Obligations and liabilities under Hague-Visby rules - A) SHIPPER The Hague-Visby Rules have three provisions on the obligations and liability of the shipper scattered in different parts of the text. 1) Shipper needs to give correct information related to the cargo loaded . In article 3(5) it is provide that the shipper is deemed to have guaranteed to the carrier the accuracy at the time of shipment of the marks, number, quantity and weight furnished by him. 2) In article 4(3) it is provided that the shipper shall not be responsible for loss or damage sustained by the carrier or the ship arising or resulting from any cause without the act, fault or neglect of the shipper, his agents or his servants 3) article 4(6) provides that the shipper is liable for all damages and expenses directly and indirectly arising out of or resulting from the shipment of dangerous goods the shipment whereof the carrier has not consented with knowledge of their character. B) CARRIER The carrier has thr
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Principles of Marine insurance
1. Principle of Utmost Good Faith:- The marine insurance policy relies on the principle of utmost good faith, which clearly states that at the time of filling the marine insurance policy document, the applicant should disclose the correct information. Also, the applicant would not withhold any material information. If the applicant conceals or hides important information, the marine insurance company has all rights to reject the policy application. Fashion Stop is planning to buy a marine insurance policy. It means, the company should disclose all the material information about its current state. In case Fashion Stop hides material information, the marine insurance company has all rights to reject the policy application. Even if at the time of the claim, the insurer finds out that Fashion Stop hides material facts, it can reject its policy application form. 2. Principle of Insurable Interest:- According to this principle, it is necessary for the policyholder to
VIEW OF LATEST ECA REQUIREMENT, CHALLENGE FOR C/E FOR PURIFICATION, STORAGE AND TREATMENT OF FUEL OIL
Latest emission control requirement caps sulphur content below 0.1% in fuel oil in ECA areas. In ECA areas, distillate fuel oil below 0.1% sulphur is used, however new fuel types usually referred to as ultra low sulphur fuel oil (ULSFO), which are usually not traditional distillates, but blended products are also now being used. Diesel engine manufacturers claim that these fuels are well suited for 2-S as well as for 4-S engines. General characteristics of ULSFO fuels are:- They might have higher viscosity than distillate grades They might contain catfines They might have higher pour points There could be compatibility issues when blending with other fuels. All above factors pose serious challenge for ship staff in general and chief engineer in particular regarding its storage, purification and treatment. A) With traditional fuel oil purification system existing on ships Traditional fuel oil separators are typically equipped with gravity discs, the purpose o
SOLAS CHAPTER 12 FOR ADDITIONAL SAFETY OF BULK CARRIER
We have already discussed the reasons for losses of bulk carriers in mid nineties. You can search that it my earlier posts. Today we will discuss the measures taken in SOLAS chapter 12 which has laid down additional safety measures for bulk carriers. 1. Regulation 4:- Damage stability requirements applicable to bulk carriers a) Bulk carrier of 150 m length and upwards of single skin construction, designed to carry solid bulk cargoes of density 1000 kg/m3 and above, constructed on or after 1 july 1999, should be able to withstand flooding of any one cargo hold in all loading conditions when loaded to summer load line. b) Bulk carrier of 150 length and upward of double skin construction in which any part of longitudinal bulkhead is located B/5 or 11.5 m, whichever is less, inboard from ship's side designed to carry solid bulk cargoes of density 1000 g/m3 and above, constructed on or after 1 july 2006, should be able to withstand flooding of any cargo hold in all loading co
DIFFERENCE BETWEEN OFFICIAL LOG BOOK AND DECK ENGINE LOG BOOK.
OFFICIAL LOG BOOK:- 1) It is required by administration like M.S. act 1958 section 212 states that every Indian ship except a home trade ship of less than 200 GT, an official log book should be kept. 2) It is always in a prescribed form approved by administration. 3) Official log book is signed by master and some other member of crew as witness. 4) Master commits an offence if he does not abide by the rules laid down by administration regarding official log book. 5) It should be submitted to administration when ship changes its flag, or ship is lost or abandoned if practicable. 6) Entries in the official log book is as per section 214 of M.S. act in Indian context. DECK AND ENGINE LOG BOOK:- 1) It is required by office and charterer to see the parameters or any events related to movement of ship. 2) It is in prescribed form of company. 3) deck and engine log book is signed by the departmental heads of their respective department. 4) Master can not be convicted and penalize
Modern management principle of inventory control
Inventory control is one of the critical job which should be taken sincerely by the people working on board as well as by the people managing the vessels on ashore. Over period of time the inventory management has been streamlined quite a bit. Spare parts and stores lying idle on board ships are a matter of concern as they bloc the money which can be used elsewhere. Similarly if there are not enough spares available, in critical situations, it will lead to off hire of the vessels. Now a days most of the companies have started centralized computer based software to enter the inventories, which are also directly accessible to the office. The very best principle which can be used as inventory control on board can be A-B-C Analysis: Step 1: Categorize the inventory on board into three categories, A, B and C. ‘A’ being the most “valuable” items whereas ‘C’ being the least valuable ones. The aim of this method is to draw your attention on the critical few (A-items) as against t
IMO member state audit scheme (IMSAS)
IMSAS :- It is seen as a key tool for assessing member states' performance in meeting their obligations and responsibilities as flag, port and coastal states under the relevant IMO treaties and then offering the necessary assistance where required, for them to meet their obligation fully and effectively. The mandatory IMO instruments included in the scope of the scheme cover SOLAS,MARPOL,STCW,Load lines, Tonnage and COLREG. The resolution was adopted at 28th assembly. The task of IMP sub committee on implementation of IMO instruments include review the rights and obligations of States emanating from the IMO treaty instruments; assess, monitor and review the current level of implementation of IMO instruments by States in their capacity as flag, port and coastal States, with a view to identifying areas where States may have difficulties in fully implementing them; identify the reasons for the difficulties in implementing provisions of relevant IMO instruments, taki