Accordingly, it is very important that the Fire Control Plan
accurately reflects the fire-fighting arrangements installed onboard and is consistent with the
arrangements approved for the vessel.
2) Language: Information on the plan should be:
a) In English / French and additionally
b) In the official language of the Flag State (if not English / French)
c) In the established working language (if none of the above)
3) The Fire Control Plan is frequently submitted as part of the Safety Plan (Fire Control and Safety
Plan), which also indicates life saving equipment, etc. The Class is authorized to review the
requirements associated fire control and safety plans by most Flag Administrations.
4) Fire-fighting arrangements and equipment for the vessel must be depicted on the Fire Control Plan.
It must include structural fire protection arrangements, escape routes, etc. as well as electrical
system requirements (e.g., electrical control arrangements, emergency generator location, etc.)
5) IMO Resolution A.654 (16) provides a standardized set of symbols to be used on a Fire Control
Plan The use of a standardized set of symbols assists the vessel’s officers and crew in quickly
identifying and locating equipment; and is very helpful in making the Fire Control Plan “User
Friendly”. However, the resolution was issued as guidance only and its use is not mandated by
SOLAS. Accordingly, while there are certain Flag Administrations that require the use of the
standardized symbols identified in Res. A.654 (16), its use is not mandatory insofar as Classification
requirements are concerned.
6) The equipment and arrangement should be indicated only by graphical symbols according to IMO
Resolution A.654 (16). The symbols in the plan should not be smaller than 6 mm by 6 mm. Generally
symbols should not be framed. All symbols should be positioned on the plan in such a manner that
clearly indicate the appropriate position on the vessel but, to avoid clutter, symbols may be taken
outside the plan with dot and line to indicate the actual position.
7) Format of the Plan: The illustration should be not smaller than 1:200
The plan should be developed on one sheet, but maybe split if necessary (e.g. separate sheets for
machinery spaces and deck areas). The plan should base on the general arrangement including the
side view of the ship.
A legend of symbols and explanations should be a constituent part of the plan. The legend should
show the number and capacity of the equipment as far as applicable.
The following additional particulars should be indicated:
a. General data and ship’s IMO number;
b. Ship’s keel laying date and application of the SOLAS conventions and amendments;
c. Original method (e.g. IC, IIC or IIIC as defined in SOLAS 74)
d. Which additional fire safety measures, if any, were applied and
e. Date and descriptions of any modifications to the ship, which altered its fir safety.
2. Can you make any changes in fire plan?
Yes, changes can be made in the fire plan, followed by changes in the General Arrangement Plan -
subject to approval and confirmation from the Class.
Following modification or risk assessment, the location of fire fighting and life saving appliances
can change. The SOLAS 1974 regulations require that alterations to the Fire Control Plan are
recorded as soon as possible. The “stick-on” pictograms are an ideal, cost effective alternative
solution for the modification to Fire and Life-saving Plans
3. What document will you refer to for checking the symbols used on a Fire Plan & Safety Plan?
Refer A.654 (16) – FFA symbols used on Fire Plan
Refer A.760 (18) – LSA symbols used on LSA Plan
4. Which document will you refer to for checking the ship specific - Fire Fighting Appliances?
Record of Approved Cargo Ship Safety Equipment
(It is separate from the Cargo Ship Safety Equipment Certificate)
It is the record of Equipment required to be installed at ship yard at time of build, prior to the ship
being put into service for the first time; to be onboard through the life of the ship.
5. How and why are the criteria of Classification of Fires so important?

The characteristics of fires & the effectiveness of extinguishing agents differ with the fuels involved.
While particular extinguishing agents are very effective on fires involving certain fuels, they may be
much less effective or even hazardous for use on other types of fires.
Take for example, the use of a portable water extinguisher. Water is a good extinguishing medium
and is very effective on deep-seated fires, such as burning wood or rubbish. However, a fire-fighter
would not want to use a portable water extinguisher on a fire involving a “live” electrical panel or
switchboard due to the conductivity of the water and the possible shock that could result.
Considering the different types of fuels that may be involved in a fire, the different types of
extinguishing agents available and the different mechanisms which the various agents use to
extinguish a fire, it is important to be able to identify the type of fire on which a particular medium
will be effective.
The job of selecting the proper extinguishing agent has been made easier by the classification of
fires into four types, or classes, lettered “A” through “D”, and based upon the fuels involved.
Within each class, are fires involving those materials with similar burning properties and requiring
similar extinguishing agents.
IMO) mentions two standards in IMO Resolution A.602 (15) which define the various classes of
fires. The first is the International Standards Organization (ISO) Standard 3941, and the second is
the National Fire Protection Agency (NFPA) 10 Standard.
Resolution A.602 (15) - Annex of the International Code for Fire Safety System (FSS Code).
Class “A” Fires
Class “A” fires involve three groups of materials commonly found onboard a vessel, including:
• Wood and wood-based materials
• Textiles and fibers
• Plastics and rubber
Class “B” Fires
Class “B” fires involve two groups of materials commonly found onboard a vessel:
• Flammable liquids
• Flammable gases
Class “C” Fires
Electrical equipment involved in fire, or in the vicinity of a fire, may cause electric shock or burns to
Fire-fighters. This Subsection discusses some electrical installations found aboard a vessel, their
hazards and the extinguishment of fires involving electrical equipment.
Class “D” Fires
Metals are commonly considered to be non-flammable. However, they can contribute to fires and
fire hazards in a number of ways. Sparks from the ferrous metals, iron and steel, can ignite nearby
combustible materials. Finely divided metals are easily ignited at high temperatures. A number of

metals, especially in finely divided form, are subject to self-heating under certain conditions;
resulting in fires. Alkali metals such as sodium, potassium and lithium react violently with water,
liberating hydrogen, and sufficient heat is generated in the process to ignite the hydrogen. Most
metals in powder form can be ignited as a dust cloud, and violent explosions have resulted. In
addition to all this, metals can injure fire-fighters through burning, structural collapse and toxic
fumes.
Many metals, such as cadmium, give off noxious gases when subjected to the high temperatures of a
fire. Some metallic vapours are more toxic than others. However, breathing apparatus should be
used whenever fires involving metals are fought.
6. What is the purpose of the International Shore coupling?

The purpose of the connection is to provide a uniform piping joint, which allows water supply to the
vessel’s fire main from another vessel or shore facility. For this purpose, at least one hydrant on
either side of the vessel, suitable for such connection, should be designated an international shore
connection station. Provision of dedicated port/starboard hydrants with shore connections
permanently fixed to them is an acceptable arrangement.
Each vessel is required to be provided with at least one international shore connection and
arrangements are to be provided to enable the connection to be used on each side of the vessel.
The connection is to be accompanied with a gasket, bolts, nuts and washers.
The shore connection is to be located in a readily accessible location.
7. How will you provide Cold Weather Protection for fire main piping and hydrants?
SVR 4-7-3/1.11.1 indicates that the arrangements of the fire main piping and hydrants are to be
such as to avoid the possibility of freezing.
Accordingly, those sections of the fire main, which may be subject to freezing temperatures, are
required to be provided with adequate protection.
Examples of acceptable arrangements would be heat tracing, installation of isolation valves inside
the superstructure, provision of drain valves (for non-pressurized system), etc.
8. What are the Principles of Fixed Gas Fire-extinguishing Systems?

Fixed gas fire-extinguishing systems typically suppress fires by reducing the available oxygen in the
atmosphere to a point where combustion can no longer take place or by interrupting the chemical
reaction necessary for the progression of the fire.
Advantages of fixed gas systems over water-based systems are that:
• Damage to sensitive equipment can be avoided, especially in the case of electronic equipment.
• Clean up time and equipment down time is substantially reduced.
Disadvantages are that:
• Some gaseous agents are hazardous to personnel.
• Cooling effect of gas systems is significantly less than water-based systems.
• Unlike the unlimited supply of water for fire-fighting systems, the quantity of gas available is
limited to that carried in the cylinders protecting the space.
Due to the above disadvantages, it is essential that fixed gas fire-fighting systems be deployed as
quickly as possible to minimize heat buildup. Also, care should be taken to avoid the possibility of a
fire being restarted due to dissipation of the fire-extinguishing gas and the introduction of fresh air
from protected compartments being prematurely opened after a fire.
In new installations, the most common fixed gas extinguishing systems encountered are either
high/low pressure CO2 systems or those utilizing Halon “alternatives”.

9. Why is CO2 more popular as a Fixed Fire-Fighting medium?

a. CO2 gas is an effective agent for class “A” (wood, paper, etc.), class “B” (flammable liquids
and gases) and class “C” (electrical equipment) hazards as it displaces the oxygen necessary
for combustion.
b. The CO2 concentration must be maintained for a sufficient period to allow the maximum
temperature to be reduced below the auto-ignition temperature of the burning material.
c. Reduction of oxygen content to 15% is sufficient to extinguish most fires.
d. Developing a CO2 concentration of 28.5% in the atmosphere will reduce the oxygen content to
about 15%.
e. However, the concentrations required normally exceed this amount in order to allow for
possible escape of gas or infiltration of air, as well as to provide an adequate margin of safety.
f. Carbon dioxide cannot be used on Class “D” (reactive metals, metal hydrides and chemicals
containing their own oxygen supply) hazards, such as magnesium, potassium, sodium and
cellulose nitrate.
g. These Class “D” fires can only be controlled by special extinguishing agents and procedures.
10. Fire in paint store - take action?

1. Cut-off Ventilation; Close Flaps and Vents;
2. Release Sprinkler system or other Fixed Fire-Fighting Extinguishing medium;
3. Avoid Fire fighters from entering, as paint contains chemicals, which are highly flammable,
toxic and subject to explosion.
11. What do you know about Fixed Water Mist Systems in Accommodation and Service Spaces?
1. Resolution A.800 (19), which provides guidelines for the approval of alternative water-based
fire-extinguishing systems as equivalent to the water sprinkler systems complying with FSS Code
Chapter 8. It is through compliance with the design and testing requirements specified in IMO
Resolution A.800 (19) that water mist systems may be considered as fire protection systems
which can provide an equivalent level of safety and therefore an equivalent system to the water
sprinkler systems discussed in FSS Code Chapter 8.
2. Water mist systems are specialized systems. The characteristics of these systems (e.g., required
minimum pressure, droplet size and velocity, minimum required discharge flow rate, etc.) can
vary substantially from manufacturer to manufacturer and there are numbers of different
approaches used to generate water mist. The nozzles are particularly critical to the proper
operation and effectiveness of a water mist system.
3. Appendix “1” of IMO Resolution A.800 (19) provides substantial design and testing
requirements specifically for the water mist nozzles.
4. Appendix “2” identifies a series of fire tests that are required to qualify the nozzle, in particular,
and the system in general, for suitability to extinguish a number of different types of fires
involving accommodation and service spaces.
5. The system is to operate automatically, with no human action necessary to set it into operation,
in accordance with paragraph 3.1 of IMO Resolution A.800 (19).
6. Further, the system is required to be capable of both detecting the fire and acting to control or
suppress the fire, in accordance with paragraph 3.2 of IMO Resolution A.800 (19).
7. The detection and automatic operation is normally accomplished by the use of nozzles with heat
sensitive bulbs or links designed to allow the nozzles to open when the temperature in the
vicinity of the nozzle reaches a certain activation temperature.
8. The system is required to be capable of continuously supplying the extinguishing medium for a
minimum of 30 minutes and a pressure tank is to be provided to meet the functional
requirements specified in FSS Code Chapter 8/2.3.2.1.
9. Based upon the above requirement, the system must be capable of automatic operation in the
event of a fire and the pump, pump controls, valving, etc., must be designed for such operation.
10. The system is to be provided with power from both the main and emergency sources of power.
11. The system is to be provided with a redundant means of pumping or otherwise supplying the
water-based extinguishing agent to the sprinkler system.
12. The system is to be fitted with a permanent sea inlet and is to be capable of continuous operation
using sea water.
13. The sprinklers are to be grouped into separate sections and no one section should serve more
than two decks of one main vertical zone.
14. Each sprinkler section is to be capable of being isolated by only one stop valve. The stop valve
in each section is to be readily accessible and its location clearly and permanently indicated.
15. Each sprinkler section is to be provided with the means to give a visual and audible alarm at a
continuously manned central control station within one minute of flow from one or more
sprinklers. Each sprinkler section is to also be fitted a check valve, a pressure gauge and a test
connection with a means of drainage. An alarm in the central control station is to indicate the
specific valve activated, in accordance with paragraph 23 of MSC/Circular 668.
16. A sprinkler control plan is to be displayed at each centrally manned control station.
17. Installation plans and operating manuals for the system are required to be readily available
onboard. A list or plan is to be displayed showing the spaces covered and the locations of the
zones in respect to each other. Instructions for testing and maintenance are to also be available
onboard.
18. Within accommodation and service spaces, paragraph 3.21 of IMO Resolution A.800 (19)
requires that the sprinklers are to have a nominal temperature range of 57°C (134°F) to 79°C
(174°F), except that in locations such as drying rooms, where high ambient temperatures might
be expected, the operating temperature may be increased by not more than 30°C (86°F) above
the maximum deck-head temperature.
The nozzle location, type of nozzle and nozzle characteristics are to be within the limits tested
during the Appendix “2” fire tests.
19. Resolution A.800(19) requires that the pumps and alternative supply components are to be sized
so as to be capable of maintaining the required flow to the hydraulically most demanding area
of not less than 280 m2 (3012 ft2). However, paragraph 3.22 permits the use of alternative
minimum coverage areas if the total protected area is less than 280 m2 (3012 ft2). The ability of
the pump and the piping system to support this flow rate at the most hydraulically remote section
must be verified through a review of the pump curves and appropriate pressure drop
calculations.
12. What are the types of Foams?

There are two basic types of foam, chemical and mechanical.
Chemical Foam
Chemical foam is formed by mixing together a solution of an alkali (usually sodium bicarbonate), an
acid (usually aluminum sulfate), water and a stabilizer. The stabilizer is added to make the foam
tenacious and long-lived. When these chemicals react, they form a foam or froth of bubbles filled
with carbon dioxide gas. The carbon dioxide in the bubbles has little or no extinguishing value. Its
only purpose is to inflate the bubbles. From 7 to 16 volumes of foam are produced for each volume
of water.
Mechanical (Air) Foam
Mechanical foam is produced by mixing a foam concentrate with water to produce a foam solution.
The bubbles are formed by the turbulent mixing of air and the foam solution. As the name air foam
implies that the bubbles are filled with air. Aside from the workmanship and efficiency of the
equipment, the degree of mixing determines the quality of the foam.
The design of the equipment determines the quantity of foam produced. There are several types of
mechanical foams, similar in nature, but each has its own special fire fighting capabilities.

13. What do you understand by Low Expansion, Mid Low & High Expansion Foam?
Low Expansion Foams
Low expansion foams are considered to be those foams with an expansion ratio of 12:1 when mixed
with air. That is one volume if foam concentrate will create 12 volumes of foam. Low expansion
foams are effective in controlling and extinguishing most flammable liquid (Class “B”) fires. Foams
typically used on tanker deck foam systems are of the low expansion foam type.
Low expansion nozzles expand foam solution up to 12:1, i.e., for every 3.8 liters (1 gallon) of foam
solution that enters the base of the nozzle, approximately 45.6 liters (12 gallons) of finished foam is
produced. These nozzles draw air at the base of the nozzle, the air and the solution mix travel up the
foam tube (this is called residence time) and the properly-expanded foam exits the nozzle.
Mid Low Expansion Foams
Mid expansion foams refer to those foams with an expansion ratio of between about 20:1 to 100:1.
Few applications of mid expansion foams are found in shipboard applications.
Medium expansion nozzles can have expansion characteristics as high as 100:1, although
expansions of 50:1 are more common. They operate in much the same way as low expansion
nozzles. However, the diameter of the nozzle is much larger.
High-Expansion Foams
High-expansion foams are those that expand in ratios of over 100:1. Most systems produce
expansion ratios of from 400:1 to 1000:1. Unlike conventional foam, which provides a blanket a few
inches over the burning surface, high-expansion foam is truly three dimensional; it is measured in
length, width, height, and cubic feet.
High-expansion foam is designed for fires in confined spaces. Heavier than air but lighter than oil
or water, it will flow down openings and fill compartments, spaces and crevices, replacing -air in
these spaces. In this manner, it deprives the fire of oxygen. Because of its water content, it absorbs
heat from the fire and cools the burning material. When the high-expansion foam has absorbed
sufficient heat to turn its water content to steam at 100°C (212°F), it has absorbed as much heat as
possible, and then the steam continues to replace oxygen and thus combat the fire.
High expansion foam nozzles can expand foam in excess of 100:1, when high expansion foam
concentrates are used.
14. What are the Limitations on the Use of Foam

Foams are effective extinguishing agents when used properly. However, they do have some
limitations, including the following:
1. Because they are aqueous (water) solutions, foams are electrically conductive and should not be
used on live electrical equipment.
2. Like water, foams should not be used on combustible-metal fires.
3. Many types of foam must not be used with dry chemical extinguishing agents. AFFF is an
exception to this rule and may be used in a joint attack with dry chemical.
4. Foams are not suitable for fires involving gases and cryogenic (extremely low temperature)
liquids.
5. If foam is placed on burning liquids (like asphalts) whose temperatures exceed 100°C (212°F),
the water content of the foam may cause frothing, spattering or slopover.
Slopover is different from boilover, although the terms are frequently confused.
Boil-over occurs when the heat from a fire in a tank travels down to the bottom of the tank and
causes water that is already there to boil and push part of the tank’s contents over the side.
Certain oils with high water content, such as crude oil, have a notorious reputation for boilover.

Slop-over occurs when foam, introduced into a tank of hot oil [surface temperature over 100°C
(212°F)] sheds its water content due to the high heat. The water forms an emulsion of steam, air
and the foam itself. The forming of the emulsion is accompanied by a corresponding increase in
volume. Since tanks are three dimensional, the only place for the emulsion to go is over the sides
of open tanks or into the vents of enclosed tanks.
6. Sufficient foam must be on hand to ensure that the entire surface of burning material can be
covered. In addition, there should be enough foam to replace foam that is burned off and to seal
breaks in the foam surface.
15. What are the Advantages of Foam?

In spite of its limitations, foam is quite effective in combating Class “B” and some Class “A” fires
and has the following advantages:
1. Foam is a very effective smothering agent, and it provides cooling as a secondary effect.
2. Foam sets up a vapour barrier that prevents flammable vapours from rising. The surface of an
exposed tank can be covered with foam to protect it from a fire in a neighbouring tank.
3. Foam is of some use on Class “A” fires because of its water content. AFFF is especially
effective, as are certain types of wet-water foam. Wet-water foam is made from detergents, and
its water content quickly runs out and seeps into the burning material. It is not usually found
aboard vessels; a more likely use is in protecting bulk storage in piers or warehouses.
4. Foam is effective in blanketing oil spills. However, if the oil is running, an attempt should be
made to shut down a valve, if such action would stop the flow. If that is impossible, the flow
should be dammed. Foam should be applied on the upstream side of the dam (to extinguish the
fire) and on the downstream side (to place a protective cover over any oil that has seeped
through).
5. Foam is the most effective extinguishing agent for fires involving large tanks of flammable
liquids.
6. Foam can be made with fresh water or seawater, and hard or soft water.
7. Foam does not break down readily, and it extinguishes fire progressively when applied at an
adequate rate.
8. Foam stays in place, covers and absorbs heat from materials that could cause re-ignition.
9. Foam uses water economically.
10. Foam concentrates are not heavy, and foam systems do not take up much space
16. What are the Foam Fire Fighting Application Techniques

1. Bounce-off Technique
When foam nozzles are used, particular care should be taken to apply the foam as gently as
possible. For straight stream use, the foam should be bounced or banked off of a wall or other
obstruction when available.
2. Bank-in Technique
Foam can also be rolled onto the fuel surface by hitting the ground in front of the spill, and
allowing the foam to “pile up” in front of the spill. The velocity of the stream will roll the foam
onto the fuel.
3. Rain-down Technique
The foam nozzle is directed almost straight up and the foam stream is allowed to reach its
maximum height and break into small droplets. The nozzle operator must adjust the altitude of
the nozzle so the fallout pattern matches that of the spill area. This technique can provide a very
fast and effective knockdown. However, if the fuel has had a significant pre-burn and a thermal
column has developed, or if the weather is severe (high winds), the Rain-down method may not
be practical or effective.
4. Never Plunge
Plunging the stream directly into the fire can splash the fuel causing the fire to spread. If a foam
blanket exists, plunging can break the existing blanket allowing vapours to escape. This usually
results in spreading the fire, reignition or flare ups. Usually, the fire will lessen in intensity or
self-extinguish once the plunging stream is removed.
17. What is the Foam Concentrate Quantity required onboard ships?

For a vessel fitted with an inert gas system, the amount of foam concentrate carried onboard is to be
sufficient to supply the system for a period of at least 20 minutes when operating at the system’s
maximum flow rate. For a vessel not fitted with an inert gas system, the amount of foam concentrate
carried onboard is to be sufficient to supply the system for a period of atleast 30 minutes when
operating at the system’s maximum flow rate.
18. What do you know about Foam Applicators?

a. The foam applicators are also a critical component of the deck foam system as they provide the
crew with the versatility and flexibility needed to combat a cargo tank fire.
b. SVR 5-1-7/27.11 and 5-1-7/27.13 provide specific requirements concerning the number,
capacity and locations of the applicators.
c. Details of the applicators, as well as the proposed locations, should be checked. These
requirements are summarized below:
d. Each applicator must have the capacity to deliver not less than 401 L/min (106 gpm) and a
throw of at least 15 m (50 feet) in still air. Once again, the capacity and throw of the applicators
should be verified by reviewing the capacity and throw curves produced by the manufacturer at
the pressure indicated in the foam piping system pressure drop calculations.
e. Each monitor station is to be provided with a hose connection for an applicator, including the
monitor stations provided at the port and starboard sides of the vessel at the front of the
accommodations space.
f. The number and locations of the foam main outlets for hose connections to serve the foam
applicators is to be sufficient to ensure that at least two (2) applicators can be directed to any
part of the cargo tank deck area.
g. At least four (4) applicators with the appropriate hoses, connection devices, etc., are to be
carried onboard.
19. What are the Fire Protection Arrangements for Paint Lockers?
1. Paint lockers and flammable liquid lockers can contain large quantities of paints, cleaners,
solvents and other products that may have low flash points.
2. While these products are stored in sealed containers, they can represent a sizable fire load.
3. In addition, these areas are normally also used for mixing operations, resulting in flammable
atmospheres and a very real potential for fires.
4. In order to address the hazards associated with paint and flammable liquid lockers and to fight
any fires that may develop, approved fire-extinguishing arrangements are required.
5. Normally, paint lockers and flammable liquid lockers are required to be provided with a fixed
fire extinguishing system.
6. However, for paint lockers and flammable liquid lockers with a deck area less than 4 m2 (43 ft2)
which provide no access to accommodation spaces, portable 6.8 kg (15 lb) CO2 extinguishers
which can be discharged through a port in the boundary of the lockers may be accepted.
7. The number of portable CO2 extinguishers to be provided is to be sufficient to provide 40% of
the gross volume of the room when considering specific volume of CO2 to be 0.56 m3/kg).

20. What are the Fire Protection Arrangements for Helicopter Landing Areas?
1. If the vessel is fitted with arrangements to accommodate helicopter operations, the following
arrangements are to be provided.
2. Semi-Portable Extinguishers
The helicopter deck is to be protected by at least two (2) approved dry powder extinguishers
with a total capacity of not less than 45 kg (100 lb).
3. Backup CO2 Extinguishers
A backup fire-fighting system is to be provided, consisting of CO2 extinguishers of a total
capacity of not less than 18 kg (40 lb) or equivalent, one of these extinguishers being equipped
so as to enable it to reach the engine area of any helicopter using the helicopter deck. The
backup system is to be located so that the equipment would not be vulnerable to the same
damage as the dry powder extinguishers.
21. Engine Room Fire. Importance and Action

A major engine room fire is similar to a terrifying nightmare for a seafarer. Fire in the engine room
not only disables the ship’s propelling plant but also causes a complete blackout situation, which
can result in collision or grounding of the ship.
In case of a major engine room fire on merchant ships, CO2 fixed fire extinguishing system is the
most common method used for extinguishing fire. The chief engineer of the ship is responsible for
operating the CO2 extinguishing system after taking all precautionary measures.
There have been several cases in the past, wherein the engine room crew has been killed not
because of the fire but because of suffocation after CO2 was released in the engine room.
Suffocation of the crew combined with re-ignition of fire due to lack of air tight engine room has
resulted in gruesome condition as after using CO2 no more firefighting method is available (CO2
system can be used only once).
The CO2 operator in-charge i.e. Chief engineer (or 2nd engineer in C/E’s absence) has to be
extremely careful when it comes to following procedure to avoid fire or any casualty. Following
steps are to be followed without fail for extinguishing major find in engine room.
1) On outbreak of fire, the fire alarm will sound and bridge officer will know the location of fire.
If the fire is big enough to fight with portable extinguishers, all crew should be gathered in
muster station for head count.
2) Inform wheel house about the situation of the fire and the chief engineer should take decision
in consent with the master to flood the engine room with CO2 to extinguish fire.
3) Emergency generator should be started as CO2 flooding requires all machineries including
auxiliary power generator to be stopped.
4) Reduce ship speed and stop the main engine at safe location. Captain should inform the
nearest coastal authority if the ship is inside a coastal zone.
5) Open the Cabinet of CO2 operating system in the fire station with the Key provided nearby in
glass case. This will give an audible CO2 Alarm in the engine room.
6) Some systems and machinery like engine room blowers and fans etc. will trip with opening of
CO2 cabinet. Counter check all the tripped system for surety.
7) Make sure there no one is left inside the engine room by repeating the head count.
8) Operate all remote closing switches for quick closing valve, funnel flaps, fire flaps, engine
room pumps and machinery, water tight doors etc.
9) Air condition unit of ECR should be stopped.
10) Close all the entrance doors of the engine room and make sure the room is air tight.
11) Operate the control and master valve in the CO2 cabinet. This will sound another alarm and
after 60 seconds time delay CO2 will be released for fire extinguishing.
12) If there is need to enter the engine room for rescuing a person (which must be avoided, SCBA
sets and life lines should be used). Safety of personnel should be of the highest priority during
such incidences.
22. Your engine room is on fire and the Master advises you that he is going to use the CO2
smothering installation. What action do you take prior to discharging the CO2?
1) Evacuate all personnel from the machinery space to the muster station, take head count ensure
all personnel are accounted for;
2) Ensure the E/R is completely sealed off with all openings, dampers, and flaps closed, and check
that ventilation has been shut down;
3) Close all remote fuel stops;
4) Open the door to CO2 control box, this will activate the CO2 audio-visual alarm system in the
machinery spaces, this will also trip any remaining ventilation fans that may be running to E/R;
5) Second confirmation head count;
6) Set off CO2 on Masters orders;
7) Continue with boundary cooling and monitoring of the system after setting off the CO2.
23. What is the general procedure for a fire drill?

Upon hearing the fire alarm (continuous ringing of the fire alarm), all personal to report to their
muster station, carry out a head count;
1) Establish location of fire and type of fire;
2) For exercise, shut off ventilation and close flaps/dampers and access doors and hatches to
effected compartment;
3) Prepare personnel for their assigned fire party duties, dress in thermal protective suits, don BA
units and test;
4) Have relevant extinguishers on hand, fire hoses run out and the fire pumps put on line;
5) At least 2 x Jets and 1 x Water Spray hoses employed;
6) Establish best positions for boundary cooling if required;
7) Check communications with all parties involved;
8) Check operation of water tight doors, remote shut offs, fire doors, flaps and dampers;
9) Go through a CO2 smother drill if fitted to space;
10) Stow all equipment in their correct location after the drill, but check if any of the equipment
requires topping up or maintenance before stowing;
11) Hold a wash up meeting shortly after the drill to discuss successes and short comings of the
drill;
12) Log the drill.
24. What is the Latest Amendment to FSS Code?
MSC.311 (88) 03.Dec.2012 – Existing Chapter 09 has been replaced.

MSC.292 (87) 21.May.2010 – Existing Chapter 10 has been replaced
Added: Chapter 16- FIXED HYDROCARBON GAS DETECTION SYSTEMS
MSC.265 (84) 09.May.2008 - Appendix 2 has been replaced by
“APPENDIX 2 FIRE TEST PROCEDURES FOR WATER MIST
SYSTEMS IN ACCOMMODATION, PUBLIC
SPACES & SERVICE AREAS ON PASSENGER SHIPS

25. Contents of the FSS CODE – MSC.98 (73)?
INTERNATIONAL CODE FOR FIRE SAFETY SYSTEMS, 2007 EDITION (see above Q.24)
Contents
CHAPTER 1 GENERAL
1. Application
2. Definitions
3. Use of Equivalents and Modern Technology
4. Use of Toxic Extinguishing Media
CHAPTER 2 INTERNATIONAL SHORE CONNECTIONS
1. Application
2. Engineering Specifications
CHAPTER 3 PERSONNEL PROTECTION
1. Application
CHAPTER 4 FIRE EXTINGUISHERS
1. Application
2. Type Approval
CHAPTER 5 FIXED GAS FIRE-EXTINGUISHING SYSTEMS
1. Application
CHAPTER 6 FIXED FOAM FIRE-EXTINGUISHING SYSTEMS
1. Application
CHAPTER 7 FIXED PRESSURE WATER-SPRAYING AND WATER-MIST FIRE-
EXTINGUISHING SYSTEMS
1. Application
CHAPTER 8 AUTOMATIC SPRINKLER, FIRE DETECTION AND FIRE ALARM
SYSTEMS
1. Application
CHAPTER 9 FIXED FIRE DETECTION AND FIRE ALARM SYSTEMS
1. Application
CHAPTER 10 SAMPLE EXTRACTION SMOKE DECTION SYSTEMS
1. Application
CHAPTER 11 LOW-LOCATION LIGHTING SYSTEMS
1. Application
CHAPTER 12 FIXED EMERGENCY FIRE PUMPS

1. Application
CHAPTER 13 ARRANGEMENT OF MEANS OF ESCAPE
1. Application
2. Passenger Ships
3. Cargo Ships
CHAPTER 14 FIXED DECK FOAM SYSTEMS
1. Application
CHAPTER 15 INERT GAS SYSTEMS
1. Application
26. Contents of the 2010 FTP CODE?

INTERNATIONAL CODE FOR APPLICATION OF FIRE TEST PROCEDURES, 2010
Contents
1 Scope
2 Application
3 Definitions
4 Testing
4.1 Fire test procedures
4.2 Testing laboratories
4.3 Test reports
5 Approval
5.1 General
5.2 Type approval
5.3 Case-by-case approval
6 Products which may be installed without testing and/or approval
7 Use of equivalents and modern technology
8 Period of grace for type approvals issued in accordance with the previous FTP Code
9 List of references
Annex 1 Fire test procedures

Preamble
Part 1 Non-combustibility test
Appendix Fire test procedures for non-combustibility test
Part 2 Smoke and toxicity test
Appendix 1 Fire test procedures for smoke generation
Appendix 2 Fire test procedures for toxic gas generation
Part 3 Test for "A", "B" and "F" class divisions
Appendix 1 Fire resistance test procedures for "A", "B" and "F" class divisions
Appendix 2 Testing of windows, fire dampers, pipe penetrations and cable transits

Appendix 3 Thermal radiation test supplement to fire resistance test procedures for windows
in "A", "B" and "F" class divisions
Appendix 4 Continuous "B" class divisions
Part 4 Test for fire door control systems
Appendix Fire test procedures for fire door control systems
Part 5 Test for surface flammability(Test for surface materials & primary deck covering)
Appendix 1 Fire test procedures for surface flammability of bulkhead, ceiling, deck finish
materials and primary deck coverings
Appendix 2 Technical information and calibration of the physical test equipment
Appendix 3 Interpretation of results
Appendix 4 Guidelines for the specimen of the FTP Code, parts 2 and 5, and the type
approval of those products (Range of approval and restriction in use)
Part 6 (blank)*
Part 7 Test for vertically supported textiles and films
Appendix 1 Fire test procedures for determining the resistance to flame of vertically
supported textiles and films
Appendix 2 Measurement of length of char or material destruction
Appendix 3 Cleaning and weathering procedures
Part 8 Test for upholstered furniture
Appendix 1 Fire test procedures for the ignitability by smokers’ materials of upholstered
composites for seating
Appendix 2 Guidance notes
Appendix 3 Guide for independent test for cover and filling materials
Part 9 Test for bedding components
Appendix Fire test procedures for ignitability of bedding components
Part 10 Test for fire-restricting materials for high-speed craft
Appendix 1 -scale room test for surface materials on bulkheads,
wall and ceiling linings, including their supporting structure, of high-speed craft
Appendix 2 Fire test procedures for heat release, smoke production and mass loss rate for
materials used for furniture and other components of high-speed craft
Part 11 Test for fire-resisting divisions of high-speed craft
Appendix Fire test procedures for fire-resisting divisions of high-speed craft
Annex 2 Products which may be installed without testing and/or approval
Annex 3 Fire protection materials and required approval test methods
Table 1: Fire protection materials and required approval test methods for passenger ships
carrying more than 36 passengers and high-speed craft
Table 2: Fire protection materials and required approval test methods for cargo ships
(method IC)
Annex 4 Interpretation of SOLAS chapter II-2, regulations 5.3 and 6.2 (MSC/Circ.1120)
Table 1: Materials used on passenger ships for bulkheads of accommodation spaces as
defined in regulation II-2/3.1 and its requirements (regulations 5.3 and 6.2)
Table 2:
in regulation II-2/3.1, of cargo ships (method IC)
Table 3:
in regulation II-

27. Fixed fire fighting systems applicable to passenger vessels

Automatic sprinkler system or Water-Mist System
The sprinkler system is an automatic fire detecting, alarm and extinguishing system which is
constantly on guard to deal quickly & effectively with the outbreak of fire that may occur in
accommodations and other spaces.
1. Wet Pipe type, with sealed sprinkler heads, which will burst on temperature rise to start
extinguishing the fire at 5 l/m2/min. (Water-Mist system provide same effect with lesser quantity of
water –A.800(19)).
2. Sprinkler System must cover – all accommodation, service spaces, control stations, stairways
and corridors.
Control Station – Ship’s Radio / Navigating Equipment, Emergency source of power or fire
recording or fire control unit is located.
3. In domestic refrigerated compartments, - automatic sprinkler, (where temp < 50C - anti-freeze
protection)
4. The system should be automatic in operation, with no human action necessary to set it in
operation.
5. The system should be capable of both detecting the fire and acting to control or suppress the fire
with a water-based extinguishing medium.
6. The sprinkler system should be capable of continuously supplying the water-based extinguishing
medium for a minimum of 30 min.
A pressure tank or other means be provided to meet the functional requirement in the FSS Code.
7. The design of the system should ensure that full system pressure is available at the most remote
nozzle in each section within 60 s of system activation.
8. The system should be of the wet pipe type but small exposed sections may be of the dry pipe,
preaction, deluge, antifreeze or other type to the satisfaction of the Administration where this is
necessary.
9. The system should be capable of fire control or suppression under a wide variety of fire loading,
fuel arrangement, room geometry and ventilation conditions.
10. The system and equipment should be suitably designed to withstand ambient temperature
changes, vibration, humidity, shock, impact, clogging and corrosion normally encountered in ships.
11. The system and its components should be designed and installed in accordance with
international standards acceptable to IMO.
12. The system should be provided with both main and emergency sources of power.
13. The system should be provided with a redundant means of pumping or otherwise supplying a
water-based extinguishing medium to the sprinkler system.
14. The system should be fitted with a permanent sea inlet and be capable of continuous operation
using seawater.
15. The piping system should be sized in accordance with an hydraulic calculation technique.
16. Sprinklers should be grouped into separate sections. Any section should not serve more than
two decks of one main vertical zone.
17. Each section of sprinklers should be capable of being isolated by one stop valve only. The stop
valve in each section should be readily accessible and its location should be clearly and
permanently indicated. Means should be provided for preventing the stop valves being operated by
an unauthorized person.
18. Sprinkler piping should not be used for any other purpose.
19. The sprinkler system supply components should be outside category A machinery spaces.
20. A means for testing the automatic operation of the system for assuring the required pressure and
flow should be provided.
21. Each sprinkler section should be provided with a means for giving a visual and audible alarm at
a continuously manned central control station within one minute of flow from one or more
sprinklers, a check valve, pressure gauge, and a test connection with a means of drainage.
22. A sprinkler control plan should be displayed at each centrally manned control station.
23. Installation plans and operating manuals should be supplied to the ship and be readily available
on board. A list or plan should be displayed showing the spaces covered and the location of the zone
in respect of each section. Instructions for testing and maintenance should also be available on
board.
24. Sprinklers should have fast response characteristics as defined in ISO standard 6182-1.
25. In accommodation and service spaces the sprinklers should have a nominal temperature rating
of 57°C to 79°C, except that in locations such as drying rooms, where high ambient temperatures
might be expected, the nominal temperature may be increased by not more than 30°C above the
maximum deckhead temperature.
26. Pumps and alternative supply components should be sized so as to be capable of maintaining the
required flow to the hydraulically most demanding area of not less than 280 m2. For application to
a small ship with a total protected area of less than 280 m2, the Administration may specify the
appropriate area for sizing of pumps and alternative supply components.
Dry pipe system: A sprinkler system employing automatic sprinklers attached to a piping system
containing air or nitrogen under pressure, the release of which (as from the opening of a sprinkler)
permits the water pressure to open a valve known as a dry pipe valve. The water then flows into the
piping system and out of the opened sprinklers.
Wet pipe system: A sprinkler system employing automatic sprinklers attached to a piping system
containing water and connected to a water supply so that water discharges immediately from
sprinklers opened by heat from a fire.
28. Fixed firefighting system for cargo pump room. What is expansion ratio?
High and Low Expansion foam ratios - (1000:1 / 12:1) respectively.
High Expansion Foam :
In M/S - capable of rapid discharge thru fixed discharge outlets a quantity of foam sufficient to fill
the greatest space to be protected at a rate of at least 1 m in depth per min.
Quantity of foam-forming liquid available - sufficient to produce a volume of foam equal to five
times the volume of largest space to be protected.
Low Expansion Foam:

Capable of discharge thru fixed discharge outlets a quantity of foam sufficient to cover depth of
150 m in not > 5 mins the largest single area over which the oil fuel is likely to spread

29. What is the name of the glass bulb located in the sprinkler nozzle head?
Quartzoid bulb - The sprinkler head consists of a Quartzoid bulb which bursts when the temperature
increases beyond the limit and the water starts flowing from the sprinkler head.
Color coded in red, yellow and green.
The rating of red bulb is 68 deg C, yellow is 80 deg C and green is 93 deg C
30. What are the various colour codes & temperature ranges for such bulbs? (IMO Res.A.800 (19)
Temperature Colour of liquid inside bulb
°C °F
57 135 Orange
68 155 Red
79 174 Yellow
93 200 Green
141 286 Blue
182 360 Mauve
227 440 Black
260 500
31. Why are portable foam applicators provided and how many?
(Back up foam supply after exhaustion of fixed systems, flexibility of fire-fighting, areas shielded
from monitors; For small Fires; At least ONE)
Every portable foam applicator unit shall be provided with

(a) an induction type of air-foam nozzle capable of connection to the fire main by means of a fire
hose;
(b) a portable tank containing at least 20 litres of foam concentrate from which the nozzle specified
at subparagraph (a) can induce the contents;
(c) a spare tank identical to that specified at subparagraph (b).
2. The nozzle whilst being supplied at the minimum hydrant pressure on the ship required by the
Regulations shall be capable of producing effective foam suitable for extinguishing an oil fire at the
rate of at least 1.5 cubic metres per minute.
3. The ratio of the volume of foam produced to the volume of foam solution shall not exceed 12 to 1.
32. What are requirements for Fixed deck foam systems for Tankers? Duration of foam supply.
FIXED DECK FOAM SYSTEMS (Tankers): (Ch II-2: Reg. 10 - 8) (FSS Code: Ch 14)
1) Capable of delivering foam to entire cargo tank deck area & deck of which has been ruptured;
2) Capable of simple & rapid operation;
3) Operation of a deck foam system at its required output shall permit the simultaneous use of the
minimum required number of jets of water at the required pressure from the fire main.
Rate of supply of foam solution not less than the greatest of the following:
1) 0.6 l / min per m2 of cargo tanks deck area where
(Cargo tanks deck area = max breadth of ship x total longitudinal extent of the cargo tank spaces)
2) 6 l / min per m2 of horizontal sectional area of the single tank having the largest such area
3) 3 l / min per m2 of area protected by largest monitor (area fwd of monitor; not < 1250 l / min)
Foam concentrate such as to ensure > 20 min foam generation in tankers with IG; 30 min w/o IG.
1. What are the checks / updating carried out in view of ICE VOYAGE preparation.
Deck Preparations
The Master shall ensure that the following measures have been taken to prevent damage to Vessel,
Machinery, Pipelines and Equipment prior entry into areas with Freezing Conditions.
1) Freeze prevention for Pipe lines and Valves / Systems related
2) Draining Fresh and Sea water Pipe lines, Valves, etc
3) Fire line, deck wash lines, ballast water lines, tank cleaning lines, and various lines containing
water shall be drained.
4) Where remaining water cannot be drained by gravity because of piping layout, flanges shall be
removed for draining.
5) Steam supply and return lines, exposed to freezing temperatures shall be drained completely.
6) Prior steam usage and entry in freezing temperatures, all steam traps should be cleaned, so that
the flow will not be impeded by condensation or freezing.
7) Freshwater lines outside accommodation and E/R should be drained;
8) Suitable cautionary placards to be posted at pumps and main valves
9) Except for unavoidable cases, do not flow water in a line that has once been drained.
10) Draining Heating Coils / Traces in Machinery space and/or Under passage
11) When not in use, coils shall be shut from steam and exhaust lines by applying blind plates at
Steam / Exhaust valves, and Heating coils in tanks shall be airblown to flush drain out.
12) Crew mustered and briefed about various precautions and additional operations and warm
clothing distributed.
13) Fresh water lines at poop deck, swimming pool, funnel deck blanked.
14) Pilot Ladders stowed on deck and covered with tarps
Additional for Tankers // Draining and isolating of Heating Coils and Traces for:
Cargo Oil Tanks and Pipes
AUS, Seal Water Tank
IGS, Deck Seal Water Tank
Freeze prevention for Apparatuses
Air Motors and Float Gauges
Fill void with waste rags, cover the unit with waste blanket and further, cover them with Plastic sheet to
prevent wetness and freezing.
Replace Lube Oil with that for Exclusive use in Cold districts.
Drain sections of Pneumatic lines to remove traces of moisture carried over into driving air.
Life boats
Add Antifreeze mixture or Drain for cooling fresh water from the Boat Engine
Emergency generator
Add sufficient quantity of Antifreeze liquid inside the Radiator.
Additional for Tankers // Refill Freshwater of P/V Breaker with Antifreeze liquid
Freeze prevention for Fresh and Sea Water Tanks.
Ensure full tanks have sufficient void to allow for expansion.
Pay attention to fresh water tanks in life boats (To leave some void)

Crew protection
Crew shall be well equipped with warm working gear.
Crew work shall be planned such that they are less exposed to cold weather.
Heating in accommodation shall be checked for satisfactory working.
Consideration for adding de-icing salt to prevent slipping could be carried out.
All personnel shall be instructed in hazards of working in freezing conditions.
Freeze prevention for Deck machinery

Keep the Hydraulic Pumps running continuously
Replace Hydraulic Oil in Hydraulic pumps with that for exclusive use in cold districts
No-load operation of the Windlass, Winches and other Deck machinery for a few minutes prior taking
load.
Also under severe Cold district, above No-load operation may be required Prior to enter such an area.
Additional for Tankers // Maintain Heating the Deck Seal water Tank, AUS (Auto Unloading Systems)
Seal Water Tank, etc if provided with heating lines or Maintaining a Continuous Flow.
Additional for Tankers // Drain seal water inside Vacuum pump
Freeze Prevention for Nautical instruments

Continuous operation of the Radar, subject to the Port or Terminal regulation, while in port.
Turn on Navigation Lights at all times (at sea).
Switch on Heaters of the Air horn, Bridge Clear View Screen, Windows, etc.
Freeze Prevention in Machinery space

Close openings to the outside
Adjust the number of ventilating fans on operation in the machinery space.
Open the door between the Machinery Space and Steering gear room to prevent temperature drop in the
Steering gear room (During times of manned machinery spaces only)
Continuous operation of Hydraulic Pumps for Steering gear (Turn Rudder every 30 min. when in port)
Measures For Navigation In Areas Where Ice May Be Encountered
For navigation in areas where Ice may be encountered, or across a sea which might Freeze, the Master
shall carry out the following items to assure safe navigation of the vessel.
Study of Detour
Never make light of the danger and difficulty of navigation in Ice. If a route to detour around the frozen
sea is available, the detour should be selected even if the distance increases greatly.
Collection of Ice Information
Try to obtain the latest information through telecommunication, Ice information via weather facsimile,
and information from local agency.
Ice information from WNI Ocean-routes and Weather Associations. If under contract on weather
routing service, request the supply of such information (Such information is available free of charge).
Ice information from BIMCO (the Baltic and International Maritime Council) is obtained through
agent.
(North Europe and the East Coast of Canada).
Master is also reminded of the obligation, under SOLAS to transmit danger messages on observation of
ice.
Preparations for entering into Ice Sea

The Master shall ensure that the following preparation is made prior to navigating in Ice Sea:
Confirm that the main engine is available at any time and that the Steering gear is fully operational.
Confirm Nautical instruments and telecommunication equipments are fully operational.
Control the Draft, Trim, & Heel (Use ballasting to obtain Maximum possible Draft & Trim by the stern)
Use the Low suction for Main Engine Cooling Sea Water suction, to avoid blockage of Sea chests.
Keep contingency plans ready at hand to prepare for the blockage of the Sea chest.
This study includes the possible lineup that can use Sea water in Ballast tanks as Engine Cooling Water.
Ensure all Water-tight / Weather-tight closures have been shut
Pull up the Electromagnetic Log for protection of its sensor block if the block is normally projected
from the vessel's bottom.
Maneuvering Vessel During Navigation in Ice

The Master shall pay the following special attention during Navigation in Ice Sea.
The Master shall be on the bridge to Command the vessel directly.
Make a strict Watch & Look out by means of Sight and Radar.
The Main Engine must be ready for "Go astern" any time.
For "Go astern", the Rudder must be Mid-ship to prevent the Propeller and Rudder from damage.
Except in an emergency, the Rudder angle must be limited to Minimize to prevent of Large athwart-ship
motion of the Stern.
To prevent the hull from damage due to impact, enter the ice at Low speed, and then increase to
moderate speed to maintain headway and control of the ship.
If an ice block has come under the bottom of the vessel, drop the speed immediately to protect the
rudder and propeller.
Do not drop anchor where ice is dense to avoid the danger of anchor chain being cut.
Frequency of Sounding Tanks to be increased.
Preventive Measures against Icing On Hull

The Master shall take the following preventive measures to prepare for icing on the hull:
Try to obtain weather information on icing as much as possible if very heavy icing is expected, notify
the operator.
Consideration should be given to the reduction in Meter-centric Height (GM) caused by ice accretion
and its countermeasures.
If icing has occurred, carry out De-icing work to the Windlass, Winches, Cargo handling equipment
etc., and notify such situation to the Operator, consulting on the following actions with the operator:
The vessel goes south to waters where sea water temperature is higher for prevention of icing or for
thawing.
If De-icing work by the crew only is difficult, consider an arrangement for subcontractors on the shore
side.
Record Keeping
The Navigation in Cold Weather Checklist shall be used on each occasion of navigating in cold
districts, or in ice.

Documents For Reference

The Mariner's Handbook (BA Publication),
[Chapter 6 (Iced), Chapter 7 (Operation in Polar Regions and where ice is prevalent)]
Ice Navigation in Canadian Waters (Canadian Coast Guard)
Navigational Radio Aid
2. What do you understand by Ice Accretion?

Deposition of ice on the ship's superstructure; is a common and sometimes dangerous occurrence.
In recent years in fact, several smaller ships have foundered in the seas north of Great Britain because
of an intolerable load of ice.
It usually occurs: - In higher latitudes; during stormy weather; In Winter Season
Icing may also occur even in relatively calm weather, due to the formation of a coating of rime ice when
the ship is passing through fog. This is caused by the freezing of fog droplets on the superstructure.
The stability information book of any ship, which may trade in an area where ice may form, should
contain information that indicates the effect of the formation of ice on exposed hull, superstructures,
houses, deck cargo etc.
This must be calculated as either a full icing allowance or a half icing allowance.
The full icing allowance should be applied:
(a) North of 66º 30' N between the Norwegian coast and 10º W.
(b) North of 63º N between 10º W and 28º W.
(c) North of 45º N between 28º W and the North American coast.
(d) North of the European, North American and Asian continents outside of the limits of longitude in
(a), (b) and (c).
(e) The Sea of Okhotsk, Bering Sea and Gulf of Tartary.
(f) South of 60º S.
The half icing allowance should be applied:
(a) In the areas north of 61º N, between the Norwegian coast and 28º W, south of the areas to which the
full allowance applies.
(b) Elsewhere in seasonal winter zones, as agreed by the MCA and owners.
Working North in winter months is dangerous because of the chance of your vessel icing up because of
ice accretion.
There are several reasons for ice accretion, these are;
(1) Spray hitting the vessel with the air temperature being at least minus 2o.
(2) Fog freezing on the structure of your vessel.
(3) Rain Freezing on the structure of your vessel.
(4) Seas entering your vessel and freezing up.
(5) Fresh water leaking or being discharged from a pipe on your vessel.
If your vessel starts to ice up through ice accretion, do the following;
(1) Turn the vessel around and head South toward a warmer climate.
(2) Minimise the spray coming onto your vessel by slowing your vessel down
(3) If your vessel is listing to starboard, then take the ice off the port side first, you'll give your vessel a
bigger list, but the centre of buoyancy will move out also and thus you will have a bigger righting lever.

The Law states if you encounter ice accretion on your vessel that was not issued with the shipping
forecast, you must;
(1) Inform all ships in the area
(2) Contact the Coastguard
Ice accretion can occur as far South as 57o North, in the 1990's several fishing vessels working out of a
fishing port called "Fraserburgh" encountered ice accretion.
Never ever take chances with ice accretion, this can and will severely affect your vessels stability,
vessels have capsized because of the ANGLE OF LOLL effect that ice accretion has on the vessel, the
vessel will become top heavy as the Centre of Gravity nears/meets of goes above the Metacentre. (The
vessel will have an UNSTABLE EQUILIBRIUM).
An Angle off Loll is dangerous to any ship, this has a negative righting lever up to a certain angle of list
then it becomes a positive righting lever but the righting lever you have is very small
Having Ice accretion on your vessel could very easily give you an Angle of Loll, your vessel will
eventually capsize unless you get rid of this ice and start to put some weight into the hold, you have to
improve your Center of Gravity.
3. Notes on SEA-ICE
Freezing of Water:
The salinity of sea water affects the density of the water and the temperature at which it will freeze.
Seawater freezes at approximately - 1.8 0C.
FORMATION OF SEA ICE

The first sign of ice formation is frazil ice. This is made up of ice-crystals and gives the sea an oily
appearance. As cooling continues these ice crystals combine to form grease ice, which has a matt
appearance. Alternatively snow falling on the surface and forming slush may cause the sea surface to form
a layer of ice. These forms of ice may break up under the action of wind and waves to form shuga. These
forms of ice, frazil ice, grease ice, slush and shuga, are classified as new ice.
Further Cooling:
When water of low salinity freezes slowly a thin layer of ice which is almost free from salt is formed. This
is known as ice rind. When water of high salinity freezes, especially if it freezes quickly, the ice contains
pockets of salt water. This is an elastic crust of ice known as nilas.
Wind and waves may break up ice rind and nilas to form pancake ice which later freezes and thickens to
form grey ice and grey white ice. These forms of ice are classified as young ice. This ice can be broken up
into ice cakes or floes by rough weather. After this stage the ice is classified as thin, medium or thick first
year ice. If the ice does not melt away during the summers it becomes multi-year ice.
In level sea ice about 1/7 of its thickness is above the water.
Sea ice can be classified according to its mobility. Pack ice is free to move under the action of wind and
waves. Fast ice is ice which is attached to the shore.
GROWTH OF SEA ICE

Ice increases in thickness as sea water freezes onto the under surface. The rate of increase is determined
by the severity and duration of the frost.
As the ice tends to insulate the sea from the colder air the rate at which the thickness of the layer is
increasing decreases as the ice becomes thicker.
In the Antarctic heavy falls of snow may push the ice below the water surface, and the snow becomes water
logged and freezes. Also, super-cooled water flows under the deep ice shelves and if this moves to the
surface, frazil ice will form very rapidly.
DEFORMATION OF SEA ICE

Ice becomes deformed because it is subjected to pressure, by the action of wind and waves. In new and
young ice this may result in rafting and in thicker ice ridges and hummocks form (the downward extension
of a ridge is called an ice keel and the downward extension of a hummock is called a bummock).
As pressure is released cracks, leads, and polynyas may form.
MOVEMENT OF ICE
Pack ice moves under the influence of wind and current (fast ice does not move) Coriolis force causes the
floes to deviate to the right of the surface wind direction in the northern hemisphere (and left in the
southern hemisphere). Since surface wind is not parallel with the isobars this means that the ice floes are
moving in the direction of the geostrophic wind.
The speed at which the ice moves, depends upon it s concentration the amount of ridging..
The total movement of pack ice is the resultant of wind and current.
SIGNS OF PACK ICE

1. Ice Blink
This may be observed before the ice appears over the horizon. On clear days it appears as a luminous
yellow haze on the horizon, brightest below and shading off upwards.
2. Smoothing of Sea
If there is an abrupt smoothing of the sea and a lessening of swell this is an indication of pack ice to
windward.
3. Wildlife (walruses, birds etc), if observed far from land.
4. Isolated fragments of ice may indicate larger quantities.
5. Sea surface temperature may give some indication that pack ice is in the vicinity.
DISTRIBUTION AND MOVEMENT OF ICE IN THE SOUTHERN HEMISPHERE

As more satellite data has become available the limits of sea ice have changed in recent text books.
The action of wind and current moves the pack ice away from the pole so that it travels into warmer waters
where it melts. This means that most ice is first year ice.
There are two main regions where sea ice will survive the summer. One is in the Weddell Sea and the
other is to the West of the Antarctic Peninsulas (80oW - 175oW).
By mid-March new ice has formed around the coast and the ice advances until late September/early
October when it reaches its maximum extent.
DISTRIBUTION AND MOVEMENT OF ICE IN THE NORTHERN HEMISPHERE

Sea ice in the Arctic reaches a minimum in August/September. At this time of the year most of the Arctic
Basin is covered by sea ice. Coasts affected are the north and east coast of Greenland, the northern parts
of the Canadian Arctic Archipelago and parts of Zemlya Frantsa Iosifa and Severnaya Zemlya.
With winter the ice edge moves southwards. The greatest extend of sea ice occurring in February/March.
In the Bargents Sea the ice edge spreads south and east to engulf all coasts east of 40oE. Svalbard and Jan
Mayen are both enclosed. The ice almost closes the Denmark Strait and eventually rounds Kap Farvel.
The Baffin Bay ice edge spreads southwards along the coasts of Baffin Island and Labrador to reach
Newfoundland. Hudson Bay, the Gulf of St. Lawrence and the Great Lakes are all affected.
In Europe, the northern parts of the Baltic and Black Sea are affected by sea ice.

Pack Ice in the North Atlantic Shipping Lanes

The pack ice which affects the shipping lanes does not form there, but is carried into the region. The ice
arrives by two different routes. Most of the ice is carried into the area by the Labrador current. This
brings pack ice southwards from Baffin Bay.
The Gulf of St. Lawrence freezes in most winters. This freezing process is aided by ice which enters the
Gulf of St. Lawrence through the Strait of Belle Isle. Under the action of the Cape Breton current, ice from
the St. Lawrence is carried through the Cabot strait and around the coast of Nova Scotia.
4. What is the difference between Glacier and Iceberg?

Glacier is a mass of snow and ice (usually very large) moving from higher to lower ground.
Iceberg is a massive piece of floating ice, which has broken away from a Glacier.
5. What do you know of the POLAR CODE?

An international initiative is developing a harmonized package of measures aimed at ensuring safety of
life and protection of the environment in the world's polar waters. The initiative involves the
International Maritime Organization (IMO), the International Association of Classification Societies
(IACS), and the circumpolar nations in ways which best suit their respective mandates and capabilities.
An International Code of Safety for Ships in Polar Waters (Polar Code) is being developed, under the
auspices of the International Maritime Organization (IMO). This will represent a harmonization of
existing national systems, in recognition of the increasing interest in the use of polar waters as shipping
routes and areas for science and resource development.
The Polar Code’s principal aim is to promote safety of navigation and to prevent pollution from ship
operations in polar waters. It has been recognized in the harmonization process that this requires an
integrated approach covering the design and outfitting of ships for the conditions which they will
encounter, their crewing by adequate numbers of suitably trained personnel, and their operation in a
planned and prudent manner. In addition, the Polar Code covers only additional requirements for polar
waters, rather than providing a stand-alone document which would repeat or contradict existing
requirements for other operations.
The Polar Code also takes into account that polar conditions may include both sea and glacial ice
which could represent a serious structural hazard to all ships. This is the single most significant factor
in polar operations and is reflected in many of the Polar Code’s provisions including the application of
higher levels of strengthening for Polar Class ships. The Polar Code itself does not aim to provide
guidance in either structural design or machinery requirements. This will come from the parallel
development of a set of unified requirements by the International Association of Classification Societies.
The Code also addresses the fact that the polar environment imposes additional demands on ship
systems such as: navigation, communications, lifesaving, fire-fighting, etc. It emphasizes the need to
ensure that all ship systems are capable of functioning effectively under anticipated operating
conditions, notably the possibility of extreme cold. The Code stipulates that systems should provide
adequate levels of safety in emergency situations. In addition, the Code recognizes that safe operation
in polar conditions requires specific attention to human factors including training & operational
procedures.
All ships operating under the Polar Code should carry on board a sufficient number of Ice Navigators
to guide operations when ice is present. This new international Ice Navigator certification in turn
requires training and experience qualification procedures, which have been agreed in general form and
which will be finalized prior to the implementation of the Polar Code. The training for Ice Navigators
will likely include the development of an IMO model course possibly combined with the use of an ice
navigation simulator.

Polar Classes
The Polar code will establish seven Polar Classes. The class descriptions are deliberately general, to
suit a variety of operations & their relationships are set to provide a reasonably smooth gradation of
capability & cost.
Certain classes are based on existing classes for which good performance data exists. The others have
been interpolated between or extrapolated from the others. The lowest classes, 6 and 7, can be
considered as ‘polarized’ versions of the top two Baltic classes and the top classes represent levels of
capability which have not yet been provided by commercial cargo-carrying vessels.
Not all ships operating in polar waters will be required to have a Polar Class designation. Under
existing national systems some or all open water ships may be allowed to operate subject to certain
constraints. Ships built, equipped and crewed according to the Polar Code requirements will be issued
a certificate called a Document of Compliance. Some administrations could establish frameworks such
as the Canadian Zone/Date System or the Ice Regime System which would allow any class ship to relate
capacity to actual or average ice conditions.
Conclusions
From an operational perspective, the safety of the ship will remain the ultimate responsibility of the
master, who will be provided, directly or indirectly with the expertise and information needed to make
prudent navigational decisions.
The Polar Code will initially be adopted as a voluntary Code by IMO. Individual governments may
adopt the Polar Code a mandatory requirement within their own jurisdictions. Administration of Polar
Code provisions by Classification Societies should ensure widespread acceptance of its harmonized
principles.
The Polar Code will cover vessel design, safety equipment, ship operations and crew training for ice
navigation. It is due to be put in place in 2013, with a ban on heavy fuel carriage or usage to come into
effect in 2011.
6. SHIP REPORTING SYSTEMS

Principle of any ship reporting system is to utilise the resources of the many merchant vessels which are at
sea at any one time following a maritime incident. These ships very often have the potential to make an
early arrival at an emergency scene. The purpose of AMVER is to maximise the efficiency in coordinating
assistance in order to save life and property.
Many areas of the World operate local ship reporting procedures, e.g. English Channel and St. Lawrence,
Canada are two well known systems in current operations. The objective of such ship reporting systems is
primarily the safety of Navigation in narrow channels, ports, harbours, Rivers and coastal regions. All the
vessels approaching, entering or leaving a harbour/port are required to report periodically to the

respective Vessel Traffic Control station, details of which are given in the Admiralty List of Radio Signals
and in the Guide to Port Entry, when passing specified navigational Marks. The vessels are required to
provide details like, ship’s particulars, destination, draught, speed , type and quantity of cargoes etc. The
objective is to regulate Inbound-Outbound traffic in the interest of safety of navigation and pollution
prevention. The traffic control station will provide information about the port/harbour facilities,
permissible draught in the channel/harbour, availability of pilots and any special feature of the area and
will advise the ships to co-ordinate with pilot stations regarding boarding of pilot and recommended safe
speed etc. Such reporting systems are mandatory for the ships within the jurisdiction of the port or coastal
Authority and hence Masters are obliged to comply with such requirements.
SHIP REPORTING SYSTEMS like, AMVER, AUSREP and INSPIRATION are designed and operated to
maximise efficiency in co-ordinating assistance from merchant vessels in the immediate vicinity or close to
a distress incident. Information supplied by the vessels allows the system to select and determine the most
suitably equipped and most appropriately situated ship to render early assistance in the event of marine
emergency. The most popular Ships Reporting Systems are:
AMVER – Automated Mutual-assistance Vessel Rescue system, operated by the U.S. Coast Guard in
Atlantic/ Pacific Oceans
AUSREP- Australian Ship Reporting system, operated within the Australian SAR (Search and Rescue) area
INSPIRES- Indian Ship Position & Information Reporting System, operated within the Indian SAR area
NEWZEALAND ship reporting service operated over an area south of the equator between Longitude
140º W and 160º E, messages being sent through Auckland, Wellington and Awarus.
MADAGASCAR reporting service exists around the Madagascar area within Latitude 5º S to 30º S
between the African coast and longitude 60º E.
Participating vessels transmit their positions and intended future movements via the AMVER radio stations
(obtained from the AMVER User’s manual).Message format can be obtained from the Admiralty List of
Radio signals. Additional information can be obtained from the Commander, U.S. Coast Guard in New
York and Alameda, California or from the Commandant U.S.C.G. in Washington D.C.
AMVER Ship Reporting system is operated by the USCG for the benefit of all participating vessels of over
1000 GRT, of all nationalities and on voyages of 24 hours or more contributes on a voluntary basis.
The operation is conducted world-wide through a radio station network via which vessels can despatch
their reports free of cost.
First report is despatched just prior to or upon sailing out from a port with all relevant ship’s particulars
and intended voyage route, course, speed ,draught and ETA etc.
Thereafter periodical reports (usually daily Noon) reports are sent giving ship’s position, course and speed,
revised ETA etc.
Arrival report is to be despatched just prior to, or on arrival at the port of destination. This report should
include the Ship’s Name and Call Sign, the relevant position and time.
Deviation report is used to report any changes in to the sailing plan. Details of diversions, courses and
speeds with revised ETA appropriate with deviation may be sent.
Notify the nearest Rescue Coordination Center (RCC) in case of emergency. Notifying Amver only
delays response
AMVER:
Amver is a worldwide voluntary ship reporting system operated by the United States Coast Guard
(USCG) to promote safety of life and property at sea.
Amver’s mission is to quickly provide SAR authorities, on demand, accurate information on the
positions and characteristics of vessels near a reported distress. Any merchant vessel anywhere on the
globe, on a voyage of greater than 24 hours duration, is welcome in the Amver system and family.

International participation is voluntary regardless of the vessel’s flag of registry, the nationality of the
owner or company, or ports of call.
Information voluntarily provided by vessels to Amver is kept strictly confidential and is protected by the
USCG. It will be released only for safety purposes.
Amver’s greatest use is in providing SURface PICtures – SURPICs – to RCCs.
SURPIC either lists latitude/longitude or provides graphical display of vessels near position of distress
It is used by RCCs to coordinate the efforts of merchant vessels and other resources to provide the best
and most timely assistance possible to distressed vessels or persons at sea.
Amver System Communications Network
Electronic Mail via the Internet : [email protected] or [email protected].
Amver/SEAS “Compressed Message” via INMARSAT-C via Telenor
Amver address: National Oceanic and Atmospheric Administration (NOAA) Phone number entered in
the ADDRESSBOOK. [For information, please see the instruction sheet for your brand of International
Mobile Satellite Organization (INMARSAT)-C transceiver.]
Ships that meet the system requirements listed below may send combined Amver/Weather observation
messages Free of Charge via Telenor Land Earth Stations at: 001 Atlantic Ocean Region – West
(AORW) – (Southbury); 101 Atlantic Ocean Region – East (AORE) – (Southbury); 201 Pacific Ocean
Region (POR) – (Santa Paula); 321 Indian Ocean Region (IOR) – (Aussaguel).
Ships must be equipped with INMARSAT Standard C transceiver with floppy drive and capability to
transmit a binary file [ship’s Global Maritime Distress Safety System (GMDSS) INMARSAT-C
transceiver can be used]
Ships must have an IBM-compatible computer (which is not part of the ship’s GMDSS system), and it
must meet the following minimum requirements.
ALL DISTRESS MESSAGES MUST BE SENT TO THE NEAREST RCC, NOT AMVER.
ANY VESSEL REQUIRING ASSISTANCE SHOULD CONTACT THE APPROPRIATE RCC.
An end-of-report (“Z”) line has been added to facilitate automatic processing of Amver reports.
There are four types of Amver reports: Sailing Plan, Position Report, Deviation Report, and Arrival
Report.
A. Sailing Plan – contains complete routing information and should be sent within a few hours before,
upon, or within a few hours after departure.
B. Position Report – should be sent within 24 hours of departure and subsequently at least every 48
hours until arrival. The destination should also be included in Position Reports.
C. Deviation Report – should be sent as soon as any voyage information changes, which 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.
D. Arrival Report – should be sent upon arrival at the sea buoy or port of destination.
E. At the discretion of the master, reports may be sent more frequently than the above schedule, for
example: during heavy weather or other adverse conditions.
Complete, timely, and accurate reports are essential to keeping Amver accurate and saving lives!
Indian (Maritime) Search and Rescue (Computerized Ship Reporting System) INDSAR
PARTICIPATION
INDSAR, the Indian (Maritime) Search and Rescue (Computerized Ship Reporting System), developed
by the Indian Coast Guard, is a unique computer-based, and voluntary ship reporting system used by
search and rescue authorities to arrange for assistance to people in distress at sea. With INDSAR,

rescue co-ordinators can identify participating ships in the area of distress and divert the best-suited
ship or ships to the scene.
Participating ships send voyage messages to the INDSAR centre managed by the Coast Guard at MRCC
Mumbai via INMARSAT 'C' Toll Free Code 43.
WHY SHOULD MY SHIP PARTICIPATE
INDSAR's success is tied directly to the number of merchant vessels regularly reporting their position.
The more ships on plot, the greater the chances that a ship will be identified near the position of
distress.
Ships incur no additional obligation to respond than that already exists under the international
conventions. In fact, since INDSAR identifies the best ship or ships to respond, it releases other vessels
to continue their voyage, saving fuel, time and payroll costs
Information sent to INDSAR is protected, and used only by a bonafide maritime emergency. INDSAR
reports also satisfy arrival reporting requirement for entry to Indian ports
And INDSAR provides on additional measure of safety "assurance" by allowing rescue coordinators to
compress the search area in the event a participating ship is not reported or is overdue.
WHO CAN PARTICIPATE
 Ships transiting through the Indian Maritime Search and Rescue Region (ISRR).
 Ships entering/leaving Indian ports
 Ships operating within the ISRR.
 Fishing vessels operating within the ISRR above 300 GRT
ISLEREP - ISLAND (M-SAR) REPORTING (SYSTEM)

ISLEREP is Island (M-SAR) Reporting (System), an integral sub-system of INDSAR, applicable to all
vessel closing the Islands of Andaman & Nicobar, and Lakshadweep within 20 nautical miles.
7. Vessel entering Baltic Sea what action and preparations you will carry out?
Fore mostly Risk Assessment
The Baltic Sea Area -A MARPOL 73/78 Special Area
The Baltic Sea is one of the busiest seas in the world and both the number of ships and the quantities of
cargo afloat on the Baltic are growing rapidly.
Navigation in the Baltic Sea can be tricky, with its narrow straits, winding passages, shallow depths,
archipelagos and busy waters where shipping lanes cross, and many fishing vessels also operate. Many
of the Baltic's northern waters freeze up each winter. A number of shipping accidents occur every year
in the Baltic, fortunately only a few of these incidents have so far resulted in serious pollution.
To ensure the safety of navigation, various measures have been adopted at the global level by the
(IMO), at the regional level by HELCOM (Helsinki Commission), and at the national level by the
Baltic Sea States.
The HELCOM Transit Guide for the Baltic Sea supplements the nautical chart portfolio for the Baltic
Sea. It includes information on ship routeing systems, including numerous traffic separation schemes
and deep water routes, ship reporting systems, pilotage, ice conditions, maritime assistance services
and other special regulations.
The Guide was developed by the HELCOM Expert Working Group on Transit Routeing and has been
designed and printed by the German Federal Maritime and Hydrographic Agency (BSH). The 3rd
edition of the chart was released in April 2008.
Winter navigation in the Baltic Sea

The ice conditions are affected primarily by the number of days below the freezing point and the winds.
In the Baltic Sea, the south-south-western winds tend to form ice banks between and through which
ships must travel. Freezing cold days add thickness to the ice and freeze the remaining open water. The
western winds push the ice toward the bayhead. At the bottom of the Gulf of Finland, the icy winter lasts
an average of 120 days, while the average is only 30 at the mouth of the Gulf. The average ice thickness
in the eastern parts of the Gulf is about half a metre during the winter, but the accumulated ridged ice
often rises several metres high. At their maximum, these drifts form obstacles for winter navigation that
grow several metres both underneath and above the sea surface.
The abilities of ships to travel through icy waters vary greatly. The majority of the vessels sailing the
Baltic Sea have been given a designated ice class. However, as a result of the increase in the demand
for crude oil and oil products, regular ships without ice strengthening and tankers equipped with bow
bulbs are also beginning to retrieve their cargo from the Baltic area during the winter months.
8. Navigation in the vicinity of Off Shore installation and structure

Vessels passing close to or through an area of offshore activity can expect to encounter navigational
problems
Some larger oil fields have Fairways for vessel transiting the area, to ensure safe passage and the
protection of the installations.
Associated problems:
1) Fixed or Floating Production platforms, Drill Ships, F.P.S.Os, F.S.Us and associated Safety
Zones.
2) Small boat activity, e.g. Stand-by craft, Rig Supply craft or Seismic Survey vessels.
3) Anchor Handling vessels operating.
4) Helicopter movements.
5) Mooring buoys.
6) Undersea pipes, wellheads etc preventing the use of anchors.
7) Radio communications.
8) Background lights.
Navigation considerations:
1) Respect all Safety Zones and Fairways. (Ref. Notice No. 20 Annual Summary) (M 1290)
2) Safe speed to take account of special operations, e.g. towing or diving operations.
3) Ensure Navigation Warnings are up to date, particularly ‘rig moves’.
4) Manual steering / 2nd steering motor. (SOLAS Regs 24 & 25, Annex 18)
5) Radar range scale.
6) Highlight ‘safety zones’ and ‘no go areas’.
7) Use of appropriate publications and largest scale chart.
8) Appraise ‘focal points’ of heavy traffic density.
9) Contingency plans for restricted visibility or emergency must take into account the possible
restrictions on the use of anchors.
10) Position fixing from charted, fixed objects. Care taken to identify the different installations.
11) Position fixing frequency.
Information:
1) General: Mariner’s Handbook, M Notices, Bridge Procedure Guide, SOLAS V.

2) Fixed Platforms: ALLFS, Sailing Directions, Annual Summary, Nav Warnings.

3) Exploration Rigs: Nav Warnings, T & Ps, Radio VHF warnings, Port Authorities.
9. What do you know about AToN’s?

Virtual AtoN’s make mariners aware of an incident or hazard by marks presented on an electronic
display, providing a timely warning of an incident before physical aids are deployed.
 Not a physical AtoN
 AIS broadcast by Base Station or other AIS equipped AtoN
Message 21: Aids-to-Navigation Report (carries AtoN position information) with virtual flag
 Appears at specified location on the vessel's ECDIS, radar or other navigation display
 Clearly marked as Virtual AtoN
Incidents can be marked in a timely manner before physical AtoNs are deployed
Virtual AtoNs Applications:
 New wreck
 Uncharted hazard
 Virtual shipping lanes
 Floating debris
Duration until:
 replaced by real buoy;
 charted;
 wreck removed or dispersed
The figure shows an AIS base station which transmits information about virtually marked
hazards to a vessel. The bubble gives an indication of how the information received will be displayed
on a ship's ECDIS.
The IMO's e-Navigation concept is defined as "the harmonised collection, integration, exchange,
presentation and analysis of maritime information onboard and ashore by electronic means to enhance
berth to berth navigation and related services, for safety and security at sea and protection of the
marine environment".
Structural components (many already exist on some vessels):
 Integrated displays using Electronic Chart Display Information Systems (ECDIS)
 Electronic Navigation Charts (ENCs)

 Electronic Positioning Fixing Systems (EPFS)

 Vessel route and status information
 Transmission of positional and navigational information using AIS
 Information prioritisation and alarm management
10. REVISED GUIDANCE TO THE MASTER FOR AVOIDING DANGEROUS SITUATIONS IN

ADVERSE WEATHER AND SEA CONDITIONS (MSC.1/Circ.1228 - 11 January 2007)
1 The MSC, at its 82nd session (29 November to 8 December 2006), approved the Revised Guidance to
the master for avoiding dangerous situations in adverse weather and sea conditions, with a view to
providing masters with a basis for decision making on ship handling in adverse weather and sea
conditions, thus assisting them to avoid dangerous phenomena that they may encounter in such
circumstances.
2 Member Governments to bring Revised Guidance to the attention of interested parties as appropriate.
3 This Revised Guidance supersedes (MSC/Circ.707).
1 GENERAL
1.1 Adverse weather conditions, for the purpose of the following guidelines, include wind induced waves
or heavy swell. Some combinations of wave length and wave height under certain operation conditions
may lead to dangerous situations for ships complying with the IS Code (Intact Stability Code). However,
description of adverse weather conditions below shall not preclude a ship master from taking
reasonable action in less severe conditions if it appears necessary.
1.2 When sailing in adverse weather conditions, a ship is likely to encounter various kinds of dangerous
phenomena, which may lead to capsizing or severe roll motions causing damage to cargo, equipment
and persons on board. The sensitivity of a ship to dangerous phenomena will depend on the actual
stability parameters, hull geometry, ship size and ship speed. This implies that the vulnerability to
dangerous responses, including capsizing, and its probability of occurrence in a particular sea state
may differ for each ship.
1.3 On ships which are equipped with an on-board computer for stability evaluations, and which use
specially developed software which takes into account the main particulars, actual stability and
dynamic characteristics of the individual ship in the real voyage conditions, such software should be
approved by the Administration. Results derived from such calculations only be regarded as a
supporting tool during the decision making process
1.4 Waves should be observed regularly. In particular, the wave period TW should be measured by
means of a stop watch as the time span between the generation of a foam patch by a breaking wave and
its reappearance after passing the wave trough. The wave length is determined either by visual
observation in comparison with the ship length or by reading the mean distance between successive
wave crests on the radar images of waves.
1.5 The wave period and the wave length are related as follows:
1.6 The period of encounter TE could be either measured as the period of pitching by using stop watch
or calculated by the formula:
where V = ship’s speed [knots]; and

= angle between keel direction and wave direction ( = 0° means head sea).

1.7 The diagram in figure 1 may as well be used for the determination of the period of encounter.
1.8 The height of significant waves should also be estimated.
Figure 1: Determination of the period of encounter TE.

2 CAUTIONS
2.1 It should be noted that this guidance to the master has been designed to accommodate for all types
of merchant ships. Therefore, being of a general nature, the guidance may be too restrictive for certain
ships with more favourable dynamic properties, or too generous for certain other ships. A ship could be
unsafe even outside the dangerous zones defined in this guidance if the stability of the ship is
insufficient. Masters are requested to use this guidance with fair observation of the particular features
of the ship and her behaviour in heavy weather.
2.2 It should further be noted that this guidance is restricted to hazards in adverse weather conditions
that may cause capsizing of the vessel or heavy rolling with a risk of damage. Other hazards and risks
in adverse weather conditions, like damage through slamming, longitudinal or torsional stresses,
special effects of waves in shallow water or current, risk of collision or stranding, are not addressed in
this guidance and must be additionally considered when deciding on an appropriate course and speed
in adverse weather conditions.
2.3 The master should ascertain that his ship complies with the stability criteria specified in the IS Code
or an equivalent thereto. Appropriate measures should be taken to assure the ship’s watertight integrity.
Securing of cargo and equipment should be re-checked. The ship’s natural period of roll TR should be
estimated by observing roll motions in calm sea.
3 DANGEROUS PHENOMENA
3.1 Phenomena occurring in following and quartering seas
A ship sailing in following or stern quartering seas encounters the waves with a longer period than in
beam, head or bow waves, and principal dangers caused in such situation are as follows:
3.1.1 Surf-riding and broaching-to
When a ship is situated on the steep forefront of a high wave in following or quartering sea conditions,
the ship can be accelerated to ride on the wave. This is known as surf-riding. In this situation the so-
called broaching-to phenomenon may occur, which endangers the ship to capsizing as a result of a
sudden change of the ship’s heading and unexpected large heeling.
3.1.2 Reduction of intact stability when riding a wave crest amidships
When a ship is riding on the wave crest, the intact stability can be decreased substantially according to
changes of the submerged hull form. This stability reduction may become critical for wave lengths
within the range of 0.6 L up to 2.3 L, where L is the ship’s length in metres. Within this range the
amount of stability reduction is nearly proportional to the wave height. This situation is particularly
dangerous in following and quartering seas, because the duration of riding on the wave crest, which
corresponds to the time interval of reduced stability, becomes longer.
3.2 Synchronous rolling motion
Large rolling motions may be excited when the natural rolling period of a ship coincides with the
encounter wave period. In case of navigation in following and quartering seas this may happen when
the transverse stability of the ship is marginal and therefore the natural roll period becomes longer.
3.3 Parametric roll motions
3.3.1 Parametric roll motions with large and dangerous roll amplitudes in waves are due to the
variation of stability between the position on the wave crest and the position in the wave trough.
Parametric rolling may occur in two different situations:
.1 The stability varies with an encounter period TE that is about equal to the roll period TR of the ship
(encounter ratio 1:1). The stability attains a minimum once during each roll period. This situation is
characterized by asymmetric rolling, i.e. the amplitude with the wave crest amidships is much greater
than the amplitude to the other side. Due to the tendency of retarded up-righting from the large
amplitude, the roll period TR may adapt to the encounter period to a certain extent, so that this kind of
parametric rolling may occur with a wide bandwidth of encounter periods. In quartering seas a
transition to harmonic resonance may become noticeable.
.2 The stability varies with an encounter period TE that is approximately equal to half the roll period
TR of the ship (encounter ratio 1:0.5). The stability attains a minimum twice during each roll period. In
following or quartering seas, where the encounter period becomes larger than the wave period, this
may only occur with very large roll periods TR, indicating a marginal intact stability. The result is
symmetric rolling with large amplitudes, again with the tendency of adapting the ship response to the
period of encounter due to reduction of stability on the wave crest. Parametric rolling with encounter
ratio 1:0.5 may also occur in head and bow seas.
3.3.2 Other than in following or quartering seas, where the variation of stability is solely effected by the
waves passing along the vessel, the frequently heavy heaving and/or pitching in head or bow seas may
contribute to the magnitude of the stability variation, in particular due to the periodical immersion and
emersion of the flared stern frames and bow flare of modern ships. This may lead to severe parametric
roll motions even with small wave induced stability variations.

3.3.3 The ship’s pitching and heaving periods usually equals the encounter period with the waves. How
much the pitching motion contributes to the parametric roll motion depends on the timing (coupling)
between the pitching and rolling motion.
3.4 Combination of various dangerous phenomena
The dynamic behaviour of a ship in following and quartering seas is very complex. Ship motion is three-
dimensional and various detrimental factors or dangerous phenomena like additional heeling moments
due to deck-edge submerging, water shipping and trapping on deck or cargo shift due to large roll
motions may occur in combination with the above mentioned phenomena, simultaneously or
consecutively. This may create extremely dangerous combinations, which may cause ship capsize.
4 OPERATIONAL GUIDANCE
The shipmaster is recommended to take the following procedures of ship handling to avoid the
dangerous situations when navigating in severe weather conditions.
4.1 Ship condition
This guidance is applicable to all types of conventional ships navigating in rough seas, provided the
stability criteria specified in resolution A.749(18), as amended by resolution MSC.75(69), are satisfied.
4.2 How to avoid dangerous conditions
4.2.1 For surf-riding and broaching-to
Surf-riding and broaching-to may occur when the angle of encounter is in the range 135°< <225° and
the ship speed is higher than (1.8 ) cos(180 - ) (knots). To avoid surf riding, and possible broaching
the ship speed, the course or both should be taken outside the dangerous region reported in figure 2.
4.2.2 For successive high-wave attack
4.2.2.1 When the average wave length is larger than 0.8 L and the significant wave height is larger than
0.04 L, and at the same time some indices of dangerous behaviour of the ship can be clearly seen, the
master should pay attention not to enter in the dangerous zone as indicated in figure 3. When the ship is
situated in this dangerous zone, the ship speed should be reduced or the ship course should be changed
to prevent successive attack of high waves, which could induce the danger due to the reduction of intact
stability, synchronous rolling motions, parametric rolling motions or combination of various
phenomena.
4.2.2.2 The dangerous zone indicated in figure 3 corresponds to such conditions for which the
encounter wave period (TE) is nearly equal to double (i.e., about 1.8-3.0 times) of the wave period (TW)
(according to figure 1 or paragraph 1.4).
4.2.3 For synchronous rolling and parametric rolling motions
4.2.3.1 The master should prevent a synchronous rolling motion which will occur when the encounter
wave period TE is nearly equal to the natural rolling period of ship TR.
4.2.3.2 For avoiding parametric rolling in following, quartering, head, bow or beam seas the course
and speed of the ship should be selected in a way to avoid conditions for which the encounter period is
close to the ship roll period ( ) or the encounter period is close to one half of the ship roll
period( ).
4.2.3.3 The period of encounter TE may be determined from figure 1 by entering with the ship’s speed in
knots, the encounter angle and the wave period TW.

Figure 2: Risk of surf-riding in following or quartering seas.
Figure 3: Risk of successive high wave attack in following and quartering seas

Abbreviations and symbols

Symbols Explanation Units
TW wave period s
wave length m
TE encounter period with waves s
angle of encounter (
= 0° in head sea,
= 90° for sea from starboard side)
V ship’s speed knots
TR natural period of roll of ship s
L length of ship (between perpendiculars) m
11. Mastering Ship’s Navigation

A navigational or deck officer has to be extremely careful while steering a vessel from its course no
matter where the ship is – at mid sea, crossing channel, or entering/ leaving a port.
The team at the bridge should be efficient enough to sail the ship in all kinds of waters and weather.
One of the natural factors about which every navigator should be very careful while steering a ship is –
the wind.
Vessels such as Container and Ro-Ro ships have large freeboard and are thus more affected by winds.
This exposed area of the ship is also known as windage area as the effect of wind is more prominent
over it.
The wind effect on the same ship will be different at different places, depending upon the draught
condition of the ship.
A wind with force of 3-4 on the Beaufort scale will have similar effect in light condition as with wind
force of 7-8 when the ship is down to her marks.
When ship is at slow speeds during maneuvering or near to the coast, wind direction is easy to find; but
this is not the case when out at high sea. The direction of the wind perceived when standing on deck is
its relative direction. This is resultant of the true direction of the wind and the course steered by the
ship.
It is very important for the ship’s navigator to steer the ship considering the wind effects so that ship
can be steered efficiently without any difficulty. Following are the techniques a navigator must master
related to wind effects.
Ship underway with wind from right astern

When the wind is blowing from the right astern, steering the ship becomes easy; however, in the case of
head wind, the stern part of the ship has the tendency to pay off on either side. This is a difficult
situation to tackle and getting the ship back on course is no piece of cake.
Such effect is more often seen on ships where the accommodation area is at the aft region. Moreover,
the wind in such case has no braking effect.
Note: Given a choice between head wind & wind from right astern, head wind is preferred for berthing.
Ship underway with wind from abeam

When the ship is underway with the wind flowing from abeam, the steering of the ship is not affected.
However, depending on the strength of the wind, the ship drifts sideways due to leeway and this has to
be accounted for while handling the ship.
Ship underway with wind on the bow

Here again in lighter conditions, the effect on the ship’s stem is larger and this tends the ship’s head to
swing away from the wind (leeward). This requires the weather helm (helm on the side of the wind) to
be steered continuously.
Ship underway with wind on quarter
When the wind is pushing the ship’s stern away to leeward, the stern tends to swing towards the
leeward. The ship is therefore steered towards the wind and the ship is required to be given a lee helm.
Vessel under sternway

When the ship is going astern, it rarely goes at a great speed. When going astern most ships also tend to
swing to the starboard. The effect of the wind is therefore a little more complex.
In ballast condition where the wind catches the bow, which it often does, the stern is pulled into the
wind. This effect is quite definite & rapid.
Note – This effect must be remembered while maneuvering for anchoring, berthing etc.
All ships turn around a pivoting point. This point is an imaginary reference and is fixed from
observations of the ship turning around. It is known that when going astern the pivoting point moves aft.
Conclusion
Navigators can use the wind:
1. As a good brake
2. As a device for making a tight turn.
3. To maneuver comparatively easily as long as the wind remains about two to three points on the bow
12. The effects of ocean current
Ocean currents play a very important role in ensuring the stability of the ship.
The effect of currents therefore must also be considered when handling ships in waters.
Effects of current are important especially when the ship is under the effect of on shore winds, near off
shore platforms, while maneuvering in narrow channels and open seas, or in inland waters or
harbors. When the ship is in harbors or inland waters and the current is at constant strength and
direction, the ship’s handling becomes considerably easier.
Such conditions exist only in comparatively narrow channels of the rivers.
However, navigational officers should take into account different current streams that can exist over a
small area, within which the vessel has to maneuver.
The main different between currents and winds is that currents affect the ship in definite and predictable
ways, unlike the wind does.
Even in open waters, when the ship is approaching a rig or a mooring buoy, due allowance should be
made for the effect of the current for a safer maneuver.
Current from ship’s ahead will reduce the ship’s speed over ground, improve ships response to the
rudder, and also give more time to assess and correct developing situations.
13. Shallow Water Effects on Ships – Ship Squat

When a ship proceeds through water, it pushes the water ahead. This volume of water returns down the
sides and under the bottom of the ship. The streamlines of return flow are speeded up under the ship,
causing a drop in the pressure and resulting in the ship dropping vertically in the water.
When the ship drops vertically in the water, it trims both forward and aft. This overall decrease in the
static under keel clearance, both forward and aft, is called Ship’s Squat.
If the ship moves forward at a greater speed in shallow water, where the keel clearance is 1.0 to 1.5
metres, then there are high chances of grounding at the bow or stern due to excessive squat.
What are the factors that govern Ship’s Squat?
The main factor on which the ship’s squat depends is the ship’s speed. Squat varies approximately with
the speed squared.
The blockage factor “S” is another factor to be considered while understanding ship squat. The
blockage factor is defined as the immersed cross-section of the ship’s mid-ship section divided by the
cross-section of water within the canal or river.
The blockage factor ranges from about 8.25b for super tankers, to about 9.50b for general cargo ships,
to about 11.25 ship-breadths for container ships.
The presence of another ship in a narrow river will also affect squat, so much so that squats can double
in value as the ship pass or cross the other vessel.
How to find out if a ship has entered shallow water?
1. Wave generation from the bottom of the ship increases, especially at the forward end of the ship.
2. Ship becomes more sluggish to manoeuvre.
3. Draught indicators or echo-sounders will indicate changes in the end draughts
4. Propeller rpm indicator will show a decrease. If the ship is in “open water” conditions i.e. without
breadth restrictions, this decrease may be up to 15% of the service rpm in deep water. If the ship is in
confined channel, this decrease in rpm can be up to 20% of the service rpm.
5. There will be a drop in ship’s speed. In open water conditions this decrease may be up to 35%.
In a confined channel such as a river or a canal then this decrease can be up to 75%
6. The ship may start to vibrate suddenly. This is because of the water effects causing the natural hull
frequency to become resonant with another frequency associated with the vessel.
7. Any rolling, pitching and heaving motions will be reduced as ship moves from deep water to shallow
water conditions. This is because of the cushioning effects produced by the narrow layer of water under
the bottom shell of the vessel.
8. The appearance of mud cloud will be visible in the water around the ship’s hull when the ship is
passing over a raised shelf or a submerged wreck.
9. Turning Circle Diameter (TCD) increases. TCD in shallow water could increase 100%.
10. Stopping distances and stopping times increase, as compared to when a vessel is in deep waters.
11. Effectiveness of the rudder helm decreases.
What is ship squat effect?
To understand this better, consider image of a ship moving through waters. As the ship’s hull cuts
through the water’s surface, a volume of water is shoved aside. This water is actually replaced to sides
and underside of the ship.
This creates a region of low pressure, causing the ship to dip vertically at points of low pressure. The
vertical dip in the ship caused due to low pressure is actually the ship squat effect. This dip is
proportional to the speed of the ship.

The major effects of such low pressure conditions are especially felt in shallow water, even more so if
the ship is going at a high speed. That is where the relation between ship’s speed and the squat effect
comes handy. Altering the speed can greatly help maneuver through the shallow waters easily. Cutting
the speed down by half would approximately lower the squat effect by a factor of four.
Why is ship squat important?

A ship’s squat is one of the more important things that help in ensuring a ship’s safety through water.
Vessel squat is a combined outcome of ship’s dimensions, weight, water depth, wind draft and several
other factors that come into play while a ship is in motion.
Knowing a ship’s squat becomes important then as its loading capacity, speed, its seaworthiness
through particular routes would all be affected by its squat value. As mentioned above, vessel squat is
proportional to ships’ speed. So it becomes important information for a ship’s pilot that increasing his
ship’s speed by a certain factor, he would also be increasing the ship’s squat. Or while loading a ship,
say for a 100,000 tons dwt tanker, a load of extra 30 cm could increase the ship squat by 3%.
These become crucial pieces if information to ensure a ship reaches destination safely. Besides, it is
always sad when a ship runs aground or is rendered out of service, for any reasons. Certain factors like
ship’s speed and load weight can be checked to prevent such incidents. Hence, knowledge of vessel
squat could ensure a ship wouldn’t have to face such avoidable circumstances.
Is ship squat good or bad?

There is no straight answer to this question. In certain situations, while traveling in shallow waters,
ships have been grounded due to ship squat effect. Grounding of QE2 would be a perfectly good
example of that, where the ship ran aground despite of having enough room for its passage. That
happened due to additional vertical dip experienced by ship, causing it to brush off against a rock that
would otherwise have caused no harm.
Since 1987, more than 113 ships have run aground chiefly because of the squat ships had to experience.
On the flipside, this very property has been used in certain occasions to help ships pass through regions
otherwise considered unfavorable. Travel of largest ship of the world, Oasis of Sea, through Great Belt
Bridge would be a perfectly good example of that.
It can be said now that the total squat ship has to experience plays role in its overall integrity, which is
for sure. However, it becomes a matter of captain’s discretion especially upon entering shallow waters
that can prevent things from going bad.

A Comprehensive List of Different Types of Sea Waves

Sea waves are formed due to continuous motion of water combined with the gravitational forces of the
sun and the moon, and the blowing winds. The article describes different types of sea waves.
14. How Sea Waves are formed?

When the wind is blowing on the sea, the surface exerts the gravitational force on the bottom layer of
the wind. This, in turn, exerts the pull on the layer above it until it reaches the top-most layer. With the
gravitational pull being different at each layer, the wind moves at a different speed. The top-most layer
tumbles, forming a circular motion. This creates a downward pressure at the front and upward pressure
at the rear of the surface, causing a wave.
15. Types of Sea Waves

The waves of the sea are categorized based on their formation and behavior. Here are the different
types of waves of the sea:
Breaking Waves – Formed when the wave collapses on top of itself. They are of two types:
Plunging Breaker – The wave reaches a steeper beach and curls, moving over a pocket of air. It travels
very fast.
Spilling Breaker – The wave reaches a sloping sandy beach, dispersing the energy over a large area.
Deep Water Waves/Swell Waves – Are made up of a number of waves of different lengths
superimposed on each other. They are straight and long, powerful, and travel great distance.
Destructive/Plunging Waves – High waves of short wavelength and a vertical ellipsis. When the wave
breaks on a steep beach, the water plunges forward into the trough. They have a powerful backwash
and drag objects into the sea.
Inshore Waves – The length of these waves is less than the depth of the water they enter, which
decreases the velocity of the waves. This results in the decrease of the wavelength and increase in the
height, eventually breaking the wave. These waves drain the beach as a backwash.
Internal Waves – Formed due to the disturbances found between two water masses of different density.
They are high and become turbulent currents when they hit a landmass.
Kelvin Waves – Formed due to lack of winds in the Pacific Ocean. They are high and wide waves,
warmer than the surrounding water.
Progressive Waves – Move with a steady speed, so they are called Progressive Waves. Two types:
 Capillary Waves – Formed when wind creates pressure over Capillarity, the binding force that
holds the water molecules of the ocean surface together.
 Orbital Progressive Waves – Formed at the boundary of two liquids with different density.
Refracted Waves – Travel in shallow water when they approach the shore. The shallowness decreases
the power of the wave and causes a curve. These are usually seen near headlands and bays.
eiche Waves – Caused due to the movement within a confined space. These have long wavelengths and
rarely result in any damage as their height is generally few inches.
Shallow Water Waves – Move in shallow waters at a depth less than 1/20th of their wavelength. They
are of two kinds:
 Tidal Waves – Formed due to the gravitational pull of the sun and the moon on the ocean.
 Seismic Sea Waves/Tsunami – Caused due to earthquakes beneath the ocean. They are also
called as Tsunami. They travel extremely fast in open water, have significant height in shallow water,
and are very dangerous and devastating.
Spilling Waves/Constructive Waves – Have long wave length and low height. When they reach the
shore, the ellipse becomes horizontal. When the wave breaks, the water reaches the upper part of the
beach with little backwash.
Swell Waves/Surging Waves – Intense waves generating from the center of a storm where the winds
are strong. These expel little energy, travel long distance, and break on distant shores.
16. What is the difference between Stranding and Grounding?

Stranding is the event that a ship impacts the shore line and strands on the beach or coast.
It happens when the track of a ship intersects the shoreline by either navigational error or drifting.
Grounding is the event that the bottom of a ship hits the seabed.
It happens when a ship is navigated through an individual shoal in a fairway while her draught exceeds
the depth.
Powered grounding: has the largest portion of total groundings.
It happens when the ship is moving forward (or backward) on her power, mostly because of
navigational errors.
Fundamental failures in passage planning and piloting are the most reason for powered grounding.
Drift grounding: happens when the ship is drifted to coast or a shoal by current, wave or wind.
It mostly happens after a mechanical failure, such as lost of power or steering failure.
Unfavorable weather conditions, failed anchoring and failed tug assistance might contribute to drift
grounding as well.
Soft Grounding: when the ship runs aground on sandy beaches
Hard Grounding: when the ship grounds on rocks or is smashed to the rocky side of the coasts by wind
or waves.
17. What are the factors involved in Planning for Anchoring?

Identify a suitable anchoring position before entering the anchorage area
Conduct a planned approach including speed reduction in ample time and orienting the ships head
prior anchoring to
(a) Same as similar sized vessels around or
(b) Stem the tide or wind whichever is stronger
Decide on which method of anchoring to be used and the number of shackles depending on the depth of
water, expected weather and holding ground.
A simple rule in determining length of cable to use:
Standard condition: Length of cable = [(Depth of water in meters * 2) + 90 ] / 27.5
When good holding power can not be expected: (e.g. Strong Wind, Strong Current, Harder Sea bottom)
Length of cable = [(Depth of water in meters * 3) + 140 ] / 27.5
It is suggested the use of radar parallel indexing technique, an effective tool in maneuvering approach
to anchoring position.
A fix reference point is necessary in establishing the intended anchoring position relative to this fix
point.
There are 2 methods for Anchoring according to depth of the water:
Method 1 (Preferable for Container Ships / Depths up to 50m )
a. Walk out the anchor to Half a shackle above the sea bottom
b. Hold the cable on the brake and take the windlass out of gear
c. Stop the vessel over ground

d. Drop the anchor

e. Control the speed of cable flow by the brake, while not allowing pile-up
f. Bring anchor cable direction forward and confirmed anchor holds its position.
Disadvantages:
If the brake fails, or there is too much speed over ground, the cable will run out to the bitter end with
consequent damage. The brake lining could also be damaged due to this Dynamic load (the Static load
on brakes to restrain movement of an anchored vessel is much less).
Method 2 (Suggested for Tankers / Depths over 50m )

a. Stop the vessel over ground
b. Walk out the anchor under power until the complete length of required cable is paid out and anchor
holds it position on the seabed.
c. Bring anchor cable direction forward and confirmed anchor holds its position.
Disadvantages:
Vessel must be completely stopped to avoid major damage to Windlass.
Particular Caution for VLCCs

VLCCs, because of their inertia require great caution while anchoring.
They can suffer equipment failure if attempting to anchor whilst moving at speeds as low as half a knot
over the ground.
Hence, the vessel must be nearly stopped not only in the linear direction but axial too, meaning the bow
should not be swinging much either while anchoring.
The depth at which the vessel can safely anchor is about 110m or less, beyond which the windlass may
have extreme difficulty in recovering the anchor.
Emergency Anchoring
Anchors should be ready for letting go on arrival and departure port, when in anchoring depths. At
least, any wire lashings are to be removed and the anchors held on brake.
In critical situations, to arrest the movement of the vessel, after stopping/reversing the main engine , it
is preferable to let go both anchors simultaneously instead of one.
Anchor retrieval
For weighing in the anchors, to reduce the load on the windlass, and keep the cable near vertical ,as
required, short movements to be given on the main engine (and Bow Thruster used, where is applicable)
The stay and direction of the cable and the residual shackles are to be continuously reported to the
bridge.
Anchor Wash to be run to clean the chain and the anchor.
When anchor is fully hove, the brake is to be applied and the windlass taken out of gear.
The bow stopper is to be put when it is deemed safe to do so.
If it does not engage properly on the chain, then it is to be lowered across the chain as far as possible
and lashed down in this position in such a manner, that if the cable does slip, the bar will fall into place
across the chain.
Anchor & chain damage handled as 'GENERAL AVERAGE'
When anchor and chain damage resulted from the following causes, they can be covered by insurance
as 'General Average' sacrifices loss.
The Master shall in such cases secure witness statement from external sources if Possible.

1) When the anchor and chain were damaged by Dropping in an emergency in order to avoid an
Urgent Danger such as Collision with another ship at sea.
2) When the weather suddenly changed to extraordinary Rough Weather while the vessel was in port
and the anchor chains were cut intentionally as an urgent measure to avoid a danger because there
was not sufficient time to heave the anchor.
3) When the Main Engine was started in order to avoid an Urgent Danger at anchor, knowing that the
anchor could be sacrificed, and consequently, the anchor and chain were cut by an excessive force
applied to them.
4) Damage to the anchor and chain resulting when Re-floating the stranded vessel by making use of
the holding power of the anchor.
The following cases do NOT effect the general average.

1) As the vessel was carried away by a strong current while maneuvering the vessel at an anchorage, it
was anchored in order to avoid grounding, and as a result, the chain was cut. (This is not regarded
as an abnormal use of the anchor)
2) An abrupt storm was encountered while anchoring and vessel tried to shift to a safe anchorage, but
the chain got entangled with an obstacle on the seabed and could not be heaved. In order to avoid a
common danger, the chain was cut and vessel shifted to a safe anchorage. (Principle of the general
average: There can be no sacrifice of an already destroyed substance.)
Response to loss of anchor and chain

When the anchor and chain are lost, the Master shall immediately confirm ship’s position and make
note of the exact position and time the loss took place. If possible, throw in an anchor buoy to assist in a
later recovery attempt.
When loss of anchor & chain resulted from a cause such as illegal navigation of another vessel, Master
shall record the Name of opposing ship, its Owner, Charterer, Port of registry, Last & Next Port of
Call.
The Master shall tender a Claim Letter to the opposing ship and seek its Master’s signature
Refer to Navigational guideline for ships - “Emergency Procedures for Collision”
After the anchor and chain are lost, the Master shall make an initial report to the Company. Thereafter,
from time-to-time, the Master shall report further developments to the Company.
The Master shall report the circumstances which led to the loss of the anchor and chain so that the
Company can determine whether general average is affected or not.
Refer to guideline “Anchor and Chain Damages Handled as General Average”
Windlasses and their power system should be capable of lifting the anchor and all its rode (chain
and rope) if deployed so that it hangs suspended in deep water. This task should be within the
windlass' rated working pull, not its maximum pull.
The basic anchoring consists of determining the location, dropping the anchor, laying out the scope,
setting the hook, & assessing where the vessel ends up. Ship will seek a location which is sufficiently
protected; has suitable holding ground, enough depth at low tide and enough room for the boat to
swing.
The location to drop the anchor should be approached from down wind or down current, whichever is
stronger. As the chosen spot is approached, the vessel should be stopped or even beginning to drift
back. The anchor should be lowered quickly but under control until it is on the bottom. The vessel
should continue to drift back, and the cable should be veered out under control so it will be relatively
straight.
Once the desired scope is laid out, the vessel should be gently forced astern, usually using the auxiliary
motor but possibly by backing a sail. A hand on the anchor line may telegraph a series of jerks and
jolts, indicating the anchor are dragging, or a smooth tension indicative of digging in. As the anchor
begins to dig in and resist backward force, the engine may be throttled up to get a thorough set. If the
anchor continues to drag, or sets after having dragged too far, it should be retrieved and moved back to
the desired position (or another location chosen.)
The Dragging Situations

If one of your neighbors drags, during the day, immediately call the attention of the other boat crew.
Prepare fenders to avoid damage to you boat. If there is nobody on board the dragging boat, you might
have to move your own boat.
During the night, if you are sound asleep, you might become aware of it only when you hear the other
boat hit yours. Wake up your crew and get on deck immediately. Start your engine and keep it idling.
Try to wake up the crew of the other boat (yell; flash your lights, etc.). Prepare fenders and do as in the
day procedure.
If your boat is dragging, during the day, is not a major problem. Start your engine and keep it idling.
Try to pay out more chain or rope. Wait a few minutes to see if the anchor resets itself. If not, you will
have to re-anchor.
During the night, if you are sound asleep, you might become aware of it only when you hear other
people screaming and flashing lights at your boat.. Wake up your crew and get on deck immediately.
Start your engine and keep it idling. Try to pay out more chain or rope. Wait a few minutes to see if the
anchor resets itself. If not, you will have to re-anchor. Turn your depth sounder on and try to find
another spot to anchor. If you have to do that, turn off all the lights on the boat to get the best night
vision possible. Move to another place at extremely slow speed.
Weighing Anchor
1. Start you engine. Most charter boats require the engine on to operate the windlass. Have someone
at the helm looking at you and your hand signals at all times.
2. Grab the windlass remote control and stand on the most forward point at the bow. Observe which
direction the chain is lying in. If the windlass does not operate with enough torque, ask the
helmsman to rev up the engine.
3. Using hand signals, instruct the helmsman to move the boat forward very slowly in the direction of
the chain. Make sure you have the helmsman stop the motion before you overshoot the anchor.
4. Start cranking the chain up while it is slack. When you get to the snubber line, stop cranking and
simply remove it. Then resume cranking. When the chain is taut again, instruct the helmsman to
move the boat forward again. The whole idea here is to avoid using the windlass to move the boat
forward, as this causes unnecessary strain on the windlass shaft and on the chain roller.
5. At one point you will find the boat straight above the anchor. Finish cranking the chain up all the
way until it settles on the roller.
6. Signal the helmsman that the boat is free and get back to the cockpit to help with the main (if it is
already raised.) You're done.
Anchoring Styles & Mooring

Boats at anchor have a natural tendency to swing or move from side to side. Also, the wind may change
or even reverse direction altogether producing a large diameter circle in which the boat moves.
Whether you use one anchor off the bow, two anchors off the bow, or a bow and stern anchor some
amount of swing will inevitably take place. However, between these different anchoring styles there will
be large differences in the amount of swing produced. Let's take a look at some scenarios:

The greatest amount of swing is produced when we use just a

single anchor. This may be a disadvantage of this style of
anchoring but it does have its advantages. It's easy to do, there's
little chance of wrapping the rode around the propeller shaft, and
it's easy to undo. If a situation comes up, especially at night in
foul conditions, there is a minimum of work and thought that goes
into picking up the anchor and leaving.
Here we have two anchors off the bow. Swing room is less than
with a single anchor and holding power is increased. First deploy
and set one anchor then, keeping that rode out of the way, motor
over to the second spot, drop and set the second. The
disadvantage? Often, the rodes will become entangled during the
night as the boat
This is a Bahamian moor; one anchor off the bow and one off
the stern. The boat stays in one spot with virtually no swing
experienced. The advantage is in areas of strong, reversing tidal
flows. The boat remains almost exactly in the same place no
matter which way the tide is flowing. Always align the boat with
the tide not across the tidal flow.
To set a Bahamian moor motor up current, drop anchor, allow
current to bring you back then set the anchor on short scope; 4
or 5 to 1. Then play out more rode until you are twice as far
back. Drop the second anchor off the stern and carefully power
forward and set it, ending up in the middle.
The disadvantage in this system is the greater likelihood of
wrapping the rode around the propeller.

In the Med moor at left the boat drops anchor then backs
up to the dock to tie off. This is convenient for boarding at
the stern. The boat in the drawing backs to port because of
prop walk. Almost all single engine boats have a natural
tendency to back to port when the engine is in reverse. If
you have trouble backing up to the dock you can take a
stern line ashore with your dinghy, push the boat with the
dinghy, or first drop someone off at the dock.
For a get-together on the water rafting at anchor is a

possibility, just make sure to take precautions. The water must
be almost flat with little possibility of waves. Damage to boats
can easily occur if one boat's side moves up while the one next
door moves down. Largest boat goes in the middle and sets a
large anchor on increased scope. Use plenty of fenders between
boats and full sets of dock lines. The masts must be staggered so
they won't entangle each other if the boats start to roll.
Kedging off. Oops! We just ran hard aground. Not to worry,

there are many alternatives depending on the circumstances.
Here, we use our anchor to pull ourselves back into deeper
water. This technique works quite well. First, try pulling the
boat back the way she came in. After all, you have dug a
trench in that direction so it should be easier. Alternatively,
you can try to spin her around by using an anchor off the bow.
You may think this is easier because you can use your electric
windlass, right? Probably not because of the poor angle of
pull
One of the things that doesn't seem to work in the above
situation is setting the kedge anchor and attaching it to the
main halyard in hopes of pulling the boat over thus raising
the keel. it doesn't work well because of the very short scope.
With a 50' tall mast and 10' of water depth to get even a 5 to
one scope you'd need 300' of rode out. If you have it go for it.
You can easily pull the boat over thus decreasing its draft
(depth of the keel below the waterline) by passing a line to
another boat attached to your main halyard.

Picking up a mooring. There will be times

when you want to moor instead of anchor.
Moorings are common in many areas
including the Caribbean. Moorings are
convenient and quick compared to
anchoring. Because they are much more
secure than an anchor much shorter scope is
used with them. Another advantage of the
mooring is no damage will be done to any
coral or wrecks by your anchor.
Picking up the mooring is a simple matter of
slowly approaching it under power and
stopping just in front of it. As with anchoring,
approach from downwind. Don't worry if you
miss it on your first or second try. Just go
around and start again.
At the mooring pick up the eye in the end of the pendant. With a
mooring line already attached to one bow cleat, thread it through
the eye and back to the other bow cleat. Or, use two mooring
lines; each one goes from a bow cleat, through the eye of the
pendant, and returns to be cleated to its original bow cleat. The
advantage of doing it this way is two-fold; because the eye on
the pendant will no longer be slipping along a single mooring line
chafe will be negligible and no noise will be created for those
sleeping in the forward cabin.
Leaving the mooring buoy is an easy matter of releasing the
mooring line(s) at one end then pull them onto the boat and you're
free to go! We usually sail off our mooring as it builds skill. You
can do this by first raising your mainsail, cast off the mooring and,
once underway, take out the headsail.
Heavy Weather Anchoring
The hammerlock moor (figure 4) is a technique that’s hard to beat if your boat is horsing about in gusty
winds. It consists of dropping a secondary anchor on short scope beneath the boat’s bow – the primary
anchor continues to take the brunt of the load, but the boat’s horsing will be dampened by the
secondary, which also reduces ground tackle strain considerably. During substantial wind changes, this
secondary anchor will likely drag to a new position relative to the wind shift. Relax. It’s all part of the
master plan of drudging, the intentional dragging of an anchor. Once settled in the new position, it’ll
continue to operate as before.
The tandem anchor rig is a quick, easy way to increase the holding power of a single anchor rode by
deploying two anchors on the same rode. Stock-stabilized, pivoting fluke anchors (like Danforths) work
best in this application, particularly in mud; use of tandem anchors increases total holding power by as
much as 30 percent over the same two anchors if deployed separately; also holding power in sand
increases only slightly overall when setting tandem anchors, most likely because the anchors themselves
are designed for use in sand – in other words, use of a tandem rig closed the holding gap a bit between
sand and the poorer holding quality of mud.
When preparing a tandem rig be sure to attach the second or aft anchor rode to the forward anchor’s
crown rather than its ring and if using a plow type anchor (such as a CQR) be sure NOT to attach the
rode to the trip eye, which may cause the anchor to roll and unset during wind shifts. For even more
holding power when using a single rode system try the dual tandem mooring (figure 5) which combines
the increased holding power of two anchors in line plus a third storm anchor set in the opposite
direction for even more security. The dual tandem mooring works particularly well in cases where wind
shifts are expected, such as during the passing of a tropical storm or hurricane.
Another excellent option for heavy weather anchoring is the modified star mooring combined with an
oversized kellet (figure 6). The star mooring utilizes three separate anchors and rodes, each of which
can be all chain, rope, or a combination of the two. Deploy each anchor 120 degrees apart with the
largest anchor set towards the direction of strongest expected winds (once again, buoying the bitter end
of each rode after setting each anchor will make deploying and maneuvering much easier).
Gather the bitter end of each rode and shackle them in the center to a large mooring swivel, which in
turn will be shackled to a bridle of two suitably sized lines of 3 stranded nylon, each having a
galvanized thimble spliced at one end – the other ends (which are attached to the vessel) should be
properly whipped to prevent unraveling. Use a large shackle to secure the thimbled ends of the bridle to
the mooring swivel, ensuring all shackle pins are properly secured with stainless steel mousing wire.
Each side of the bridle should be 10 to 15 feet longer than initially required with the extra length
secured on deck, which allows you to increase the scope of the bridle or shift lines as necessary to
prevent chafe at chocks or hawseholes. Another option when using all rope rodes would be eliminating
the mooring swivel altogether and bringing each of the three rope rodes to one side of the vessel at a
single point, then forming a bridle by attaching a second line (using a rolling hitch) to the three where
the swivel would be.
As is the case when planning any heavy weather anchoring strategy, be sure to take storm surges and
higher than normal tide levels into consideration when determining lengths of bridles and anchor rodes
for your modified star mooring. For example, if your favorite hurricane hole is 15 foot deep at normal
high tide & the approaching storm is due to hit at high tide with a predicted storm surge of 10 foot, your
bridle should be at least 45 feet in length (15 ft for your hurricanes hole’s normal depth, 5 ft for trapped
high tide, 10 ft for the storm surge, and finally that extra 15 ft of reserve line on deck mentioned above).
Based on a scope of 7:1 for normal anchoring and a projected maximum depth of 30 feet in your
hurricane hole during the storm, each of the three anchor rodes in the above scenario would need to be
210 feet, however this can be rounded down to 200 feet as the pull of the boat will almost always be
divided between two anchors at any given time. It’s also true that as this 7:1 scope is meant to cover use
of combination rodes, you may be able to shorten the lengths of all chain rodes and be OK, but if you’ve
got the chain, put it out – you may appreciate the additional holding power before the storm is over.
Adding an oversized kellet (50 – 60lbs) to the center of the star mooring produces even greater holding
power, with the added benefit of reducing vessel swing radius and anchor sailing should you need to
pay out more scope on the bridle. Finally, be sure to provide plenty of chafe protection at all chocks and
fairleads the bridle or any part of the anchor rode comes into contact with.
Advanced Heavy Weather Preparation
Of the many keys to successful heavy weather anchoring, none is more important than preparation.
From scoping out your hurricane hole months before you need it, to making sure that mooring swivel
really is large enough to accommodate three anchor rode shackles, the time to plan is now, not when a
hurricane is bearing down on you. Practice deploying your anchoring system beforehand, which not
only allows you to correct issues you may have missed (such as deck chocks that are too small to accept
larger storm rodes and chafing gear) but also familiarizes you with deploying your system, making it
easier during the real thing. Afterwards, you can store your storm gear and start enjoying the peace of
mind that comes with both having a plan and knowing it’s ready to put into action.
Although storm gear varies, a few general considerations can be applied to most any system. First off,
storm anchors and rodes should be oversized – at least one size larger than your vessel’s typical
anchoring requirements. When basing storm gear selection on your everyday ground tackle (i.e. at least
one size larger) make sure what you’re currently carrying is correctly sized for your vessel to begin
with (to avoid short changing your heavy weather tackle). Probable the best advice for storm anchor
selection is to grit your teeth and buy the largest one you can physically manage. It may not be the most
glamorous investment you’ll make, but it’s one that will continue paying dividends in service and piece
of mind for years to come.
Rope to chain connections in combination rodes (figure 7) will normally be made utilizing an eye splice
and thimble, which in turn will be attached to the chain portion via an anchor shackle. Although bulkier
than a direct rope to chain splice, this method is simple and reliable. A proper eye splice should have a
minimum of six full tucks and should be seized at each end while the eye is under tension (to prevent the
thimble from falling out should the eye stretch when placed under load).
While the open ended “teardrop” shaped galvanized thimble commonly used may be adequate for most
situations, they should not be used in your storm anchor rodes if possible. Under extreme loading the
thimble may work, allowing the sharp edges of the open end to chafe the rode. A much better choice is
an oval thimble or closed ear thimble (as shown in figure 7).
Chain rode can be bent directly to your anchor using an anchor shackle, but if there’s a chance the
vessel will shear or swing in circles (particularly when laying to a single anchor) then installation of an
anchor swivel between anchor and chain rode to prevent twisting should be considered. Some sailors
don’t like swivels, viewing them as potential weak links and it’s true that any moving part can fail under
load if not properly designed and constructed.
Anchor swivels should be drop forged (not screwed, riveted, or welded together) and should be the
largest size that fits the chain link without binding – and contrary to popular belief they can also be
installed backwards. Ensure the jaw fitting of the swivel is attached to the chain, not the anchor shank,
and that the swivel eye is attached to the anchor shank with an anchor shackle (which is more bell
shaped than a standard shackle) to prevent binding.
Finally, don’t forget that all chain rodes require the use of an elastic bridle or riding stopper to act as a
shock absorber between anchor rode and vessel. Bridles are typically constructed of 3-strand nylon
rope (vice braided) due to its increased elasticity.

18. What are Kellets?

A kellet (also known as an angel or sentinel) is simply a weight sent down the rode once the anchor is
set to steepen its entry angle and decrease the anchor’s lead angle on the bottom. Kellets can be useful
in many situations, such as dragging anchor in a location where the anchorage is too deep or crowded
to make paying out more rode a viable solution.
Kellets should weigh between 25 to 35 pounds for a typical 35-foot vessel, but this can be increased in
severe weather to generate additional holding power. Ideally the kellet should be positioned roughly
halfway along the rode between bow and anchor (figure 8), but this can be varied to compensate for
local conditions. For example, placing it further up increases the shock absorbing qualities of the rig,
while lowering it closer to the anchor increases holding power. The kellet retrieval line should be
attached to a bow deck cleat and kept fairly taut to reduce chances of fouling.
Fouled Anchors
As we try so hard to get our anchors to set quickly and hold fast, it’s only a matter of time before we’re
faced with the opposite problem – the anchor we can’t get to break free. Probably the easiest thing to
try first is using the vessel’s own buoyancy and whatever wave action there is to help out. Position your
boat so that the rode is vertical, then snub it up as tight as you can with each successive dip of the bow,
letting the pumping action of the vessel work the anchor free. If this doesn’t work, let out a little scope
(2:1) and motor forward in efforts to back the hook out – circling the anchor while keeping the rode
tight may work as well. Finally, if you remembered to install a trip line (figure 10) you have the option
of retrieving the buoy and trying to trip or pull the anchor free from the opposite direction with it. The
above tricks will put your anchor on deck 95% of the time, but at some point you’ll drop the hook and
Davy Jones just won’t let go (and I’m not talking about that guy from the MONKEYS either). What you
do then will be based on circumstances and what you have in your bag of tricks.
If the water’s clear and the weather nice, grab you snorkel or diving gear and check things out. If that’s
not an option, take a look at the chart for your anchorage and try to figure out what you could be hung
on (rocks, cable, etc) and take appropriate action. If you think a cable or old anchor chain is the culprit,
utilizing an anchor rider or chaser (figure 11) may do the trick. Shackle a short length of chain together
to form a loop around the anchor rode, then lower it down to the anchor using a messenger line of
double braided nylon (3/8” minimum) – double braided line has less stretch than three-strand and
won’t snapback if it breaks or when the anchor is comes free. Once you’ve worked the chaser over the
anchor’s shank (keeping the rode tight and vertical will make this easier) use the messenger to pull the
anchor backwards and hopefully free from the obstruction.
In extreme cases you may have to buoy the rode, cast it off, then try backing out the anchor with the
messenger by pulling 180 degrees from where you were originally anchored. You can also try fishing
for the troublesome chain or cable with a grapnel (figure 12) but be sure to attach a trip line to the
grapnel’s crown to aid in retrieval in case it gets stuck too!
19. What is Girding and Scouring with reference to Tugs?

Girding:
It is the term used to describe a Tug being towed sideways by the vessel she is supposed to tow.
The danger arises when vessel moves suddenly ahead / astern without giving any warning to the Master,
so that before the Tug Master can swing his tug in line with his tow line, the tow line leads abeam.
This is a very dangerous situation and the tug may even capsise often with a heavy loss of life.
The height of the Towing Hook, the speed and the rate of swing of the towed vessel are all very
important factors. Ample warning must therefore be given to the tugs if the vessel is to move ahead or
astern or if the likely hood presents itself.
The Girding of the tug may be avoided by using a Gob Line.
It is a small length of rope, used to Bowse the Tow Line to the stern of the tug to prevent Girding.
Scouring:
It is the term given to the use of a stream of water from a Tug’s propellers directed as far as possible to
Scour Away the sea bed which is silting up the Stranded hull.
It is often this silting which exerts pressure holding the vessel in place.
Procedure for Scouring:
The area should be roughly surveyed and the depth checked.
Tug is secured to the ship by a Hawser from the Towing Hook.
The Manila Hawser is lead to each quarter for heaving the Tug up and down the ships side and the head
rope for each bow for altering the Tugs inclination to the ships fore and aft line.
The tugs should have both her anchors out on an Open Moor.
If Tunneling beneath the Keel, the tugs may make an angle of 70 Degs with the vessel and if the Bilge
area is to be cleared then the Angle is 30 Degs.
20. Action to be taken when the ship is aground

The following guidelines should be kept in mind when the ship is aground and assistance is required. The
questions should be answered as detailed as possible and the complete information is to be transmitted
either by telex, e-mail or ship's telephone to the person in charge ashore.
When a ship has run aground various factors have to be considered before any action is taken.
Prior to any immediate refloating attempt the master should obtain full information about any possible
structural damage to the ship. If the ship is structurally intact and the surrounding circumstances have been
carefully considered, an immediate attempt may be made by using the own engines and other means
available within the ship, e. g. transferring of fuel and/or ballast water within the ship, however always
keeping in mind that such action is liable to cause additional damage to the ship because of stresses rising
beyond acceptable limits and changing stability conditions.
If an early refloating attempt did not have any success or seems to be not reasonable, help from outside will
be necessary, either in the form of technical and/or nautical advise, lightening, tug assistance or other
means.
To put the outside person(s), this in most of the cases will be the owner of the ship and/or the representatives
of the Hull and Machinery underwriters in a position to give qualified assistance a minimum amount of
information is a must.
Controlled flooding
If outside assistance is not immediately available the ship may be further damaged by tidal action, wave
action combined with the effects of the wind and weather. As a general rule, a ship should be held firmly
aground and kept from becoming "lively" until refloating operations are started.
Attention must, however, be paid to the possibility that this action may increase the stress on the ship's
hull.
21. What are the legal and commercial actions to be taken in event of Grounding?
1) Try to minimize immediate danger such as pollution, fire etc
2) While taking tug assistance, consider:
3) LOF, if the danger imminent
4) Salvage contract if the situation permits

5) Use all available means of the ship to refloat the vessel.
6) Keep all records of incidents and actions. Appropriate records to be entered in:
Deck log book
Movement book
Engine log book
Telegraph recorder
Echo sounder graph
Used chart
Entry to be made in official log book.
Record of all damage and subsequent actions
7) Prepare a statement of fact of all the happenings
8) Prepare a note of protest, stating the facts only
9) If it is possible to refloat the vessel, consider the possibility of proceeding to voyage or deviating to
Port of Refuge
22. What preparations for Heavy / Rough Weather?

Heavy Weather Precautions:
1. Navigation in heavy weather is defined as conditions with winds of Beaufort Scale 7 or more and
a Significant Wave Height of 4 meters or more.
2. The officer of the watch (OOW) shall collect necessary weather information and navigational
warnings and report same to the Master.
3. During navigation in heavy weather, if there occur any sudden changes in climatic conditions
the OOW shall report to the Master immediately.
4. The Master shall obtain forecast for the area. Passage plan shall be checked for estimated time
of passing such area. If not on weather routing advice already, in case of severe storm, he may
ask for such services through the operator.
5. The Master shall, if possible, select a reasonable route that allows the vessel to avoid navigation
in heavy weather or keep a safe distance from the storm centre
6. The Master must regulate speed and/or alter course in heavy weather, as required by good
seamanship, in order to avoid the possibility of damage to ship and cargo, also to avoid needless
expenditure of fuel.
7. Reduction of a few revolutions will make a considerable difference to the motion of the ship, but
very little difference in voyage time.
8. When he judges that the vessel will be in heavy weather, the Master shall take necessary
countermeasures mentioned in the “Navigation in Heavy Weather Checklist” .
9. If vessel is available to use a certain cargo tank designated for Heavy Weather Ballasting, and
the Master considers it necessary to do so due to inadequate draft, he shall inform it to the
company and also he shall take all necessary precautions for this Ballasting and De-ballasting
process.
10. Inspection before entering and after leaving heavy weather
The Master shall inspect the vessel and cargo during navigation in (if practicable) and just after
heavy weather conditions and advise Company if any damage has occurred.
Any possible (even if temporary) repairs by ship staff either to the Hull, Fittings or to the Cargo
(Containers) must be attempted by ship staff as soon as weather abates.

23. Plan voyage fm Goa to Suez in South-West Monsoon (Heavy weather & ISPS)
Refer MSC.1/1339 – Piracy and Armed Robbery against Ships in waters off the coast of Somalia
14. Sep.2011 (Best Management Practices 4)
1. Register at MSCHOA (Maritime Security Service Horn of Africa)
Vessel movement registration form submitted to MSCHOA prior entering High Risk Area (bounded
by Suez & Strait of Hormuz to the North, 100 South and 780 East- National Convoy
2. Report to UKMTO (The UK Maritime Trade Operations, Dubai Office)
On entering UKMTO Voluntary Reporting Area, send Vessel Position Reporting Form – Initial
Report; daily Report by email @0800 GMT - “VPRF – Daily PR”
3. Implement SPM’s (Ship Protection Measures described in BMP 4)
CITADEL; Safe Muster Point
IRTC - International Recommended Transit Corridor
National Convoys – Naval / Military protected Convoys through IRTC
UKMTO:
1) Primary point of Contact for Merchant Vessels and liaison with Military forces in the Region;
2) administers the Voluntary Reporting Scheme, where Merchant vessels are encouraged to send
reports, providing position, Co / Speed and ETA to next port while transiting Suez, bound by 100
South and 780 East;
3) tracks vessels and reports / information is provided to CMF and EU Headquarters
IMB-PRC (International Maritime Bureau’s Piracy Reporting Centre:
First point of Contact to report an actual / attempted Piracy attack; even suspicious movements
thus initiating the process of Response;
What is “Citadel” Anti-Piracy Method?
A citadel refers to a room where the crew of the ship can hide in case there is a pirate attack on the ship
or when the pirates are aboard the ship.
In recent times, the usage and incorporation of the citadel method in ships to protect the ship’s crew
against maritime piracy has increased.
There are however several aspects that need to be noted about the citadel anti-piracy method. Some of
the key points can be listed down as follows:
1) The citadel anti-piracy method is recommended to be installed in ships as per the regulations of the
International Maritime Security Centre
2) The citadel requires having not just food and water supplies but also effective communication
channels to be able to communicate with the outside world, with a proper system of ventilation and
a first aid kit
3) The room can also be fitted with CCTV cameras and should have the control for switching off the
engines – both main and auxiliary
4) The citadel needs to be properly planned and constructed. The anti-piracy fortification is like a last
attempt on the part of the ship’s crew to escape from the pirates. This is why there cannot be any
loopholes in the construction of the stronghold
5) The entire marine piracy stronghold needs to be amidst a circle of defenses that extend up to 1500
metres
How beneficial is Citadel Anti-Piracy Method?

Just as the technique to counter marine piracy should be an effective one; without proper knowledge to
use the citadel technique, the method could prove to be dangerous. This is why the crew of the ship
needs to understand how everything operates in the citadel and what are the important points that
needed to be taken into consideration. If these details are not paid attention to, then the citadel could
itself end up being a fatal prison for the crew assembled there for protection.
Moreover, constructing a citadel is also very expensive. This is because the room has to be complete
and thoroughly made to withstand any kind of weapon impact and should have the necessary
equipments. For this reason, sometimes ship’s engine room is used as citadel to escape the pirates.
Major shipping companies regard the expenditure of the anti-piracy stronghold as one of the biggest
expenditures that they need to carry out. But the same level of expenditure when compared to the
amount of ransom demanded by pirates appears to be very minimal. For this sole reason, many
shipping companies have decided to go for the citadel especially in those ships which have a route that
passes through waters where marine piracy abounds.
With the help of citadel, hostage situation due to maritime piracy can be successfully thwarted, making
the methodology a highly favourable one. However, all the precautionary steps should be taken to make
sure that it safe and secure for the ship’s crew.
Citadel Guidelines:
A Citadel is a designated pre-planned area purpose built into the ship where, in the event of imminent
boarding by pirates, all crew will seek protection. A Citadel is designed and constructed to resist a
determined pirate trying to gain entry. Such a space would probably have, but not be limited to, its own
self-contained air-conditioning, emergency rations, water supply, good external communications,
emergency shut-down capability for the main and auxiliary engines,
and remotely operated CCTV cameras.
A Citadel is to provide longer term protection of the crew.
Ship Operators and Masters are strongly advised to check directly with MSCHOA regarding the use of
Citadels (see contact details in Annex A).
The whole concept of the Citadel approach is lost if any crew member is left outside before it is secured.
The ability to communicate is very important as the crew needs to be able to confirm that they are all in
a secured space and that anyone a potential boarding party encounters can safely be assumed to be
hostile.
The guide is negative on the use of defensive force such as weapons and pyrotechnics, which I disagree
with (As noted here ‘Armed Merchant Ship Crews Will Not Escalate The Pirate Problem‘ and here ‘On
Defending Unarmed Merchant Ships Against Pirates‘), but otherwise it is a good guide and resource for
vessels transiting the area to reduce their risk of being taken over by pirates.
copy of the guide for the construction of Citadels is available to the Shipping Industry from the
MSCHOA website, www.mschoa.org for which an account is registered.
24. What are the Re-floating techniques after running aground?
Every now then you will run aground; it is part of the life of an adventurous cruising sailor.
Extensive equipment and vessel damage can be sustained if a grounding incident is badly handled. The
vessel may go on to be lost if caught out whilst aground. Having a range of techniques to safely re-float
a grounded vessel is a key maritime skill.
When you run aground it takes a few seconds to comprehend what is going on; the boat grinds to a halt
for no discernable reason; the rig might judder alarmingly; the skipper and crew lunge forward as if on
a train that has hit the buffers; the dinghy, if towed, crashes into your transom and, if the engine is
running, gets its painter tangled around the prop.
As soon as you realize you are aground – STOP!

Put the engine into reverse.
Do not gamble that if you continue forwards you will ride over the obstruction into deep water again.
This NEVER happens.
Only direction in which one can confidently predict there is deep water is that from which one has come
The next course of action is damage limitation. You must stop the situation from getting worse.
It is important to act quickly if the wind or current are driving you further into shallow water.
1) Recognize that you are aground as soon as possible and stop forward motion.
2) If motoring, go into reverse immediately. If sailing, get the sails down, check for lines in the
water and start the engine, then go into reverse. Be aware that your rudder is vulnerable when
backing up in shallow water.
3) If this fails, limit the damage by getting an anchor out to windward. If possible orient the boat to
provide the most protection from wind or waves.
4) Reduce draft by heeling the boat. A very effective method is by pulling on a masthead halyard.
5) Another method is putting weight onto the end of the swung out boom; a crewmember or a
flooded dinghy being the main candidates. Motor or tow the boat off into deeper water.
Seek assistance from the professionals, or hail a passing Good Samaritan.
6) Running your engine in shallow water and when aground churns up the bottom: Check your raw
water intake strainer; if it is filled with sand and mud check your raw water pump impellor for
damage.
25. Define the following General Terms relating to Manoeuvring characteristics:

1) Inherent dynamic stability: A ship is dynamically stable on a straight course if it, after a small
disturbance, soon will settle on a new straight course without any corrective rudder. The
resultant deviation from the original heading will depend on the degree of inherent stability and
on the magnitude and duration of the disturbance.
2) Course-keeping ability: The course-keeping quality is a measure of the ability of the steered
ship to maintain a straight path in a predetermined course direction without excessive
oscillations of rudder or heading. In most cases, reasonable course control is still possible
where there exists an inherent dynamic instability of limited magnitude.
3) Initial turning/course-changing ability: The initial turning ability is defined by the change-of-
heading response to a moderate helm, in terms of heading deviation per unit distance sailed (the
P number) or in terms of the distance covered before realizing a certain heading deviation (such
as the "time to second execute" demonstrated when entering the zig-zag manoeuvre).
4) Yaw checking ability: The yaw checking ability of the ship is a measure of the response to
counter-rudder applied in a certain state of turning, such as the heading overshoot reached
before the yawing tendency has been cancelled by the counter-rudder in a standard zig-zag
manoeuvre.
5) Turning ability: Turning ability is the measure of the ability to turn the ship using hard-over
rudder. The result being a minimum "advance at 90° change of heading" and "tactical diameter"
defined by the "transfer at 180° change of heading". Analysis of the final turning diameter is of
additional interest.
6) Stopping ability: Stopping ability is measured by the "track reach" and "time to dead in water"
realized in a stop engine-full astern manoeuvre performed after a steady approach at full test
speed. Lateral deviations are also of interest, but they are very sensitive to initial conditions and
wind disturbances.

26. A.949(23): GUIDELINES ON PLACES OF REFUGE FOR SHIPS IN NEED OF ASSISTANCE

5 March 2004 (Adopted on 5 December 2003)
Table of Contents
1 General
1.1 to 1.7 Introduction
1.8 to 1.11 Background
1.12 to 1.17 Purpose of the guidelines
1.18 to 20 Definitions
2 Guidelines for action required of masters and or salvors in need of places of refuge
2.1 Appraisal of the situation
2.2 Identification of hazards and assessment of associated risks
2.3 Identification of required actions
2.4 Contacting the authority of the coastal State
2.5 to 2.6 Establishment of responsibilities and communications with all parties involved
2.7 to 2.8 Response actions
2.9 Reporting procedures
3 Guidelines for actions expected of coastal States
3.4 to 3.8 Assessment of places of refuge
3.9 Event-specific assessment
3.10 to 3.11 Expert analysis
3.12 to 3.14 Decision-making process for the use of a place of refuge
Appendix 1 Applicable international conventions
Appendix 2 Guidelines for the evaluation of risks associated with the provision of places of
refuge
1 General
Introduction
Objectives of providing a place of refuge
1.1 Where the safety of life is involved, the provisions of the SAR Convention should be
followed. Where a ship is in need of assistance but safety of life is not involved, these guidelines
should be followed.
1.2 The issue of .places of refuge. is not a purely theoretical or doctrinal debate but the solution to a
practical problem: What to do when a ship finds itself in serious difficulty or in need of assistance
without, however, presenting a risk to the safety of life of persons involved. Should the ship be
brought into shelter near the coast or into a port or, conversely, should it be taken out to sea?
1.3 When a ship has suffered an incident, the best way of preventing damage or pollution from its
progressive deterioration would be to lighten its cargo and bunkers; and to repair the damage. Such an
operation is best carried out in a place of refuge.
1.4 However, to bring such a ship into a place of refuge near a coast may endanger the coastal State,
both economically and from the environmental point of view, and local authorities and populations
may strongly object to the operation.

1.5 While coastal States may be reluctant to accept damaged or disabled ships into their area of
responsibility due primarily to the potential for environmental damage, in fact it is rarely possible to
deal satisfactorily and effectively with a marine casualty in open sea conditions.
1.6 In some circumstances, the longer a damaged ship is forced to remain at the mercy of the
elements in the open sea, the greater the risk of the vessel.s condition deteriorating or the sea, weather
or environmental situation changing and thereby becoming a greater potential hazard.
1.7 Therefore, granting access to a place of refuge could involve a political decision which can only
be taken on a case-by-case basis with due consideration given to the balance between the advantage
for the affected ship and the environment resulting from bringing the ship into a place of refuge and
the risk to the environment resulting from that ship being near the coast.
Background
1.8 There are circumstances under which it may be desirable to carry out a cargo transfer operation
or other operations to prevent or minimize damage or pollution. For this purpose, it will usually be
advantageous to take the ship to a place of refuge.
1.9 Taking such a ship to a place of refuge would also have the advantage of limiting the extent of
coastline threatened by damage or pollution, but the specific area chosen may be more severely
threatened. Consideration must also be given to the possibility of taking the affected ship to a port or
terminal where the transfer or repair work could be done relatively easily. For this reason the decision
on the choice and use of a place of refuge will have to be carefully considered.
1.10 The use of places of refuge could encounter local opposition and involve political decisions.
The coastal States should recognize that a properly argued technical case, based on a clear description
of the state of the casualty, would be of great value in any negotiations which may take place.
1.11 At the international level, the Conventions listed in Appendix 1, as may be amended, constitute,
inter alia, the legal context within which coastal States and ships act in the envisaged circumstances.
Purpose of the Guidelines

1.12 The purpose of these Guidelines is to provide Member Governments, shipmasters,
companies (particularly in connection with the ISM Code and procedures arising therefrom),
and salvors with a framework enabling them to respond effectively and in such a way that, in
any given situation, the efforts of the shipmaster and shipping company concerned and the
efforts of the government authorities involved are complementary. In particular, an attempt has
been made to arrive at a common framework for assessing the situation of ships in need of
assistance.
1.13 These Guidelines do not address the issue of operations for the rescue of persons at sea,
inasmuch as the practical difficulties that have given rise to the examination of the issue of places of
refuge relate to problems other than those of rescue. Two situations can arise:
- the ship, according to the master.s assessment, is in need of assistance but not in a distress situation
(about to sink, fire developing, etc.) that requires the evacuation of those on board; or
- those on board have already been rescued, with the possible exception of those who have stayed on
board or have been placed on board in an attempt to deal with the situation of the ship.
1.14 If, however, in an evolving situation, the persons on board find themselves in distress, the
rules applicable to rescue operations under the SAR Convention, the IAMSAR Manual and
documents arising therefrom have priority over the present Guidelines (and procedures arising
herefrom).
1.15 In any case the competent MRCC should be informed about any situation which may develop
into a SAR incident.
1.16 Even though a .rescue. operation, as defined in the International Convention on Maritime Search
and Rescue (SAR) is not the case, the safety of persons must nevertheless be constantly borne in mind
in the application of these Guidelines, particularly in two respects:
- if the ship poses a risk (explosion, serious pollution, etc.) to the life of persons in the vicinity (crews
of salvage vessels, port workers, inhabitants of the coastal area, etc.);
- if persons voluntarily stay (master, etc.) or go (fire-fighters and other experts, personnel of marine
salvage or towage companies, etc.) on board to attempt to overcome the difficulties experienced by the
ship.
1.17 These Guidelines do not address the issue of liability and compensation for damage resulting
from a decision to grant or deny a ship a place of refuge.
Definitions
1.18 Ship in need of assistance means a ship in a situation, apart from one requiring rescue of
persons on board, that could give rise to loss of the vessel or an environmental or navigational
hazard.
1.19 Place of refuge means a place where a ship in need of assistance can take action to enable it
to stabilize its condition and reduce the hazards to navigation, and to protect human life and the
environment.
1.20 MAS means a maritime assistance service, as defined 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.
2 GUIDELINES FOR ACTION REQUIRED OF MASTERS AND/OR SALVORS OF SHIPS IN

NEED OF A PLACE OF REFUGE
Appraisal of the situation
2.1 The master should, where necessary with the assistance of the company and/or the salvor,
identify the reasons for his/her ship’s need of assistance. (Refer to paragraph 1 of Appendix 2.)
Identification of hazards and assessment of associated risks
2.2 Having made the appraisal referred to in paragraph 2.1 above, the master, where necessary with
the assistance of the company and/or the salvor, should estimate the consequences of the potential
casualty, in the following hypothetical situations, taking into account both the casualty assessment
factors in their possession and also the cargo and bunkers on board:
- if the ship remains in the same position;
- if the ship continues on its voyage;
- if the ship reaches a place of refuge; or
- if the ship is taken out to sea.
Identification of the required actions
2.3 The master and/or the salvor should identify the assistance they require from the coastal State in
order to overcome the inherent danger of the situation. (Refer to paragraph 3 of Appendix 2.)
Contacting the authority of the coastal State
2.4 The master and/or the salvor should make contact with the coastal State in order to transmit to it
the particulars referred to in paragraphs 2.1 to 2.3 above. They must in any case transmit to the coastal
State the particulars required under the international conventions in force. Such contact should be
made through the coastal State.s Maritime Assistance Service (MAS), as referred to in resolution
A.950(23).
Establishment of responsibilities and communications with all parties involved
2.5 The master and/or the salvor should notify the MAS of the actions that are intended to be taken
and within what period of time.
2.6 The MAS should notify the master and/or the salvor of the facilities that it can make available
with a view to assistance or admittance of the ship to a place of refuge, if required.

Response actions
2.7 Subject, where necessary, to the coastal State.s prior consent, the shipmaster and the shipping
company concerned should take any necessary response actions, such as signing a salvage or towage
agreement or the provision of any other service for the purpose of dealing with the ship.s situation.
2.8 The master, the company and, where applicable, the salvor of the ship should comply with the
practical requirements resulting from the coastal State.s decision-making process referred to in
paragraphs 3.12 to 3.14.
Reporting procedures
2.9 The reporting procedures should be in accordance with the procedures laid down in the safety
management system of the ship concerned under the ISM Code or resolution A.852(20) on Guidelines
for a structure of an integrated system of contingency planning for shipboard emergencies, as
appropriate.
3 GUIDELINES FOR ACTIONS EXPECTED OF COASTAL STATES
3.1 Under international law, a coastal State may require the ship.s master or company to take
appropriate action within a prescribed time limit with a view to halting a threat of danger. In cases of
failure or urgency, the coastal State can exercise its authority in taking responsive action appropriate
to the threat.
3.2 It is therefore important that coastal States establish procedures to address these issues, even if
no established damage and/or pollution has occurred.
3.3 Coastal States should, in particular, establish a Maritime Assistance Service (MAS).2
Assessment of places of refuge
Generic assessment and preparatory measures
3.4 It is recommended that coastal States endeavour to establish procedures consistent with these
Guidelines by which to receive and act on requests for assistance with a view to authorizing, where
appropriate, the use of a suitable place of refuge.
3.5 The maritime authorities (and, where necessary, the port authorities) should, for each place of
refuge, make an objective analysis of the advantages and disadvantages of allowing a ship in need of
assistance to proceed to a place of refuge, taking into consideration the analysis factors listed in
paragraph 2 of Appendix 2.
3.6 The aforementioned analysis, which should take the form of contingency plans, is to be in
preparation for the analysis provided for below when an incident occurs.
3.7 The maritime authorities, port authorities, authorities responsible for shoreside safety and
generally all governmental authorities concerned should ensure that an appropriate system for
information-sharing exists and should establish communications and alert procedures (identification of
contact persons, telephone numbers, etc.), as appropriate.
3.8 The aforementioned authorities should plan the modalities for a joint assessment of the situation.
Event-specific assessment
Analysis factors
3.9 This analysis should include the following points:
- seaworthiness of the ship concerned, in particular buoyancy, stability, availability of means of
propulsion and power generation, docking ability, etc.;
- nature and condition of cargo, stores, bunkers, in particular hazardous goods;
- distance and estimated transit time to a place of refuge;
- whether the master is still on board;
- the number of other crew and/or salvors and other persons on board and an assessment of human
factors, including fatigue;

- the legal authority of the country concerned to require action of the ship in need of assistance;
- whether the ship concerned is insured or not insured;
- if the ship is insured, identification of the insurer, and the limits of liability available;
- agreement by the master and company of the ship to the proposals of the coastal State/salvor to
proceed or be brought to a place of refuge;
- provisions of the financial security required;
- commercial salvage contracts already concluded by the master or company of the ship;
- information on the intention of the master and/or salvor;
- designation of a representative of the company at the coastal State concerned;
- risk evaluation factors identified in Appendix 2; and
- any measures already taken.
Expert analysis
3.10 An inspection team designated by the coastal State should board the ship, when appropriate and
if time allows, for the purpose of gathering evaluation data. The team should be composed of persons
with expertise appropriate to the situation.
3.11 The analysis should include a comparison between the risks involved if the ship remains at sea
and the risks that it would pose to the place of refuge and its environment. Such comparison should
cover each of the following points:
- safeguarding of human life at sea;
- safety of persons at the place of refuge and its industrial and urban environment (risk of fire or
explosion, toxic risk, etc.);
- risk of pollution;
- if the place of refuge is a port, risk of disruption to the port.s operation (channels, docks, equipment,
other installations);
- evaluation of the consequences if a request for place of refuge is refused, including the possible
effect on neighbouring States; and
- due regard should be given, when drawing the analysis, to the preservation of the hull, machinery
and cargo of the ship in need of assistance.
After the final analysis has been completed, the maritime authority should ensure that the other
authorities concerned are appropriately informed.
Decision-making process for the use of a place of refuge

3.12 When permission to access a place of refuge is requested, there is no obligation for the coastal
State to grant it, but the coastal State should weigh all the factors and risks in a balanced manner and
give shelter whenever reasonably possible.
3.13 In the light of the outcome of the assessment provided for above, the coastal State should decide
to allow or refuse admittance, coupled, where necessary, with practical requirements.
3.14 The action of the coastal State does not prevent the company or its representative from being
called upon to take steps with a view to arranging for the ship in need of assistance to proceed to a
place of refuge. As a general rule, if the place of refuge is a port, a security in favour of the port will
be required to guarantee payment of all expenses which may be incurred in connection with its
operations, such as: measures to safeguard the operation, port dues, pilotage, towage, mooring
operations, miscellaneous expenses, etc.

APPENDIX 1
APPLICABLE INTERNATIONAL CONVENTIONS
At the international level, the following Conventions and Protocols are in force and constitute, inter
alia, the legal context within which coastal States and ships act in the envisaged circumstances3:
- United Nations Convention on the Law of the Sea (UNCLOS), in particular article 221 thereof;4
- International Convention relating to Intervention on the High Seas in Cases of Oil Pollution
Casualties (the Intervention Convention), 1969, as amended;
- Protocol relating to Intervention on the High Seas in Cases of Pollution by substances other than Oil,
1973;
- International Convention for the Safety of Life at Sea, 1974 (SOLAS 1974), as amended, in
particular chapter V thereof;
- International Convention on Salvage, 1989 (the Salvage Convention);5
- International Convention on Oil Pollution Preparedness, Response and Co-operation, 1990 (the
OPRC Convention);
- International Convention for the Prevention of Pollution from Ships, 1973, as modified by the
Protocol of 1978 (MARPOL 73/78);
- International Convention on Maritime Search and Rescue, 1979 (SAR 1979), as amended.
- Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter, 1972
3 It is noted that there is at present no international requirement for a State to provide a place of
refuge for vessels in need of assistance.
4
.1. Nothing in this Part shall prejudice the right of States, pursuant to international law, both
customary and conventional, to take and enforce measures beyond the territorial sea proportionate to
the actual or threatened damage to protect their coastline or related interests, including fishing, from
pollution or threat of pollution following upon a maritime casualty or acts relating to such a casualty,
which may reasonably be expected to result in major harmful consequences.
2. For the purposes of this article, .maritime casualty. means a collision of vessels, stranding or other
incident of navigation, or other occurrence on board a vessel or external to it resulting in material
damage or imminent threat of material damage to a vessel or cargo..
5 Parties to the International Convention on Salvage, 1989 (Salvage 1989), are obliged under
article 11 of the Convention when considering a request for a place of refuge, to take into account the
need for co-operation between salvors, other interested parties and public authorities to ensure the
efficient and successful performance of salvage operations. Article 11 of the Salvage Convention
states:
A State Party shall, whenever regulating or deciding upon matters relating to salvage operations such
as admittance to ports of vessels in distress or the provision of facilities to salvors, take into account
the need for co-operation between salvors, other interested parties and public authorities in order to
ensure the efficient and successful performance of salvage operations for the purpose of saving life or
property in danger as well as preventing damage to the environment in general..
- Convention Relating to Civil Liability in the Field of Maritime Carriage of Nuclear Material, 1971
- Convention on Limitation of Liability for Maritime Claims (LLMC), 1976
- International Convention on Civil Liability for Oil Pollution Damage (CLC), 1969
- International Convention on Civil Liability for Oil Pollution Damage (CLC), 1992
- International Convention on the Establishment of an International Fund for Compensation for Oil
Pollution Damage (FUND), 1992.

APPENDIX 2 GUIDELINES FOR THE EVALUATION OF RISKS ASSOCIATED WITH

THE PROVISION OF PLACES OF REFUGE
When conducting the analysis described in paragraphs 3.4 to 3.8, in addition to the factors described
in paragraph 3.9, the following should be considered.
1 Identification of events, such as:
-fire
-explosion
-damage to the ship, including mechanical and/or structural failure
-collision
-pollution
-impaired vessel stability
-grounding.
2 Assessment of risks related to the identified event taking into account:
.1 Environmental and social factors, such as:
-safety of those on board
- threat to public safety
What is the nearest distance to populated areas?
-pollution caused by the ship
- designated environmental areas
Are the place of refuge and its approaches located in sensitive areas such as areas of high ecological
value which might be affected by possible pollution?
Is there, on environmental grounds, a better choice of place of refuge close by?
-sensitive habitats and species
- fisheries
Are there any offshore and fishing or shellfishing activities in the transit area or in the approaches to
the place of refuge or vicinity which can be endangered by the incoming ship in need of assistance?
- economic/industrial facilities
What is the nearest distance to industrial areas?
-amenity resources and tourism
- facilities available
Are there any specialist vessels and aircraft and other necessary means for carrying out the required
operations or for providing necessary assistance?
Are there transfer facilities, such as pumps, hoses, barges, pontoons?
Are there reception facilities for harmful and dangerous cargoes?
Are there repair facilities, such as dockyards, workshops, cranes?
.2 Natural conditions, such as:
Prevailing winds in the area.
Is the place of refuge safely guarded against heavy winds and rough seas?
Tides and tidal currents.
- weather and sea conditions
Local meteorological statistics and number of days of inoperability or inaccessibility of the place of
refuge.
- bathymetry
Minimum and maximum water depths in the place of refuge and its approaches.
The maximum draught of the ship to be admitted. Information on the condition of the bottom, i.e.,
hard, soft, sandy, regarding the possibility to ground a problem vessel in the haven or its approaches.
-seasonal effects including ice
- navigational characteristics
In the case of a non-sheltered place of refuge, can salvage and lightering operations be safely
conducted?
Is there sufficient space to manoeuvre the ship, even without propulsion?
What are the dimensional restrictions of the ship, such as length, width and draught?
Risk of stranding the ship, which may obstruct channels, approaches or vessel navigation.
Description of anchorage and mooring facilities in the place of refuge.
- operational conditions, particularly in the case of a port
Is pilotage compulsory and are pilots available?
Are tugs available? State their number and horsepower.
Are there any restrictions? If so, whether the ship will be allowed in the place of refuge, e.g. escape of
poisonous gases, danger of explosion, etc.
Is a bank guarantee or other financial security acceptable to the coastal State imposed on the ship
before admission is granted into the place of refuge?
.3 Contingency planning, such as:
-competent MAS
- roles and responsibilities of authorities and responders
Fire fighting capability
-response equipment needs and availability
- response techniques
Is there a possibility of containing any pollution within a compact area?
- international co-operation
Is there a disaster relief plan in the area?
-evacuation facilities
.4 Foreseeable consequences (including in the media) of the different scenarios envisaged with regard
to safety of persons and pollution, fire, toxic and explosion risks.
Emergency response and follow-up action, such as:
-lightering
-pollution combating
-towage
-stowage
-salvage
-storage.

27. What do you know about Res. A. 949 (23) and A. 950 (23)?
Resolution A. 949(23) Guidelines on places of refuge for ships in need of assistance are intended for
use when a ship is in need of assistance but the safety of life is not involved. Where the safety of life is
involved, the provisions of the SAR Convention should continue to be followed.
The guidelines recognize that, when a ship has suffered an incident, the best way of preventing damage
or pollution from its progressive deterioration is to transfer its cargo and bunkers, and to repair the
casualty. Such an operation is best carried out in a place of refuge. However, to bring such a ship into a
place of refuge near a coast may endanger the coastal State, both economically and from the
environmental point of view, and local authorities and populations may strongly object to the operation.
Therefore, granting access to a place of refuge could involve a political decision which can only be
taken on a case-by-case basis. In so doing, consideration would need to be given to balancing the
interests of the affected ship with those of the environment.
Resolution A. 950(23) Maritime Assistance Services (MAS), recommends that all coastal States should
establish a maritime assistance service (MAS). The principal purposes would be to receive the various
reports, consultations and notifications required in a number of IMO instruments; monitoring a ship's
situation if such a report indicates that an incident may give rise to a situation whereby the ship may be
in need of assistance; serving as the point of contact if the ship's situation is not a distress situation but
nevertheless requires exchanges of information between the ship and the coastal State, and for serving
as the point of contact between those involved in a marine salvage operation undertaken by private
facilities if the coastal State considers that it should monitor all phases of the operation.
The need to review the issues surrounding the need for places of refuge was included in a list of
measures aimed at enhancing safety and minimizing the risk of oil pollution, drawn up in December
2000 in response to the Erika incident of December 1999.
Further urgency to the work came in the aftermath of the incident involving the fully laden
tanker Castor which, in December 2000, developed a structural problem in the Mediterranean Sea.
In early 2001, IMO Secretary-General Mr. William O'Neil suggested that the time had come for the
Organization to undertake, as a matter of priority, a global consideration of the problem of places of
refuge for disabled vessels and adopt any measures required to ensure that, in the interests of safety of
life at sea and environmental protection, coastal States reviewed their contingency arrangements so that
such ships are provided with assistance and facilities as might be required in the circumstances.
The November 2002 sinking of the Prestige further highlighted the issue.
Ships with structural damage and a dirty or volatile cargo in their tanks are not among the most
welcomed visitors in the coastal waters of any State and there is little point in attempting to apportion
blame on those who have made decisions to keep stricken ships away from their coastlines.
Nonetheless, in some cases, a refusal could result in compounding the problem, which may ultimately
result in endangering life, the ship and the environment.
28. What is Harmonization of Contingency Plan?

A. 852(20) - Guidelines for a Structure of an Integrated System of Contingency Planning for
Shipboard Emergencies. These Guidelines, prepared by (MSC) of the (IMO), contain guidance to
assist in the preparation of an integrated system of contingency planning for shipboard emergencies.
It is intended to be used for the preparation and use of a module structure of an integrated system of
shipboard emergency plans.
The high number of non-harmonized shipboard contingency plans justifies the development of an
integrated system and the harmonization of the structure of contingency plans.

Shipboard emergency preparedness is required under chapter 8 of the ISM Code, under chapter III,
regulation 24-4 of the SOLAS Convention, as adopted at the SOLAS Conference November 1995, and
under MARPOL 73/78, Annex I, regulation 26.
To implement the SOLAS and MARPOL regulations, there must be shipboard procedures and
instructions. These Guidelines provide a framework for formulating procedures for the effective
response to emergency situations identified by the company and shipboard personnel.
In this context the main objectives of these Guidelines are:
to assist companies in translating the requirements of the regulations into action by making use
of the structure of the integrated system;
to integrate relevant shipboard emergency situations into such a system;
to assist in the development of harmonized contingency plans which will enhance their
acceptance by shipboard personnel and their proper use in an emergency situation;
to encourage Governments, in the interests of uniformity, to accept the structure of the integrated
system as being in conformity with the provisions for development of shipboard contingency plans as
required by various IMO instruments, and to refer to these Guidelines when preparing appropriate
national legislation.
2.2 Structure of the system
2.2.1. The structure of the system comprises the following six modules, the titles of which are:
 Module I : Introduction
 Module II : Provisions
 Module III : Planning, preparedness and training
 Module IV: Response actions
 Module V : Reporting procedures
 Module VI: Annex (es).
An example of the arrangement of these modules is shown in appendix 2.
2.2.2. Each module should contain concise information to provide guidance and to ensure that all
appropriate and relevant factors and aspects, through the various actions and decisions during an
emergency response, are taken into account.
2.3 Concept of the system
2.3.1. The system is intended as a tool for integrating the many different plans into a uniform and
modular structured frame. The broad spectrum of the many required plans which may be developed by a
company will result in the duplication of some elements (e.g. reporting) of these plans. Such duplication
can be avoided by using the modular structure of the system referred to in 2.2.1.
2.3.2. Although the initial action taken in any emergency will depend upon the nature and extent of the
incident, there are some immediate actions which should always be taken – the so-called "initial
actions" (see appendix 4). Therefore, a distinction within the plans between "initial actions" and
"subsequent response", which depends on variables like the ship’s cargo, type of the ship, etc., will help
to assist shipboard personnel in dealing with unexpected emergencies and will ensure that the necessary
actions are taken in a priority order.
2.3.3. "Subsequent response" is the implementation of the procedures applicable to the emergency.

29. What is the Marine Electronic Highway Demonstration Project?

Implementation of the Marine Electronic Highway (MEH) Demonstration Project in the Straits of
Malacca & Singapore was given the go ahead in June 2006 following the signing of a US$6.86 million
grant agreement (on 19 June) between the Global Environment Facility (GEF)/World Bank and IMO.
The four-year regional demonstration project aims to link shore-based marine information and
communication infrastructure with the corresponding navigational and communication facilities aboard
transiting ships, while being also capable of incorporating marine environmental management systems.
The overall objectives are to enhance maritime services, improve navigational safety and security and
promote marine environment protection and the sustainable development and use of the coastal and
marine resources of the Straits' littoral States, Indonesia, Malaysia and Singapore.
In addition to the US$6.86 million assigned to IMO for the regional MEH demonstration project, the
GEF/World Bank has also agreed to grant US$1.44 million to Indonesia for the procurement of
equipment for a differential global positioning system (DGPS) station and automatic ship identification
(AIS) stations, as well as tidal instruments and an ocean data buoy.
The MEH is being built upon a network of electronic navigational charts using electronic chart display
and information systems (ECDIS) and environmental management tools, all combining in an integrated
platform covering the region that allows the maximum of information to be made available both to
ships and shipmasters as well as to shore-based users, such as vessel traffic services. The overall system
- which would also include positioning systems, real-time navigational information like tidal and
current data, as well as providing meteorological and oceanographic information - is designed to assist
in the overall traffic management of the Straits and provide the basis for sound marine environmental
protection and management.
The implementation of the demonstration project follows a preparatory phase, from 2001 2005,
involving IMO, the littoral States and other partners, which was also funded by the GEF/World Bank
(amounting to US$473,000).
Start-up activities of the regional component of the MEH demonstration project commence in July 2006
with the recruitment of a Project Manager and consultants to establish the Project Management Office
in Batam, Indonesia; preparation of the first Project Steering Committee Meeting, to be held within the
year; preparation of bidding documents for various goods and services required by the project; as well
as assistance to Indonesia in the procurement of maritime safety facilities. The project's experts will
also prepare the bidding document for a hydrographic survey, scheduled to take place in 2007, of the
Traffic Separation Scheme of the Malacca Strait Routing System from One Fathom Bank to Pulau Iyu
Kecil, using multi-beam technology, with the aim of producing electronic navigation charts of the
Straits.
The financial go-ahead for the project from the GEF/World Bank followed the signing, in Jakarta,
Indonesia, in September 2005, of agreements to co-operate and collaborate to implement the MEH
Project. Signatories to those agreements included the three littoral States, IMO, the International
Hydrographic Organization (IHO), the International Association of Independent Tanker Owners
(INTERTANKO) and the International Chamber of Shipping (ICS).
30. ROR – Arc of Visibility of Lights?

360o - Working Light (N.U.C., R.A.M., C.B.D. etc) White, Green, Red & Yellow
225o - Masthead Light (Fore & Aft) White
112.5o Side Light Green & Red
135o Stern Light White & Yellow (Towing)

31. ROR – Tricky Situations

1) You are in Traffic Lane - a fishing vessel about to be overtaken by a supertanker - Action?
Stand-on with caution maintaining your course and speed
(Any vessel overtaking any other shall keep out of the way of the vessel being overtaken)
2) You are in Traffic Lane and in a head-on situation with another vessel who is in the lane
coming the wrong way - Action?
Sound One short blast and make a bold alteration to starboard and get away from this vessel
(Hoist International code of signals "Y.G." which means he is not complying with the TSS)
Remember to report this vessel to the port authorities who should be tracking both your vessel
and the other vessel, also make an entry into your official log book and fill out an I.R.F.
(Incident Report Form) and send this to the M.A.I.B.
3) In restricted visibility (RV), your overtaking another vessel, will you stand-on or give way?
There are no stand-on vessels in restricted visibility, any situation in restricted visibility
everyone gives way
4) In RV, you are overtaking another vessel, how will you decide on the best way to pass him?
Take the quickest way past him so you can get back onto your original course, go around the
stern of the vessel being overtaken. (Never pass ahead of him)
5) What does it say in Rule 19 Restricted Visibility about overtaking vessels?
Rule 19 (d) (i) - Avoid an alteration to port for a vessel forward of the beam, other than for a
vessel being overtaken (i.e. - UNLESS YOUR AN OVERTAKING VESSEL)
6) What does Rule 19 part (c) say? What does it mean?
Every vessel shall have due regards to the prevailing conditions and circumstances of restricted
visibility – Means:
a) Keep an eye on the weather,
b) Get the skipper up and double up the watch,
c) Open the windows and listen for fog signals,
d) Start to sound your own fog signal
e) Man the radar's
f) Have your engines ready to stop or come astern
g) Be ready to switch the autopilot off and go onto manual steering
h) Close all watertight doors – in case of a collision
7) Autopilots - do you use them while in restricted visibility - if so why do you use them then?
Yes, Because using an autopilot in RV gives you more time to study the radar and listen out for
fog signals, as long as you can switch the autopilot off very quickly and go onto manual steering.
8) What is a safe speed in restricted visibility?
Speed at which the ship can be stopped in half the visible distance, & can be manoeuvred out of
danger in the other half (if the visibility is zero, then minimum speed she can be kept on course)
9) A vessel Not under Command (NUC) is overtaking you, will you stand-on or give way to
this vessel, he is having major problems steering?
He is duty bound to keep clear of you, so you will stand-on with caution
(BE VERY CAUTIOUS WITH THIS VESSEL OVERTAKING YOU)
10) Mis-use of not under command lights is a common thing, so why do vessels do it?
To keep other vessels away from them
11) If you saw a vessel mis-using not under command lights what would you do?
Report the vessel to the coastguard
12) A vessel constrained by her draught, usually what type of vessel is she?
A Super-tanker
13) A small sailing vessel is a very bad radar target, the echo passes over the vessel, how can he
improve his chances of being detected on radar?
By putting up a radar reflector as high up his mast as possible
14) The Master of a Mine clearance vessel considers himself to be RAM. What additional
lights (if any) would he display?
NONE; He is already RAM as per Rule 3 Definitions
15) Your overtaking another vessel, your vessel is sheering, one minute you see a sternlight
then a sidelight then a stern-light then a sidelight, are you a crossing or overtaking vessel?
If in doubt, you make yourself an overtaking vessel and go around the stern of the vessel you are
overtaking.
16) What vessels can use the inshore zone?
A power-driven vessel under 20 meters, sailing vessels, fishing vessels, vessels going to or from
a port, going from port to port in the scheme, going into anchor to do emergency repairs, to
avoid immediate danger, to lay submarine cables or to do repairs to buoys within the scheme.
17) What vessels can use the traffic separation zone?
Fishing vessels, anchor for emergency repairs, crossing vessels, to avoid immediate danger, to
lay submarine cables or to do repairs to buoys within the scheme.
18) Where can you anchor in a scheme?
Anywhere, as long as it's to do emergency repairs, try and avoid anchoring in the lanes and at
the terminations.
19) What would you do if you had to stop your main engine to do emergency repairs in a lane
and had to anchor?
Call up the port and advice them, also put out a security warning other vessels that you're at
anchor, put up anchor lights and daytime signal.
20) On a sailing vessel, what is deemed as the windward side?
Opposite side to which the main sail is carried, windward side is usually - port side of the vessel
21) In an Overtaking Situation, What distance would you say is well past and clear?
At least 4 miles

22) What action will you take if you're in a power-driven vessel, and in a head-on situation
with a fishing vessel, also what action would the fishing vessel take?
You will sound 1 short blast on the whistle and make an early and bold alteration to starboard,
the fishing vessel will stand-on with caution because he is most hampered.
23) What actions for the stand-on vessel if the give way vessel stands-on?
(outside 4 miles) - If the give way vessel stands on; the stand-on vessel may alter course;
(inside 4 miles) - If in a close quarter situation and the give way vessel stands on; the stand-on
vessel shall alter course
24) What would happen if you stood-on to a vessel constrained by her draught (VLCC)?
She could easily go aground and tear the bottom out of her hull, causing a major ecological
disaster, killing all seabirds, covering the coastline with oil, pollution at its worst.
25) Restricted Visibility – Tips on Manoeuvering Action
Imagine that the image above is your Radar Screen and your vessel is in the middle of the
screen, we then split the radar screen into four quarters; With the Diagram above:
If there is an "S" then you would make an early and bold alteration to Starboard
If there is a "P" then you would make an early and bold alteration to Port
if there is a vessel dead astern of you and he's overtaking you then you can alter either way
If there's a vessel on your starboard beam, then alter hard to Port
If you're overtaking a vessel "Take the shortest possible route" to get back onto your original
course and go around his stern (Avoid as much as possible crossing ahead of the vessel your
overtaking, this is a very dangerous manoeuvre)
32. Describe a Wing-In-Ground Craft.
A wing-in-ground (WIG) craft is defined as a vessel capable of operating completely above the surface
of the water on a dynamic air cushion created by aerodynamic lift due to the ground effect between the
vessel and the water’s surface. WIG craft are capable of operating at speeds in excess of 100 knots.
33. Equipment for Sound Signals
>12 m – Whistle
>20 m – Whistle and Bell
>100 m – Whistle, Bell and Gong
Above may be replaced by other equipment having the same sounds, provided that a manual method
remains.
<12 m - Must have a method of sound signaling (Air canister horn?)
34. Sound Signals (Rule 35):
PDV – U/W – M/W _ ≤ 2 mins

PDV – U/W – N/M/W __ ≤ 2 mins
NUC, RAM, CBD,F/V, S/V, Towing _ . . ≤ 2 mins
Vessel being Towed _...
Anchor < 50 m ~ 5 secs ≤ 1 min
Anchor > 100 m ~ 5 secs *** 5 secs ≤ 1 min or ._.
Aground /// ~ 5 secs /// *** 5 secs ≤ 1 min
35. What is the difference between an IMO adopted and unadopted Traffic separation scheme?
An IMO adopted scheme is approved by IMO, they come into force 6 months after adoption.
The Rules for Navigation are as per Rule 10 of COLREG’s.
Unadopted schemes may lie totally in national waters and are Unadopted.
The Rules for Navigation may differ from Rule 10 of COLREG’s.
36. Where would you find a list of all Traffic separation schemes, both adopted and Unadopted?
Annual notice No.17 in the Annual Summary of Notice to Mariners, the Unadopted schemes are marked
with an asterisk.
37. What is restricted visibility?
Restricted visibility conditions mean those in which the visibility is Three Nautical Miles or less, or is
not more than that designated separately by the Master. Conduct of vessel’s navigation in restricted
visibility is covered in COLREG Rule 19.
38. What is congested waters ?
High density traffic waters (referred to as "Congested waters") means:
An area of water where due to presence of many vessels in the vicinity, a repeated risk of collision exists
and it may be difficult for own vessel to maintain her course.
An area of water where the situation repeatedly arises in which a vessel is likely to collide with another
vessel and an action to avoid a collision is limited by the existence of a third vessel or fixed structure, or
where such situation is expected to arise.
39. Navigation Lights for a Submarine.
Masthead Lights & Side Lights – well fwd; very low over water – in proportion to their length &
tonnage; Fwd Masthead Light may be lower than the Side Lights;
Aft Masthead Light: may be well fwd of the mid-point of the submarines length;
Stern Light: placed very low; may at times be obscured by spray and wash; same height as Side Lights
At Anchor / At Buoy by night: An all-round white light amidships; in addition to normal anchor lights;
The after Anchor light of Nuclear Submarines is mounted on upper rudder, which is some distance
astern of the hull’s surface waterline;
Special Lights: Additionally, a Flashing Light, yellow / orange / amber – 70 to 180 flashes/ minute or
Flashing (3) at a short interval; Colour varies from country to country;
Care should be taken not to confuse with light of Hovercraft (120 flashes / min)
Distress Signal: If Red Flare (Grenade) is sighted and submarine does not surface within 5 minutes, it
should be assumed that submarine is in distress and has sunk.

40. Describe Lights and Definitions:

During daytime, the identification of aids to navigation is accomplished by observing: location, shape,
colour scheme, auxiliary features (sound signals, RACON, RC, etc) or markings (name, number, etc).
During the night, we use the features of the aid to navigation's light to both identify it and ascertain its
purpose. There are three features to describe the light:
 Colour: Either white, red, green or yellow. If no colour is stated in the chart, default is white.
 Period: The time in seconds needed for one complete cycle of changes.
The arrow indicates the 10 second period of this flashing light “Fl(3) 10s”.
 Phase characteristic: The particular pattern of changes within one complete cycle (hence,
within one period). Below are the most common types:
Fixed F
This light shines with an unblinking and steady intensity and is always on. In
this example a yellow fixed light is shown.
Flashing Fl:
Duration of the light < Duration of the darkness. Frequency not > 30 /minute
Quick Flashing Q:
Duration of quick flash < darkness. Frequency is at least 60 / minute
Very Quick Flashing VQ:
Duration of very quick flash < darkness. Frequency is at least 100 / minute
Interrupted Quick Flashing IQ:
Like Quick Flashing with one moment of darkness in one period.
Isophase Iso:
This Light has equal duration between light and darkness. A period consists
of both a light and a dark interval. Also called Equal Interval (E Int).
Group Flashing Gp Fl(x+x):
This is actually a combination of two patterns in one period. In this example
the first 2 flashes followed by the pattern of 3 flashes result in: Gp Fl(2+3).
Occulting Occ:
Occulting is the opposite of flashing, the light is more on then off.
Alternating AL:
An alternating light changes colour. This special purpose light is typically
used for special applications requiring the exercise of great caution. In this example ALT.WG is shown,
alternating between green and white.
Morse U Mo (U):
This light shows two flashes and a longflash, which is equivalent to the letter
“U” in Morse code.
Long-Flashing LFl:
This light has one long flash in a period. A long flash is at least 2 secs long.
Some examples using colour, period and phase characteristics. The arrows mark the periods:
 Fl (4) 8s
 Oc (2+3) 10s
 Iso G 4s

41. What is his Fog Signal?

(all sounded on the ships whistle at not > 2 mins except at anchor /aground which sound not > 1 min)
A power driven vessel sounds either
2 Prolonged blasts if Underway or 1 Prolonged blast if Making way
A hampered vessel sounds 1 prolonged blast followed by 2 short blasts (Morse "D")
---------------------------------------------------------------------------
A boat being towed sounds 1 prolonged blast followed by 3 short blasts (Morse "B")
------------------------------------------------------------------------------
A pilot vessel can if he wishes sound his identity signal of 4 short blasts (Morse "H")
-----------------------------------------------------------------------------
An oil-rig sounds 2 short blasts followed by 1 long blast (Morse "U")
--------------------------------------------------------------------------------
A vessel at anchor UNDER 100 metres sounds at intervals not exceeding one minute
A rapid ringing on the bell for 5 seconds
-----------------------------------------
A vessel at anchor OVER 100 metres sounds at intervals not exceeding one minute
A rapid ringing on the bell for 5 seconds followed by A rapid ringing on the gong for 5 seconds
-----------------------------------------
A vessel at anchor can sound a warning signal of

1 short - 1 prolonged - 1 short blast on the ships whistle (Morse "R")
--------------------------------------------------------------------------
A vessel aground UNDER 100 metres sounds at intervals not exceeding one minute
3 distinct strokes on the bell followed by A rapid ringing on the bell for 5 seconds followed by
3 distinct strokes on the bell
-----------------------------------------
A vessel aground OVER 100 metres sounds at intervals not exceeding one minute
3 distinct strokes on the bell followed by A rapid ringing on the bell for 5 seconds followed by
3 distinct strokes on the bell followed by A rapid ringing on the gong for 5 seconds
-----------------------------------------
A short blast is 1 second in length A Prolonged blast is 4 - 6 seconds in length
Maximum distance to hear a whistle is 2 miles The whistles frequency lies between 70 - 700Hz
Length of vessel in metres Frequency
200 metres or more in length 70 - 200Hz

75 - 200 metres in length 130 - 350Hz
up to 75 metres in length 250 - 700Hz

INTERNATIONAL OIL POLLUTION COMPENSATION FUNDS - Texts of Conventions (2011 Ed)

CONTENTS
Introduction
International Convention on Civil Liability for Oil Pollution Damage, 1992
Resolution: Adoption of Amendments of the Limitation Amounts in the Protocol of 1992 to Amend the
International Convention on Civil Liability for Oil Pollution Damage, 1969
International Convention on the Establishment of an International Fund for Compensation for Oil Pollution
Damage, 1992
Resolution: Adoption of Amendments of the Limits of Compensation in the Protocol of 1992 to Amend the
International Convention on the Establishment of an International Fund for Compensation for Oil Pollution
Damage, 1971
Protocol of 2003 to the International Convention on the Establishment of an International Fund for
Compensation for Oil Pollution Damage, 1992
The 1992 Civil Liability Convention governs the liability of shipowners for oil pollution damage by laying
down the principle of strict liability for shipowners and creating a system of compulsory liability insurance.
The shipowner is normally entitled to limit his liability to an amount which is linked to his ship’s tonnage.
The International Oil Pollution Compensation Fund 1992 (IOPC Fund 1992 or 1992 Fund) was established
under the 1992 Fund Convention in order to provide compensation for victims who do not obtain full
compensation under the 1992 Civil Liability Convention. By becoming
Party to the 1992 Fund Convention, a State becomes a Member of the 1992 Fund. The Organisation is based
in London. The 1992 Fund is financed by contributions levied on any person who has received in a calendar
year more than 150 000 tonnes of crude oil or heavy fuel oil after sea transport in a 1992 Fund Member
State.
The compensation payable by the 1992 Fund under the 1992 Fund Convention for any one incident
occurring before 1 November 2003 was limited to 135 million Special Drawing Rights (SDR) of the
International Monetary Fund (about £135 million or US $210 million as at 3 October 2011), including the
sum actually paid by the shipowner or his insurer under the 1992 Civil Liability Convention. In October
2000, the Legal Committee of the IMO adopted two Resolutions increasing the limits contained in the 1992
Civil Liability Convention and the 1992 Fund Convention by some 50.37%. These amendments entered into
force on 1 November 2003, bringing the maximum amount payable by the 1992 Fund to 203 million SDR
(£203 million or US$316 million as at 3 October 2011) for any one incident occurring on or after 1
November 2003, including the sum actually paid by the shipowner or his insurer.
In May 2003, a Protocol to the 1992 Fund Convention (Supplementary Fund Protocol) was adopted which
provides a third tier of compensation by establishing an International Oil Pollution Compensation
Supplementary Fund (Supplementary Fund). Membership of the Supplementary Fund is optional and is
open to any State which is a Member of 1992 Fund. The maximum amount payable for any one incident is
750 million SDR (£751 million or US$1 166 million as at 3 October 2011), including the amount payable
under the 1992 Conventions. The Supplementary Fund is financed in a similar way to the 1992 Fund. The
Supplementary Fund Protocol entered into force on 3 March 2005 and applies to incidents occurring on or
after that date.
This booklet contains the texts of the 1992 Civil Liability Convention and the 1992 Fund Convention, ie the
consolidated texts of the 1969 Civil Liability Convention and the 1971 Fund Convention as amended by the
1992 Protocols, together with the texts of the two Resolutions on the increase of the limits, and the text of
the Supplementary Fund Protocol.

International Convention on Civil Liability for Oil Pollution Damage (CLC)

Adoption: 29 November 1969; Entry into force: 19 June 1975; Being replaced by 1992 Protocol:
Adoption: 27 November 1992; Entry into force: 30 May 1996
The Civil Liability Convention was adopted to ensure that adequate compensation is available to persons
who suffer oil pollution damage resulting from maritime casualties involving oil-carrying ships.
The Convention places the liability for such damage on the owner of the ship from which the polluting oil
escaped or was discharged.
Subject to a number of specific exceptions, this liability is strict; it is the duty of the owner to prove in each
case that any of the exceptions should in fact operate. However, except where the owner has been guilty of
actual fault, they may limit liability in respect of any one incident.
The Convention requires ships covered by it to maintain insurance or other financial security in
sums equivalent to the owner's total liability for one incident.
The Convention applies to all seagoing vessels actually carrying oil in bulk as cargo, but only ships
carrying more than 2,000 tons of oil are required to maintain insurance in respect of oil pollution damage.
This does not apply to warships or other vessels owned or operated by a State and used for the time being
for Government non-commercial service. The Convention, however, applies in respect of the liability and
jurisdiction provisions, to ships owned by a State and used for commercial purposes.
The only exception as regards such ships is that they are not required to carry insurance.
Instead they must carry a certificate issued by the appropriate authority of the State of their registry stating
that the ship's liability under the Convention is covered.
The Convention covers pollution damage resulting from spills of persistent oils suffered in the territory
(including the territorial sea) of a State Party to the Convention. It is applicable to ships which actually carry
oil in bulk as cargo, i.e. generally laden tankers. Spills from tankers in ballast or bunker spills from ships
other than other than tankers are not covered, nor is it possible to recover costs when preventive measures
are so successful that no actual spill occurs. The shipowner cannot limit liability if the incident occurred as a
result of the owner's personal fault.
The Protocol of 1976, which entered into force in 1981, provided for the applicable unit of account used
under the convention to be based on the Special Drawing Rights (SDR) as used by the International
Monetary Fund (IMF), replacing the "Poincaré franc", based on the "official" value of gold, as the
applicable unit of account.
The Protocol of 1984 set increased limits of liability but was superseded by the 1992 Protocol.
The Protocol of 1992 changed the entry into force requirements by reducing from six to four the number of
large tanker-owning countries that were needed for entry into force.
The 1992 protocol also widened the scope of the Convention to cover pollution damage caused in the
exclusive economic zone (EEZ) or equivalent area of a State Party. The Protocol covers pollution damage as
before but environmental damage compensation is limited to costs incurred for reasonable measures to
reinstate the contaminated environment. It also allows expenses incurred for preventive measures to be
recovered even when no spill of oil occurs, provided there was grave and imminent threat of pollution
damage.
The Protocol also extended the Convention to cover spills from sea-going vessels constructed or adapted to
carry oil in bulk as cargo so that it applies apply to both laden and unladen tankers, including spills of
bunker oil from such ships.
Under the 1992 Protocol, a shipowner cannot limit liability if it is proved that the pollution damage resulted
from the shipowner's personal act or omission, committed with the intent to cause such damage, or
recklessly and with knowledge that such damage would probably result.
From 16 May 1998, Parties to the 1992 Protocol ceased to be Parties to the 1969 CLC due to a mechanism
for compulsory denunciation of the "old" regime established in the 1992 Protocol. However, there are a
number of States which are Party to the 1969 CLC and have not yet ratified the 1992 regime - which is
intended to eventually replace the 1969 CLC.
The 1992 Protocol allows for States Party to the 1992 Protocol to issue certificates to ships registered in
States which are not Party to the 1992 Protocol, so that a shipowner can obtain certificates to both the 1969
and 1992 CLC, even when the ship is registered in a country which has not yet ratified the 1992 Protocol.
This is important because a ship which has only a 1969 CLC may find it difficult to trade to a country which
has ratified the 1992 Protocol, since it establishes higher limits of liability.
The 2000 Amendments
Adoption: 18 October 2000
Entry into force: 1 November 2003
The amendments raised the compensation limits by 50 percent compared to the limits set in the 1992
Protocol, as follows:
 For a ship not exceeding 5,000 GT, liability is limited to 4.51 million SDR
 For a ship 5,000 to 140,000 GT: liability is limited to 4.51 million SDR plus 631 SDR for each
additional GT over 5,000
 For a ship over 140,000 GT: liability is limited to 89.77 million SDR
International Convention on the Establishment of an International Fund for Compensation for Oil
Pollution Damage (FUND)
Adoption: 18 December 1971; Entry into force: 16 October 1978; superseded by 1992 Protocol:
Adoption: 27 November 1992; Entry into force: 30 May 1996
Although the 1969 Civil Liability Convention provided a useful mechanism for ensuring the payment of
compensation for oil pollution damage, it did not deal satisfactorily with all the legal, financial and other
questions raised during the Conference adopting the CLC Convention. The 1969 Brussels Conference
considered a compromise proposal to establish an international fund, to be subscribed to by the cargo
interests, which would be available for the dual purpose of, on the one hand, relieving the shipowner of the
burden by the requirements of the new convention and, on the other hand, providing additional
compensation to the victims of pollution damage in cases where compensation under the 1969 Civil
Liability Convention was either inadequate or unobtainable.
The Conference recommended that IMO should prepare such a scheme and the International Convention on
the Establishment of an International Fund for Compensation for Oil Pollution Damage was adopted at a
Conference held in Brussels in 1971. It is supplementary to the Civil Liability Convention.
The purposes of the Fund Convention are:
1) Provide compensation for pollution damage to the extent that the protection afforded by the 1969 Civil
Liability Convention is inadequate.
2) To give relief to shipowners in respect of the additional financial burden imposed on them by the 1969
Civil Liability Convention, such relief being subject to conditions designed to ensure compliance with
safety at sea and other conventions.
3) To give effect to the related purposes set out in the Convention.
Under the first of its purposes, the Fund is under an obligation to pay compensation to States and persons
who suffer pollution damage, if such persons are unable to obtain compensation from the owner of the ship
from which the oil escaped or if the compensation due from such owner is not sufficient to cover the
damage suffered.

Under the Fund Convention, victims of oil pollution damage may be compensated beyond the level of the
shipowner's liability. However, the Fund's obligations are limited. Where, however, there is no shipowner
liable or the shipowner liable is unable to meet their liability, the Fund will be required to pay the whole
amount of compensation due. Under certain circumstances, the Fund's maximum liability may increase.
With the exception of a few cases, the Fund is obliged to pay compensation to the victims of oil pollution
damage who are unable to obtain adequate or any compensation from the shipowner or his guarantor under
the CLC Convention.
The Fund's obligation to pay compensation is confined to pollution damage suffered in the territories
including the territorial sea of Contracting States. The Fund is also obliged to pay compensation in respect
of measures taken by a Contracting State outside its territory.
The Fund can also provide assistance to Contracting States which are threatened or affected by pollution &
wish to take measures against it. This may take the form of personnel, material, credit facilities or other aid.
In connection with its second main function, the Fund is obliged to indemnify the shipowner or his insurer
for a portion of the shipowners’ liability under the Liability Convention.
The Fund is not obliged to indemnify the owner if damage is caused by his willful misconduct or if the
accident was caused, even partially, because the ship did not comply with certain international conventions.
The Convention contains provisions on the procedure for claims, rights and obligations, and jurisdiction.
Contributions to the Fund should be made by all persons who receive oil by sea in Contracting States.
Protocols to the 1971 convention were adopted in 1976 & 1984, but were superseded by the 1992 Protocol.
The 1971 convention ceased to be in force from 24 May 2002.
The Protocol of 1992 Adoption: 27 November 1992 Entry into force: 30 May 1996
As was the case with the 1992 Protocol to the CLC Convention, the main purpose of the Protocol was to
modify the entry into force requirements and increase compensation amounts. The scope of coverage was
extended in line with the 1992 CLC Protocol.
The 1992 Protocol established a separate, 1992 International Oil Pollution Compensation (IOPC) Fund,
known as the 1992 Fund, which is managed in London by a Secretariat.
Under the 1992 Protocol, the maximum amount of compensation payable from the Fund for a single
incident, including the limit established under the 1992 CLC Protocol, is 135 million SDR.
However, if three States contributing to the Fund receive more than 600 million tonnes of oil per annum, the
maximum amount is raised to 200 million SDR.
The 2000 Amendments Adoption: 18 October 2000 Entry into force: 1 November 2003
The amendments raise the maximum amount of compensation payable from the IOPC Fund for a single
incident, including the limit established under the 2000 CLC amendments, to 203 million SDR .
However, if three States contributing to the Fund receive more than 600 million tonnes of oil per annum, the
maximum amount is raised to 300,740,000 SDR.
The 2003 Protocol (supplementary fund)

Adoption: 16 May 2003
Entry into force: 3 March 2005
The 2003 Protocol establishing an International Oil Pollution Compensation Supplementary Fund was
adopted by a diplomatic conference held at IMO Headquarters in London.

The aim of the established Fund is to supplement the compensation available under the 1992 Civil Liability
and Fund Conventions with an additional, third tier of compensation. The Protocol is optional and
participation is open to all States Parties to the 1992 Fund Convention.
The total amount of compensation payable for any one incident will be limited to a combined total of
750 million SDR (including amount of compensation paid under the existing CLC / Fund Convention)
The supplementary fund will apply to damage in the territory, including the territorial sea, of a Contracting
State and in the exclusive economic zone of a Contracting State.
Annual contributions to the Fund will be made in respect of each Contracting State by any person who, in
any calendar year, has received total quantities of oil exceeding 150,000 tons. However, for the purposes of
the Protocol, there is a minimum aggregate receipt of 1,000,000 tons of contributing oil in each Contracting
State.
The Assembly of the Supplementary Fund will assess the level of contributions based on estimates of
expenditure (including administrative costs and payments to be made under the Fund as a result of claims)
and income (including surplus funds from previous years, annual contributions and any other income).
Amendments to the compensation limits established under the Protocol can be adopted by a tacit
acceptance procedure, so that an amendment adopted in the Legal Committee of IMO by a two-thirds
majority of Contracting States present and voting, can enter into force 24 months after its adoption.
International Convention on Civil Liability for Bunker Oil Pollution Damage (BUNKER)
Adoption: 23 March 2001; Entry into force: 21 November 2008
The Convention was adopted to ensure that adequate, prompt, and effective compensation is available to
persons who suffer damage caused by spills of oil, when carried as fuel in ships' bunkers.
The Convention applies to damage caused on the territory, including the territorial sea, and in exclusive
economic zones of States Parties.
The bunkers convention provides a free-standing instrument covering pollution damage only.
"Pollution damage" means:
 (a) loss or damage caused outside the ship by contamination resulting from the escape or discharge of
bunker oil from the ship, wherever such escape or discharge may occur, provided that compensation for
impairment of the environment other than loss of profit from such impairment shall be limited to costs of
reasonable measures of reinstatement actually undertaken or to be undertaken; and
 (b) the costs of preventive measures and further loss or damage caused by preventive measures.
The convention is modelled on the International Convention on Civil Liability for Oil Pollution Damage,
1969. As with that convention, a key requirement in the bunkers convention is the need for the registered
owner of a vessel to maintain compulsory insurance cover.
Another key provision is the requirement for direct action - this would allow a claim for compensation for
pollution damage to be brought directly against an insurer. The Convention requires ships over 1,000
gross tonnage to maintain insurance or other financial security, such as the guarantee of a bank or
similar financial institution, to cover the liability of the registered owner for pollution damage in an amount
equal to the limits of liability under the applicable national or international limitation regime, but in all
cases, not exceeding an amount calculated in accordance with the Convention on Limitation of Liability for
Maritime Claims, 1976, as amended.*

1. What is the relationship between the IOPC Funds and IMO?

Although the Funds were established under Conventions adopted under the auspices of IMO, they are
completely independent legal entities.
Unlike IMO, the IOPC Funds are not United Nations (UN) agencies and are not part of the UN system.
They are intergovernmental organisations outside the UN, but follow procedures similar to those of the UN.
Only States can become Members of the IOPC Funds.
To become a member of the Fund, a State must accede to the 1992 Civil Liability Convention and to the
1992 Fund Convention by depositing a formal instrument of accession with the Secretary-General of IMO.
These Conventions should be incorporated into the national law of the State concerned
2. What is the Bunkers Convention?

The International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001, was adopted by the
International Maritime Organization and subsequently ratified by Canada, to ensure that adequate, prompt
and effective compensation is available to persons who suffer damage caused by spills of oil when carried
as fuel in ships' bunkers. On January 2, 2010, it has force of law in Canada.
The Convention requires ships over 1,000 GT to maintain insurance or other financial security, such as
the guarantee of a bank or similar financial institution, to cover the liability of the registered owner for
pollution damage in an amount equal to the limits of liability under the Marine Liability Act.
3. What is bunker oil?

While "bunker" oil is generally known to be a heavy residual oil used by ships, it has a legal definition in
the Convention that is broader. As per Article 1, paragraph 5 of the Convention, "bunker oil" is defined as
"any hydrocarbon mineral oil, including lubricating oil, used or intended to be used for the operation or
propulsion of the ship, and any residues such as oil." (Emphasis added)
4. Which ships are required to have a certificate of insurance (Bunkers Convention Certificate)?
All ships over 1,000 GT registered in a State party or entering or leaving a port or terminal in the territory
of a State party are required to have a Bunkers Convention Certificate.
5. What type of vessels does the Convention apply to?

As per Article 1, paragraph 1 of the Convention, "ship" is defined as any seagoing vessel and seaborne
craft, of any type whatsoever. This includes Floating Production Storage and Offloading (FPSO) vessels,
Floating Storage Units (FSU) and Floating Production Units (FPU). It also includes any vessel that carries
bunker oil for the operation of generators or other equipment onboard.
6. Who is liable under the Bunkers Convention for pollution damage?

The shipowner including registered owner, bareboat charterer, manager and operator.
7. What is a Bunkers Convention Certificate?

A Bunkers Convention Certificate is issued by a State party certifying that insurance is in force.
A ship over 1,000 GT must have on board a Bunkers Convention Certificate when flying the flag of a State
party or trading to a State party.
Without evidence/proof of insurance, States will not issue a Bunkers Convention Certificate.
8. What is an acceptable form of security?

Security can be in the form of insurance policy or contract, a bank guarantee, letter of credit, etc. Most
ships are insured with a Protection and Indemnity (P&I) Club, which issues a "Blue Card".
9. What is a P&I Club and a "Blue Card"?

A P&I Club is a protection and indemnity association of shipowners or operators, offering mutual
insurance, generally for third-party liability risks and the defense of claims.
There are 13 Clubs that are a member of the International Group of P&I Clubs, which insure the majority
of the world's tonnage.
A "Blue Card" is issued by the P&I Club to provide evidence that there is in place insurance meeting the
liability requirements of the Bunkers Convention.
10. I am not insured by a P&I Club and receive coverage from an independent broker from whom I
cannot receive a Blue Card. How do I provide the necessary evidence/proof of insurance or
security to apply for a certificate?
Your insurer should provide evidence that insurance or other financial guarantee is in place in accordance
with Article 7 of the Bunkers Convention. This evidence should also contain the following information:
 Name of Ship
 Distinctive Number or Letters
 IMO Number (for Bunker Convention Certificates only)
 Flag and Port of Registry
 Gross Tonnage
 Name and Address of Owner
 Name and Address of Insurer
 Type of Security
 Duration of Security
11. Do oil tankers that currently carry 1992 Civil Liability Convention (CLC) Certificates need to
apply for a Bunkers Certificate?
Yes. Tanker owners will also need to ensure that they have insurance coverage and a Bunkers Convention
Certificate for the bunker fuel carried onboard. The CLC has similar aims as the Bunkers Convention, but
sets out rules for oil tankers to ensure they have insurance coverage for liabilities arising from the carriage
of oil as cargo.
12. Can I apply for both CLC and Bunkers Certificates at the same time?
Yes. The application form allows you to apply for both CLC and Bunkers certificates.
13. I am currently registered in a State that is not party to the Bunkers Convention and I want to
trade in Canada. Can I apply for a Canadian certificate?
Yes, you may apply for a Canadian Bunkers Convention Certificate. Under the Marine Liability Act, vessels
over 1,000 gross tonnage using oil as fuel and trading in Canada require a Bunkers Convention Certificate.
Internationally, all State parties apply this approach.
14. I currently operate a foreign flagged vessel and have a certificate from another State that is a
party to the Bunkers Convention. Do I need a Canadian certificate?
No.
15. I currently operate a Canadian flagged vessel and have a certificate from another State that is
party to the Bunkers Convention. Do I need a Canadian certificate?
Yes, all Canadian flagged vessels that meet the Convention's criteria must apply for a Canadian Bunkers
Convention Certificate and carry it on board the ship.
16. Under the Bunkers Convention, how much insurance coverage do I need
The amount required is based on another International Maritime Organization Convention, the Protocol of
1996 to the International Convention on the Limitation of Liability for Marine Claims, 1976.
Under Article 6(1)(b) of that Convention, the limit of liability is:
Tonnage SDR
Tonnage not exceeding 2,000 1,000,000 in full
AND for each ton from 2,000-30,000 400 per ton
AND for each ton from 30,001-70,000 300 per ton
AND for each ton from 70,001 and above 200 per ton
17. What are SDRs?
The Special Drawing Right is an international reserve asset, created by the International Monetary Fund
(IMF) in 1969, to supplement its member countries' official reserves. Its value is based on a basket of four
key international currencies and SDRs can be exchanged for freely usable currencies. It is a common unit
used in international conventions.
For more information on the Special Drawing Right, please visit the website of the IMF.
18. How is a ship's tonnage calculated?

A ship's gross tonnage shall be calculated in accordance with the tonnage measurements rules contained in
Annex I of the International Convention on Tonnage Measurement of Ships, 1969.
19. Who can apply for a certificate?

The shipowner, including the registered owner, bareboat charterer, manager, and operator of the ship may
apply for the certificate.
20. Is there a fee to apply?

No. The service is provided without cost to the industry.
21. Can these certificates be revoked?

Yes. A certificate can be revoked in accordance with section 74, subsection 5 of the Marine Liability Act
22. What happens when I don't have a certificate?

In accordance with Section 73 of the Marine Liability Act (Ch. 21, 2009), any ship over 1,000 GT cannot
enter or leave a port or arrive at or leave an offshore terminal in Territorial waters or EEZ of a Contracting
State without a Bunkers Convention Certificate. Any ship deemed not to be in compliance with this
requirement would be subject to enforcement action and offences as set out in that Act.
23. A certificate is valid for how long?

The certificate will state the duration of its validity but, in any case, it will not be valid for more than twelve
calendar months.
24. What is the duty of Master under Bunker Convention?

To ensure that the ship is in compliance with the provisions of these MS regulations (for Bunker
Convention)

25. What is the difference between Blue Card & Blue Certificate?
Blue Card:
The Bunker Convention Blue Card is issued by an insurer as proof that you have taken out insurance that
will fully meet the liability claims set out in the Bunker Convention.
This Blue Card states the name of the vessel, the vessel’s call sign, its port of registry and its IMO number,
as well as the name and full address of the registered owner’s principal place of business.
In addition to a Blue Card, vessels over 1000 GT will also need to have a Bunker Convention certificate
issued by one of the states within the Bunker Convention as proof that such insurance is in place.
Under the Bunker Convention, all vessels are required to have War Risk insurance on standard terms, with
a separate limit for P&I liabilities up to the limit of the value of the ship. You will therefore need to take out
such cover before you can receive a Blue Card. If you already have War Risk cover in place, but this only
covers the hull value of your vessel, you will also need to take out additional War Risk cover.
Blue Certificate:
This is a document that may be carried by a ship; it indicates that the shipowner has entered into an
agreement with the ITF (the International Transport Workers' Federation) that the crew are being paid
wages and salaries, which are specified by the ITF.
A clause in a charterparty, especially in a time charter, may require the shipowner to guarantee that he will
enter into such an agreement and therefore that the ship will carry such a certificate. Failure to carry such
a certificate may cause a ship, which may be registered in an "open registry" country, such as Panama or
Liberia, to be delayed in certain ports where shipping-related unions are affiliated to the ITF. Examples are
some Australian and European ports.
The purpose of the ITF action is to attempt to ensure that shipowners do not take advantage of seafarers
from so-called “cheap-labour” countries and pays them very low wages.
Charterers are reluctant to take the risk of delay to the ship so they insist that shipowners obtain a "blue
certificate". Incidentally, the term has very little to do with the colour of the document in modern times.
26. What are the IOPC Funds?

The International Oil Pollution Compensation Funds (IOPC Funds) - three intergovernmental
organizations (the 1971 Fund, the 1992 Fund and the Supplementary Fund) which provide compensation
for oil pollution damage resulting from spills of persistent oil from tankers.
The three Funds are administered by a joint Secretariat, but are separate legal entities.
The 1971 Fund, the 1992 Fund, and the Supplementary Fund, were established under the 1971 Fund
Convention, the 1992 Fund Convention and the 2003 Supplementary Fund Protocol, respectively.
As at 1 June 2011, 105 States were Members of the 1992 Fund, and 27 of these States were also Members of
the Supplementary Fund. The 1971 Fund no longer has any Member States.
27. Why are there three Funds?

The compensation limits of the 1971 Fund became too low to cover the cost of oil spills. The 1971 Fund
Convention therefore amended to provide higher compensation limits.
Under international law, States have the right to choose to accede to Conventions and amendments but are
not obliged to do so. Therefore States which were Members of the 1971 Fund had to be given the right to
choose whether to accede to a new 1992 Fund Convention with higher levels of compensation.

A number of States considered that this increase was still not sufficient, so that a third tier of compensation
was established by means of a Supplementary Fund under a Protocol adopted in 2003, to provide increased
levels of compensation for victims of oil pollution from oil tanker accidents.
28. What is the main difference between the 1971, 1992 and Supplementary Funds?
The main difference is that the amount of compensation available from the 1992 Fund is much higher than
the 1971 Fund. The Supplementary Fund provides additional compensation over and above that available
under the 1992 Fund Convention for pollution damage in the States that become Parties to the Protocol.
29. Who contributes to the Supplementary Fund?

The Supplementary Fund Protocol entered into force on 3 March 2005 and will be financed by
contributions payable by oil receivers in the States which opt to ratify it.
However, for the purpose of contributions it will be considered that there is a mimimum aggregate quantity
of 1 million tons of contributing oil received in each Member State
30. What governs the running of the 1992 Fund?

The 1992 Fund is governed by an Assembly composed of representatives of all its Member States. In
addition, the Assembly of the 1992 Fund has adopted Internal and Financial Regulations.
31. What governs the running of the Supplementary Fund?

A Protocol to the 1992 Fund Convention. The Supplementary Fund has its own Assembly which is
composed of all States that are Members of that Fund and has adopted Internal and Financial Regulations.
32. What governs the running of the 1971 Fund?

The Assembly of the 1971 Fund (with representatives of all 1971 Fund Member States) adopted Internal and
Financial Regulations. Since the 1971 Fund no longer has any Member States, the function of the Assembly
is being carried out by an Administrative Council, composed of all former Member States.
33. When do the Assemblies meet?

Normally, once a year, in October
34. Where are the Funds' offices?

The joint Secretariat of the 1992 and 1971 Funds is based in London.
IOPC Funds, Portland House, Bressenden Place, London, SW1E 5PN United Kingdom
35. Are there offices elsewhere in the world?

Occasionally a local claims handling office is opened near to where a major oil spill has occurred, so that
claims can be processed more easily. Local offices are currently operating in France, Spain and the
Republic of Korea.
36. How big is the Secretariat?

There are 29 staff in the Secretariat at present. The Secretariat is divided into the Director's Office and
three departments: the Claims Department, the External Relations and Conference Department, and the
Finance and Administration Department.
37. Who is head of the Secretariat?

The Secretariat is headed by a Director, Mr José Maura, who is Spanish

38. What is the relationship between the IOPC Funds and IMO?
The 1971 Fund and 1992 Fund are completely independent of the International Maritime Organization
(IMO). Although the two Funds were established under two Conventions adopted within IMO, they are
independent legal entities.
39. How do the IOPC Funds fit into the United Nations system?
Unlike IMO, the IOPC Funds are not United Nations (UN) agencies and are not part of the UN system.
They are intergovernmental organisations outside the UN, but follow procedures which are similar to those
of the UN
40. What are the official languages of the IOPC Funds?

English and French are the official languages of the 1971 Fund.
English, French and Spanish are the official languages of the 1992 Fund
41. What publications do the Funds produce?

1) CLAIMS MANUAL - 2008 Edition
2) TEXTS OF CONVENTIONS - 2011 Edition
3) The IOPC Funds' 25 years of compensating victims of oil pollution incidents
4) ANNUAL REPORT - 2011
5) INCIDENTS INVOLVING THE IOPC FUNDS - 2011
6) The HNS Convention
7) GENERAL EXPLANATORY NOTE – Monthly Update
42. Where can the information for the types of admissible claims be found?
In the Claims Manuals
Anyone who has suffered pollution damage in a Member State may make a claim against the IOPC Funds
for compensation
43. What are the contents of Claims Manual?

The Manual is divided into three Sections.
• Section 1 briefly describes the compensation system and how the 1992 Fund works.
• Section 2 contains general information on how claims for compensation should be submitted.
It sets out the 1992 Fund’s policy on handling claims and paying compensation.
• Section 3 provides more specific information to assist claimants in presenting their claims and is
divided into five parts, each dealing with one of the main categories of claim covered by
the compensation system, namely:
1) pollution prevention measures and clean up
2) property damage
3) economic losses in the fisheries, mariculture and fish processing sectors
4) economic losses in the tourism and related sectors
5) environmental damage and post-spill studies
The Secretariat of the 1992 Fund can provide guidance on preparing and submitting claims and other
matters relating to compensation for pollution damage.
44. What IMO convention contains international regulations for preventing pollution by ships?
MARPOL 73/78 (the International Convention for the Prevention of Pollution from Ships, 1973)
45. What pollutants do the various Annexes of MARPOL cover?
Annex I Oil
Annex II Noxious liquid substances in bulk
Annex III Harmful substances in packaged form
Annex IV Sewage
Annex V Garbage and
Annex VI Air pollution.
46. What special areas are designated by MARPOL Annex I?
(1) The Mediterranean Sea area; (2) the Baltic Sea area;
(3) the Black Sea area; (4) the Red Sea area;
(5) the “Gulfs” area; (6) the Gulf of Aden area;
(7) the Antarctic area; (8) the North West European Waters;
(9) the Oman Area of the Arabian Sea; and (10) Southern South African waters.
47. Under what conditions may a ship of 400 GT or more discharge oil or oily mixtures from the
engine room bilges in a special area (other than the Antarctic Area)?
(1) The ship must be proceeding en route;
(2) the oily mixture must be processed through oil filtering equipment;
(3) the oil content of the effluent without dilution must not exceed 15 parts per million;
(4) the oily mixture must not originate from cargo pump room bilges on oil tankers; and
(5) the oily mixture, in case of oil tankers, must not be mixed with oil cargo residues.
The oil filtering equipment must have an alarm to indicate when the 15 ppm level cannot be
maintained, and an automatic stopping arrangement to activate in this case.
48. Under what conditions may oil or oily mixtures be discharged from cargo area of an oil tanker?
1) The tanker must not be within a special area;
2) the tanker must be more than 50 nautical miles from the nearest land;
3) the tanker must be proceeding en route;
4) the instantaneous rate of discharge of oil content must not exceed 30 litres per nautical mile;
5) the total quantity of oil discharged into sea must not exceed, for tankers delivered on/before
31.Dec.79, 1/15,000 of the total quantity of the particular cargo of which the residue formed a part;
for tankers after 31.Dec.79, 1/30,000 of the total quantity of the particular cargo of which the
residue formed a part; and
6) the tanker must have in operation an oil discharge monitoring and control system (ODMCS) and a
slop tank arrangement.
49. What MARPOL Annex V special areas have been adopted and entered into force?
(1) The Mediterranean Sea area; (2) the Baltic Sea area;
(3) the Black Sea area; (4) the Red Sea area;
(5) the “Gulfs” area; (6) the North Sea area;
(7) the Antarctic area (south of 60°S); (8)
(9) the Wider Caribbean Region (including the Gulf of Mexico and the Caribbean Sea).
50. What are the rules for the disposal of garbage in an Annex V special area?
Outside the Wider Caribbean Region, food wastes only may be disposed of, without grinding or
comminuting, as far as practicable and at least 12 nautical miles from the nearest land.
In the Wider Caribbean Region, comminuted or ground food wastes may be disposed of as far as
practicable from land, but in any case not less than 3 nautical miles from the nearest land.
51. What are the rules for the disposal of garbage outside an Annex V special area?
Plastics cannot be disposed of anywhere. Dunnage, lining and packing materials which will float may be
disposed of 25 nautical miles or more from the nearest land. Unground or uncomminuted food wastes and
all other Unground or uncomminuted garbage including paper products, rags, glass, metal, bottles,
crockery and similar refuse may be disposed of 12 nautical miles or more from the nearest land. Ground or
comminuted food wastes and all other ground or comminuted garbage including paper products, rags,
glass, metal, bottles, crockery and similar refuse may be disposed of 3 nautical miles or more from the
nearest land
52. What are the main types of emissions covered by MARPOL Annex VI?
Ozone depleting substances; nitrogen oxides (NOx); sulphur oxides (SOx); volatile organic compounds; and
shipboard incineration
53. What SOx Emission Control Areas (SECA’s) have been designated under MARPOL Annex VI?
(1) The Baltic Sea area; and (2) the North Sea area
54. What special emission controls apply in a SOx Emission Control Area (or SECA)?
Ships must use bunker fuel oil with a sulphur content of not more than 1.5% m/m (i.e. a concentration of
1.5% by mass). Alternatively, they must fit an approved exhaust gas cleaning system or other technological
method to limit SOx emissions to 6.0 g/kWh (6 grams per kilowatt hour) or less.
55. Notes (Extracts) - MARPOL Annex VI - In force on 19 May 2005

Marpol 73/78 Annex VI Regulations for the Prevention of Air Pollution from Ships
Applies to every ship > 400 GT and every fixed floating drilling rig and other platforms
REGULATION 12 – OZONE DEPLETING SUBSTANCES
REGULATION 13 – NITROGEN OXIDES (NOX)
REGULATION 14 - SULPHUR OXIDES (SOX) AND PARTICULATE MATTER
REGULATION 15 – VOLATILE ORGANIC COMPOUNDS (VOC)
REGULATION 16 – SHIPBOARD INCINERATION
REGULATION 17 – RECEPTION FACILITIES
REGULATION 18 – FUEL OIL QUALITY AND AVAILABILITY
The adoption of MARPOL Annex VI has followed some years of debate within organisations.
At the same time the Technical code on the Control of Emissions of Nitrogen Oxides from Marine
Diesel Engines was adopted.
MARPOL Annex VI and the Technical Code have retroactive requirements for the following:
Diesel engines of 130 KW and above installed on ships keel-laid on or after 1 January 2000
Diesel engines installed on ships keel-laid between 1 January 1990 and 1 January 2000
Incinerators installed onboard on or after 1 January 2000.

REGULATION 12 OZONE-DEPLETING SUBSTANCES

Annex VI prohibits any deliberate emissions of ozone-depleting substances.
Ozone depleting substances and equipment containing such substances shall be delivered to appropriate
reception facilities when removed from a ship.
Installations which contain ozone-depleting substances, other than hydro-chlorofluorocarbons, are
prohibited:
On all ships constructed on or after 19.05.2005,
In the case of ships constructed before 19 May 2005, which have a contractual delivery date of the
equipment to the ship on or after 19 May 2005, or, in the absence of a contractual delivery date, the
actual delivery of the equipment to the ship on or after 19 May 2005.
Installations containing hydrochlorflourocarbons (HCFCs) are prohibited on ships constructed on or
after 1.01.2020.
For the ships under regulation 12 of Marpol Annex VI, a list of equipment containing ozone depleting
substances shall be maintain and in case a ship will have rechargeable systems containing ozone
depleting substances, an Ozone depleting Substances Record Book shall be maintained on board.
All the ships subject to the requirements of Annex VI, shall maintain a list of equipment containing
ozone depleting substances and in case a ship will have rechargeable systems containing ozone
depleting substances, an Ozone depleting Substances Record Book shall be maintained on board.
REGULATION 13 Nitrogen Oxides (NOx) shall apply
1. Each diesel engine with a power output of > 130 kW which is installed on a ship constructed on
or after 1 January 2000
2. Each diesel engine with a power output of > 130 kW which undergoes a major conversion on or
after 1 January 2000.
3. Each diesel engine with a power output of > 5000 kW and a per cylinder displacement > = 90
litres which is installed on a ship constructed on or after 1 January 1990 but prior to1 January 2000.
This regulation does not apply to:
1. Emergency diesel engines, engines installed in life boats or for any equipment intended to be
used solely in case of emergency.
2. Engines used solely to drive machinery dedicated to exploration, exploitation and associated
offshore processed of seabed mineral resources
REGULATION 13
Tier I (current limits)
For diesel engines installed on ships constructed from 1 January 2000 to 1. January 2011 allowable
emissions of total weighted NOx depending on engine speed, n, are:
17,0 g/kWh when n is less than 130 rpm
45,0 × n(-0,2) g/kWh when n is 130 or more but less than 2000 rpm
9,8 g/kWh when n is 2000 rpm or more
Tier II
For diesel engines installed on ships constructed on or after 1 January 2011 allowable emissions of total
weighted NOx depending on engine speed, n, are:
Tier III
Ships constructed on or after 1 January 2016 will have additional limitations when operating in an
Emission Control Area. For the purpose of NOx emissions no Emission Control Areas (ECAs) have yet
been designated, but it is expected that both the Baltic Sea and the North Sea will be designated well
ahead of 1 January 2016.
For Tier III ships operating in the NOx ECAs the allowable emissions of total weighted NOx depending
on engine speed, n, are:
Tier III limits will not apply to engines installed on a ship with a length of less than 24 metres when it is
designed and used solely for recreational purposes, or an engine installed on a ship with a combined
nameplate diesel engine propulsion power of less than 750 kW if it is demonstrated that the ship cannot
comply with the standards set forth in paragraph 5.1.1 of this regulation because of design or
construction limitations of the ship.
The EIAPP (Engine International Air Pollution Prevention) certificate is required for all diesel engines
as described above, and will be issued for marine diesel engines after demonstrating compliance with
NOx emission limits. The certification process is to be carried out in accordance with the NOx
Technical Code (2008) issued by IMO.
The engine’s Technical File is identifying its components, settings and operating values that influences
the exhaust emissions, and these must be checked to ensure compliance during surveys and inspections.
Ship owners or people responsible for vessels equipped with diesel engines required to undergo an
engine parameter check method shall ensure that the following documentation is at all times kept
onboard and updated as applicable:
Original Technical File including the onboard verification procedure.
Record book of engine parameters for recording all of the changes made relative to an engine’s
components and settings. Also to include technical documentation in case of modification of any of the
engine’s designated components. This may be a print-out from the Planned Maintenance System on-
board.
Original EIAPP certificate (or Certificate/Statement of Compliance) for each applicable engine.
The NOx-influencing components and settings depend on the design of the particular engine, and shall
be listed in the engine’s Technical File.
4.6 CHANGE OF FLAG
If the vessel changes flag, both IAPP Certificate and EIAPP Certificates have to be re-issued.
REGULATION 14
5.1 General
19 May 2005 Annex VI to MARPOL entered into force. The revised Annex VI to MARPOL was
adopted by IMO on 10 October 2008. The sulphur oxide (SOx) and Particulate Matter emissions from
ships will in general be controlled by setting a limit on the sulphur content of marine fuel oils as
follows.
The sulphur content of any fuel oil used on board ships shall not exceed the following limits:
4.50% m/m prior to 1 January 2012
3.50% m/m on and after 1 January 2012
Requirements within Emission Control Areas

For the purpose of the regulation, Emission Control Areas shall include:
The Baltic Sea area as defined in regulation 1.11.2 of Annex I, the North Sea as defined in regulation
5(1)(f) of Annex V
Sulphur Oxides (SOx) and Particulate Matter
Any other sea area, including port areas, designated by the Organization in accordance with criteria and
procedures set forth in appendix III to this Annex While ships are operating within an Emission Control
Area
The sulphur content of fuel oil used on board ships shall not exceed the following limits:
1.50% m/m prior to 1 July 2010
1.00% m/m on and after 1 July 2010
The sulphur content of fuel oil referred to in paragraph 1 and paragraph 4 of this regulation shall be
documented by its supplier as required by regulation 18 of this Annex.
Those ships using separate fuel oils to comply with paragraph 4 of the regulation and entering or leaving
an Emission Control Area set forth in paragraph 3 of the regulation shall carry a written procedure
showing how the fuel oil change-over is to be done, allowing sufficient time for the fuel oil service
system to be fully flushed of all fuel oils exceeding the applicable sulphur content specified in paragraph
4 of the regulation prior to entry into an Emission Control Area. The volume of low sulphur fuel oils in
each tank as well as the date, time, and position of the ship when any fuel-oil-change-over operation is
completed prior to the entry into an Emission Control Area or commenced after exit from such an area,
shall be recorded in such log-book as prescribed by the Administration.
5.3 LOW SULPHUR HEAVY FUEL
The experience in terms of low sulphur residual (or heavy) fuel oil blending is varying. DNV Petroleum
Services has already seen indications that the blending of low sulphur fuel oils may lead to additional
quality problems such as instability, incompatibility, ignition and combustion difficulties and an
increase of Aluminium+Silicon levels due to use of different low sulphur blend components.
Regrettably one has also seen cases where chemical waste has been introduced in such fuel. In light of
the required demand for low sulphur fuel oils, there have also been concerns over the potential increase
of sulphur content in high sulphur fuel oils.
5.3.2 CHANGE-OVER PROCEDURES

Change-over between heavy fuel oil grades is standard practice and so is change-over from heavy fuel
oil to marine diesel oil in connection with e.g. dry-dockings.
Change-over from heavy fuel oil to marine gas oil is however completely different and clearly not
common standard. If gas oil is mixed in while the fuel temperature is still very high, there is a high
probability of gassing in the fuel oil service system with subsequent loss of power. It should be
acknowledged that the frequency and timing of such change-over may increase and become far more
essential upon entry into force of ECA’s and the EU proposed amendments.
Additionally, the time, ship’s positions at the start and completion of change-over to and from compliant
Low Sulphur fuel oil must be recorded in a logbook (e.g. ER log. book), together with details of the
tanks involved and fuel used. It can be anticipated that the same will be applicable with respect to the
EU proposal upon entry into force.

5.3.3 BUNKER MANAGEMENT

In view of the change-over requirements, bunker grade segregation constraints, uncertainty in terms of
low-sulphur fuel oil availability and potential quality problems, the flexibility in bunker management
may be impaired. In addition to the potential increase in fuel oil cost, it could also result in increased
frequency of bunkering.
Further, owners/managers and charterers may need to amend their bunker specifications, fuel supply
agreements as well as charter parties to take the new requirements into account.
5.3.4 CHARTS
Due to the introduction of ECA’s and associated change-over procedures, it need be ensured that
onboard charts are upgraded with respect to ECA borders.
8.2.1 BUNKER DELIVERY NOTES

It is a requirement of Regulation 18 that any fuel oil for combustion purposes delivered to and used
onboard shall be recorded by means of a Bunker Delivery Note (BDN). This implies that a bunker
delivery note shall be presented for every barge delivery and every grade.
Bunker Delivery Notes are required to contain all specific information as follows:
Name and IMO number of receiving ship
Port
Date of commencement of delivery
Name, address, and telephone number of marine fuel oil supplier
Product name (s)
Quantity in metric tons
Density at 15° C, kg/m3 *
Sulphur content (% m/m) **
A declaration signed and certified by the fuel oil supplier’s representative that the fuel oil supplied is in
conformity with the applicable subparagraph of regulation 14.1 or 14.4 and regulation 18.3 of this
Annex. (I.e. that the fuel supplied has a sulphur level below:
4.50% m/m prior to 1 January 2012
and that the fuel is free from inorganic acid, does not include any added substance or chemical waste
which either jeopardises the safety of ships, adversely affects the performance of the machinery, is
harmful to personnel, or contributes overall to additional air pollution***).
Further, the revised MEPC Resolution recommends that the seal number of the associated MARPOL
73/78 Annex VI fuel sample is included in the BDN’s for cross-reference purposes.
The BDN’s are to be kept on board and readily available for inspection at all times.
It shall be retained for a period of three years after the fuel oil has been delivered on board.

REGULATION 18 - FUEL OIL

SAMPLES (RETAINED SAMPLE)
Regulation 18 requires that every BDN is to be accompanied by a representative sample of the fuel oil
delivered, taking into account the revised “Guidelines for the sampling of fuel for determination of
compliance with Annex VI of MARPOL 73/78” referred to as retained sample.
The sample is to be sealed and signed by the supplier’s representative and the master or officer in charge
of the bunker operation on completion of bunkering operations, and retained under the ship’s control
until the fuel oil is substantially consumed, but in any case for a period of not less than 12 months from
the time of delivery.
Although the resolution specifies that the volume of the sample bottle should be no less than 400 ml,
due to potential need for repetitive testing, DNV Petroleum Services recommends that the sample
volume is not to be less than 750 ml.
It should be noted that the practical purpose of the retained sample is to enable port states to verify the
sulphur content of the fuel, as well as to verify that the fuel oil quality is in accordance with Reg. 18.
As Annex VI specifies that the Annex VI sample is not to be used for commercial purposes, DNV
Petroleum Services recommends that for ship’s already participating in a fuel oil quality testing scheme,
the Annex VI sample should be the fourth sample
In case the supplier is not in a position to comply with the procedural or documentary
requirements stated in Annex VI of MARPOL 73/78, the following actions should be taken by the
ship’s crew:
A Note of Protest highlighting non-compliance with MARPOL Annex VI requirements should be
issued. The Note of Protest is to be forwarded to the relevant Port State.
Reference to the Note of Protest is to be made in the BDN (if supplied).
If the supplier does not provide a MARPOL sample, the ship’s crew should propose their own
representative MARPOL Annex VI sample to be taken the official MARPOL Annex VI sample.
The crew should request counter-signing and sealing by the supplier. If this is accepted by the supplier,
a Note of Protest should not be deemed necessary.
8.2.3 SAMPLING PROCEDURES
Note that the revised MEPC Resolution specifies in detail that the fuel sample is to be obtained at the
receiving ship’s inlet bunker manifold and is to be drawn continuously throughout the bunker delivery
period. The term continuously drawn is specified to mean a continuous collection of drip sample
throughout the delivery of bunker fuel. Sampling methods are further clarified as either; manual valve-
setting continuous-drip sampler (equivalent to DNV Petroleum Services’ Line sampler), time-
proportional automatic sampler, or flow-proportional automatic sampler.
Further the guidelines specify that sample bottle labels are to contain the following information:
Location at which, and the method by which, the sample was drawn.
Date of commencement of delivery.
Name of bunker tanker/bunker installation.
Name and IMO number of the receiving ship.
Signatures and names of the supplier’s representative and the ship’s representative.
Details of seal identification.
Bunker grade.

56. What is the purpose of an OPIC certificate?

To certify that there is in force in respect of the ship a policy of insurance or other financial security
satisfying the requirements of Article VII of the International Convention on Civil Liability for Oil
Pollution Damage 1969 (the CLC).
57. When is it to be produced by a Master?
On arrival at and departure from any port or terminal, to customs (in the UK) or any state or harbour
official requesting it.
58. HNS Convention
1) The regime established by the HNS Convention is largely modelled on the existing regime for oil
pollution from tankers set up under the CLC1992 and the Fund Convention 1992, which covers
pollution damage caused by spills of persistent oil from tankers.
2) The HNS regime is governed by one Convention, the purpose of which is to provide adequate,
prompt and effective compensation for loss or damage to persons, property and the environment
arising from the carriage of HNS by sea.
3) The Convention covers both pollution damage & damage caused by other risks, e.g. fire, explosion.
4) Under the HNS Convention the shipowner is liable for the loss or damage up to a certain amount,
which is covered by insurance (1st tier). A compensation fund (the HNS Fund) will provide
additional compensation when the victims do not obtain full compensation from the shipowner or
his insurer (2nd tier).
5) The HNS Fund will be funded by those companies and other entities which receive HNS after sea
transport in a Member State in excess of the thresholds laid down in the Convention.
6) Scope of application
The HNS Convention covers any damage caused by HNS in the territory or territorial sea of a State
Party to the Convention.
It also covers pollution damage in the exclusive economic zone, or equivalent area, of a State Party
and damage (other than pollution damage) caused by HNS carried on board ships registered in, or
entitled to fly, the flag of a State Party outside the territory or territorial sea of any State.
Costs of preventive measures, i.e. measures to prevent or minimise damage, are also covered
wherever taken.
The HNS Convention does not cover damage caused during the transport of HNS to or from a ship.
The cover starts from the time when the HNS enters the ship’s equipment or passes its rail, on
loading, and the cover ends when the HNS ceases to be present in any part of the ship’s equipment
or passes its rail on discharge.
The Convention covers incidents involving the carriage of HNS by sea by any sea-going craft of any
type whatsoever, except warships and other ships owned or operated by a State and used, for the
time being, only on Government non-commercial service; it allows a State to exclude from the
application of the Convention ships which do not exceed 200 gross tonnage and which carry HNS
only in packaged form and while the ships are engaged on voyages between ports of that State.
The Convention defines the concept of HNS largely by reference to lists of individual substances
that have been previously identified in a number of international Conventions and Codes designed to
ensure maritime safety and prevention of pollution.
HNS includes both bulk cargoes and packaged goods.
Bulk cargoes can be solids, liquids including oils or liquefied gases.
The number of substances included is very large: the International Maritime Dangerous Goods Code
(IMDG Code), for example, lists hundreds of materials which can be dangerous when shipped in
packaged form. Some bulk solids such as coal and iron ore are excluded because of the low hazards
they represent.
7) Damage
’Damage’ includes loss of life or personal injury on board or outside the ship carrying HNS, loss of
or damage to property outside the ship, loss or damage caused by contamination of the environment,
loss of income in fishing and tourism, and the costs of preventive measures and further loss or
damage caused by such measures.
The Convention defines preventive measures as any reasonable measures taken by any person after
an incident has occurred to prevent or minimize damage. These include measures such as clean-up
or removal of HNS from a wreck if the HNS present a hazard or pollution risk.
The HNS Convention does not cover pollution damage caused by persistent oil, since such damage
is already covered under the existing international regime established by the 1992 CLC and Fund
Convention. However, non-pollution damage caused by persistent oil, e.g. damage caused by fire or
explosion, is covered by the HNS Convention. The HNS Convention does not apply to damage
caused by radioactive material.
The amount available for compensation from the shipowner and the HNS Fund will be distributed
among claimants in proportion to their established claims.
However, claims for loss of life and personal injury have priority over other claims.
Up to two thirds of the available compensation amount is reserved for such claims
8) 1st Tier - Liability of the Shipowner
Strict liability of the shipowner
The registered owner of the ship in question is strictly liable to pay compensation following an
incident involving HNS. This means that he is liable even in the absence of fault on his part. The
fact that damage has occurred is sufficient to establish the shipowner’s liability provided there is a
causal link between the damage and the HNS carried on board the ship.
The shipowner is exempt from liability under the HNS Convention only if he proves that:
(a) the damage resulted from an act of war, hostilities, civil war, insurrection or a natural
phenomenon of an exceptional, inevitable and irresistible character; or
(b) the damage was wholly caused by an act or omission done with the intent to cause damage by
a third party; or
(c) the damage was wholly caused by the negligence or other wrongful act of any Government or
other authority responsible for the maintenance of lights or other navigational aids in the exercise of
that function; or
(d) the failure of the shipper or any other person to furnish information concerning the hazardous
and noxious nature of the substances shipped either:
(i) has caused the damage, wholly or partly; or
(ii) has led the owner not to obtain insurance;
provided that neither the shipowner, nor his servants or agents knew or ought reasonably to have
known of the hazardous and noxious nature of the substances shipped.
If the shipowner proves that the damage resulted wholly or partly either from an act or ommission
done with intent to cause damage by the person who suffered the damage or from the negligence of
that person, the shipowner may be exonerated wholly or partially from its obligation to pay
compensation to such person.
The owner of the HNS involved in the incident is not liable under the HNS Convention.
Limitation of liability
The shipowner is normally entitled to limit his liability under the HNS Convention to an amount
calculated on the basis of the units of gross tonnage (GT) of the ship, as follows:
(a) 10 million Special Drawing Rights (SDR)1 for a ship not exceeding 2, 000 GT;
(b) for a ship in excess of 2,000 GT 10 million SDR plus:

(i) for each unit of tonnage from 2,001 to 50,000 GT, 1,500 SDR;
(ii) for each unit of tonnage in excess of 50, 000 GT, 360 SDR.
The aggregate amount of the shipowners’ liability shall not exceed 100 million SDR.
The shipowner will be denied right to limitation of liability if it is proved that the damage resulted
from his personal act or omission committed either with intent to cause damage, or recklessly and
with knowledge that damage would probably result.
Compulsory insurance
The owner of a ship that carries HNS is required to take out insurance, or maintain other acceptable
financial security to cover his liability under the HNS Convention.
The HNS Convention requires shipowners to provide evidence of insurance cover upon the ship’s
entry into port of any State which is party to the Convention by production of a certificate,
regardless of whether the State of the ship’s registry is party to the Convention. The certificates will
be issued by the State of the ship’s register or, if that State is not party to the Convention, by a State
Party. States Parties are required to accept any certificate issued by any other State Party.
Claims for compensation may be brought directly against the insurer or person providing financial
security.
9) 2nd Tier - HNS Fund
The HNS Fund will pay compensation when the total admissible claims exceed the shipowner’s
liability, i.e. the Fund pays top-up compensation when the shipowner, or his insurer, cannot meet in
full the loss or damage arising from an incident.
The HNS Fund also pays compensation in the following cases:
• the shipowner is exonerated from liability; or
• the shipowner liable for the damage is financially incapable of meeting his obligations.
To claim against the HNS Fund, the Convention requires claimants to prove that there is a
reasonable probability that the damage resulted form an incident involving one or more ships. The
HNS Fund may in such cases be liable to pay compensation even if the particular ship causing the
damage cannot be identified.
The HNS Fund is also not liable to pay compensation if the damage was caused by an act of war,
hostilities, etc., or by HNS discharged from a warship or other ship owned or operated by a State
and used for the time being, only on Government non-commercial service.
If the HNS Fund proves that the damage resulted wholly or partly either from an act or omission
done with intent to cause damage by the person who suffered the damage or from the negligence of
that person, the HNS Fund may be exonerated wholly or partially from its obligation to pay
compensation to such person.
However, there shall be no such exoneration of the HNS Fund with regard to preventive measures.
Limit of compensation by the HNS Fund
The maximum amount payable by the HNS Fund in respect of any single incident is 250 million
SDR, including the sum paid by the shipowner or his insurer.
The HNS Convention also provides a simplified procedure to increase the maximum amount of
compensation payable under the Convention in the future.
If the total amount of the admissible claims does not exceed the maximum amount available for
compensation, then all claims will be paid in full. Otherwise the payments will have to be prorated
i.e. all claimants will receive an equal proportion of their admissible claims.

Financing of the HNS Fund

(a) Contributions to the HNS Fund
Compensation payments made by the HNS Fund will be financed by contributions levied on persons
who have received, in a calendar year, contributing cargoes after sea transport in a Member State in
quantities above the thresholds laid down in the HNS Convention. For each contributor the levies
will be in proportion to the quantities of HNS received by that person each year.
For the purpose of the contribution system, not only imported cargoes, but also cargoes received
after sea transport between ports in the same State are taken into account. However, cargo is not
considered to be contributing cargo so long as it is in transit. That is, provided that the cargo is not
imported, consumed or transformed, transhipment does not lead to a requirement for the payment of
a contribution to the HNS Fund
The contributions to finance the HNS Fund’s compensation payments will be made post-event, i.e.
levies will only be due after an incident involving the HNS Fund occurs. Levies may be spread over
several years in the case of a major incident.
(b) HNS Fund Accounts
The HNS Fund, when fully operational, will have four accounts:
• Oil
• Liquefied Natural Gas (LNG)
• Liquefied Petroleum Gas (LPG)
• A general account with two sectors:
Bulk solids
Other HNS
damage caused by substances contributing to that account, i.e. there will be no cross-subsidization.
Each separate account will only come into operation when the total quantity of contributing cargo
received in Member States during the preceding year, or any such year as the HNS Assembly
decides, exceeds the following levels:
• 350 million tonnes for the oil account
• 20 million tonnes for the LNG account
• 15 million tonnes for the LPG account
However, during the early existence of the HNS Fund, there may not be sufficient contribution basis
in the form of the quantities of HNS received in Member States to set up all the 4 separate accounts.
Initially, the separate accounts may be postponed & HNS Fund may therefore have only 2 accounts:
• one separate account for oil
• one general account including four sectors:
LNG
LPG
Bulk solids
Other HNS
In addition, the separate accounts could be suspended if the total unpaid contributions to that
account exceed 10 % of the most recent levy to that account. As a result, any contributions due to a
separate account that has been suspended will be paid into the general account and any relevant
claims will be met from this account. Any decision to suspend or re-instate the operation of an
account requires a two-thirds majority of the Assembly.
Receivers of HNS might have to contribute to one or more of the accounts.

Levies applying to individual receivers will be calculated according to the quantities of contributing
cargo received and, in the case of the general account, according to the Reg’s in Annex II of the
Conv.
Liability to contribute to the HNS Fund will arise for a given receiver only when his annual receipts
of HNS exceed the following thresholds:
Oil persistent oil 150 000 tonnes
Oil non-persistent oil 20 000 tonnes
LNG no minimum quantity
LPG 20 000 tonnes
Bulk solids and other HNS 20 000 tonnes
7) Entry into force of the HNS Convention
The HNS Convention will enter into force eighteen months after ratification by at least twelve States
subject to the following conditions:
(i) four States must each have a registered ship’s tonnage of at least 2 million GT; and
(ii) contributors in the States that have ratified the Convention must, between them, have received
during the preceding calendar year a minimum of 40 million tonnes of cargo consisting of bulk
solids and other HNS liable for contributions to the general account.
59. 2010 HNS Protocol Convention

1) 2010 Protocol to International Convention on Liability & Compensation for Damage in Connection
with the Carriage of Hazardous and Noxious Substances by Sea, 1996 (2010 HNS Convention)
2) The treaty was adopted on 30/ Apr/ 2010; open for signature from 01/ Nov/ 2010 to 31/ Oct/ 2011.
3) The 2010 HNS Convention establishes a comprehensive regime that will cover not only pollution
damage from hazardous and noxious substances carried by ships, but also the risks of fire and
explosion, including loss of life or personal injury as well as loss of or damage to property
4) The IOPC Funds has been working closely with the IMO to expedite the entry into force of the HNS
Convention as amended by the 2010 Protocol.
5) The 2010 HNS Protocol will enter into force 18 months after the date on which the following
conditions are fulfilled:
(a) at least 12 States, including 4 States each with not less than 2 million units of gross tonnage,
have expressed their consent to be bound by it; and
(b) the Secretary-General has received information in accordance with Art. 20, Para’s 4 & 6, that
those persons in such States who would be liable to contribute pursuant to Art. 18, Para’s 1(a) & (c),
of the Convention, as amended by this Protocol, have received during the preceding calendar year -
total quantity of at least 40 million tonnes of cargo contributing to the general account
6) Under the 2010 Protocol, if damage is caused by bulk HNS, compensation would first be sought
from the shipowner, up to a maximum limit of 100 million Special Drawing Rights (SDR).
7) 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.
8) Once this limit is reached, compensation would be paid from the second tier, the HNS Fund, up to a
maximum of 250 million SDR. (Including compensation paid under the first tier).
9) The Fund will have an Assembly, consisting of all States Parties to the Convention and Protocol,
and a dedicated secretariat. The Assembly will normally meet once a year.
10) The Protocol of 2010 to the HNS Convention addresses practical problems that had prevented many
States from ratifying the original Convention, which, despite being adopted in 1996, had not met the
conditions for its entry into force.

11) The 1996 Convention, as amended by the 2010 Protocol, will mutatis mutandis constitute and be
called the International Convention on Liability and compensation for Damage in Connection with
the Carriage of Hazardous and Noxious substances by Sea, 2010 (2010 HNS Convention).
12) Under the 2010 HNS Convention, HNS are defined by reference to lists of substances included in
various IMO Conventions and Codes. These include oils; other liquid substances defined as noxious
or dangerous; liquefied gases; liquid substances with a flashpoint not exceeding 60°C; dangerous,
hazardous and harmful materials and substances carried in packaged form; and solid bulk materials
defined as possessing chemical hazards.
13) The Convention also covers residues left by the previous carriage of HNS, other than those carried
in packaged form.  
14) The treaty defines damage as including loss of life or personal injury; loss of or damage to property
outside the ship; loss or damage by contamination of the environment; the costs of preventative
measures and further loss or damage caused by them.  
15) The treaty introduces strict liability for the shipowner and a system of compulsory insurance and
insurance certificates.
60. The Role of P&I in Oil Pollution

The International Group of P&I Clubs will between them insure almost all internationally trading
tankers. The Clubs will therefore have a role to play in nearly every oil spill of any consequence.
Although in Civil Liability Convention (CLC) countries the clean-up operation will be conducted by
government agencies and in the USA by the shipowner, the Club will almost always be closely
involved, even if only to approve expenditure.
Insurance Guarantor
In the context of an Oil Pollution incident, the Club will almost always have provided the insurance
guarantee, the Civil Liability Convention Certificate. In USA, which has its Oil Pollution Act (OPA 90),
there are separate guarantors, but they rely on the Clubs to provide the actual cover and service.
Liaison with International Oil Pollution Compensation Fund (IOPCF)
In larger oil spills where the IOPCF may be involved the P&I Club will liaise with the IOPCF, both so
as to keep them informed and so as to ensure that there is a smooth flow of funding without different
views being taken on the recoverability of expenditure at different levels. In practice the clean-up costs
(which come at the beginning) are usually the concern of the Club and the IOPCF will only become
involved in payments at higher levels for third party claims.
Source of Funds
Very few shipowners can afford the cash flow needed to fight a major oil pollution incident and even
the oil companies do not like to be out of pocket for too long. The Club will therefore expect to act as
banker for the clean-up operation and third party compensation payments. This means that it is
important to agree expenditure in principle in advance of incurring it so that disputes can be avoided.
Legal Advice
This falls into two parts, the overall issues of liability and details of particular claims. In both areas the
Club (using outside legal advice where appropriate) would expect to assist the shipowner.
Casualty Response
The Club will not itself conduct a clean-up or salvage operation but it will be in a position to find
appropriate advisers, surveyors and through them contractors capable of doing the work.
Tanker Casualties
Some aspects of a casualty are reasonably predictable. For example, a sizeable oil spill is likely to
involve a large clean-up operation. There will probably also be third party claims from fishermen, boat
owners and the owners of shore-side property. There may be thousands of individual claimants. Each
claim must be sifted and assessed.
61. MARPOL’s Condition Assessment Scheme (CAS)

1) Applies to oil tankers ≥ 5,000dwt
CAS will be performed at intervals of up to 5 years and 6 months
First CAS to be undertaken at first renewal (i.e. special) survey or intermediate survey after 5/4/05
of every tanker which has reached its 15th year
CAS is to be harmonized with ESP (Enhanced Special Survey)
2) CAS: Independent assessment carried out at the request of ship owner
One / more aspects, viz. Ship’s Structure, Machinery & Cargo Systems can be assessed as desired.
The extent of survey is larger than that carried out at ESP or CAS survey - Report very detailed.
In addition to the statutory requirement for CAS and the ESP, some oil majors ask a ship owner to
participate in CAP (Condition Assessment Program) for either hull or machinery. Those programs
are offered by classification societies and are purely.
3) Voluntary and provide the ship owner with a rating (CAP 1, 2 or 3 where CAP 1 represent the best
rating) which is important for some oil majors. There is an overlapping of CAP with CAS where
the main difference is that CAS is a statutory requirement and its end users are the flag states while
CAP is a voluntary program required by oil majors who decides on the minimum of CAP rating.
4) CAS is a mandatory statutory survey scheme that Category 2 and Category 3 (non-double hull) oil
tankers must satisfactorily complete (with no outstanding recommendations) by 15 years of age or
by the first intermediate or renewal survey due after 5 April 2005, which ever occurs later, in order
to trade to their respective phase out date as per MARPOL 13G, which was accelerated by
resolution MEPC. 111(50) which enters into force on 5 April 2005.
5) CAS is required to be conducted in conjunction with, the mandatory Enhanced Survey Program
(ESP) and builds upon ESP by requiring additional thickness measurements and close-up surveys.
Relative to ESP, CAS is unique in two respects:
• CAS contains very specific responsibilities and deadlines for planning the survey, which must
begin 8 months in advance of the survey’s commencement; and
• The flag Administration must review/monitor the survey and reporting process and issue the 5-yr
full term CAS Statement of Compliance).
6) ABS’ Condition Assessment Program (CAP)
CAP is a voluntary service offered by some IACS Members. There is no complete harmonization
of the CAP programs offered by IACS Members.
Unlike CAS, ABS’ CAP requires that a fatigue assessment be carried out.
7) General Summary of Differences Between CAP and ABS’ CAS
The following additional provisions would need to be implemented in order for an ABS CAP survey
to qualify for CAS certification:
1) An internal review of survey reports would need to be carried out by persons that were not directly
involved in the CAP survey;
2) More extensive and “positive” reporting of conditions found would be required;
3) Planning would need to start 8 months in advance (see Table 2, attached) of the planned CAP
survey and such planning would need to use the CAS model plan and questionnaire. This would
require greater involvement of the owner and Administration;
4) A dry docking survey would be required;
5) Attendance by two exclusive surveyors would be required; and
6) Additional thickness measurements and close-up surveys - depending on the oil tanker’s age. .
62. What are the components of Paint?

The three main components of an (organic) paint coating are:
1. Pigment: provides opacity, color (also can provide corrosion resistance, water barrier properties,
viscosity control, etc.); primer coatings are sometimes named after a pigment, for example zinc-rich
primer.
2. Binder (resin): binds the ingredients (holds everything together), forms the film; also known as
the non-volatile vehicle; paint coatings are often named after the resin, for example epoxy, vinyl,
polyurethane, acrylic, etc.
3. Volatile vehicle (solvent or dispersant): dissolves or disperses the binder, allows the coating to
spread out.
A distinction can be made between a non-convertible coating (cures by evaporation of the solvent
without a chemical change to the resin) and a convertible coating (cures by a chemical change in the
resin, polymerization).
Environmentally friendly paints, surface treatments and coatings:
"Making environmentally friendly paints is easy: the hard part is making environmentally friendly
paints that have worthwhile decorative and protective properties."
As highlighted by the above quote, two important elements of "green" paint coating durability
(withstanding environmental degradation) are protection of the substrate against corrosion damage and
maintaining a decorative (attractive) appearance. Apart from performance, a further important
consideration is cost-effectiveness and "value" to the user(s). Cost-effectiveness spans across paint
production, application and in-service use (maintenance).
If a so-called environmentally friendly paint system was to perform poorly in service (low durability) it
would have to be removed and re-applied relatively frequently, thereby increasing costs, energy
consumption, waste generation and possible negative environmental impacts. Similar complications
could arise from processing problems in production, application & maintenance of such paint systems.
Topical environmental issues in the chemical composition of paint coatings include:
 Reduction in volatile organic compounds (VOCs) and shift to water based formulations;
 Lead-free systems;
 Chromate (hexavalent chromium) free systems;
 Regulations on biocide additives.
Environmentally friendly paint system matters extend beyond the chemical composition of paint
coatings and include:
 surface preparation and pre-treatment (e.g. alternative solvents, paint removal, reduced cleaning
requirements through process changes, etc.);
 paint application equipment;
 paint application operator techniques;
 cleaning of equipment;
 processing with reduced energy and reduced waste;
 removal, recycling and re-use.
4. Thinner: Liquid thinner is added in the paint to
 Increase fluidity
 Making paint more smooth
 Help penetration into porous surfaces
Common thinner ► turpentine (made by distilling gum from a number of pine trees)

Additives used in paints

Besides the three main categories of ingredients, paint can have a wide variety of miscellaneous
additives, usually added in very small amounts. Some examples include additives to improve wet edge,
to impart antifreeze properties, control foaming, control skinning, fight bacterial growth, or improve
pigment stability. There are various additives, which are added to improve some properties, such as
color opacity and matness, pigment dispersion, or stability.
Raw Materials
Paint is composed of pigments, solvents, resins, and various additives.
1. The pigments give the paint color;
2. Solvents make it easier to apply;
3. Resins help it dry; and
4. Additives serve as everything from fillers to anti-fungicidal agents.
Hundreds of different pigments, both natural and synthetic, exist. The basic white pigment is titanium
dioxide, selected for its excellent concealing properties, and black pigment is commonly made from
carbon black. Other pigments used to make paint include iron oxide and cadmium sulfide for reds,
metallic salts for yellows and oranges, and iron blue and chrome yellows for blues and greens.
Solvents are various low viscosity, volatile liquids. They include petroleum mineral spirits and aromatic
solvents such as benzol, alcohols, esters, ketones, and acetone. The natural resins most commonly used
are linseed, coconut, and soybean oil, while alkyds, acrylics, epoxies, and polyurethanes number among
the most popular synthetic resins. Additives serve many purposes. Some, like calcium carbonate and
aluminum silicate, are simply fillers that give the paint body and substance without changing its
properties. Other additives produce certain desired characteristics.
63. Anti-fouling systems

The International Convention on the Control of Harmful Anti-fouling Systems on Ships, which was
adopted on 5th October 2001, entered into force on 17th September 2008
It aims to prohibit the use of harmful organotins in anti-fouling paints used on ships and establish a
mechanism to prevent the potential future use of other harmful substances in anti-fouling systems.
Parties to the Convention are required to prohibit and/or restrict the use of harmful anti-fouling systems
on ships flying their flag, as well as ships not entitled to fly their flag but which operate under their
authority and all ships that enter a port, shipyard or offshore terminal of a Party.
Annex I of the Convention states that by an effective date of 1st January 2003, all ships shall not apply
or re-apply organotins compounds which act as biocides in anti-fouling systems, and by 1 January 2008
(effective date), ships either:
(a) shall not bear such compounds on their hulls or external parts or surfaces; or
(b) shall bear a coating that forms a barrier to such compounds leaching from the underlying non-
compliant anti-fouling systems.
This applies to all ships (except fixed and floating platforms, floating storage units (FSUs), and floating
production storage and off-loading units (FPSOs) that have been constructed prior to 1 January 2003
and that have not been in dry-dock on or after 1 January 2003.
Ships > 400 GT, engaged in international voyages (excl. fixed / floating platforms, FSUs & FPSOs)
will be required to undergo an initial survey before the ship is put into service or before International
Anti-fouling System Certificate is issued for the first time; a survey when AFS are changed / replaced.

Ships > 24 metres in length but < 400 GT, engaged in international voyages (excluding fixed or floating
platforms, FSUs and FPSOs) will have to carry a Declaration on Anti-fouling Systems signed by the
owner or authorized agent. The Declaration will have to be accompanied by appropriate documentation
such as a paint receipt or contractor invoice.
AFS’s to be prohibited or controlled listed in Annex 1 to the Convention, updated as necessary.
The Convention includes a clause in Art. 12 which states that a ship shall be entitled to compensation if
it is unduly detained or delayed while undergoing inspection for possible violations of the Convention.
The Convention provides for the establishment of a “technical group”, to include people with relevant
expertise, to review proposals for other substances used in anti-fouling systems to be prohibited or
restricted. Article 6 on Process for Proposing Amendments to controls on Anti-fouling systems sets out
how the evaluation of an anti-fouling system should be carried out.
Resolutions adopted by the Conference: The Conference adopted four resolutions:
Resolution 2 Future work of the Organization pertaining to the Convention – The resolution invites
IMO to develop guidelines for brief sampling of anti-fouling systems; guidelines for inspection of ships;
and guidelines for surveys of ships. The guidelines are needed in order to ensure global and uniform
application of the articles of the Convention which require sampling, inspection and surveys.
The following have been developed and adopted:
 Guidelines for survey and certification of AFS on ships - adopted by resolution MEPC.102(48);
 Guidelines for brief sampling of AFS on ships - adopted by resolution MEPC.104(49); and
 Guidelines for inspection of AFS on ships - adopted by resolution MEPC. 105(49).
Resolution 3 Approval and Test Methodologies for Anti-Fouling Systems on Ships – This resolution
invites States to approve, register or license anti-fouling systems applied in their territories. It also urges
States to continue the work, in appropriate international fora, for the harmonization of test methods and
performance standards for anti-fouling systems containing biocides.
Resolution 4 Promotion of Technical Co-operation – The resolution requests IMO Member States, in
co-operation with IMO, other interested States, competent international or regional organizations and
industry programmes, to promote and provide directly, or through IMO, support to States in particular
developing States that request technical assistance for:
(a) the assessment of the implications of ratifying, accepting, approving, or acceding to and complying
with the Convention;
(b) the development of national legislation to give effect to the Convention; and
(c) the introduction of other measures, including the training of personnel, for the effective
implementation and enforcement of the Convention.
It also requests Member States, in co-operation with IMO, other interested States, competent
international and regional organisation and industry programmes, to promote co-operation for scientific
and technical research on the effects of anti-fouling systems as well as monitoring these effects.
Background
Anti-fouling paints are used to coat the bottoms of ships to prevent sealife such as algae and molluscs
attaching themselves to the hull – thereby slowing down the ship and increasing fuel consumption.
The new Convention defines “anti-fouling systems” as “a coating, paint, surface treatment, surface or
device that is used on a ship to control or prevent attachment of unwanted organisms”.
In the early days of sailing ships, lime and later arsenic were used to coat ships' hulls, until the modern
chemicals industry developed effective anti-fouling paints using metallic compounds.

These compounds slowly "leach" into the sea water, killing barnacles and other marine life that have
attached to the ship. But the studies have shown that these compounds persist in the water, killing
sealife, harming the environment and possibly entering the food chain. One of the most effective anti-
fouling paints, developed in the 1960s, contains the organotin tributylin (TBT), which has been proven
to cause deformations in oysters and sex changes in whelks.
The adoption of the new Convention marked the successful outcome of the task set by Ch. 17 of Agenda
21 developed by the 1992 Rio Conference on Environment & Development. Chapter 17 called on States
to take measures to reduce pollution caused by organotins compounds used in anti-fouling systems.
The harmful environmental effects of organotin compounds were recognized by IMO in 1989. In 1990
IMO’s Marine Environment Protection Committee (MEPC) adopted a resolution which recommended
that Governments adopt measures to eliminate the use of anti-fouling paint containing TBT on non-
aluminium hulled vessels of less than 25 metres in length and eliminate the use of anti-fouling paints
with a leaching rate of more than four microgrammes of TBT per day.
In November 1999, IMO adopted an Assembly resolution that called on the MEPC to develop an
instrument, legally binding throughout the world, to address the harmful effects of anti-fouling systems
used on ships. The resolution called for a global prohibition on the application of organotin compounds
which act as biocides in AFS on ships by 1 January 2003, and a complete prohibition by 1 Jan 2008.
This instrument was adopted as the International Convention on the Control of Harmful Anti-fouling
Systems on Ships.
64. Ballast Water Management and Control:

Since the introduction of steel hulled vessels around 120 years ago, water has been used as ballast to
stabilize vessels at sea. Ballast water is pumped-in to maintain safe operating conditions throughout a
voyage. This practice reduces stress on the hull, provides transverse stability, improves propulsion and
maneuverability, and compensates for weight lost due to fuel and water consumption. Since all ships are
designed for a certain weight range, ballast is used to compensate for unloaded cargo.
Tankers and bulk-carriers are the largest vessels existing in the industry. They normally transport goods
on the outward voyage and use ballast when they return. They then pump-out ballast water when they
load cargo for the next voyage.
Ballast water may contain suspended matter, such as sediment particles and organic debris. These may
form layers in ballast tanks & cargo holds. The internal structure of a ballast tank is extremely complex
& allows many locations for sediments to become trapped, accumulating during the voyage. Sometimes,
depending on the quality of water in the port of origin, sediment accumulation in ballast tanks may
become severe.
While ballast water is essential for safe & efficient shipping operations, it may pose serious ecological,
economic & health threats. There are literally thousands of marine species carried in ships’ ballast water
These include bacteria and other microbes, small invertebrates, eggs, cysts and larvae of various species.
In some cases, healthy, living fish have been found in ballast tanks.
The transferred species may survive to establish a reproductive population in the host environment,
becoming invasive, out-competing native species and multiplying into pest proportions.
BWM Convention status
The Convention will enter into force 12 months after ratification by 30 States, representing 35 per cent
of world merchant shipping tonnage.
As of July 2011, 28 States have ratified the Convention, representing 25.43% of world merchant
shipping tonnage.

International Convention for the Control & Management of Ships' Ballast Water & Sediments
Adoption: 13 February 2004; Entry into force: 12 months after ratification by 30 States, representing 35
% of world merchant shipping tonnage
As of July 2011, 28 States have ratified the Convention, representing 25.43% of world merchant
shipping tonnage.
Invasive aquatic species present a major threat to the marine ecosystems, and shipping has been
identified as a major pathway for introducing species to new environments. The problem increased as
trade and traffic volume expanded over the last few decades and in particular with the introduction of
steel hulls, allowing vessels to use water instead of solid materials as ballast. The effects of the
introduction of new species have in many areas of the world been devastating. Quantitative data show
the rate of bio-invasions is continuing to increase at an alarming rate. As the volumes of seaborne trade
continue overall to increase, the problem may not yet have reached its peak.
However, the Ballast Water Management Convention, adopted in 2004, aims to prevent the spread of
harmful aquatic organisms from one region to another, by establishing standards and procedures for the
management and control of ships' ballast water and sediments
Under the Convention, all ships in international traffic are required to manage their ballast water and
sediments to a certain standard, according to a ship-specific ballast water management plan. All ships
will also have to carry a ballast water record book and an international ballast water management
certificate. The ballast water management standards will be phased in over a period of time. As an
intermediate solution, ships should exchange ballast water mid-ocean. However, eventually most ships
will need to install an on-board ballast water treatment system.
A number of guidelines have been developed to facilitate the implementation of the Convention.
The Convention will require all ships to implement a Ballast Water and Sediments Management Plan.
All ships to carry a Ballast Water Record Book; be required to carry out ballast water management
procedures to a given standard. Existing ships to do the same, but after a phase-in period.
Parties to the Convention are given the option to take additional measures which are subject to criteria
set out in the Convention and to IMO guidelines
The Convention is divided into Articles; and an Annex which includes technical standards and
requirements in the Regulations for the control and management of ships' ballast water and sediments.
General Obligations
Under this Art. 2, Parties undertake to give full and complete effect to the provisions of the Convention
and the Annex in order to prevent, minimize and ultimately eliminate the transfer of harmful aquatic
organisms & pathogens through the control and management of ships' ballast water & sediments.
Parties are given the right to take, individually or jointly with other Parties, more stringent measures
with respect to the prevention, reduction or elimination of the transfer of harmful aquatic organisms and
pathogens through the control & management of ships' ballast water & sediments, consistent with
international law; ensure that ballast water management practices do not cause greater harm than they
prevent to their environment, human health, property or resources, or those of other States
Sediment Reception Facilities
Under this Art. 5 Parties undertake to ensure that ports & terminals where cleaning or repair of ballast
tanks occurs have adequate reception facilities for reception of sediments.
Research and monitoring
Article 6 Scientific and Technical Research and Monitoring calls for Parties individually or jointly to
promote and facilitate scientific and technical research on ballast water management; and monitor the
effects of ballast water management in waters under their jurisdiction.

Survey, certification and inspection

Ships are required to be surveyed and certified (Article 7 Survey and certification) and may be inspected
by port State control officers (Article 9 Inspection of Ships) who can verify that the ship has a valid
certificate; inspect the Ballast Water Record Book; and/or sample the ballast water. If there are
concerns, then a detailed inspection may be carried out and "the Party carrying out the inspection shall
take such steps as will ensure that the ship shall not discharge Ballast Water until it can do so without
presenting a threat of harm to the environment, human health, property or resources."
All possible efforts shall be made to avoid a ship being unduly detained or delayed (Article 12).
Technical assistance
Under Article 13 Technical Assistance, Co-operation and Regional Co-operation, Parties undertake,
directly or through the Organization and other international bodies, as appropriate, in respect of the
control and management of ships' ballast water and sediments, to provide support for those Parties
which request technical assistance to train personnel; to ensure the availability of relevant technology,
equipment and facilities; to initiate joint research and development programmes; and to undertake other
action aimed at the effective implementation of this Convention and of guidance developed by the
Organization related thereto.
Annex - Section A General Provisions
This includes definitions, application and exemptions. Under Regulation A-2 General Applicability:
"Except where expressly provided otherwise, the discharge of Ballast Water shall only be conducted
through Ballast Water Management, in accordance with the provisions of this Annex."
Annex - Section B Management and Control Requirements for Ships
Ships are required to have on board and implement a Ballast Water Management Plan approved by the
Administration (Regulation B-1). The Ballast Water Management Plan is specific to each ship and
includes a detailed description of the actions to be taken to implement the Ballast Water Management
requirements and supplemental Ballast Water Management practices.
Ships must have a Ballast Water Record Book (Regulation B-2) to record when ballast water is taken
on board; circulated or treated for Ballast Water Management purposes; and discharged into the sea. It
should also record when Ballast Water is discharged to a reception facility and accidental or other
exceptional discharges of Ballast Water
The specific requirements for ballast water management are contained in regulation B-3 Ballast Water
Management for Ships:
Ships constructed before 2009 with a ballast water capacity of between 1500 and 5000 cubic metres
must conduct ballast water management that at least meets the ballast water exchange standards or the
ballast water performance standards until 2014, after which time it shall at least meet the ballast water
performance standard.
Ships constructed before 2009 with a ballast water capacity of less than 1500 or greater than 5000 cubic
metres must conduct ballast water management that at least meets the ballast water exchange standards
or the ballast water performance standards until 2016, after which time it shall at least meet the ballast
water performance standard.
Ships constructed in or after 2009 with a ballast water capacity of less than 5000 cubic metres must
conduct ballast water management that at least meets the ballast water performance standard.
Ships constructed in or after 2009 but before 2012, with a ballast water capacity of 5000 cubic metres or
more shall conduct ballast water management that at least meets the standard described in regulation D-
1 or D-2 until 2016 and at least the ballast water performance standard after 2016.
Ships constructed in or after 2012, with a ballast water capacity of 5000 cubic metres or more shall
conduct ballast water management that at least meets the ballast water performance standard.

Other methods of ballast water management may also be accepted as alternatives to the ballast water
exchange standard and ballast water performance standard, provided that such methods ensure at least
the same level of protection to the environment, human health, property or resources, and are approved
in principle by IMO's Marine Environment Protection Committee (MEPC).
Under Regulation B-4 Ballast Water Exchange, all ships using ballast water exchange should:
whenever possible, conduct ballast water exchange at least 200 nautical miles from the nearest
land and in water at least 200 metres in depth, taking into account Guidelines developed by IMO;
in cases where the ship is unable to conduct ballast water exchange as above, this should be as far
from the nearest land as possible, and in all cases at least 50 nautical miles from the nearest land
and in water at least 200 metres in depth.
When these requirements cannot be met areas may be designated where ships can conduct ballast water
exchange. All ships shall remove and dispose of sediments from spaces designated to carry ballast water
in accordance with the provisions of the ships' ballast water management plan (Regulation B-4).
Annex - Section C Additional measures
A Party, individually or jointly with other Parties, may impose on ships additional measures to prevent,
reduce, or eliminate the transfer of Harmful Aquatic Organisms and Pathogens through ships' Ballast
Water and Sediments.
In these cases, the Party / Parties should consult adjoining / nearby States that may be affected by such
standards or requirements and should communicate their intention to establish additional measure(s) to
the IMO at least 6 months, except in emergency or epidemic situations, prior to the projected date of
implementation of the measure(s). When appropriate, Parties to obtain approval of IMO.
Annex - Section D Standards for Ballast Water Management
There is a ballast water exchange standard and a ballast water performance standard. Ballast water
exchange could be used to meet the performance standard:
Regulation D-1 Ballast Water Exchange Standard - Ships performing Ballast Water exchange shall do
so with an efficiency of 95 % volumetric exchange of Ballast Water. For ships exchanging ballast water
by the pumping-through method, pumping through three times the volume of each ballast water tank
shall be considered to meet the standard described. Pumping through less than three times the volume
may be accepted provided the ship can demonstrate that at least 95% volumetric exchange is met.
Regulation D-2 Ballast Water Performance Standard - Ships conducting ballast water management shall
discharge less than 10 viable organisms per cubic metre greater than or equal to 50 micrometres in
minimum dimension and less than 10 viable organisms per milliliter less than 50 micrometres in
minimum dimension and greater than or equal to 10 micrometres in minimum dimension; and discharge
of the indicator microbes shall not exceed the specified concentrations.
The indicator microbes, as a human health standard, include, but are not be limited to:
a. Toxicogenic Vibrio cholerae (O1 and O139) with less than 1 colony forming unit (cfu) per 100
milliliters or less than 1 cfu per 1 gram (wet weight) zooplankton samples ;
b. Escherichia coli less than 250 cfu per 100 milliliters;
c. Intestinal Enterococci less than 100 cfu per 100 milliliters.
Ballast Water Management systems must be approved by the Administration in accordance with IMO
Guidelines (Regulation D-3 Approval requirements for Ballast Water Management systems). These
include systems which make use of chemicals or biocides; make use of organisms or biological
mechanisms; or which alter the chemical or physical characteristics of the Ballast Water.
Prototype technologies
Regulation D-4 covers Prototype Ballast Water Treatment Technologies; allows for ships participating
in a programme approved by the Administration to test and evaluate promising Ballast Water treatment
technologies to have a leeway of 5 years before having to comply with requirements.
Review of standards
Under regulation D-5 Review of Standards by the Organization, IMO is required to review the Ballast
Water Performance Standard, taking into account a number of criteria including safety considerations;
environmental acceptability, i.e., not causing more or greater environmental impacts than it solves;
practicability, i.e., compatibility with ship design and operations; cost effectiveness; and biological
effectiveness in terms of removing, or otherwise rendering inactive harmful aquatic organisms and
pathogens in ballast water. The review should include a determination of whether appropriate
technologies are available to achieve the standard, an assessment of the above mentioned criteria, and an
assessment of the socio-economic effect(s) specifically in relation to the developmental needs of
developing countries, particularly small island developing States.
Annex- Section E Survey and Certification Requirements for Ballast Water Management
Gives requirements for initial renewal, annual, intermediate and renewal surveys and certification
requirements. Appendices give form of Ballast Water Management Certificate and Form of Ballast
Water Record Book.
65. List the IMO Conventions and guidelines dealing with marine environment protection.State how
each of the convention contributes to the protection of the marine environment.
Conventions are the main instruments of IMO, a binding legal instrument regulating some aspect of
maritime affairs of major concern to IMO (e.g. safety, pollution).
Various conventions have been developed to deal with the prevention of pollution by ships some of
which are as listed below:
(1) International Convention for the prevention of pollution from ships, 1973 as modified by the
protocol of 1978 (MARPOL 73/78).
The various annexes to this convention are as follows:
a) Annexe-1: Deals with regulations for the prevention of pollution by oil. Entered into force on 2nd
October 1983 few important regulations in this annex includes the following
(i) International Oil pollution prevention certificate (IOPP):- The IOPP certificate is issued after an
initial or renewal survey to any oil tanker of ISO GT and above and other ships of 400 GT and above.
The certificate is valid for 5 years and issued by the administration as per regulation 5.
(ii)Oil discharging monitoring and control system of approved type to be fitted in tankers to provide a
continuous record of the discharge in terms of quantity, oil content, rate etc as per regulation 15 which
also regulates the retention quantity of oil on board.
(iii)Oil filtering equipment or any ship of 10000 GT and above should be provided with arrangements
for an alarm and automatic stopping device in case the effluent exceeds 15ppm
(iv) Reception facilities to be provided at ports and terminals as per regulation 12;
(v) Segregated clean ballast tanks (SBT) and crude oil washing system (COW) - for oil tankers
(vi) Improving the requirements for the design and construction of oil tankers to prevent oil pollution in
the event of collision and stranding for new tankers and for existing ships, which apply to crude carriers
> 20000 DWT; and product carriers > 30000 DWT, which shall be subject to enhanced programme of
inspections, during periodicals intermediate and annual surveys;
(vii)Oil record book: Every oil tanker > 150 GT; and all other ships > 400 GT shall have an oil record
book for recording all oil transfers as well as recording all bilge and sludge transfers, oily water
separator operations and incineration/disposal to shore
(viii)Shipboard Oil pollution Emergency Plan (SOPEP) Reg 26 : Every tanker > 150 GT; and all other
ships > 400 GT shall carry on board an oil pollution emergency plan approved by the administration.

b) Annexe II: Defines regulations for the control of pollution by noxious liquid substance in bulk;
Entered into force on 6th April 1987.
(i)Categorization & control of discharge of NLS in and outside special areas as per Reg. 3 & 5
(ii)Cargo record book which records loading unloading cleaning and ballasting facilities at terminals for
discharge of residues and mixtures containing NLS-reg7
c) Annexe III: Defines regulations for the prevention of pollution by harmful substances in packaged
form; Entered into force on 1st July 1992. Important points in their annexe are
(i)It contains general requirements for the issuing of detailed standards on packing, marking, labelling,
documentation, stowage, quantity limitations and exceptions and notifications for preventing pollution
by harmful substances.
d) Annexe IV: Regulations for the prevention of pollution by sewage from ships;
Entered into force 27th Sept 2003. The following are the important points in this annexe
(i) An International Sewage pollution Prevention certificate is issued by the administration, after survey
has been carried out in accordance with regulation 3
(ii)Ship must have in operation an administration approved sewage treatment plant to meet the
operational requirements… regulation 8
(iii)Reception facilities at ports and terminals for reception of sewage ….Regulation 10
(iv)Standard discharge connections for discharge of sewage to terminals
e) Annex V: Regulations for prevention of pollution by garbage from ships;
Entered into force 31st Dec 1988
(i) It lays down requirements for disposal of garbage within and outside special areas.
(ii) Reception facilities at terminals and ports to be provided for reception of garbage
(iii)Placards to be displayed for every ship of 12m or more in length which notifies the crew of disposal
regulations
(iv)Every ship > 400 GT, certified to carry 15 persons or more shall have a garbage management plan,
which provides written procedures for storing, collecting, processing and disposing of garbage.
(v) Garbage Record book required for ships > 400 GT and carrying more than 15 persons which shall be
preserved for 2 years after the last entry is made.
f) Annexe VI: Regulations for prevention of air pollution from ships.
Entered into force 19th May 2005
(i) Issue of International Air Pollution Prevention (IAPP) certificate by the administration after initial
survey as per regulation which will be valid for 5 years
(ii) Restriction on use of ozone depleting substances (ODS) such as HCFC’s on board ship
(iii) Control of emission of Nitrogen Oxides (NOx) from diesel engines & other modes of propulsion;
(iv) Control of emission of Sulphur Oxides (Sox) by limiting Sulphur content of fuel to 4.5% m/m and
1.5% m/m for Sulphur Emission Control Areas (SECA) (Reg 14)
(v) Installation of approved incinerators for shipboard incineration of sludge and oil waste. The fuel gas
outlet temperature and combustion chamber outlet temperatures are monitored
(vi) Bunker delivery Note (BDN) must specify in detail the parameters of the fuel supplied and these are
to be retained on board for a period of 3 years after the bunkers are received.
(vii) F.O.Sample to be taken continuously by an approved sampling method and stored in a clearly
marked designated place for a period of not less than 12 months from the time of delivery.
(viii) ODC’s should be clearly marked and stored in a designated place assigned for that purpose
(ix) VOC system for tankers sailing to a VOC designated port.
2) International Convention relating to Intervention on the High seas in cases of Oil pollution
causalities 1969.
Entered into force on 6th May 1975; This convention affirms the right of coastal state to take such
measures on the high seas as may be necessary to prevent mitigate or eliminate danger to its coastline.
The 1973 protocol extends convention to even cover pollutants other than oil.
3) Convention on the prevention of marine pollution by dumping of wastes and other matter
(LDC), 1972.
Entered into force on 30th Aug 1975; This is also known as the LONDON Convention 1972. it prohibits
dumping of certain hazardous materials, requires a prior special permit for the dumping of a number of
other identified materials and a prior general permit for other wastes or matter.
4) International Convention on Oil Pollution Preparedness, Response and Co-operation (OPRC
1990)
Entered into force on 13th MAY 1995; The convention requires
(a) Ships must carry an approved plan
(b) Provide for establishment of a stock of oil spill combating equipment. Holding of oil spill combating
drills and development of detailed plans for dealing with pollution incidents
(c) All parties must provide assistance to others in the event of an emergency
5) Protocol on preparedness response and cooperation to pollution incidents by hazardous and
Noxious substances, 2000:
Adoption 15 March 2000. Entry into force: 12 months after ratification by not less than 15 states which
are states party to the OPRC Convention
6) International Convention on the control of Harmful anti fouling systems on ships (AFS), 2001
Entered into force on 17th September 2008;
This convention prohibits the use of harmful organisations (in anti-fouling paints) used on ships and
establishes a procedure to prevent potential suture use of other harmful substances in AFS
7) International convention for the control and Management of ships ballast water and sediments,
2004
Adoption 13th February 2004. Entry into force 12 months after ratification by 30 states, representing 35
% of world Merchant Shipping tonnage.
66. What is the HELSINKI Convention?

Convention on the Protection of the Marine Environment of the Baltic Sea Area
Growing awareness that national measures alone are not sufficient to protect this highly sensitive marine
environment led the Baltic Sea States to adopt the HELSINKI CONVENTION, which was signed in
1974 and came into force in 1980.
The 1974 Convention was the first international agreement worldwide to take into account all aspects of
marine environment protection. The Convention aims to prevent pollution from ships (including
dumping), pollution from land-based sources, and pollution resulting from the exploration and
exploitation of the seabed and its subsoil.
Convention also regulates cooperation to respond to marine pollution by oil & other harmful substances
A revised Convention was signed in 1992 in order to extend, strengthen and modernize the legal regime
for the protection of the marine environment of the Baltic Sea area.
The 1992 HELSINKI CONVENTION entered into force on 17 January 2000. The Convention text and
HELCOM Recommendations can be found in the internet, see www.helcom.fi
To protect the marine environment of the Baltic Sea area from pollution, every ship entering the area is
urged to comply with the anti-pollution regulations of the HELSINKI CONVENTION.
This applies to all ships, irrespective of whether or not they are flying the flag of a Contracting Party to
the HELSINKI CONVENTION.
In accordance with the MARPOL 73/78, under which the Baltic Sea area has been designated as a
special area (regarding Annexes I, oil, and V, garbage), far-reaching prohibitions and restrictions on any
discharge into the sea of oil or oily mixtures and garbage have been introduced by the Baltic Sea States.
The discharges of noxious liquid substances are also strictly regulated.
In addition, regulations concerning the discharge of sewage into the sea and the prohibition of
incineration of ship generated wastes in the territorial seas of the Baltic Sea States have been adopted by
the Contracting Parties to the HELSINKI CONVENTION.
There is also a general ban on dumping and incineration of other wastes, not incidental to or derived
from the normal operation of ships, in the entire Baltic Sea area.
The discharge regulations must be strictly observed owing to the vulnerable marine environment of the
Baltic Sea area and in order to keep the shorelines and beaches clean.
The Baltic Sea area comprises the Baltic Sea proper, plus the Gulf of Bothnia, the Gulf of Finland, and
the entrance to the Baltic Sea bounded by the parallel of the Skaw in the Skagerrak at 57°44.43'N.
With a total area of @ 370,000 km², Baltic Sea area is one of the world’s largest brackish water basins.
The Baltic Sea area has always been of great importance to the people living around it, providing a
natural bond as well as routes of navigation. Fisheries remain a valuable part of people’s livelihood and
the Baltic Sea area is also a recreational resource of growing value.
Because of the very specific hydrographical, chemical and physical conditions of the Baltic Sea area,
and its geological history, it possesses quite unusual fauna and flora. Marine and freshwater organisms
live side by side, and there is a number of living relicts.
The exchange of water in the Baltic Sea is very slow, and if harmful substances are introduced they will
remain there for a very long time. As the fauna and flora of the Baltic Sea area are extremely sensitive
to changes in their environment there should be no discharges of harmful substances, especially oil and
noxious liquid substances, into this vulnerable sea.
67. What is the Historical background of CLC and Fund Convention?
Following the Torrey Canyon incident in 1969 off the south coast of England, an international regime
was elaborated under the auspices of the IMO to provide compensation for pollution damage caused by
spills from oil tankers. The framework for the regime was originally the 1969 International Convention
on Civil Liability for Oil Pollution Damage (1969 Civil Liability Convention) and the 1971 International
Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage
(1971 Fund Convention). These Conventions entered into force in 1975 and 1978 respectively.
Early on in the operations of the 1971 Fund, it became apparent in the light of the experience of two
major incidents off the coast of Brittany in France, the Amoco Cadiz in 1978 and the Tanio in 1980, that
the 1969 and 1971 Conventions had a number of shortcomings, in particular as regards the amounts of
compensation available. It was therefore decided that these Conventions should be revised in order to
enhance the protection of victims of oil pollution and encourage more States to participate in the
international regime. A Diplomatic Conference held in 1984 in London under the auspices of IMO
adopted two Protocols amending the Conventions. These Protocols provided higher levels of
compensation and a wider scope of application than the original Conventions.
The entry into force conditions laid down in the 1984 Protocol to the 1971 Fund Convention were
drafted in such a way that the Protocol could only come into force if the United States of America
ratified it. However, in the United States many of the individual states within the country had adopted
their own oil pollution liability legislation, and ratification of the Protocols by the United States would
have prevented them from maintaining such legislation. This presented political difficulties, which were
heightened as a result of the Exxon Valdez incident in Alaska in 1989, which gave rise to claims well in
excess of the compensation amount available under the 1984 Protocols. The United States subsequently
adopted the Oil Pollution Act 1990 (OPA 90), which included its own compensation regime. This
ensured that the 1984 Protocols would never enter into force.
The Exxon Valdez incident reinforced the need to increase the amount of compensation available for
such major incidents and widen the scope of application. The 1971 Fund Assembly therefore decided in
1990 to set up an Intersessional Working Group to consider the future development of the international
regime. It was generally considered that the international regime based on the 1969 and 1971
Conventions had worked remarkably well and that the viability of the system should be maintained, and
it was considered important that the 1984 Protocols should be amended so as to ensure that they entered
into force as soon as possible. The Assembly subsequently approved the text of two new Protocols
elaborated by the Working Group which were forwarded to IMO.
A Diplomatic Conference held in London in 1992 under the auspices of IMO adopted two Protocols
amending the 1969 and 1971 Conventions. The 1992 Protocols are in substance identical to the 1984
Protocols but with lower entry into force conditions for both Protocols. The amended Conventions,
which are known as the 1992 Civil Liability Convention and the 1992 Fund Convention, entered into
force on 30 May 1996, ie within four years of their adoption, a remarkably short time frame in the
context of international conventions.
At the same time as the 1969 Civil Liability Convention and the 1971 Fund Convention were negotiated,
two corresponding voluntary industry schemes were adopted.
These two schemes were known as TOVALOP (Tanker Owners Voluntary Agreement concerning
Liability for Oil Pollution) and CRISTAL (Contract Regarding an Interim Supplement to Tanker
Liability for Oil Pollution).
The purpose of these industry schemes was to provide benefits comparable to those available under the
Civil Liability Convention and the Fund Convention in States which had not ratified those Conventions.
Both TOVALOP and CRISTAL were intended to be interim solutions and to remain in operation only
until the international Conventions had worldwide application.
In November 1995 the industries concerned decided that the voluntary agreements should cease on 20
February 1997. It was believed by these industries that the relevance of the interim TOVALOP and
CRISTAL agreements had eroded over the years, as more States had become Parties to the 1969 Civil
Liability Convention and the 1971 Fund Convention and the 1992 Protocols. The industries also
considered that the continued existence of the voluntary agreements could act as a disincentive to States
that had not yet become Parties to the 1992 Protocols.
As a result of an increasing number of States denouncing the 1969 and 1971 Conventions and ratifying
the 1992 Conventions, the 'old regime' also lost importance.
The 1971 Fund Convention ceased to be in force on 24 May 2002 when the number of 1971 Fund
Member States fell below 25.
The 1971 Fund is therefore in the process of being wound up but will continue its operations until all
pending claims arising from incidents occurring up to 24 May 2002 have been settled.
The adequacy of the 1992 Conventions came under the spotlight again following the Nakhodka (1997),
Erika (1999) and Prestige (2002) incidents in Japan, France and Spain respectively.
This led to a further review of the regime, which, while still underway, has already resulted in the
adoption of a Protocol creating a Supplementary Fund.


68. Why the name MARPOL 73/78?

The MARPOL Convention was adopted on 2 November 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 when released for acceptance by individual states, it included both - the
original 1973 version and the 1978 amendments – thus referred to as MARPOL 73/78.
It entered into force on 2 October 1983.
69. Explain Contents of MARPOL - Brief
The International Convention for the Prevention of Pollution from Ships (MARPOL) is the main
international convention covering prevention of pollution of the marine environment by ships
from operational or accidental causes; updated by amendments through the years.
The Convention includes regulations aimed at preventing and minimising pollution from ships - both
accidental pollution and that from routine operations - and currently includes six technical Annexes
(Special Areas with strict controls on operational discharges are included in most Annexes).
Annex I Regulations for the Prevention of Pollution by Oil
Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
Annex IV Prevention of Pollution by Sewage from Ships
Annex V Prevention of Pollution by Garbage from Ships
Annex VI Prevention of Air Pollution from Ships
States Parties must accept Annexes I and II, but the other Annexes are voluntary.
Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2 October 1983)
Covers prevention of pollution by oil from operational measures as well as from accidental discharges;
the 1992 amendments to Annex I made it mandatory for new oil tankers to have double hulls and
brought in a phase-in schedule for existing tankers to fit double hulls, which was subsequently revised
in 2001 and 2003.
Annex II Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk (entered
into force 2 October 1983)
Details the discharge criteria and measures for the control of pollution by noxious liquid substances
carried in bulk; some 250 substances were evaluated and included in the list appended to the
Convention; the discharge of their residues is allowed only to reception facilities until certain
concentrations and conditions (which vary with the category of substances) are complied with.
In any case, no discharge of residues containing noxious substances is permitted within 12 miles of the
nearest land.
Annex III Prevention of Pollution by Harmful Substances Carried by Sea in Packaged Form
(entered into force 1 July 1992)
Contains general requirements for the issuing of detailed standards on packing, marking, labelling,
documentation, stowage, quantity limitations, exceptions and notifications
For the purpose of this Annex, “harmful substances” are those substances which are identified as marine
pollutants in the International Maritime Dangerous Goods Code (IMDG Code) or which meet the
criteria in the Appendix of Annex III.
Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27 September 2003)
Contains requirements to control pollution of the sea by sewage; the discharge of sewage into the sea is
prohibited, except when the ship has in operation an approved sewage treatment plant or when the ship

is discharging comminuted and disinfected sewage using an approved system at a distance of more than
three nautical miles from the nearest land; sewage which is not comminuted or disinfected has to be
discharged at a distance of more than 12 nautical miles from the nearest land.
In July 2011, IMO adopted the most recent amendments to MARPOL Annex IV which are expected to
enter into force on 1 January 2013. The amendments introduce the Baltic Sea as a special area under
Annex IV and add new discharge requirements for passenger ships while in a special area.
Annex V Prevention of Pollution by Garbage from Ships (entered into force 31 December 1988)
Deals with different types of garbage and specifies the distances from land and the manner in which
they may be disposed of; the most important feature of the Annex is the complete ban imposed on the
disposal into the sea of all forms of plastics.
In July 2011, IMO adopted extensive amendments to Annex V which are expected to enter into force on
1 January 2013. The revised Annex V prohibits the discharge of all garbage into the sea, except as
provided otherwise, under specific circumstances.
Annex VI Prevention of Air Pollution from Ships (entered into force 19 May 2005)
Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and prohibits deliberate
emissions of ozone depleting substances; designated emission control areas set more stringent standards
for SOx, NOx and particulate matter.
In 2011, IMO adopted ground breaking mandatory technical and operational energy efficiency measures
which will significantly reduce the amount of greenhouse gas emissions from ships; these measures
were included in Annex VI and are expected to enter into force on 01.Jan.2013.
70. How should I dispose of out of date pyrotechnics from a ship?
Refer MGN 151 (M+F): Disposal of Out of Date Pyrotechnics
This advice note provides guidance on the various options available for disposing of pyrotechnics
ashore, these are set out below:
1. return to the supplier, directly or via their local representative;
2. request the liferaft service station UK or overseas to accept any of the ship’s out of date pyrotechnics
when liferafts are being sent ashore for servicing.
Liferaft stations deal with the disposal of expired pyrotechnics on a regular basis and have arrangements
locally to do this;
3. contact the local Coastguard, for whom it is both custom and practice to hold and store pyrotechnics
for its own operational use, and out of date pyrotechnics accepted from the public and other
organisations whilst awaiting collection for disposal by the Explosives and Ordnance Department
(OED) of the Ministry of Defence (MoD).
HM Coastguard accept out of date pyrotechnics for storage at Coastguard sites because other
organisations, including the Police, do not accept them. HM Coastguard Personnel are fully trained in
the use and storage of pyrotechnics.
Please note expired pyrotechnics must not be tested or disposed of at sea, used for practice purposes or
used on land as fireworks, and should be landed ashore as soon as possible after their date of expiry.
71. How should I dispose of batteries from a ship?
Used batteries should be segregated and stored on board for return to the supplier, battery recycler or
approved reception facility.
72. Is it legal to dispose of incinerator ash overboard?
If the incinerator ash from plastic products contain toxic or heavy metal residues, then no;
If it does not, then it is legal, but the vessel must be more than 12 miles from land and the disposal event
recorded in the Garbage Record Book.

73. What are the options for a vessel to dispose of plastics?

They may either be disposed of ashore, or incinerated aboard so long as the plastic does not contain
toxic or heavy metal residues (e.g. PVC plastic except in shipboard incinerators for which IMO Type
Approval Certificates have been issued.)
74. MARPOL Annex I was changed effective 1 Jan 2007. What has changed?
Annex I was completely re-numbered, Oil Record Book entries for deck and machinery space operations
have a number of significant changes.
75. How long must an Oil Record Book be maintained aboard a vessel?
3 years after the last entry in the Oil Record Book.
76. How long must a bunker delivery note be kept on board a ship & readily available for inspection?
3 years
77. Where can a crew member find the sulphur content of the fuel onboard?
By reviewing the appropriate Bunker Delivery Note
78. In the MARPOL regulations what does the word "dispose" mean?
Dispose means disposition or movement of oily water, sludge, or oil from one place to another either
within the vessel or off of the vessel.
79. How do the MARPOL regulations define petroleum or oil?
MARPOL defines Oil as petroleum in any form including crude oil, fuel oil, sludge, oil refuse and
refined products (other than those petrochemicals which are subject to the provisions of Annex II of the
present Convention)
80. The OWS or OCM or ODME breaks down, what should you do?
Immediately stop the flow of effluent overboard. Promptly record the failure of the equipment in the
applicable section of the Oil Record Book. Retain all oily water onboard until you can either repair the
equipment or discharge the oily water to an approved reception facility
81. During a Port State inspection can the inspector make copies of our Oil Record Book?
Yes, MARPOL specifically allows this so long as the vessel will not be unduly delayed. A copy of the
Oil Record Book may be used in court as evidence.
82. What are you expected to do if accidentally spills oil?
First, stop the flow of oil. Secondly follow procedures to report the spill as shown in your SOPEP
manual. Third you must record the event as soon as practicable in your Oil Record Book.
83. Brief on SOPEP - Shipboard Oil Pollution Emergency Plan
1) The plan is to be seen as information from the owners to the Master of a particular ship.
2) It shall advise the Master how to react in case of an oil spill to prevent or at least mitigate negative
effects on the environment.
3) The Plan contains operational aspects for various oil spill scenarios and lists communication
information to be used in case of such incidents.
4) It is compulsory for all ships of > 400 GT (Oil Tankers > 150 GT) to carry a SOPEP onboard.
5) The required contents are described in MARPOL Convention Annex I Reg. 37.
6) "Guidelines for the Development of a Shipboard Oil Pollution Emergency Plan" are published by
IMO under MEPC.54(32) 1992 as amended by MEPC.86(44) 2000.
7) The SOPEP forms an integral part of the IOPP certificate. Its existence is verified in the Supplement
to the IOPP Certificate.

8) In any case the SOPEP has to be approved by the flag state administration of the flag the ship is
presently flying or by a classification society on behalf of this flag.
9) The Plan consists generally of 4 Sections with the mandatory contents and its Appendices with
additional information as contact addresses and data plus a set of certain drawings for easy reference
for the Master.
10) SOPEP sample plan in accordance with the new IMO Guidelines as amended in March 2000.
The individual SOPEP should be prepared in line with the "Table of Content/ Index of Sections" as
per sample.
It has to be tailored carefully to the particular ship and company procedures and policies. Specific
instructions should be incorporated according to ship type, purpose, and company requirements.
Especially for tankers, actions in regard to the cargo tanks and cargo handling have to be included in
the instructions.
The contents of the plan have to be fully in line with the instructions given by the company within
the ISM Safety Management Manual.
Table of Contents
The SOPEP shall consist of the following Chapters:
Ship identification data (Cover page)
Table of Contents
Record of Changes
Section 1: Preamble
Section 2: Reporting Requirements
Section 3: Steps to control Discharges
Section 4: National and Local Coordination
Section 5: Non-Mandatory Information
Minimum Appendices List of Coastal Contacts To be updated quarterly
List of Port Contacts To be updated regularly
List of Ship Interest Contacts To be updated regularly
Required Ship's drawings General Arrangement
Tank Plan
Fuel Oil Piping Diagram
11) The ship's identification data page may contain the owner's/manager's address. However it is
advisable to list all communication data in the Appendix "Ship Interest Contacts", as changes in
telephone numbers, etc. can be altered by the owners and the amendments need not to be approved.
12) The statement about the person being responsible for reporting (page 11 of the sample) has to be
filled in respectively.
13) Special remarks (availability of additional information sources) - enter in the plan if they available.
14) 3.6 Damage Stability and Hull Stress Calculation (mandatory for tankers > 5000GT) has to be
pointed out that the required shore based computerized assistance in any stability calculations
especially in case of any hull damage can be rendered by this society only if an agreement exists for
the particular vessel within Emergency Response Service.
The responsibility schemes for the (pages 23/24 of the sample) have to be tailored exactly to the
present crew rankings onboard.
15) According MARPOL following appendices should be added to the SOPEP:
Coastal State Contacts (as annually published but quarterly updated in the Internet by IMO)
Blank form for listing of Port Contact Addresses to be kept up-to-date by the Master
Ship Interest Contact List (communication data incl. 24hours contact phone No. to
owners/managers, data abt. charterer, insurance, P&I Club, etc.)
16) The Coastal State Contact List can be obtained in the Internet pages of IMO under the address
www.imo.org/home.html under navigator "National Contacts" >> for downloading / printing.
17) Following drawings should be added to the SOPEP for easy reference in case of an oil spill:
General Arrangement Plan
Tank Plan
Fuel Oil Piping Diagram
Those drawings form the minimum requirement by MARPOL.
18) Additional Appendices can be entered as found necessary by the owners, i.e.:
Training and drill procedures
Plan review procedures
Record keeping procedures
Public affairs policy
19) All appendices do not belong to the mandatory part of the plan's contents but have to be kept
updated by the owners as found necessary
20) The approval is a flag state obligation as a part of issuing the IOPP Certificate. If they have
authorized the classification societies to issue this certificate, this authorization generally includes
the approval of the SOPEP.
Certain Flag administrations offer direct approval services too.
In case of a transfer of class the approval by the previous classification society or another flag state
authority will generally be accepted. The final decision lies with GL Head Office.
If a ship changes to a flag by which GL is not authorized to issue the IOPP Certificate, the approval
of the SOPEP for this flag has to be made by the flag state authority directly, unless a case-by-case
authorization for GL is on hand.
21) Procedure for changes in the plan
Any changes within the text of the mandatory part will be subject to new approval by GL Head
office.
In case of any changes of the ships particulars - new flag, new owners, new ship' name - an approval
by head office generally is not necessary. A GL surveyor can change the details as necessary by
hand in the original SOPEP onboard with stamping and signing the entries.
For any special cases of a change please see Special Procedures below.
All necessary changes in the Appendices have to be made by the owners without approval.
During MARPOL surveys the surveyor will check the presence of an updated SOPEP.
22) Special Procedures
In case of a change-of-flag and a previous approval by another flag administration the surveyor can
preliminarily accept the plan for the new flag (in case he is issuing an IOPP Certificate) by a
respective entry. It is necessary that in such cases the owners forward a copy of the SOPEP with a
new Cover page with ship's particulars to GL head office for final acceptance/stamping prior to the
issuance of the full term IOPP Certificate.
In case of change-of-flag from German to another flag the surveyor can approve the plan for the new
flag by a hand entry. It is advisable that a new Cover page is furnished with new ship's data and to
be forwarded to GL HO for stamping and later exchange in the plan. The German approval
document becomes null and void.
In case of an admission to class by GL, approval of the SOPEP by previous classification society is
generally accepted. GL surveyor issuing the IOPP Certificate enters a remark in the SOPEP about
GL's preliminary acceptance of the previous approval. Owners to forward a copy of the SOPEP to
GL head office for final acceptance/stamping prior to the issuance of the full term IOPP Certificate.
If there is a change-of-flag too, the case will be handled as described above.
84. Brief on the London Dumping Convention:
1. The Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter
1972 (MARPOL), commonly called the "London Convention" or "LC '72" and also abbreviated as
Marine Dumping, is an agreement to control pollution of the sea by dumping and to encourage
regional agreements supplementary to the Convention.
2. It covers the deliberate disposal at sea of wastes or other matter from vessels, aircraft, and platforms.
3. It does not cover discharges from land-based sources such as pipes and outfalls, wastes generated
incidental to normal operation of vessels, or placement of materials for purposes other than mere
disposal, providing such disposal is not contrary to aims of the Convention.
4. This convention was established to control pollution of the sea by dumping of wastes which could
create hazards to human health or to harm living resources and marine life, to damage amenities, and
to interfere with other legitimate uses of the sea. It also encourages regional agreements
supplementary to the Convention.
5. The London Convention consists of 22 Articles and three Annexes. It follows a "black list/grey list"
approach to regulating ocean dumping;
Annex I materials (black list): dumping of matter listed is generally prohibited; (though for certain
Annex I materials dumping may be permissible if present only as "trace contaminants" or "rapidly
rendered harmless")
Annex II materials (grey list): dumping of matter listed requires "special care".
Annex III lays out general technical factors to be considered in establishing criteria for issuance of
ocean dumping permits.
6. It calls on Parties "to promote measures to prevent pollution by hydrocarbons, other matter
transported other than for dumping, wastes generated during operation of ships etc., radioactive
pollutants and matter originating from exploration of the sea bed."
7. The Convention was adopted on 29 December 1972 in London, Mexico City, Moscow and
Washington, D.C., and entered into force on 30 August 1975.
8. The main objective of the London Convention is to prevent indiscriminate disposal at sea of wastes
that could be liable for creating hazards to human health; harming living resources and marine life;
damaging amenities; or interfering with other legitimate uses of the sea.
9. The 1972 Convention extends its scope over "all marine waters other than the internal waters" of the
States and prohibits the dumping of certain hazardous materials. It further requires a prior special
permit for the dumping of a number of other identified materials and a prior general permit for other
wastes or matter.
10. On November 17, 1996, a special meeting of the Contracting Parties adopted the "1996 Protocol to
the Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter,
1972" which is to replace the 1972 Convention, subject to ratification. The 1996 Protocol reflects
the global trend towards precaution and prevention with the Parties agreeing to move from
controlled dispersal at sea of a variety of land-generated wastes towards integrated land-based
solutions for most, and controlled sea disposal of few, remaining categories of wastes or other
matter.
11. The Convention is implemented in the United States through Title I of the Marine Protection,
Research, and Sanctuaries Act (MPRSA) which directs that implementing regulations are to apply
binding requirements of LC to the extent that this would not relax the MPRSA.
Simplified overview of the discharge provisions of the revised
MARPOL Annex V (resolution MEPC.201(62)) which is expected to enter into
force on 1 January 2013
(for more detailed guidance regarding the respective discharge requirements please refer to the text of
MARPOL Annex V or to the 2012 Guidelines for the Implementation of MARPOL Annex V)
Offshore platforms
(more than 12 nm
Ships outside special Ships within special
Type of garbage from land) and all
areas areas
ships within 500 m of
such platforms
Discharge permitted Discharge permitted
Food waste comminuted ≥3 nm from the nearest ≥12 nm from the nearest
Discharge permitted
or ground land, en route and as far land, en route and as far
as practicable as practicable
Discharge permitted
Food waste not ≥12 nm from the nearest
Discharge prohibited Discharge prohibited
comminuted or ground land, en route and as far
as practicable
Cargo residues1 not

contained in wash water
Discharge permitted
≥12 nm from the nearest Discharge permitted
land, en route and as far ≥12 nm from the nearest
Cargo residues1 contained as practicable
land, en route, as far as Discharge prohibited
in wash water
practicable and subject to
two additional conditions2
Discharge permitted
Cleaning agents and ≥12 nm from the nearest
additives1 contained in land, en route, as far as Discharge prohibited
cargo hold wash water practicable and subject to
Discharge permitted two additional conditions2
Cleaning agents and
additives1 in deck and
Discharge permitted Discharge prohibited
external surfaces
wash water
Carcasses of animals Discharge permitted
carried on board as cargo as far from the nearest
and which died during the land as possible and en
voyage route
All other garbage
including plastics,
synthetic ropes, fishing
gear, plastic garbage
bags, incinerator ashes,
clinkers, cooking oil, Discharge prohibited Discharge prohibited Discharge prohibited
floating dunnage, lining
and packing materials,
paper, rags, glass, metal,
bottles, crockery and
similar refuse
When garbage is mixed with or contaminated by other substances prohibited
Mixed garbage from discharge or having different discharge requirements, the more stringent
requirements shall apply
1 These substances must not be harmful to the marine environment.

2 According to regulation 6.1.2 of MARPOL Annex V the discharge shall only be allowed if: (a) both the port of departure and
the next port of destination are within the special area and the ship will not transit outside the special area between these
ports (regulation 6.1.2.2); and (b) if no adequate reception facilities are available at those ports (regulation 6.1.2.3).
1. What publication provides details on the Helicopter-Ship Operations?

International Chamber of Shipping Publication:
Guide to Helicopter / Ship Operations 4th Edition 2008
2. Procedures - Helicopter Operations
Cargo ships guideline Master's command
The Master shall maneuver the vessel during helicopter operations. All related activities are to be
conducted in accordance with the ICS Publication “Guide to Helicopter/Ship Operations” and concerned
personnel briefed by him on their duties and safety precautions.
On-scene command
The Master shall designate a Deck Officer to command on-scene operations.
Safety check & records
The Deck Officer in charge and OOW shall check & comply with Checklist for “Helicopter Operations”
; report the same to the Master. Relevant entry to be made in the deck log book to this effect
Exchange information with helicopter
The Master shall exchange sufficient information with the helicopter pilot before operations particularly
in regard to vessel heading & speed, weather conditions, vessel maneuver & any other necessary details.
Transferring personnel
The On-Scene crew as well as all personnel being transferred to or from the vessel shall comply with
following guidelines:
• Do not approach or leave the helicopter without being cleared to do so by the helicopter pilot and/or
the winch man and the Deck Officer in charge.
• Always approach the helicopter in a crouching position and from an angle where you are always in full
view by the helicopter pilot.
• Keep well clear of the helicopter rotors, which are often difficult to see.
• Stay clear of the helicopter’s exhaust outlets.
• Passengers wear an inflatable lifejacket or survival suit as required by the helicopter pilot.
Landing or winching
Follow the guidelines for landing or winching in the ICS “Guide to Helicopter/Ship Operations” Where
available, the Aiming Circle of landing area shall be coated with a matt anti-slip surface painted in a
non-reflecting color which contrasts with other deck surfaces.
Action in case of accident
In case of accident involving Helicopter, the Master shall be guided as per “Duties & Suggested Action
Plan for Helicopter Accident”
Training for helicopter operation
The master shall apply the proper training of helicopter operation for crew may concern in accordance
with this procedure. And it’s to be recorded in “Onboard CBT & Video Training Record”
3. What precautions will you take for Night Operations?
1) Unless adequate lighting is provided, landing / winching operations be confined to daylight only.
2) The Landing / Winching Area - adequately lit for Night Operations - (Flood Lights / Equivalent);
3) A Wind Direction Pennant be provided to indicate the wind conditions at the Operating area;
pennant be illuminated for Night Operations. Some vessels may benefit from a second device to
indicate when the wind over the operating area differs from that generally over the ship.
4) The use of flash photography should be avoided during landing / take off of helicopters and during
winching operations to avoid distracting the flight crew.
5) The Ship’s Master should ensure that floodlights are arranged to illuminate the whole of the
structure they are intended for, and are angled and shielded, as necessary, to ensure that they do not
dazzle the pilot on his approach to or take off from the operating area.
4. How do Weather and Sea Conditions affect Ship / Helicopter Operation?

Weather conditions may restrict helicopter operations, depending upon whether the helicopter is twin /
single engined, its certification status & the equipment it carries. Twin Engined Helicopters, certified &
equipped to the highest standard, routinely involved in marine operations should operate in conditions >
Sea State 4. Additional restrictions include Cloud base below 500 ft & visibility < 1 nautical mile.
The accurate reporting of wind conditions, particularly when they are light & variable, can significantly
enhance the safety of Helicopter / Ship Operations. Vessels should be fitted with equipment that can
measure and record all wind conditions and should fly a Pennant or windsock, illuminated at night, to
give the helicopter a visual indication of the speed and direction of the wind relative to the ship’s deck.
Master - responsible for safety of personnel on deck during helicopter operations - high wind conditions
Helicopter Operations should not be carried out if there is a likelihood of sea / heavy spray on / above
the deck. If possible the Master should ensure that spray, roll and pitch are kept to a minimum by
selecting a suitable course and speed. This is particularly important for preventing circumstances where
sea and spray may enter the Helicopter’s engine.
Helicopter Operations may need to be aborted in particular combinations of ship’s motion, which may
jeopardize the safety and stability of the Helicopter once it has landed on the ship’s deck. The maximum
permitted average rate of heave will depend on the type of helicopter and the applicable operating rules.
In special circumstances, such as when the ship is at Anchor, the ship may be unable to manoeuvre and
may not be able to satisfy the conditions outlined above.
5. How do the effects of Wave Motion affect Ship / Helicopter Operations?
The dynamic motions on ships caused by ocean waves – pitch and sway, roll and surge, and heave and
yaw – are a potential hazard to Helicopter Operations. Therefore, motion limits acceptable for executing
a safe landing / winching operation must be considered. These limits depend on the following:
1) The wave conditions and relative heading of the ship
2) The size of the ship
3) The motion characteristics of the ship
4) Whether the ship is moored or underway
5) Whether operations occur by day or night
The Principal factors in establishing the motion limits for a safe helicopter landing are the vertical
motions of the ship (i.e. rate of heave) in combination with its pitch and roll. The Heave motions at the
landing area depend largely on the location of the landing area and how the vessel’s heave, roll and
pitch motions combine at this location. The suitability of the landing area will therefore be influenced
by its location on the ship, both longitudinally and transversely.
The pitching of the ship is such that the vertical (heave) motion experienced at the landing area will
generally be greatest if the landing area is located on the bow / stern of the ship, and least for a landing
area located amidships.
Landing / Winching areas located on the bow / stern of the ship often present special difficulties for
visual positioning, especially during night time operations.
6. Explain the Types of ship Operating Areas – Landing Area and Winching Area.
Landing Area – An operating Area suitable for landing Helicopters; consist of a purpose-built structure
located above the ship’s deck (Purpose-Built Landing Area) or a non-purpose built area located on /
over the bow /stern (Non-Purpose-Built Landing Area). The landing area may be located on or over the
bow / stern of the ship, have an over-side or ship’s side location, or occupy an area amidships – usually
on / near to the Ship’s Centerline. The Landing area may also be used for winching operations provided
that the winching criteria are satisfied. However, where a landing area with adequate size and obstacle
clearance for the Helicopter in question is provided, landing is always the preferred option.
Winching Area – An operating Area used for Winching Operations.

7. What are the Fire-Fighting and Rescue Equipment required as per SOLAS Ch.II-2 Reg. 18?
In close proximity to the Helicopter Landing Area, the following Fire-Fighting Appliances be provided:
Dry Powder Suitable Extinguishers Total capacity not less than 45 kg 1 - 2 nos
Carbon Dioxide Extinguishers Total capacity not less than 18 kg 1 - 2 nos
Foam System An application system consisting of Monitors/ foam making Branch Pipes,
capable of delivering foam to all parts of the Helicopter Operating Area in all
weather conditions, in which helicopters can operate. The System should be
capable of delivering discharge rate as below for at least 5 minutes.
Category Helicopter LOA Discharge Rate Foam solution (Liters / min)
H1 < 15 m 250
H2 > 15 m but < 24 m 500
H3 > 24 m but < 35 m 800
Fire Hoses At least 2 Nozzles of Dual Purpose Type (Jet / Spray);
Hoses sufficient to reach any part of the Helicopter Operating Area
Fire-Fighter’s Outfit As required by IMO Fire Safety Systems Code (FSS Code) at least 2 nos
Emergency Tools Red Emergency Signalling Lamp;
Fire Resistant Blanket ;
Crowbar;
Adjustable Wrench;
60 cm Bolt / Wire Cutters;
Large Axe;
Heavy duty hacksaw (6 spare blades);
Side Cutting Pliers;
Ladder;
Lifeline, 5 mm Diameter x 15 m Length;
Set of Assorted Screwdrivers
First Aid Kit;
Harness-Knife complete with Sheath;
Grab or Salving Hook
8. What is the MO 57?
AMSA Marine Orders Part 57 Helicopter Operations (MO 57) that came into force on 1 August 2010.
This information complements that contained in Marine Notice 16/2010
MO 57 applies to all vessels’ carrying out helicopter operations in Australian Waters.
9. What is the requirement for deck strength documentation?
The vessel is required to have onboard documentation to prove that the area that is being used for
helicopter operations is capable of withstanding the static and dynamic loads that will be experienced
during the operation.
10. Is the vessel’s classification society delegated to verify the helicopter landing area strength?
This information must include the maximum weight (tonnes) that can be landed on the nominated
helicopter landing area. This information may be provided by:
(a) the classification society that conducts the ship’s surveys and issues the certificates; or
(b) the shipbuilder that built the ship; or
(c) the competent authority for the ship (flag state).
11. What is the requirement for the HLA strength? What is the minimum load requirement for the
HLA on a bulk carrier hatch cover?
1. The strength required to meet provision MO 57 will be the strength sufficient to enable safe
operation of the intended helicopter. Thus once a strength calculation has been carried out, the
Master can compare the information supplied to him / her against the permitted parameters and
assess whether the operation can be carried out in safety.
2. Sufficient to enable the safe operation of the intended helicopter
12. With respect to the deck markings for a helicopter landing area, should marking ‘H’ (inside
touch-down zone) should be painted athwart ship or fore and aft direction?
The deck markings for helicopter landing areas should comply with the ICS Guide but a helicopter pilot
will ultimately decide if it is safe to complete the chosen operation safely or not. Section 4.3.2 & 4.3.3
of the ICS Guide give details of marking requirements. For example the D diameter is something that
may be varied on ships for occasional use, such as marine pilot transfer, providing the Master is offering
a safe arrangement (nothing dangerous to the helicopter operation and arrangements are agreed with the
helicopter service provider and the helicopter pilot).
13. Regarding documentation of strength of HLA on a ship’s deck; how does the ship’s Master
declare that ship’s strength of deck is compliant with MO 57?
The Master will declare the certified strength of the vessel’s HLA during his communications with his
port agent, the port authority, the pilotage provider and the helicopter operator / pilot prior to any
helicopter operation taking place. Most ports in Australia have port specific forms which formalise the
information exchange as required by the ICS guide and MO 57.
14. Can a helicopter land on an area not marked with an “H”?
Helicopter landing areas can consist of purpose built landing pads or areas of the vessels deck which are
free from obstructions complying with the clear area requirements of The International Chamber of
Shipping’s Guide to Helicopter/Ship Operations, 4th Edition (2008).
Helicopter operating areas may be marked where the landing area is not purpose built these are not
required to be marked where helicopter operations are “infrequent”.
Areas marked “Winch Only” are normally designated as such due to the presence of obstructions in the
approach zones. However, noting the operational preference for helicopters to land on, a space may be
used where marked as:
• A designated landing spot marked as “H”,
• An un-marked spot; or
• A spot marked as “Winch Only”
So long as it is capable of withstanding the dynamic and static loads imposed by the landing & take-off
of the helicopter and complies with the clear area and other safety requirements as set out in MO 57.
15. What is the requirement for number of extinguishers for a Helicopter Operation?
An issue that seems to arise as a result of consulting SOLAS concerns the number of extinguishers that
could be provided for a helicopter operation. The wording in SOLAS indicates that the number of
extinguishers is not important and hence a large number of small capacity extinguishers could be seen as
compliant. The ICS Guide generally indicates a number of extinguishers including a ‘maximum
number’; hence inferring a requirement for larger extinguishers but less of them.
The Master should decide what is ‘safe’ for his/her ship-helicopter operation taking into account the
number of trained personnel available and the ship’s equipment. When considering fire extinguishers
the master should bear in mind that if he/she substitutes SOLAS portable extinguishers for the one or
two much larger extinguishers as per the ICS Guide, then this may not be ‘as effective’.
A ship-helicopter operation risk assessment is likely to show that each operation, landing or winching,
has an identical risk of an incident requiring fire-fighting equipment. AMSA takes the view that, during
a winching operation, a hovering helicopter requires the same fire fighting equipment to be ready on the
ship as in a landing operation because the consequences are the same if the helicopter were to crash onto
the deck. This would indicate that equipment, when suggested by the ICS Guide, should be present at
every operation. Infrequent operation does not mitigate the risk of an incident occurring but only the
frequency with which the incident can occur. AMSA will not, therefore, accept that a reduced frequency
of ship-helicopter operations be used as an excuse to remove/reduce required equipment.
16. What is the Hi-Line Technique? [MGN 161 (M+F)]
In certain weather conditions it may not be possible to winch the helicopter Winch-man or the strop
(rescue harness) from a position directly above a vessel to the vessel’s deck. Under such circumstances
a weighted rope extension to the winch wire may be lowered to the vessel. This extension is known as a
Hi-Line Heaving-in Line and is connected via a weak link to the aircraft’s winch hook.
When the Hi-Line technique is used, once the weighted line is placed on the deck, one crew member
must handle the line. He should take up the slack on the Hi-Line and haul in ONLY when instructed to
do so by the helicopter crew by radio message or hand signal. The Hi-Line must NOT be secured to any
part of the vessel.
A second crew member should coil the slack line into a bucket or similar container clear of obstructions.
It is advisable for the handling crew to wear protective gloves to prevent rope burns. If the helicopter
has to break away during the operation the line must be paid out or, if necessary, released completely
ensuring that the line passes clear outboard.
As the Hi-Line is paid out, the helicopter will move to one side of the vessel and descend.
Normally the Winch man will be winched out; the ship’s crew should continue to take in the slack.
As the Winch man or strop approach the vessel the earthing lead or hook must make contact with the
vessel to discharge the static electricity before the vessel’s crew make contact with the wire.
Considerable effort may be needed when pulling the Winch man onboard.
Once the casualty has been secured in the strop, the Winch man, if he is present, or a member of the
vessel’s crew, should indicate that all is ready by making a hand signal. The helicopter will commence
to winch in the wire. As this occurs a crew member should pay out the Hi-Line, maintaining sufficient
firmness to prevent any swing. If the operation involves a single recovery the Hi-Line should be
released once the end is reached. If further winching is required to take place then the crew member
should maintain a hold on the Hi-Line and repeat the process for the next lift.
If multiple lifts are required two strops may be delivered with the hook and it is required that a casualty
is placed into both strops in the normal manner.
17. The ICS Guide, section 4.7, provides a summary of the required fire fighting & rescue equipment.
It says that the following equipment should be onboard (also as per SOLAS Ch.II-2, Reg.18):
1. Clarify if ALL the above fire fighting equipment should be onboard the ship? and
2. Whether the requirement for a foam system is covered by portable foam applicators and of
what capacity and how many units?
1. Vessels that comply with their SOLAS responsibilities will be able to comply with the
requirements of section 4.7 of the ICS Guide
2. SOLAS Ch.II-2, Reg.18 - Section 5.1.3 states “a 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 helicopters can operate”.
So Foam fire-fighting systems are required but monitors could be substituted by foam branches /
portable applicators. The latter are simply connected to fire hoses as required to achieve the foam rate
specified. AMSA understands the ICS Guide to mean ‘foam solution’ to be the foam/water mixture
(extinguishing medium) and not the delivery rate of the foam solution in its pre-use state.

18. Define MSA.

An Act to foster the development and ensure the efficient maintenance of an Indian mercantile marine in
a manner best suited to serve the national interests & for that purpose to establish a National Shipping
Board and a Shipping Development Fund, to provide for the registration, certification, safety and
security of Indian ships and generally to amend and consolidate the law relating to merchant shipping.
19. What are benefits of Ship Registration?
1) Registration confers nationality on a ship & brings it within the jurisdiction of law of the flag state;
2) To determine which country's law governs the operation of a ship & the behaviour of those onboard;
3) A vessel's bona fides are established by its registration papers; same as a passport for a person;
4) To determine criminal jurisdiction in event of any incident / accident in international waters;
5) A convenient means of establishing title to the property in a vessel -in other words, who owns it;
6) Registration facilitates financial dealings in ships - their sale and purchase and the raising of
mortgages - and brings back to the owner responsibility for any liabilities incurred. It does so by
evidencing title to a ship and thus declaring to all the world who owns a particular vessel;
7) means of controlling ships entitled to carry cargoes within the seaborne empires;
8) provides a ship with nationality when it goes on overseas voyages;
9) protects a ship's name for as long as it is registered;
10) provides proof of ownership (evidence of title);
11) makes it possible to register a mortgage on a vessel;
12) lasts as long as the ship ownership does not change or the ship is not altered.
20. What are the Objectives of Ship Registration?
The objective of registration is to ensure that persons who are entitled to the privilege and protection of
the Indian flag get them. The registration affords evidence of title of the ship to those who deal with the
property in question. It also gives protection to the members of the crew in case of casualties involving
injuries and/or loss of life to claim compensation under the provisions of Indian Acts in Indian courts.
21. Registration of an Indian Ship.
1) Indian Ship means (MSA 21):
i) Ships owned by a citizen of India;
ii) Ships owned by a company or body established by or under any central or state Act which has
its principle place of business in India;
iii) Ships owned by a co-operative society which is registered or deemed to be registered under the
Co-operative Society Act, 1912, or equivalent.
2) Ships required to be Registered (MSA 22):
Sea going ships fitted with mechanical means of propulsion of > 15 tons net, how-so-ever
employed & those of < 15 tons net, employed otherwise than solely on the coasts of Indian qualify
for registration under Part V of the Merchant Shipping Act, 1958.
Ships so register-able are required to be registered only at ports designated as ports of registry.
3) Ports of Registry (MSA 23):
Mumbai, Chennai, Kolkata (Additionally, Kochi, Vizag, Tuticorin, Port Blair & Goa)
4) Registrar of Indian Ships (MSA 24):
Principal Officer of MMD; or Surveyors In-charge
He will maintain a Register Book with appropriate entries, including Declaration of Ownership.
He is required to maintain a complete record of ships on the register indicating as on a particular
date the person/persons, either in their individual capacity or as joint owners or as a corporate
body, who have a stake in the ownership of ships.

Not > 10 individuals are entitled to be registered as Owner of a fractional part of a share in a ship,
but a maximum of 5 persons could be registered as joint owners of a ship or of any share(s) therein
Joint owners by reason of the position as such cannot, however, dispose off in severalty, any share
or interest therein.
5) Procedure for Registration as Indian Ship:
I. Owner of a ship - to have it registered at a port in India – to submit to the concerned Registrar:
a) A declaration of ownership – in one or the other prescribe forms, as may be applicable,
depending upon whether he is a sole proprietor, joint owner or a company made before a
Registrar, Justice of the peace or an Indian Consular Officer.
b) A certificate signed by the builder (builder’s certificate) of the ship containing a true
account of the proper denomination and of the tonnage of the ship as estimated by him
and the time, when and the place where the ship was built, (for new ship).
c) The instrument of sale under which the property of the ship was transferred to the
applicant who requires it to be registered in his name, (for second-hand ships).
d) To give a minimum of 14 days notice to the Registrar of the name proposed for the ship.
The Registrar before registering the vessel in the name of applicant shall obtain prior approval of
the name from Director General of Shipping who will also allot an official number for the ship.
II. On being satisfied that the ship, on the strength of the evidence placed before him, is entitled to
be Indian ship, the Registrar arranges for survey of the ship by a surveyor for the determination
of her tonnage in accordance with the Merchant Shipping (Tonnage Measurement) Rules, 1987
as amended from time to time, for the purpose of issue of a Certificate of Survey.
III. After above formalities have been gone through, the Registrar issues a carving & marking note.
This note is to be returned to the Registrar after carving and marking have been duly carried out
on the ship in the prescribed manner and certified by a Surveyor.
The carving & marking involves the carving of the ship name conspicuously on each side of
her bows & insertion permanently on her stern the name of the intended port of registry.
IV. On completion of the preliminaries to registry as described in the preceding paras, the Registrar
enters the particulars of the ship such as :
A. Name of the ship and the port to which she belongs
B. Details contained in the Surveyors Certificate.
C. Particulars respecting her origin as revealed in the declaration of ownership.
D. the name and description of her registered owner and, if there are more owners than one,
the number of shares owned by each of them; and
E. Name of the Master, in the Registry Book.
V. Registrar issues the owner thereafter, a certificate of registry retaining the Surveyor’s certificate,
builders certificate, instrument of sale by which the ship was sold & the declaration of ownership
6) Procedure for Registration as Indian Ship when Acquired Abroad:
When a ship is built or acquired out of India and becomes the property of a person qualified to
own an Indian ship, the owner or the Master of the ship will have to apply to the Indian Consular
Officer at the nearest port for the issue of a provisional certificate of Indian registry and such
officer, on production of satisfactory proof of ownership, grant the same to the owner / the Master.
Such a certificate has all the force of a certificate of registry.
It is valid for a period of 6 months from its date of issue or until arrival of the ship at a port where
there is a Registrar whichever first happens.
The provisional certificate so issued will have to be exchanged by the owner for a certificate of
registry from the concerned Registrar.

7)Where a ship has to set sail from a port where she is built in India to a port where she has to be
registered, the owner in such cases or where he has applied to Registrar for registration but delay
in issue of certificate of registry is anticipated, the Registrar may, on the strength of the authority
issued by the DGS, issue a temporary pass to enable the ship to ply between the ports in India.
8) The Certificate of Registry has to be used only for the lawful navigation of the ship and is not to
be detained by reason of any lien, mortgage of interest whatsoever claimed by any party.
Anybody having possession of the certificate of registry has to make it over to the person entitled
to its custody as otherwise he becomes liable for being summoned before a Magistrate and
examined on the issue touching his refusal to surrender the certificate to the one entitled to it.
9) No change in the name already in the registry is permitted except in accordance with the procedure
laid down in the M.S. (Registration of Ships) Rules, as amended from time to time.
10) Where transfer of a port of registry is desired by all the parties having a stake in the ownership or
otherwise of the ship, they shall apply to the Registrar of her port of registry, who may, with prior
approval of the DGS have no objection to such transfer subject to such formalities as has been laid
down in the M.S. (Registration of Ships) Rules & on payment of requisite fees prescribed thereof.
11) Whenever there is any change in the Master of an Indian ship, in whatever the way the change has
come about, a memorandum of change has to be endorsed & signed on the COR by the Presiding
Officer of a Marine Board or a Court if the change of Master is brought about as a result of the
findings of the Marine Board of Inquiry or the Registrar or any officer authorized by Central Govt
or Indian Consular Officer depending upon whether the change has occurred in India or abroad.
12) In the event of an Indian Ship being either actually or constructively lost, taken by the enemy,
burnt or broken up or ceasing for any reason to be an Indian ship, every owner of the ship or any
share in the ship is required to give a notice thereof to the Registrar and thereupon the Registrar
will make an appropriate entry in the Register Book and the entry of the ship in that book would
then be deemed mortgage that lies unsatisfied on that date will, continue to remain in force.
The Master of such a ship, if the event accrues in India, will immediately take the Certificate of
Registry to the Registrar or within 10 days after his arrival in India, if the event occurs elsewhere.
13) DGS is required to maintain a Central Register which would contain the names of all ships as well
as entries relating to every Indian ship that stand recorded at the various ports of registry.
Details of the Registry of a ship as well as every subsequent entry relating to that ship recorded in
the Register Book are required to be communicated to DGS as and when the events occur.
On/before 15th January each year, Registrars of each Port are required to submit to DGS a return
showing the number of ships & their tonnage registered in the register book during previous year.
DGS has assigned the work of maintaining the Central Register of Ships to the Nautical Adviser.
All Principal Officers have been directed to send their returns, including the transcript of registry,
to the Nautical Adviser so that he should be able to maintain the Central Register.
14) Following documents are admissible in evidence in respect of any proceedings that may come up
in Court touching upon:
A. Any registry on its production in custody of Registrar or any other person having the lawful
custody thereof.
B. A Certificate of Registry purporting to be signed by the Registrar or any officer authorised in
this behalf by the Central Government.
C. An endorsement on the Certificate of Registry purporting to be signed by the Registrar or
any officer authorised in this behalf by the Central Government;
D. Every declaration made in pursuance of provisions contained by Part V of M.S. Act 1958, in
respect of an Indian ship.
E. A certified copy of an entry in the Register book is admissible in evidence in any proceedings
in a Court and shall have the same effect as the original entry in the Register book.
22. If Original Certificate of Registry is Lost / Defaced:

1) In such case, the Registrar at the Port of Registry may on delivery of the certificate, grant a new
Certificate, in lieu of her Original Certificate.
2) If COR is mislaid, lost or destroyed or person entitled thereto is unable to obtain it from custody of
any other person, Registrar at Port of Registry - grant new Certificate, in lieu of Original Certificate;
If this happens, outside India, the Master or another person with the facts of the case shall make a
declaration stating such facts and names and descriptions of the registered owners of such ship, to
the best of the declarant’s knowledge and belief to the nearest Indian Consular Officer; ICO, may
thereupon grant a Provisional Certificate with a statement of circumstances under which, granted.
The Provisional Certificate shall be submitted by the Master to the Registrar of her Port of Registry
within 10 days of first arrival port in India; thereupon a new COR will be issued.
3) If earlier Certificate is found/obtained later, it must be submitted to the Registrar of Port of Registry.
23. What is the information included in the Declaration of Ownership?
Particulars of the ship;
Record of Previous Registry;
Name of Master and his Certificate Number;
Number of shares owned – Property of the ship can be divided into a maximum of 10 shares; be jointly
owned by a maximum of 5 persons;
Declaration of Ownership must be signed in presence of either Special Executive Magistrate (SEM) or
Commissioner of Oaths or Indian Consular Officer.
24. Marking and Carving Note.
1) Name of the Ship on either side of the Bow and at the Stern;
2) Port of Registry at the Stern in Hindi (Superior) and English;
Marked on Dark Background – in White / Yellow Letters or
Marked on Light Background – in Black Letters;
Height: 1.0 Decimeter; Width: 1.3 Centimeters
3) Official Number & Net Registered Tonnage;
On Brass Plate – 30 cm x 6 cm – on Navigation Bridge on Main Beam
4) Draft Marks cut / welded in Meters / Decimeters – Fwd and Aft (Port and Stbd sides)
25. Documents required for Registration of an Indian Ship: Besides, Application Form, the following
1) Declaration of Ownership
2) Builder’s Agreement
3) Instrument / Bill of Sale
4) Permission from DGS if ship is built outside India ;
Technical clearance from DGS for ships >= 25yrs of age
5) Certificate of Survey
6) Tonnage Certificate (Indian / International)
7) Master’s Certificate
8) Master’s Dangerous Cargo Endorsement
9) Memorandum and AOA of owners
10) General Arrangement plan
11) Shell expansion Plan
12) Mid-ship Section Plan
13) Structural Profile and Plan
14) Approved Crew Accommodation Plan
15) Original Board Resolution(Fishing Boat)
26. Documents required for Closure of Registration of an Indian Ship:

1) Certificate of Registry
2) Notarized copy Bill of sale
3) Notice to DGS regarding Sale of the Vessel ;
4) NOC by Seaman's provident fund
5) NOC by Shipping Master
6) Certificate of Survey
7) Tonnage Certificate (Indian / International)
8) Load-line Certificate
9) Master’s Certificate
10) Memorandum of Understanding to Sell
11) Power of Attorney to Sell
12) Safety Certificates
13) Original Board Resolution(Fishing Boat)
27. Form and contents of the agreement (MSA 101)
1) An agreement with the crew shall be in the prescribed from, and shall be dated at the time of the
first signature thereof, and shall be signed by the master before any seaman signs the same.
2) The agreement with the crew shall contain as terms thereof the following particulars, namely:-
1. the name of the ship or ships on board which the seaman undertakes to serve;
2. either the nature and, as far as practicable, the duration of the intended voyage or engagement
or the maximum period of the voyage or engagement, and the places of parts of the world, if
any, to which the voyage or engagement is not to extend;
3. the number and description of the crew of different categories in each department;
4. the time at which each seaman is to be on board or to begin work;
5. the capacity in which each seaman is to serve;
6. the amount of wages which each seaman is to receive;
7. a scale of the provisions which are to be furnished to each seaman, such scale being not less
than the scale fixed by the Central Govt and published in the Official Gazette;
8. a scale of warm clothing and a scale of additional provisions to be issued to each seaman
during periods of employment in specified cold regions;
9. any regulations as to conduct on board and as to fines or other lawful punishments for
misconduct, which have been sanctioned by the Central Government as regulations proper to
be adopted, and which the parties agree to adopt;
10. payment of compensation for personal injury or death caused by accident arising our of and in
the course of employment;
11. where it is agreed that the services of any seaman shall end at any port not in India, stipulation
to provide him either fit employment on board some other ship bound to the port at which he
was shipped or to such other port in India as may be agreed upon, or a passage to some port in
India free of charge or on such other terms as may be agreed upon;
12. Stipulations relating to such other matters as may be prescribed.
3) The agreement shall provide that in the event of a dispute arising outside India between the master,
owner or agent of a ship and a seaman in respect of any matter touching the agreement, such dispute
shall be referred to the Indian consular officer whose decision thereon shall be binding on the parties
until the return of the ship to the port in India at which the seaman is to be discharged.
Provided that in the case of a ship other than an Indian ship, no such dispute shall be referred to the
Indian consular officer if such reference is contrary to the rules of international Law.
4) The agreement with the crew shall be so framed as to admit of stipulations, to be adopted at the will
of the master and seaman in each case (not being inconsistent with the provisions of this Act)
respecting the advance and allotment of wages and may contain any other stipulations which are not
contrary to law.
28. Definitions (MSA 3):
(1) "Cargo ship" A ship which is not a passenger ship;
(1A) "Coasting ship" A ship exclusively employed in trading between any port / place in India & any
other port / place on the continent of India or between ports / places in India & ports / places in
Ceylon or Burma;
(9) "Distressed seaman" 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;
(10) "Effects", in relation to a seaman, includes clothes and documents;
(11) "Equipment", in relation to a ship, includes boats, tackle, pumps, apparel, furniture, life
saving appliances of every description, spars, masts, rigging and sails, fog signals, lights, shapes
and signals of distress, medicines and medical and surgical stores and appliances, charts, radio
installations, appliances for preventing, detecting or extinguishing fires, buckets, compasses, axes,
lanterns, loading / discharging gears & appliances of all kinds and all other stores or articles
belonging to or to be used in connection with or necessary for the navigation & safety of the ship;
(11A) “Family" means,--
(i) in the case of male, his wife, his children, whether married or unmarried, his dependent parents
and his deceased son' s widow and children: Provided that if a person proves that his wife has
ceased under the personal law governing him or the customary law of the community to which the
spouses belong, to be entitled to maintenance she shall no longer be deemed to be a part of such
person' s family for the purpose of this Act, unless such person subsequently intimates by express
notice, in writing, to the Central Government that she shall continue to be so regarded; and
(ii) in the case of female, her husband, her children, whether married or unmarried, her dependent
parents, her husband' s dependent parents and her deceased son' s widow and children: Provided
that if a person by notice in writing to the Central Government expresses her desire to exclude her
husband from the family, the husband and his dependent parents shall no longer be deemed to be a
part of such person' s family for the purpose of this Act, unless such person subsequently cancels
in writing any such notice.
Explanation- In either of the above two cases, if the child, or, as the case may be, the child of a
deceased son, of a person has been adopted by another person and if under the personal law of the
adopter adoption is legally recognised, such a child shall be considered as excluded from the
family of the first mentioned person.
(16) "Home-Trade ship" means a ship not > 3,000 GT; employed in trading between any port / place in
India and any other port or place on the continent of India or between ports or places in India and ports
or places in Ceylon, Maldives Islands, Federation of Malaya, Singapore or Burma;
(17) "Indian Consular Officer" - the consul- general, consul, vice- consul, consular agent & pro-consul
appointed as such by the Central Govt., and includes any person authorised by the Central Government
to perform the functions of consul- general, consul, vice- consul, consular agent or pro-consul;
(18) "Indian ship" means a ship registered as such under this Act and includes any ship registered at
any port in India at the commencement of this Act which is recognised as an Indian ship under the
provision to sub- section (2) of section 22;
(18A) “International Voyage" A voyage from or to a port or place in India to or from a port or place
outside India;
(21) " Marine Board" A Board of Marine Inquiry convened under section 373;
(22) " Master" includes any person (except pilot / harbour master) having command / charge of a ship;
(23) " Owner" means-

(a) in relation to a ship, the person to whom the ship or a share in the ship belongs;
(b) in relation to a sailing vessel, the person to whom the sailing vessel belongs;
(24) "Passenger" Any person carried on board a ship except--
(a) a person employed or engaged in any capacity on board the ship on the business of the ship;
(b) a person on board the ship either in pursuance of the obligations laid upon the master to carry
shipwrecked, distressed or other persons or by reason of any circumstances which neither the
master nor the charterer, if any, could have prevented or forestalled;
(c) a child under one year of age;
(25) "Passenger ship" A ship carrying > 12 passengers;
(26) "Pilgrim" A person making a pilgrimage and, in the case of a passenger on board a pilgrim ship,
includes every person accompanying or travelling with the person making the pilgrimage;
(27) "Pilgrimage" means pilgrimage to any holy place in the Hedjaz or to any other place declared by
the Central Government to be a place of pilgrimage by notification in the Official Gazette;
(28) "Pilgrim ship" means a special trade passenger ship (STPS) which makes a voyage to or from the
Hedjaz, or, as the case may be, to or from any other place of pilgrimage declared as such by the
Central Government in pursuance of clause (27), during the season of the pilgrimage and which
carries pilgrims in a proportion of not < 1 pilgrim for every 100 GT of the ship;]
(29) "Port of Registry The port at which she is registered or is to be registered;
(32) "Proper Officer" The officer designated by the Central Govt. to be the proper officer at the port or
place and in respect of the matter to which reference is made in the provision of this Act in which
the expression occurs;
(33) "Proper Return Port", in relation to a master, seaman or apprentice discharged or left behind,
means the port at which the master, seaman or apprentice was engaged, or the port agreed to as
such by the master, seaman or apprentice, as the case may be;
(35) "Registrar" means the registrar referred to in section 24;
(36) (a)"Repatriation Expenses" means expenses incurred in returning a distressed seaman to a proper
return port and in providing him with necessary clothing and maintenance until his arrival at such
port, and includes in the case of a shipwrecked seaman the repayment of expenses incurred in
conveying him to port after shipwreck and maintaining him while being so conveyed; and
(b)"Excepted Expenses", in relation to repatriation expenses, means repatriation expenses
incurred in cases where the cause of the seaman being left behind is desertion or absence without
leave or imprisonment for misconduct, or discharge from his ship by a Marine Board on the
ground of misconduct;
(38) “Safety Convention Certificate “means –
(i) a passenger ship safety certificate,
(ia) a special trade passenger ship safety certificate,
(ib) a special trade passenger ship space certificate,
(ii) a qualified passenger ship safety certificate,
(iii) a cargo ship safety construction certificate,
(iv) a qualified cargo ship safety construction certificate,
(v) a cargo ship safety equipment certificate.
(vi) a qualified cargo ship safety equipment certificate,
(vii) a cargo ship safety radio telegraphy certificate,
(viii) a cargo ship safety radio telephony certificate,
(ix) an exemption certificate,
(x) a nuclear passenger ship safety certificate,
(xi) a nuclear cargo ship safety certificate,
(39) "Sailing Vessel" means any description of vessel provided with sufficient sail area for navigation
under sails alone, whether or not fitted with mechanical means of propulsion, and includes a
rowing boat or canoe but does not include a pleasure craft;
(40) "Salvage" includes all expenses properly incurred by the salvor in performance of salvage services;
(41) "Sea- Going", in relation to a vessel, means a vessel proceeding to sea beyond inland waters or
beyond waters declared to be smooth or partially smooth waters by the Central Govt. by
notification in the Official Gazette;
(42) "Seaman" Every person (except a master, pilot or apprentice) employed or engaged as a member of
crew of a ship under this Act, but in relation to sections 178 to 183 (inclusive) includes a master;
(47A) "Special Trade" The conveyance of large number of passengers by sea within prescribed sea area
(47B) "Special Trade Passenger" means a passenger carried in special trade passenger ship in spaces
on the weather deck or upper deck or between decks which accommodate more than eight
passengers and includes a pilgrim or a person accompanying a pilgrim;
(47C) "Special Trade Passenger Ship" A mechanically propelled ship carrying > 30 STP’s;
(48A) "Tanker" A cargo ship constructed or adapted for the carriage in bulk of liquid cargoes of an
inflammable nature;
(49) "Tidal water" Any part of the sea and any part of a river within the ebb and flow of the tide at
ordinary spring tides and not being a harbour;
(50) "Tindal" The person in command or charge of a sailing vessel;
(55) "Vessel" includes any ship, boat, sailing vessel, or other description of vessel used in navigation;
(56) "Voyage" for the purposes of Part VIII, means the whole distance between the ship' s port or place
of departure and her final port or place of arrival;
(57) "Wages" includes emoluments;
(58) "Wreck" includes the following when found in the sea 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;
(c) Goods which are sunk in the sea, but attached to a floating object so 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;
(59) "Young person" A person under eighteen years of age.
Definitions (MSA 175)
"Crew Accommodation" includes sleeping rooms, mess rooms, sanitary accommodation, hospital
accommodation, recreation accommodation, store rooms & catering accommodation provided for
the use of seamen & apprentices, not being accommodation which is also used by, or provided for
the use of, passengers.
Definitions (MSA 178)
“Serving Seaman” A seaman shall, for purposes of these provisions, be deemed to be a serving
seaman during any period commencing on the date of the agreement with the crew & ending 30
days after the date on which the seaman is finally discharged from such agreement.
Definitions (MSA 352H)
(a) " Incident" means any occurrence, or series of occurrences having the same origin, which
causes pollution damage;
(b) " Oil" means any persistent oil such as crude oil, fuel oil, heavy diesel oil, lubricating oil and
whale oil, whether carried on board a tanker as cargo or fuel;

(c) " Owner" means--

(i) the person registered as owner of the ship and includes the operator who for the time being is in
charge of the ship and the master of the ship; or
(ii) in the absence of registration, the person owning the ship; or
(iii) in the case of a tanker owned by a foreign State, the person registered in that State as operator
of the ship;
(d) "pollution damage" means loss or damage caused outside the ship by contamination resulting
from escape or discharge of oil from that ship, wherever such escape or discharge occurs, and
includes the costs of preventive measures and further loss or damage caused by preventive
measures; so, however, that the provisions of clause (a) of sub- section (1) of section 352B shall
not apply to such loss or damage;
(e) "Preventive measures" means any reasonable measures taken by any person after the incident
to prevent or minimise pollution damage.
(f) " Tonnage" means the tonnage of a ship determined in accordance with the provisions of
section 352B and where it is not so determinable, it means forty per cent of the weight in tons of
oil cargo the ship is capable of carrying.
Definitions (MSA 356B):
(a) "Cargo" includes ballast and ship’s stores and fuel;
(b) "Coast" includes any island forming part of India;
(c) "Coastal waters" means any part of the territorial waters of India, or any marine areas adjacent
thereto over which India has, or, may hereafter have exclusive jurisdiction in regard to control of
marine pollution under the Territorial Waters. Continental Shelf, Exclusive Economic Zone and
other Maritime Zones Act, 1976, or any other law for the time being in force;
(d) "Convention" means the International Convention for the Prevention of Pollution of the Sea
by Oil, 1954, signed in London on the 12th day of May, 1954, as amended from time to time;
(e) "Discharge", in relation to oil or oily mixture, means any discharge or escape, however caused;
(f) "from nearest land" means the baseline from which the territorial sea of the territory in
question is established in accordance with the Geneva Convention on the Territorial Sea and the
Contiguous Zone, 1958.
(g) "Instantaneous rate of discharge of oil content" means the rate of discharge of oil in litres
per hour at any instant divided by the speed of the ship in knots at the same instant;
(h) "Mile" means a nautical mile of 1, 852 metres;
(i) " offshore installation" means an installation, whether mobile or fixed, which is used or is
intended to be used for underwater exploration or exploitation of crude oil, petroleum or other
similar mineral oils, under lease, licence or any other form of contractual arrangement and
includes--
(a) any installation which could be moved from place to place under its own motive power or
otherwise; and
(b) a pipeline;
(j) "Oil" means--
(i) crude oil;
(ii) fuel oil;
(iii) heavy diesel oil conforming to such specifications as may be prescribed; and
(iv) lubricating oil;
(k) "Oily mixture" means a mixture with any oil content;

(l) "Oil reception facilities" in relation to a port, means facilities for enabling vessels using the
port to discharge or deposit oil residues;
(m) "Ship" means any seagoing vessel of any type whatsoever, including a floating craft,
whether self- propelled or towed by another vessel, making a sea- voyage;
(n) "Tanker" means a ship in which greater part of the cargo space is constructed or adapted for
the carriage of liquid cargoes in bulk and which is not, for the time being, carrying a cargo other
than oil in that part of its cargo space.
Definitions (MSA 354):
"Tropical Storm" means a hurricane, typhoon, cyclone or other storm of a similar nature, and the
master of a ship shall be deemed to have met with a tropical storm if he has reason to believe that
there is such a storm in the vicinity
Definitions (MSA 357) & (MSA 390):
"Coasts" includes the coasts of creeks and tidal rivers
4. Establishment of National Shipping Board
(1) With effect from such date as the Central Govt may, by notification in the Official Gazette, specify
in his behalf, there shall be established a Board to be called the National Shipping Board.
(2) The Board shall consist of the following members, namely:--
(a) 6 members elected by Parliament, 4 by the House of the People from among its members and the
other 2 by the Council of States from among its members;
(b) such number of other members, not > 16 as Central Govt may appoint to the Board, to represent
(i) the Central Govt,
(ii) ship-owners,
(iii) seamen, and
(iv) Such other interests as, in the opinion of the Central Govt, ought to be represented on the Board;
Provided that the Board shall include an equal number of persons representing ship-owners & seamen.
(3) The Central Govt shall nominate one of the members of the Board to be the Chairman of the Board.
(4) The Board shall have power to regulate its own procedure.
5. Functions of National Shipping Board: The Board shall advise the Central Govt:
(a) on matters relating to Indian shipping, including the development thereof; and
(b) on such other matters arising out of this Act as the Central Government may refer to it for advice.
39. Delivery of certificate of ship lost or ceasing to be an Indian ship.
(1) In the event of a registered ship being either actually or constructively lost, taken by the enemy,
burnt or broken up or ceasing for any reason to be an Indian ship, every owner of the ship or any share
in the ship shall immediately on obtaining knowledge of the event, if no notice thereof has already been
given to the registrar, give notice thereof to the registrar at her port of registry and that registrar shall
make an entry thereof in the register book and its registry in that book shall be considered as closed
except so far as relates to any unsatisfied mortgages entered therein.
(2) In any such case, except where the ship' s certificate of registry is mislaid, lost or destroyed, the
master of the ship shall, immediately if the event occurs in any port in India, or within ten days after his
arrival in port if it occurs elsewhere, deliver the certificate to the registrar of the port or any other officer
specified in this behalf by the Central Govt if the port of arrival is in India, or if the arrival is in any port
outside India to the Indian consular officer there, and the registrar if he is not himself the registrar of her
port of registry or the officer so specified or the Indian consular officer, as the case may be, shall
forthwith forward the certificate delivered to him to the registrar of her port of registry.
40. Provisional certificate for ships becoming Indian ships abroad.
(1) 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 containing

such particulars as may be prescribed in relation to the ship and shall forward a copy of the certificate at
the first convenient opportunity to the Director-General.
(2) 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 first
happens, and on either of those events happening shall cease to have effect.
60. Procedure for registry anew.
(1) Where a ship is to be registered anew, the registrar shall proceed as in the case of first registry, and
on the delivery to him of the existing certificate of registry and on the other requisites to registry, or in
the case of a change of ownership such of them as he thinks material, being duly complied with, shall
make such registry anew, and grant a certificate thereof.
(2) When a ship is registered anew, her former registry shall be considered as closed except so far as
relates to any unsatisfied mortgage entered thereon, but the names of all persons appearing on the
former register to be interested in the ship as owners or mortgagees shall be entered in the new register
and the registry anew shall not in any way affect the rights of any of those persons.
National character and flag
63. National colours for Indian ships.
(1) Central Govt may, by notification in the Official Gazette, declare what shall be the proper national
colours for all ships registered under this Act & for all ships which are not so registered but which are
owned by the Govt or by any local authority or by any body corporate established by or under any law
for the time being in force in India or by a citizen of India; different colours may be declared for
different classes of ships.
(2) Any commissioned officer of the Indian Navy, or any customs collector, or any Indian consular
officer, may board any ship on which any colours are hoisted contrary to this Act and seize and take
away the colours which shall be forfeited to the Govt.
64. Unlawful assumption of Indian character. No person on board a ship which is not an Indian ship
shall, for the purpose of making it appear to be an Indian ship, use the Indian national colours, unless the
assumption of Indian character has been made (burden of proving which shall lie on him) for purpose of
escaping capture by the enemy or by a foreign ship of war in the exercise of some belligerent right.
65. Concealment of Indian or assumption of foreign character. No owner or master of an Indian ship
shall knowingly do anything, or permit anything to be done, or carry or permit to be carried any papers
or documents, with intent to conceal the Indian character of the ship from any person entitled by any
law for the time being in force to inquire into the same, or with intent to assume a foreign character for
the ship, or with intent to deceive any person so entitled as aforesaid.
66. Indian ships to hoist proper national colours in certain cases.
(a) on a signal being made to her by any vessel of the Indian Navy;
(b) on entering or leaving any foreign port;
(c) if of > 50 GT, on entering or leaving any Indian port.
67. National character of ship to be declared before clearance.
(1) A customs collector shall not grant a clearance for any ship until the master of such ship has
declared to that officer the name of the country to which he claims that she belongs, and that officer
shall thereupon inscribe that name on the clearance.
(2) If a ship attempts to proceed to sea without such clearance, she may be detained by any customs
collector until the declaration is made.
89. Duties of shipping masters. It shall be the duty of shipping masters--
(a) to superintend & facilitate - engagement & discharge of seamen in the manner provided in this Act;
(b) to provide means for securing - presence on board at proper times of seamen who are so engaged;
(c) to facilitate the making of apprenticeship to the sea service;

(d) to hear & decide disputes u/s 132 between a master, owner or agent of a ship & any crew of the ship;
(e) to perform such other duties relating to seamen, apprentices and merchant ships as are for the time
being committed to them by or under this Act.
101. Form and contents of the agreement. Page 254
102. Engagement of seaman where agreement is made out of India. Notwithstanding anything
contained in any other provision of this Act, the master of a ship registered at a port outside India who
has an agreement with the crew made in due form according to the law of that port or of the port in
which her crew were engaged, may engage in any port in India--
(a) a seaman who is not a citizen of India and who holds a CDC / any other similar document of identity
issued by the competent authority of the country in which the ship is registered or, as the case may be,
of the country in which the said agreement was made; or
(b) a seaman who is a citizen of India and who holds a certificate of discharge or a CDC issued under
this Act, and any seaman so engaged under clause (a) or clause (b) may sign the agreement aforesaid
and it shall not be necessary for him to sign an agreement under this Act.
Employment of young persons
109. Employment of children. No person under 14 years of age shall be engaged or carried to sea to
work in any capacity in any ship, except--
(a) in a school ship, or training ship, in accordance with the prescribed conditions; or
(b) in a ship in which all persons employed are members of one family; or
(c) in a home- trade ship of < 200 GT; or
(d) where such person is to be employed on nominal wages and will be in the charge of his father or
other adult near male relative.
122. Wages and other property of seaman or apprentice left behind.
(1) If a seaman or apprentice is left behind, the master shall enter in the official log book a statement of
the amount due to the seaman or apprentice in respect of wages at the time when he was left behind and
of all property left on board by him, and shall take such property into his charge.
(2) Within 48 hours after the arrival of the ship at the port in India at which the voyage terminates, the
master shall deliver to the shipping master--
(a) a statement of the amount due to the seaman or apprentice in respect of wages, and of all property
left on board by him; and
(b) a statement, with full particulars, of any expenses that may have been caused to the master or owner
of the ship by the absence of the seaman or apprentice, where the absence is due to a contravention by
the seaman or apprentice of section 191; and, if required by the shipping master to do so, shall furnish
such vouchers as are reasonably required to verify the statements.
(3) The master shall at the time when he delivers the statements referred to in sub- section (2) to the
shipping master also deliver to him the amount due to the seaman or apprentice in respect of wages and
the property that was left on board by him, and the shipping master shall give to the master a receipt
thereof in the prescribed form.
(4) The master shall be entitled to be reimbursed out of the wages or property referred to in clause (a) of
sub- section (2) such expenses shown in the statement referred to in clause (b) of that sub- section as
appear to the shipping master to be properly chargeable.
123. Repatriation of seamen on termination of service at foreign port.
(1) When service of a seaman / apprentice terminates without consent of the said seaman / apprentice at
a port outside India, and before the expiration of the period for which the seaman was engaged or the
apprentice was bound, the master / owner of the ship shall, in addition to any other relative obligation
imposed by this Act, make adequate provision for the maintenance of seaman / apprentice according to
his rank / rating, and for the return of that seaman / apprentice to a proper return port.
(2) If the master / owner fails without reasonable cause to comply with sub- section (1), the expenses of
maintenance and of the journey to the proper return port shall, if defrayed by the seaman / apprentice, be
recoverable as wages due to him, and if defrayed by an Indian consular officer, be regarded as expenses
falling within the provisions of sub- sections (3) and (4) of section 161. i.e. Inability to provide the said
expenses shall not, for the purposes of this sub- section, be regarded as reasonable cause.
125. Master to deliver account of wages.
(1) The master of every ship shall, before paying off or discharging a seaman under this Act, deliver at
the time and in the manner provided by this Act a full and true account in the form prescribed of the
seaman' s wages and of all deductions to be made there-from on any account whatever.
(2) The said account shall be delivered, either to the seaman himself, at or before the time of his leaving
the ship, or to the shipping master not less than twenty- four hours before the discharge or payment off.
126. Disrating of seamen.
(1) Where the master of a ship disrates a seaman, he shall enter / cause to enter in the official log book a
statement of the disrating & furnish the seaman with copy of the entry; any reduction of wages
consequent on the disrating shall not take effect until the entry has been so made & copy so furnished.
(2) Any reduction of wages consequent on the disrating of a seaman shall be deemed to be a deduction
from wages within the meaning of sections 125 and 127.
127. Deductions from wages of seamen.
(1) A deduction from the wages of a seaman shall not be allowed unless it is included in the account
delivered in pursuance of this Act except in respect of a matter happening after such delivery.
(2) The master shall during the voyage enter the various matters in respect of which the deductions are
made, with the amount of the respective deductions as they occur, in a book to be kept for that purpose,
and shall, if required, produce the book at the time of the payment of wages and also upon the hearing
before any competent authority of any complaint or question relating to that payment.
134. Rule as to payment to seamen in foreign currency.
Where a seaman or apprentice has agreed with the master of a ship for payment of his wages in Indian
or other currency, any payment of, or on account of, his wages, if made in any currency other than that
stated in the agreement, shall, notwithstanding anything in the agreement, be made at the rate of
exchange for the time being current at the place where the payment is made.
135. Advance of wages.
(1) Any agreement with the crew may contain a stipulation for payment to a seaman, conditional on his
going to sea in pursuance of the agreement of a sum not > 1 month’s wages payable to the seaman under
the agreement.
(2) Save as aforesaid, an agreement by or on behalf of the employer of a seaman for the payment of
money to or on behalf of the seaman, conditional on his going to sea from any port in India shall be
void, and no money paid in satisfaction or in respect of any such agreement shall be deducted from the
seaman' s wages, and no person shall have any right of action, suit or set- off against the seaman or his
assignee in respect of any money so paid or purporting to have been so paid.
(3) No seaman, who has been lawfully engaged and has received under his agreement an advance
payment, wilfully or through misconduct, shall fail to attend his ship or desert there-from before the
payment becomes really due to him.
(4) Where it is shown to the satisfaction of shipping master that a seaman lawfully engaged has wilfully
or through misconduct failed to attend his ship, the shipping master shall report the matter to DG who
may direct that any of the seaman's certificates of discharge referred to in sections 119 & 120 shall be
withheld for such period as he may think fit; & while a seaman's certificate of discharge is so withheld,
the DG / any other person having the custody of the necessary documents may, notwithstanding
anything in this Act, refuse to furnish copies of any such certificate or certified extracts there-from.
138. Right to wages and provisions. A seaman' s right to wages and provisions shall be taken to begin
either at the time at which he commences work or at the time specified in the agreement for his
commencement of work or presence on board, whichever first happens.
141. Wages on termination of service by wreck, illness, etc
(1) Where the service of any seaman engaged under this Act terminates before the date contemplated in
the agreement by reason of the wreck, loss or abandonment of the ship or by reason of his being left on
shore at any place outside India under a certificate granted under this Act of his unfitness or inability to
proceed on the voyage, the seaman shall be entitled to receive:
(a) in the case of wreck, loss or abandonment of the ship--
(i) wages at the rate to which he was entitled at the date of termination of his service for the period from
the date his service is so terminated until he is returned to and arrives at a proper return port: Provided
that the period for which he shall be entitled to receive wages shall be not < 1 month; and
(ii) Compensation for the loss of his effects--
(a) in the case of a seaman employed on a home trade ship, of not < 1 month's wages; and
(b) in the case of a seaman employed on a foreign going ship, of not < 3 month's wages;
(b) in the case of unfitness or inability to proceed on the voyage, wages for the period from the date his
service is terminated until he is returned to and arrives at a proper return port.
(2) A seaman shall not be entitled to receive wages under sub- clause (i) of clause (a) of sub- section (1)
in respect of any period during which--
(a) he was, or could have been, suitably employed; or
(b) through negligence he failed to apply to proper authority for relief as a distressed / destitute seaman.
(3) Any amount payable by way of compensation under clause (a) (ii) of sub-section (1) shall be
deposited with the shipping master at the port of engagement in India for payment to the seaman, or, in
the case of a deceased seaman, to the person nominated by him in this behalf u/s 159A or if he has not
made any such nomination / the nomination made by him is or has become void, to his legal heirs.
142. Wages not to accrue during absence without leave, refusal to work or imprisonment.
(1) A seaman or apprentice shall not be entitled to wages--
(a) for any period during which he is absent without leave from his ship or from his duty; or
(b) for any period during which he unlawfully refuses or neglects to work when required; or
(c) unless court hearing the case otherwise directs, for any period during which he is lawfully
imprisoned
(2) A seaman / apprentice shall not be disentitled to claim wages for any period during which he has not
performed his duty if he proves that he was incapable of doing so by reason of illness, hurt or injury,
unless it be proved that--
(a) his illness, hurt or injury was caused by his own wilful act or default or his own misbehaviour; or
(b) his illness was contracted or his hurt or injury was sustained at a proper return port and was not
attributable to his employment; or
(c) he has unreasonably refused to undergo medical or surgical treatment for his illness, hurt or injury
involving no appreciable risk to his life.
143. Compensation to seamen for premature discharge.
(1) If a seaman having signed an agreement is discharged, otherwise than in accordance with the terms
thereof, without fault on his part justifying the discharge and without his consent, he shall be entitled to
receive from master, owner or agent, in addition to any wages he may have earned, as due compensation

for the damage caused to him by the discharge, such sum as the shipping master may fix having regard
to the circumstances relating to the discharge; provided that compensation so payable shall not exceed:
(a) where a seaman who has been discharged before commencement of a voyage, 1 month's wages; and
(b) where a seaman who has been discharged before the commencement of a voyage, 3 months' wages.
(2) Any compensation payable under this section may be recovered as wages.
Property of deceased seamen and apprentices
152. Master to take charge of the effects of deceased seamen.
(1) If any seaman or apprentice engaged on any ship, the voyage of which is to terminate in India, dies
during that voyage, the master of the ship shall report the death to the next- of- kin of the seaman or
apprentice and to the shipping master at his port of engagement and shall take charge of any money or
effects belonging to the seaman or apprentice which are on board the ship.
(2) The master shall thereupon enter in the official log book the following particulars, namely:--
(a) a statement of the amount of money and a detailed description of the other effects;
(b) a statement of the sum due to the deceased for wages and of the amount of deduction, if any, to be
made from the wages.
(3) The said money, balance of wages and other effects are in this Act referred to as the property of the
seaman or apprentice.
153. Dealing with and account of property of seamen who die during voyage.
(1) If any seaman or apprentice engaged on any ship, the voyage of which is to terminate in India, dies
during that voyage & the ship before coming to a port in India touches and remains for 48 hours at some
port elsewhere, Master shall report the case to the Indian consular officer at such port & shall give to the
officer any information he requires as to the destination of the ship and probable length of the voyage.
(2) Indian consular officer may, if he thinks it expedient, require the property of seaman / apprentice to
be delivered & paid to him and shall thereupon give Master a receipt thereof and endorse under his hand
upon the agreement with the crew such particulars with respect thereto as the Central Govt may require.
(3) The receipt shall be produced by the master to the shipping master within 48 hours after his arrival at
his port of destination in India.
(4) Where a seaman / apprentice dies as aforesaid & the ship proceeds at once to a port in India without
touching & remaining as aforesaid at a port elsewhere or the Indian consular officer does not require the
delivery and payment of the property as aforesaid, the master shall, within 48 hours after his arrival at
his port of destination in India, pay and deliver the property to the shipping master at that port.
(5) A deduction claimed by Master in such account shall not be allowed unless verified by entry in the
official log book, & also by such other vouchers, as may be reasonably required by the shipping master.
(6) A shipping master in India shall grant to a master upon due compliance with such provisions of this
section as relate to acts to be done at the port of destination a certificate to that effect.
154. Master to pay and deliver property of deceased seamen.
(1) If the master of a ship fails to comply with the provisions of this Act with respect to taking charge of
the property of a deceased seaman / apprentice, or to making in the official log book the proper entries
relating thereto, or to the payment or delivery of such property, he shall be accountable for such
property to the shipping master as aforesaid, and shall pay and deliver the same accordingly.
(2) The property may be recovered in the same court and manner in which the wages of seamen may be
recovered under this Act.
155. Property of deceased seaman left abroad but not onboard ship.
If any seaman or apprentice on an Indian ship, or engaged in India on any other ship, the voyage of
which is to terminate in India, dies at any place outside India leaving any money or effects not on board

the ship, the Indian consular officer at or near the place shall claim and take charge of such money and
other effects (hereinafter referred to as the property of a deceased seaman or apprentice).
156. Dealing with property of deceased seamen.
(1) An Indian consular officer or shipping master to whom the effects of a deceased seaman / apprentice
are delivered / who takes charge of such effects may, if he thinks fit, sell the effects, and the proceeds of
any such sale shall be deemed to form part of the property of the deceased seaman / apprentice.
(2) Before selling any valuables comprised in the said effects, such officer or shipping master shall
endeavour to ascertain the wishes of the next- of- kin of the deceased seaman or apprentice as to the
disposal of such valuables and shall, if practicable and lawful, comply with such wishes.
(3) An Indian consular officer to whom any property of a deceased seaman or apprentice is delivered or
who takes charge of any such property under this Act shall remit the property to the shipping master at
the port of engagement of the deceased seaman or apprentice in such manner and shall render such
accounts in respect thereof as may be prescribed.
157. Recovery of wages, etc., of seamen lost with their ship.
(1) Where a seaman or apprentice is lost with the ship to which he belongs, the Central Government or
such officer as the Central Government may appoint in this behalf may recover the wages and the
compensation due to him from the owner, master or agent of the ship in the same court and in the same
manner in which seamen’s wages are recoverable, and shall deal with those wages in the same manner
as with the wages and compensation due to other deceased seamen or apprentices under this Act.
(2) In any proceeding for the recovery of the wages and compensation, if it is shown by some official
records or by other evidence that the ship has, > 12 months before the institution of the proceeding, left
any port, she shall, unless it is shown that she has been heard of within 12 months after the departure, be
deemed to have been lost with all hands on board either immediately after the time she was last heard of
or at such later time as the court hearing the case may think probable.
158. Property of seamen dying in India. If a seaman or apprentice dies in India and is at the time of
his death entitled to claim from the master or owner of the ship in which he has served any effects or
unpaid wages, the master, owner or agent shall pay and deliver or account for such property to the
shipping master at the port where the seaman or apprentice was discharged or was to have been
discharged or to such other officer as the Central Government may direct.
159. Payment over of property of deceased seamen by shipping master. Where any property of a
deceased seaman or apprentice is paid or delivered to a shipping master, the shipping master, after
deducting for expenses incurred in respect of that seaman or apprentice or of his property such sums as
he thinks proper to allow, shall pay and deliver the residue to the person nominated by the seaman or
apprentice in this behalf u/s 159A and if he has not made any such nomination or the nomination made
by him is or has become void, the shipping master may:
(a) pay and deliver the residue to any claimants who can prove themselves to the satisfaction of the said
shipping master to be entitled thereto, and the said shipping master shall be thereby discharged from all
further liability in respect of the residue so paid or delivered; or
(b) if he thinks fit so to do, require probate or letters of administration or a certificate under the Indian
Succession Act, 1925 (39 of 1925 ), or a certificate u/s 29 of Administrators- General Act, 1963 (45 of
1963 ) to be taken out, and thereupon pay & deliver the residue to legal representatives of the deceased.
160. Disposal of unclaimed property of deceased seamen.
(1) Where no claim to the property of a deceased seaman or apprentice received by a shipping master is
substantiated within 1 year from the receipt thereof by such shipping master, the shipping master shall
cause such property to be sold and pay the proceeds of the sale into the public account of India.
(2) If, after the proceeds of the sale having been so paid, any claim is made thereto, then, if the claim is
established to the satisfaction of shipping master, the amount / so much thereof as shall appear to him to

be due to the claimant, shall be paid to him, & if the claim is not so established, the claimant may apply
by petition to the High Court, and such Court, after taking evidence either orally or on affidavit, shall
make such order on the petition as shall seem just: Provided that, after the expiration of 6 years from the
receipt of such property by the shipping master, no claim to such property shall be entertained without
the sanction of the Central Govt; provided further that if, before the expiration of 6 years after the
proceeds of the sale have been so paid, no claim is made thereto the amount or any part thereof may be
utilised for the welfare of seamen in such manner as the Central Govt may direct.
Distressed seamen
161. Relief and maintenance of distressed seamen.
(1) The Indian consular officer at or near the place where a seaman is in distress shall, on application
being made to him by the distressed seaman, provide in accordance with the rules made under this Act
for the return of that seaman to a proper return port, and also for the said seaman’s necessary clothing
and maintenance until his arrival at such port.
(2) A distressed seaman shall not have any right to be maintained or sent to a proper return port except
to the extent and on the conditions provided for in the rules.
(3) All repatriation expenses, other than excepted expenses, incurred by or on behalf of the Central Govt
in accordance with the provisions of this Act shall constitute a debt due to the Central Govt for which
the owner or agent of the ship to which the seaman in respect of whom they were incurred belonged at
the time of his discharge or other event which resulted in his becoming a distressed seaman shall be
liable; and the owner or agent shall not be entitled to recover from the seaman any amount paid by him
to the Central Govt in settlement or part settlement of such debt.
(4) All excepted expenses incurred by or on behalf of Central Govt in accordance with provisions of this
Act shall constitute a debt due to the Central Govt for which the seaman in respect of whom they were
incurred and the owner or agent of the ship to which that seaman belonged at the time of his discharge
or other event which resulted in his becoming a distressed seaman shall be jointly and severally liable;
and the owner or agent shall be entitled to recover from the seaman any amount paid by him to the
Central Govt in settlement or part settlement of such debt, and may apply to the satisfaction of his claim
so much as may be necessary of any wages due to the seaman.
(5) All excepted expenses incurred in accordance with the provisions of this Act in respect of any
distressed seaman by the owner or agent of the ship to which he belonged at the time of his discharge or
other event which resulted in his becoming a distressed seaman shall constitute a debt due to the owner
or agent for which the seaman shall be liable; and the owner or agent may apply to the satisfaction of his
claim so much as may be necessary of any wages due to the seaman; but he shall not be entitled to
recover from the seaman any repatriation expenses other than excepted expenses.
(6) In any proceedings for the recovery of any expenses which in terms of sub- section (3) or (4) are a
debt due to the Central Govt, the production of an account of the expenses and proof of payment thereof
by or on behalf of or under the direction of Central Govt shall be prima facie evidence that the expenses
were incurred in accordance with the provisions of this Act by or on behalf of the Central Govt.
(7) Any debt which may be due to the Central Govt under this section may be recovered by any officer
authorised by it in writing in this behalf from the person concerned in the same manner as wages are
recoverable u/s 145.
163. Receiving distressed seamen on ships.
(1) The Master of an Indian ship shall receive on board his ship and afford passage & maintenance to all
distressed seamen whom he is required by the Indian consular officer to take on board his ship, and shall
during the passage provide every such distressed seaman with accommodation equal to that normally
provided for the crew of the ship & subsistence, proper to the rank / rating of the said distressed seaman.
(2) The master of a ship shall not be required to receive on board his ship a distressed seaman in terms
of this section, if the Indian consular officer is satisfied that accommodation is not /cannot be made
available for such seaman.
164. Provisions as to taking distressed seamen on ships.

(1) Where a distressed seaman is for the purpose of his return to a proper return port placed on board an
Indian ship, the Indian consular officer by whom the seaman is so placed shall endorse on the agreement
with the crew of the ship particulars of the seaman so placed on board.
(2) On the production of a certificate signed by the Indian consular officer by whose directions any such
distressed seamen were received on board, specifying the number and names of the distressed seamen
and the time when each of them was received on board, and on a declaration made by the master stating
the number of days during which each distressed seaman has received subsistence and stating the full
complement of his crew and the actual number of seamen employed on board his ship and every
variation in that number, whilst the distressed seamen received maintenance, the master shall be entitled
to be paid in respect of the subsistence and passage of every seaman so conveyed and provided for by
him, exceeding the number, if any, wanted to make up the complement of his crew, such sum for each
day as the Central Govt may by rules made in this behalf allow.
165. What shall be evidence of distress In any proceeding under this Part a certificate of Central Govt
or of such officer as Central Govt may specify in this behalf to the effect that any seaman named therein
is distressed shall be conclusive evidence that such seaman is distressed within the meaning of this Act.
166. Indian consular officer to decide return port to which or route by which seaman is to be sent.
167. Power to make rules with respect to distressed seamen. The Central Govt may make rules with
respect to the relief, maintenance & return to a proper return port of seamen found in distress in any
place out of India and with respect to the circumstances in which, and the conditions subject to which,
seamen may be relieved & provided with passages under this Part.
Provisions, health and accommodation
168. Ships to have sufficient provisions and water.
(1) All Indian ships & all ships upon which seamen have been engaged shall have on board sufficient
provisions & water of good quality & fit for the use of the crew on the scale specified in the agreement
with the crew.
(2) If any person making an inspection under section 176 finds the provisions or water to be of bad
quality and unfit for use or deficient in quantity, he shall signify it in writing to the master of the ship
and may, if he thinks fit, detain the ship until the defects are remedied to his satisfaction.
(3) Master shall not use any provisions / water so signified to be of bad quality and shall, in lieu of such
provisions / water, provide other proper provisions / water & shall, if the provisions / water be signified
to be deficient in quantity, procure the requisite quantity of provisions / water to cover the deficiency.
(4) The person making the inspection shall enter a statement of the result of the inspection in the official
log book, and shall, if he is not the shipping master, send a report thereof to the shipping master and that
report shall be admissible in evidence in any legal proceeding.
(5) If the inspection was made in pursuance of a request by the members of the crew and the person
making the inspection certifies in the statement of the result of the inspection that the complaint was
false and either frivolous or vexatious, every member of the crew who made the request shall be liable
to forfeit to the owner out of his wages a sum not > 1 week's wages.
(6) Master of the ship and any other person having charge of any provisions or water liable to inspection
under this section shall give the person making the inspection every reasonable facility for the purpose.
169. Allowances for short or bad provisions.
(1) In either of the following cases, that is to say,--
(a) if during the voyage the allowance of any of the provisions for which a seaman has by his agreement
stipulated is reduced, or
(b) if it is shown that any of those provisions are or have during the voyage been bad in quality or unfit
for use, the seaman shall receive by way of compensation for that reduction or bad quality according to
the time of its continuance, sums in accordance with such scale as may be prescribed, to be paid to him
in addition to, and to be recoverable as, wages.
(2) If it is shown to the satisfaction of the court before which the case is tried that any provisions, the
allowance of which has been reduced, could not be procured or supplied in proper quantities, and that
proper and equivalent substitute were supplied in lieu thereof, the court shall take those circumstances
into consideration in making an order.
170. Foreign- going Indian ship to carry duly certificated cook.
171. Weights and measures on board.
Master of a ship shall keep on board proper weights & measures for determining the quantities of the
several provisions and articles served out and shall allow the same to be used at the time of serving out
the provisions & articles in the presence of witnesses whenever any dispute arises about the quantities.
172. Beddings, towels, medicines, medical stores, etc. to be provided & kept on board certain ships
(1) Owner of every ship > 500 GT shall supply / cause to be supplied to every seaman for his personal
use, bedding, towels, mess utensils and other articles according to such scale as may be prescribed; and
different scales may be prescribed in respect of different classes of ships.
(2) All foreign-going Indian ships & all home-trade ships > 200 GT shall always have on board
sufficient supply of medicines, medical stores, appliances and first- aid equipment suitable for diseases
& accidents likely to occur on voyages according to such scale as may be prescribed.
(3) It shall be the duty of Port health officer / such other person as the Central Govt may appoint in this
behalf to inspect the medicines, medical stores & appliances with which ship is required to be provided.
173. Certain ships to carry medical officer.
(1) Every foreign- going ship carrying > the prescribed number of persons (including the crew), shall
have on board as part of her complement a medical officer possessing such qualifications as prescribed.
(2) Nothing in this section shall apply to an un-berthed passenger ship or a pilgrim ship.
174. Expenses of medical attendance in case of illness.
(1) If Master of an Indian ship, or a seaman / apprentice, receives any hurt or injury or suffers from any
illness (not being a hurt, injury or illness due to his own wilful act / default / to his own misbehaviour),
resulting in his being discharged / left behind at a place other than his proper return port, the expenses of
providing the necessary surgical & medical advice, attendance, treatment & medicine, also the expenses
of the maintenance of the master, seaman / apprentice until he is cured, or dies, or is brought back to the
port from which he was shipped / other port agreed upon after receiving necessary medical treatment,
and of his conveyance to that port, and in case of death, the expenses, if any, of his burial or cremation
shall be defrayed by the owner of the ship without any deduction on that account from his wages.
(2) If the master, seaman or apprentice is on account of any illness or injury temporarily removed from
his ship, at a port other than his proper return port, for the purpose of preventing infection, or otherwise
for the convenience of the ship, and subsequently returns to his duty, the expenses of removal and of
providing the necessary surgical & medical advice, attendance, treatment & medicine and of his
maintenance while away from the ship, shall be defrayed in like manner.
(3) The expenses of all medicines, and surgical and medical advice, attendance and treatment, given to a
master, seaman or apprentice while on board his ship, shall be defrayed in like manner.
(4) In all other cases any reasonable expenses duly incurred by the owner for any master, seaman or
apprentice in respect of illness, shall, if proved to the satisfaction of the Indian consular officer or a
shipping master, be deducted from the wages of the master, seaman or apprentice.
(5) Where expenses referred to in this section have been paid by master, seaman/ apprentice himself, the
same may be recovered as if they were wages duly earned, & if any such expenses are paid by the Govt,
the amount shall be a charge upon the ship & may be recovered with full costs of suit by Central Govt.

175. Accommodation for seamen.

(1) The Central Government may, subject to the condition of previous publication, make rules with
respect to the crew accommodation to be provided in ships of any class specified in the rules.
(2) In particular and without prejudice to the generality of the foregoing power, such rules may provide
for all or any of the following matters, namely:-
(a) the minimum space for each person which must be provided in any ship to which the rules apply by
way of sleeping accommodation for seamen and apprentices and the maximum number of persons by
whom any specified part of such sleeping accommodation may be used;
(b) the position in any such ship in which the crew accommodation or any part thereof may be located &
the standards to be observed in the construction, equipment and furnishing of any such accommodation;
(c) the submission to such authority as may be specified in this behalf of plans and specifications of any
works proposed to be carried out for the provision or alteration of any such accommodation and the
authorisation of that authority to inspect any such works;
(d) the maintenance and repair of any such accommodation and the prohibition or restriction of the use
of any such accommodation for purposes other than those for which it is designed;
(e) the manner as to how ships registered or under construction at the commencement of any rules made
under this section may be dealt with after such commencement;
(f) the fees that may be levied for the survey or inspection of crew spaces and for scrutiny of plans of
crew accommodation spaces and the manner in which such fees may be collected;] and such rules may
make different provisions in respect of different classes of ships and in respect of crew accommodation
provided for different classes of persons.
(3) If any person making an inspection u/s 176 finds that the crew accommodation is in-sanitary or is
not in accordance with the provisions of this Act, he shall signify it in writing to the master of the ship
and may, if he thinks fit, detain the ship until the defects are remedied to his satisfaction.
176. Inspection by shipping master, etc of provisions, water, weights & measures, accommodation
A shipping master, surveyor, seamen’s welfare officer, port health officer, Indian consular officer or any
other officer at any port duly authorised in this behalf by the Central Govt--
(a) in the case of any ship upon which seamen have been shipped at that port, may at any time, and
(b) in the case of any Indian ship, may at any time, and if the master or three or more of the crew so
request, shall, enter on board the ship and inspect--
(i) the provisions and water,
(ii) the weights and measures,
(iii) the accommodation for seamen, with which the ship is required to be provided by or under this Act
and also the space and equipment used for the storage and handling of food and water and the galley and
other equipment used for the preparation and service of meals.
177. Inspection by master of provisions, water and accommodation at sea
Master of an Indian ship which is at sea shall, at least once in every 10 days, cause an inspection to be
made of provisions & water provided for the use of the seamen / apprentices & crew accommodation,
for the purpose of ascertaining whether the same are being maintained in accordance with requirements
of this Act, and the person making the inspection shall enter a statement of the result of the inspection in
a book specially kept for the purpose.
Provisions as to discipline
190. Misconduct endangering life or ship: No master, seaman or apprentice belonging to an Indian
ship, wherever it may be, or to any other ship, while in India, shall knowingly:
(a) do anything tending to the immediate loss / destruction of, or serious damage to, the ship, or tending
immediately to endanger the life of, or to cause injury to any person belonging to / on board the ship; or

(b) Refuse / omit to do any lawful act proper and requisite to be done by him for preserving the ship
from immediate loss, destruction or serious damage, or for preserving any person belonging to or on
board the ship from danger to life or from injury.
191. Desertion and absence without leave.
(1) No seaman lawfully engaged and no apprentice:
(a) shall desert his ship; or
(b) shall neglect / 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 24 hours of ship’s sailing from a port either at commencement
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.
(2) For the purposes of above, the fact that ship on which the seaman / apprentice is engaged or to which
he belongs is un-seaworthy shall be deemed to be a reasonable cause; provided that the seaman /
apprentice has, before failing / refusing to join his ship / to proceed to sea in his ship or before absenting
himself /being absent from the ship, as the case may be, 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 Govt, that the ship is un-seaworthy.
192. Power to suspend deserter’s certificate of discharge. If it is shown to the satisfaction of a proper
officer that a seaman has deserted his ship or has absented himself without leave and without sufficient
reason from his ship or from his duty, the proper officer shall forthwith make a report to that effect to
the DG who may thereupon direct that the seaman's certificate of discharge or CDC shall be with held
for such period as may be specified in the direction.
193. Conveyance of deserter or imprisoned seaman on board ship.
(1) If a seaman or apprentice deserts his ship or is absent without leave and without sufficient reason
from his ship or from his duty, the master, any mate, the owner or agent of the owner of the ship may,
without prejudice to any other action that may be taken against the seaman or apprentice under this Act,
convey him on board his ship and may for that purpose cause to be used such force as may be
reasonable in the circumstances of the case.
(2) If, either at the commencement or during the progress of any voyage, a seaman or apprentice
engaged in an Indian ship commits outside India, the offence of desertion or absence without leave or
any offence against discipline, the master, any mate, the owner or agent of the owner may, if and so far
as the laws in force in the place will permit, arrest him without first procuring a warrant.
(3) No person shall convey on board or arrest a seaman / apprentice on improper or insufficient grounds.
(4) Where a seaman or apprentice is brought before a court on the ground of desertion or of absence
without leave or of any offence against discipline, and the master or the owner, or his agent, so requires,
the court, may, in lieu of committing and sentencing him for the offence, cause him to be conveyed on
board his ship for the purpose of proceeding on the voyage, or deliver him to the master or any mate of
the ship or the owner or his agent, to be by them so conveyed, and may in such case order any costs and
expenses properly incurred by or on behalf of the master or owner by reason of the conveyance to be
paid by the offender and, if necessary, to be deducted from any wages which he has then earned or by
virtue of his then existing engagements may afterwards be earned.
194. General offences against discipline. A seaman lawfully engaged or an apprentice shall be guilty
of an offence against discipline if he commits any of the following acts, namely:--
(a) if he quits ship without leave after her arrival at her port of delivery, before she is placed in security;
(b) if he is guilty of wilful disobedience to any lawful command or neglect of duty;
(c) if he is guilty of continued wilful disobedience to lawful command / continued wilful neglect of duty
(d) if he assaults the master or any other officer of, or a seaman or an apprentice belonging to, the ship;

(e) if he combines with any of the crew to disobey lawful commands or to neglect duty or to impede the
navigation of the ship or retard the progress of the voyage;
(f) if he wilfully damages his ship or commits criminal misappropriation or breach of trust in respect of,
or wilfully damages any of, her stores or cargo.
195. Smuggling of goods by seamen or apprentices.
(1) If a seaman lawfully engaged or an apprentice is convicted of an offence of smuggling any goods
whereby loss or damage is occasioned to the master or owner of the ship, he shall be liable to pay to that
master or owner a sum sufficient to reimburse the loss or damage and the whole or a part of his wages
may be retained in satisfaction on account of that liability without prejudice to any other remedy.
(2) If a seaman lawfully engaged is convicted of an offence of smuggling opium, hemp or any other
narcotic drug or narcotic, DG may direct that the seaman's certificate of discharge or CDC shall be
cancelled or shall be suspended for such period as may be specified in the direction.
196. Entry of offences in official logs. If any offence within the meaning of this Act of desertion or
absence without leave or against discipline is committed, or if any act of misconduct is committed for
which the offender' s agreement imposes a fine and it is intended to enforce the fine,--
(a) an entry of the offence/ act shall be made in the OLB & signed by master, mate & one of the crew; &
(b) the offender, if still in the ship, shall, before next subsequent arrival of the ship at any port, or, if she
is at the time in port, before her departure there-from, be furnished with a copy of the entry & have the
same read over distinctly & audibly to him & may thereupon make such reply thereto as he thinks fit; &
(c) a statement of a copy of the entry having been so furnished and the entry having been so read over
and the reply, if any, made by the offender shall likewise be entered and signed in manner aforesaid; &
(d) in any subsequent legal proceedings the entries by this section required shall, if practicable, be
produced / proved, and, in default of such production or proof, the court hearing the case may, in its
discretion, refuse to receive evidence of the offence or act of misconduct.
197. Report of desertions and absences without leave. Whenever any seaman engaged outside India
on an Indian ship deserts / otherwise absents himself in India without leave, the master of the ship shall,
within 48 hours of discovering such desertion / absence, report the same to shipping master / such other
officer as the Central Govt specifies in this behalf, unless in the meantime, the deserter/ absentee returns
198. Entries and certificates of desertion abroad.
(1) In every case of desertion from an Indian ship whilst such ship is at any place out of India, Master
shall produce the entry of desertion in the OLB to the Indian consular officer at the place, and that
officer shall thereupon make and certify a copy of the entry.
(2) Master shall forthwith transmit such copy to shipping master at port at which the seaman/ apprentice
was shipped; shipping master shall, if required, cause the same to be produced in any legal proceeding.
(3) Such copy, if purporting to be so made and certified as aforesaid, shall, in any legal proceeding
relating to such desertion, be admissible in evidence.
205. Stowaways and seamen carried under compulsion.
(1) No person shall secrete himself & go to sea in a ship without the consent of either the owner, agent /
master / of a mate / of the person in charge of the ship / of any other person entitled to give that consent.
(2) Every seafaring person whom the master of a ship is under the authority of this Act or any other law
compelled to take on board and convey and every person who goes to sea in a ship without such consent
as aforesaid, shall, so long as he remains in the ship, be subject to the same laws and regulations for
preserving discipline and to the same fines and punishments for offences constituting or tending to a
breach of discipline as if he were a member of, and has signed the agreement with, the crew.
(3) The master of any Indian ship arriving at any port or place in or outside India and the master of any
ship other than an Indian ship arriving at any port or place in India shall, if any person has gone to sea

on that ship without the consent referred to in sub- section (1), report the fact in writing to the proper
officer as soon as may be after the arrival of the ship.
208. On change of master, documents to be handed over to successor.
(1) If during the progress of a voyage, Master of any Indian ship is removed/ superseded/ for any other
reason quits the ship & is succeeded in the command, he shall deliver to his successor the various
documents relating to the navigation of the ship & the crew thereof which are in his custody.
(2) Such successor shall immediately on assuming the command of the ship, enter in the official log
book a list of the documents so delivered to him.
210. Leaving behind in India of seaman or apprentice engaged abroad.
(1) The master of a ship shall not discharge at any place in India, a seaman / apprentice engaged outside
India unless he previously obtains the sanction in writing of such officer as the Central Government
appoints in this behalf; but such sanction shall not be refused when the seaman or apprentice is
discharged on the termination of his service.
(2) Subject to the provisions contained in sub- section (1), the sanction under that sub- section shall be
given or withheld at the discretion of the officer so appointed, but whenever it is withheld, the reasons
for so withholding it shall be recorded by him.
Official logs
212. Official logs to be kept and to be dated.
(1) An official log be kept in prescribed form in every Indian ship except a home- trade ship < 200 GT.
(2) The official log may, at the discretion of the master or owner, be kept distinct from or united with
the ordinary ship’s log so that in all cases the spaces in the official log book be duly filled up.
213. Entries in official log books how and when to be made.
(1) An entry required by this Act in the OLB shall be made as soon as possible after the occurrence to
which it relates; if not made on same day as that occurrence, shall be made & dated so as to show date
of the occurrence & of the entry respecting it; if made in respect of an occurrence happening before the
arrival of the ship at her final port of discharge, shall not be made > 24 hours after that arrival.
(2) Save as otherwise provided in this Act, every entry in the OLB shall be signed by the master and by
the mate or some other member of the crew and also--
(a) if it is an entry of injury or death, shall be signed by the medical officer on board, if any; and
(b) if it is an entry of wages due to or the property of a seaman or apprentice who dies, shall be signed
by the mate and by some member of the crew besides the master.
(3) Every entry made in an OLB in the manner provided by this Act shall be admissible in evidence.
214. Entries required to be made in official log books.
(1) Master of a ship for which an official log is required shall enter / cause to be entered in the OLB:
(a) every conviction by a legal tribunal of a member of his crew and the punishment inflicted;
(b) every offence committed by a member of his crew for which it is intended to prosecute or to enforce
a forfeiture or exact a fine, together with such statement concerning the reading over of that entry and
concerning the reply (if any) made to the charge as is by this Act required;
(c) every offence for which punishment is inflicted on board and the punishment inflicted;
(d) a report on the quality of work of each member of his crew, or a statement that the master declines to
give an opinion thereon with a statement of his reasons for so declining;
(e) every case of illness, hurt or injury happening to a member of the crew with the nature thereof and
the medical treatment adopted (if any);
(f) every case of death happening on board & the cause thereof, together with such particulars as may be
prescribed;

(g) every birth happening on board, with the sex of the infant, the names of the parents and such other
particulars as may be prescribed;
(h) every marriage taking place on board with the names and ages of the parties;
(i) the name of every seaman or apprentice who ceases to be a member of the crew otherwise than by
death, with the place, time, manner and cause 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;
(l) any other matter which is to be or may be prescribed for entry in the official log.
(2) The master of every such ship, upon its arrival at any port in India or at such other time and place as
the Central Govt may with respect to any ship or class of ships direct, shall deliver or transmit, in such
form as the DG may specify, a return of the facts recorded by him in respect of the birth of a child, or
the death of a person on board the ship to the DG.
(3) (a) DG shall send a certified copy of such returns received by him under sub-section (2) as relate to
citizens of India, to such officer as may be specified in this behalf by Central Govt; and such officer
shall cause the same to be preserved in such manner as may be specified in this behalf by Central Govt.
(b) Every such copy shall be deemed to be a certified copy of the entry with respect to the person
concerned, registered under any law in force for the time being relating to registration of births & deaths
215. Offences in respect of official logs.
(1) An OLB shall be kept in the manner required by this Act, and an entry directed by this Act to be
made therein shall be made at the time and in the manner directed by this Act.
(2) No person shall make or procure to be made or assist in making any entry in any OLB in respect of
any occurrence happening previously to the arrival of the ship at her final port of discharge >24 hours
after such arrival.
216. Delivery of official logs to shipping masters.
Master of every ship for which an OLB is required to be kept under this Act shall, within 48 hours after
the ship's arrival at her final port of destination in India or upon the discharge of the crew, whichever
first happens, deliver OLB of the voyage to the shipping master before whom the crew is discharged.
217. Official logs to be sent to shipping master in case of transfer of ship or loss.
(1) If for any reason the official log ceases to be required in respect of an Indian ship, the master / owner
of the ship shall, if the ship is then in India within 1 month, and if she is elsewhere within 6 months,
after the cessation, deliver or transmit to the shipping master at the port to which the ship belonged the
OLB duly completed up to the time of cessation.
(2) If a ship is lost or abandoned, the master or owner thereof shall, if practicable & as soon as possible,
deliver or transmit to the shipping master at her port of registry the OLB, duly completed up to the time
of the loss or abandonment.
National Welfare Board for Seafarers
218. Functions of National Welfare Board for Seafarers.
(1) The Central Govt may, by notification in the Official Gazette, constitute an advisory board to be
called the National Welfare Board for Seafarers (hereinafter referred to as the Board) for the purpose of
advising the Central Govt on the measures to be taken for promoting the welfare of seamen (whether
ashore or on board ship) generally and in particular the following:--
(a) the establishment of hostels or boarding and lodging houses for seamen;
(b) the establishment of clubs, canteens, libraries and other like amenities for the benefit of seamen;
(c) the establishment of hospitals for seamen or the provision of medical treatment for seamen;
(d) the provision of educational and other facilities for seamen.
(2) The Central Government may make rules providing for:

(a) the composition of the Board and the term of office of members thereof;
(b) the procedure to be followed in the conduct of business by the Board;
(c) the travelling and other allowances payable to members of the Board;
(d) the levy of fees payable by owners of ships at such rates as may be prescribed (which may be at
different rates for different classes of ships) for the purpose of providing amenities to seamen and for
taking other measures for the welfare of seamen;
(e) the procedure by which any such fees may be collected / recovered & manner in which the proceeds
of such fees, after deduction of the cost of collection, shall be utilised for purpose specified in clause (d)
PART VIII PASSENGER SHIPS
220. No ship to carry passengers without a certificate of survey.
(1) No ship shall carry > 12 passengers between ports/places in India or to/ from any port/ place in India
from/ to any port or place outside India, unless she has a certificate of survey under this Part in force &
applicable to the voyage on which she is about to proceed/ service on which she is about to be employed
provided that nothing in this section shall apply to any ship which has been granted a certificate u/s 235,
unless it appears from the certificate that it is inapplicable to voyage on which the ship is to proceed/ the
service on which she is to be employed, or unless there is reason to believe that the ship has, since the
grant of the certificate, sustained injury or damage or been found un-seaworthy or otherwise inefficient.
(2) No customs collector shall grant a port clearance, nor shall any pilot be assigned, to any ship for
which a certificate of survey is required by this Part until after the production by the owner, agent or
master thereof of a certificate under this Part in force and applicable to the voyage on which she is about
to proceed or the service on which she is about to be employed.
(3) If any ship for which a certificate of survey is required by this Part leaves/ attempts to leave any port
of survey without a certificate, any customs collector / any pilot on board the ship may detain her until
she obtains a certificate.
223. Declaration of survey. When a survey under this Part is completed, the surveyor making it shall
forthwith, if satisfied that he can with propriety do so, deliver to the owner, agent or master of the ship
surveyed a declaration of survey in the prescribed form containing the following particulars, namely:
(a) that the hull and machinery of the ship are sufficient for the service intended and in good condition;
(b) that the equipment of the ship is in such condition and that the certificates of the master, mates,
engineers or engine- drivers and of the radio telegraphy operators, are such, as are required by this Act
or any other law for the time being in force and applicable to the ship;
(c) the time (if < 1 year) for which the hull, machinery and equipment of the ship will be sufficient;
(d) the voyages or class of voyages on which, as regards construction, machinery and equipment, the
ship is in the surveyor' s opinion fit to ply;
(e) the number of passengers which the ship is, in the opinion of surveyor, fit to carry, distinguishing, if
necessary, between the respective numbers to be carried on deck & in cabins and in different parts of the
deck & cabins; the number to be subject to such conditions & variations, according to the time of year,
the nature of the voyage, the cargo carried or other circumstances as the case requires; and
(f) any other prescribed particulars.
227. Duration of certificates of survey.
(1) A certificate of survey granted under this Part shall not be in force-
(a) after the expiration of one year from the date of issue; or
(b) after the expiration of the period, if < 1 year, for which hull, boilers, engines or any of the equipment
have been stated in the certificate to be sufficient; or
(c) after notice has been given by the Central Govt to the owner, agent or master of the ship to which the
certificate relates that the Central Govt has cancelled or suspended it.
(2) If a passenger ship is absent from India at the time when her certificate expires the provisions of this
Part relating to certificate of survey shall not be deemed to be contravened unless she first begins to ply
with passengers after her next return to India.
228. Cancellation or suspension of certificate of survey by Central Government.
(1) Any certificate of survey granted under this Part may be cancelled or suspended by the Central Govt
if it has reason to believe--
(a) that the declaration by the surveyor of the sufficiency of the hull, boilers, engines or any of the
equipment of the ship has been fraudulently or erroneously made; or
(b) that the certificate has otherwise been issued upon false or erroneous information.
(2) Before any certificate of survey is cancelled or suspended under sub- section (1), the holder of the
certificate shall be given a reasonable opportunity of showing cause why the certificate should not be
cancelled or suspended, as the case may be: Provided that this sub- section shall not apply where the
Central Govt is satisfied that for some reason to be recorded in writing it is not reasonably practicable to
give to the holder of the certificate an opportunity of showing cause.
229. Alterations in ships subsequent to grant of certificate of survey, and additional surveys.
(1) The owner, agent or master of a ship in respect of which a certificate of survey granted under this
Part is in force, shall, as soon as possible after any alteration is made in the ship' s hull, equipment or
machinery which affects the efficiency thereof or the seaworthiness of the ship, give written notice to
such person as the Central Govt may direct containing full particulars of the alteration.
(2) If the Central Govt has reason to believe that since the making of the last declaration of survey in
respect of a ship-
(a) any such alteration as aforesaid has been made in the hull, equipment or machinery of the ship; or
(b) the hull, equipment or machinery of the ship have sustained any injury or are otherwise insufficient;
Central Govt may require the ship to be again surveyed to such extent as it may think fit, and, if such
requirement is not complied with, may cancel any certificate of survey issued under this Part in respect
of the said ship.
231. Certificate of survey to be affixed in conspicuous part of ship. The owner or master of every
ship for which a certificate of survey has been granted under this Part shall forthwith, on the receipt of
the certificate, cause one of the duplicates thereof to be affixed, and kept affixed so long as the
certificate remains in force and the ship is in use on some conspicuous part of the ship where it may be
easily read by all persons on board thereof.
232. Ship not to carry passengers in contravention of Act.
(1) No ship on any voyage shall carry or attempt to carry passengers in contravention of section 220 or
shall have on board or in any part thereof a number of passengers > the number set forth in certificate of
survey as the number of passengers which the ship or the part thereof is fit to carry on that voyage.
(2) If the master or any other officer of any ship which carries or attempts to carry passengers in
contravention of section 220 is a licensed pilot, he shall be liable to have his licence as a pilot cancelled
or suspended for such period as the Central Govt may, by order, specify.
233. Offences in connection with passenger ships.
(1) If, in the case of a ship for which a certificate of survey has been granted under this Part,
(a) any person being drunk or disorderly has been on that account refused admission thereto by the
owner or any person in his employ and, after having the amount of his fare (if he has paid it) returned or
tendered to him, nevertheless persists in attempting to enter the ship;
(b) any person being drunk or disorderly on board the ship is requested by the owner or any person in
his employ to leave the ship at any place in India at which he can conveniently do so, and after having
the amount of his fare (if he has paid it) returned or tendered to him, does not comply with the request;

(c) any person on board the ship after warning by the master or other officer thereof, molests or
continues to molest or continues to molest any passenger;
(d) any person having gone on board the ship at any place and being requested, on account of the ship
being full, by the owner or any person in his employ to leave the ship, before it has departed from that
place, and having had the amount of his fare (if he has paid it) returned or tendered to him, does not
comply with that request;
(e) any person travels or attempts to travel in the ship without first paying his fare and with intent to
avoid payment thereof;
(f) any person on arriving in the ship at the place for which he has paid his fare knowingly and wilfully
refuses or neglects to quit the ship;
(g) any person on board the ship fails when requested by the master or other officer thereof either to pay
his fare or to exhibit such ticket or other receipt, if any, showing the payment of his fare as is usually
given to persons travelling by and paying fare for the ship;
he shall be guilty of an offence under this sub- section.
(2) No person on board any such ship shall wilfully do or cause to be done anything in such a manner as
to obstruct or injure any part of the machinery or tackle of the ship or to obstruct, impede or molest the
crew or any of them in the navigation or management of the ship or otherwise in the execution of their
duty on or about the ship.
(3) Master / other officer of any such ship & all persons called by him to his assistance may without
warrant, detain any person who commits any offence under this section and whose name & address are
unknown to the master / officer and convey the offender with all convenient despatch before the nearest
Judicial Magistrate of the first class or the Metropolitan Magistrate, to be dealt with according to law.
234. Power to exclude drunken passengers from passenger ships.
The master of any passenger ship may refuse to receive on board thereof any person who by reason of
drunkenness / otherwise is in such a state / misconducts himself in such manner as to cause annoyance /
injury to passengers on board, & if any such person is on board, may put him on shore at any convenient
place; a person so refused admittance/ put on shore shall not be entitled to return of any fare he has paid.
240. Ship not to sail without certificates A and B.
(1) Ship intended to carry STP’s between ports/ places in India shall not commence a voyage from any
port/ place appointed u/s 237 (1), unless Master holds certificates to the effect mentioned in 241 & 242.
(1A) A ship intended to carry STP’s from or to a port or place in India to or from a port or place outside
India shall not commence a voyage from any port / place appointed u/s 237 (1), unless the master holds:
(i) a passenger ship safety certificate;
(ii) an exemption certificate;
(iii) a special trade passenger ship safety certificate;
(iv) a special trade passenger ship space certificate; and
(v) a certificate referred to in section 242.
(2) The customs collector whose duty it is to grant a port clearance for the ship shall not grant it unless
the master holds the appropriate certificate for the voyage specified in (1), or (1A).
241. Contents of certificate A.
(1) The first of the certificates referred to in section 240 (1) (hereinafter called certificate A) shall be in
the prescribed form and contain such particulars as may be prescribed.
(2) In particular and without prejudice to the generality of the foregoing power, certificate A shall
contain the following statements and particulars, namely:--
(i) that the ship is seaworthy;
(ii) that the ship is properly equipped, fitted and ventilated;
(iii) the number of special trade passengers the ship is certified to carry; and
(iv) such other particulars as may be prescribed.
(3) Certificate A shall remain in force for a period of one year from the date of issue or for such shorter
period as may be specified therein.
242. Contents of certificate B.
Certificate B shall be in the prescribed form and shall state -
(a) the voyage which the ship is to make, and the intermediate ports (if any) at which she is to touch;
(b) that she has the proper complement of officers and seamen;
(c) that the master holds--
(i) a certificate of survey and certificate A; or
(ii) a passenger ship safety certificate accompanied by an exemption certificate, a special trade
passenger ship safety certificate and a special trade passenger ship space certificate; or
(iii) a nuclear passenger ship safety certificate;
(d) that she has on board such number of medical officers licensed in the prescribed manner and such
number of attendants, if any, as may be prescribed;
(e) that food, fuel and pure water over and above what is necessary for the crew, & other things (if any)
prescribed for STPS’s or pilgrim ships, have been placed on board, of the quality prescribed, properly
packed, and sufficient to supply the STP’s or pilgrims on board during the voyage which the ship is to
make (including such detention in quarantine as may be probable) according to the prescribed scale;
(f) in the case of STPS, if the ship is to make a voyage in a season of foul weather specified as such in
the rules made under section 262, and to carry upper- deck passengers, that she is furnished with
substantial bulwarks and a double awning or with other sufficient protection against the weather;
(g) in the case of STPS the number of cabin and STP’s embarked at the port of embarkation;
(h) such other particulars, if any, as may be prescribed for STPS’s or pilgrim ships, as the case may be.
243. Officer, appointed u/s 238, entitled to grant certificate A and certificate B - Certifying Officer.
244. Survey of ship. After receiving the notice required by section 238, the certifying officer may, if he
thinks fit, cause the ship to be surveyed at the expense of the master or owner by a surveyor, who shall
report to him whether the ship is, in his opinion, seaworthy and properly equipped. fitted and ventilated
for the service on which she is to be employed; provided that he shall not cause a ship holding a valid
certificate referred to in sub- clause (i) or (ii) or (iii) of clause (c) of section 242 to be surveyed unless,
by reason of the ship having met with damage or having undergone alterations, or on other reasonable
grounds, he considers it likely that she may be found un-seaworthy or not properly equipped, fitted or
ventilated for the service on which she is to be employed.
245. Discretion as to grant of certificate B
(1) The certifying officer shall not grant a certificate B if he has reason to believe that the weather
conditions are likely to be adverse or that the ship has on board any cargo likely from its quality,
quantity or mode of stowage to prejudice the health or safety of the STP’s
(2) Save as aforesaid, and subject to the provisions of sub- section (3), it shall be in the discretion of the
certifying officer to grant or withhold the certificate, and when he withholds the certificate, the reasons
for so doing shall be communicated to the person concerned.
(3) In the exercise of that discretion that officer shall be subject to the control of the Central Govt or of
such authority as the Central Govt may appoint in this behalf.
246. Copy of certificate A to be exhibited.
The master or owner shall post up in a conspicuous part of the ship, so as to be visible to the persons on
board thereof, so posted up as long as it is in force.

247. Special trade passengers or pilgrims to be supplied with prescribed provisions.

(1) Master of a STPS / any contractor employed by him for the purpose shall not without reasonable
excuse (the burden of proving which shall lie upon him) omit to supply to any STP - prescribed
allowance of food, fuel & water; Master of a pilgrim ship, or any contractor employed by him for the
purpose shall not, without reasonable excuse, the burden of proving which shall lie upon him, omit to
supply to any pilgrim - prescribed allowances of food & of water as required by provisions of this Part.
(2) Where, under the terms of the ticket issued to STP he is not entitled to the supply of food by the
master or owner or agent of the ship, sub- section (1) shall, in the case of such passenger, have effect as
if the reference to" food" in that sub- section were omitted.
264. Hospital accommodation. Every STPS certified to carry > 100 passengers on a voyage, duration
of which, in ordinary circumstances may extend to > 48 hours, shall provide on board a hospital offering
such conditions relating to security, space, health & sanitation, and capable of accommodating such
proportion of the maximum number of passengers the ship is certified to carry, as may be prescribed.
290. Inspection of life saving appliances and fire appliances.
(1) A surveyor may, at any reasonable time, inspect any ship for the purpose of seeing that she is
properly provided with life saving and fire appliances in conformity with the rules made under this Act.
(2) If the said surveyor finds that the ship is not so provided he shall give to the master / owner notice in
writing pointing out the deficiency; also pointing out what in his opinion is requisite to remedy the same
(3) Every notice so given shall be communicated in the prescribed manner to the customs collector of
any port at which the ship may seek to obtain a clearance and the ship shall be detained until a
certificate signed by such surveyor is produced to the effect that the ship is properly provided with life
saving and fire appliances in conformity with the said rules.
298. Information about ship’s stability.
(1) There shall be carried on board every Indian ship whose keel was laid after the 15/ June/ 1953 , such
information in writing as is necessary to enable the master by rapid and simple processes to obtain
accurate guidance as to the stability of the ship under varying conditions of service.
(2) The information shall be in such form as may be approved by the Central Govt (which may approve
the provision of the information in the form of a diagram or drawing only) & shall be suitably amended
whenever any alterations are made to the ship so as to materially affect such information.
(2A) The information shall be based on the determination of the ship’s stability by means of an inclining
test of the ship and any amendment thereto shall be effected, if necessary, after re- inclining the ship;
provided that the Central Govt may, by a general or special order:
(a) in the case of any ship, allow the information or an amendment thereto to be based on a similar
determination of the stability of a sister- ship;
(b) in the case of a ship specially designed for the carriage of liquids or ore in bulk, or of any class of
such ships, dispense with such tests if it is satisfied from the information available in respect of similar
ships that the ship’s proportions & arrangements are such as to ensure more than sufficient stability in
all probable loading conditions.
(3) When any information including any amendment thereto) under this section is provided for any ship,
the owner shall send a copy thereof to the Director- General.
(4) It is hereby declared that for the purpose of section 208 (which requires documents relating to
navigation to be delivered by master of a ship to his successor) information including any amendment
thereto) under this section shall be deemed to be a document relating to the navigation of the ship.
305. Recognition of certificates issued outside India. A valid safety convention certificate issued in
respect of a ship other than an Indian ship by the Government of the country to which the ship belongs
shall, subject to such rules as the Central Government may make in this behalf, have the same effect in
India as the corresponding certificate issued in respect of an Indian ship under this Part.
306. Issue of certificates to foreign ships in India and Indian ships in foreign countries.
(1) The Central Govt may, at the request of the Govt of a country to which Safety Convention applies,
cause an appropriate safety convention certificate to be issued in respect of a ship registered or to be
registered in that country, if it is satisfied in like manner as in the case of an Indian ship that such
certificate can properly be issued, and, where a certificate is issued at such a request, it shall contain a
statement that it has been so issued.
(2) The Central Govt may request the Govt of a country to which the Safety Convention applies, to issue
an appropriate safety convention certificate in respect of a ship registered or to be registered in India and
a certificate issued in pursuance of such a request and containing a statement that it has been so issued
shall have effect for the purpose of this Act as if it had been issued by the Central Govt.
307. Prohibition on proceeding to sea without certificates.
(1) No Indian passenger ship shall proceed on a voyage from any port / place in India to any port / place
outside India:
(a) if the ship is a ship, other than a STPS, unless there is in force in respect of the ship either--
(i) a passenger ship safety certificate issued u/s 299; or
(ii) a qualified passenger ship safety certificate issued u/s 299 & an exemption certificate issued u/s 302;
(b) if the ship is a STPS, unless there is in force in respect of the ship the certificate as in clause (a)(i) or
the certificates referred to in clause (a)(ii) & a STPS safety certificate and a STPS space certificate,
being in each case a certificate which by the terms thereof is applicable to the voyage on which the ship
is about to proceed and to the trade in which she is for the time being engaged.
(2) No seagoing Indian cargo ship > 500 GT shall proceed on a voyage from any place in India to any
place outside India unless there is in force in respect of the ship:
(a) such certificate(s) as required in her case by the provisions of (1) if she were a passenger ship, or
(b) a cargo ship safety construction certificate issued u/s 299A, a cargo ship safety equipment certificate
issued u/s 300 & a cargo ship safety radio telegraphy certificate or a cargo ship safety radio telephony
certificate issued u/s 301, or
(c) a qualified cargo ship safety equipment certificate issued u/s 300 & an exemption certificate issued
u/s 302 being certificates which by the terms thereof are applicable to the voyage on which the ship is
about to proceed and to the trade in which she is for the time being engaged.
(2A) No seagoing Indian cargo ship > 300 & < 500 GT, shall proceed on voyage from any port/ place
in India to any port / place outside India unless there is in force in respect of the ship a cargo ship safety
radio telephony certificate issued u/s 301.
(3) No seagoing Indian cargo ship > 500 GT shall proceed on a voyage between ports / places in India
unless there is in force in respect of the ship--
(a) a cargo ship equipment certificate issued u/s 300;
(b) a qualified cargo ship equipment certificate issued u/s 300 & an exemption certificate issued u/s 302;
(c) a cargo ship radio telegraphy certificate or a cargo ship radio telephony certificate issued u/s 301 or
an exemption certificate issued u/s 302; being a certificate which by the terms thereof is applicable to
the voyage on which the ship is about to proceed & to trade in which she is for the time being engaged.
(4) The master of every ship to which this section applies shall produce to the customs collector from
whom a port clearance for the ship is demanded the certificate or certificates required by the foregoing
provisions of this section to be in force when the ship proceeds to sea, and the port clearance shall not
be granted and the ship may be detained until the said certificate or certificates are so produced.
308. Production of certificates by ships other than Indian ships.
(1) The master of every ship, a passenger ship or a cargo ship > 300 GT belonging to a country to which
the Safety Convention applies, shall produce valid safety convention certificate to the customs collector
from whom a clearance for the ship is demanded in respect of a voyage from a port / place in India to a
port / place outside India & a clearance shall not be granted and the ship may be detained until such a
certificate is so produced.
(2) Where a valid safety convention certificate is produced in respect of a ship, ship shall not be deemed
to be unsafe for the purpose of section 342 by reason of the defective condition of her hull, equipment or
machinery unless it appears that the ship cannot proceed to sea without danger to the passengers or crew
owing to the fact that the actual condition of the ship does not correspond substantially with the
particulars stated in the certificate.
(3) Nothing in this section shall apply in respect of an Indian ship or a nuclear ship.
312. Marking of deck line and load lines.
(1) No Indian ship, the keel laid on / after the 21/ July/ 1968, & not being exempt from the provisions of
this Part relating to load lines, shall proceed to sea unless:
(a) the ship has been surveyed in accordance with the load line rules;
(b) the ship complies with the conditions of assignment;
(c) the ship is marked on each side with a mark (referred to as a deck line) indicating the position of the
uppermost complete deck as defined by the load line rules, and with marks (referred to as load lines)
indicating the several maximum depths to which the ship can be safely loaded in various circumstances
prescribed by the load line rules;
(d) the deck line and load lines are of the description required by the load line rules, the deck line is in
the position required by those rules, and the load lines are of the number required by such of those rules
as are applicable to the ship; and
(e) the load lines are in the position required by such of the load line rules as are applicable to the ship.
(2) No Indian ship, the keel laid before 21/ July/ 1968, and not being exempt from the provisions of this
Part relating to load lines, shall proceed to sea unless:
(a) the ship has been surveyed and marked in accordance with clauses (a), (c) and (d) of sub- section (1);
(b) the ship complies with the conditions of assignment in principle and also in detail so far as, in the
opinion of the Central Govt, is reasonable & practicable having regard to the efficiency of the protection
of openings, guard rails, freeing ports & means of access to crew’s quarters, provided by arrangements,
fittings and appliances existing on the ship at the time when she is first surveyed under this section; &
(c) the load lines are in the position required by clause (e) of sub- section (1).
(3) Any ship attempting to proceed to sea without being surveyed & marked as reqd by this section may
be detained until she has been surveyed & marked; any ship which does not comply with conditions of
assignment to the extent required in her case by this section shall be deemed to be unsafe for purpose of
section 336.
Alterations after survey
312A. Alterations after survey
Where any survey under this part of a ship for the purpose of assignment and marking of load lines has
been completed, then, notwithstanding anything contained in this Act, the owner, agent or master of the
ship shall not make or cause to be made any alteration in the structure, equipment, arrangements,
material or scantlings covered by the survey without the prior written permission of the Central Govt or
a person authorised by that Govt in this behalf.
313. Submersion of load lines.
(1) An Indian ship (not being exempt from the provisions of this Part relating to load lines) shall not be
so loaded as to submerge in salt water, when the ship has no list, the appropriate load line on each side
of the ship, that is to say, the load line indicating or purporting to indicate the maximum depth to which
the ship is for the time being entitled under the load line rules to be loaded.
(2) Without prejudice to any other proceedings under this Act, any ship which is loaded in contravention
of this section may be detained until she ceases to be so loaded.
314. Maintenance of load line marks.

(1) No owner or master of an Indian ship which has been marked in accordance with the foregoing
provisions of this Part, shall without reasonable cause, fail to keep the ship so marked.
(2) No person shall conceal, remove, alter, deface or obliterate, or suffer any person under his control to
conceal, remove, alter, deface or obliterate any mark placed on any such ship in accordance with the
foregoing provisions of this Part except with the authority of a person entitled under the load line rules
to authorise the alteration of the mark or except for the purpose of escaping capture by an enemy or by a
foreign ship of war in the exercise of some belligerent right.
315. Inspection of ships with respect to load lines. A surveyor may inspect any Indian ship for the
purpose of seeing that the provisions of this Part relating to load lines have been complied with and for
this purpose may go on board the ship at all reasonable times and do all things necessary for the proper
inspection of the ships and may also require the master of the ship to supply him with any information
which it is in the power of the master to supply for that purpose, including the production of any
certificate granted under this Part in respect of the ship.
316. Issue of load line certificates and effect thereof.
(1) Where an Indian ship has been surveyed & marked in accordance with foregoing provisions of this
Part & complies with the conditions of assignment to the extent required in her case by those provisions,
there shall be issued to the owner of the ship on his application & on payment of the prescribed fee :
(a) in the case of an existing ship > 150 GT or a new ship of > 24 metres in length, and which in either
case carries cargo or passengers, a certificate to be called" an international load line certificate";
(aa) in the case of a ship which is exempted under clause (e) or (f) of section 310 (3), a certificate to be
called" an international load line exemption certificate"; and
(b) in the case of any other ship, a certificate to be called" an Indian load line certificate"
333. Submersion of subdivision load lines in case of passenger ships.
(1) Where--
(a) an Indian passenger ship has been marked with subdivision load lines, that is to say, load lines
indicating the depth to which the ship may be loaded having regard to the extent to which she is sub-
divided and to the space for the time being allotted to passengers, and
(b) the appropriate subdivision load line, that is to say, the subdivision load line appropriate to the
space for the time being allotted to passengers on the ship, is lower than the load line indicating the
maximum depth to which the ship is for the time being entitled under the provisions of this Part to be
loaded, the ship shall not be so loaded as to submerge in salt water the appropriate subdivision load
line on each side of the ship when the ship has no list.
(2) Without prejudice to any other proceedings under this Act, any such ship which is loaded in
contravention of this section may be detained until she ceases to be so loaded.
334. Un-seaworthy ship not to be sent to sea.
(1) Every person who sends or attempts to send an Indian ship to sea from any port in India in such an
un-seaworthy state that the life of any person is likely to be thereby endangered shall, unless he proves
that he used all reasonable means to insure her being sent to sea in a seaworthy state or that her going to
sea in such un-seaworthy state was under the circumstances reasonable and justifiable, be guilty of an
offence under this sub- section.
(2) Every master of an Indian ship who knowingly takes such ship to sea in such un-seaworthy state that
the life of any person is likely to be thereby endangered shall, unless he proves that her going to sea in
such un-seaworthy state was, under the circumstances, reasonable and justifiable, be guilty of an offence
under this sub- section.
(3) For the purpose of giving such proof, every person charged under this section may give evidence in
the same manner as any other witness.
(4) No prosecution under this section shall be instituted except by, or with the consent of Central Govt.
(5) A ship is" un-seaworthy" within the meaning of this Act when the materials of which she is made,
her construction, the qualifications of the master, the number, description and qualifications of the crew
including officers, the weight, description and stowage of the cargo and ballast, the condition of her hull
and equipment, boilers and machinery are not such as to render her in every respect fit for the proposed
voyage or service.
Detention of unsafe ships by the Central Government
336. Power to detain unsafe ship and procedure for detention.
(1) Where an Indian ship in any port to which the Central Govt may specially extend this section is an
unsafe ship, i.e. by reason of the defective condition of her hull, equipment or machinery, or by reason
of overloading or improper loading, unfit to proceed to sea without serious danger to human life, having
regard to the nature of the service for which she is intended; such ship may be provisionally detained for
the purpose of being surveyed and either finally detained or released as follows, namely:--
(a) The Central Govt, if it has reason to believe, on complaint or otherwise, that any such ship is unsafe,
may order the ship to be provisionally detained as an unsafe ship for the purpose of being surveyed.
(b) A written statement of grounds of such detention shall be forthwith served on the master of such ship
(c) When the Central Govt provisionally orders the detention of a ship, it shall either refer the matter to
the court of survey for the port where the ship is detained, or forthwith appoint some competent person
to survey such ship & report thereon; and, on receiving the report, may either order the ship to be
released or if in its opinion the ship is unsafe, may order her to be finally detained, either absolutely or
until the performance of such conditions with respect to the execution of repairs or alterations, or the
unloading or reloading of cargo, as the Central Govt thinks necessary for the protection of human life.
(d) Before an order for final detention is made, a copy of the report shall be served upon the master of
the ship, and within 7 days after such service the owner or master may appeal against such report, in the
manner prescribed, to the court of survey for the port where the ship is detained.
(e) Where a ship has been provisionally detained and a person has been appointed under this section to
survey such ship, the owner / master of the ship, at any time before such person makes that survey, may
require that he shall take with him as assessor such person as the owner / master may select, being a
person named in the list of assessors for the court of survey or, if there is no such list, or if it is
impracticable to procure attendance of any person named in such list, a person of nautical, engineering
or other special skill & experience. If the surveyor & assessor agree that the ship should be detained or
released, the Central Govt shall cause the ship to be detained or released accordingly, and the owner /
master shall have no right of appeal. If the surveyor & assessor differ in their report, the Central Govt
may act as if the requisition had not been made, and the owner / master shall have a right of such appeal
touching the report of the surveyor as is hereinbefore provided in this section.
(f) Where a ship has been provisionally detained, the Central Govt may at any time if it thinks it
expedient, refer the matter to the court of survey for the port where the ship is detained.
(g) The Central Govt may at any time, if satisfied that a ship detained under this section is not unsafe,
order her to be released either upon or without any conditions.
(2) Any person appointed by the Central Govt for the purpose (referred to as a detaining officer) shall
have the same power as the Central Govt has under this section of provisionally ordering the detention
of a ship for the purpose of being surveyed, and of appointing a person to survey her; and if he thinks
that a ship so detained by him is not unsafe, may order her to be released.
(3) A detaining officer shall forthwith report to the Central Govt any order made by him for detention or
release of a ship.
(4) A ship detained under this section shall not be released by reason of her Indian register being
subsequently closed.

337. Liability of Central Government for costs and damage when ship wrongly detained. If it
appears that there was not reasonable and probable cause, by reason of the condition of the ship or the
act or default of the owner or the master, for the provisional detention of a ship, the Central Govt shall
be liable to pay to the owner of the ship his costs of and incidental to the detention & survey of the ship,
and also compensation for any loss or damage sustained by him by reason of the detention or survey.
338. Liability of ship-owner for costs when ship rightly detained. If a ship is finally detained under
this Part or if it appears that a ship provisionally detained was at the time of such detention unsafe, or if
a ship is detained in pursuance of any provision of this Part which provides for detention of a ship until
a certain event occurs, the owner of the ship shall be liable to pay to the Central Govt its costs of and
incidental to the detention & survey of the ship; the ship shall not be released until such costs are paid.
340. Power to require from complainant security for costs, etc
When a complaint is made to the Central Govt / a detaining officer that an Indian ship is unsafe, it shall
be in the discretion of the Central Govt / the detaining officer, to require the complainant to give
security to the satisfaction of the Central Govt /the detaining officer for the costs & compensation which
such complainant may become liable to pay as hereinafter mentioned; provided that, where complaint is
made by 1/4th (being not < 3) of the seamen belonging to the ship, and is not in the opinion of the
Central Govt / the detaining officer frivolous or vexatious, such security shall not be required; and the
Central Govt the detaining officer shall, if the complaint is made in sufficient time before the sailing of
the ship, take proper steps to ascertain whether the ship ought to be detained under this Part.
342. Application to ships other than Indian ships of provisions as to detention. When a ship other
than an Indian ship is in a port in India and is, whilst at that port, unsafe by reason of the defective
condition of her hull, equipment or machinery, or by reason of overloading or improper loading, the
provisions of this Part with respect to the detention of ships shall apply to that ship as if she were an
Indian ship with the following modifications, namely:
(a) a copy of the order for the provisional detention of the ship shall forthwith be served on the consular
officer for the country to which the ship belongs at or nearest to the port in which such ship is detained;
(b) the consular officer, at the request of the owner or master of the ship, may require that the person
appointed by the Central Govt to survey the ship shall be accompanied by such person as the consular
officer may select, and in that case, if the surveyor and that person agree, the Central Govt shall cause
the ship, to be detained or released accordingly; but, if they differ, the Central Govt may act as if the
requisition had not been made, and the owner and master shall have the like right of appeal to a court of
survey touching the report of the surveyor as is hereinbefore provided in the case of an Indian ship; &
(c) where the owner / master of the ship appeals to the court of survey, the consular officer, at request of
the owner / master, may appoint a competent person to be assessor in the case in lieu of the assessor
who, if the ship were an Indian ship, would be appointed otherwise than by the Central Govt.
PART X COLLISIONS, ACCIDENTS AT SEA AND LIABILITY
345. Division of loss in case of collision.
(1) Whenever by the fault of two / more ships damage / loss is caused to one / more of them or to the
cargo of one / more of them or to any property on board one / more of them, the liability to make good
the damage / loss shall be in proportion to the degree in which each ship was at fault: provided that:
(a) if, having regard to all the circumstances of the case, it is not possible to establish different degrees
of fault, the liability shall be apportioned equally;
(b) nothing in this section shall operate so as to render any ship liable for any loss or damage to which
her fault has not contributed;
(c) nothing in this section shall affect liability of any person under any contract, or shall be construed as
imposing any liability upon any person from which he is exempted by any contract or by any provision
of law, or as affecting the right of any person to limit his liability in the manner provided by law.

(2) For the purposes of this Part, references to damage or loss caused by the fault of a ship shall be
construed as including references to any salvage or other expenses, consequent upon that fault,
recoverable in law by way of damages.
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 as he can do so without danger to his own ship, crew and passengers, if any-
(a) to render to the other ship, her master, crew and passengers, if any, such assistance as may be
practicable and may be necessary to save them from any danger caused by the collision and to stay by
the other ship until he has ascertained that she has no need of further assistance, and
(b) to give to the masters or persons in charge of the other ships the name of his own ship and of the port
to which she belongs and also the names of the ports from which she comes and to which she is bound.
349.Collision to be entered in official log.
In every case of collision in which it is practicable so to do, the master of every ship concerned shall,
immediately after the occurrence, cause a statement thereof and of the circumstances under which the
same occurred to be entered in the OLB, if any, and the entry shall be signed by the master and also by
the mate or one of the crew.
350. Report to Central Government of accidents to ships. When a ship has sustained or caused any
accident occasioning loss of life or any serious injury to any person or has received any material damage
affecting her seaworthiness or her efficiency either in her hull or is so altered in any part of her
machinery as not to correspond with the particulars contained in any of the certificates issued under this
Act in respect of the ship, the owner or master shall, within 24 hours after the happening of the accident
or damage or as soon thereafter as possible, transmit to the Central Govt 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.
351. Notice of loss of Indian ship to be given to Central Government. If owner / agent of any Indian
ship has reason, owing to the non- appearance of the ship / to any other circumstance, to apprehend that
the ship has been wholly lost, he shall, as soon as convenient, send to the Central Govt notice in writing
of the loss & probable cause thereof stating: name of the ship, her official number & her port of registry.
353. Method of giving helm orders.
No person on any Indian ship shall, when the ship is going ahead, give a helm/ steering order containing
the word" starboard" or" right" or any equivalent of" starboard" or" right" unless he intends that head of
the ship shall move to the" right" or give a helm/ steering order containing the word" port" or" left" or
any equivalent of" port" or" left" unless he intends that head of the ship shall move to the left.
354. Duty to report dangers to navigation.
The master of any Indian ship on meeting with dangerous ice, a dangerous derelict, a tropical storm or
any other direct danger to navigation or on encountering sub- freezing air temperatures associated with
gale- force winds, causing severe ice accretions on superstructures or strong gales for which no storm
warning has been received by him, shall send information accordingly by all means of communication
at his disposal and in accordance with such rules as the Central Govt may make in this behalf to ships in
the vicinity and to such authorities on shore as may be prescribed by those rules.
355. Obligation to render assistance on receiving signal of distress.
(1) The master of an Indian ship on receiving at sea a signal of distress or information from any source
that a vessel or aircraft is in distress shall proceed with all speed to the assistance of the persons in
distress (informing them if possible that he is doing so) unless he is unable or in the special
circumstances of the case considers it unreasonable or unnecessary to do so or unless he is released from
such obligation under the provisions of (3) or (4).

(2) Where the master of any ship in distress has requisitioned any Indian ship that has answered his call,
it shall be the duty of the master of the requisitioned ship to comply with the requisition by continuing
to proceed with all speed to the assistance of the persons in distress unless he is released from the
obligation under the provisions of (4).
(3) The master shall be released from the obligation imposed by (1) as soon as he is informed of the
requisition of one or more ships other than his own and that the requisition is being complied with by
the ship or ships requisitioned.
(4) The master shall be released from the obligation imposed by (1), and if his ship has been
requisitioned, from the obligation imposed by (2), if he is informed by the persons in distress or by the
master of any ship that has reached the persons in distress that assistance is no longer required.
(5) If the master of an Indian ship on receiving at sea a signal of distress or information from any source
that a vessel or aircraft is in distress is unable or in the special circumstances of the case considers it
unreasonable or unnecessary to go to the assistance of the persons in distress, he shall forthwith cause a
statement to be entered in the OLB or, if there is no OLB, cause other record to be kept of his reasons
for not going to the assistance of those persons.
(6) The master of every Indian ship for which an official log is required shall enter / cause to be entered
in the OLB every signal of distress or message that a vessel, aircraft or person is in distress at sea.
355A.Obligation to render assistance to persons in danger.
(1) The master of every Indian ship shall render assistance to every person found at sea in danger of
being lost, unless he is unable or, in the special circumstances of the case, considers that such assistance
cannot be rendered without serious danger to his ship, or the persons thereon.
(2) If the master of an Indian ship is unable or considers it unreasonable to go to the assistance of a
person found at sea in danger of being lost, the master shall forthwith cause a statement to be entered in
the OLB or, if there is no OLB, cause other record to be kept of his reasons for not going to the
assistance of that person.
PART XII INVESTIGATIONS AND INQUIRIES
358. Shipping casualties and report thereof.
(1) For purpose of investigations and inquiries, a shipping casualty shall be deemed to occur when:
(a) On / near the coasts of India, any ship is lost, abandoned, stranded or materially damaged;
(b) On / near the coasts of India, any ship causes loss or material damage to any other ship;
(c) Any loss of life ensues by reason of any casualty happening to or on board any ship on / near the
coasts of India;
(d) in any place, any such loss, abandonment, stranding, material damage or casualty as above
mentioned occurs to or on board any Indian ship, and any competent witness thereof is found in India;
(e) Any Indian ship is lost or is supposed to have been lost, and any evidence is obtainable in India as to
the circumstances under which she proceeded to sea or was last heard of.
(2) In the cases mentioned in clauses (a), (b) & (c) of (1), the master, pilot, harbour master / other person
in charge of the ship, or (where two ships are concerned) in charge of each ship at time of the shipping
casualty, and in the cases mentioned in clause (d) of (1), where the master of the ship concerned or
(except in the case of a loss) where 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 Govt.
359. Report of shipping casualties to Central Government.
(1) Whenever any such officer as is referred to in section 358 (2), receives credible information that a
shipping casualty has occurred, he shall forthwith report in writing the information to the Central Govt;
and may proceed to make a preliminary inquiry into the casualty.
(2) An officer making a preliminary inquiry under (1) shall send a report thereof to the Central Govt or
such other authority as may be appointed by it in this behalf.
360. Application to court for formal investigation.

Officer appointed u/s 358 (2), whether he has made a preliminary inquiry or not, may, and, where the
Central Govt so directs, shall make an application to a court empowered u/s 361, requesting it to make a
formal investigation into any shipping casualty, and the court shall thereupon make such investigation.
361. Court empowered to make formal investigation.
Judicial Magistrate of the first class specially empowered in this behalf by Central Govt & Metropolitan
Magistrate shall have jurisdiction to make formal investigations into shipping casualties under this Part.
362. Power of court of investigation to inquire into charges against Masters, Mates & Engineers
(1) Any court making a formal investigation into a shipping casualty may inquire into any charge of
incompetence or misconduct arising, in the course of the investigation, against any master, mate or
engineer, as well as into any charge of a wrongful act / default on his part causing the shipping casualty.
(2) In every case in which any such charge, whether of incompetence or misconduct, or of a wrongful
act or default, as aforesaid, arises against any master, mate or engineer, in the course of an investigation,
the court shall, before the commencement of the inquiry, cause to be furnished to him a statement of the
case upon which the inquiry has been directed.
363. Power of Central Government to direct inquiry into charges of incompetence or misconduct.
(1) If the Central Govt has reason to believe that there are grounds for charging any master, mate or
engineer with incompetency or misconduct, otherwise than in the course of a formal investigation into a
shipping casualty, the Central Govt:
(a) if the master, mate or engineer holds a certificate under this Act, in any case;
(b) if the master, mate / engineer holds a certificate under law of any country outside India, in any case
where the incompetency / misconduct has occurred on board an Indian ship; may transmit a statement of
the case to any court having jurisdiction u/s 361 which is at/ nearest to place where it may be convenient
for the parties & witnesses to attend, & may direct that court to make an inquiry into that charge.
(2) Before commencing the inquiry, the court shall cause the master, mate / engineer so charged to be
furnished with a copy of the statement transmitted by the Central Govt.
364. Opportunity to be given to person to make defence.
For purpose of any inquiry under this Part into any charge against Master, mate/ engineer, the court may
summon him to appear & shall give him an opportunity of making a defence either in person/ otherwise.
365. Power of court as to evidence and regulation of proceedings.
(1) For the purpose of any investigation or inquiry under this Part, the court making the investigation or
inquiry shall, in respect of compelling the attendance and examination of witnesses and the production
of documents and the regulation of the proceedings, have the same powers as are exercisable by that
court in the exercise of its criminal jurisdiction.
(2) Subject to any rules made in this behalf by the Central Govt, the court making an investigation or
inquiry under this Part may, if it thinks fit, order the payment, on the part of that Govt, of the reasonable
expenses of any witness attending for the purposes of such investigation or inquiry before such court."
366. Assessors.
(1) A court making a formal investigation shall constitute as its assessors not < 2 & not > 4 persons, of
whom one shall be a person conversant with maritime affairs & the other(s) shall be conversant with
either maritime or mercantile affairs; provided that, where investigation involves, or appears likely to
involve, any question as to the cancellation or suspension of the certificate of a master, mate or
engineer, two of the assessors shall be persons having also experience in the merchant service.
(2) 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 by this Part or any
other law for the time being in force shall rest with the court.
(3) The assessors shall be chosen from a list to be prepared from time to time by the Central Govt.
367. Power to arrest witnesses and enter ships.

If any court making an investigation or inquiry under this Part thinks it necessary for obtaining evidence
that any person should be arrested, it may issue a warrant for his arrest, and may, for the purpose of
effecting the arrest, authorise any officer, subject nevertheless, to any general or special instructions
from the Central Govt, to enter any vessel, and any officer so authorised may, for purpose of enforcing
the entry, call to his aid any officer of police or customs or any other person.
368. Power to commit for trial and bind over witnesses.
Whenever, in the course of any such investigation or inquiry, it appears that any person has committed
in India an offence punishable under any law in force in India, the court making the investigation or
inquiry may cause him to be arrested, or commit him or hold him to bail to take his trial before the
proper court, and may bind over any person to give evidence at the trial, and may, for the purposes of
this section, exercise all its powers as a criminal court.
369. Report by court to Central Government.
(1) The court shall, in the case of all investigations or inquiries under this Part, transmit to the Central
Govt a full report of the conclusions at which it has arrived together with the evidence.
(2) Where the investigation or inquiry affects a master or an officer of a ship other than an Indian ship
who holds a certificate under the law of any country outside India, the Central Govt may transmit a copy
of the report together with the evidence to the proper authority in that country.
370. Powers of court as to certificates granted by Central Government.
(1) A certificate of a master, mate or engineer which has been granted by the Central Government
under this Act may be cancelled or suspended--
(a) by a court holding a formal investigation into a shipping casualty under this Part if the court finds
that the loss, stranding or abandonment of, or damage to, any ship, or loss of life, has been caused by the
wrongful act or default of such master, mate or engineer;
(b) by a court holding an inquiry under this Part into the conduct of the master, mate or engineer if the
court finds that he is incompetent or has been guilty of any gross act of drunkenness, tyranny or other
misconduct or in a case of collision has failed to render such assistance or give such information as is
required by section 348.
(2) At the conclusion of the investigation / inquiry, or as soon thereafter as possible, the court shall state
in open sitting the decision to which it may have come with respect to the cancellation or suspension of
any certificate and, if suspension is ordered, the period for which the certificate is suspended.
(3) Where the court cancels or suspends a certificate, the court shall forward it to the Central Govt.
together with the report which it is required by this Part to transmit to it.
371. Power of court to censure master, mate or engineer Where it appears to the court holding an
investigation or inquiry that having regard to the circumstances of the case an order of cancellation or
suspension u/s 370 is not justified, the court may pass an order censuring the master, mate or engineer in
respect of his conduct.
372. Power of court to remove master and appoint new master.
(1) A Judicial Magistrate of the first class specially empowered in this behalf by the Central Govt or a
Metropolitan Magistrate, may remove the master of any ship within his jurisdiction if the removal is
shown to his satisfaction to be necessary.
(2) The removal may be made upon the application of the owner of any ship or his agent, or of the
consignee of the ship, or of any certificated officer or of one- third or more of the crew of the ship.
(3) Judicial Magistrate of the first class or Metropolitan Magistrate, as the case may be, may appoint a
new master instead of the one removed, but where the owner, agent or consignee of the ship is within
his jurisdiction, such an appointment shall not be made without consent of that owner, agent/ consignee.
(4) Judicial Magistrate of the first class or Metropolitan Magistrate, as the case may be," may also make
such order and require such security in respect of the costs of the matter as he thinks fit.
Marine Board
373. Convening of Marine Boards outside India. Whenever--
(a) a complaint is made to an Indian consular officer or a senior officer of any ship of the Indian Navy in
the vicinity (naval officer) by the master or any member of the crew of an Indian ship & such complaint
appears to the Indian consular officer or naval officer, to require immediate investigation; or
(b) the interest of the owner of an Indian ship or of the cargo thereof appears to an Indian consular
officer or naval officer, as the case may be, to require it; or
(c) An allegation of incompetence or misconduct is made to an Indian consular officer or a naval officer
against the master or any of the officers of an Indian ship; or
(d) 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
(e) Any loss of life or any serious injury to any person has occurred on board an Indian ship at or near
that place;
Indian consular officer / naval officer, may, in his discretion, convene a Board of Marine Inquiry to
investigate the said complaint or allegation or the matter affecting the said interest or the cause of the
loss, abandonment or the stranding of the ship or of the loss of life or of the injury to the person.
374. Constitution and procedure of Marine Board.
(1) A Marine Board shall consist of the officer convening the Board and two other members.
(2) 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.
(3) The officer convening the Marine Board shall be the presiding officer thereof.
(4) A Marine Board shall, subject to provisions of this Act, 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, decision of the majority of the members shall be decision of the Board.
376. Powers of Marine Board.
(1) A Marine Board may, after investigating and hearing the case--
(a) if it is of opinion that the safety of an Indian ship or her cargo or crew or the interest of the owner of
an Indian ship or of the owner of the cargo thereof requires it, remove the master and appoint another
qualified person to act in his stead;
(b) if it is of opinion that any master / officer of an Indian ship is incompetent or has been guilty of any
act of misconduct or in a case of collision has failed to render such assistance or give such information
as required u/s 348 or that loss, abandonment or stranding of or serious damage to any ship, or loss of
life or serious injury to any person has been caused by the wrongful act or default of any master / ship's
officer of an Indian ship, suspend the certificate of that master / ship's officer for a stated period;
provided that 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 defence either in person or otherwise;
(c) 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;
(d) Decide any questions as to wages, fines/ forfeitures arising between the parties to the proceedings;
(e) 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;
(f) if it considers such a step expedient, order a survey to be made of any Indian ship which is the
subject of investigation;
(g) order the costs of proceedings before it or any part of those costs, to be paid by any of the parties
thereto, and may order any person making a frivolous or unjustified complaint to pay compensation for
any loss or delay caused thereby; and any costs or compensation so ordered to be paid by any person
shall be paid by that person accordingly and may be recovered in the same manner in which wages of
seaman are recoverable or may be deducted from the wages due to that person.
(2) All orders made by a Marine Board shall, whenever practicable, be entered in the official log book
of the ship which is the subject of investigation or on board which the casualty or occurrence or conduct
investigated took place, and be signed by the presiding officer of the Board.
377. Powers of Central Govt to cancel, suspend, etc., certificate of master, mate or engineer
(1) Any certificate which has been granted by Central Govt under this Act to any master, mate/ engineer
may be cancelled / suspended for any specified period, by the Central Govt in the following cases:
(a) if, on any investigation or inquiry made by any court, tribunal or other authority for the time being
authorised by the legislative authority in any country outside India, the court, tribunal or other authority
reports that the master, mate / engineer is incompetent or has been guilty of any gross act of misconduct,
drunkenness/ tyranny, or in a case of collision has failed to render assistance or to give such information
as referred to in section 348, or that the loss, stranding or abandonment of, or damage to, any ship or
loss of life has been caused by his wrongful act or default;
(b) If the master, mate or engineer is proved to have been convicted--
(i) Of any offence under this Act or of any non-bailable offence committed under any other law for the
time being in force in India; or
(ii) of an offence committed outside India which if committed in India, would be a non-bailable offence;
(c) if (in the case of a master of an Indian ship) he has been superseded by the order of any court of
competent jurisdiction in India or outside India (1A) Any certificate within the meaning of clause (b) of
section 87A may be cancelled or suspended for any specified period by the Central Govt if the person to
whom such certificate has been granted has contravened the provisions of (1) or (2) of section 87B:
Provided that no order under this sub- section shall be passed by the Central Govt unless the person
concerned has been given an opportunity of making a representation against the order proposed.
(2) The Central Govt may at any time, if it thinks the justice of the case so requires,--
(a) revoke any order of cancellation or suspension made by it under (1) or (1A) or set aside any order of
cancellation or suspension made by a court u/s 370 or any order of suspension made by a Marine Board
under clause (1) (b) of section 376 or any order of censure made by a court u/s 371; or
(b) shorten or lengthen the period of suspension ordered by it under (1) or (1A) or by a court u/s 370 or
by a Marine Board under clause (1) (b) of section 376 or cancel a certificate suspended by a Marine
Board under that clause; or
(c) grant without examination a new certificate of the same or any lower grade in case of any certificate
cancelled/ suspended by it under (1) or (1A) or by court u/s 370 or any certificate suspended by Marine
Board under clause (1) (b) of section 376; provided that no order under clause (b) either lengthening the
period of suspension of or cancelling a certificate shall be passed by the Central Govt unless the person
concerned has been given an opportunity of making a representation against the order proposed.
(3) A certificate granted under clause (c) of sub- section (2) shall have the same effect as if it had been
granted after examination.
378. Delivery of Indian certificate cancelled or suspended A master or ship's officer who is holder of
a certificate issued under this Act shall, if such certificate has been cancelled / suspended by the Central
Govt or by a court or suspended by a marine Board, deliver his certificate to the Central Govt, court or
Marine Board on demand or if it is not so demanded by the Central Govt or court or Board, to DG.
379. Effect of cancellation or suspension of certificate The cancellation or suspension of a certificate
by the Central Govt or by a court or the suspension of a certificate by a Marine Board, shall:

(a) if the certificate was issued under this Act, be effective everywhere and in respect of all ships; and
(b) if the certificate was issued outside India, be effective--
(i) within India and the territorial waters of India, in respect of all ships; and
(ii) outside India, in respect of Indian ships only.
380. Suspended certificate not to be endorsed. If certificate of a master or ship’s officer is suspended
under this Part by the Central Govt or by a court or a Marine Board, no endorsement shall be made to
that effect on the said certificate.
381. Power of Central Govt to cancel or suspend other certificates. Notwithstanding anything
contained in this Act, Central Govt may, at any time, without any formal investigation or inquiry, cancel
or suspend any certificate granted by it under this Act, other than a certificate granted to a master, mate
or engineer, if, in its opinion, the holder is, or has become, unfit to act in the grade for which certificate
was granted to him: Provided that no order under this section shall be passed by Central Govt unless the
person concerned has been given an opportunity of making a representation against the order proposed.
382. Re- hearing.
(1) Whenever an investigation or inquiry has been held by a court or by a Marine Board under this Part,
Central Govt may order the case to be re- heard either generally or to any part thereof, & shall so order:
(a) if new & important evidence which could not be produced at the investigation has been discovered,
(b) if for any other reason there has, in its opinion, been a miscarriage of justice.
(2) The Central Govt may order the case to be re- heard by the court / Marine Board, as the case may be,
consisting of the same members or other members as the Central Govt may deem fit.
383. Constitution of court of survey.
(1) A court of survey for a port shall consist of a judge sitting with two assessors.
(2) 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 behalf by the Central Govt
either generally or for any specified case.
(3) The assessors shall be persons of nautical, engineering or other special skill or experience.
(4) Subject to the provisions of Part IX as regards ships other than Indian ships, one of the assessors
shall be appointed by the Central Govt either generally or in each case and the other shall be summoned
by the judge in the manner prescribed out of a list of persons from time to time prepared for the purpose
by the Central Govt or, if there is no such list or if it is impracticable to procure the attendance of any
person named in such list, shall be appointed by the judge.
384. Appeal from survey or to court of survey.
(1) If a surveyor authorised to inspect a ship--
(a) makes a statement in his report of inspection with which the owner or his agent or the master of the
ship is dissatisfied, or
(b) gives notice under this Act of any defect in any ship, or
(c) declines to give any certificate under this Act, the owner, master or agent, as the case may be, may,
subject to the provisions of sub- section (2) and of section 387, appeal to a court of survey.
(2) Whenever a surveyor inspects any ship, he shall, if owner, master or agent of the ship so requires, be
accompanied on the inspection by some person nominated by the owner, master or agent, as the case
may be, and if the person so nominated agrees with the surveyor as to the statement made or the notice
given by the surveyor or the refusal by the surveyor to give a certificate, there shall be no appeal to a
court of survey from that statement, notice or refusal.
385. Powers and procedure of court of survey.
(1) The judge shall on receiving notice of appeal or a reference from the Central Govt immediately
summon the assessors to meet forthwith in the prescribed manner.
(2) The court of survey shall hear every case in open court.
(3) The judge may appoint any competent person to survey the ship and report thereon to the court.
(4) The judge shall have the same powers as Central Govt has, to order the ship to be released / finally
detained; but unless one of the assessors concurs in an order for the detention of the ship, the ship shall
be released.
(5) The owner & master of the ship and any person appointed by the owner / master and also any person
appointed by the Central Govt may attend any inspection or survey made in pursuance of this section.
(6) The judge shall report proceedings of the court in each case to Central Govt in the manner prescribed
& each assessor shall either sign such report or report to Central Govt the reasons for his dissent.
388. Power to investigate causes of explosion or fire on board ship. Whenever any explosion or fire
occurs on board any ship on or near the coasts of India, the Central Govt may direct that an investigation
into the causes of explosion or fire be made by such person or persons as it thinks fit.
389. Report to be made regarding cause of explosion or fire. The person(s) referred to in section 388
may go on board the ship on which the explosion or fire has occurred with all necessary workmen and
labourers, and remove any portion of the ship, or of the machinery thereof, for the purpose of the
investigation, and shall report to the Central Govt or the person duly appointed by it, as the case may be,
what in his or their opinion was the cause of the explosion or fire.
PART XIII WRECK AND SALVAGE
391. Receivers of wreck.
(1) The Central Govt may, by notification in the Official Gazette, appoint any person to be a receiver of
wreck to receive & take possession of wreck and to perform such duties connected therewith as are
hereinafter mentioned, within such local limits as may be specified in the notification.
(2) A receiver of wreck may, by order in writing, direct that all or any of his functions under this Part
shall, in such circumstances and subject to such conditions, if any, as may be specified in the order, be
discharged by such person as may be specified therein and any person while discharging any such
functions shall be deemed to be a receiver of wreck for the purposes of this Act.
392. Duty of receiver where vessel is in distress.
Where any vessel is wrecked, stranded or in distress at any place on or near the coasts of India, the
receiver of wreck, within the limits of whose jurisdiction the place is situate shall, upon being made
acquainted with the circumstance, 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 persons 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.
393. Power to pass over adjoining lands.
(1) Whenever a vessel is wrecked, stranded or in distress as aforesaid, all persons may, for the purpose
of rendering assistance to the vessel or of saving the lives of the shipwrecked persons, or of saving the
cargo or equipment of the vessel, unless there is some public road equally convenient, pass and re-pass,
either with or without vehicles or animals, over any adjoining lands without being subject to interruption
by the owner or occupier, so that they do as little damage as possible and may also on the like condition,
deposit on these lands any cargo or other article recovered from the ship.
(2) Any damage sustained by an owner or occupier in consequence of the exercise of the rights given by
this section, shall be a charge on the vessel, cargo or article in respect of or by which the damage is
occasioned and the amount payable in respect of the damage shall, in case of dispute, be determined by
a magistrate on application made to him in this behalf.

394. Power of receiver of wreck to suppress plunder and disorder by force.

Whenever a vessel is wrecked, stranded or in distress as aforesaid, 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 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.
395. Procedure to be observed by persons finding wreck.
Any person finding and taking possession of any wreck within any local limits for which there is a
receiver of wreck, or bringing within such limits any wreck which has been found and taken possession
of elsewhere, shall, as soon as practicable--
(a) if he be the owner thereof, give the receiver of wreck notice in writing of the finding thereof and of
the marks by which such wreck is distinguished;
(b) if he be not the owner of such wreck, deliver the same to the receiver of wreck.
396. Investigation of certain matters in respect of vessels wrecked, etc.
Whenever any vessel is wrecked, stranded or in distress as aforesaid, the receiver of wreck within the
local limits of whose jurisdiction the vessel is wrecked, stranded or in distress may conduct an
investigation into all or any of the following matters, that is to say,--
(a) the name and description of the vessel;
(b) the names of the master and of the owners;
(c) the names of the owners of the cargo
(d) the ports from and to which the vessel was bound,
(e) the occasion of the wrecking, stranding, or distress of the vessel;
(f) the services rendered; and
(g) such other matters or circumstances relating to the vessel, the cargo or the equipment, as the receiver
thinks necessary.
397. Notice to be given by receiver.
The receiver of wreck shall as soon as, may be, after taking possession of any wreck, publish a
notification in such manner and at such place as the Central Govt may, by general or special order,
direct, containing a description of the wreck and the time at which and the place where it was found.
398. Immediate sale of wreck by receiver in certain cases.
A receiver of wreck may at any time sell any wreck in his custody if, in his opinion,--
(a) it is under the value of Rs 500; or
(b) it is so much damaged or of so perishable a nature that it cannot with advantage be kept; or
(c) it is not of sufficient value for warehousing; and the proceeds of the sale shall, after defraying the
expenses thereof, be held by the receiver for the same purposes and subject to the same claims, rights
and liabilities as if the wreck had remained unsold.
399. Claims of owners to wreck.
(1) The owner of any wreck in the possession of the receiver upon establishing his claim to the same to
the satisfaction of the receiver within one year from the time at which the wreck came into the
possession of the receiver shall, upon paying the salvage and other charges, be entitled to have the
wreck or the proceeds thereof delivered to him.
(2) Where any articles belonging to or forming part of a vessel other than an Indian vessel which has
been wrecked or belonging to and forming part of the cargo of such vessel, are found on or near the
coasts of India or are brought into any port in India, the consular officer of the country in which the
vessel is registered or, in the case of cargo, the country to which the owners of the cargo may have

belonged shall, in the absence of the owner and of the master or other agent of the owner, be deemed to
be the agent of the owner, with respect to the custody and disposal of the articles.
(3) Where the owner of the wreck does not appear and claim the balance of the proceeds of sale within
one year from the date of sale, the said balance shall become the property of the Central Government.
400. Prohibition of certain acts in respect of wreck. No person shall:
(a) without the leave of the master board or attempt to board any vessel which is wrecked, stranded or in
distress as aforesaid, unless the person is, or acts by command of, the receiver of wreck; or
(b) impede or hinder or attempt in any way to impede or hinder the saving of any vessel stranded or in
danger of being stranded or otherwise in distress on or near the coasts of India or of any part of the
cargo or equipment of the vessel, or of any wreck; or
(c) secrete any wreck or deface or obliterate any marks thereon; or
(d) wrongfully carry away / remove any part of a vessel stranded/ in danger of being stranded/ otherwise
in distress, on / near the coasts of India, or any part of the cargo / equipment of the vessel or any wreck.
Salvage
402. Salvage payable for saving life, cargo or wreck
(1) Where services are rendered--
(a) wholly or in part within the territorial waters of India in saving life from any vessel, or elsewhere in
saving life from a vessel registered in India; or
(b) in assisting a vessel or saving the cargo or equipment of a vessel which is wrecked, stranded or in
distress at any place on or near the coasts of India; or
(c) by any person other than the receiver of wreck in saving any wreck; there shall be payable to the
salvor by the owner of the vessel, cargo, equipment or wreck, a reasonable sum for salvage having
regard to all the circumstances of the case.
(2) Salvage in respect of the preservation of life when payable by the owner of the vessel shall be
payable in priority to all other claims for salvage.
(3) Where salvage services are rendered by or on behalf of the Govt or by a vessel of the Indian Navy or
of the coast guard or the commander or crew of any such vessel, the Govt, the commander or the crew,
as the case may be, shall be entitled to salvage and shall have the same rights and remedies in respect of
those services as any other salvor.
(4) Any dispute arising concerning the amount due under this section shall be determined upon
application made by either of the disputing parties--
(a) to a Judicial Magistrate of the first class or a Metropolitan Magistrate, as the case may be, where the
amount claimed not > Rs 10,000; or
(b) to the High Court, where the amount claimed > Rs 10,000.
(5) Where there is any dispute as to the persons who are entitled to the salvage amount under this
section, the Judicial Magistrate of the first class or the Metropolitan Magistrate or the High Court, as the
case may be, shall decide the dispute and if there are more persons than one entitled to such amount,
such magistrate or the High Court shall apportion the amount thereof among such persons.
(6) The costs of and incidental to all proceedings before a Judicial Magistrate of the first class or a
Metropolitan Magistrate or the High Court under this section shall be in the discretion of such
magistrate or the High Court, and such magistrate or the High Court shall have full power to determine
by whom or out of what property and to what extent such costs are to be paid and to give all necessary
directions for the purpose aforesaid.
452. Inquiry into cause of death on board Indian ship.
(1) If any person dies on board a foreign- going Indian ship, the proper officer at port where the crew of
the ship is discharged, or the proper officer at any earlier port of call in India, shall, on the arrival of the

ship at that port, inquire into the cause of death, & shall make in the OLB an endorsement to the effect,
either that the statement of the cause of death in the book is in his opinion true, or the contrary,
according to the result of the inquiry.
(2) If, in the course of any such inquiry, it appears to the proper officer that a death has been caused on
board the ship by violence or other improper means, he shall either report the matter to the DG or, if the
emergency of the case so requires, shall take immediate steps for bringing the offender to trial.
29. What is an Article of agreement?
Agreement between employer/agent & seafarers in accordance with collective bargaining agreement;
Contains: Details of employees/ seafarers (address, next to kin, passport details, CDC details etc);
Contains: Details of employment including monthly wages, monthly PF, monthly allotment, rank,
reason for sign off etc);
Signature with date and stamp of employee
Sign on Ashore Signed – off ashore
Place: place
Signature of seafarer (signed on ashore, ship, signed off ship, ashore)
Signature with date and stamp of master (signed on ship, signed off ship)
Signature with date, stamp of shipping master[on commencing employment concluding employment
Terms and conditions
1. This agreement between employer and the seafarers is subjected to the condition that seafarers will
serve in capacity/rank on wages indicated with other terms on employment as CBA
2. This agreement shall be serving in the area and for the period as agreed as CBA
3. The seafarer will be supplied with provisions not less than what is provide in the M.S.act /CBM
which is higher
4. It is agreed that the rights, duties and the terms of employment of seafarers and the obligations of the
ship owner as per ILO conventions ratified by India
5. In relation to an individual seaman, this agreement may be terminated
a) By mutual consent
b) If medical evidences / incapacity
c) If seamen is absent without leave at a time fixed for sailing
d) If in the opinion of the master, continued employment of the seamen is likely to endanger the vessel
of any person onboard
5 originals + 3 photo copies
The five original & three photocopies will ultimately remain with persons/bodies as detailed below:
.1 Master on board the ship 1/5
-
.2 Seafarer 2/5
-
.3 Shipping Master (on concluding employment and settlement of wages) 3/5
-
.4 Employer/employer’s agent - photocopy of 3/5 and 4/5
-
.5 Shipping Master on commencing employment 5/5
-
.6 SPFO (Seamen’s Provident Fund Orgn.) on concluding employment-Photocopy 3/5
-
.7 SWFS (Seafarers’ Welfare Fund Society) on concluding employment-Photocopy 3/5
-
.8 Employer/Employer’s Agent-Photocopy 3/5
-
DIRECTOR-GENERAL OF SHIPPING
&
SECRETARY TO THE GOVT. OF INDIA

30. A second hand single hull VLCC built in 1990 is to be taken over, the vessel is to be registered
under Indian flag as owner’s representative, what aspects you would like for with respect to:
a) SOLAS 74
b) MARPOL 73/78
c) Crew accommodation
d) Machinery/boilers
e) Previous survey report
a) Since government of India is a party to the convention SOLAS 74/78, Master should look that the
ship complies with the requirements of the above convention
As per SOLAS CH – 1 – General Provisions:
All the various statutory certificates are checked with its validity consequently at the time of registration
MMD surveyors surveys the ship various certificates include:
a) GMDSS certificate, operation test of GMDSS
b) Cargo ship safety construction or (safety construction, safety equipment, safety radio)
c) DOC and SMC
d) International ship security certificate ISSC
As per CH –II - 1 Subdivision And Stability, Machinery And Electrical Installation
a) Intact stability booklet
b) Damage stability booklet
c) Requirements covering Machinery and electrical installations are designed to ensure that the
service that are essential for the safety of the ship and crew are maintained under various
emergency situations
d) Provisions for ballasting and de-ballasting
e) fore/aft peak tanks – condition of transverse bulkhead
f) Machinery installations
g) Alternative machinery requirements in case of failure
h) Steering gear requirements/failsafe
i) Machinery alarms and trips
As per CH –II – 2 – Fire Protection, Fire Detection and Fire Extinction
a) Restricted use of combustible material
b) Fire control plan booklet
c) Fire safety booklet
d) Fire safety training manual
e) FFA drawing plan
f) Protection of means of transport
g) Detection, containment and extinction of any fire in the space
h) I.G system and fixed fire fighting appliances
i) Fire pumps, emergency fire pumps and foam system
As per CH – III - LSA and its arrangements
a) LSA drawing plan
b) Survival craft and rescue boat
c) Life boat engine
As per CH –IV – Radio communications
a) Navigational safety equipment
b) Light and sound signal plan
c) Metrological equipment and its services
d) SAR services and maintenance
e) Operational test of GMDSS equipment
As per CH –IX – 1 - Management of safe operations of ships

Safety management system verified
As per CH –XI – 1 special measures to enhance maritime safety
a) Enhanced survey programme ( survey report – last dry dock) and any recommendations)
b) CAS/CAP survey file
c) Continuous synopsis record
As per CH –XI – 2 Special measures to enhance maritime security
a) Ship security plan
b) Security alert system
b) MARPOL 73/78
CAS survey requirements
a) Report of structural survey
b) Condition evaluation report
c) Thickness measurement report
d) Survey planning document
IOPP certificate
ORB part I and part II
SOPEP
ODMCS + operational manual
Hydrostatically balanced loading operation manual
IAPP certificate
ISPP certificate
Garbage management plan / garbage record book
OWS
c) Crew accommodation
Condition of bulk heads, floors, over head decks, mess rooms, alley ways and cabins
Access to escape arrangements
Size of bunks (beds) and chair
Sanitary arrangements
Accommodation sealing arrangement with areas
Provision of LSA, FFA in accommodation
General alarm + P.A system
d) Machinery / boilers
CSM report
Sea trails report
Overall status of various engine room and cargo gears
Fuel consumption data for M/E, A/E and boiler
Safety alarms and trips of all machinery
Boiler survey report (annually report after 8 years old)
Cargo pumps performance report
Last dry dock report
Critical spares / special tools / defect list
e) Previous Survey Report
Check status of survey reports
All statutory certificates and mandatory certificates
Any condition of class imposed on vessel and corrective action taken
Document file
NOx technical file
Enhanced survey report file
CAS survey report file
31. Differences between Rules, Regulations, Protocols, Acts and Conventions adopted by IMO;
Describe the process by which a draft proposal gets converted into a rule, administered by a
maritime member country.
Rules: are guide lines laid down to be followed in order to maintain harmony and uniformity;
E.g. Rules of the road – aid to navigation in order to avoid collisions at sea as per COLREG 1972
Regulations: are the standards/conditions/requirements which are to be met in order to comply with a
convention
Protocols: is an instrument by which developments are added to an existing convention which were not
included in the parent convention
E.g. Protocol 1978 to MARPOL 73, together known as MARPOL 73/78
Act: is an action by which amendments are made to the convention
E.g. Act of the STCW 95 conference amending 1978 convention
Convention: is one of the most important instruments developed by IMO
It is a multilateral treaty binding on the states who sign it
It formulates requirements/regulations/codes to be followed by signatory nations
E.g. International Convention for the Safety of Life at Sea, SOLAS 1978
Adoption of a convention
Developments in the shipping industry and other related issues are discussed in the committees or sub-
committees who require adoption of a new convention or amendments to the existing ones;
The proposal then goes to the council in a form of draft;
The council forwards it to the assembly after checking;
It is discussed in the assembly and if approved to proceed further on the topic it is sent to one of the five
committees (appropriate committee);
The committee works on it in greater detail and prepares a draft instrument. If required a sub-committee
may be handling it or a specialized sub-committee consisting of representatives of the member states.
Views & suggestions of intergovernmental organization & non-governmental organizations are included
The agreed draft instrument is sent to the council with a recommendation that a conference of members
nations of IMO be convened to consider the draft for formal adoption;
The council sends copies of the proposed draft to member nations of IMO, UN, other agencies of UN,
inter government and non-govt. organizations for the views and comments along with an invitation to
send a representative for the conference to be convened to consider the draft proposal;
The proposed draft along with the comments/views are discussed in the conference, necessary changes
made in order to produce a draft acceptance to all or to the majority of member nations present;
The corrected draft thus agreed upon is known as convention and is formally adopted by the conference
and deposited with the secretary-general who sends copies to governments;
The convention is open for signature of all states, usually a period of 12 months;
A state may sign the treaty/convention ‘subject to ratification , acceptance approval’ it provides them an
opportunity to ensure that necessary legislation in national law is enacted and thus becomes a part of the
rule of the state.
Amendments: Regulations enforced by conventions are required to be amended frequently from time to
time to keep pace with the rapid evolving technology in the shipping world; can be made by:
A) After consideration within IMO
Amendments proposed by contracting government of IMO are circulated at least for six months before
consideration by the relevant committee. It is only after this that amendments are adopted. Amendments
come into action after being accepted by two-third majority of the contracting governments present &
their voting.

B) Amendment by Conference
A conference of contracting government of IMO is called when a contracting government requests for
holding of a conference & at least one third of contracting government agrees to hold the conference.
Amendments are adopted when it is accepted by two-third majority of the contracting government
present & their votes.
The order is followed by Convention then protocol and finally amendments.
Ratification is the act of giving official sanction or approval to a formal document such as a treaty or
constitution. It includes the process of adopting an international treaty by the legislature, a constitution,
or another nationally binding document (such as an amendment to a constitution) by the agreement of
multiple sub-national entities.
The process of ratifying a constitution is most commonly observed in federations such as the United
States, confederations or international organisations sui generis such as the European Union.
In unionized workplaces, during negotiations, a contract proposal by an employer, that may be
acceptable to the collective bargaining committee, will be brought back for ratification, or a vote by the
general membership, before the union can either accept or decline such a contract proposal. A ratified
proposal means a "Yes" vote and will form the basis for the new CBA (Collective Bargaining
Agreement) for that workplace.
Different organizations have different rules for how a constitutional change is ratified. Federations
usually require the support of both the federal government and a certain percentage of the subsidiary
entities. Some ratification processes also require a supermajority within legislatures.
The ratification of international treaties follows the same rules as the passing of laws in most democracies.
“TACIT ACCEPTANCE ”
In early conventions, amendments came into force only after a percentage of Contracting States, usually
two thirds, had accepted them. This normally meant that more acceptances were required to amend a
convention than were originally required to bring it into force in the first place, especially where the
number of States which are Parties to a convention is very large.
This percentage requirement in practice led to long delays in bringing amendments into force. To
remedy the situation a new amendment procedure was devised in IMO.
Instead of requiring that an amendment shall enter into force after being accepted by, for example, two
thirds of the Parties, the “tacit acceptance” procedure provides that an amendment shall enter into force
at a particular time unless before that date, objections to the amendment are received from a specified
number of Parties.
As was expected the "tacit acceptance" procedure has greatly speeded up the amendment process.
Amendments enter into force within 18 to 24 months, generally compared to this; none of the
amendments adopted to the 1960 SOLAS Convention between 1966 and 1973 received sufficient
acceptances to satisfy the requirements for entry into force.
Signature, ratification, acceptance, approval and accession
The terms signature, ratification, acceptance, approval and accession refer to some of the methods by
which a State can express its consent to be bound by a treaty.
Signature: Consent may be expressed by signature where:
1. The treaty provides that signature shall have that effect;
2. It is otherwise established that negotiating States were agreed that signature should have that effect;
3. The intention of State to give that effect to signature appears from full powers of its representatives or
was expressed during the negotiations (Vienna Convention on the Law of Treaties, 1969, Art 12.1).
A State may also sign a treaty "subject to ratification, acceptance or approval". Herein, signature does
not signify the consent of a State to be bound by the treaty, although it does oblige the State to refrain
from acts which would defeat the object and purpose of the treaty until such time as it has made its
intention clear not to become a party to the treaty (Vienna Convention on the Law of Treaties, Art 18(a)
Signature subject to ratification, acceptance or approval

Most multilateral treaties contain a clause providing that a State may express its consent to be bound by
the instrument by signature subject to ratification.
In such a situation, signature alone will not suffice to bind the State, but must be followed up by the
deposit of an instrument of ratification with the depositary of the treaty.
This option of expressing consent to be bound by signature subject to ratification, acceptance / approval
originated in an era when international communications were not instantaneous, as they are today.
It was a means of ensuring that a State representative did not exceed their powers or instructions with
regard to the making of a particular treaty. The words "acceptance" and "approval" basically mean the
same as ratification, but they are less formal and non-technical and might be preferred by some States
which might have constitutional difficulties with the term ratification.
Many States nowadays choose this option, especially in relation to multinational treaties, as it provides
them with an opportunity to ensure that any necessary legislation is enacted and other constitutional
requirements fulfilled before entering into treaty commitments.
The terms for consent to be expressed by signature subject to acceptance or approval are very similar to
ratification in their effect. This is borne out by Article 14.2 of the Vienna Convention on the Law of
Treaties which provides that "the consent of a State to be bound by a treaty is expressed by acceptance
or approval under conditions similar to those which apply to ratification."
Accession
Most multinational treaties are open for signature for a specified period of time. Accession is a method
used by a State to become party to a treaty which it did not sign whilst the treaty was open for signature.
Technically, accession requires the State in question to deposit an instrument of accession with the
depositary. Art. 15 of the Vienna Convention on the Law of Treaties provides that consent by accession
is possible where the treaty so provides, or where it is otherwise established that the negotiating States
were agreed or subsequently agreed that consent by accession could occur.
32. IMO conventions
The majority of conventions adopted under the auspices of IMO or for which the Organization is
otherwise responsible, fall into three main categories:
The first group is concerned with maritime safety;
The second with the prevention of marine pollution; and
The third with liability and compensation, especially in relation to damage caused by pollution;
Outside these major groupings are a number of other conventions dealing with facilitation, tonnage
measurement, unlawful acts against shipping and salvage, etc.
33. State the circumstances which may lead to suspension or withdrawal of class.
Explain the terms (i) period of class (ii) anniversary date (iii) survey time window (iv) memoranda
(v) recommendations
The class may be suspended when one of the following occurs
1. when the ship is not operated in compliance with rule requirements;
2. when ship proceeds to sea with less freeboard than assigned;
3. when the owner fails to request a survey after having detected defects & damages affecting the class;
4. when repairs and alternations, conversions affecting the class are carried out with out requesting the
attendance of a surveyor;
In addition class is automatically suspended:
1. when the class survey has not been completed within its due date or time granted unless the ship is
under attendance of the surveyor with a view to completion prior to resuming trading;
2. when annual/intermediate surveys - not completed by end of the corresponding survey time window;
3. when the recommendation / condition of class is not held by their due dates – or the dates stipulated
by the society taking into account any extensions granted;
4. when due to the nature of the reported defects, class is temporarily suspended until repair / renewals
are carried out;
5. in other circumstances where the owner fail to submit the ship to a survey in accordance with a
special requirement
Withdrawal of class
1. when requested by owner
2. when the class is suspended for more than six months
3. when the ship is reported lost
4. when the ship is reported constructed total loss & owner does not give intentions to repair the ship
5. when the ship will not trade further as declared by owner
Period of class: The period of certificate of class starts either form the date of initial classification or
from the credited date of the last class renewal / special survey and expires at the due date assigned for
the next class renewal / special survey
Anniversary date: is the day and the month given in the certificate of class which corresponds to the
expiry date of the certificate
Survey time window: is the fixed period during which the annual / intermediate surveys are to be
carried out
Memoranda: Other information of assistance to the surveyor or / and owner.
E.g. Notes concerning materials, barred engine speed, construction information
Memoranda also gives a structural condition which though deviating from technical standards but does
not affect the class (E.g. slight dent in the shell plate)
Recommendations / condition of class: are the requirements imposed by the class society which will
affect the class if not complied with by the assigned due date
34. CHAIN REGISTER:
It is a blue colour booklet called form-99, in an approved format which is to be maintained up to date as
per requirement of the dock safety regulation & endorsed & signed by a competent person as required.
Contains certificate of test annealing & all report of inspection/ examination before the gear is put in
use; it is divided into 4 parts,
Part 1: Entries of 4 yearly examination and annual examination of derricks & permanent attachment.
Part 2: Entries of annual inspection of winches and gears, the derricks and its attachments.
Part 3: Entries of examination of gears exempted from annealing.
Part 4: Record of annealing (of chains, rings, hooks, shackles, swivels, other than those exempted)
Part I A: Initial & the periodical load test of the lifting appliances
B: Annual thorough examination
Part II A: Initial & the proof test of the lashing gear
B: Annual thorough examination of the lashing gear
Annealing means the process by which the lashing gears are given heat treatment thereby reducing its
brittleness & fatigue.
All chains, rings, hooks, shackles, swivels, etc used in the lashing gear other than those made up of high
tensile strength steel, & other alloys should be annealed as follows:
1) size < 12.5 mm dia at least once every 6 months
2) size > 12.5 mm dia at least once every 12 months
Annealing must be done in a furnace which provides even heating & not in a blacksmith’s fire.
Annealing should be carried out at a temperature 600 0C to 700 0C for 30 to 60 minutes.
35. TESTS FOR LIFTING APPLIANCES:

Before being taken into use for the 1st time & after any alterations or repairs likely to affect the strength
or the stability of the lifting appliances;
During the Quadrennial Survey - every 5 years, all the lifting appliances must be tested & examined by
a competent person as follows:
a) SWL < 20 tons 25% excess of the SWL
b) SWL > 20 < 50 tons 5 tons in excess of the SWL
c) SWL > 50 tons 10 % in excess of the SWL
Loose gears: (rings, hooks, chains, shackles & swivels) shall be tested as follows:
a) SWL < 25 tons 2 x SWL
b) SWL > 25 tons 1.2 x SWL
Further all the loose appliances including the lashing gears shall be thoroughly examined by a
competent person once every 12 months.
Thorough examination means a careful visual examination for which gear may be opened up if required
(blocks etc…).
The visual examination may be supplemented by other means such as a hammer test to arrive at a
suitable conclusion for the safety of the parts.
36. What is the Maritime Labour Convention, 2006?
1) The ILO is the body which oversees the working conditions of seafarers all over the world (and all
other workers, too) through a whole range of conventions and agreements. Some of these are
exceedingly old and out of date, while others have never come into force, so over a number of years
representatives of marine employers, seafarer unions and governments have met at the ILO to see if
a modern, practical and acceptable convention could be devised that will be fit for maritime
employment in the 21st century. The Maritime Labour Convention is the result of their endeavours.
2) It was adopted by the International Labour Conference of the ILO, under art. 19 of its Constitution
at a maritime session in February 2006 in Geneva, Switzerland; enters into force on 20.August.2013
3) MLC, 2006 has been designed to become a global legal instrument that, once it enters into force,
will be the “fourth pillar” of the international regulatory regime for quality shipping, complementing
the key Conventions of the IMO such as SOLAS, STCW and MARPOL.
4) It sets out seafarers’ rights to decent conditions of work and helps to create conditions of fair
competition for ship-owners. It is intended to be globally applicable, easily understandable, readily
updatable and uniformly enforced.
5) The MLC has been described as the “seafarers’ bill of rights”, but it is designed to provide modern
employment conditions and regulations that will provide an international level playing field for
shipping, and upgrade quality overall; it could help to transform the image of shipping to that of a
modern, socially responsible industry, providing decent working and living conditions at sea. While
there are very many excellent employers in the worldwide shipping industry, the antiquated rules
and poor implementation has permitted the existence of a substantial sub-standard sector which
exploits seafarers, often from the poorest countries.
6) MLC provides clear and unambiguous regulations that permit the regular inspection of ships of all
flags by port state control inspectors, who can assess the employment and living conditions of the
crew against the MLC provisions.
7) The MLC is by no means a one-sided convention and lays down important obligations on employees
themselves, & provides rights for employers. It provides for proper employment contracts, minimum
working conditions and hours of rest, standards for health protection, welfare, medical care and
social security. The standards of accommodation and recreational facilities aboard a ship will have
to comply with the MLC provisions once it is in force, as will provisions for food and catering.
8) Both flag states and port states where ships call will have obligations under the terms of the
convention. It will also require a certain amount of training so that inspectors know what they
should look at as they visit ships.
9) Designers of ships need to be aware of the new provisions for accommodation; those responsible for
crewing ships need to be trained to fulfil their responsibilities with regard to crew agreements. MLC
has been described as good for everyone, for seafarers because it regulated their working conditions;
for owners because it will hopefully eradicate unfair competition through poor working conditions.
37. Why is it also sometimes called the consolidated Maritime Labour Convention, 2006?
1) MLC, 2006 contains a comprehensive set of global standards, based on those that are already found
in 68 maritime labour instruments (Conventions & Recommendations), adopted by ILO since 1920.
2) The new Convention brings all, except 4, of the existing maritime labour instruments (International
Labour Standards (ILS)) together in a single new Convention that uses a new format with some
updating, where necessary, to reflect modern conditions and language.
3) The Convention “consolidates” the existing international law on all these matters.
4) The Conventions addressing the seafarers’ identity documents were revised in 2003 (Convention
Nos. 108 & 185) and are not included in the new Convention. In addition, the Seafarers’ Pension
Convention, 1946 (No. 71) and one Convention (The Minimum Age (Trimmers and Stokers)
Convention, 1921 (No. 15)), which is no longer relevant to the sector, are not consolidated by the
Maritime Labour Convention, 2006.
38. What are the two basic aims of MLC 2006
The basic aims of the MLC 2006 are:
1) to ensure comprehensive worldwide protection of the rights of seafarers (the Convention is
sometimes called the seafarers‘ Bill of Rights);
2) to establish a level playing field for countries and shipowners committed to providing decent
working and living conditions for seafarers, protecting them from unfair competition on the part of
substandard ships.
39. Which ships will be affected?
The Convention is applicable to all “ships” ordinarily engaged in commercial activities (Art. II).
Ships > 500 GT have to be certified when engaged in international voyages (Reg. 5.1.3 Para.1)
Ships < 500 GT have to be inspected to the same extent but it is not required that they are certified.
This Convention is intended for the benefit of Seafarers, regardless of the age, size and type of ships in
which they serve. There is no size limit as long as the ships are engaged in commercial activities.
40. When MLC 2006 enters into force, what will happen to the existing Conventions?
The Convention will enter into force: 01.August 2013
This is a much higher than the usual ratification level (for ILO Conventions) and it uses a new formula
that is intended to assure greater actual impact of the Convention. It reflects the fact that enforcement
and compliance system established under the Convention needs widespread international cooperation in
order to be effective. Since many of the obligations under the Convention are directed to shipowners
and flag States it is important that ILO Members with a strong maritime interest and a high level of
tonnage operating under their legal jurisdiction ratify the Convention.
The existing ILO maritime labour Conventions will be gradually phased out as ILO Member States that
have ratified those Conventions ratify the new Convention, but there will be a transitional period when
some parallel Conventions will be in force. Countries that ratify MLC 2006 will no longer be bound by
the existing Conventions when the new Convention comes into force for them. Countries that do not
ratify the new Convention will remain bound by the existing Conventions they have ratified, but those
Conventions will be closed to further ratification.

41. Why was a new Convention needed?

1) The decision by the ILO to move forward to create this major new maritime labour Convention was
the result of a joint resolution in 2001 by the international seafarers’ and shipowners’ organizations,
later supported by governments.
2) They pointed out that the shipping industry is “the world’s first genuinely global industry” which
“requires an international regulatory response of an appropriate kind – global standards applicable to
the entire industry”.
3) The industry called on the ILO to develop “an instrument which brings together into a consolidated
text as much of the existing body of ILO instruments as it proves possible to achieve” as a matter of
priority “in order to improve the relevance of those standards to the needs of all the stakeholders of
the maritime sector”.
4) It was felt that the very large number of the existing maritime Conventions, many of which are very
detailed, made it difficult for governments to ratify and to enforce all of the standards.
5) Many of the standards were out of date and did not reflect contemporary working and living
conditions on board ships.
6) In addition, there was a need to develop a more effective enforcement and compliance system that
would help to eliminate substandard ships and that would work within the well-established
international system for enforcement of the international standards for ship safety and security and
environmental protection that have been adopted by the IMO.
42. What about the application of the Convention for non-moving units, such as MODUs and FPSOs?
The Convention gives this responsibility to the Competent Authority, however after consulting ship-
owners’ and seafarers’ organisations (Art. II Para. 5). The Competent Authority, after consultation, may
decide to impose the contents of the Convention, or recommend the application of the Convention or
make a national deliberation to exclude non-moving units from the Convention.
43. Does MLC 2006 directly apply to shipowners, ships and seafarers?
The MLC, 2006 is an international legal instrument & does not, therefore, apply directly to shipowners,
ships or seafarers. Instead like all international law, it relies on implementation by countries through
their national laws / other measures. The national law / other measures would then apply to shipowners,
seafarers & ships. MLC 2006 sets out the minimum standards that must be implemented by all countries
that ratify it. These standards must be reflected in the national standards or requirements and are subject
to the usual oversight role taken by the Committee of Experts under the ILO supervisory system (a
system established under the Constitution of the ILO).
44. Why is MLC 2006 a challange?
To meet requirements officers onboard need to be able to extract the required information from the
administration system(s) installed on-board. Responsible officers might face significant challenges in
retrieving relevant information from various non-standardized tools & solutions/ even hardcopy files etc
45. How do you define a seafarer?
Seafarer is defined in the Convention; “Any person who is employed or engaged or works in any
capacity on board a ship to which this Convention applies” (Art. II).
46. What is meant by international voyage under MLC 2006?
International voyage means a voyage from a country to a port outside such a country.
47. Who is the competent authority?
Competent authority as defined in Article II, paragraph 1(a) means the minister, government department
or other authority having power to issue and enforce regulations, orders or other instructions having the
force of law in respect of the subject matter of the provision concerned. It is a term used to indicate the
department(s) of a government with responsibility for implementing MLC 2006.

48. What is meant by the term “Member”?

In MLC 2006, Member or Each Member refers to countries that have ratified the Convention, unless the
Convention clearly refers to any Member of the Organization (as in para 2 of Art. XV, for example)
49. What is the Special Tripartite Committee?
Article XIII of the MLC, 2006 provides for the establishment of a Special Tripartite Committee by the
ILO‘s Governing Body. The mandate of this Committee is to keep the working of this Convention under
continuous review. The Committee will consist of two representatives nominated by the Government of
each country that has ratified the Convention, and representatives of Shipowners & Seafarers appointed
by Governing Body after consultation with ILO’s Joint Maritime Commission (JMC). The Committee
has an important role with respect to amendments to the Code. If faults are identified in the working of
the Convention, or if the Convention needs to be updated, the Special Tripartite Committee will, in
accordance with Article XV of the Convention, have the power to adopt amendments. The Committee
will also play an important consultative role under Article VII for countries that do not have ship
owners’ or seafarers’ organizations to consult when implementing MLC 2006.
50. Definitions in MLC 2006:
Ship - A ship other than one which navigates exclusively in inland waters or waters within, or closely
adjacent to, sheltered waters or areas where port regulations apply. MLC 2006 applies to all ships as so
defined, whether publicly or privately owned, that are ordinarily engaged in commercial activities
except (see Article II, paragraph 4):
1) ships engaged in fishing or in similar pursuits;
2) ships of traditional build such as dhows and junks;
3) Warships or naval auxiliaries.
MLC 2006 recognizes (Article II, paragraph 5) that there may be situations where there is doubt as to
whether it applies to a ship or particular category of ships. In the event of doubt, the national competent
authority must make a determination on the question after consultation with ship owners’ & seafarers’
organizations concerned.
Ship-owner: the owner of the ship or another organization or person, such as the manager, agent or
bareboat 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
ship-owners in accordance with the Convention.
This definition applies even if any other organizations / persons fulfil certain duties / responsibilities on
behalf of the ship-owner. This comprehensive definition was adopted to reflect the idea that irrespective
of the particular commercial or other arrangements regarding a ship‘s operations, there must be a single
entity, the ship-owner, that is responsible for seafarers’ living and working conditions. This idea is also
reflected in the requirement that all seafarers’ employment agreements must be signed by ship-owner or
a representative of the ship-owner
Sheltered Waters: MLC 2006 does not define the terms “closely adjacent to / sheltered waters” used in
Article II, paragraph 1(i). It is impossible to determine this question on an international level for all
member States, since this determination could to a certain extent depend upon the geographical or
geological situations in each State. In principle, it would be for the competent authority of a Member
that has ratified MLC 2006 to determine, in good faith and on a tripartite basis, taking into account the
objectives of the Convention and the physical features of the country, which areas could be considered
as covering sheltered waters and what distance away from those waters could be considered as closely
adjacent to sheltered waters. Any questions of doubt are to be resolved on the basis of consultation with
the national social partners in accordance with paragraph 5 of Article II.
51. Is there an international standard for determining the hours that constitute “night” or is it up to
each country to decide this?
The determination of the hours that constitute night may vary between countries. However, Standard
A1.1, paragraph 2 of the MLC, 2006 provides some parameters.
52. Discuss the novel features / New Subjects of the new Convention?
1) There are several novel features as far as the ILO is concerned. The whole structure of the new
Convention differs from that of traditional ILO Conventions.
2) It consists of the basic provisions, i.e. the Articles and Regulations, followed by a two-part Code
and divided into five Titles, one of which is devoted to compliance and enforcement.
3) The Convention is organized into three main parts: the Articles coming first set out the broad
principles and obligations; followed by the more detailed Regulations and Code (with two parts:
Parts A and B) provisions.
4) The Regulations and the Standards (Part A) and Guidelines (Part B) in the Code are integrated and
organized into general areas of concern under five Titles:
5) 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 and social security protection
Title 5: Compliance and enforcement.
6) These five Titles essentially cover the same subject matter as the existing 68 maritime labour
instruments, updating them where necessary.
7) It occasionally contains new subjects, particularly in the area of occupational safety & health to meet
current health concerns, such as the effects of noise & vibration on workers or other workplace risks.
8) The provisions relating to flag State inspections, the use of “recognized organizations” and the
potential for inspections in foreign ports (port State control) in Title 5 are based on existing maritime
labour Conventions; however, the new Convention builds upon them to develop a more effective
approach to these important issues, consistent with other international maritime Conventions that
establish standards for quality shipping with respect to issues such as ship safety and security and
protection of the marine environment.
9) The provisions in the Regulations and the Standards (Part A) and Guidelines (Part B) in the Code
have been vertically integrated in the Convention: in other words, they have been arranged and
linked together according to their subject matter: thus each of the Titles in the MLC, 2006 consists
of various Regulations covering a particular aspect of the subject, each Regulation being followed
first by the Part A Standards and then by the Part B Guidelines that relate to the same aspect.
10) There is also an Explanatory note to further assist Members implementing the Convention. The
Convention also uses a new "vertically integrated" format with a numbering system that links the
Regulations, Standards and Guidelines. Each Regulation also has a "plain language" purpose clause.
11) Other innovations are the amendment procedures and the system for the certification of ships.
However, most of these novel features are based on those of the instruments of other organizations,
especially the IMO. One unique feature relates to the special status of the non-mandatory Part B of
the Code and its relationship with the mandatory Part A.
53. Why do we need effective international standards for seafarers’ conditions of work?
1) In 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, to the
detriment of their well-being, health and safety and the safety of the ships on which they work.
2) Since seafarers’ working lives are spent outside the home country and their employers are also often
not based in their country, effective international standards are necessary for this sector.
3) Of course these standards must also be implemented at a national level, particularly by governments
that have a ship registry and authorize ships to fly their countries’ flags.
4) This is already well recognized in connection with ensuring the safety and security of ships and
protecting the marine environment.

5) 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.
6) These countries and ship-owners face unfair competition in that they pay the price of being undercut
by ship-owners which operate substandard ships.
54. What will be the advantages for ships of ratifying countries?
The ships of ratifying countries that provide decent conditions of work for their seafarers will have
protection against unfair competition from substandard ships and will benefit from a system of
certification, avoiding / reducing the likelihood of lengthy delays related to inspections in foreign ports.
55. How will the Maritime Labour Convention 2006 protect more of the world’s seafarers?
1) The Convention aims to achieve worldwide protection for all seafarers. It seeks to meet this goal in a
number of ways.
2) It is estimated that there are over 1.2 million people working at sea in the world. Until now it had not
been clear that all of these people, particularly for example, those that work on board ships but are
not directly involved in navigating or operating the ship, such as many personnel that work on
passenger ships, would be considered seafarers.
3) The new Convention clearly defines a seafarer as any person who is employed or engaged or works
in any capacity on board a ship that is covered by the Convention.
4) Except for a few specific exclusions and areas where flexibility is provided for national authorities
to exempt smaller ships (< 200 GT) that do not go on international voyages from some aspects of
the Convention, the Convention applies to all ships (and to the seafarers on those ships) whether
publicly or privately owned that are ordinarily engaged in commercial activities.
5) The Convention does not apply to:
I. ships which navigate exclusively in inland waters or waters within, or closely adjacent to,
sheltered waters or areas where port regulations apply;
II. ships engaged in fishing;
III. ships of traditional build such as dhows and junks;
IV. warships or naval auxiliaries.
6) Many existing maritime labour Conventions have a low ratification level. The new Convention has
been designed specifically to address this problem.
7) More protection of seafarers will be achieved by early ratification & national-level implementation
of the new Convention by the vast majority of ILO nations active in the maritime sector, as is the
case of the key Conventions of the IMO: SOLAS, STCW and MARPOL.
56. How will the Maritime Labour Convention 2006 improve compliance and enforcement?
1) MLC 2006, aims to establish a continuous “compliance awareness” at every stage, from the national
systems of protection up to the international system.
2) This starts with the individual seafarers, who, under the Convention, have to be properly informed
of their rights and of the remedies available in case of alleged non-compliance with the requirements
of the Convention and whose right to make complaints, both on board ship and ashore, is recognized
in the Convention.
3) It continues with the ship-owners, who own or operate ships > 500 GT, engaged in international
voyages or voyages between foreign ports; are required to develop and carry out plans for ensuring
that the applicable national laws, regulations or other measures to implement the Convention are
actually being complied with.
4) The masters of these ships are then responsible for carrying out the ship owners’ stated plans, and
for keeping proper records to evidence implementation of the requirements of the Convention.

5) As part of its updated responsibilities for the labour inspections for ships > 500 GT engaged in
international voyages or voyages between foreign ports, the flag State (or recognized organization
on its behalf) will review the ship owners’ plans and verify and certify that they are actually in place
and being implemented.
6) Ships will then be required to carry a maritime labour certificate and a declaration of maritime
labour compliance on board.
7) Flag States will be expected to ensure that national laws & regulations implementing Convention’s
standards are respected on smaller ships that are not covered by the certification system.
8) Flag States will carry out periodic quality assessments of the effectiveness of their national systems
of compliance, and their reports to the ILO under art. 22 of the Constitution will need to provide
information on their inspection and certification systems, including on their methods of quality
assessment. This general inspection system in the flag State (ILO Conv. No. 178) is complemented
by procedures to be followed in countries that are also or even primarily the source of the world’s
supply of seafarers, which will similarly be reporting under art. 22 of the ILO Constitution.
9) The system is further reinforced by voluntary measures for inspections in foreign ports (PSC).
57. What are the maritime labour certificate and the declaration of maritime labour compliance?
1) A Maritime Labour Certificate (MLC) and a Declaration of Maritime Labour Compliance (DMLC) -
required ensuring compliance with the Convention for all ships > 500 GT in international trade.
2) The Appendices to the Convention contain key model documents: a maritime labour certificate
and a declaration of maritime labour compliance.
3) The certificate would be issued by the flag State to a ship that flies its flag, once the State (or a
recognized organization that has been authorized to carry out the inspections), has verified that the
labour conditions on the ship comply with national laws & regulations implementing the Convention
4) The certificate would be valid for 5 years subject to periodic inspections by the flag State. The
declaration is attached to the certificate and summarizes the national laws or regulations
implementing an agreed-upon list of 14 areas of the maritime standards and setting out the ship-
owner’s or operator’s plan for ensuring that the national requirements implementing the Convention
will be maintained on the ship between inspections.
5) The lists of the 14 areas that must be certified by the flag State and that may be inspected, if an
inspection occurs, in a foreign port are also set out in the Appendices to the Convention.
58. What is meant by “no more favourable treatment” for ships of non-ratifying countries?
These words appear in Article V, paragraph 7, of the Convention. The idea, which is also found in IMO
Conventions, is that ships must not be placed at a disadvantage because their country has ratified the
new Convention. The practical consequence comes out clearly in the port State control provisions of
Title 5 of the Convention, under which ships of all countries (irrespective of ratification) will be subject
to inspection in any country that has ratified the Convention, and to possible detention if they do not
meet the minimum standards of the new Convention.
59. Who will carry out inspections and issue certificates?
This is the responsibility of the Flag States; however the Convention provides possibility of authorising
“recognised organisations” for the inspection and certification of maritime labour conditions, under
Title 5 “Compliance and Reinforcement” under a set of conditions (Reg. 5.1.2).
60. In the Convention, is it called an inspection or a survey?
This is up to Competent Authorities or through them, the Recognised Organisations to decide. In
classification, we tend to use the word “survey” for visits carried out in accordance with our Rules or for
Statutory Regulations, we may tend to use the term “inspection” to distinguish between them, some Flag
Administrations may use the term “survey” differently.

61. What are the areas covered under the Inspection prior to a Certificate being issued?
The items that will be inspected and found to meet national laws and regulations or other measures
implementing the requirements of the Convention before a MLC can be issued are:
1. Minimum age-.
2. Medical certification.
3. Qualification of seafarer.
4. Seafarer's employment agreements.
5. Use of any licensed or certified or regulated private recruitment and placement service.
6. Hours of work or rest.
7. Manning levels for the ship.
8. Accommodation.
9. On-board recreational facilities.
10. Food and catering.
11. Health and safety and accident prevention.
12. On-board medical care.
13. On-board complaint procedures.
14. Payment of wages.
The Maritime Labour Certification is the responsibility of the flag state administration.
62. A deficiency during an inspection, will it be called a “deficiency” or a “non-conformity”?
ILO publication “Guidelines for Flag State Inspections” uses terms “deficiency” & “non-conformity”.
This would be up to Competent Authorities and through them, the Recognised Organisations to decide
which term will be used.
63. Is there such thing as a “major non-conformity”, can a ship be detained?
The term “serious breach” is used in the Convention. If it is considered that there is a serious breach of
the Convention requirements, including Seafarers’ rights, considered to pose a significant danger to
Seafarers’ safety, health or security, the ship can prevented from sailing (Standard A5.1.4 Para.9).
64. Can the periodical ISM audits and MLC 2006 inspections be arranged at the same time?
There is nothing in the convention to prohibit this. Naturally, if the attending person is a qualified ISM
auditor and MLC 2006 inspector, the incentive would be to do an audit and an inspection.
65. What will happen if a vessel is non-compliant?
The authorized inspection officer can take steps to ensure that the ship shall not proceed to sea until any
non-conformities have been rectified, or until the authorized officer has accepted a plan of action to
rectify such non-conformities & is satisfied that the plan will be implemented in an expeditious manner.
66. What is the difference between Articles, Regulations, Standards and Guidelines?
All the provisions of the MLC, 2006, whatever their name, must be complied with by ratifying countries
or, in the case of its Guidelines, taken into consideration by them. The main difference between these
provisions is that the Articles contain more general statements of principles, obligations and rights with
the specific details set out in the Regulations and the Code. The Articles also contain provisions relating
to the legal aspects of the operation and application of the Convention such as definitions, amendments
and entry into force and the establishment of the Special Tripartite Committee under Article XIII. The
difference between the Regulations and the Standards and Guidelines is that the Regulations are
normally worded in very general terms, with the details of implementation being set out in the Code
(i.e., the Standards and the Guidelines).
67. What was the reason for having the Part B Guidelines?
The special status given to Part B of the Code is based on the idea of firmness on principles and rights
combined with flexibility in the way those principles and rights are implemented. Without this
innovation, the MLC, 2006 could never aspire to wide-scale ratification: many of the provisions of
existing maritime labour Conventions, which relate to the method of implementing basic seafarers'
rights (rather than to the content of those rights), have been transferred to the non-mandatory Part B
Guidelines of the Code as their placement in the mandatory Regulations and Part A (Standards) could
have resulted in clear obstacles to ratification.
68. What is meant by the special status of Part B of the Code? Why was it needed?
The status of Part B of the Code is based on the idea of firmness on principle and rights combined with
flexibility in implementation. Without this innovation the new Convention could never aspire to wide-
scale ratification: many of the provisions of existing maritime labour Conventions, which relate to the
method of implementing basic seafarers’ rights (rather than to the content of those rights), have been
transferred to the non-mandatory Part B Guidelines of the Code.
Their placement in the mandatory Regulations and Part A (Standards) could have resulted in clear
obstacles to ratification.
69. Since Part B is not mandatory, why is it part of the Convention and not the subject of an
International Labour Recommendation?
Part A and Part B of the Code are interrelated. The provisions of Part B, called Guidelines, while not
mandatory, are helpful and sometimes essential for a proper understanding of the Regulations and the
mandatory Standards in Part A. In some cases, mandatory Standards in Part A are so generally worded it
may be difficult to implement them without the guidance in the corresponding provisions of Part B.
70. What is a “substantially equivalent” provision?
MLC 2006 provides in Article VI, paragraphs 3 and 4, that in some circumstances a national provision
implementing the rights & principles of the Convention in a manner different from that set out in Part A
of the Code will be considered as substantially equivalent, if the Member concerned satisfies itself that
the relevant legislation or other implementing measure is conducive to the full achievement of the
general object and purpose of the provision or provisions of Part A of the Code concerned and gives
effect to the provision or provisions of Part A of the Code concerned.
71. What is the status of the 2008 ILO Guidelines, for flag State inspections & PSC officers?
The two sets of Guidelines, adopted in 2008, the Guidelines for flag State inspections under the
Maritime Labour Convention, 2006 and the Guidelines for port State control officers carrying out
inspections under the Maritime Labour Convention, 2006 provide authoritative guidance since they
were prepared by tripartite meetings of experts to assist countries to implement Title 5 of MLC 2006.
But they do not have any special legal status. They should not be confused with the Guidelines found in
Part B of the Code of MLC 2006, which must be given due consideration by ratifying countries.
International guidelines, as well as the related national flag State inspection and certification systems
and national guidelines for flag State inspectors, are important aspects of implementation of MLC 2006
and essential to ensuring widespread harmonized implementation of MLC 2006.
72. What will happen to the maritime labour Conventions adopted before 2006?
Existing ILO maritime labour Conventions will be gradually phased out as countries that have ratified
those Conventions ratify MLC 2006, but there will be a transitional period when some Conventions will
be in force in parallel with MLC 2006. Countries that ratify MLC 2006 will no longer be bound by the
existing Conventions when MLC 2006 comes into force for them.
Countries that do not ratify MLC 2006 will remain bound by existing Conventions they have ratified,
but those Conventions will be closed to further ratification. Entry into force of MLC 2006 will not affect
the four maritime Conventions that are not consolidated in MLC 2006. They will remain binding on
States that have ratified them irrespective of MLC 2006. The ILO maritime Conventions dealing with
fishing and dock workers are also not affected by MLC 2006.

73. How can the MLC, 2006 be updated?

MLC 2006 has two types of amendment procedures; both types of amendment procedures – under
Article XIV for the Convention as a whole, & Article XV for amendments only to the Code. Art. XIV
express ratification procedure is close to the present ILO procedure for revising Conventions.
The part of the Convention which is expected to need updating from time to time, namely the Code
relating to the technical and detailed implementation of the basic obligations under the Convention, can
be amended under an accelerated procedure (tacit acceptance) provided for in Art. XV. This procedure,
which is based to a certain extent on a procedure already well established in IMO, will enable changes
to the Code to come into effect, for all or almost all ratifying countries, within 3-4 years from when they
are proposed. This will result in a Convention that is kept more up to date than existing ones. A ratifying
Member will not be bound by amendment to the Code entering into effect in accordance with Art. XV
of the Convention, if it expresses formal disagreement within a period of normally 2 years
74. What is the status of the Preamble and the Explanatory Note in the MLC, 2006?
The Preamble to the MLC, 2006, like preambles in other international instruments provides information
regarding the aspiration and intentions of the drafters of the Convention, however the preamble does not
contain any binding legal obligations. The Explanatory Note to the Regulations and Code of the
Maritime Labour Convention, which is placed after the Articles, is also not binding but is there, as its
title suggests, to provide an explanation that will help countries to better understand the relationship
between differing parts of the Convention & the nature of the obligations under each part of MLC 2006.
75. Does MLC 2006 apply to cadets?
Assuming that cadets are performing work on a ship, although under training, they would be considered
as seafarers in accordance with the provisions and principles indicated in answer to the question.
76. How will respect for the new Convention actually be enforced?
The new Convention is intended to achieve more compliance by operators and owners of ships and to
strengthen enforcement of standards through mechanisms which operate at all levels.
For example, it contains provisions for:
 complaint procedures available to seafarers;
 shipowners’ and shipmasters’ supervision of conditions on their ships;
 flag States’ jurisdiction and control over their ships;
 port State inspections of foreign ships.
 By requiring ratifying Members not only to implement the Convention in the national laws but also
to document their implementation, the Convention should also enhance the effectiveness of the
supervision carried out at the international level, especially by the competent bodies of the ILO.
77. Will a medical examination under the IMO’s STCW convention meet MLC 2006 requirements?
Standard A1.2, paragraph 3 states that it is without prejudice to STCW. It also states that a medical
certificate issued in accordance with the requirements of STCW shall be accepted by the competent
authority, for the purpose of Reg 1.2. A medical certificate meeting the substance of those requirements,
in the case of seafarers not covered by STCW, shall similarly be accepted.
MLC 2006 sets out maximum periods in Standard A1.2, paragraph 7, which states that unless a shorter
period is required by reason of the specific duties to be performed by the seafarer concerned or is
required under the STCW sets a maximum period of validity at two years unless the seafarer is
under the age of 18, in which case the maximum period is one year. A certification of colour vision
is valid for a maximum period of six years.
As indicated these are maximums; a country could have shorter periods of validity.
78. Can a seafarer ever work without a medical certificate?
MLC 2006 establishes a procedure (in Standard A1.2, paragraph 8) by which, in urgent cases, seafarers
in possession of an expired medical certificate can be permitted to work for a limited period.
79. What happens if a medical certificate expires during a voyage?

Under Standard A1.2, paragraph 9, a certificate that expires in the course of a voyage continues in force
until the next port of call where the seafarer can obtain a medical certificate from a qualified medical
practitioner, provided that the period of extension does not exceed three months.
80. Is there a standard form for a medical certificate under the MLC, 2006?
The MLC, 2006 does not require a standard or model form for medical certificates. However it states in
Standard A1.2, paragraph 6 what the duly qualified medical practitioner is to certify.
Standard A1.2, paragraph 10 also provides that for seafarers working on ships ordinarily engaged on
international voyages, the certificate must as a minimum be provided in English.
Additional guidance is provided in ILO/WHO Guidelines for Conducting Pre-sea and Periodic Medical
Fitness Examinations for Seafarers
81. Does the STCW certification meet the training requirements of the MLC, 2006?
Under Reg. 1.3, para 3 of MLC 2006, Training & Certification in accordance with the mandatory
instruments adopted by the IMO must be considered as meeting the requirements of MLC 2006.
82. What are the ship-owners’ responsibilities under Regulation 1.4?
Under MLC 2006, ship-owners are not required to use seafarer recruitment and placement services and
may directly recruit seafarers to work on their ship.
If ship-owners use a private seafarer recruitment and placement service, they must take steps to ensure
that the service is licensed or certified or regulated in accordance with the requirements under Reg. 1.4.
This responsibility, which is subject to inspection & certification, is particularly important where the
recruitment & placement service is in a country that has not ratified MLC 2006.
Useful guidance is provided in the section on Regulation 1.4 in Chapter 3 of the Guidelines for flag
State inspections under the Maritime Labour Convention, 2006.
83. What happens if seafarers are recruited from a country that has not ratified the MLC, 2006?
Under Reg. 1.4, para 3 and Standard A1.4, para 9, ship-owners who use seafarer recruitment and
placement services that are based in countries or territories in which the Convention does not apply must
ensure, as far as practicable, that those services meet the requirements of Standard A1.4.
Useful guidance is provided in the section on Regulation 1.4 in Chapter 3 of the Guidelines for flag
State inspections under the Maritime Labour Convention, 2006. 19
84. Who pays for documents that seafarers need to be able to travel to join ship?
In the light of Standard A.1.4, paragraph 5, relating to fees or other charges in the context of recruitment
and placement in the absence of any relevant provision in the seafarer‘s employment agreement /
applicable CBA, one would expect the seafarer to cover the cost of a passport or similar travel
document, and the ship-owner to pay the cost of any necessary visa. Conventions 108 & 185, relating to
seafarers’ identity documents (SIDs), (not consolidated in MLC 2006) do not contain a provision
requiring the ship-owner to pay for the SIDs.
85. What is a seafarers’ employment agreement (SEA)?
MLC 2006 defines a seafarers' employment agreement (SEA) in Article II, paragraph 1(g) as including
both a contract of employment and articles of agreement. This definition is an inclusive definition that
covers various legal systems and practices and formats.
It specifically includes both a contract of employment & articles of agreement; but there could be other
formats, as required under national law or practice. Reg. 2.1 para 1 simply describes the SEA as a clear
written legally enforceable agreement that must be consistent with the standards set out in the Code.
To the extent compatible with national law and practice, a SEA is understood to incorporate (by
reference) any applicable CBA, as provided in Standard A2.1, paragraph 2. This means that, other than
some specific elements such as the name of the seafarer etc., a CBA could form all or part of a SEA.

However, irrespective of the precise form of a SEA, a Member is required to adopt national laws and
regulations specifying the matters to be included in the SEA.
Even where a seafarer may be working for a concessionaire that is operating on a ship, e.g., a seafarer
with passenger service duties on a cruise ship, he or she would still need to have a SEA signed by the
ship-owner or representative of the ship-owner addressing the matters set out in Standard A2.1 para 4.
86. Does the MLC, 2006 require seafarers to have a copy of the original signed seafarers’ employment
agreement (SEA) on board ship?
Standard A2.1, para 1(c) requires that the shipowner and seafarer concerned each have a signed original
of the seafarers‘ employment agreement, without specifying that this original should be on board.
Since Standard A2.1, paragraphs 1(d) and 2 only require a copy of the agreement and of any applicable
CBA to be available on board, one would assume that no originals need be maintained on board unless
the national law concerned specifies otherwise.
87. How can seafarers’ employment agreement (SEA) incorporate a collective bargaining agreement?
Regulation 2.1, paragraph 3 of MLC 2006 states that ―To the extent compatible with the Member‘s
national law and practice, seafarers’ employment agreements shall be understood to incorporate any
applicable collective bargaining agreements. A SEA could in any event incorporate a CBA by using
wording to show that the parties (shipowner and seafarer) intend that the whole of the CBA should, to
the extent relevant to the seafarer, be considered as forming part of the SEA.
The SEA concerned could even be a one-page document, containing individual identifying and other
employment information specific to the seafarer, followed by a single provision stating that the parties
agree that the terms and conditions of work shall be as set out in the identified CBA.
SEA of this kind would probably need to be accompanied by clear information, referred to in Standard
A2.1, paragraph 1(d), enabling each seafarer to find out what his / her rights are under applicable CBA.
The effect of Regulation 2.1, paragraph 3, quoted above, is that even if the SEA contains no clear
statement incorporating an applicable CBA, it should be understood as incorporating that CBA if a
linkage of this kind is compatible with the flag State‘s law and practice.
88. Who must sign a seafarers’ employment agreement (SEA)?
In accordance with Standard A2.1, paragraph 1(a) of MLC 2006, the SEA must be signed by both the
seafarer and the shipowner or a representative of the shipowner.
Except in cases where the applicable national law considers that a particular person, such as the ship‘s
master, has apparent authority to act on behalf of the shipowner, any signatory other than a shipowner
should produce a signed ―power of attorney or other document showing that he/she is authorized to
represent the shipowner.
89. What is the record of employment for seafarers?
The Standard A2.1, paragraph 1(e) requires seafarers to be given a document containing a record of
their employment on board the ship.
MLC 2006 does not define or have a specific model for this document, but provides: record of
employment must not contain any statement as to the quality of the seafarers’ work or as to their wages.
The form of the document, the particulars to be recorded and the manner in which such particulars are to
be entered, are to be determined by national law (Standard A2.1, paragraph 3) and should contain
sufficient information, with a translation in English, to facilitate the acquisition of further work or to
satisfy the sea-service requirements for upgrading or promotion.
A seafarers’ discharge book might satisfy requirements of para 1(e) of the Standard (Guideline B2.1.1).
90. How frequently are seafarers to be paid?
Seafarers are to be paid at no greater than monthly intervals and in accordance with any applicable
collective agreement (Standard A2.2, paragraph 1).

91. Must both hours of work and rest be regulated?

Standard A2.3, para 2 of MLC 2006 requires each country to 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.
It is up to the country to decide which of the two arrangements to choose.
92. What are the standards for minimum hours of rest and maximum hours of work?
Standard A2.3, paragraph 4 of the MLC, 2006 requires countries, in determining the national standards,
to take account of the danger posed by the fatigue of seafarers, especially those whose duties involve
navigational safety and the safe and secure operation of the ship. Standard A2.3, paragraphs 5 and 6 set
out the basic parameters for these standards:
(a) no more than 14 hours in any 24-hour period; and 72 hours in any seven-day period; if the basis
chosen by the country is maximum hours of work;
(b) at least ten hours in any 24-hour period; and 77 hours in any seven-day period; if the basis chosen by
the country is minimum hours of rest.
Hours of rest may be divided into no more than two periods, one of which must be at least six hours in
length, and the interval between consecutive periods of rest must not exceed 14 hours.
93. What is meant by “any 24-hour period”?
Any 24-hour period – starting at any moment during a day – must comprise at least ten hours of rest.
94. Does the choice between hours of work and hours of rest lead to any different result in practice?
Paragraph 5(a)(i) of Standard A2.3, sets a maximum limit on work of 14 hours in any 24-hour period,
which results in 10 hours of rest (24-14=10), corresponds to the minimum 10 hours of rest required by
paragraph 5(b)(i) of the Standard.
However, paragraph 5(a)(ii), which sets a maximum limit on work of 72 hours in any 7-day period,
results in 96 (7x24-72=96) hours of rest, whereas the minimum hours of rest in any 7-day period
required by paragraph 5(b)(ii) of the Standard is set at only 77.
The provisions in paragraphs 5(a) and 5(b) of Standard A2.3 are not new, but reproduce the text of the
Seafarers' Hours of Work and the Manning of Ships Convention, 1996 (No. 180).
During the preparation of MLC 2006, it was recalled that agreement on the various requirements in
Convention No. 180 had been achieved only after protracted discussions, & it was decided that it would
not be in the interest of the constituents to reopen the negotiations on any provisions agreed in 1996.
95. Are there any exceptions to the hours of rest or work standards?
Standard A2.3, paragraph 13 of MLC 2006 allows flag States to have national laws or regulations or a
procedure for the competent authority to authorize / register collective agreements permitting exceptions
to the limits on maximum hours of work or minimum hours of rest referred to in para’s 5 & 6.
These exceptions must therefore be provided for in a registered or authorized collective agreement.
They must also follow the limits set out in Standard A2.3 ―as far as possible.
96. How does Regulation 2.3 relate to the STCW requirements?
With adoption by IMO of 2010-Manila amendments to the STCW, the wording in MLC 2006 & STCW
on minimum hours of rest is very similar, other than provisions in each regarding possible exceptions.
Flag States that ratify MLC 2006 and are also bound by the 2010 STCW amendments could approve
arrangements in this connection which would be consistent with requirements of both Conventions.
97. Do the minimum hours of rest/maximum hours of work requirements apply to ships’ masters?
Ships’ Masters are seafarers, so the requirements in Reg. 2.3 and Standard A2.3 also apply to them.

98. Do the hour of rest and hour or work standards still apply in an emergency?
Standard A2.3 para 14 of MLC 2006 safeguards the right of the master of a ship 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.
It allows the master to suspend the schedule of hours of work or 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, Master must ensure that any seafarer
who have performed work in a scheduled rest period are provided with an adequate period of rest.
99. What will ensure that repatriation occurs and that costs are paid?
Regulation 2.5, paragraph 2 of the MLC, 2006 provides that flag States must require their ships to
provide financial security to ensure that seafarers are duly repatriated in accordance with the Code.
100. What costs are to be covered a shipowner when a seafarer is repatriated?
This is a matter for flag State implementation as set out under Standard A2.5, paragraph 2, requiring
flag States to prescribe the precise entitlements to be accorded by shipowners for repatriation, including
those relating to the destinations of repatriation, the mode of transport, the items of expense to be
covered and other arrangements to be made by shipowners.
101. Can a seafarer be charged for repatriation costs?
Standard A2.5, paragraph 3 of the MLC, 2006 prohibits shipowners from requiring that seafarers make
an advance payment towards the cost of repatriation at the beginning of their employment, and also
from recovering the cost of repatriation from the seafarers‘ wages or other entitlements except where the
seafarer has been found, in accordance with national laws or regulations or other measures or applicable
collective bargaining agreements, to be in serious default of the seafarer‘s employment obligations.
102. Who is to pay compensation to seafarers on a ship’s loss or foundering?
Under Regulation 2.6, paragraph 1, seafarers are entitled to adequate compensation in the case of injury,
loss or unemployment arising from the ship‘s loss or foundering.
103. Who has an obligation under Regulation 2.8?
The obligations under Regulation 2.8 and the related Code are directed to governments with seafarers
domiciled in their territory. Specifically Regulation 2.8, paragraph 1 requires countries to have national
policies to promote employment in the maritime sector and to encourage career and skill development
and greater employment opportunities for seafarers domiciled in their territory.
104. Do the accommodation requirements of Title 3 apply to existing ships?
Reg. 3.1, para 2, of the MLC, 2006 provides that the requirements in the Code that relate to ship
construction and equipment apply only to ships constructed on or after the date when the MLC, 2006,
comes into force for the flag State.
For ships constructed before the entry into force for the flag State, the requirements relating to ship
construction and equipment that are set out in the Accommodation of Crews Convention (Revised),
1949 (No. 92), 21 and the Accommodation of Crews (Supplementary Provisions) Convention, 1970
(No. 133), 22 apply to the extent that they were already applicable, under the law or practice of the
Member concerned.
Even if a country has not ratified any of these Conventions all ships must comply with the basic
requirement in Reg. 3.1, para 1 that they "provide and maintain decent accommodations and recreational
facilities for seafarers working or living on board, or both, consistent with promoting seafarers' health
and well-being" in accordance with the ships' national legislation. All other requirements in the MLC,
2006, as implemented nationally, including those in Standard A3.1 that are not related to construction
and equipment, will apply to ships constructed before MLC, 2006, entered into force for the flag State.

105. Can sleeping rooms be located below a ship’s load line?

Under Standard A3.1, para 6(c) &d (d) of the MLC, 2006, in ships other than passenger ships and
special purpose ships, sleeping rooms must be situated above the load line amidships or aft, except that
in exceptional cases, where the size, type or intended service of the ship renders any other location
impracticable, sleeping rooms may be located in the fore part of the ship, but in no case forward of the
collision bulkhead.
In passenger ships and special purpose ships the competent authority may, on condition that satisfactory
arrangements are made for lighting and ventilation, permit the location of sleeping rooms below the load
line, but in no case can they be located immediately beneath working alleyways.
106. What are “special purpose ships”?
Special purpose ships are training or other ships constructed in compliance with the IMO Code of Safety
for Special Purpose Ships, 2008, 25 and subsequent versions. 26
107. Must seafarers always be given individual sleeping rooms?
Under Standard A3.1, para 9(a) of MLC 2006, in ships other than passenger ships, an individual
sleeping room must be provided for each seafarer; but, in the case of ships < 3,000 GT or special
purpose ships exemptions from this requirement may be granted by the competent authority after
consultation with the shipowners’ and seafarers’ organizations concerned.
108. Does MLC 2006 require that cadets have a single cabin?
This situation and terminology may vary between countries. The following answer assumes that the
term cadet refers to a young person enrolled in a training programme to obtain specific qualifications,
which may require work experience on board. The MLC, 2006 does not directly address the question of
accommodation for cadets as distinct from other seafarers. The general rule, and the possibility for
exemptions, referred to in answering would therefore apply.
109. Must each seafarer be provided with private sanitary facilities?
Standard A3.1, para 11 of the MLC, 2006 requires ships to have a sufficient number of sanitary facilities
(with a minimum of one toilet, one wash basin and one tub or shower), separate facilities being provided
for men and women. Each seafarer is to be given convenient access to them.
The Convention does not require private sanitary facilities for each seafarer, but, as recommended in
Guideline B3.1.5, para 2, where the size of the ship, the activity in which it is to be engaged & its layout
make it reasonable & practicable, sleeping rooms should be planned & equipped with a private
bathroom including a toilet, so as to provide reasonable comfort for the occupants & to facilitate tidiness
110. Why are frequent inspections of ship accommodation required & who is to do them?
Under Standard A3.1, para 18 of the MLC, 2006, frequent inspections are to be carried out on board
ships, by or under the authority of the master, to ensure that seafarer accommodation is clean, decently
habitable and maintained in a good state of repair. The results of each such inspection must be recorded
and be available for review. These inspections are a key part of ensuring ongoing compliance between
flag State inspections. The related procedures are likely to be part of a shipowner‘s plans, as set out
under Part II of the ship‘s declaration of maritime labour compliance.
111. Is there any flexibility provided with respect to the requirements for accommodation and
recreational facilities?
MLC, 2006 contains a significant level of technical guidance with respect to national implementation of
the standards for on board accommodation and recreational facilities. These provisions, directed to flag
States, apply to all ships covered by the Convention.
However there also are some exceptions and flexibility based on factors such as gross tonnage levels as
well as specific adjustments for some categories of ships such as passenger ships or special purpose
ships, as well as the possibility for small ships, under 200 GT, to be exempted from certain
requirements, after consultation with the shipowners’ and seafarers’ organizations concerned.

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Android App: MMD Exams - Preparatory Study Material

ASM ORALS SYLLABUS MASTER (FG) NITIN MAHAJAN

D. Fire Protection Pg – 115 to Pg – 144

G. Safety of Navigation Pg – 145 to Pg – 200

ASM ORALS NITIN MAHAJAN

J. Miscellaneous provisions Pg – 245 to Pg – 315

Resolution A. 741(19) - INTERNATIONAL SAFETY MANAGEMENT (ISM) CODE 2010

ASM ORALS Page 1 NITIN MAHAJAN

1.2.2 Safety-management objectives of the Company should, inter alia:

1.2.3 The safety-management system should ensure:

1.4 Functional requirements for a safety-management system

2. SAFETY AND ENVIRONMENTAL PROTECTION POLICY

3. COMPANY RESPONSIBILITIES AND AUTHORITY

5. MASTER'S RESPONSIBILITY AND AUTHORITY

6. RESOURCES AND PERSONNEL

6.1 The Company should ensure that the master is:

9. REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS

10. MAINTENANCE OF THE SHIP AND EQUIPMENT

10.2 In meeting these requirements the Company should ensure that:

ASM ORALS Page 4 NITIN MAHAJAN

12. COMPANY VERIFICATION, REVIEW AND EVALUATION

PART B – CERTIFICATION AND VERIFICATION

13 CERTIFICATION AND PERIODICAL VERIFICATION

16. FORMS OF CERTIFICATES

Additionally, Resolution A.1022 (26) - Guidelines for Implementation of ISM by Admin

Difference between ISM Code 1997 and ISM Code 2002

ISM 2002 – 16 Chapters

Chapters added: 14. Interim Certification

16. Forms of Certificates

Part A: Implementation (Chapters 1 – 12)

Part B: Certification and Verification (Chapters 13 – 16)

Difference between ISM Code 2002 and ISM Code 2010

Chapter IX – Management for the safe operation of ships (SOLAS, 1974)

Resolution A.1022 (26) Guidelines on implementation of the ISM Code by Administrations

MSC-MEPC.7/Circ.7 Guidelines on near-miss reporting

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1.2.2 Safety management objectives of the Company should, inter alia:

.2 establish safeguards against all identified risks; and

3. 5 MASTER'S RESPONSIBILITY AND AUTHORITY

4. 7 DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS

The Company should establish procedures …….. assigned to qualified personnel.

8.1 The Company should establish procedures to …… shipboard situations.

6. 9 REPORTS AND ANALYSIS OF NON-CONFORMITIES, ACCIDENTS AND HAZARDOUS

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7. 10 MAINTENANCE OF THE SHIP AND EQUIPMENT

8. 12 COMPANY VERIFICATION, REVIEW AND EVALUATION

10. 13 CERTIFICATION AND PERIODICAL VERIFICATION

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11. 14 INTERIM CERTIFICATION

12. 16 FORMS OF CERTIFICATES

ENDORSEMENT WHERE THE RENEWAL VERIFICATION HAS BEEN

COMPLETED AND PART B 13.13 OF THE ISM CODE APPLIES

(Signature of authorized official)

(Seal or stamp of the authority, as appropriate)

ENDORSEMENT TO EXTEND THE VALIDITY OF THE CERTIFICATE UNTIL

REACHING THE PORT OF VERIFICATION WHERE PART B 13.12

OF THE ISM CODE APPLIES OR FOR A PERIOD OF GRACE

WHERE PART B 13.14 OF THE ISM CODE APPLIES

(Signature of authorized official)