Capt.

Sagar
Prepared By: Rohit Kumar
 Clean ballast discharge criteria ???
Regulation 1 - Definitions
Definition 17: Clean ballast means the ballast in a tank which since oil was last carried
therein, has been so cleaned that effluent therefrom if it were discharged from a ship which
is stationary into clean calm water on a clear day would not produce visible traces of oil on
the surface of the water or on adjoining shorelines or cause a sludge or emulsion to be
deposited beneath the surface of the water or upon adjoining shorelines. If the ballast is
discharged through an oil discharge monitoring and control system approved by the
Administration, evidence based on such a system to the effect that the oil content of the
effluent did not exceed 15 parts per million shall be determinative that the ballast was clean,
notwithstanding the presence of visible traces.

Through Approved ODME – Evidence to be kept that OIL CONTENT in the effluent DOES NOT
Exceed 15 PPM.
 Stability requirements as per MARPOL Annex I ???
MARPOL Regulation 27 - Intact stability
1. Every oil tanker of 5,000 tons deadweight and above delivered on or after 1 February 2002, as
defined in regulation 1.28.7, shall comply with the intact stability criteria specified in paragraphs 1.1 and
1.2 of this regulation, as appropriate, for any operating draught under the worst possible conditions of
cargo and ballast loading, consistent with good operational practice, including intermediate stages of liquid
transfer operations. Under all conditions the ballast tanks shall be assumed slack.

- In port, the initial metacentric height GMo, corrected for the free surface measured at 0° heel, shall be
not less than 0.15 m;

At sea, the following criteria shall be applicable:

- the area under the righting lever curve (GZ curve) shall be not less than 0.055 m-rad up to θ = 30º angle
of heel and not less than 0.09 m-rad up to θ = 40º or other angle of flooding θf if this angle is less than
40º Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30º and
40º or between 30º and θf, if this angle is less than 40º, shall be not less than 0.03 m-rad;

- the righting lever GZ shall be at least 0.20 m at an angle of heel equal to or greater than 30º;
- the maximum righting arm shall occur at an angle of heel preferably exceeding 30º but not less than 25º;
and

- the initial metacentric height GMo, corrected for free surface measured at 0º heel, shall be not less than
0.15 m.
2. The requirements of paragraph 1 of this regulation shall be met through design measures. For
combination carriers simple supplementary operational procedures may be allowed.
3. Simple supplementary operational procedures for liquid transfer operations referred to in
paragraph 2 of this regulation shall mean written procedures made available to the master which:
--- are approved by the Administration;
--- indicate those cargo and ballast tanks which may, under any specific condition of liquid transfer
and possible range of cargo densities, be slack and still allow the stability criteria to be met.
The slack tanks may vary during the liquid transfer operations and be of any combination provided
they satisfy the criteria;
--- will be readily understandable to the officer-in-charge of liquid transfer operations;
--- provide for planned sequences of cargo/ballast transfer operations;
--- allow comparisons of attained and required stability using stability performance criteria in
graphical or tabular form;
--- require no extensive mathematical calculations by the officer-in-charge;
--- provide for corrective actions to be taken by the officer-in-charge in case of departure from
recommended values and in case of emergency situations; and
--- are prominently displayed in the approved trim and stability booklet and at the cargo/ballast
transfer control station and in any computer software by which stability calculations are performed.
 Survival Capability of Tanker???
Source: MARPOL – Annex 1 {Regulation 28}
Every oil tanker delivered after 31 December 1979, of 150 gross tonnage and above, shall
comply with the subdivision and damage stability criteria, after the assumed side or
bottom damage for any operating draught reflecting actual partial or full load conditions
consistent with trim and strength of the ship as well as relative densities of the cargo.
Such damage shall be applied to all conceivable locations along the length of the ship as
follows:
(i) In tankers of more than 225 m in length, anywhere in the ship's length.
(ii) In tankers of more than 150 m, but not exceeding 225 m in length, anywhere in the
ship's length except involving either after or forward bulkhead bounding the machinery
space located aft. The machinery space shall be treated as a single floodable
compartment.
(iii) In tankers not exceeding 150 m in length, anywhere in the ship's length between
adjacent transverse bulkheads with the exception of the machinery space. For tankers of
100 m or less in length where all requirements of paragraph 3 of this regulation cannot be
fulfilled without materially impairing the operational qualities of the ship, Administrations
may allow relaxations from these requirements.
Assumed Damage:

> If any damage of a lesser extent than the maximum extent of damage
would result in a more severe condition, such damage shall be considered.
> Where the damage involving transverse bulkheads is envisaged as
specified in (i) and (ii), transverse watertight bulkheads shall be spaced at
least at a distance equal to the longitudinal extent of assumed (side)
damage in order to be considered effective. Where transverse bulkheads
are spaced at a lesser distance, one or more of these bulkheads within such
extent of damage shall be assumed as non-existent for the purpose of
> Where the damage between adjacent transverse watertight bulkheads is envisaged as
specified in (iii), no main transverse bulkhead or a transverse bulkhead bounding side tanks or
double bottom tanks shall be assumed damaged, unless:
-the spacing of the adjacent bulkheads is less than the longitudinal extent of assumed (side)
damage of this paragraph; or
-there is a step or recess in a transverse bulkhead of more than 3.05 m in length, located
within the extent of penetration of assumed damage. The step formed by the after peak
bulkhead and after peak top shall not be regarded as a step for the purpose of this regulation.
> If pipes, ducts or tunnels are situated within the assumed extent of damage, arrangements
shall be made so that progressive flooding cannot thereby extend to compartments other than
those assumed to be floodable for each case of damage.
SURVIVAL REQUIREMENTS:
- The final waterline, taking into account sinkage, heel and trim, shall be below
the lower edge of any opening through which progressive flooding may take
place. Such openings shall include air-pipes and those which are closed by means
of weathertight doors or hatch covers and may exclude those openings closed by
means of watertight manhole covers and flush scuttles, small watertight cargo
tank hatch covers which maintain the high integrity of the deck, remotely
operated watertight sliding doors, and side-scuttles of the non-opening type.
- In the final stage of flooding, the angle of heel due to unsymmetrical flooding shall not exceed 25°, provided
that this angle may be increased up to 30º if no deck edge immersion occurs.
- The stability in the final stage of flooding shall be investigated and may be regarded as sufficient if the righting
lever curve has at least a range of 20º beyond the position of equilibrium in association with a maximum
residual righting lever of at least 0.1 m within the 20º range; the area under the curve within this range shall not
be less than 0.0175 m-radian. Unprotected openings shall not be immersed within this range unless the space
concerned is assumed to be flooded. Within this range, the immersion of any of the openings listed in first
paragraph and other openings capable of being closed weathertight may be permitted.
- The Administration shall be satisfied that the stability is sufficient during intermediate stages of flooding.
- Equalization arrangements requiring mechanical aids such as valves or cross-levelling pipes, if fitted, shall not
be considered for the purpose of reducing an angle of heel or attaining the minimum range of residual stability
to meet the requirements and sufficient residual stability shall be maintained during all stages where
equalization is used. Spaces which are linked by ducts of a large cross-sectional area may be considered to be
common.
For oil tankers of 20,000 tonnes deadweight and above delivered on or after 6 July 1996, the damage
assumptions
[BOTTOM DAMAGE] shall be supplemented by the following assumed bottom raking damage:
Longitudinal extent:
For ships of 75,000 tonns deadweight and above - 0.6L measured from the forward perpendicular;
For ships of less than 75,000 tonnes deadweight - 0.4L measured from the forward perpendicular;
Transverse extent: B/3 anywhere in the bottom;
Vertical extent: Breach of the outer hull.
 Intact & Damage stability requirements for Oil Tankers & Gas
Carriers and where to find the same ??

For Oil Tanker As per Previous Slides

For Gas Carriers – IGC Code – Chapter 2 – Survival capability and
Location of Cargo Tanks
 Damage stability booklet in which
publication for tanker (MARPOL) ??
As per MARPOL Regulation 28 – Subdivision and Stability
 Amendments to ISGOTT ??
ISGOTT: LATEST 2020 EDITION
PUBLISHED BY: IAPH / ICS / OCIMF

NEED?? SINCE 2006 MANY CHANGES / ENHANCEMENT IN BEST PRACTICES / NEW THINGS LIKE HUMAN FACTORS AND
EMERGING TECHNOLOGIES

CHAPTER 1
 BUNKER AND CARGO RESIDUES SECTION INTRODUCED BECAUSE THEY ALSO PRESENT HAZARDS.
 SIMILARLY FOR BIOFUELS.
CHAPTER 2
 VOC - NEW PARA INTRODUCED EXPLAINING DEFINITION
 OPERATING PRINCIPLE ABOUT GAS METERS WITH DIAGRAMS – CATALYTIC SENSOR (HEATED FILAMENT) / THERMAL
CONDUCTIVITY SENSOR ( NON HEATED CATALYTIC FILAMENT ) / CHEMICAL INDICATOR TUBES / PARAMAGNETIC
SENSOR.
CHAPTER 3
NEW SECTIONS LIKE “ GENERAL” AND “ VOLTAGES ON UNBONDED CONDUCTORS”
CHAPTER 4 – MAJOR CHANGES
 HIERARCHY OF CONTROLS – ELIMINATION, SUBSTITUTION, ENGINEERING CONTROLS, ADMINISTRATIVE CONTROLS AND
PPE.
 STOP WORK AUTHORITY – TANKER AND TERMINAL SHOULD INCLUDE SWA IN THEIR SMS. THIS SWA HAS
FIVE STEPS: STOP UNSAFE ACTIVITY / INFORM AND ADDRESS ISSUE /DISCUSS AND CORRECT ISSUE / START THE WORK
AGAIN / SHARE WHAT HAS BEEN LEARNT.
 LOCK-OUT TAG-OUT.
 SIMOPS ( SIMULTANEOUS OPERATION ) – INCLUDES FLOWCHART
 ELECTRONIC E- CIGARRET – SAME RULE APPLY AS FOR NORMAL CIGGARETS.
 SOURCES OF IGNITION FROM ELECTRICAL EQUIPMENT
 LITHIUM BATTERIES – NEW SECTION INTRODUCED – WIDELY USED / PRESENTS HAZARDS.
 ELECTRICAL TOOLS AND HYDRO BLASTING HAZARDS (PERMIT TO WORK SYSTEM SHOULD BE INCORPORATED)
CHAPTER 5
 CATEGORIES OF FOAM / EXPANSION RATIO / STORAGE
 TYPE OF FIRE DETECTION – DETAILED THEORY
CHAPTER 6
 THREAT AND RISK ASSESMENTS - NEW SECTION: THREAT TRIANGLE ( CAPABILITY, INTENT , OPPORTUNITY).
 CYBER SAFETY AND SECURITY
CHAPTER 7 – NEW CHAPTER
 HUMAN ELEMENTS
 RISK ASSESSMENTS
 CONFIDENCE TO STOP THE WORK AND SPEAK UP
 LEADERSHIP

CHAPTER 8 – NEW CHAPTER

 NEW TECHNOLOGIES
 AUTOMATION
 ASSESSMENT OF THE IMPACT ON THE SAFETY ON TANKERS AND TERMINALS / EQUIVALENCY
 NEW TECHNOLOGIES – AUTONOMOUS SHIPS, AUTONOMOUS U/W VEHICLES, ELECTRONIC TABLETS AND TELEPHONES,
DRONES, METHANOL BUNKERING, HYDROGEN FUEL CELL MANAGEMENT

CHAPTER 9
 DEFINITION OF HOT WORK
 HOT WORK IN VARIOUS AREAS OF THE SHIPS
 HOT WORK DIAGRAM – COLOR SHADED AREA WITH COLOR CODES AS PER THE LOCATION.
 FLOW CHARTS OF HOT WORK PROCEDURE.
CHAPTER 10 – MAJOR CHANGES
 DEFINITION OF ENCLOSED SPACE CHANGED PREVIOUSLY “ UNFAVORABLE NATURAL VENTILATION “ NOW “ POOR NATURAL
VENTILATION”
 FLOW CHARTS FOR ENCLOSED SPACE ENTRY
 RISK FROM INERT GAS INCLUDING NITROGEN
 OXYGEN ENRICHMENT – HOSPITOL
 ENCLOSED SPACED PERMIT SHOULD NOT EXCEED 12 HOURS AND GAS CHECKS SHOULD NOT EXCEED 30 MIN
 EACH PERSON ENTERING SPACE SHOULD CARRY – EEBD AND PGM
 RESCUE TEAM SHOULD BE TRAINED – COMPOSITION OF TEAM BY THE SMS – TWO PERSONS SHOULD ENTER THE SPACE FOR
RESCUE
CHAPTER 11
 VOLATILE ORGANIC COMPOUND RECOVERY SYSTEMS- ACTIVE/PASSIVE SYSTEM – FLOW CHART.
CHAPTER 12
 RISK OF OVERFILLING
 BLENDING OPERATIONS - PROHIBITED AT SEA BY SOLAS CH VI- REG 5-2, WHILE TRANSFER MAY BE CARRIED OUT FOR
EMERGENCY AT SEA, CIRCULATING CARGO IS ALSO PERMITTED FOR CARGO CONDITIONING.
 DOPING AND ADDITIVES: ANTI STATIC, INHIBITORS, DYES, HYDROGEN SULPHIDE KNOCKDOWN.
 BENZENE AND MERCURY CONTAINING CARGOES, LOADING HEATED / COLD CARGOES
 INTACT AND DAMAGED STABILITY – COMPLYING WITH INTACT STABILITY MAY NOT MEET THE DAMAGED STABILITY. THIS SHOULD
BE VERIFIED FOE THE DEPARTURE CONDITION OF THE SHIP.
 TRANSFER GUIDE
PERSONNEL TRANSFER
CHAPTER 13
 CARGO AND BUNKER SAMPLE – STORAGE AND DISPOSAL [CARGO – 3 MONTHS AFTER DISCHARGE / BUNKER – 12 MONTHS FROM
THE TIME OF DELIVERY.
 LINSEED AND OTHER OIL
CHAPTER 14
 CONVERSION OF SHIP : DRY BULK TO OIL / OIL TO DRY BULK.
CHAPTER 15
 COMPETENCE AND TRAINING
 QUESTIONNAIRE’S
 DOCUMENTATION
CHAPTER 16
 PORTABLE GANGWAYS
 ALTERNATE SHIP/TERMINAL ACCESS
 PERSONNEL TRANSFER BASKET
CHAPTER 17
USE OF TANKER LIFTING EQUIPMENT
CHAPTER 18
 INSPECTION, TESTING AND MAINTENANCE – MLA (MARINE LOADING ARM)
 CARGO HOSES – NEW SECTIONS FOR MARKING OF RUBBER HOSES AND COMPOSITE HOSES.
 HOSES USED IN SHIP TO SHIP TRANSFERS
 ELECTRICAL ISOLATION
CHAPTER 19
 FIRE PROOFING
CHAPTER 20
 SPILL RESPONSE PLAN
 TIERED RESPONSE – TIER 1 ( SMALL SPILL ) / TIER 2 (BROADER IMPACT) / TIER 3 ( MAJOR SPILL)
CHAPTER 21
 NO CHANGES
CHAPTER 22
 SNAP BACK AREA – NOW WHOLE MOORING DECK IS SNAP BACK AREA.
 MOORING MASTER – BUOY MOORING – MOORING MASTERS TO BE ASSIGNED
CHAPTER 23
 MARINE CARGO INSPECTORS
 INDEPENDENT INSPECTION COMPANIES
CHAPTER 24
 BUNKERING CHECKLIST UPDATED [ PART A TO PART K , 11 PAGES CHECKLIST ]
 LNG BUNKERING
 FLOW CHART FOR BUNKERING OPERATIONS
CHAPTER 25
 WHOLE CHECKLIST UPDATED [ PART 1 TO PART 9 ]
 FLOW CHARTS ARE PROVIDED
 Why flag state inspection required?
Frequency of Flag-state inspections in India and factors deciding the
same ???

As per MS Notice_04 of 2017.pdf

Article 217 of UNCLOs, 1982 requires Flag States
Inspection.
- Recognizing that Article 217 of UNCLOs, 1982 requires Flag states to carry out periodical
inspections to ensure that the condition of the vessels under their flag corresponds to the
certificates the vessel is holding. Further, the clause 20, part ll of the IMO lll Code requires Flag
state to establish or participate in an oversight program to monitor its recognized organization(s)
to ensure that its international obligations are fully met.
- Time gap between two FSI is linked to every alternate annual/intermediate/renewal survey for
Cargo ship (5-15 years of age) and every annual/intermediate/renewal statutory survey for cargo
ship (15 years and above) and may exceed stipulated 2 years and 1 year respectively, but the
FSI in no case should be carried out before/after 1-3 months of the completion of
concerned annual/intermediate/special survey as the case may be.
- Indian Flag vessels trading abroad and have completed annual/intermediate/renewal statutory
surveys as the case may be in foreign shores and is not scheduled to touch Indian shores between
1-3 months after the said survey shall undergo a “General Examination” equivalent to an Annual
survey. The frequency of such general examination is to be not less than that of Flag State
Inspections.
(However, in case of port state detention, the frequency of flag state inspection / general
examination of said/ all vessels managed/owned by the detained vessel’s Company may be
- In case the vessel is dual classed, General Examination is to be carried out by RO that
has not carried out the last statutory survey of the vessel. General examination of vessel
which are not dual class, can be done through any of the Recognized Organization of GOI
as per choice of the owner.
- Indian vessels which have satisfactorily undergone all PSC inspection (since last general
examination or Flag State Inspection) under Paris MOU, USCG or in countries such as
Australia, China, Hong Kong, Japan, Singapore, Republic of Korea, New Zealand and
Canada (under Tokyo MOU), without any detainable deficiency and total number of
deficiencies not exceeding five (5), are exempted from next FSI/General Examination.
- The Flag State Inspection and General Examination unlike the port State inspection,
should be a comprehensive and detailed inspection, covering all aspects of the Statutory
Certificates issued to the vessel irrespective of the presence/absence of clear grounds.
- If any serious deficiencies are observed during general examination, which in the
judgment of surveyor may affect the safety of the vessel, crew or marine environment,
same is to be informed to the Port State Control cell of the Directorate for initiating
suitable action, before the vessel is allowed to leave the port.
B. Un Scheduled Flag State Inspections:
- Notwithstanding the above, the present regime of carrying out “FSI by surprise inspection” by Flag State
will continue as it is.
- Any FSI undertaken as part of surprise inspection is not to be taken into consideration for the purpose of
minimum number of scheduled FSI referred above, unless after a review of inspection report by the
concerned Principal Officer, a suitable recommendation is made to the Directorate.
C. Reporting, Verification and Monitoring:
- Companies, ROs and MMDs are required to upload all the inspection reports under the General
examination and FSI to the DGS web-based centralized computer information system within 2 working
days of the inspection/examination.
- It is the company responsibility to ensure that the general examination initial and rectification (follow up)
report is uploaded by the recognized organization on the Flag State Computerized Information System
(FSCIS) within the stipulated time period.
- The compliance of this notice will be verified during the annual DOC audit of the company and any non-
compliance may be notified as Non-Conformity to be completed within a period of 1 Month.
- The company should initiate procedures to comply with this notice after the next due
annual/intermediate/renewal statutory surveys.
Ship Owners / operators and masters of Indian flagged vessels are advised to be guided by above
 Difference between FSI and GE?
Indian Flag vessels trading abroad and have completed
annual/intermediate/renewal statutory surveys as the
case may be in foreign shores and is not scheduled to
touch Indian shores between 1-3 months after the said
survey shall undergo a “General Examination” equivalent
to an Annual survey. The frequency of such general
examination is to be not less than that of Flag State
Inspections.

That Means a GE is conducted where a Flag State

Inspection is Due and Vessel is Abroad and will not be
touching any Indian Shores Between 1-3 Months after the
 Flag state inspection as per which
regulation/requirements ??
UNCLOS 94
SOLAS I/6,
LLC Article 13,
Tonnage Article 7
AFS annex 4 reg 1
MARPOL Annex 1-6,2-8,4-4,6-5
UNCLOS article 217
What is Shipping casualty?? Duties of Master related to Shipping Casualty??

Source: MS ACT 1958

Section 358: Shipping casualties and report thereof :

(1) For the purpose of investigations and inquiries under this Part, a shipping casualty shall be deemed to
occur when―
(a) on or near the coasts of India, any ship is lost, abandoned, stranded or materially damaged;
(b) on or near the coasts of India, any ship causes loss or material damage to any other ship;
(c) any loss of life ensues by reason of any casualty happening to or on board any ship on or near the coasts
of India;
(d) in any place, any such loss, abandonment, stranding, material damage or casualty as above mentioned
occurs to or on board any Indian ship, and any competent witness thereof is found in India;
(e) any Indian ship is lost or is supposed to have been lost, and any evidence is obtainable in India as to the
circumstances under which she proceeded to sea or was last heard of.
(2) In the cases mentioned in clauses (a), (b) and (c) of sub-section (1), the master, pilot, harbor master or
other person in charge of the ship, or (where two ships are concerned) in charge of each ship at the time of
the shipping casualty, and in the cases mentioned in clause (d) of sub-section (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
Government.
 What is Marine casualty??

Source: Casualty Investigation Code

As per Chapter 2- Definitions (2.9)

A marine casualty means an event, or a sequence of events, that has resulted in any of
the following which has occurred directly in connection with the operations of a ship:
.1 the death of, or serious injury to, a person;
.2 the loss of a person from a ship;
.3 the loss, presumed loss or abandonment of a ship;
.4 material damage to a ship;
.5 the stranding or disabling of a ship, or the involvement of a ship in a collision;
.6 material damage to marine infrastructure external to a ship, that could seriously
endanger the safety of the ship, another ship or an individual; or
.7 severe damage to the environment, or the potential for severe damage to the
environment, brought about by the damage of a ship or ships.
However, a marine casualty does not include a deliberate act or omission, with the
intention to cause harm to the safety of a ship, an individual or the environment.
 D i ff e r e n c e s b e t w e e n M a r i n e c a s u a l t y a n d S h i p p i n g C a s u a l t y ? ?

Coverage in Marine Casualty are more than Shipping Casualty Like,

1. Serious Injury to a person.
2. Material damage to marine infrastructure external to a ship.
3. Severe damage to the environment, or the potential for severe damage to the
environment.
A p p l i c a b i l i t y ? ? W h a t D G h a s d o n e t o fi l l u p t h e G a p b / w t h e t w o ?

DGSOrder20of2023 - Remember to Mention

As per DGS order 20 of 2023. The gap between shipping and marine casualty is
covered by this circular. Please see point 8 of this circular.
How Marine casualty (not shipping casualty)
preliminary investigation carried out if
happened in Indian ship or Indian waters ???
 Is a Master a Seaman ??
No as per Section 3 definition
Def 42: “seaman” means every person (except a master, pilot or
apprentice) employed or engaged as a member of the crew of a
ship under this Act, but in relation to sections 178 to 183
(inclusive) includes a master.
As per Section Master has rights as of any Seaman
148. Remedies of master for wages, disbursements, etc.―(1) The master of a ship shall, so far as
the case permits, have the same rights, liens and remedies for the recovery of his wages as a seaman has
under this Act or by any law or custom.

178. Meaning of serving seaman.―A seaman shall, for the purposes of these provisions, be deemed to be a
serving seaman during any period commencing on the date of the agreement with the crew and ending
thirty days after the date on which the seaman is finally discharged from such agreement.
179. Particulars to be furnished in plaints, etc.
180. Notice to be given in case of unrepresented seaman.
181. Power to set aside decrees and orders passed against serving seaman.
182. Modification of law of limitation where seaman is a party.
 Explain Cert. A and Cert. B as per 241 and
242 ??
Who issue cert B and when? Also if you have
more lady passengers then do you need a lady
doctor too?
 River - sea vessel definition ?? Types of
RSV ?? Purpose ?? Trade Area ?? Operation
Area ??
A lot of cross questions.
Diff in coastal and RSV? Why two diff vsl... I quoted def
and said coastal can go upto BIMMS but RSV cant as they
are Inland vsl and RSV type 4 can travel upto voy of 48
hrs as per DG permission.
Why RSV vessel not called as inland vessel??
What is the difference between RSV and any other inland
vessel. What makes RSV different.
Special Purpose vessel ??
 River Sea Vessel Definition ?? Types ?? Purpose ?? DG
Circular ??
DGS ORDER 18-2013 Notification for Construction, Survey, Certification & Operation of
Indian River-Sea Vessels - Type 1,2,3 & 4.
River-sea vessel under this Notification means vessels that are registered under
Merchant Shipping Act, adopting the provisions of this Notification and which operate
from a port or place in India to any port or place in India, such that the vessel
does not operate beyond the territorial waters of India.

Types of river-sea vessels:

TYPE 1 – SHIP TO SHORE SERVICE
Vessels engaged in ship-to-shore operations at Indian ports beyond inland
water limits of the said port, provided that such operation is carried out in
fair weather and against a favourable weather forecast. Vessels falling under
this Type, while engaged in ship-to-shore operations at an Indian port, shall
operate within the territorial waters of India.
TYPE 2 – NEARBY PORTS SERVICE
Vessels engaged in operations between Indian ports in which the sea
passage does not exceed that can be covered by a fully loaded vessel at the
vessel's optimum speed in daylight hours, provided that such operation is
carried out in fair weather and against a favourable weather forecast.
Vessels falling under this Type shall, at all times, operate withinthe
territorial waters of India.
TYPE 3 – RESTRICTED COASTAL SERVICE
Vessels engaged in operations between Indian ports in which themaximum
distance does not exceed that can be covered by a fullyloaded vessel at the
vessel's optimum speed in 48 hours, provided thatsuch operation is carried
out in fair weather and against a favourableweather forecast. Vessels falling
under this Type shall, at all times,operate within the territorial waters of
India.
TYPE 4 – UNRESTRICTED COASTAL SERVICE
Vessels engaged in operations between Indian ports during all-
weatherconditions. Vessels falling under this Type shall, at all times,
operatewithin the territorial waters of India.
Registration & Classification River-sea vessels under this Notification are
required to be registered under Merchant Shipping Act, 1958 (as amended).

Owners of vessels registered under Inland Vessels Act, 1917 (as

amended),desiring to carry out river-sea operations as envisaged in para 1.3
above may, at their choice, register their vessels under M.S. Act expressly
for the purpose of application of the Notification, while retaining their
original registryunder I.V. Act.
Under the Inland Vessel Act 2021: (old 1917)
Vessels “Inland vessel” includes all vessels plying in the inland waters, but
does not include,–
(i) fishing vessels registered under the Merchant Shipping Act, 1958 and the
Marine Products Export Development Authority Act, 1972;
(ii) vessels registered under the Merchant Shipping Act, 1958;
(iii) vessels that are specified as not to be inland vessels by notification by
the competent authority.
Explanation.—
For the purposes of this clause, it is clarified that a vessel registered under
the Merchant Shipping Act, 1958 (44 of 1958) and plying within the inland
waters shall be deemed to be an inland vessel registered under this Act;
 Special Purpose Vessel ??
MSC.266(84).PDF CODE OF SAFETY FOR SPECIAL PURPOSE SHIPS, 2008
“Special purpose ship” means a mechanically self-propelled ship which by reason of its function carries
on board more than 12 special personnel.
“Special personnel” means all persons who are not passengers or members of the crew or children of
under one year of age and who are carried on board in connection with the special purpose of that ship
or because of special work being carried out aboard that ship. Wherever in this Code the number of
special personnel appears as a parameter, it should include the number of passengers carried on board
which may not exceed 12.
Special personnel are expected to be able bodied with a fair knowledge of the layout of the ship and to
have received some training in safety procedures and the handling of the ship’s safety equipment
before leaving port and include the following:
.1 scientists, technicians and expeditionaries on ships engaged in research, non-commercial expeditions
and survey;
.2 personnel engaging in training and practical marine experience to develop seafaring skills suitable for
a professional career at sea. Such training should be in accordance with a training programme approved
by the Administration;
.3 personnel who process the catch of fish, whales or other living resources of the sea on factory ships
not engaged in catching;
.4 salvage personnel on salvage ships, cable-laying personnel on cable-laying ships, seismic personnel
on seismic survey ships, diving personnel on diving support ships, pipe-laying personnel on pipe layers
and crane operating personnel on floating cranes; and
.5 other personnel similar to those referred to in .1 to .4 who, in the opinion of the Administration, may
 Difference between River-Sea and coastal
Vessels ??
DGS Order 18-2013.pdf DGS Order 01 of 2014.pdf
Notification for Construction, Notification for Construction, Survey,
Survey, Certification & Certification & Operation of Indian
Operation of Indian River-Sea
coastal vessels.
Vessels - Type 1,2,3 & 4.
Coastal vessel under this Notification means
River-sea vessel under this ships that are registered under Merchant
Shipping Act, adopting the provisions of this
Notification means vessels that are
Notification, and which operate from a port or
registered under Merchant Shipping place in India to any port or place in India, such
Act, adopting the provisions of this that the vessel does not operate beyond 20
nautical miles from the nearest land. Provided
Notification and which operate from that such vessel shall not cease to be a coastal
a port or place in India to any port vessel merely by reason of the fact that the
vessel crosses during the voyage the Gulf of
or place in India, such that the
Kutch or Khambat. Provided also that Coastal
vessel does not operate beyond the Vessel under this notification may go around Sri

territorial waters of India. Lanka without calling any port in Sri Lanka or
 River Sea Vessel Indian coastal vessels
Unless expressly provided otherwise, the Unless expressly provided otherwise, the Notification for
Notification for Construction, Survey, Construction, Survey, Certification and Operation of Indian
Certification and Operation of Indian River-Sea Coastal Vessels applies only to cargo ships that are:
Vessels applies only to the following ships that
are engaged exclusively in operations within • engaged exclusively on Indian Coastal voyages within 20
Indian territorial waters: nautical miles from the nearest land; and,
• less than 6000 GT in the case of cargo ships, except
• less than 6000 GT in the case of cargo ships;
those specifically listed below;
• less than 10000 GT in the case of dredgers; i. less than 10000 GT in the case of dredgers; and
ii. less than 3000 GT in the case of Tankers.
• less than 3000 GT in the case of RSV tankers;
• less than 8000 kW main propulsion power in the case of
• less than 8000 kW main propulsion power in cargo ships, except those specifically listed below;

the case of cargo ships and RSV tankers; i. less than 10000 kW main propulsion power in the case of
dredgers; and
• less than 10000 kW main propulsion power ii. less than 3000 kW main propulsion power in the case of
in the case of dredgers; Tankers.
• not carrying bulk chemicals or gas in any form (packaged
• not passenger vessels;
or otherwise)
• not carrying bulk chemicals or gas in any other than vegetable oils listed in this notification;
form (packaged or otherwise); • not fishing vessels;
• not military and government ships not used for
• not fishing vessels;
commercial purposes.
 River Sea Vessel Indian coastal vessels
Unl Unl
 Can a RSV type 4 pass 10 mile south of
srilanka ??
As per the Definition of RSV they should operate in
Territorial Water of India.
Therefore a RSV Type 4 cannot pass 10 mile South of Sri
Lanka.

However,

A Coastal Vessel may go around Sri Lanka without calling

any port in Sri Lanka or entering the territorial waters of
Sri Lanka

[ SHOULD NOT ENTER TERRITORIAL WATER ]

 How is alcohol monitoring carried out
onboard ??
- Unannounced Monthly Alcohol Testing
- Quarterly Shore Based Unannounced Alcohol Testing
- Checking of Baggage at Gangway
- Regular Accommodation Inspection
- Visually Sighting of Signs while Handing Over Watches,
if any signs apparent, then subsequent testing.
- Alcohol Tests After any Accident / Incident [However
this is the part of Investigation – NOT Monitoring
When all you conduct alcohol checks other
than random checking ??

After any Accident /

Incident.
Name the wreck removal certificate ??

Certificate of Insurance or Other

Financial Security in Respect of
Liability for Removal of Wrecks
[ Nairobi WRC 2007, Article 12 ]
 What is fatigue ???

Definition of Fatigue:
State of physical and/or mental impairment resulting from
factors such as inadequate sleep, extended wakefulness,
work/rest requirements out of sync with circadian
rhythms and physical, mental or emotional exertion that
can impair alertness and the ability to safely operate a
ship or perform safety-related duties.
 Is wreck included in MS Act ??
Yes, Included as Follows
As per MS ACT - DEFINITIONS - 58 No. Definition
“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 are attached to a floating object in order
that they may
be found again;
(d) goods which are thrown away or abandoned; and
(e) a vessel abandoned without hope or intention of recovery.

Also Part XIII – Wreck and Salvage Wreck ( Section 390 –

What are the certificates to be carried and
where can we find the requirements ??
FAL.2/Circ.133
MEPC.1/Circ.902
MSC.1/Circ.1646
LEG.2/Circ.4
Weblink - FAL.2-Circ.133.pdf
 What are statutory certificates ???
Any list of certificate is included in MS
Act
Definition 53- valid international load line certificate
??
34. Grant of certificate of registry
106. Certificate as to agreement with crew
119. Certificate of discharge.
120. Certificate as to work of seamen
176A. Ships to possess Maritime Labor Certificate and
Declaration of Maritime Labor Compliance.
220. No ship to carry passengers without a certificate
of survey
240. Ship not to sail without certificates A and B.
241. Contents of certificate A
242. Contents of certificate B
Safety Certificate are include in MS Act Part IX –
Safety
299. Safety certificates and qualified safety
certificates for passenger ships.
299A. Safety construction certificates and
construction certificates for cargo ships.
300. Cargo ship safety equipment and cargo ship
equipment certificates for ships other then passenger
ships.
301. Cargo ship safety radio certificate and qualified
Is Recycling convention ratified by India
and is it included in MS Act ??

Yes INDIA has Ratified Hongkong Recycling Convention.

It is NOT Included in the MS ACT as it Itself an ACT.

 Temporary pass and Provisional certificate
difference ??
What is the use of Temp. pass?
Provisional certificate is only up to Indian port or up to
port where registrar is present? Who issues what?
Temporary Pass is given to an Indian ship without being previously registered under special
circumstances to pass from One Port in India to Another Port in India – Issued by registrar
of First Port by Authorization of Central Government. [Shall have the same effect as
Certificate of Registry within the Limits Mentioned ]
Whereas a Provisional Certificate is Given to a Ship which is Becoming an Indian Ship
Abroad – Issued / Granted by the Indian Consular Officer at the Port where she is. It has an
Expiry of maximum 6 Months or Till the Ship Arrives an Indian Port where the Registrar is
Present, whichever occurs first.
Use of Temporary Pass: Suppose a Ship is at a Construction Stage at Mumbai and After the
Construction she needs to go to GOA for Painting as it Cheaper there or good quality or may
be some other Reason, She may be Issued with a Temporary Pass without being previously
Registered.
Provisional certificate is up to a Indian Port WHERE A RESGISTRAR IS PRESENT.

Temporary Pass is Issued By - Registrar of First Port by Authorization of Central

Government.
Provisional Certificate is Issued / Granted By - Indian Consular Officer at the Port where she
 Bottom Survey?? When and Why??
Source: Weblink- MS Notice 01 of 2016 // A 1104 29 (imo.org) // ESP Code (2.2) //
SOLAS I-10 (b)
As per Resolution A.1104(29)
SURVEY GUIDELINES UNDER THE HARMONIZED SYSTEM OF SURVEY AND
CERTIFICATION (HSSC), Para 4.6
Inspections of the outside of the ship's bottom of cargo ships:
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.
Below is given in ESP Code 2.2 ( Dry-Dock Survey ) same is referenced in HSSC 4.6
also in MSN 01 of 2016 Para 2.1.
Vessels covered under Enhanced Survey Program (ESP):
For ESP vessels of less than 15 years of age, alternate inspections of the vessels
bottom, not conducted in conjunction with its renewal survey, may be carried outby
an IWS with the vessel afloat. Based on a request from the vessel owner(s), the RO
concerned may carryout the IWS, in accordance with the 'International Code on the
Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers,
2011 (ESP Code), as amended', and the provisions/guidelines applicable as per the
rules of the respective RO.
For ESP vessels of 15 years of age and over, inspection of the outside of the vessel's
bottom during intermediate surveys and renewal surveys shall be carried out with
the vessel in dry-dock.
So Finally,
- There should be a minimum of two inspections of the outside of the ship's bottom
during the five-year period of the certificate. In all cases, the maximum interval
between bottom inspections should not exceed 36 months. ( Renewal Inspection in
DD, while Intermediate can be In Water Survey, IWS)
- For ESP Vessel less than 15 years of age – Same as above.
- For ESP Vessel of 15 of age years and more – Both in Dry Dock.
Detailed procedure of Drydocking, What is
critical instant and critical period ??
 RO Code? How many recognized by India?
Why are they recognized?
7 Solas reference and how many RO's authorised in India

I said Inspection purpose to do flag state Insp on behalf of

them and Which one significance to India? Is IRS superior
to others? Can they do same function as others with
respect to DG req? I could not answer sub question
correctly.
(list available on DGS website and MSL branch circular 1
of 2011).
IMO structure and sub committee ??
 Fog Signals ( Vessel at Anchor / Aground ) ??
Rule 35 - Sound signals in restricted visibility
(g) A vessel AT ANCHOR shall at intervals of not more than one minute ring the bell
rapidly for about 5 seconds.
In a vessel of 100 meters or more in length the bell shall be sounded in the
forepart of the
vessel and immediately after the ringing of the bell the gong shall be sounded
rapidly for about
5 seconds in the after part of the vessel.
A vessel at anchor may in addition sound three blasts in succession, namely one short,
one prolonged and one short blast, to give warning of her position and of the possibility of
collision to an approaching vessel.
(h) A vessel aground shall give the bell signal and if required the gong signal prescribed in
paragraph (g) of this Rule and shall, in addition, give three separate and distinct strokes
on the bell immediately before and after the rapid ringing of the bell.
A vessel aground may in addition sound an appropriate whistle signal.

..-
( U Morse – Meaning, you are running Into Danger )
 Lights of Trawler at Anchor ??
Rule 26 - Fishing Vessels
(a) A vessel engaged in fishing, whether underway or at anchor, shall exhibit only the
lights and shapes prescribed in this Rule
(b) A vessel when engaged in trawling, by which is meant the dragging through the water of
a dredge
net or other apparatus used as a fishing appliance, shall exhibit:
(i) two all-round lights in a vertical line, the upper being green and the lower white, or ashape
consisting of two cones with their apexes together in a vertical line one above the other;
(ii) a masthead light abaft of and higher than the all-round green light; a vessel of less than
50 meters in length shall not be obliged to exhibit such a light but may do so;
(iii) when making way through the water, in addition to the lights prescribed in thisparagraph,
sidelights and a stern light.
That means A TRAWLER at ANCHOR will show two all-round lights in a vertical line, the upper
being green and the lower white, a masthead light abaft of and higher than the all-round
green light; a vessel of less than 50 meters in length shall not be obliged to exhibit such a
light but may do so.
 Lights for WIG craft ??

COLREGS // Rule 31- Seaplanes

Where it is impracticable for a seaplane or a WIG craft

to exhibit lights and shapes of the characteristics or in
the positions prescribed in the Rules of this Part she
shall exhibit lights and shapes as closely similar in
characteristics and position as is possible.
South cardinal mark light signal?
Where is the safe passage if you sight
south cardinal mark.

NAMED SIDE OF THE MARK IS SAFER

Therefore it is Safe to Pass South Of a South

Cardinal Mark
 Crossing situation port to stbd ROC exist.
Action?
In this situation ROC Already Existing, my first action would be to attract
her attention as per Rule 34 d and watch for her Action.
I will keep in my mind my Obligation under Rule 8 f (iii) for Remaining full
Obliged to comply with these rules, which directs me to Rule 17.
First of all I have to maintain my Course and Speed as per 17 a (i)
As soon as it becomes apparent that other vessel not taking sufficient
action in compliance with these Rules, I will take action by Maneuver Alone
As per 17 a (ii) Also 17 (c) which say not to Alter to Port. I will Alter STBD.
If by Any cause I Find myself so close to the other vessel that the collision
cannot be avoided by the action of the give-way vessel alone I Am
authorized to take any action as will best Aid to Avoid collision – As per 17
(b) which direct me to Rule 2 – Responsibilities.
 TSS other vsl crossing port to stbd ??
I said I will alter if ROC exist. i said I will alter stbd to
keep clear and if req I will go in separation zone or
Inshore zone. He agreed
 Piracy and Armed Robbery??
Piracy is the act as defined in UNCLOS Article 101 when occurs in high seas.
Armed robbery on the other hand occurs within State’s territorial seas.
Article 101: Definition of piracy:
Piracy consists of any of the following acts:
(a) any illegal acts of violence or detention, or any act of depredation,
committed for private ends by the crew or the passengers of a private ship or a
private aircraft, and directed:
(i) on the high seas, against another ship or aircraft, or against persons or
property on board such ship or aircraft;
(ii) against a ship, aircraft, persons or property in a place outside the
jurisdiction of any State;
(b) any act of voluntary participation in the operation of a ship or of an aircraft
with knowledge of facts making it a pirate ship oraircraft;
(c) any act of inciting or of intentionally facilitating an act described in
subparagraph (a) or (b).
As per SUA 2005 Protocol, “Armed robbery against ships” means any of the
following acts:
- any illegal act of violence or detention, or any act of depredation, or threat
thereof,
- other than an act of “piracy”, committed for private ends and directed
against a ship, or against persons or property on board such ship, within a
State’s internal waters, archipelagic waters and territorial sea;
- any act of inciting or of intentionally facilitating an act described above.
 CLC and FUND diff?
Compensation. Area of application. Inland, territorial and
EEZ upto 200 miles
 M a s t e r g u i d a n c e c i rc u l a r f o r a v o i d i n g h e a v y w e a t h e r s ?

Source: MSC.1/Circ.1228 adopted on 11 January 2007

Revised Guidelines to the Master for Avoiding Dangerous Situations in Adverse Weather
Conditions
 What is broaching?
Broaching to
- Broaching occurs when a vessel is in a large following sea and the speed of the ship is
the same as the wave speed. The ship will begin to ‘surf’ and become directionally
unstable as there is no effective water running across the rudder.
- Broaching occurs when the ship’s bow buries itself deep into the trough and the stern is
swung round until the ship lies broadside to the waves.
- The ship once turned beam to the sea, begins to roll heavily, and if a following wave
breaks upon her in such a way as to reinforce her roll to leeward, she may be heeled
further over and capsize.
- Corrective action would be to reduce speed or to alter course and head seas.
 What is IGF Code??
Source: IGF Code
The purpose of this Code is to provide an international standard for ships using low-flashpoint
fuel, other than ships covered by the IGC Code.
The basic philosophy of this Code is to provide mandatory provisions for the arrangement,
installation, control and monitoring of machinery, equipment and systems using low-flashpoint
fuel to minimize the risk to the ship, its crew and the environment, having regard to the nature of
the fuels involved.
Throughout the development of this Code it was recognized that it must be based upon sound
naval architectural and engineering principles and the best understanding available of current
operational experience, field data and research and development. Due to the rapidly evolving new
fuels technology, the Organization will periodically review this Code, taking into account both
experience and technical developments.
This Code addresses all areas that need special consideration for the usage of the low-flashpoint
fuel. The basic philosophy of the IGF Code considers the goal based approach (MSC.1/Circ.1394).
Therefore, goals and functional requirements were specified for each section forming the basis for
the design, construction and operation.
The current version of this Code includes regulations to meet the functional requirements for
natural gas fuel. Regulations for other low-flashpoint fuels will be added to this Code as, and
when, they are developed by the Organization.
In the meantime, for other low-flashpoint fuels, compliance with the functional requirements of
this Code must be demonstrated through alternative design.
Content of IGF Code:
1 PREAMBLE 13 Ventilation
14 Electrical Installations
Part A 15 Control, Monitoring and Safety Systems

2 General Annex - Standard for the Use of Limit State

3 GOAL AND FUNCTIONAL REQUIREMENTS Methodologies in the Design of Fuel Containment
4 General Requirements Systems of Novel Configuration

Part A-1 - Specific Requirements for Ships Part B-1

Using Natural Gas as Fuel
16 Manufacture, Workmanship and Testing
5 Ship Design and Arrangement
6 Fuel Containment System Part C-1
7 Material and General Pipe Design
8 Bunkering 17 Drills and Emergency Exercises
9 Fuel Supply to Consumers 18 Operation
10 Power Generation Including Propulsion and Annex
Other Gas Consumers
11 Fire Safety Part D
12 Explosion Prevention 19 TRAINING
He was asking abt Automation and unmanned ships ??
MASS ??
Maritime Autonomous Surface Ship (MASS) is defined as a ship
which, to a varying degree, can operate independently of human interaction.
Divided in 4 categories:
1)Ship with automated processes and decision support: Seafarers are on
board to operate and control shipboard systems and functions. Some
operations may be automated.
2)Remotely controlled ship with seafarers on board: The ship is controlled and
operated from another location, but seafarers are on board.
3)Remotely controlled ship without seafarers on board: The ship is controlled
and operated from another location. There are no seafarers on board.
4)Fully autonomous ship: The operating system of the ship is able to make
decisions and determine actions by itself.
Certificate required as per Annex-1 ORB ??
International Oil Pollution Prevention Record of oil discharge monitoring and
Certificate control system for the last ballast voyage
MARPOL Annex I, Regulation 7
MARPOL Annex I, Regulation 31
Oil Record Book
Oil Discharge Monitoring and Control
MARPOL Annex I, Regulations 17 and 36 (ODMC) Operational Manual
Shipboard Oil Pollution Emergency Plan
MARPOL Annex I, Regulation 31;
MARPOL Annex I, Regulation 37;
Crude Oil Washing Operation and
Dedicated Clean Ballast Tank Operation
Equipment Manual (COW Manual)
Manual
MARPOL Annex I, Regulation 35
MARPOL Annex I, Regulation 18.8

Condition Assessment Scheme (CAS) STS operations plan and records of STS
Statement of Compliance, CAS Final Report operations
and Review Record MARPOL Annex I, Regulation 41
MARPOL Annex I, Regulations 20 and 21
Exemption Certificate for UNSP Barges
Subdivision and stability information
MARPOL Annex I, Regulations 3.7 and 9.2
MARPOL Annex I, Regulation 28
 Certificate required as per Annex IV
Detailed certificate names
International Sewage Pollution Prevention Certificate
An International Sewage Pollution Prevention Certificate shall be issued, after an initial or renewal survey in
accordance with the provisions of regulation 4 of Annex IV of MARPOL, to any ship which is required to comply
with the provisions of that Annex and is engaged in voyages to ports or offshore terminals under the jurisdiction of
other Parties to the Convention.

[MARPOL Annex IV, Regulation 5 ; MEPC/Circ.408 ]

Document of approval for the rate of sewage discharge

Untreated sewage from ships other than passenger ships in all areas and from passenger ships outside special areas
that has been stored in holding tanks shall be discharged at a moderate rate approved by the Administration based
upon the standards developed by the Organization.

[MARPOL Annex IV, Regulation 11.1.1; Resolution MEPC.157(55) ]

 Certificates required as per Annex 5 and
Amendment ??
Garbage management plan
Every ship of 100 gross tonnage and above, and every ship which is certified to carry 15 persons or more , and fixed or floating
platforms shall carry a garbage management plan which the crew shall follow. jurisdiction of other Parties to the Convention.

[ MARPOL Annex V, Regulation 10.2; Resolution MEPC.220(63) ]

Garbage Record Book

Every ship of 400 gross tonnage and above and every ship which is certified to carry 15 or more persons engaged in voyages to ports or offshore
terminals under the jurisdiction of other Parties to the Convention and every fixed and floating platform shall be provided with a Garbage Record
Book.

[MARPOL Annex V, Regulation 10.3 ]

Amendments to MARPOL Annex V

From 1 May 2024, Garbage Record Book mandatory also for ships of 100 gross tonnage and above and less than 400 gross tonnage. This extends
the requirement for mandatory garbage record books to smaller ships, which will be required to keep records of their garbage handling operations,
namely discharges to a reception facility ashore or to other ships, garbage incineration, permitted discharges of garbage into the sea, and accidental or
other exceptional discharged or loss of garbage into the sea.
Certificates as per MARPOL Annex VI ?? Amendments ??
SOx Emission Compliance Certificate and Exhaust Gas Cleaning (EGC) System Technical
Manual
MARPOL Annex VI, regulation 4; resolution MEPC.259(68)
Ship Energy Efficiency Management Plan (SEEMP)
MARPOL Annex VI, regulation 5.4.5, 5.4.6, 26, 27 and 28; MEPC.1/Circ.795/Rev.6; MEPC.1/Circ.876;
resolution MEPC.346(78)
International Air Pollution Prevention Certificate
MARPOL Annex VI, regulation 6
International Energy Efficiency Certificate
MARPOL Annex VI, regulation 6
Statement of Compliance – Fuel Oil Consumption Reporting and Operational Carbon
Intensity Rating
MARPOL Annex VI, regulations 6, 27 and 28
Ozone-depleting substances record book
Logbook or electronic record book – nitrogen oxides emission
MARPOL Annex VI, regulations 13.5.1 and 13.5.3
Fuel oil changeover procedure and logbook (record of fuel changeover)
MARPOL Annex VI, regulation 14.6
Manufacturer's operating manual for incinerators
MARPOL Annex VI, regulation 16.7
Bunker delivery note and representative sample
MARPOL Annex VI, regulations 18.6 and 18.8.1
EEDI Technical File
MARPOL Annex VI, regulation 22
EEXI Technical File
MARPOL Annex VI, regulation 23
 Low Flash point fuel ?? Dual fuel course ??
As per definition from IGF Code

Low-flashpoint fuel means gaseous or liquid fuel having a flashpoint lower than otherwise permitted under paragraph 2.1.1 of SOLAS
regulation II-2/4.

Viz. .

2.1.1 The following limitations shall apply to the use of oil as fuel except as otherwise permitted by this paragraph, no oil fuel with a
flashpoint of less than 60°C shall be used

Therefore, Low-flashpoint fuel means gaseous or liquid fuel having a flashpoint lower than 60°C.
=================================================

Dual fuel engines means engines that employ fuel covered by this Code (with pilot fuel) and oil fuel. Oil fuels may include distillate and
residual fuels.

Duel Fuel Course

As per Regulation A-V/3 and Section A-V/3-1 of the STCW . The aim of the course is to provide training to meet the minimum mandatory
requirements for training and certification for masters, officers, ratings and other personnel for service on ships using fuels covered
within the IGF Code,.
Basic training as per IGF code:
All personnel with safety duties with respect to use, care and emergency need to have basic COP, shall complete approved course and no
seagoing service required
Advanced training as per IGF code:
Master, engine officers and all personnel with immediate duties to use, care and emergency duties shall hold an approved Advanced COP,
he shall complete an advanced training course and 1 month seagoing service, which includes 3 bunkering operation which can be
When to send PAN FOR Indian port (per arrival notice)
and whom to send ??
 Difference Audit / Survey / Inspection ??
A marine safety investigation means an investigation or inquiry (however referred to by a State), into a
marine casualty or marine incident, conducted with the objective of preventing marine casualties and
marine incidents in the future.

Investigation :
The investigation includes the collection and analysis of evidence, the identification of causal factors
and the making of safety recommendations as necessary.

Audit :
Audit means a systematic, independent and documented process for obtaining audit evidence and
evaluating it objectively to determine the extent to which audit criteria are fulfilled.

INSPECTION:
Inspection is the process of carefully examining and evaluating something, including knowledge of crew
to ensure it meets certain standards, specifications, or requirements. Eg: PSC, FSI

SURVEY:
Survey is a way of collecting information by evaluating the answers to formulated questions. It is a
visual inspection to identify if machinery, equipment are working satisfactory and necessary document
are onboard. It is done to endorse certificates or approve supporting documents.
Difference b/w MS Act And MS Rule ??
 For Indian Vessel which One You Have Use, If As Per
Ms Act Then Why Not For CIC That Is For International
Law
Ship Security Certificate and related to
crew certificate ??
 Which Certificate are Not Issued by RO ??
- Certificate of Registry
- Minimum Safe Manning Document
- CLC Oil
- CLC Bunker (If the Flag State is not a party such as Indian Flag, the ship can have the
certificate obtained from another State who is a party. That State may choose a RO to issue
the certificate)
- CLC Wreck
- CSR
- LRIT conformance test report
- Document of compliance with special requirements for ships carrying DG.
 2 hrs before departure 2nd mate tells you that X band radar
not working, You tried to contact maker and service technician
available next day morning, what will be your action ??
I shall endeavor to carry out the repairs at present port itself. Otherwise:

SOLAS Chapter V // Regulation 16 - Maintenance of equipment

1 The Administration shall be satisfied that adequate arrangements are in place to ensure
that the performance of the equipment required by this chapter is maintained.

2 Except as provided in regulations I/7(b)(ii), I/8 and I/9, while all reasonable steps shall
be taken to maintain the equipment required by this chapter in efficient working order,

malfunctions of that equipment shall not be considered as making

the ship unseaworthy or as a reason for delaying the ship in ports
where repair facilities are not readily available, provided suitable
arrangements are made by the master to take the inoperative equipment or
unavailable information into account in planning and executing a safe voyage to a port
where repairs can take place.
 SOLAS chapter V reg 16 ??
SOLAS Chapter V // Regulation 16 - Maintenance of equipment
1 The Administration shall be satisfied that adequate arrangements are in place to
ensure that the performance of the equipment required by this chapter is
maintained.
2 Except as provided in regulations I/7(b)(ii), I/8 and I/9, while all reasonable steps
shall be taken to maintain the equipment required by this chapter in efficient

working order, malfunctions of that equipment shall not be

considered as making the ship unseaworthy or as a reason for
delaying the ship in ports where repair facilities are not
readily available, provided suitable arrangements are made by the
master to take the inoperative equipment or unavailable information into account
in planning and executing a safe voyage to a port where repairs can take place.
 SOLAS Chapter V Regulation 31 ????
SOLAS Chapter V // Regulation 31 - Danger messages
1. The master of every ship which meets with dangerous ice, a dangerous derelict, or any other
direct danger to navigation, or a tropical storm, or encounters sub-freezing air temperatures
associated with gale force winds causing severe ice accretion on superstructures, or winds of
force 10 or above on the Beaufort scale for which no storm warning has been received, is bound
to communicate the information by all means at his disposal to ships in the vicinity, and also to
the competent authorities. The form in which the information is sent is not obligatory. It may be
transmitted either in plain language (preferably English) or by means of the International Code of
Signals.
2. Each Contracting Government will take all steps necessary to ensure that when intelligence of
any of the dangers specified in paragraph 1 is received, it will be promptly brought to the
knowledge of those concerned and communicated to other interested Governments.
3. The transmission of messages respecting the dangers specified is free of cost to the ships
concerned.
4. All radio messages issued under paragraph 1 shall be preceded by the safety signal, using the
procedure as prescribed by the Radio Regulations as defined in regulation IV/2.
 MS Act Section 334 what does it says ?
Unseaworthy ship not to be sent to sea.―
(1) Every person who sends or attempts to send an Indian ship to sea from any port in India in
such an unseaworthy state that the life of any person is likely to be 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 unseaworthy state was under the circumstances,
reasonable and justifiable, be guilty of an offence under this sub-section.
(2) Every master of an Indian ship who knowingly lakes such ship to sea in such unseaworthy
state that the life of any person is likely to be thereby endangered shall, unless he proves that
her going to sea in such unseaworthy state was, under the circumstances, reasonable and
justifiable, be guilty of an offence under this sub-section.
(3) For the purpose of giving such proof, every person charged under this section may give
evidence in the same manner as any other witness.
(4) No prosecution under this section shall be instituted except by, or with the consent of, the
Central Government.
(5) A ship is “unseaworthy” within the meaning of this Act when the materials of which she is
made, her construction, qualifications of the master, the number, description and qualifications of
the crew including officers, the weight, description and stowage of the cargo and ballast, the
condition of her hull and equipment, boilers and machinery are not such as to render her in every
 MS Act Section 336 what does it says ?
Power to detain unsafe ship and procedure for detention.―
(1) Where an Indian ship in any port to which the Central Government may specially extend this
section is an unsafe ship, that is to say, is 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 any be provisionally detained for the purpose of being surveyed
and either finally detained or released as follows, namely:
(a) The Central Government, 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 the grounds of such detention shall be forthwith served on the master
of such ship.
(c) When the Central Government 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 and 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 Government thinks necessary for the protection of
human life.
(e) Where a ship has been provisionally detained and a person has been appointed under this
section to survey such ship, the owner or 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
or 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 the attendance of any person named in
such list, a person of nautical engineering or other special skill and experience. If the surveyor and
assessor agree that the ship should be detained or released, the Central Government shall cause
the ship to be detained or released accordingly, and the owner or master shall have no right of
appeal. If the surveyor and assessor differ in their report, the Central Government may act as if
the requisition had not been made, and the owner or 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 Government 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 Government 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 Government for the purpose (in this Act referred to as a
detaining officer) shall have the same power as the Central Government 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 Government any order made by him for
the 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.
 MS Act Section 358 what does it says ?
Shipping casualties and report thereof :
(1) For the purpose of investigations and inquiries under this Part, a shipping casualty shall be
deemed to occur when―
(a) on or near the coasts of India, any ship is lost, abandoned, stranded or materially damaged;
(b) on or near the coasts of India, any ship causes loss or material damage to any other ship;
(c) any loss of life ensues by reason of any casualty happening to or on board any ship on or near
the coasts of India;
(d) in any place, any such loss, abandonment, stranding, material damage or casualty as above
mentioned occurs to or on board any Indian ship, and any competent witness thereof is found in
India;
(e) any Indian ship is lost or is supposed to have been lost, and any evidence is obtainable in India
as to the circumstances under which she proceeded to sea or was last heard of.
(2) In the cases mentioned in clauses (a), (b) and (c) of sub-section (1), the master, pilot, harbor
master or other person in charge of the ship, or (where two ships are concerned) in charge of each
ship at the time of the shipping casualty, andin the cases mentioned in clause (d) of sub-section (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
 Latest Amendment to MS Act 1958
Merchant shipping (amendment) act no. 31 of 2014:
Insertion of new Part XIB - CONTROL OF HARMFUL ANTI-FOULING SYSTEMS ON SHIPS
Merchant shipping (Second amendment) act no. 32 of 2014:
--------------------------------------------------------------------------------------------------------------------------------------------
* Under the heading of Part VII i.e SEAMEN AND APPRENTICES the Following Sub-Heading to be
Substituted:
“Classification of seamen, seafarer, maritime labor standards and prescription of minimum manning
scale”
--------------------------------------------------------------------------------------------------------------------------------------------
* Insertion of new sections: 88A (Definitions) and
88B (Application of maritime labor standards to seafarers and ships).
--------------------------------------------------------------------------------------------------------------------------------------------
* Amendment of section 91: Assistance for apprenticeship to sea service
for the words "boys not under fifteen years of age", the words “young persons not under the age
of sixteen years” shall be substituted.
* Amendment of section 92: Special provisions as to apprenticeship to the sea service
Under Para (a) Sub Section 1. Substituted by: “The apprenticeship of any person to the sea service
shall be by contract in writing between the apprentice or if he is a young person, then, on his
behalf by his guardian, and the master or owner of the ship requiring the apprentice.";
Under Para (b) Sub Section 3.
(i) for the words "fifteen years", the words "sixteen years" shall be substituted;
(ii) for the words "a minor" the words "an young person" shall be substituted.
-----------------------------------------------------------------------------------------------------------------------------------------
---
* Section 95 [Business of seamen's employment offices]: Explanation, clause (b) omitted.
-----------------------------------------------------------------------------------------------------------------------------------------
---
* Section 99A [Prohibition of engagement of seafarer without seafarer’s identity document]:
Explanation Omitted.
-----------------------------------------------------------------------------------------------------------------------------------------
---
Section 101 [Form and contents of the agreement]: Certain Clauses Inserted.
-----------------------------------------------------------------------------------------------------------------------------------------
---
Section 109- Substituted with New Section – [Prohibition of engagement of underage persons in
certain cases]
--------------------------------------------------------------------------------------------------------------------------------------------
Section 110 [Engagement of young persons as trimmers or stokers] – Omitted
--------------------------------------------------------------------------------------------------------------------------------------------
Section 113 [Power to make rules respecting employment of young person’s] – Substituted with new
section.
--------------------------------------------------------------------------------------------------------------------------------------------
Section 132 [Decision of questions by shipping masters] – Under Sub Para 1 – Clause (a) Substituted
by new clause.
--------------------------------------------------------------------------------------------------------------------------------------------
Section 168 [Ships to have sufficient provisions and water] – After Sub-Section 6, Sub Sections 7 & 8
Added.
--------------------------------------------------------------------------------------------------------------------------------------------
Section 173 [Certain ships to carry medical officer] – Sub-Section 1 Substituted.
--------------------------------------------------------------------------------------------------------------------------------------------
Insertion of new section 176A: Ships to possess Maritime Labor Certificate and Declaration of Maritime
Labor Compliance.
Insertion of new section 218A. Power to make rules for purposes of Maritime Labor
Convention.
--------------------------------------------------------------------------------------------------------------------------------
------------
Section 436 [Penalties] – Under Sub Section 2, Serial No. 25, Word “Section 110” - Omitted
--------------------------------------------------------------------------------------------------------------------------------
------------

2016 Amendments:
Below omitted are in line with the changes to Indian Finance Act 2016
Section 261: Passenger Welfare Cess. – Omitted
Section 262 [Power to Make Rules as to Special Trade Passenger Ship] – Para (y) Repealed.
Section 356 (M): Oil Pollution Cess. – Omitted.
Section 356 (N): Refusal of Port Clearance – Omitted.
Section 356 (O) [Power to Make Rules]: Para (2), Sub-Para (4) – Repealed.
 IAF (some new certificate name he wants)
Answer could be International Anti-Fouling System
Certificate

International Anti-fouling System Certificate Ships of 400 GT and

above engaged in international voyages, excluding fixed or floating
platforms, FSUs and FPSOs, shall be issued after inspection and
survey an international Anti-fouling System Certificate together with
a Record of Anti-fouling Systems.
[AFS 2001, Regulation 2(1) of annex 4]

Declaration on Anti-fouling System Ships of 24 m or more in length,

but less than 400 GT engaged in international voyages, excluding
fixed or floating platforms, FSUs, and FPSOs, shall carry a declaration
signed by the owner or owner's authorized agents. Such a declaration
shall be accompanied by appropriate documentation (such as a paint
receipt or a contractor invoice) or contain appropriate endorsement.
 Intact stabiliy criteria for container
ships ??
1. The area under the righting lever curve (GZ curve) should not be less than 0.009/C m-radians up
to ϕ = 30° angle of heel, and not less than 0.016/C m-radians up to = 40° or the angle of flooding
ϕf (as defined in part A, 2.2) if this angle is less than 40°.
2. Additionally, the area under the righting lever curve (GZ curve) between the angles of heel of 30°
and 40° or between 30° and ϕf, if this angle is less than 40°, should not be less than 0.006/C m-
radians.
3. The righting lever GZ should be at least 0.033/C m at an angle of heel equal or greater than 30°.
4. The maximum righting lever GZ should be at least 0.042/C m.
5. The total area under the righting lever curve (GZ curve) up to the angle of flooding ϕf should not
be less than 0.029/C m-radians.
6. In the criteria the form factor C should be calculated using the formula below.
 Fair Weather and Foul Weather Season in Arabian
Sea ??

MS notice 08 of 2013
Fair weather Season:
In the Arabian Sea:1st September to 31st May
In Bay of Bengal:1st December to 30th April
Foul weather Season:
In the Arabian Sea:1st June to 31st August
In Bay of Bengal:1st May to 30th November
 New chapters of ISGOTT ???
Chapter 7 – Human factors
Chapter 8 – Alternative and Emerging Technologies
 Change over of master as per sec 37 ??
Explain MSN 16/2002 and DGS 02/2016 in detail ???

MS Act Section 37 and MS Notice 16 of 2002, DGS Order 02 of 2016:

MS Section 37: Endorsement on certificate of change of master:
Where the master of an Indian ship is changed, each of the following persons, that
is to say,―
(a) if the change is made in consequence of the removal of the master by a Marine
Board or by a court under this Act, the presiding officer of the Marine Board or of
the court, as the case may be;
(b) if the change occurs from any other cause,―
(i) In India, the registrar or any other officer authourised by the Central Government
in this behalf at the port where the change occurs; and
(ii) outside India, the Indian consular officer at the port where the change occurs;
shall endorse and sign on the certificate of registry a memorandum of the change,
and any customs collector at any port in India may refused to permit any person to
do any act there as master of an Indian ship unless his name is inserted in or
endorsed on her certificate of registry as her last appointed master.
MSN 16 of 2002 201307100427071562500M14.PDF (DGSHIPPING.GOV.IN)
Endorsement for change of command on Indian ships
As Per Section 37 under Part V of the Merchant Shipping Act 1958:
The said section directs that where the Master of an Indian ship is changed, the designated officer shall
endorse and sign on the certificate of registry a memorandum of the change.
In compliance of the above provision, on change of command, ships' Masters are expected to approach
office of the Registrar (Mercantile Marine Department) or any other authorized officer in India or any other
Consular officer abroad to have change of command endorsed on the Certificate of Registry of the vessel.
The endorsement process requires physical presence of the Master in front of the designated official. In view
of the fast turn around of ships, development of various ports in remote locations and absence of Registrar /
Consular officer at small ports, it is not feasible for the Master to effect the endorsement personally.
Being aware of the difficulties and keeping the provisions of the Act in mind, all concerned are advised that
henceforth there is no need for Master to be present in person to effect the changes. In lieu, shipowner /
ship manager / operator may submit an application in duplicate for recording change of Master, to the
Registrar, where the ship was registered along with the prescribed fee of Rs.250. The application may be
forwarded by post or in person along with enclosures in accordance with instructions given in the
application form. Specimen copy of the application format is enclosed for reference.
Upon receipt of the application form and the prescribed fee, the Registrar will record the change of Master
in the application at the prescribed place and return a copy of such endorsement to the applicant. Such
copy of endorsement should be forwarded to the vessel within one month from the date of change of
command and shall be attached to the Certificate of Registry as a proof of endorsement of change of
command.
DGS Order 02 of 2016 201602241124501566195DGS_ORDER2_2016_NT.PDF (DGSHIPPING.GOV.IN)

Simplified procedure for an endorsement of change of command as per section 37 of the

Merchant Shipping Act, 1958, as amended, for vessels operating on the Indian coast - reg.
Every Indian flag ship, on completion of its registration formalities. is required to be issued
with a certificate of registry by the Registrar of Indian Ships containing, inter-alia, the name
of the Master of the vessel as per section 34 of the amended.
Where the Master of an Indian ship is changed (other than by way of a removal of the
Master by a Marine Board/Court), as per section 37 ibid, the Registrar of Indian Ships/Indian
Consular Officer (depending on whether the said change occurs in an Indian port or outside
India, as the case may be) is required to endorse and sign on the certificate of such
registry a memorandum of the said change. In the absence of such an endorsement, the
Customs Commissioner at any port in India may refuse to permit the person to do any act
as a Master of the Indian ship.
The turn-around times of ships, as well as the port stays of ships have reduced
substantially, over time. Besides, the current employment practice involves employment of
crew for shorter durations, leading to frequent change of Masters. This results in an
increase in the frequency of the change of command endorsements, thereby imposing
further compliance responsibilities on Indian flag ship-owners.
To simplify the process and facilitate trade, the Director General of Shipping &Additional
Secretary to the Govt. of India, in exercise of the powers conferred on him under clause (1)
of section 456 of the Merchant Shipping Act, 1958 [as amended], by the Central
Government, in terms of the Notification issued by the Govt. of India vide S.O. No. 3144
dated 17.12.60, hereby directs that Indian flag vessels engaged on coastal trade shall be
exempt from the requirement of having the change of command of the Master of the Indian
ship endorsed on the certificate of registry of the vessel as required by section 37 supra,
subject to the compliance of the following conditions:
- The handing-over and taking-over responsibilities of the Master shall be recorded in the
official log book of the ship maintained as per the provisions of section 212 of the Merchant
Shipping Act, 1958.
- The memorandum of change of command shall contain the signature of the incoming-
master as well as the outgoing-master and the same shall be countersigned by the ship-
owner or his representative.
- The record of such entries and the memorandum of change shall be verified by the
Surveyors of the Mercantile Marine Department concerned during the flag state inspection
of the vessel.
- Prescribed fee for endorsement shall be deposited to the Registrar of Indian Ship foreach
endorsement by the ship-owner or his representative within 72 hrs of every such change.
 Latest DG circular for casualty ??

DGS Circular – 23 of 2024 DGSCircular of 23 of 2024

Sub.: Safety Measures to be followed by personnel on
entry into enclosed spaces following Recent Incidents at
Indian Ports–reg.
DGS Circular No. – 24 of 2024 DGSCircular24of2024.pdf
Subject: Strengthening Onboard Security and Safety
Protocols: Lessons from Recent Haldia Port Casualty
 Steering Gear Regulation as per
SOLAS ?? SOLAS REQUIREMENT ON STEERING GEAR SYSTEM - DIESELSHIP

MAIN STEERING GEAR AUXILIARY STEERING GEAR

The main steering gear is the primary system used to The auxiliary steering gear serves as a backup system
steer the ship under normal operating conditions. It designed to takeover in case of failure of the main
consists of machinery, rudder actuators, steering steering gear. It is not intended for regular use but
gear power units, and ancillary equipment that apply must be capable of steering the ship in emergencies.
torque to the rudder stock. Its purpose is to ensure
effective manoeuvrability of the vessel at maximum
service speed.
Main Steering Gear: Under SOLAS regulations, the The auxiliary steering gear must be able to move the
main steering gear must be capable of moving the rudder from 15°on one side to 15° on the other side
rudder from 35° on one side to 35° on the other side within a maximum time frame of 60 seconds with the
within a time frame of 28 seconds while the vessel is vessel moving at half its maximum ahead service
at its deepest seagoing draft and running at speed or at least 7 knots, whichever is greater.
maximum ahead service speed.
In modern ships, especially passenger vessels, main The auxiliary steering gear is only required when
steering gears are often designed with redundancy certain conditions are not met by the main system's
(multiple identical power units) so that if one unit redundancy. It provides an additional layer of safety
fails, others can still operate effectively without but may not always be present on all vessels if
requiring an auxiliary system. sufficient redundancy exists in the main system.
The power supply for main steering gears typically While also powered, auxiliary systems may have
includes multiple independent systems that can simpler control mechanisms and are primarily
automatically restart after a power failure. Controls activated during emergencies when needed. They do
are located both on the navigation bridge and in the not require as complex a setup as main systems since
steering gear compartment. they are not used under normal operational
conditions.
Regular maintenance is crucial for ensuring reliability Maintenance may be less frequent since it serves
 What is Anniversary date?

Anniversary date means the day and month of each

year which will correspond to the date of expiry of
the relevant certificate.
 SMC validity and DOC validity?
- Document of Compliance validity should not exceed five years.
[Subject to annual verification by the Administration within three months
before or after the anniversary date ]
- Interim Document of Compliance issued for a duration not exceeding 12
Months.
- Safety Management Certificate validity should not exceed five years.
[ Subject to at least one intermediate verification by the Administration or
an organization recognized by the Administration, should take place
between the second and third anniversary date of the Safety Management
Certificate]
- Interim Safety Management Certificate issued for a duration not exceeding
6 Months. Administration may extend the validity for a further period which
should not exceed 6 months from the date of expiry in special cases.
Difference between LPG and LNG ships ??
 Chapter 1 Preamble

PART A
Chapter 2 General
Chapter 3 Goal and Functional requirements
Chapter 4 General requirements
Contents of IGF
PART A-1 SPECIFIC REQUIREMENTS FOR SHIPS USING NATURAL GAS
AS FUEL
Chpater 5 Ship Design and Arrangement
Chapter 6 Fuel Containment System
Chapter 7 Material and General pipe Design
Code ??

Chapter 8 Bunkering
Chapter 9 Fuel Supply to Consumers
Chapter
10 Power Generation Including Propulsion and Other Gas Consumers
Chapter
11 Fire Safety
Chapter
12 Explosion Prevention
Chapter
13 Ventilation
Chapter
14 Electrical Installations
Chapter
15 Control, Monitoring and Safety Systems
Standard for Use of Limit State Methodologies in Design of Fuel Containment
Annex Systems of Novel Configuration

PART B-1
Chapter
16 Manufacture, Workmanship and Testing

PART C-1
Chapter
17 Drills and Emergency Exercises
Chapter
Contents of ISPS
code??

Both Parts have Same

Chapters
 Contents of IGC Code??
Chapter 1
General
Chapter 2
Ship Survival Capability and Location of Cargo Tanks
Chapter 3
Ship Arrangement
Chapter 4
Cargo Containment
Process Pressure Vessels and Liquid, Vapour and
Chapter 5 Pressure Piping Systems
Chapter 6 Materials Of Construction and Quality Control
Chapter 7 Cargo Pressure/Temperature Control
Chapter 8 Vent Systems for Cargo Containment
Chapter 9 Cargo Containment System Atmosphere Control
Chapter 10Electrical Installations
Chapter 11Fire Protection and Extinction
Chapter 12Artificial Ventilation in the Cargo Area
Chapter 13Instrumentation and Automation Systems
Chapter 14Personal Protection
Chapter 15Filing Limits of Cargo Tanks
Chapter 16Using Cargo as Fuel
Chapter 17Special Requirements
Chapter 18Operatinal Requirements
Chapter 19Summary of Minimum Requirements

Appendix IGC Product data Reporting Form

1
Appendix Model form of International Certificate of Fitness for the
2 Carriage of Liquified Gases in Bulk
Appendix Example of Addendum to the International Certificate of
3 Fitness for the Carriage of Liquified Gases in Bulk
Appendix
 CIC c
cont ode
ent ?
?
 What is Ship Trading Certificates ??
- Statutory certificates are required by the statute. Statute means law. So these are the certificates that
are required by the law.
- Mandatory certificates, as the name suggests are mandatory to carry on board.
- But doesn't that mean, all statutory certificates are mandatory ? Confusing right ?
- While it is important that we have both type of certificates on board, there is a principle difference
between statutory and mandatory certificates.
- If we sail a ship without a statutory certificate (the one required by law), we are breaking the law. And
like any other form of breaking law, it can be charged under criminal law.
- If we sail the ship without a mandatory certificate, we are not breaking the law.
- But as these certificates are mandatory, we may not be allowed to enter into the port limit of a country.
Or we may not be allowed to start the cargo operation.
- Statutory and mandatory certificates together are called trading certificates. That is the certificates
required for a ship to trade freely.
- Now when we talk about statute or law, which laws are applicable to a ship ?
- A ship need to follow the laws of the flag state whose flag it is flying. That is the laws of the country
where the ship is registered.
- An international convention is not a law. It becomes law only when a country adopts the convention by
ratification or accession. That is when a country incorporate the convention into its local law.
Let us take an example of certificate required as per SOLAS convention
- I am sailing on a ship whose flag has not ratified SOLAS convention.
- Is it statutory (required by law) to have the SOLAS certificates (safety equipment,
safety construction etc.) on board my ship ?
- No, these will not be statutory certificates. But these certificates would become
mandatory if the ship need to go to a country that has ratified SOLAS convention.
- In this case SOLAS certificates will be mandatory but not statutory.
- But with more that 99% of the world tonnage ratified the SOLAS convention, we can
safely say that certificates required as per SOLAS convention are statutory
certificates.
- I hope the difference in statutory and mandatory certificates is clear. Even if it is not
clear, we can take two points home.
- 1. Statutory certificates are required by law. The only law a ship need to follow is the
laws of the country where it is registered
- 2. Mandatory certificates are not required by law but are mandatory for international
trading.
 Is Certificate of Class statutory or
mandatory ??
Class is a statutory requirement as SOLAS Chapter II-1, Regulation 3-1, states „…
ships shall be designed, constructed and maintained in compliance with the
structural, mechanical and electrical requirements of a classification society which
is recognized by the Administration or with applicable national standards of the
Administration which provide an equivalent level of safety‟. Usually, no Flag State
develops national rules related to ship structure, machinery and electrical
requirements. This is done by the Classification Societies.
Once a ship is designed and constructed in compliance with Class Rules, she gets a
Certificate of Class whereby she complies with the above statutory requirement
under SOLAS. However, the certificate is issued, withdrawn or suspended
under the Rules of the Classification Society and not under any
national law or International convention. Hence, the certificate of class is
not statutory. However, it is a prerequisite for the issuance of the Statutory
Certificates. Also, certificate of class is important for international trading and
 IOPP certificate, Attachments and their contents (basically
Forms A and B)
International Oil Pollution Prevention Certificate

[MARPOL Annex I, Regulation 7]

An international Oil Pollution Prevention Certificate shall be issued, after survey

in accordance with regulation 6 of Annex I of MARPOL, to any oil tanker of 150
gross tonnage and above and any other ship of 400 gross tonnage and above
which is engaged in voyages to ports or offshore terminals under the jurisdiction
of other Parties to MARPOL. The certificate is supplemented with a Record of
Construction and Equipment for Ships other than Oil Tankers (Form A) or a Record
of Construction and Equipment for Oil Tankers (Form B), as appropriate.
Amendments to Solas (Atleast 7) ??
Is MLC and ISPS part of MS act. Relevant
sections/parts ??
Passenger ship safety cert and passenger ship space certificate
as per MS Act - Difference and reference protocols.
1971-Special-Trade-Passenger-Ships-Agreement-1.pdf

Annex - Rule 5 - Issue of Certificates

(1) A certificate called a Special Trade Passenger Ship Safety Certificate shall, in addition to the Passenger
Ship Safety Certificate and the Exemption Certificate prescribed in the Convention, be issued after
inspection and survey to a special trade passenger ship which complies with the applicable requirements
of these Rules. This Certificate shall be issued for a period of not more than twelve months. The form of
the Certificate shall be that of the model given in Appendix II to these Rules.

(2) A special Trade Passenger Ship Safety Certificate shall be issued by the Administration or by any
person or organization duly authorized by it. In every case the Administration shall assume full
responsibility for the certificate.

(3) A Government party to the Convention and to the present Agreement may, at the request of the
Administration which is a Government party to the Convention and to the present Agreement, cause a ship
to be surveyed and, if satisfied that the requirements of these Rules are complied with, shall issue
certificates to the ship in accordance with the present Agreement. Any certificate so issued must contain a
statement to the effect that it has been issued at the request of the Government of the country in which
the ship is or will be registered, and it shall have the same force and receive the same recognition as a
certificate issued under paragraph (2) of this Rule.
Protocol-Space-Requirements-for-Special-Trade-Passenger-Ships-2.pdf

Annex - Rule 5 - Issue of Certificates

(I) A certificate called a Special Trade Passenger Ship Space Certificate shall be issued
after inspection and survey of a special trade passenger ship which complies with the
applicable requirements of these Rules. The Certificate shall be issued for a period of not
more than twelve months. The form of the Certificate shall be that of the model given in
Appendix II to these Rules.

(2) A Special Trade Passenger Ship Space Certificate shall be issued by the
Administration or by any person or organization duly authorized by it. In every case, the
Administration shall assume full responsibility for the Certificate.

(3) A Government party to the present Protocol may, at the request of the Administration
which is a Government party to the present Protocol, cause a ship to be surveyed and, if
satisfied that the requirements of these Rules are complied with, shall issue a certificate
to the ship in accordance with these Rules. Any certificate so issued must contain a
statement to the effect that it has been issued at the request of the Government of the
country in which the ship is or will be registered, and it shall have the same force and
receive the same recognition as a certificate issued under paragraph ( 2) of this Rule.
How are MS rules connected to MS Act and
how are they made ??
M.S act is made after approval from president and both
houses of the parliament.
But M.S rule is made by the central government only from
power given in the respective part of the MS Act.
M.S rule is just about the clarification about the given part
of the act without any alteration of the act.

- Made by NSB in consultation with Central Govt and later

published in the official gazette
 Harmonized system of surveys & certification in detail incl
applies to which all conventions. Meaning of Anniversary date
of certificates ???
 Meaning of CIC by PSC ?? Last 3 campaigns ??
A Concentrated Inspection Campaign (CIC) is a focused initiative undertaken by port state control (PSC)
authorities to assess compliance with specific regulations or safety standards across a range of vessels over
a defined period. These campaigns aim to address particular issues that may pose risks to maritime safety,
security, or environmental protection. During a CIC, inspectors conduct thorough examinations of vessels to
ensure adherence to international conventions and regulations, often leading to increased inspections and
potential detentions for non-compliance.
Conducted between 1st September to 30th November
The last three Concentrated Inspection Campaigns are as follows:
CIC on Safety of Navigation (2021): This campaign focused on the safety of navigation, assessing the
proper functioning of navigational equipment, the presence of updated nautical charts, and compliance with
the International Regulations for Preventing Collisions at Sea (COLREGs).
CIC on Crew Familiarization and Safety Culture (2022): This campaign emphasized the importance of
crew familiarization with the ship's safety management system and emergency procedures. Inspectors
evaluated whether crew members were adequately trained and familiar with their roles in emergency
situations, as well as the overall safety culture onboard.
CIC on Fire Safety (2023): This ongoing campaign focuses on fire safety measures aboard vessels.
Inspectors are examining compliance with fire safety regulations, including the availability and condition of
firefighting equipment, crew training in fire response, and the effectiveness of fire prevention measures.
Crew Wages and Seafarer Employment Agreement (2024): The purpose of this campaign is to create
awareness within the shipping industry about the requirement on cre wages and SEA’s and to verify that
ship’s comply with these requirements
 FIC related to PSCO ??
The Paris MoU is trialing an alternative approach to the regular Concentrated
Inspection Campaigns (CICs) by conducting several short targeted inspection
campaigns referred to as Focused Inspection Campaigns (FICs).
After completion of the trials, the results, ease of implementation and
effectiveness will be assessed and, on this basis, further decisions will be
made on inspection campaigns and their format. Part of the trial also involves
assessing with whether or not to pre-announce the inspection campaign.
The first FIC was carried out on PTAs. This subject was chosen as several
incidents during pilot transfer, within the Paris MoU region and beyond,
occurred which warranted carrying out this campaign. Most of the time pilot
transfers are carried out safely, but the potential consequences of a person
falling from a ladder can be fatal and the high-risk embarkation and
disembarkation of the pilot by ladder requires constant management and
 Ship Risk Profi le??
Source: Weblink-
_PARIS MEMORANDUM OF UNDERSTANDING ON PORT STATE CONTROL (parismou.org)
The information system ‘THETIS (The Hybrid European Targeting and Inspection
System)’, hosted by the European Maritime Safety Agency, informs national PSC
authorities which ships are due for an inspection”.
An important element for the selection of ships is the ship risk profile (SRP).
Each ship in the information system will be attributed a ship risk profile, in
accordance with Annex 7 of the Paris MoU Memorandum.
SRP will determine the ship’s priority for inspection, being the interval between
its inspections and the type of the inspection.
Ships can be “high risk”, “standard risk” or “low risk”.
The profile is calculated using generic and historic parameters. Table 1 of annex
7 of the Memorandum shows the criteria for each parameter for the ship risk
profile.
The SRP is recalculated on a daily basis overnight, taking into account changes
in the parameters, such as the 36-month inspection history and company
performance.
Inspection results of other ships within the same ISM company may have an
immediate effect on a ship’s SRP.

Parameters for Ship Risk Profile:

1. Type of Ship
2. Age of Ship
3. Black, Grey and White list
4. IMO Audit
5. Recognized Organization
Performance
6. Company Performance
7. Deficiency Index
8. Detention Index
9. Company Performance Matrix
 NIR – New Inspection Regime??
The New Inspection Regime (NIR) assigns Ship Risk Profile (SRP) to every
individual ship available in the IOCIS database, based on recorded PSC
inspection data of key performance parameters (KPIs) for running 36 months.
The SRP assigned to the ship is High Risk Ship (HRS), Standard Risk Ship(SRS)
and Low Risk Ship (LRS) based on 'Ship Risk Profile Calculation Matrix', that
considers running 36 months PSC inspection data
 What is Modernization of GMDSS? Definition of sea areas ??
Satellite service providers ?? New One coming probably in next few
years ??

GMDSS MODERNIZATION (youtube.com)

Two United Nations-chartered organizations, the International Maritime
Organization (IMO) and the International Telecommunications Union (ITU),
are responsible for defining and regulating maritime telecommunications
systems.
The most current system adopted by these two organizations is the Global
Maritime Distress and Safety System (GMDSS)
Amendments to requirements of the GMDSS:
Voting the current developments in technologies and satellite service
providers, a comprehensive review of the requirements were completed.
Revisions to SOLAS chapter II-1, chapter III, chapter IV and chapter V,
certificate formats and records of equipment were adopted.
The Passenger Ship Safety Certificate
The Cargo Ship Safety Equipment Certificate
The Cargo Ship Safety Radio Certificate
The Nuclear Passenger Ship Safety Certificate and
The Nuclear Cargo Ship Safety Certificate
Including the associated records of equipment for
Passenger Ship Safety (Form P)
Cargo Ship Safety Equipment (Form E)
Cargo Ship Safety radio (Form R)
Cargo Ship Safety (Form C)
in the revised format will be issued to the vesselat the time of renewal of the
certificateon or after 1 January 2024.
Amendments to SOLAS Chapter IV – Radio Communications
The IMO vide Resolution MSC. 496 (105)adopted amendments to SOLAS Chapter
IV on Radio Communications, which will came into force from 1 January 2024.The
amendments aim to allow the use of Modern Communication Systems in the
GMDSS.
Following are the highlights regarding the amendments to SOLAS Chapter IV:
1. References to Inmarsat have been replaced throughout with the term:
“Recognized Mobile Satellite Service (RMSS)”
2. In addition to maritime mobile satellite services provided by INMARSAT the IMO
has recognized the maritime mobile satellite services provided by IRIDIUM
SATELLITE LLC.
Note: Iridium Satellite System is acceptable as part of GMDSS subject to
concerned Flag state recognizing Iridium Satellite System as a mobile satellite
service for use in the GMDSS.
3.The definition of "Sea Area A3" has changed:
Sea Area A3 now means: 'an area, excluding sea areas A1 and A2, within the
coverage of a recognized mobile satellite service (RMSS)supported by the ship
earth station (SES)carried on board, in which continuous alerting is available’
4.The coverage of sea area A3 became variable by the type of RMSS SES
installed on boardAn RMSS-SES with lesser coverage area installed on board
will determine the coverage of sea area A3 as the "Primary system" for a ship.
5.For a ship certified to operate in sea area A3,the Cargo Ship Safety Radio
Certificate is to indicate the recognized mobile satellite service in brackets
(INMARSAT / IRIDIUM).
6.Transmitting and receiving distress and safety communications using Narrow
Band Direct-Printing(NBDP) do not form part of the GMDSS requirement and
hence need not be fitted on board. (Note: NBDP means RADIO TELEX)
7. The requirement of SART/AIS-SART and two-way VHF radiotelephone
apparatus is now forming part of SOLAS Ch-IV Reg. 7.2 and 7.3 (previously
same was under SOLAS Ch-III Life Saving Appliances and arrangements).
8. For Sea Area A1 VHF-EPIRB can no longer be accepted in lieu of satellite
EPIRB.
9. The 406 MHz EPIRB shouldbe provided with a 121.5 MHz beacon primarily
for homing by aircraft.
10.The 406 MHz EPIRB should be provided with a GNSS receiver for position
fixes and an associated indication that GNSS signal reception is satisfactory or
unsatisfactory.
11. When the EPIRB is activated The GNSS position fix shall be updated at
intervals of no more than Five minutes.
12. The EPIRB be provided with anAutomatic Identification System (AIS)
locating signal in accordance with the Recommendation ITU-R M. 1371.
Consequential amendments to the1994 and 2000 High-Speed Craft (HSC)
Codes and to the non-mandatory Special Purpose Ships (SPS) Code and
Mobile Offshore Drilling Units (MODU)Code were adopted accordingly. The
amendments entered into force on 1 January 2024.
IMO currently recognizes the
- Global positioning system (GPS) – By United States of America
- Global navigation satellite system (GLONASS) – By Russia
- Bei-Dou navigation satellite system (BDS) – By China
- Galileo global navigation satellite system – By European Union
- Indian regional navigation satellite system (IRNSS) – By India
- Will consider the recognition of the Quasi-Zenith Satellite System (QZSS)
by Japan at MSC 104.
 Problems in High lat navigation??
-High latitude affects navigation systems and communication systems.
-Ice may be encountered which may make navigation difficult.
-Remoteness and possible lack of accurate and complete hydrographic data
and information.
-Proximity to the North Magnetic Pole has an effect on the charts that are
supplied and the navigation instruments that are used with them.
-Magnetic compass is no longer reliable as a direction measuring device.
-Satellite coverage will gradually decline and then become unusable.
-False echoes may be given by ice passing underneath the echo sounder.
-Reduced availability of navigational aids with increased potential for
groundings -Limited communications capability.
-Extended periods of darkness or daylight may affect navigation.
 TRS and avoiding action?
Why does the TRS recurve ??
IAMSAR Volume III Contents ??
What is Loren turn, which turn to prefer in RV and why
??
In restricted Visibility Williamson’s Turn is Preferred.
Makes Good Original Track Line / Risk of Running Over
the Casualty is less as it takes further away from the
scene of Incident. Can be performed by Vessel with
conventional Maneuvering characteristics.
Running Moor, standing moor and baltic moor ??
Who is the receiver of wreck in India and how to
contact them (official gazette attached after this
post)

Official gazette (sagarmala.gov.in)

Receiver of Wreck can be contacted by the Port ISPS
Contact Details
If no Info available or can be sought DG Comm Center
can be Informed. They will Convey the Information.
 Define wreck as per wreck removal convention ??

As per NAIROBI WRECK CONVENTION 2007

“WRECK”, following upon a maritime casualty, means:
(a) a sunken or stranded ship; or
(b) any part of a sunken or stranded ship, including any
object that is or has been on board such a ship; or
(c) any object that is lost at sea from a ship and that is
stranded, sunken or adrift at sea; or
(d) a ship that is about, or may reasonably be expected,
to sink or to strand, where effective
measures to assist the ship or any property in danger
are not already being taken.
 Range of sound signal.
As per COLREGS Annex III -Technical details of sound signal
appliances
Length of vessel in Audibility range in
meters NM
200 or more 2
75 but less than 200 1.5
20 but less than 75 1
Less than 20 0.5
 Quote part 8(f) of COLREGS?? Then he asked me vessel
crossing ur vessel in narrow channel action ??
Rule 8 (f)
(i) A vessel which, by any of these Rules, is required not to impede the passage or safe passage of another vessel shall, when
required by the circumstances of the case, take early action to allow sufficient sea-room for the safe passage of the other
vessel.
(ii) A vessel required not to impede the passage or safe passage of another vessel is not relieved of this obligation if
approaching the other vessel so as to involve risk of collision and shall, when taking action, have full regard to the action which
may be required by the Rules of this Part.
(iii) A vessel the passage of which is not to be impeded remains fully obliged to comply with the Rules of this Part when the two
vessels are approaching one another so as to involve risk of collision.

If a Vessel is crossing in Narrow Channel I will carry out below action:

- Take Visual and consecutive bearings.
- Determine If Risk of Collision Exists ?
- If it Exists then as per Rule 9 (d) other vessel shall not impede my passage.
- I will Sound Five Short and rapid Blasts to attract her attention as per Rule 34 (d) and watch for her Action.
- I will keep in my mind my Obligation under Rule 8 f (iii) for Remaining full Obliged to comply with these rules, which directs
me to Rule 17.
First of all I have to maintain my Course and Speed as per 17 a (i)
As soon as it becomes apparent that other vessel not taking sufficient action in compliance with these Rules, I
will take action by Maneuver Alone As per 17 a (ii) that is by reducing my speed.
If by Any cause I Find myself so close to the other vessel that the collision cannot be avoided by the action of the
give-way vessel alone I Am authorized to take any action as will best Aid to Avoid collision – As per 17 (b) which
joining, as soon as certificates part came he went into
name of certificates. He wanted exact name of
certificates. 2.Name of certificates under all all
conventions (AFS/wreck/etc). Certificates required for
Indian ship. List of certificates where to find for indian
ships ??
 Duties of Flag state under UNCLOS 94 ??
1. Exercise its jurisdiction and control in administrative, technical and social matters over
ships flying its flag.
2. Maintain a register of ships containing the names and particulars of ships flying its flag,
3. Assume jurisdiction under its internal law over each ship flying its flag and its master,
officers and crew in respect of administrative, technical and social matters concerning the
ship.
4. Take such measures for ships flying its flag as are necessary to ensure safety at sea with
regard to the construction, equipment and seaworthiness of ships, the manning of ships,
labor conditions and the training of crews, taking into account the applicable international
instruments, the use of signals, the maintenance of communications and the prevention of
collisions.
5. Such measures shall include those necessary to ensure that each ship, before registration
and thereafter at appropriate intervals, is surveyed by a qualified surveyor of ships, and
has on board such charts, nautical publications and navigational equipment and
instruments as are appropriate for the safe navigation of the ship, that each ship is in the
charge of a master and officers who possess appropriate qualifications, in particular in
seamanship, navigation, communications and marine engineering, and that the crew is
appropriate in qualification and numbers for the type, size, machinery and equipment of
the ship and that the master, officers and, to the extent appropriate, the crew are fully
conversant with and required to observe the applicable international regulations
concerning the safety of life at sea, the prevention of collisions, the prevention, reduction
and control of marine pollution, and the maintenance of communications by radio.
6. In taking the measures called for in paragraphs 3 and 4 each State is required to
conform to generally accepted international regulations, procedures and
practices and to take any steps which may be necessary to secure their
observance.
7. A State which has clear grounds to believe that proper jurisdiction and control
with respect to a ship have not been exercised may report the facts to the flag
State. Upon receiving such a report, the flag State shall investigate the matter
and, if appropriate, take any action necessary to remedy the situation.
8. Each State shall cause an inquiry to be held by or before a suitably qualified
person or persons into every marine casualty or incident of navigation on the
high seas involving a ship flying its flag and causing loss of life or serious injury
to nationals of another State or serious damage to ships or installations of
another State or to the marine environment. The flag State and the other State
shall cooperate in the conduct of any inquiry held by that other State into any
such marine casualty or incident of navigation.
 Certificates to be carried on MODU, WIG Craft,
Rigs ?
MODU
Mobile Offshore Drilling Unit Safety Certificate – as per 1979 MODU Code

WIG Craft
Wing-in-ground Craft Safety Certificate – as per MSC.1/Circ.1592
Permit to Operate WIG Craft - as per MSC.1/Circ.1592

Drilling Rigs
International Air Pollution Prevention Certificate – as per MARPOL Annex VI,
Regulation 6
SPS Code in detail
 Difference ??
Source: MS ACT 1958
Part IX – Section 334 - Unseaworthy ship not to be sent to sea.
A ship is “unseaworthy” within the meaning of this Act when the materials of which she is made, her
construction, 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.

Part IX – Section 336 - Power to detain unsafe ship and procedure for detention.
An unsafe ship, that is to say, is 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.

AS PER ABOVE, Unsafe Definition Doesn’t Talks About:

- Material of Construction.
- Qualification Of Master.
- The No. and Description of Crew and Officer’s.
- It Emphasizes more on SERIOUS DANGER TO HUMAN LIFE whereas, UNSEAWORTHY defines all aspects.
who has power to detain a unsafe ship as per sec 336.also who
has given him power for the same he wants specific
designation.
Ship Handling about a small bulky 20000 dwt berthing
1 nm away from jetty no wind and current ??
He wants to here as per DANTON ??
 Tanker??
How to do tank cleaning? How to to do gas
freeing ??
Gas meter use, flammability diagram,when will be the
explosive atmosphere etc)
Why bunker tanks not required IG ??
 SOLAS Chapter 11-2 Regulation 8
Regulation 8 - Master's discretion for ship safety and security

1. The master shall not be constrained by the Company, the charterer or any
other person from taking or executing any decision which, in the professional
judgement of the master, is necessary to maintain the safety and security
of the ship. This includes denial of access to persons (except those identified as
duly authorized by a Contracting Government) or their effects and refusal to
load cargo, including containers or other closed cargo transport units.
2. If, in the professional judgement of the master, a conflict between any safety
and security requirements applicable to the ship arises during its operations,
the master shall give effect to those requirements necessary to maintain the
safety of the ship. In such cases, the master may implement temporary security
measures and shall forthwith inform the Administration and, if appropriate, the
Contracting Government in whose port the ship is operating or intends to enter.
Any such temporary security measures under this regulation shall, to the
highest possible degree, be commensurate with the prevailing security level.
When such cases are identified, the Administration shall ensure that such
conflicts are resolved and that the possibility of recurrence is minimised.
 Range of light as per annex 2 ?
Source: COLREGS
Annex – II : Additional signals for fishing vessels fishing in
close proximity
1. General
The lights mentioned herein shall, if exhibited in
pursuance of Rule 26(d), be placed where they can best
be seen. They shall be at least 0.9 meter apart but at a
lower level than lights prescribed in Rule 26(b)(i)and (c)
(i). The lights shall be visible all round the horizon
at a distance of at least 1 mile but at a lesser
distance than the lights prescribed by these Rules
for fishing vessels.
 Maneuvering Light Range
COLREGS // Rule 34- Manoeuvring and warning signals
(a) In sight of one another, a PD Vessel underway, when manoeuvring -
- one short blast “altering starboard”;
- two short blasts “altering my course to port”;
- three short blasts “operating astern propulsion”.
(b) Above may supplemented by Light Signals (Flashes 1 sec / Gap 1 Sec) Light should be All round

white Light / Range – At least 5 Miles (Maneuvering Light)

(c) When in sight of one another in a narrow channel or fairway a vessel intending to overtake
indicate her intention by the following signals on her whistle:
- two prolonged blasts followed by one short blast to mean “I intend to overtake you on your
starboard side”;
- two prolonged blasts followed by two short blasts to mean “I intend to overtake you on your port
side”.
The vessel about to be overtaken shall indicate her agreement by the following signal on her whistle:
Vessel not to impede is impeding what to do ???
As per COLREGS Rule 8 f (iii)
A vessel the passage of which is not to be impeded remains fully obliged to
comply with the Rules of this Part when the two vessels are approaching one
another so as to involve risk of collision.
My first action would be to attract her attention as per Rule 34 d and watch
for her Action.
I will keep in my mind my Obligation under Rule 8 f (iii) for Remaining full
Obliged to comply with these rules, which directs me to Rule 17.
First of all I have to maintain my Course and Speed as per 17 a (i)
As soon as it becomes apparent that other vessel not taking sufficient action
in compliance with these Rules, I will take action by Maneuver Alone As per
17 a (ii)
If by Any cause I Find myself so close to the other vessel that the collision
cannot be avoided by the action of the give-way vessel alone I Am authorized
to take any action as will best Aid to Avoid collision – As per 17 (b) which
direct me to Rule 2 – Responsibilities.
Purge pipe construction Up-to bottom??
 NAVIC details. Distance of satellite from earth

Details in Next Slide

Distance is about 36000 KM from Earth
Surface.
 I R N S S ? ? ? Re s o l u t i o n ? ? ?

Source: RESOLUTION MSC.449(99) (adopted on 24 May 2018)

Performance Standards For Shipborne Indian Regional Navigation Satellite System (Irnss)
Receiver Equipment
> IRNSS is a regional navigation satellite system compatible with other navigation satellite
systems worldwide.
> IRNSS is an independent regional system developed and operated by India which comprises of
three major components:
-space segment,
-ground control segment and
-user terminals.
The space segment is a constellation of seven satellites:
-Four are geosynchronous earth orbit (GSO) satellites inclined at 29° to equatorial plane with
longitude crossing as 55°E and 111.75°E (two satellites in each slot) and
-Three are geostationary satellite orbit (GEO) satellites positioned at 32.5°E, 83°E, 129.5°E orbital
slots.
> This geometry ensures that a minimum of five satellites are visible to users within the service
area with a position dilution of precision (PDOP) ≤ 6.
> Each satellite transmits standard positioning service signals on "L5" and "S" bands with
carrier frequencies as 1176.45 MHz and 2492.028 MHz respectively.
> Standard positioning signals include ranging codes which could provide the open service. A
navigation data message is superimposed on these codes. IRNSS satellites are identified by
pseudo ranging noise (PRN) codes.
> The IRNSS Standard Positioning Service (SPS) provides positioning, navigation and timing
services, free of direct user charges. The IRNSS receiver equipment should be capable of
receiving and processing the standard service signal.
> IRNSS receiver equipment intended for navigation purposes on ships with a speed not
exceeding 70 knots, in addition to the general requirements specified in the General
requirements for shipborne radio equipment forming part of the global maritime distress and
safety system (GMDSS) and for electronic navigational aids (resolution A.694(17)),19 should
comply with the following minimum performance requirements.
> The standards cover the basic requirements of position fixing, determination of course over
ground (COG), speed over ground (SOG) and timing, either for navigation purposes or as
input to other functions. The standards do not cover other computational facilities which may
be in the equipment nor cover the requirements for other systems that may take input from
the IRNSS receiver.
>It should be noted that this is the regional navigation satellite system being recognized as a
future component of the World-Wide Radio Navigation System (WWRNS) and the service is
limited to the following coverage area.
> Coverage area: Area closed by 55°E Longitude, 50°N Latitude and 110°E Longitude, 5°S Latitude.
> IRNSS receiver equipment: The term "IRNSS receiver equipment" as used in the performance
standards includes all the components and units necessary for the system to properly perform its
intended functions. The IRNSS receiver equipment should include the following minimum facilities:
.1 antenna capable of receiving IRNSS signals;
.2 IRNSS receiver and processor;
.3 means of accessing the computed latitude/longitude position;
.4 data control and interface; and
.5 position display and, if required, other forms of output.

The antenna design should be suitable for fitting at a position on the ship which ensures a clear view
of the satellite constellation, taking into consideration any obstructions that might exist on the ship.
Performance standards for IRNSS receiver equipment:
1. be capable of receiving and processing the IRNSS positioning and velocity, and timing signals, and
should use the ionospheric model broadcast to the receiver by the constellation to generate
ionospheric corrections.
2. provide position information based upon WGS-84 coordinates and should be in accordance with
international standards
3. provide time referenced to universal time coordinated UTC
4. be provided with at least two outputs from which position information, UTC, COG, SOG and
alarms can be supplied to other equipment.
5. have static accuracy such that the position of the antenna is determined to be within 25 m
horizontally (95%) and 30 m vertically (95%)
6. have dynamic accuracy equivalent to the static accuracy specified above under the normal
sea states and motion experienced in ships.
7. have position information in latitude and longitude in degrees, minutes and thousandths of
minutes with a position resolution equal to or better than 0.001 min of latitude and longitude.
8. have timing accuracy such that time is determined within 100 ns of UTC.
9. be capable of selecting automatically the appropriate satellite-transmitted signals to
determine the ship's position and velocity, and time with the required accuracy and update
rate.
10. be capable of acquiring satellite signals with input signals having carrier levels in the
range of -137dBm to -127dBm. Once the satellite signals have been acquired, the equipment
should continue to operate satisfactorily with satellite signals having carrier levels down to -
140dBm.
11. be capable of operating satisfactorily under normal interference conditions consistent
with the requirements of resolution A.694(17)
12. be capable of acquiring position, velocity and time to the required accuracy within 3 min where there is
no valid almanac data.
13. be capable of acquiring position, velocity and time to the required accuracy within 2 min where there is
valid almanac data.
14. be capable of reacquiring position, velocity and time to the required accuracy within 1 min when there
has been a service interruption of 60 s or less.
15. generate and output to a display a new position solution at least once every 1 s for conventional craft
and at least once every 0.5 s for high-speed craft.
16. provide the COG, SOG and UTC outputs, with a validity mark aligned with that on the position output.
The accuracy requirements for COG and SOG should not be inferior to the relevant performance standards
for heading and speed and distance measuring equipment (SDME) and the accuracy should be obtained
under the various dynamic conditions that could be experienced on board ships.
17. provide at least one normally closed contact, which should indicate failure of the IRNSS receiver
equipment.
18. have a bidirectional interface to facilitate communication so that alarms can be transferred to external
systems and so that audible alarms from the IRNSS receiver can be acknowledged from external systems;
the interface should comply with the relevant international standards.
19. have the facilities to process differential IRNSS (D-IRNSS) data fed to it in accordance with the
standards of
ITU-R 26 and the appropriate RTCM standard and provide indication of the reception of D-IRNSS signals and
whether they are being applied to the ship's position. When an IRNSS receiver is equipped with a
differential receiver, performance standards for static and dynamic accuracies (paragraphs 3.5 and 3.6
above) should be 10 m (95%).
 ISC dimension ??
The dimensions of an international shore coupling are as follows:
Outside Diameter (OD): 178mm
Inside Diameter (ID): 64mm
Bolt Circle Diameter (PCD): 132mm
Slots in Flange: 4 holes, 19mm in diameter, spaced equidistantly on a bolt
circle of the above diameter, slotted to the flange periphery.
Flange Thickness: 14.5mm minimum
Bolts & Nuts: 4, each of 16mm diameter, 50mm in length
 SOLAS CH -5 REG 22 ??
REGULATION 22 - NAVIGATIONAL BRIDGE VISIBILITY
Ships of not less than 55 m in length, as defined in regulation 2.4, constructed on or after 1 July
1998, shall meet the following requirements:
- The view of the sea surface from the conning position shall not be obscured by more than
two ship lengths, or 500 m, whichever is the less, forward of the bow to 10° on either side
under all conditions of draught, trim and deck cargo.
- No blind sector, caused by cargo, cargo gear or other obstructions outside of the wheelhouse
forward of the beam which obstructs the view of the sea surface as seen from the conning
position, shall exceed 10°. The total arc of blind sectors shall not exceed 20°. The clear
sectors between blind sectors shall be at least 5°. However, in the view described in above,
each individual blind sector shall not exceed 5°.
- The horizontal field of vision from the conning position shall extend over an arc of not less
than 225°, that is from right ahead to not less than 22.5° abaft the beam on either side of the
ship.
- From each bridge wing the horizontal field of vision shall extend over an arc at least 225°,
that is from at least 45° on the opposite bow through right ahead and then from right ahead
to right astern through 180° on the same side of the ship.
- From the main steering position, the horizontal field of vision shall extend over an arc from
- The ship's side shall be visible from the bridge wing.
- The height of the lower edge of the navigation bridge front windows above the bridge
deck shall be kept as low as possible. In no case shall the lower edge present an
obstruction to the forward view as described in this regulation.
- The upper edge of the navigation bridge front windows shall allow a forward view of the
horizon, for a person with a height of eye of 1,800 mm above the bridge deck at the
conning position, when the ship is pitching in heavy seas. The Administration, if satisfied
that a 1,800 mm height of eye is unreasonable and impractical, may allow reduction of
the height of eye but not to less than 1,600 mm.
- Windows shall meet the following requirements:
(i) To help avoid reflections, the bridge front windows shall be inclined from the vertical
plane top out, at an angle of not less than 10° and not more than 25°.
(ii) Framing between navigation bridge windows shall be kept to a minimum and not be
installed immediately forward of any work station.
(iii) Polarized and tinted windows shall not be fitted.
(iv) clear view through at least two of the navigation bridge front windows and,
depending on the bridge configuration, an additional number of clear-view windows shall
be provided at all times, regardless of weather conditions.
 National appeal procedure ??
Section 3.13 of the Indian Ocean MOU states in part;
‘The owner or operator of a ship will have the right of appeal against a detention to higher
administrative Authority or to the court of competent jurisdiction, according to the law in each
country. However, an appeal shall not cause the detention to be suspended’.
If an owner or operator wishes to make an appeal about a detention decision, then in the first
instance they should use the official national procedures of the individual Indian Ocean MOU
member country (port State) that issued the detention notice. The Indian Ocean MOU web site
WWW.IOMOU.ORG provides a list of the member contacts that would advise on their countries
basic appeal procedures.
Owners or operators should initiate the appeal procedure within 30 days from the date of
detention, or within the timeframe required, or as advised, by the individual member country.
Form for Making National Appeal is given on IOMOU Website - NATIONAL_APPEAL_PROCEDURE.PDF
The appeal shall be made by:
- Owner (IMO Identification number)
- ISM Operator (IMO Company number)
- Master
- Other – Flag State may appeal
The appeal shall be made to: The Chief Surveyor with Govt. of India
Address: Directorate General of Shipping, Beta Building , 9th Floor, Kanjurmarg
(East),
Mumbai 400042 // Tel: +91 2225752008 // Fax: +91 2225752013 // Email :
[email protected]

Deadline for submission: From the Date of Detention 30 Days

Language: English or Other

Submitted By: Letter / Fax / Email
Other Relevant Information
===========================================================
==================
In the event an owner or operator declines to use the official procedures
of the port State, but still wishes to complain about a detention decision;
such a complaint with the relevant details should be sent to the vessels
flag State, or recognized organization (if authorized by the flag State to
act on their behalf). The flag State, or recognized organization may then
ask the port State to reconsider its decision to detain the ship.
In such cases, the port State should investigate the detention
decision, and inform the flag State or their recognized organization
of the outcome. If the port State agrees to reverse the decision, it
should inform the Indian Ocean MOU Secretariat, and arrange for a
correction to the PSC data held on the Indian Ocean Computerized
Information System (IOCIS).
 Detention Review Panel
1. If the flag State, or their recognized organization acting on behalf of the
flag State disagree with outcome of the port State ruling, either may request
for a review by the Indian Ocean MOU’s Detention Review Panel.
2. The flag State or their recognized organization should send their request, in
the English language by e-mail (or fax) to the Indian Ocean MOU Secretariat,
within 90 days from the date of detention using the form in Appendix 1*. The
request should include all the information relating to the ships detention.
3. The Secretariat will set up a ‘Detention Review Panel’ comprising three
Indian Ocean MOU member authorities, chosen as per Secretary’s choice but
excluding the port State. Also excluded from the Panel would be the vessels
flag State and the ISM issuing country, if they are members of the IOMOU. The
Secretariat will also inform the port State of the request for a review, and will
request at that time they submit all their relevant documentation relating to
the ships detention.
4. The Panel will only consider the procedural and technical aspects of the
port State control inspection based on the information provided by the flag
State, their recognized organization, and the port State.
5. The Secretariat will prepare a final summary of the Panel
member’s opinions, and inform the flag State, or their recognized
organization. All correspondence between the Panel and the port
State will remain as an internal matter.
6. If the views of the Panel support the flag State or their
recognized organization's complaint, the Secretariat will request the
port State to reconsider their detention decision.
7. The findings of the Panel are not binding, but may provide
justification for the port State to amend the inspection data entered
into IOCIS. If a port State, based on the Panel’s findings, agrees to
reverse the detention decision and amend the PSC inspection data,
the port State should immediately notify the Secretariat.
8. Owners, operators, or other interested parties cannot use any of
the Panels findings or recommendations as grounds for claiming
financial compensation. The Secretariat will inform the flag State, or
the recognized organization presenting the appeal of the resulting
action taken by the port State.