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STATIC STABILITY:- 1) It is defined as the ability of a ship to regain its upright equilibrium position, after the removal of external factor which caused the vessel to heel at an angle. 2) It gives the stability information of a vessel under the condition that the outside water is static. 3) It is expressed in terms of metacentric height. i.e. GM ( for angle of heel up to 10 degree) and righting lever GZ ( for angle of heel above 10 degree) 4) It’s unit is meter 5) Static stability at two different angle of heel can be the same. DYNAMIC STABILITY:- 1) It is defined as the energy required heeling the ship from upright equilibrium till the angle of heel in question. 2) It gives the stability information of a vessel considering dynamic behavior of the sea. 3) It is expressed in terms of the area under righting moment curve. ( or GZ curve multiplied by displacement of the ship in tons) 4) It’s unit is ton-meter-radian 5) The dynamic stability at two different angle

A. MARITIME ADMINISTRATION:-  AUTHORITY :- According to UNCLOS, flag state is completely responsible for the administrative, technical and social matter of the ship, which also includes seaworthiness. Article 94 of UNCLOS states that every state has to bring all the international conventions, to which they are parties, into their national laws. In India MS act 1958 as amended, it is written that for all Indian flagged ship, India is responsible and dedicated to ensure the safety of the ship, the protection of life and property at sea and the marine environment. RESPONSIBILITY:- 1) To make ship construction rules 2) Various IMO conventions to include in national legislation 3) Monitoring the vessel during construction 4) Do initial survey of vessel before registration 5) Do periodic surveys to check ship standards 6) Do investigation involving ship accidents 7) Impose penalty to owners who are not maintaining ship seaworthy B. RECOGNIZED ORGANISATION:- AUTHORITY:-

The harmonization of survey and certification was adopted by the IMO on 11th November 1988. It entered into force on 3rd feb 2000. The HSSC seeks to standardize the period of validity and intervals between surveys for 9 main convention certificates. Further IAPP, ISPP AND ISSC were added. So, following are the certificates which come under HSSC. 1) PSSC 2) CARGO SHIP SSC 3) CARGO SHIP SEQ 4) CARGO SHIP RADIO 5) IOPP 6) IPPC 7) INTERNATIONAL CERTIFICATE FOR FITNESS FOR CARRIAGE OF LIQUID GASES IN BULK 8) INTERNATIONAL CERTIFICATE FOR CARRIAGE OF DANGEROUS CHEMICAL IN BULK 9) ILLC 10) IAPP 11) ISSC 12) ISPP OUTLINE:- The maximum validity of all certificates except PSSC is 5 yrs. PSSC will be renewed annually. Each full term of 5 years will follow directly from the previous one. A renewal survey can be carried out up to 3 months before expiry of existing certificates. The new certificates will still be dated from the expiry of previous one. Every certificate wil

Section 350 of part X of MS act 1958 as amended, states that “when a ship has sustained or caused any accident occasioning loss of life or any serious injury to any person or has received any material damage affecting her seaworthiness or her efficiency either in her hull or in her machinery, the owner or master shall within 24 hrs after the happening of the incident, transmit to the central government or the nearest principal officer a report of the accident or damage and of the probable cause there of stating the name of the ship, her official number, her port of registry and the place where she is.” So as per MS act 1958 as amended, master of the vessel should inform the government or P.O. regarding the accident as soon as possible. Master can approach the following the station and report about the accident and the present scenario:- 1) Coastal radio station 2) Port radio station 3) DG communication centre 4) Commander of any naval ship nearby 5) Indian coastguard 6

EFFECT OF REGISTRATION:- As per UNCLOS registration of ship in any state makes the ship national property of that state. As per article 91, it makes a genuine link between ship and state. State can effectively exercise its jurisdiction and control in administrative, technical and social matters over ships flying its flag. State takes measure for the ships flying its flag regarding to safety at sea and this includes the construction, equipment and seaworthiness of the ship. It also includes manning of the ship, labour condition and training of crew taking into account the applicable international instruments. States ensure that after registration, ship is surveyed by a qualified surveyor at regular intervals regarding all the applicable national and international rules. Each state causes an enquiry to be held by a suitably qualified person into every marine casualty or incident of navigation on the high seas involving a ship flying its flag and causing loss of life or any other incid

PRIMARY NOx REDUCTION MEASURE:-  These are measures aimed at reducing the amount of NOx formed during combustion by optimizing engine parameters with respect to emission. Some of the methods are listed below – 1) Water addition:- a) Direct water injection:- Greater heat capacity is utilized to reduce high peak temperatures as the water evaporates immediately upon injection. Rapid evaporation of injected water also helps to create a homogeneous fuel-air mixture. b) Emulsified fuel or fuel – water emulsion :- It is favoured by some manufacturer claiming clear reduction in NOx emission at low cost with no significant design changes. 2) Altered fuel injection:- a) Delayed fuel injection:- Retarded fuel injection timing retards the combustion process. Nitrogen oxide formation occurs later and with lower concentration. b) Common rail control :- It has proven to be a very effective way in combating NOx reduction techniques. c) NOx optimized fuel spray pattern:- Different fuel

Let us take a case of an Indian ship stranded near U.K. coast and its fore peak is severely damaged. And the ship has to proceed towards India, let us see what should be done to make the voyage safe and seaworthy. After stranding following actions to be taken:- 1) Reporting – Master should report the matter to following authorities a) D.G. com centre/ D.G. casualty investigation cell by e-mail or fax b) Report to U.K. coastguard/ DOT authority by e-mail or fax c) Classification society d) P&I local correspondent e) Owner 2) Refloat the vessel after grounding:- Master should sought maritime assistance service from the U.K. authorities. Arrangement of tug should be done. If the ship has got any pre contract from any salvage association, master should ask help from them. Master should follow contingency plan given in the SMS manual. Tank sounding should be taken and sounding of sea at various points to be measured. Any possible case for marine pollution to be kept

SUSPENSION OF CLASS:-  The class may be suspended following a decision made by the society and this includes— 1) When a ship is not operated in compliance with the rule required. Eg. a) In case of service or condition not covered by the service notation b) Trade outside navigational restrictions for which a class is assigned 2) When a ship proceeds to sea with a less freeboard than that assigned or when the freeboard marks are placed higher than assigned 3) When the owner fails to request a survey after having detected defects or damages affecting the class. 4) When repairs, alterations or conversions affecting the class are carried out without requesting the attendance of a surveyor or not to the satisfaction of surveyor In addition to above class is automatically suspended – 1) When any one or more survey has become overdue and has not been completed by end of the corresponding survey time windows. 2) When a recommendation or condition of class is not dealt with w

Since the ship was in major lay up and necessary repair have been done, to put it in active service, a reactivation survey has to be carried out to restore its ‘active class status’. The primary objective of a reactivation survey is to ensure that the vessel is fit as per requirements to proceed on intended voyage. Preparations and trials to be conducted:- 1) HULL AND OUTFIT:- Class surveyor can ask for dry dock survey. However depending on the date of last dry dock survey and period and condition of lay up, an underwater inspection may be permitted in lieu of dry dock. In addition to hull part following items to be kept ready for inspection – a) Anchor and chain cables, chain stopper and chain locker pumping arrangement b) Windlass, mooring winches and roller fairlead. c) Cargo and machinery space bilges and their pumping arrangements d) Random cargo tanks, ballast tanks, pump room and cargo piping e) All items under load line f) General examination and testing of sh

Vessels greater than 400 GT are required to have IAPP certificate after IMO introduced annex VI by means of protocol in 1997. So ships belonging to parties to MARPOL 73/78 have to be issued with IAPP certificate. Prior to issuance of certificate the flag state or RO will need to confirm compliance with the applicable regulations contained within the annex. The certificate continuity validity will require annual, intermediate and renewal surveys to be satisfactorily carried out.                   For renewal of IAPP certificate preparation will lie in the fact that vessel is complying with the regulations of annex VI. So, preparation regarding to different regulations under annex VI will be :- 1) REGULATION 12 – OZONE DEPLETING SUBSTANCES     This regulation does not apply to permanently sealed equipment where there is no refrigerant charging connection. Subject to this regulation any deliberate emission of ODS shall be prohibited.        Also, after 19 may 2005 any installation

We are often confused between an audit and a survey. Even sometimes an auditor and a surveyor mix each other when they come for the audit or survey respectively. I will try to differentiate an audit with a survey. AUDIT:-  1) Audit always forecasts on past activities and then detect the fault and propose the corrective action. 2) Audit always focuses on system operation, system procedure and documentation. 3) Audit always looks only on the system. 4) Audit is focused on software items. 5) Audit of entire system is not possible as it is done on sampling basis like surveillance audit 6) For example an auditor will check satisfactory repair of pump and will enquire, find and analyze as to when pump was last inspected, why deficiency not found before survey etc. SURVEY:- 1) Survey focuses on future activities so that equipment continues to function for next survey. 2) Survey focuses on physical status of machinery or equipment. 3) Survey looks on product. 4) Survey

CONDITION OF ASSIGNMENT:-    These are the conditions which must be met before free board is assigned to a ship and load line certificate is issued following a load line survey. Free boards are computed assuming ship to be a completely enclosed and watertight/ weather tight envelop. The convention then goes onto recognize the practical need for opening in the ship and prescribes means of protection and closure of such openings. These are called condition of assignment, since the assignment of computed free board is conditional upon the prescribed means of protection and closure of openings such as hatchways, doorways, ventilation, air pipes, scuppers etc. Following are the conditions which must be met before assigning the load line :- 1) Enough structural strength should be possessed. 2) Enough reserve buoyancy should be possessed 3) Safety and protection of crew. 4) Prevent entry of water into hull    Ships are to surveyed annually to ensure that they fulfill the condition of as

Element 12.1 of Ism code says that internal safety audits have to be carried out on board and ashore at intervals not exceeding 1 year. As we all know internal audit can be carried by the auditor belonging to the department other than the department being audited. So, as a chief engineer I can audit the deck department provided I should have undergone the training required to be an auditor.        For carrying out internal audit of deck department, first of all opening meeting with master and other deck officer should be carried out. In the meeting they should be briefed about the audit, so that Master and chief officer would be ready with their documents and personnel. Following is the way how I will carry out the audit:- A) MASTER :- Audit will be started from Master’s cabin. Master is the overall in charge of the vessel and implementation of ISM code lies on his shoulders. He should clearly understand the policies of the company and should be fully conversant with company’s saf

A port of refuge is a port or place that a vessel diverts to when her master considers it unsafe to continue the voyage due to a peril that threatens the common safety.     In November 2003 the IMO assembly adopted two resolutions addressing the issue of port of refuge for ship in distress. 1) Resolution A949(23 ) :- These guidelines on places of refuge for ship in need of assistance are intended for use, when a ship is in need of assistance but the safety of life is not involved. Where the safety of life is involved, the provision of SAR convention should be continued to be followed. The guidelines recognize that when a ship has suffered an incident, the best way of preventing damage or pollution from its progressive deterioration is to transfer its cargo and bunkers, and to repair the casualty. Such operation is best carried out at place of refuge. However to bring such ship at place of refuge may endanger the coastal state economically as well as environmentally. Therefore gra

CHARTERER :- It is a person or company who hires a vessel for a specified voyage or a specified period of time. There are three types of charters:- 1) Voyage charter 2) Time charter 3) Bareboat charter In all above cases influence of charterer on operation of propulsion and other shipboard Machineries during a voyage will be :- 1) VOYAGE CHARTER:- In a voyage charter laycan days are given to owner. Laycan days means a specified time period in which a vessel has to reach to the given port for loading and after loading it has to reach within a specified time period to discharge port. In case of any machinery breakdown takes place during voyage and because of that if vessel is not present at agreed port or place, the charterers are entitled to reject the vessel and cancel the charter. So. It is the duty of chief engineer to check the main engine rpm so that vessel should be present at the port or place as specified in charterparty and between laycan days. Master can take app

Critical equipments are equipments whose failure will lead to a potential hazardous situation or an accident, thereby causing injury to personnel or loss of life or damage to marine environment or property. This causes deviation or failure of the ISM objective 1.2.2 of ISM code. PROVISION IN ISM :- Element 10.3 of ISM code states----      The company should establish procedures in its safety management system to identify equipment and technical system, the sudden operational failure of which may result in hazardous situation. The SMS should provide for specific measures aimed at promoting the reliability of such equipment or systems. These measures should include the regular testing of standby arrangement or equipment or technical systems that are not in continuous use.      Hence SMS must have with respect to the critical equipment have procedures:- 1) To identify them 2) To ensure their test and functional reliability 3) To establish and use the alternative arrangements on

The maritime safety committee at its 74th session and 82nd session, approved guidelines on alternative design and arrangement for SOLAS CH-II-2 and SOLAS CH II-1 and III respectively.MSC issued guidelines, which serve to outline the methodology for engineering analysis required by above SOLAS chapters on alternative design and arrangements for which the approval of an alternative design deviating from the prescriptive requirement of SOLAS is sought.       Alternative design and arrangement means measures which deviate from the prescriptive requirement of SOLAS CH II-1, CH-II-2 or CH-III, but are suitable to satisfy the intent of that chapter. For this first of all engineering analysis is carried out. It shows that alternative design and arrangements provide the equivalent level of safety to the prescriptive requirements of SOLAS CH II-1, CH II-2 and CH-III. This approach should be based on sound science and engineering practice incorporating widely accepted methods, empirical data,

Drydocking is one of the most important activities that a vessel may come across. Hence a good planning and co-ordination will be vital towards successful completion of dry dock.       The dry docking is governed by various factors:- 1) Classification society requirement 2) Statutory requirement 3) Condition of vessel So for a successful drydock there should be a good co-ordination between master and chief engineer so that all the works are completed at time without any casualty. As a chief engineer following are the exchange of information which will be necessary with the master:- 1) Class, survey and statutory requirement 2) Scope of work in drydock categorizing especially time required, shore gang required, work that is to be done by engine room and dock staff. 3) ROB of bunkers and L.O. to be shared by master 4) Any requirement for pumping of black water, oil sludge to reception facilities and its arrangement. 5) Spare requirements as to what all spares have ar