Internal: Capt muduli

1) amendments of MLC ANSD

2) what is UNCLOS
The United Nations Convention on the Law of the Sea (UNCLOS), also called the Law of the Sea Convention or the Law of the Sea treaty, is the international agreement that resulted from the third United Nations Conference on the Law of
the Sea (UNCLOS III), which took place between 1973 and 1982. The Law of the Sea Convention defines the rights and responsibilities of nations with respect to their use of the world's oceans, establishing guidelines for businesses, the
environment, and the management of marine natural resources.

murder happen 13 miles , coastal state can arrest or not

COASTAL STATE HAS CRIMINAL JURIDICTION UPTO 12NM,
AS PER CIC FLAG STATE WILL BE LEAD STATE AND OTHER WILL BE SUBSTANCIALLY INTRESTED STATE.

3) recent Anglo ship case

The product tanker Marine Express and its twenty-two crew members, who have been attacked by pirates on February 1 while anchored off Benin, Gulf of Guinea, have reassumed control of their ship, the ship’s
manager Anglo-Eastern said.
United Nations Convention on Law of the Sea (UNCLOS) 1982. Article 101 of UNCLOS 1982 provides that:
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 or aircraft;
(c) any act of inciting or of intentionally facilitating an act described in subparagraph (a) or (b).
The IMO clarifies the position further with a separate definition for armed robbery against ships as follows:
1) 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 a ship, within a State’s internal
waters, archipelagic waters and territorial sea;
2) Any act of inciting or of intentionally facilitating an act described above.

Muduli: rapid fire round

What you would do in case u have loaded a damaged parcel onboard And loader refuses to take it back INFORM OWNERS PNI AND CHARTERERS

What rules with apply in case of murder onboard within 12 miles of a coastal state
COASTAL STATE WILL CARRY OUT TRIAL
JUS TO REFER SUA 1988/2005 PROTOCOL
1988 a conference in Rome adopted the Convention for the Suppression of Unlawful Acts against the Safety of Maritime Navigation.The main purpose of the Convention is to ensure that appropriate action is taken against persons committing
unlawful acts against ships. These include the seizure of ships by force; acts of violence against persons on board ships; and the placing of devices on board a ship which are likely to destroy or damage it.
2005 Protocol to the SUA Convention
Among the unlawful acts covered by the SUA Convention in Article 3 are the seizure of ships by force; acts of violence against persons on board ships; and the placing of devices on board a ship which are likely to destroy or damage it.

The 2005 Protocol to the SUA Convention adds a new Article 3bis which states that a person commits an offence within the meaning of the Convention if that person unlawfully and intentionally:

· when the purpose of the act, by its nature or context, is to intimidate a population, or to compel a Government or an international organization to do or to abstain from any act:
- uses against or on a ship or discharging from a ship any explosive, radioactive material or BCN (biological, chemical, nuclear) weapon in a manner that causes or is likely to cause death or serious injury or damage;
- discharges, from a ship, oil, liquefied natural gas, or other hazardous or noxious substance, in such quantity or concentration that causes or is likely to cause death or serious injury or damage;
- uses a ship in a manner that causes death or serious injury or damage;
· transports on board a ship any explosive or radioactive material, knowing that it is intended to be used to cause, or in a threat to cause, death or serious injury or damage for the purpose of intimidating a population, or compelling a Government
or an international organization to do or to abstain from doing any act;
· transports on board a ship any BCN weapon, knowing it to be a BCN weapon;
· any source material, special fissionable material, or equipment or material especially designed or prepared for the processing, use or production of special fissionable material, knowing that it is intended to be used in a nuclear explosive activity or
in any other nuclear activity not under safeguards pursuant to an IAEA comprehensive safeguards agreement; and
· transports on board a ship any equipment, materials or software or related technology that significantly contributes to the design, manufacture or delivery of a BCN weapon, with the intention that it will be used for such purpose.

B/L and information on its Names and addresses: The full names and addresses of both the shipper and receiver (consignee) should be legible and easy to locate on the docum ent. Purchase orders or special reference numbers: These
numbers may be important to your business or a necessary reference in order for freight to be released for pickup or accepted at delivery. Special instructions: Here is where you will note instructions for the carrier that are not extra service
requests like liftgate or delivery notification.Date: This is the pickup day, and it may be needed as a reference to track your freight or when you reconcile shipping invoices. Description of items: Shippers should note the number of shipping units,
the dimensions and weight, as well as information about the material and its makeup. Packaging type: Note whether you are using cartons, crates, pallets and/or drums when shipping. NMFC freight class: Freight classes can impact the cost of
your shipment. Freight shipments are broken down into 18 classes based on weight, dimensions, density, storage capability, ease of handling, value and liability.Department of Transportation hazardous material designation: Hazardous

shipments must be clearly cited and special rules and requirements apply when shipping.
BACK OF BL
 SEABOARD MARINE LTD.
Bill of Lading Terms and Conditions

1. DEFINITION.
a) “Bill of Lading” as used herein includes conventional bills of lading, as well as electronic, express and laser bills of lading, sea waybills and all like documents, howsoever generated, covering the Carriage of Goods hereunder, whether or not issued to the Merchant.
b) “Carriage” means the whole of the operations and services undertaken or performed by or on behalf of the Carrier with respect to the Goods.
c) “Carrier” means the Company named on the face side hereof and on whose behalf this Bill of Lading was issued, whether acting as carrier or bailee.
d) “Charges” means freight, deadfreight, demurrage and all expenses and money obligations incurred and payable by the Merchant.
e) “Container” means any container (closed or open top), van, trailer, flatbed, transportable tank, railroad car, vehicle, flat, flatrack, pallet, skid, platform, cradle, sling-load or any other article of transport.
f) “Goods” means the cargo received from the shipper and described on the face side hereof and any Container not supplied by or on behalf of the Carrier.
g) “Merchant” means the shipper, consignee, receiver, holder of this Bill of Lading, owner of the cargo or person entitled to the possession of the cargo and the servants and agents of any of these, all of whom shall be jointly and severally liable to the Carrier for the
payment of all Charges, and for the performance of the obligations of any of them under this Bill of Lading.
h) “On Board” or similar words endorsed on this Bill of Lading mean that in a Port to Port movement, the Goods have been loaded on board the Vessel or are in the custody of the actual ocean carrier; and in the event of Intermodal transportation, if the originating carrier is
an inland or coastal carrier, means that the Goods have been loaded on board rail cars or another mode of transport at the Place of Receipt or are in the custody of a Participating carrier and en route to the Port of Loading named on the reverse side.
i) “Participating carrier” means any other carrier by water, land or air, performing any part of the Carriage, including inland carriers, whether acting as sub-carrier, connecting carrier, substitute carrier or bailee.
j) “Person” means an individual, a partnership, a body corporate or any other entity of whatsoever nature.
k) “Vessel” means the ocean vessel named on the face side hereof, and any substitute vessel, feedership, barge, or other means of conveyance by water used in whole or in part by the Carrier to fulfill this contract.

2. CARRIER’S TARIFFS.
The Goods carried hereunder are subject to all terms and conditions of the Carrier’s applicable tariff(s), which are hereby incorporated herein. Copies of the relevant provisions of the applicable tariff(s) are obtainable from the Carrier upon request. In the event of any
conflict between the terms and conditions of such tariff(s) and the Terms and Conditions of this Bill of Lading, this Bill of Lading shall prevail.

3. WARRANTY/ACKNOWLEDGMENT.
The Merchant warrants that in agreeing to the Terms and Conditions hereof, it is, or is the agent and has the authority of, the owner or person entitled to the possession of the Goods or any person who has a present or future interest in the Goods. When the Merchant
instructs or as a matter of course permits the Carrier or its agents to prepare and release one or more original Bills of Lading to the consignee, the Merchant understands and agrees that such instruction or course of dealing, once provided or allowed, is irrevocable by the
Merchant regarding this shipment, and the Carrier is without any responsibility or liability upon delivery of the cargo pursuant to said instruction or course of dealing and any and all revocations by the Merchant to be completely null and void.

4. RESPONSIBILITY.
a) Except where the Carriage covered by this Bill of Lading is to or from a port or locality where there is in force a compulsorily applicable ordinance or statute similar in nature to the International Convention for the Unification of Certain Rules Relating to Bills of
Lading, dated at Brussels, August 25, 1924, the provisions of which cannot be departed from, this Bill of Lading shall have effect subject to the Carriage of Goods by Sea Act of the United States (COGSA), approved April 16, 1936, and nothing herein contained, unless
otherwise stated, shall be deemed a surrender by the Carrier of any of its rights, immunities, exemptions, limitations or exonerations or an increase of any of its responsibilities or liabilities under COGSA or, as the case may be, such ordinances or statutes. The provisions of
COGSA or such compulsorily applicable ordinances or statutes (except as otherwise specifically provided herein) shall govern before loading on and after discharge from the vessel and throughout the entire time the Goods or Containers or other packages are in the care,
custody and/or control of the Carrier, its agents, servants, Participating carriers or independent contractors (inclusive of all subcontractors), whether engaged by or acting for the Carrier or any other person, and during the entire time the Carrier is responsible for the Goods.
b) The Carrier shall not be liable in any capacity whatsoever for any delay, non-delivery, misdelivery, acts of thieves, hijacking, act of God, force majeure, quarantine, strikes or lockouts, riots or civil disobedience or any other loss or damage to or in connection with the
Goods or Containers or other packages occurring at any time contemplated under subdivision a) of this Clause.
c) The Carrier shall, irrespective of which law is applicable under subdivision a) of this Clause, be entitled to the benefit of the provisions of Sections 4281 to 4287 inclusive, and 4289 of the Revised Statutes of the United States and amendments thereto from time to time
made (46 U.S. Code, Sections 181 through 188), as if the same were expressly set forth herein, including but not limited to the Fire Statute, R.S. 4282 (46 U.S. Code, Section 182).
d) The rights, defenses, exemptions, limitations of and exonerations from liability and immunities of whatsoever nature provided for in this Bill of Lading shall apply in any action or proceeding against the Carrier, its agents and servants and/or any Participating carrier or
independent contractor.

5. THROUGH TRANSPORTATION.
When either the Place of Receipt or Place of Delivery set forth herein is an inland point or place other than the Port of Loading (Through Transportation basis), the Carrier will procure transportation to or from the sea terminal and such inland point(s) or place(s) and,
notwithstanding anything in this Bill of Lading, but always subject to Clause 4 hereof, the following shall apply:
a) If the loss or damage arose during a part of the carriage herein made subject to COGSA or other legislation, as set forth in Clause 4 a) hereof, said legislation shall apply.
b) If the loss or damage not falling within a) above, but which concerns compulsorily applicable laws and would have applied if the Merchant had made a separate and direct contract with the Carrier, a Participating carrier or independent contractor, as referred to in Clause
4 a), then the liability of the Carrier, Participating carrier and independent contractor, their agents and servants, shall be subject to the provisions of such law. If it should be determined that the Carrier bears any responsibility for loss or damage occurring during the care,
custody and/or control of any Participating carrier or independent contractor, and be subject to law compulsorily applicable to their bills of lading, receipts, tariffs and/or law, then the Carrier shall be entitled to all rights, defenses, immunities, exemptions, limitations of and
exonerations from liability of whatsoever nature accorded under such bill of lading, receipt, tariff and/or applicable law, provided however, that nothing contained herein shall be deemed a surrender by the Carrier of any of its rights, defenses and immunities or an increase
of any of its responsibilities or liabilities under this Bill of Lading, the Carrier’s applicable tariff or laws applicable or relating to such Carriage.

6. SUBCONTRACTING: BENEFICIARIES.
a) The Carrier shall be entitled to subcontract on any terms the whole or any part of the Carriage, loading, unloading, storing, warehousing, handling and any and all duties whatsoever undertaken by it in relation to the Goods or Containers.
b) It is understood and agreed that if it should be adjudged that any person or entity other than or in addition to the Carrier is under any responsibility with respect to the Goods, all exemptions, limitations of and exonerations from liability provided by law or by the Terms
and Conditions hereof shall be available to all Carrier’s agents, servants, employees, representatives, all Participating (including inland) carriers and all stevedores, terminal operators, warehousemen, crane operators, watchmen, carpenters, ship cleaners, surveyors and all
independent contractors whatsoever. In entering into this contract, the Carrier, to the extent of these provisions, does so not only on its own behalf but also as agent and trustee for the aforesaid persons.
c) The Carrier undertakes to procure such services as necessary and shall have the right at its sole discretion to select any mode of land, sea or air transport and to arrange participation by other carriers to accomplish the total or any part of the carriage from Port of Loading
to Port of Discharge or from Place of Receipt to Place of Delivery, or any combination thereof, except as may be otherwise provided herein.
d) No agent or servant of the Carrier or other person or class named in subdivision b) hereof shall have power to waive or vary any of the terms hereof unless such waiver or variation is in writing and is specifically authorized or ratified in writing by an officer or director
of the Carrier having actual authority to bind the Carrier to such waiver or variation.

7. MERCHANT’S RESPONSIBILITY: DESCRIPTION OF GOODS.

a) The description and particulars of the Goods set out on the face hereof and any description, particular or other representation appearing on the Goods or documents relating thereto are furnished by the Merchant, and the Merchant warrants to the Carrier that the
description, particulars and any representation made, including, but not limited to, weight, content, measure, quantity, quality, condition, marks, numbers and value are correct.
b) The Merchant warrants it has complied with all applicable laws, regulations and requirements of Customs, port and other authorities and shall bear and pay all duties, taxes, fines, imposts, expenses and losses incurred or suffered by reason thereof or by reason of any
illegal, incorrect or insufficient marking, numbering, addressing or any other particulars relative to the Goods.
c) The Merchant further warrants that the Goods are packed in a manner adequate to withstand the ordinary risks of Carriage having regard to their nature and in compliance with all laws, regulations and requirements which may be applicable.
d) No Goods which are or may become dangerous, inflammable or damaging or which are or may become liable to damage any property or person whatsoever shall be tendered to the Carrier for Carriage without the Carrier’s prior express consent in writing and without
the Container or other article of transport in which the Goods are to be transported and the Goods being distinctly marked on the outside so as to indicate the nature and character of any such articles and as to comply with all applicable laws, regulations and requirements. If
any such articles are delivered to the Carrier without such written consent and marking or if, in the opinion of the Carrier, the articles are or are liable to become of a dangerous, inflammable or damaging nature, the same may at any time be destroyed, disposed of,
abandoned or rendered harmless without compensation to the Merchant and without prejudice to the Carrier’s right to Charges.
e) The Merchant shall be liable for all loss or damage of any kind whatsoever, including but not limited to, contamination, soiling, detention and demurrage before, during and after the Carriage of property (including but not limited to Containers) of the Carrier or any
person (other than the Merchant) or vessel caused by the Merchant or any person acting on its behalf or for which the Merchant is otherwise responsible.
f) The Merchant shall defend, indemnify, and hold harmless the Carrier against any loss, damage, claim, liability or expense whatsoever arising from any breach of the provisions of this Clause 7 or from any cause in connection with the Goods for which the Carrier is not
responsible.

8. CONTAINERS.
Goods may be stuffed by the Carrier in or on Containers, and may be stuffed with other goods. Containers, whether stuffed by the Carrier or received fully stuffed, may be carried on or under deck without notice, and the Merchant expressly agrees that cargo stuffed in a
Container and carried on deck is considered for all legal purposes to be cargo stowed under deck. Goods stowed in Containers on deck shall be subject to the legislation referred to in Clause 4. hereof and will contribute in General Average and receive compensation in
General Average, as the case may be.
The Terms and Conditions of this Bill of Lading shall govern the responsibility of the Carrier with respect to the supply of a Container to the Merchant.

If a Container has been stuffed by or on behalf of the Merchant, the Carrier, any Participating carrier, all independent contractors and all persons rendering any service whatsoever hereunder shall not be liable for any loss or damage to the Goods, Containers or other
packages or to any other goods caused (1) by the manner in which the Container has been stuffed and its contents secured, (2) by the unsuitability of the Goods for carriage in Containers or for the type of Container requested by and furnished to the Merchant, or (3)
condition of the Container furnished, which the Merchant acknowledges has been inspected by it or on its behalf before stuffing and sealing.

The Merchant shall defend, indemnify and hold harmless the Carrier, Participating carriers, independent contractors, their agents and servants, against any loss, damage, claim, liability or expense whatsoever arising from one or more of the matters covered by a), b) and c)
above.

9. CONTAINERS WITH REEFER APPARATUS.

Containers with temperature or atmosphere control apparatus for refrigeration will not be furnished unless contracted for expressly in writing at time of booking and, when furnished, may entail increased Charges. In the absence of an express request, it shall be
conclusively presumed that the use of a dry container is appropriate for the Goods.
Merchant must provide Carrier with desired temperature range in writing at time of booking and insert same on the face side of the Bill of Lading, and where so provided, Carrier is to exercise due diligence to maintain the temperature within a range of plus or minus 5
degrees Fahrenheit of the temperature requested by the Merchant on the face hereof while the Containers are in its care, custody and/or control or that of any Participating carrier or independent contractor, their agents or servants. The Carrier does not accept any
responsibility for the functioning of temperature or atmosphere-controlled Containers not owned or leased by Carrier or for latent defects not discoverable by the exercise of due diligence.
Where the Container is stuffed or partially stuffed by or on behalf of the Merchant, the Merchant warrants that it has properly pre-cooled the Container, that the Goods have been properly stuffed and secured within the Container and that the temperature controls have been
properly set prior to delivery of the Container to the Carrier, its agents, servants, or any Participating carrier or independent contractor. The Merchant accepts responsibility for all damage or loss of whatsoever nature resulting from a breach of any of these warranties,
including but not limited to other cargo consolidated in the Container with the Merchant’s Goods or to any other cargo, property or person damaged or injured as a result thereof, and the Merchant agrees to defend, indemnify and hold the Carrier, Participating carriers and
independent contractors, their agents and servants, harmless from and against all claims, suits, proceedings and other consequences thereof regardless of their nature and merit.

10. OPTION OF INSPECTION.

The Carrier and any Participating carrier shall be entitled, but under no obligation, to open any Container at any time and to inspect the contents. If it thereupon appears that the contents or any part thereof cannot safely or properly be carried or carried further, either at all
or without incurring any additional expense, the Carrier and Participating carrier may abandon the transportation thereof and/or take any measures and/or incur any reasonable additional expenses to continue the Carriage or to store the Goods, which storage shall be
deemed to constitute due delivery under this Bill of Lading. The Merchant shall indemnify the Carrier against any reasonable additional Charges so incurred.

11. DECK CARGO.

Deck cargo (except that carried in Containers on deck) and live animals are received and carried solely at Merchant’s risk (including accident or mortality of animals), and the Carrier will not in any event be liable for any loss or damage for or from which he is exempt,
immune or exonerated by applicable law, or from any other cause whatsoever not due to the fault of the Carrier, any warranty of seaworthiness in the premises being hereby waived, and the burden of proving liability being in all respects upon the Merchant. Except as may
be otherwise provided, such shipments shall be deemed Goods and shall be subject to all Terms and Conditions of this Bill of Lading.

12. METHODS AND ROUTES OF TRANSPORTATION.

With respect to the Goods or Containers or other packages, the Carrier may at any time and without notice to the Merchant:
a) use any means of transport (water, land and/or air) or storage whatsoever;
b) forward, transship or retain on board or carry on another vessel or conveyance or by any other means of transport than that named on the reverse side hereof;
c) carry Goods on or under deck at its option;
d) proceed by any route in its sole and absolute discretion and whether the nearest, most direct, customary or advertised route or in or out of geographical rotation;
e) proceed to or stay at any place whatsoever once or more often and in any order or omit calling at any port, whether scheduled or not;
f) store, vanned or devanned, at any place whatsoever, ashore or afloat, in the open or covered;
g) proceed with or without pilots;
h) carry livestock, contraband, explosives, munitions, warlike stores, dangerous or hazardous Goods or Goods of any and all kinds;
i) drydock or stop at any unscheduled or unadvertised port for bunkers, repairs or for any purpose whatsoever;
j) discharge and require the Merchant to take delivery, vanned or devanned;
k) comply with any orders, directions or recommendations given by any government or authority or by any person or body acting or purporting to act with the authority of any government or authority or having under the terms of the insurance on the Vessel or other
conveyance employed by the Carrier, the right to give such orders, directions or recommendations.
l) take any other steps or precautions as may appear reasonable to the Carrier under the circumstances.
The liberties set out in subdivisions a) through l) may be invoked for any purpose whatsoever even if not connected with the Carriage covered by this Bill of Lading, and any action taken or omitted to be taken, and any delay arising therefrom, shall be deemed to be within
the contractual and contemplated Carriage and not be an unreasonable deviation.
In no circumstance whatsoever shall the Carrier be liable for direct, indirect or consequential loss, profit of any kind or damage caused by delay or any reason whatsoever.

13. MATTERS AFFECTING PERFORMANCE.

In any situation whatsoever and wheresoever occurring and whether existing or anticipated before commencement of, during or after the Carriage, which in the judgment of the Carrier is likely to give rise to any hindrance, risk, capture, seizure, detention, damage, delay,
difficulty or disadvantage or loss to the Carrier or any part of the Goods, or make it unsafe, imprudent, impracticable or unlawful for any reason to receive, keep, load, carry or discharge them or any part of them or commence or continue the Carriage at the Port of
Discharge or of the usual or intended place of discharge or Delivery, or to give rise to danger, delay or difficulty of whatsoever nature in proceeding by the usual or intended route, the Carrier and any Participating carrier, without notice to the Merchant, may decline to
receive, keep, load, carry or discharge the Goods, or may discharge the Goods and may require the Merchant to take delivery and, upon failure to do so, may warehouse them at the risk and expense of the Merchant and Goods or may forward or transship them as provided
in this Bill of Lading, or the Carrier may retain the Goods on board until the return of the Vessel to the Port of Loading or to the Port of Discharge or any other point or until such time as the Carrier deems advisable and thereafter discharge them at any place whatsoever.
In such event, as herein provided, such shall be at the risk and expense of the Merchant and Goods, and such action shall constitute complete delivery and performance under this contract, and the Carrier shall be free from any further responsibility. For any service
rendered as herein above provided or for any delay or expense to the Carrier, Participating carrier and/or Vessel caused as a result thereof, the Carrier shall, in addition to full Charges, be entitled to reasonable extra compensation, and shall have a lien on the Goods for
same. Notice of disposition of the Goods shall be sent to the Merchant named in this Bill of Lading within a reasonable time thereafter.
All actions taken by the Carrier hereunder shall be deemed to be within the contractual and contemplated carriage and not be an unreasonable deviation.

14. DELIVERY.
If delivery of the Goods or Containers or other packages or any part thereof is not taken by the Merchant when and where and at such time and place as the Carrier is entitled to have the Merchant take delivery, they shall be considered to have been delivered to the
Merchant, and thereafter always to be at the risk and expense of the Merchant and Goods.
If the Goods are stowed within a Container owned or leased by the Carrier, the Carrier shall be entitled to devan the contents of any such Container, whereupon the Goods shall be considered to have been delivered to the Merchant and the Carrier, may at its option, subject
to its lien and without notice, elect to have same remain where they are or sent to a warehouse or other place, always at the risk and expense of the Merchant and Goods.

15. CHARGES, INCLUDING FREIGHT.

The Charges payable hereunder have been calculated on the basis of particulars furnished by or on behalf of the Merchant. The Carrier shall, at any time, be entitled to inspect, reweigh, remeasure or revalue the contents and, if any of the particulars furnished by the
Merchant are found to be incorrect, the Charges shall be adjusted accordingly and the Merchant shall be responsible to pay the correct Charges and all expenses incurred by the Carrier in checking said particulars or any of them.
Charges shall be deemed earned on acceptance of the Goods or Containers or other packages for shipment by the Carrier and shall be paid by the Merchant in full, without any offset, counter claim or deduction, cargo and/or vessel or other conveyance lost, or not lost, and
shall be non-returnable in any event.
The Merchant shall remain responsible for all Charges, regardless whether the Bill of Lading states, in words or symbols, that it is “Prepaid,” “to be Prepaid” or “Collect,” including, but not limited to, costs, expenses and reasonable attorneys’ fees incurred by the Carrier in
pursuing Charges. Payment of Charges to a freight forwarder, broker or to anyone other than the Carrier shall not be deemed payment to the Carrier and shall be at the Merchant’s risk.
In arranging for any services with respect to the Goods, the Carrier shall be considered the exclusive agent of the Merchant for all purposes, and any payment of charges to other than the Carrier shall not, in any event, be considered payment to the Carrier.
The Merchant shall defend, indemnify and hold the Carrier, Participating carriers, independent contractors, their agents and servants, harmless from and against all liability, loss damage and expense which may be sustained or incurred relative to the above.

16. CARRIER’S LIEN.

The Carrier shall have a lien on the Goods and any documents relating thereto, inclusive of any Container owned or leased by the Merchant, as well as on any Charges of whatsoever nature due any other person, and any documents relating thereto, which lien shall survive
delivery, for all sums due under this contract or any other contract or undertaking to which the Merchant was partly or otherwise involved, including, but not limited to, General Average contributions, salvage, demurrage and the cost of recovering such sums, inclusive of
attorney fees. Such lien may be enforced by the Carrier by public or private sale at the expense of and without notice to the Merchant.
The Merchant agrees to defend, indemnify and hold the Carrier, Participating carriers, independent contractors, their agents and servants, harmless from and against all liability, loss, damage or expense which may be sustained or incurred by the Carrier relative to the
above and the Merchant agrees to submit to the jurisdiction of any court, tribunal or other body before whom the Carrier may be brought, whether said proceeding is of a civil or criminal nature.

17. RUST.
It is agreed that superficial rust, oxidation or any like condition due to moisture, is not a condition of damage but is inherent to the nature of the Goods. Acknowledgement of receipt of the Goods in apparent good order and condition is not a representation that such
conditions of rust, oxidation or the like did not exist on receipt.

18. BOTH-TO-BLAME COLLISION.

If the Vessel on which the Goods are carried (the carrying Vessel) comes into collision with any other vessel or object (the non-carrying vessel or object) as a result of the negligence of the non-carrying vessel or object or the owner of, charterer of, or person responsible
for the non-carrying vessel or object, the Merchant undertakes to defend, indemnify and hold harmless the Carrier against all claims by or liability to (and any expense arising therefrom) any vessel or person in respect of any loss of or damage to, or any claim whatsoever
of the Merchant paid or payable to the Merchant by the non-carrying vessel or object or the owner of, charterer of or person responsible for the non-carrying vessel or object and set off, recouped or recovered by such vessel, object or person against the Carrier, the carrying
vessel or her owners or charterers. This provision is to remain in effect in other jurisdictions, even if unenforceable in the courts of the United States.

19. GENERAL AVERAGE

a) If General Average is declared, it shall be adjusted according to the York/Antwerp Rules of 1994 and all subsequent amendments thereto from time to time made, at any place at the option of any person entitled to declare General Average, and the Amended Jason
Clause as approved by BIMCO is to be considered as incorporated herein, and the Merchant shall provide such security as may be required in this connection.
b) Notwithstanding a) above, the Merchant shall defend, indemnify and hold harmless the Carrier, Participating carriers, independent contractors, their agents and servants, in respect of any claim (and any expense arising therefrom) of a General Average nature which
may be made against the Carrier and/or any Participating carrier and shall provide such security as may be required in this connection.
c) Neither the Carrier nor any Participating carrier shall be under any obligation to take any steps whatsoever to post security for General Average or to collect security for General Average contributions due the Merchant.

20. LIMITATION OF LIABILITY.

Except as otherwise provided in this Clause or elsewhere in this Bill of Lading, in case of any loss or damage to or in connection with cargo exceeding in actual value the equivalent of $500 lawful money of the United States, per package, or in case of cargo not shipped in
packages, per shipping unit, the value of the cargo shall be deemed to be $500 per package or per shipping unit. The Carrier’s liability, if any, shall be determined on the basis of a value of $500 per package or per shipping unit or pro rata in case of partial loss or damage,
unless the nature of the cargo and valuation higher than $500 per package or per shipping unit shall have been declared by the Merchant before shipment and inserted in this Bill of Lading, and extra freight paid if required. In such case, if the actual value of the cargo per
package or per shipping unit shall exceed such declared value, the value shall nevertheless be deemed to be declared value and the Carrier’s liability, if any, shall not exceed the declared value.
The words “shipping unit” shall mean each physical unit or piece of cargo not shipped in a package, including articles or things of any description whatsoever, except cargo shipped in bulk, and irrespective of the weight or measurement unit employed in calculating
freight and related charges.
As to cargo shipped in bulk, the limitation applicable thereto shall be the limitation provided in Section 1304(5) of COGSA, or such other legislation, convention or law as may be applicable, and in no event shall anything herein be construed as a waiver of limitation as to
cargo shipped in bulk.
Where a Container is not stuffed by or on behalf of the Carrier or the parties characterize the Container as a package or a lump sum freight is assessed, in any of these events, each Container and its contents shall be deemed a single package and Carrier’s liability limited to
$500 with respect to each such package, except as otherwise provided in this Clause or elsewhere in this Bill of Lading.
In the event this provision should be held invalid during that period in which compulsory legislation shall apply of its own force and effect, such as during the tackle-to-tackle period, it shall nevertheless apply during all non-compulsory periods such as, but not limited to,
all periods prior to loading and subsequent to discharge from the Vessel for which the Carrier remains responsible.
Where compulsorily applicable legislation provides a limitation less than $500 per package or shipping unit, such lesser limitation shall apply and nothing herein contained shall be construed as a waiver of a limitation less than $500.
Further, where a lesser monetary limitation is applicable, such as during handling by a Participating carrier or independent contractor and damage occurs during its or their period of care, custody, control and/or responsibility, the Carrier shall be entitled to avail itself of
such lesser limitation.

21. NOTICE OF CLAIM: TIME FOR SUIT.

As to any loss or damage presumed to have occurred during the Carrier’s period of responsibility, the Carrier must be notified in writing of any such loss or damage or claim before or at the time of discharge/removal of the Goods by the Merchant or, if the loss or damage
is not then apparent, within 3 consecutive days after discharge/delivery or the date when the Goods should have been discharged/delivered. If not so notified, discharge, removal or delivery, depending upon the law applicable, shall be prima facie evidence of
discharge/delivery in good order by the Carrier of such Goods.
In any event, the Carrier shall be discharged from all liability of whatsoever nature unless suit is brought within 1 year after delivery of the Goods or the date when the Goods should have been delivered, provided however, that if any claim should arise during a part of the
transport which is subject by applicable law and/or tariff and/or contract to a shorter period for notice of claim or commencement of suit, any liability whatsoever of the Carrier shall cease unless proper claim is made in writing and suit is brought within such shorter
period.
Suit shall not be deemed “brought” unless jurisdiction is obtained over the Carrier by service of process or by an agreement to appear. In the event this provision is held invalid during that period in which compulsory legislation shall apply of its own force and effect, such
as during the tackle-to-tackle period, it shall nevertheless apply during all non- compulsory periods during which the Carrier remains responsible.

22. LAW AND JURISDICTION

Governing Law shall be in accordance with Clause 4. hereof.
Jurisdiction: All disputes in any way relating to this Bill of Lading shall be determined by the United States District Court for the Southern District of Florida, in Miami, Florida to the exclusion of the jurisdiction of any other courts in the United States or the courts of any
other country, PROVIDED ALWAYS that the Carrier may in its absolute and sole discretion invoke or voluntarily submit to the jurisdiction of any other court which, but for the terms of this Bill of Lading, could properly assume jurisdiction to hear and determine such
disputes, but such shall not constitute a waiver of the terms of this provision in any other instance.

UNCLOS related to safety of vessel and some more question which i didnt remember but tricky ones Which i coudnt answer

then told me To wait outside Capt jha made me very comfortable while he was taking my orals Finally mudli called me inside and asked how think u have done in your orals I told him cudnt answer some of he questions asked by
you He replied your practical knowledge seems to be good and other parts is fine But your understanding of ship business and law related to cargo is poor U have to appear again

Critical spare for emergency fire pump found missing. Action as a master ???? Muduli’s favourite question
TELL DEPT TO SEARCH AGAIN,RAISE A EMERGENCY REQ,FOLLOW UP BY CALLING SUPT,ADVISE HIM TO SUPPLY BEFORE DEP OR ARR PORT,INFORM AGENT TO SEE LOCAL PURCHASE,FOR FUTURE WHEN EVER ANY
MAINTAINCE IS DOEN ON CRITICAL EQ AND SUCH SPARES ARE CONSUMED,RAISE REQ FOLLOW UP BY CALL TO TECH SUPT.

1.PSC detained your vsl, how will you apeal...?? Not satisfied with my answer. Said half true.
COURT OF SURVEY/APPEALING

2. New chemical cargo, not in COf, shipper wants to load, what u will do...?? Answered, will request shipper for more details of cargo n msds, will check with IBC Ch-17, wether vsl can load or not, then vsl will request to company to amend the COf
through class. Lots of discussion on this.

When new chemical products or product mixtures are offered for bulk shipment, they are normally subject to a so-called tripartite agreement. The purpose of a tripartite agreement is to enable a new product to be
shipped relatively quickly in an interim period before the IMO performs the final assessment.

The agreement is valid only for the signatory countries and for a maximum of three years. This implies that the cargo can only be shipped on vessels flying the flag of a signatory country and between ports of the
countries which are part of the agreement.

The IMO will perform a final assessment of the products based on their physical and toxicological properties as submitted by the producing country. The product will then be valid for all countries without any expiry
date, and included in the standard Certificate of Fitness (CoF) product list. The carriage requirements may change from the tripartite agreement.

While finally-assessed products which a ship is certified to carry are included in the standard CoF product lists, a single product addendum is added to the CoF covering that specific tripartite product only. The new
tripartite list will include all current tripartite products at the time of issuance for which the ship may be certified and the flag of the ship is a signatory state.

In particular, for vessels that frequently request tripartite addenda, typically parcel chemical tankers, the new product list will be a better alternative than applying for an addendum each time a tripartite product is to
be carried.

On the new list, the signatory states and the tripartite expiry dates will be shown for each product, in addition to the standard information such as in which tanks the product may be carried, footnotes and the
MARPOL pollution category.

The new tripartite lists, as the existing addenda, will only be issued on request. The fee for the tripartite list will not exceed the price of two or more addenda. The benefit will be a higher probability that the next
tripartite product to be shipped is already covered by the CoF, reducing administrative burden and certification cost.

Recommendations
At the next opportunity, the operator should strongly consider applying for a tripartite list instead of an addendum, thus getting the vessel certified for all products currently available.

3. Rcvd distress alert on dsc, what action on it. GMDSS PROCEDURE

4. Bunker spill at port during bunkering. Who will pay..?? CLC BUNKER

1) 5 situation of Masters over-riding authority as per ISM ANSD

2) L/B servicing due in 5 days and next port after 4 days. All of sudden charterer changed voyage and now next port is after 15 days ( tried all possible ans like dispensation, POR, but all wrong as per him)
ASK IF ITS WITHIN EXTENSION PERIOD IF SO ASK DISPENSATION, IF ITS WITHIN THE NORMAL EXPIRY VESSEL GETS 3 MONTHS TO COMPLETE ITS VOY OR NEXT PORT WHICH EVER IS EARLIER.

3) Definition of Condition of Class ( explained him what is condition of class with example but he wanted definition only) ANSD

4) You are in Port of paradip and TRS is forming in Bay of bengal action ( told him all the possible action with 1-2-3 rule but not satisfied)INFORM PORT CONTROL,OWNERS,CHARTERS,PNI, LEAVE PORT ASAP AND MOVE AWAY FROM
TRS(READ-PREPARE FOR HEAVY WEATHER.

5) Grain loading all calculation, criteria, precaution(explained him all as from bulk carrier ) then came the googly

HAZARD
ANGLE OF REPOSE
IF ANY MORE THAN TWO HOLDS ARE SLACK AND GRAIN STABILITY IS NOT COMPLIED WITH
FUMIGATION REQ CAN CAUSE FIRE
MONITOR FUEL OIL TANK TEMP,CAN CAUSE DAMAGE
DUST
ANY VOID SPACES CAN CAUSE GRAIN TO SHIFT

PRECAUTIONS
LOADNG MANUAL AND DOA
LOADING MANUAL WILL INDICATE HOW MANY HOLDS TO KEEP SLACK
CALCULATION FOR COMPLIANCE WITH GRAIN STAB
REFER DUBEY
VENTILATION IS CARRIED OUT CORRECTLY
INSUFICIENT VENTILATION CAN DAMAGE CARGO
WATER INGRESS

CALCULATION
1 STOWAGE FACTOR
2 GRAIN CAPACITY OF HOLDS
3 GRAIN CAP/STW FACTOR TO GET CARGO WT IN EACH HOLD.
4 MULTIPLY THE WT OF EACH HOLD WITH THE VCG TO GET MOMENT
5 TOTAL CARGO LOADED AND TOTAL MOMENT OF THE CARGO
6 ADD LT SHIP AND STORES WITH MOMENTS OF EACH TO GET SHIP AND CARGO TOTALS
7 NOW CALCULATE VCG,MOMENT,FREE SURFACE OF TANK
8 WILL GET KG REFER KM TO GET GM
9 CALC VOL HEELING MOMENT,FROM LOADING MANUAL
10 DEVIDE VOL HEELING MOMENT BY STW FACTOR TO GET GRAIN HEELING MOMENT
11 IF THE HOLD IS PARTLY FILLED MULTIPLY HEELING MOMENT X 1.12
12 DISP KGV FROM TABLE CALC MAX ALLOWABLE GRAIN HEELING MOMENT
13 IF TOTAL GRAIN HEELING MOMENT LESS THEN ALLOWABLE THEN VESSEL CAN GO AHEAD.
14 IF NOT WORK OUT AGAIN
REFER DUBEY

6) what is X-axis VOL HEELING MOMENT AND VCG and Y-axis ULLAGE OR HT OF CARGO of VHM curve

7) condition necessary for the formation of TRS

ANSD
The Mariner's 1-2-3 rule, also referred to as the Danger Rule, is an important guideline mariners follow to keep out of a tropical storm or hurricane's path. It refers to the rounded long-term National Hurricane Center (NHC) forecast errors of 100-
200-300 nautical miles at 24-48-72 hours, respectively.
8) clouds associated with TRS ANSD

9) condition necessary for assignment of Freeboard

The principal conditions that must be satisfied before freeboard may be assigned to any ship take account of the following: * structural strength of the ship; * preservation of reserve buoyancy; * physical means of preventing entry of wat er into the hull; * safety of the
crew on the weather deck; * potential wetness of the weather deck; * stability in the normal loaded condition (intact stability); * degree of subdivision and stability after suffering prescribed damage

10) Type A ,B, B-60,B-100 freeboard

LOADLINE CONVENTION
THE ILLC APPLIES TO SHIPS ENGAGED ON INTERNATIONAL VOYAGES WHETHER REGISTERED IN THE COUNTRY OF A CONTRACTING GOVERNMENT OR TERRITORY TO WHICH THE PRESENT CONVENTION IS EXTENDED OR
UNREGISTERED BUT FLYING THE FLAG OF A CONTRACTING GOVERNMENT.
THE REGULATIONS DO NOT APPLY TO:
1. SHIPS OF WAR,
2. NEW SHIPS < 24m LENGTH,
3. EXISTING SHIPS < 150GRT,
4. PLEASURE VESSELS NOT ENGAGED IN TRADE,
5. FISHING VESSELS,

CONDITIONS OF ASSIGNMENT OF FREEBOARD

1. INFORMATION TO MASTER: THE MASTER IS TO BE SUPPLIED WITH SUFFICIENT INFORMATION TO LOAD AND BALLAST HIS SHIP WITHOUT UNACCEPTABLE STRESSES.
2. SUPERSTRUCTURE END BULKHEAD: THESE MUST BE OF SUITABLE STREGTH TO THE SATISFACTION OF THE ADMINISTRATION.
3. DOORS: ACCESS OPENING IN ENCLOSED SUPERSTRUCTURES ARE TO BE
1. CONSTUCTED OF STEEL OR EQUIVALENT MATERIAL,
2. PERMANENTLY OR STRONGLY ATTACHED TO THE BULKHEAD,
3. FRAME STIFFENED AND FITTED TO SAME STRENGTH AS UNPIERCED BULKHEAD,
4. WEATHERTIGHT, WITH PERMANENTLY ATTACHED GASKETS AND CLAMPING DEVICES,
5. OPERABLE FROM BOTH SIDES,
6. HAVE THE DOOR SILL 380mm ABOVE DECK.
4. POSITION OF HATCHWAYS, DOORS AND VENTILATORS:POSITION 1 IS ON THE MAIN DECK OR ON ANY PLACE SITUATED FORWARD OF THE POINT ¼ OF THE LENGTH. POSITION 2 IS ON THE EXPOSED
SUPERSTRUCTURE DECK AFT OF THE POINT MENTIONED ABOVE.
5. CARGO AND OTHER HATCHWAYS: CONTRUCTION AND MEANS OF SECURING WATERTIGHTNESS ARE TO BE AS PER THE REGULATIONS.
6. MACHINERY SPACE OPENINGS: MACHINERY SPACE OPENINGS ARE TO BE ENCLOSED BY STEEL CASINGS INTO WHICH ACCESS IS BY WEATHERTIGHT DOORS.
7. MISCELLANEOUS OPENINGS IN FREEBOARD AND SUPERSTRUCTURE DECK: MANHOLES AND FLUSH SCUTTLES ARE TO HAVE SUBSTANTIAL WATERTIGHT COVERS PERMANENTLY ATTACHED OR FITTED WITH
CLOSELY SPACED BOLTS.
8. VENTILATORS: VENTILATOR COAMING MUST BE OF STEEL, OF AN APPROVED HEIGHT AND SHOULD HAVE PERMANENTLY ATTACHED CLOSING APPLIANCES.
9. AIR PIPES: AIR PIPES SHOULD BE OF A SUBSTANTIAL CONSTRUCTION, SHOULD HAVE PERMANENTLY ATTACHED MEANS OF CLOSING. THE HEIGHT ON FREEBOARD DECK TO BE >= 760 mm AND ON
SUPERSTRUCTURE DECK TO BE >=450mm.
10. PROTECTION OF CREW:
1. DECKHOUSES FOR CREW ACCOMODATION SHOULD HAVE SUFFICIENT STRENGTH,
2. EFFICIENT GUARD RAILS OR BULWARKS TO BE PROVIDED ON ALL EXPOSED PARTS OF SUPERSTRUCTURE OR FREEBOARD DECKS UPTO A HEIGHT OF ATLEAST 1M, THE LOWER RAIL TO BE 230mm FROM DECK AND
SUBSEQUENT RAILS TO BE 380mm APART.
3. SATISFACTORY MEANS TO BE PROVIDED TO ENABLE THE CREW TO GO TO AND FROM THEIR QUARTERS, MACHINERY SPACES AND OTHER AREAS OF THE SHIP.

TYPES OF SHIPS:
1. TYPE A SHIP:
1. IT IS DESIGNED TO CARRY LIQUID,
2. IT HAS HIGH INTEGRITY OF EXPOSED DECK DUE TO SMALL OPENINGS WHICH CAN BE CLOSED WATER-TIGHT,
3. HAS LOW PERMEABILITY OF CARGO SPACES,
4. IF OVER 150m OF LENGTH, WHEN FULLY LOADED, SHOULD BE ABLE TO WITHSTAND THE FLOODING OF ATLEAST ONE COMPARTMENT WITH AN ASSUMED PERMEABILITY OF 95%, THE MACHINERY SPACE
IS TREATED AS A FLOODBLE COMPARMENT WITH 85% PERMEABILITY,
5. A TYPE A SHIP SHALL NOT BE ASSIGNED A FREEBOARD LESS THAN THE TABULAR FREEBOARD AS GIVEN FROM TABLE A.
6. THE MACHINERY CASING TO BE SURROUNDED BY AN ENCLOSED SUPERSTRUCTURE. NO DOOR FROM THE ENGINE ROOM SHOULD LEAD DIRECTLY ONTO T HE FREEBOARD DECK, IT SHOULD FIRST LEAD
INTO SOME OTHER SPACE AND THEN TO THE FREEBOARD DECK, THE IDEA BEING IF ONE DOOR OR BULKHEAD FAILS, THE ENGINE ROOM SHOULD NOT GET FLOODED.
7. SINCE THE FREEBOARD OF THESE SHIPS IS REDUCED, THERE SHOULD BE A WALKWAY (CATWALK) FOR THE CREW TO MOVE FROM CREW ACCOMODATION TO ALL OTHER WORKING PARTS OF THE SHIP.
THIS SHOULD EITHER BE IN THE FORM OF A RAISED CATWALK ON THE MAIN DECK OR AN UNDERDECK PASSAGE.
8. ATLEAST HALF THE LENGTH OF THE EXPOSED PART OF WEATHER DECK SHOULD HAVE RAILS AND NOT BULWARK TO QUICKLY DRAIN THE WATER WHICH WASHES ONTO THE DECK.
2. TYPE B60 SHIP:
1. ALL OTHER SHIPS WHICH ARE NOT TYPE A SHIPS ARE TYPE B SHIPS.
2. THE FREEBOARD FOR TYPE B SHIP IS GIVEN FROM TABLE B, THIS FREEBOARD CAN BE INCREASED AND DECREASED.
3. THE TABULAR FREEBOARD SHALL BE INCREASED WHEN:
1. THE HATCH COVERS AT POSITION 1 AND 2 ARE NOT OF STEEL,
2. WHEN A SHIP BETWEEN 24M AND 100M IN LENGTH HAS AN EFFECTIVE LENGTH OF SUPERSTRUCTURE LESS THAN 0.35L.
4. THE TABULAR FREEBOARD MAY BE DECREASED WHEN:
1. THERE ARE ADEQUATE MEANS FOR PROTECTION OF THE CREW,
2. THERE ARE ADEQUATE FREEING PORTS,
3. THERE ARE FIXED STEEL HATCH COVERS WITH ADEQUATE SECURING ARRANGEMENTS,
4. THE SHIP WHEN FULLY LOADED SHALL BE ABLE TO WITHSTAND THE FLOODING OF ANY COMPARTMENT LONGITUDINALLY OR ANY COMPARTMENTS TRANSVERSELY AS PER THE DAMAGE ASSUMPTIONS SPECIFIED
AND REMAIN AFLOAT IN A SATISFACTORY CONDITION. IF LENGTH IS OVER 150m THE PERMEABILITY OF MACHINERY SPACE SHALL BE CONSIDERED 85% AND ALL OTHER SPACES AS 95%.
A SHIP COMPLYING WITH ABOVE REQUIREMENT IS KNOWN AS B60 SHIP.
3. TYPE B100 SHIP: TABULAR FREEBOARD DECREASED UPTO 100% OF THE DIFFERENCE BETWEEN TYPE A AND TYPE B SHIPS.
1. A SHIP COMPLYING WITH THE REQUIREMENT ABOVE FOR B60 EXCEPT FOR 4.4 A TRANSVERSE BULKHEAD WILL BE ASSUMED TO BE DAMAGED SO THAT TWO ADJACENT F & A COMPARTMENTS ARE
FLOODED SIMULTANEOUSLY. (PERMEABILITY 95%). IF LENGTH IS OVER 150m THE PERMEABILITY OF MACHINERY SPACE SHALL BE CONSIDERED 85%. THUS A VESSEL MAY HAVE TO WITHSTAND FLOODING OF 4
COMPARTMENTS IF THE LONGITUDINAL BULKHEAD FALLS WITHIN THE TRANSVERSE EXTENT OF DAMAGE.
2. THE SHIP COMPLIES WITH POINT 6, 7 AND 8 FOR TYPE A SHIPS EXCEPT THAT THE HATCOVERS NEED NOT BE WATERTIGHT BUT WEATHERTIGHT.
CORRECTION TO TABULAR FREEBOARD:
TABULAR FREEBOARD
1. CORRECTION FOR EFFECTIVE LENGTH OF SUPERSTRUCTURE. (ONLY +): IF ELSS IS LESS THAN 0.35L FREEBOARD SHALL BE INCREASED BY
7.5(100 – L) (0.35 – E/L) mm (ONLY FOR TYPE B SHIPS)
2. CORRECTION FOR BLOCK CO-EFFICIENT: IF THE Cb IS EXCEEDS 0.68, THEN THE TABULAR FREEBOARD SHALL BE MULTIPLIED BY (Cb + 0.68) / 1.36.
BASIC FREEBOARD
3. CORRECTION FOR DEPTH (+ OR -): WHEN D>L/15 THEN F/B IS INCREASED BY (D-L/15)R, WHERE R=L/0.48 FOR SHIPS<120M LENGTH AND R=250M FOR SHIPS>120M LENGTH. IF D<L/15 THE F/B SHALL BE
REDUCED ONLY IF THE SHIP HAS AN ENCLOSED SUPERSTRUCTURE OF STANDARD HEIGHT COVERING 0.6L AMIDSHIPS.
4. CORRECTION FOR POSITION OF DECKLINE (+ OR -): THE FREEBOARD IS MEASURED FROM THE UPPER EDGE OF THE DEK LINE, IF DUE TO SOME REASONS THE DECKLINE CANNOT BE PLACED IN LINE W ITH
DECK, BUT IS SOMEWHERE ABOVE OR BELOW IT, THEN THE DIFFERENCE IS ADDED OR SUBTRACTED AS REQUIRED.
5. CORRECTION FOR EFFECTIVE LENGTH OF SUPERSTRUCTURE AND TRUNKS (ONLY -):SUPERSTRUCTURES AND TRUNKS PROVIDE BUOYANCY BUT THEY MUST BE ENCLOSED AND SECONDLY MUST BE OF
A PARTICULAR VOLUME (LENGTH, BREADTH AND HEIGHT), THEN ONLY A REDUCTION IN FREEBOARD MUST BE ALLOWED.
6. CORRECTION FOR SHEER OF THE VESSEL.
7. CORRECTION FOR MINIMUM BOW HEIGHT: BOW HEIGHT IS THE VERTICAL DISTANCE AT THE FORWARD PERPENDICULAR FROM THE SUMMER LOAD LINE TO THE TOP OF THE EXPOSED DECK. THE MINIMUM
BOW HEIGHT REQUIRED IS GIVEN BY A FORMULA. THE MIMIMUM BOW HEIGHT CAN BE ACHIEVED BY A SUPERSTRUCTURE WHICH MUST EXTEND ATLEAST 0.07L AFT OF THE FORWARD PERPENDICULAR OR BY A SHEER
WHICH MUST EXTEND ATLEAST 0.15L AFT OF THE FORWARD PERPENDICULAR.

PREPARATION FOR A LOADLINE SURVEY

1. A VISUAL EXAMINATION OF LOADLINE CERTIFICATE AND ALL OTHER CERTIFICATES TO ENSURE THEY ARE VALID AND PROPERLY ENDORSED.
2. A GENERAL INSPECTION TO ENSURE NO MODIFICATIONS ARE CARRIED OUT TO THE CONIDTIONS OF ASSIGNMENT OF LOADLINES.
3. LOADLINE MARKS PROPERLY PLACED AND PAINTED ON THE PORT AND STBD SIDE.
4. PORTHOLES ARE WEATHERTIGHT, AND THOSE BELOW THE MAIN DECK ARE FITTED WITH DEADLIGHTS AND CAPABLE OF BEING CLOSED WATERTIGHT,
5. MASTER MUST BE PROVIDED WITH LOADING AND BALLASTING INFORMATION TO BE CAPABLE OF CARRYING OUT SUCH OPERATIONS WITHOUT CAUSING EXCESSIVE STRESSES.
6. STABILITY BOOKLET TO BE AVAILABLE.
7. HATCH COVERS TO BE IN GOOD CONDITION, CAPABLE OF BEING CLOSED WEATHERTIGHT. ALL FITTING OF HATCH COVERS SUCH AS RUBBER PACKING AND CLOSING APPLIANCES TO BE IN GOOD CONDITION. TESTS
MAY BE CARRIED OUT ON HATCH COVER AS THE SURVEYOR DECIDES.
8. VENTILATORS TO BE IN GOOD CONDITION, CAPABLE OF BEING CLOSED. FLAPS TO BE MARKED OPEN AND SHUT. RUBBER PACKINGS IN GOOD CONDITION.
9. WATERTIGHT DOOR RUBBER PACKING, RETAINING CHANNELS TO BE IN GOOD CONDITION. TO BE MARKED OPEN AND SHUT.
10. AIR PIPE FLAPS TO BE IN GOOD CONDITION, CAPABLE OF BEING SHUT, PACKING IN GOOD CONDITION AND VALVES OPERABLE.
11. SOUNDING PIPE COVERS AND THREADS TO BE IN GOOD CONDITION.
12. MACHINERY SPACE OPENING ON THE FIDDLET TO BE CAPABLE OF BEING TIGHTLY SHUT.
13. FREEING PORTS PROVIDED ON THE BULWARK SHOULD NOT BE BLOCKED.
14. SPURLING PIPE COVERS MUST BE CAPABLE OF BEING CLOSED.
15. FOREPEAK AND CHAIN LLOCKER EDUCTOR SYSTEM MUST BE OPERABLE.
16. GUARD RAILS AND BULWARK TO BE IN GOOD CONDITION.
17. CATWALKS PROVIDED ON TANKERS.
18. A LIFELINE TO BE PROVIDED ON DECK FOR USE IN ROUGH WEATHER.
19. ALL INLET AND OUTLET VALVES TO BE CHECKED THAT THEY ARE WATERTIGHT.
20. FOREPEAK TANK SCREW DOWN VALVE IS TO BE CAPABLE OF BEING CLOSED WATERTIGHT.
21. THICKNESS MEASUREMENT MAY BE CARRIED OUT ON THE TRANSVERSE FRAMES, GIRDERS, ETC. SUPERSTRUCTURE BULKHEADS AND MACHIN ERY CASING WALLS MAY BE CHECKED.

SUB-DIVISION LOADLINE
QUESTIONS ASKED:
1. WHAT DO YOU UNDERSTAND BY THE TERM “SUBDIVISION LOADLINES”. WHY IS IT NECESSARY-EXPLAIN. EXPLAIN THE PROCEDURE OF CALCULATING “PERMISSIBLE LENGTH”. WHERE AND HOW DO WE USE IT. (JAN
08), (JAN 09)
2. EXPLAIN “FACTOR OF SUB-DIVISION” AND “CRITERIA SERVICE NUMERAL”. HOW ARE BOTH RELATED TO “FLOODABLE LENGTH” AND “PERMISSIBLE LENGTH” OF PASSENGER SHIPS W.R.T. SUB-DIVISION
REQUIREMENTS AS PER SOLAS. (MAY 08), (MAY 09), (NOV 09)
3. EXPLAIN FLOODABLE LENGTH, MARGIN LINE, FACTOR OF SUBDIVISION. (NOV 08)
4. EXPLAIN WHAT IS “UNIFORM AVERAGE PERMEABILITY”. WHERE AND HOW DO YOU USE THIS. (JAN 09)

THE TERM SUB-DIVISION LOADLINES MEANS THE CONSTRUCTIONAL REQUIREMENTS FOR SUB-DIVISION AND STABILITY OF PASSENGER SHIPS AS GIVEN IN SOLAS CHAPTER II-1. IT IS NECESSARY TO LIMIT THE FLOODING
OF THE VESSEL AND KEEP THE VESSEL STABLE AFTER DAMAGE SO THAT PROGRESSIVE FLOODING DOES NOT OCCUR.
A BULKHEAD DECK IS THE UPPERMOST CONTINUOUS DECK TO WHICH THE WATERTIGHT BULKHEADS ARE CARRIED.
A MARGIN LINE IS AN IMAGINARY LINE DRAWN ABOUT 76mm BELOW THE BULKHEAD DECK.
TO KEEP THE VESSEL STABLE AND IN ORDER TO MAINTAIN HER WATERTIGHT INTEGRITY, THE BULKHEAD DECK AND INFACT THE MARGIN LINE SHOULD NOT GET SUBMERGED IN CASE OF FLOODING OF ANY
COMPARTMENT. IF THE BULKHEAD DECK GETS SUBMERGED, THE OPENINGS TO OTHER COMPARTMENTS MAY GO BELOW WATERLINE THUS RESULTING IN PROGRESSIVE FLOODING.
AT ANY GIVEN POINT, THE FLOODABLE LENGTH IS THE MAXIMUM PORTION OF THE LENGTH OF THE VESSEL WHICH HAS ITS CENTRE AT THE POINT IN QUESTION, WHICH CAN BE FLOODED WITHOUT THE MARGIN LINE
GETTING SUBMERGED.
THE FLOODABLE LENGTH AT THE ENDS OF THE VESSEL WILL BE SMALL BECAUSE A FLOODING AT THE END WOULD CAUSE MORE TRIM AND THUS THE MARGIN LINE WOULD GET SUBMERGED EARLIER AS COMPARED TO
THE MIDSHIP SECTION WHERE THE FLOODABLE LENGTH IS LARGER. THE FLOODABLE LENGTH AT ANY POINT IS DETERMINED BY TAKING INTO ACCOUNT THE FORM, DRAUGHT, PERMEABILITY OF THE SPACE AND OTHER
CHARACTERICTICS OF THE SHIP.

UNIFORM AVERAGE PERMEABILITY OF A VESSEL IS DIFFERENT FOR MACHINERY SPACES AND OTHER SPACES.
A MACHINERY SPACE IS TAKEN FROM THE KEEL TO THE MARGIN LINE AND BETWEEN THE WATERTIGHT BULKHEADS THAT CONTAIN MAIN AND AUX PROPULSION MACHINERY, BOILERS AND PERMANENT BUNKER SPACES.
UAP (FOR MACHINERY SPACE) = 85 + 10 (a – c)
V
WHERE, a = VOLUME OF PASSENGER SPACES BELOW THE MARGIN LINE WITHIIN THE
LIMITS OF MACHINERY SPACE.
c = VOLUME OF CARGO SPACES,BUNKERS OR STORES SITUATED BELOW THE
MARGIN LINE WITHIN THE LIMITS OF MACHINERY SPACE.
V = THE WHOLE VOLUME OF THE MACHINERY SPACE BELOW THE MARGIN LINE

UAP (FOR SPACES FWD AND AFT OF MACHINERY SPACE) = 63 + 35 a

V
a = VOLUME OF PASSENGER SPACES BELOW THE MARGIN LINE FWD OR AFT
OF THE MACHINERY SPACE.
V = THE WHOLE VOLUME OF THE SHIP BELOW THE MARGIN LINE FWD OR AFT
OF THE MARGIN LINE.

THE FACTOR OF SUBDIVISION IS ALWAYS <= 1, SO THAT THE SHIPS CAN HAVE SUB-DIVISIONS AS EFFICIENTLY AS POSSIBLE. THE FACTOR OF SUB-DIVISION VARIES ACCORDING TO:
1. THE LENGTH OF THE SHIP,
2. THE MATURE OF SERVICE.
THE F.O.S. DECREASES IN A REGULAR MANNER AS THE LENGTH OF THE SHIP INCREASES. THE F.O.S. IS DIFFERENT FOR CARGO SHIPS AND PASSENGER SHIPS AND IS FOUND OUT BY THE BELOW FORMULAS;
A = 58.2 + 0.18 (FOR CARGO SHIPS OF LENGTH >=131)
L-60
B = 30.3 + 0.18 (FOR PASSENGER SHIPS OF LENGTH >=79)
L-42
FOR CARGO SHIPS OF LENGTH LESS THAN 131 AND PASSENGER SHIPS OF LENGTH LESS THAN 79, THE FACTOR OF SUBDIVISION IS TAKEN AS 1.
THE ACTUAL LENGTH BETWEEN TWO BULKHEADS IS NOT EQUAL TO FLOODABLE LENGTH BUT IS EQUAL TO THEPERMISSIBLE LENGTH.
PERMISSIBLE LENGTH = FLOODABLE LENGTH x FACTOR OF SUBDIVISION

11)whats is Solas chp3 reg 20.3 ???

3 Maintenance 3.1 Maintenance, testing and inspections of life-saving appliances shall be carried out based on the guidelines developed by the Organization* and in a manner having due regard to ensuring reliability of such appliances. * Refer to the Guidelines for
periodic servicing and maintenance of lifeboats, launching appliances and on-load release gear (MSC/Circ.1093) * Refer to Measures to prevent accidents with lifeboats (MSC.1/Circ.1206). 3.2 Instructions for on-board maintenance of life-saving appliances complying
with the requirements of regulation 36 shall be provided and maintenance shall be carried out accordingly. 3.3 The Administration may accept, in lieu of the instructions required by paragraph 3.2, a shipboard planned maintenance programme which includes the
requirements of regulation 36. 4 Maintenance of falls
12) Person deserted from ship in foreign port, Action?

MASTER SHALL WITHIN 48 HRS OF DESERTION REPORT TO SHIPPING MASTER OR OFFICER OF CENTRAL GOVT.
MASTER SHALL PRODUCE ENTRY OF DESERTION IN OLB
TO INDIAN CONSULAR OFFICER
AND THE ICO SHALL MAKE A COPY OF THE ENTRY
MASTER SHALL TRANSIT SUCH COPY TO SHIPPING MASTER
SHIPPING MASTER WILL USE IT FOR LEGAL PROCEEDING
FOREFIT OF WAGES,TO PROVE THIS IT SHALL BE SUFCIENT TO SHOW THAT THE SEAMEN WAS DULY ENGAGED THT HE DESERTED THE SHIP PRIOR COMPLETION OF THIS ENGAGEMENT AND ENTRY OF DESERTION IS
MADE IN OLB.

13) MTO, MTD (explained him fully) then ANSD

14) Duties as a master in above, u rcvd damaged shipment action??? Said everything which i could bt he was never satisfied with even my single ans: raise NOTE OF PROTEST SINCE The cargo which is shipped is such that it is likely to be
damaged during the voyage (the bill of lading, in this case, must be endorsed after liaising with the P&I club and the shipper)The charterer(s) or the agent(s) commit a serious breach of the terms of the charter party. This could include but not be
limited to undue delays, refusal to load cargo, discrepancies in the cargo mentioned as per charter party etc,INFORM OWNERS AND PNI AND CHARTERS

1. Difference between suspension and detention :

Suspension of inspection when there is evidence tht vsl is obviously substandard the psc inspection will be suspended,before doing doing so psc inspection will note down all deficiency and inform flage state

A ship is detained because of a considerable port state control deficiency or multiple deficiencies. With these deficiencies, if the port state officer feels that it is not safe for the ship to proceed to the sea, the ship will be
detained. The detention order of the ship is lifted only when the deficiencies are corrected and in the opinion of the port state officer, when the ship is seaworthy.

On the other hand, a ship may be arrested-Because of willful violation of Local or international rules such as violation of MARPOL/Because of a local court order, for example, because of a party exercising its lien on
the ship.

2. Difference between code 17 and code 30 psc ansd

Clc definition of persistent oils. [ he wants to listen that there is no definition for persistent oils.. ] The concept of persistent and non-persistent oils related therefore to the likelihood of the material dissipating naturally at sea and whether or not cleanup would
be required. However, a precise definition of persistent oil is not provided and interpretation has historically relied on the examples given in the Conventions such as crude oil, fuel oil, heavy diesel oil and lubricating oil.

MS act : chief officer denying your orders.. action? He is very particular about the article numbers
Section 194 offences against decipline
194. General offences against discipline.—A seaman lawfully engaged or an apprentice shall be guilty of an offence against discipline if he commits any of the following acts, namely:—
 (a) if he quits the ship without leave after her arrival at her port of delivery and before she is placed in security;

(b) if he is guilty of wilful disobedience to any lawful command or neglect of duty;

(c) if he is guilty of continued wilful disobedience to lawful commands or continued wilful neglect of duty;

(d) if he assaults the master or any other 1[officer of, or a seaman or an apprentice belonging to, the ship];

(e) if he combines with any of the crew to disobey lawful commands or to neglect duty or to impede the navigation of the ship or retard the progress of the voyage;

(f) if he wilfully damages his ship or commits criminal misappropriation or breach of trust in respect of, or wilfully damages any of, her stores or cargo.

Sec 196 entry in OLB

196. Entry of offences in official logs.—If any offence within the meaning of this Act of desertion or absence without leave or against discipline is committed, or if any act of misconduct is committed for which the offender’s agreement imposes a fine and it is intended
to enforce the fine,—

(a) an entry of the offence or act shall be made in the official log book and signed by the master, the mate and one of the crew; and

(b) the offender, if still in the ship, shall, before the next subsequent arrival of the ship at any port, or, if she is at the time in port, before her departure therefrom, be furnished with a copy of the entry and have the same read over distinctly and audibly to him and may
thereupon make such reply thereto as he thinks fit; and

(c) a statement of a copy of the entry having been so furnished and the entry having been so read over and the reply, if any, made by the offender shall likewise be entered and signed in manner aforesaid; and

(d) in any subsequent legal proceedings the entries by this section required shall, if practicable, be produced or proved, and, in default of such production or proof, the court hearing the case may in its discretion, refuse to receive evidence of the offence or act of
misconduct.

Value of gm while entering drydock

POSITIVE GM SUCH THAT LOSS OF GM WILL NOT RESULT IN NEGATIVE GM OR RESUDUAL GM TO BE POSITIVE WHILE CRITICAL MOMENT TILL THE TIME SHE IS ALL OVER ON BLOCKS

Iamsar ammendments and latest edition and at what frequency they publish
Amendments to the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual will come into effect on 1 July, 2016.

The amendments are detailed In the IMO MSC Circular MSC.1/Circ.1513* and include a new chapter on Multiple Aircraft SAR Operations and significant updates to volume III of the Manual. They will also be included in the 2016 edition of the
Manual.

SOLAS regulation V/21 requires all ships to carry an up-to-date copy of IAMSAR Manual Volume III.

2016 edition

EVERY 3 YRS

Iron ore fines precaution while loading

Ships nominated for iron ore fines loading from Indian ports are suitable and in addition the ship master to ensure that the ship is:
Ships which are required to carry out stress calculations shall have on board an approved loading instrument by the flag administration for the rapid calculation of such stresses;
The masters are directed to verify the moisture content of the iron ore fines, if in any doubt, in accordance with the provisions of IMSBC code prior to the acceptance of the shipment during the entire loading operations.
List indication lights, if fitted, shall be tested prior to loading or unloading and proved operational;
The ship owner shall comply with the provisions of SOLAS Chapter VI, IMSBC Code and additional safety measures for bulk carriers under Chapter XII of SOLAS 1974, if applicable;
The shipper shall provide the master or his representative with appropriate information on cargo sufficiently in advance, prior to of the loading of iron ore fines to take precautionary measures, such as Moisture Content,( including Flow Moisture Point (FMP) and
Transportable Moisture Limit (TML), and Cargo Density declaration.
(Weather tight and efficient in all respects to face the normal perils of the sea for the intended voyage) ;
Provided with an approved stability and loading booklet approved by the Flag Administration in a language understood by the ship’s officers concerned and using standard expression and abbreviations.
Note :
The Mercantile Marine Departments shall carry out 100% Port State Control / Flag State Implementation Inspections of all vessels loading cargo of Iron ore fines / Concentrates and similar type of cargoes from Indian Ports during fair / foul weather season.

8. Appeal procedure if psco detains ansd

9. Contents of carving and marking note, builders certificate, declaration of ownership, while answering for registry of vessels .. in detail ...as per msact ... also with article number
section28.
Marking of ship. (1) The owner of an Indian ship who applies for registry under this Act shall, before registry, cause her to be marked permanently and conspicuously, in the prescribed manner and to the satisfaction of the registrar and any ship not so marked may be
detained by the registrar.
(2) Subject to any other provision contained in this Act and to the provisions of any rules made thereunder, the owner and the master of an Indian ship shall take all reasonable steps to ensure that the ship remains marked as required by this section, and the said
owner or master shall not cause or permit any alterations of such marks to be made except in the event of any of the particulars thereby denoted being altered in the manner provided in this Act or except to evade capture by the enemy or by a foreign ship of war in
the exercise of some belligerent right.
10.Marpol ammendments ..and ammendment for annex 4 for passenger vessel in detail where he also asked the reason for why this ammendment came into force for which he wants to listen eutrophication He will go in detail with every question..
shallow knowledge won’t work with him. most recent amendments to MARPOL Annex IV, which entered into force on 1 January 2013. The amendment introduces the Baltic Sea as a special area under Annex IV and adds new discharge requirements
for passenger ships while in a special area. The discharge of sewage from passenger ships within the special area will generally be prohibited under the new regulations, except when the ship has in operation an approved sewage treatment plant
which has been certified by the Administration (see resolution MEPC.227(64)). The sewage treatment plant installed on a passenger ship intending to discharge sewage effluent in special areas should additionally meet the nitrogen and phosphorus
removal standard when tested for its Certificate of Type Approval by the Administration (resolution MEPC.227(64), section 4.2).The date on which the requirements in respect of the special area will take effect depends on sufficient notifications to
IMO from the Parties bordering the Baltic Sea, on the availability of reception facilities for sewage.

Capt. Muduli Was busy wid paper work. Then checked my file and asked about previous remarks, I told him it’s my 1st attempt,

asked u r slng on bulk.

Then he went back and come up with IMSBC and ISM
1.Started with elements of ISM. Ansd

2. Cert. As per ISM, DOC is expiring action as master, explained all about informing company and all. 3. DOC expired action, but was not satisfied.will inform company and doc has extension of 3 months after expiry date

4. Bcz of MLC wt all changes were made in safe manning cert. It as a bouncer for me.
The Company and Master should meet with the requirements of MLC 2006 Convention and STCW Chapter VIII with respect to periods of rest. If the Company finds it difficult to provide the minimum period of rest after meeting all the essential duties and func tions then
they should increase immediately the manning levels and notify this Administration. A ship should not proceed to sea to undertake a voyage unless she is manned at the minimum in compliance with the Minimum Safe Manning Document.

5. Safe manning req. as per polar coed. Told him about training and all but was not satisfied.
Chapter 12 of the Polar Code on manning and training says that companies must ensure that masters, chief mates and officers in charge of a navigational watch on board ships operating in polar waters have completed appropriate training, taking
into account the provisions of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) and its related STCW Code.

6. Training of engineers as per polar code. Again a bouncer for me, I was having no idea at all.

Jus in case asked 12.2 Compasses

12.2.1 Magnetic variations in high latitudes may lead to unreliable readings from magnetic compasses.

12.2.2 Gyro-compasses may become unstable in high latitudes and may need to be shut down.

12.2.3 Companies should ensure that their systems for providing reference headings are suitable for their intended areas and modes of operation, and that due consideration has been given to the potential effects noted in paragraphs 12.2.1 and

12.2.2. For operations in polar waters, ships should be fitted with at least one gyro-compass and should consider the need for installation of a satellite compass or alternative means.

7. Thn started with IMSBC and asking randomly anything. 3,4 questions from there but was not satisfied.

8. PSC asking for SSP, i will refuge bcz it’s a confidential doc. ansd

9. In wt case u will show SSP to PSC, I will not show SSP in any case to PSC. Little bit discussion but was satisfied.
Ship security plan has all the security-related instructions for the ship’s crew.
ISPS code part A/9.4 gives the minimum points that must be included in the ship security plan.

Ship security plan need to be approved by flag state of the vessel or by Recognised security organisation (RSO) on behalf of flag state. RSO is usually the classification society of the vessel.

Handling Ship security plan on board

Ship security plan is to be kept in a locker. If it is at an open location, it may lead to a non-conformity during PSC inspection or ISPS audit.
Master and SSO must not give access of SSP to any external party. Only Company security officer and person conducting security audit can be given access.

If any PSC inspector seeks access to SSP, this request should be politely rejected.
There may be situations where PSC inspector believes that there exists a security related non-conformance and only way to prove to him that this non-conformance does not exist is by showing him the SSP.
 In these cases, Master / SSO can show only the SSP section that is required to prove the non-conformance as invalid.

2. Ship Security Assessment

Ship security assessment is the first step toward developing a security plan.
Let us say you have the responsibility to develop a ship security plan. There are many aspects you would like to explore.

You would like to ensure that your ship is not attacked. You have responsibility to ensure that unauthorised persons are not able to board your ship. how will you go about to achieve all this ?

You would probably want to identify all the access point of the ship. You may want to brainstorm and identify the possible ways your ship can be attacked. You may even want to assume yourself as an attacker and
think of how you can gain access to the ship.

That is what ship security assessment is all about.It is about identifying the applicable security scenarios for the ship. For example, will there be any security concern during cargo operation ? Are there any
weaknesses in the ship security ?

Ship security assessment is a kind of risk assessment about the security of the ship.
Ship security assessment aims to answer these five questions.

 Is there any motive to attack the ship?

 Which are the key shipboard operations and areas that are prone to security incident

 Are there any existing security measures, procedures in place?

 What are ways ship can be attacked?

What are the likelihood and consequences of such attack?Ship security assessment forms the basis for development of ship security plan. It is the responsibility of the company security officer to conduct initial ship
security assessment.

10. You are in Mumbai port and ur sewage tank is full,action ? Lot of discussion but was satisfied bcz same thing has happened wid me on a ship and class was involved, bcz in port there was no reception facility.
Inform arrival port facility in advance, agent to arrange reception facility
Shore reception or lighter in offshore barge

11. Collision of Panama flag ship at sea, managed by Hongkong, all Indians. Who will carry out PI, I told him almost everything but he caught me on “ who is person appointed by central gov.” I hold him DG, thn he smiled at me and put red ink
Marine board

Oil tanker have both clc bunker and oil .This is because MGO being a Non Persistent oil is not covered under CLC oil but will be covered under CLC bunker . CLC 92 includes bunker but only persistent in nature . This is what Muduli wants to listen

First plot the posn of the trs and its expected path ansd

If it is expected to pass over or near to ur vessels stay take actions to go away

Move south of the eye of the trs

As in northern hemisphere it tends to travel north
Well trs in bay of bengal originates near andamans and moves towards vizag or re curves towards Chittagong
So better option is to go south
After departure vizag Any trs any where main objective is to avoid the eye and if practical move towards the equator

Internal : Muduli Saw my previous remarks and than rapid fire

1. Limits of llmc I said 1208 906 and 604 he said what’s 1208 answer sdr/

2. What is maximum liability llmc covers ? Answer 3.02 +604sdr/gt

3. Chief engineer comes to u and complains 4 th eng slapped me action as per na act? Answer as per ms act 194 and 196 I will take statements of both of them /investigate /make entry in log book have it signed by chief officer and one crew and I
will show same entry to both of them and they can but their remark and sign

3 firefighting system on deck for tankers? Ansd

What is the interval of foam test

Sample analysis of foam concentrate
SOLAS requires the foam sample to be tested after 3 years from the date it was placed onboard and there after every year.

Various tests are carried out on the foam sample to ensure that the foam is fit for the purpose it is supposed to do. The tests include

Sedimentation Test: Sediments should be less than 0.25%

pH value test: The pH of the foam concentrate should not be less than 6 and not more than 9.5 at 20 Deg C
Drainage time test
Chemical stability test for Alcohol resistant foam:
The alcohol resistant foams are different from other type of foams. Water content from normal foam will dissolve in the solvent and so these forms are not suitable for solvents. Additives in the alcohol resistant foam
form a membrane that separates the solvent and foam which avoids the breaking up of the foam blanket.

Small fire test:

In 2009, IMO revised the foam testing requirements on discovering that for protein based alcohol resistant Foam concentrate, even after all satisfactory test, with age it may not extinguish the fire as desired.

Following this discovery, a test called “Small scale fire test” is required for protein based foam concentrates.
In simple words this test is performed by actually extinguishing a sample of a small fire with the foam being tested.

The test is based upon testing or measuring of two parameters,Extinction timeBurn back time

Extinction time is the time taken for extinguishing the sample fire with the foam being tested. The extinction time should not be more than 5 minutes
Burn back time is the time in which the fire reignites if a sample of fire is place in the center of the foam.

Allowed Burn back time to cover 25% of the sample is 15 minutes.

u receive damaged shipment under multimodal transport, action as a master??

can u clause MTD inform MTO AS HE IS LIABLE,INFORM OWNERS AND PNI

General introduction Last remarks-

Ror so he started with ror..lot of buoys and situations...means identify the buoys and proceed in a channel Pilot vessel sound signals

Validity of SMC and DOC etc 5YRS

Engine room bilges discharge criteria. ANX1 MARPOL ANSD

Can class conduct PI.NO Who conduct PI MSA

Berthing with current from stern and u hv one tug use it and turn the vessel go alonside starboard side.
1 TUG TO MAKE FAST AFT AS PIVOT IF FW MORE LEVER IS ACHIEVED
2 KEEP USING THE ENGINES TO KEEP MINIMUM SPEED AND MAINATIN STEERAGE AS CURRENTS WILL PUSH THROUGHOUT
3 ONCE ABEAM OF JETTY GIVE WHEEL HARD PORT AND ENGINES HALF TO FULL AHEAD AS REQUIRED TO COUNTER ACT FORCES OF CURENT.
4 ONCE VESSEL ACHIEVED HEADING TO APPRAOCH BERTH
5 STOP ENGINES AND APPRAOCH WIT MINIMUM SPEED USING ENGINES.
6 ONCE PARALLEL TO BERTH PASS HEAD LINE AND AFT SPRING LINE
7 ONCE FAST PASS ALL LINES

U heard fire alarm first action as master. CHECK LOCATION ON PANEL AND MAKE ANNOUNCEMNT ON PA,MUSTER AND REPORT ANY MISSING PERSON AND LAST KNOWN POSITION,CARRY OUT DUTIES AS PER MUSTER LIST,
INFORM AND ENTER

Who else can go along with firefighters...i sd only firefighters but he was not satisfied i dont know y.

Stowaway found first action...wants to listen search again...

Lot of discussion on PI and FI ANSD

Grain stability criteria.. ANSD

What all docs will u carry if uload grain etc ANSD

What is IMSBC fitness cert what all cargo can carry.who issue it. FLAG

Validity of DOA. 5yrs

As per annex2 tell me something about what XYZ..categories..

Category X: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the
discharge into the marine environment; Category Y: Noxious Liquid Substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause
harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment; Category Z: Noxious Liquid Substances which, if discharged into the sea from tank
cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment;
and Other Substances: substances which have been evaluated and found to fall outside Category X, Y or Z because they are considered to present no harm to marine resources, human health, amenities or other legitimate uses of the sea when
discharged into the sea from tank cleaning of deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing these substances are not subject to any requirements of MARPOL Annex II.

When ur ships SMC will be withdrawn 2 reasons doc expires or mnc

2. Vessel at berth and duty officer reports you that there is a oil sheen on sea side alondside ur vessel..action?
Check from where the spill is,if its because of following then stop bunkering,cargo transfer or bilge transfer,arrest leak and isolate affected tank ,alert vessel crew,notify port authority ,initiate oil spill removal and coordinate shore side clean up
resourses,ascertain cause of leak and determine corrective action.

3. U r in a port of australia and chief officer informs you that stevedors are refusing to board as they are saying gangway is not properly rigged.. what all is wrong with gangway and as per which regulation gangway rigging is to be done??
Solas ch 2/1 reg3-9 msc 256
As far as practicable, the means of embarkation and disembarkation should be sited clear off the working area and should not be placed where cargo or other suspended loads may pass overheadAdequate lighting should be provided to illuminate
the means of accommodation ladders on both sidesA lifebuoy equipped with a self-igniting light and a buoyant lifeline should be available for immediate use in the vicinityThe arrangement at the head of the accommodation ladder should provide
direct access between the ladder and the ship’s deck by a platform securely guarded by handrails and adequate handholds.The ladder should be securely attached to the ship to prevent overturning.Each accommodation ladder should be of such a
length to ensure that, at a maximum design operating angle of inclination, the lowest platform will be not be more than 600 mm above the waterline in the lightest seagoing conditionEach accommodation ladder or gangway should be clearly
marked at each end with a plate showing the restrictions on the safe operation and loading, including the maximum and minimum permitted design angles of inclination, design load, maximum load on bottom end pl ate, etc.A safety net should be
mounted in way of the accommodation ladders and gangways as a person may fall from the means of embarkation and disembarkation or between the ship and quayside

4.Entries in OLB? Ms act

1. MLC latest amendment ansd

2. What is LRRS?
Lifeboat release and retrieval system (LRRS)IMO has adopted new proposals in order to enhance the safety of Lifeboat Release and Retrieval Systems (LRRS), with the purpose o f preventing accidents during the launching of lifeboats.A new SOLAS regulation
(III/1.5) requires that (existing) LRRS not meeting the new LSA Code requirements are replaced not later than the first scheduled dry-docking of the ship after 1 July 2014 but, in any case, not later than 1 July 2019. See IMO resolution MSC.317(89). The new
requirements that existing systems shall meet are related to:

Stability of the hook system;Locking arrangement;Hydrostatic interlock.

The SOLAS regulation (III/1.5) requires that (existing) LRRS not meeting the new LSA Code requirements are replaced not later than the first scheduled dry-docking of the ship after 1 July 2014 but, in any case, not later than 1 July 2019. See IMO resolution
MSC.317(89).

3. vessel off Nigeria casualty Indian onboard who will carry out the investigation.
Marine board

4.in depth discussion about VGM .

Effective from 1st July 2016, with the SOLAS (Safety of Life at Sea) amendment covering container weighing regulations, a packed container will no longer be allowed to be loaded on board vessels unless its Verified Gross Mass (VGM) has
been provided by the shipper to the ocean carriers and/or port terminal representatives prior to the load list cut-off date.

The new regulation was adopted by the IMO (International Maritime Organization) to increase maritime safety and reduce the dangers to cargo, containers, and all those involved in container transport throughout the supply chain.

The Verified Gross Mass (VGM) is the weight of the cargo including dunnage and bracing plus the tare weight of the container carrying this cargo. SOLAS requires the shipper to provide VGM in a “shipping document”, either as part of the
shipping instruction or in a separate communication, before vessel loading.

The shipper is obliged to verify the gross mass of the containers carrying their cargo by either of two permissible weighing methods before these containers can be loaded on a vess

Latest amendment to MSA Latest amendment to MLC ansd

Polar code vessel ordered from Norway to Japan .. I missed on insurance ( first failing criteria)

Lifeboat release system ( could not recollect much) that's the failing ansd

as master first thing to remember is insurance for anything.

LRRS ansd

Iron ore loading procedure ansd

Income terms Incoterms asked by Capt muduli.. These r commercial terms.trademark of ICC (International Chamber of Commerce). Defines responsibility of seller n buyer of goods. Recognized internationally for sale of goods nationally n
internationaly. Total 13. This is wat he want to listen

1) who will pay in case of bunker oil spill in state not ratified to bunker convention
pni

2) what is lrrs and what are the changes

What safety improvements have been introduced for existing on-load release systems? A.3 Existing OLRRS must comply with the following design criteria in Chapter IV: 4.4.7.6.4 – To provide hook stability, the release mechanism shall be designed so that, when it is
fully in the closed position, the weight of the lifeboat does not cause any force to be transmitted to the operating mechanism. 4.4.7.6.5 – Locking devices shall be designed so that they can not turn to open due to forces from the hook load. 4.4.7.6.6 – If a hydrostatic
interlock is provided, it shall automatically reset upon lifting the boat from the water. Q.4 How will the new requirements be applied to existing ships and by when? A.4 All existing lifeboat OLRRS will require evaluation at the earliest opportunity, but not later than July
1, 2013, and an onboard one-time follow-up overhaul examination by not later than the first scheduled dry-docking after July 1, 2014 (but no later than July 1, 2019). The evaluation should be in accordance with (MSC.1/Circ.1392).

3) what info is sent by lrit DATE/TIME/POSITION/IDENTITY

4) how u will make sure that lrit is working POLLING IS ON ON SAT C

5) u r 3 days to usa and ur lrit stops,. action? INFORM OWNER TO INFORM FLAG AND ASK DISPENSATION
ARRANAGE TECHNICIAN ON ARRIVAL
INFORM PSC

6) how u will apply for dispensation?

If any of the safety equipment is not working, the ship manager needs to notify the flag state and classification society of the vessel.

Classification society will advise the alternate arrangements. Once these alternative arrangements are in place, flag state may issue a dispensation for certain period.

Once this dispensation is received, the ship can sail to the high seas.

Even with this dispensation, ship manager and master must ensure that this fact is made known to the ship's charterers and any other party affected by the ship operation.

7) PSC detains u in a port and u think that the detainable deficiencies and not satisfying. what action? APPEAL ANSD

2. How you drop anchor how anchor can be used to prevent drift.

3. Heavy weather precaution So much cross-question.

1. Inform Master, E/R, Crew and other departments such as Galley etc.
2. When Master on Bridge – ask him if required to plot alternate course, show him the recent Wx reports, square and secure up the bridge, wear proper PPE and organize respective crew with their PPE on.
3. Check whether all movable objects been secured above and below decks particularly in E/R, Galley and store rooms, paint locker, boson store.
4. Check whether ships accommodation been secured and all ports and deadlights closed.
5. Boat deck – life boat well secured, check gripes.
6. Check for Wx deck openings being secured – hatch Acers, doors, air and bilge pipe to be covered, sounding caps to be closed, mooring winches to be covered electrical ck ts.
7. further on deck

 rigging of safety line or hand rope on the deck on both the sides from fwd to aft

 hatches to be batten down

 gangway to be extra lashed and properly secured

 closing of all watertight doors

 loose mooring ropes to be in and lashed

 all loose gears, drums etc to be secured and lashed

 anchor to be extra lashed and secured, spuring pipe to be covered

 Scuppers and outlets to be kept open on deck

 Soundings must be checked

 Everything checked and done must be logged down and inform Master

 Ballast condition to be checked and conveyed with C/O and Master

 S.E. to be reduced

 Cargo gear lashings with hook

8.
 Cargo lashings to be tightened if loaded.
Crew to be warned to avoid using / going to upper deck areas as it is dangerous in heavy Wx instructions to be issued on following: monitoring Wx reports, transmitting Wx reports to the appropriate authorities or in case of tropical storms, danger messages in
accordance with SOLAS

4. MAS
Resolution A.949(23) Guidelines on places of refuge for ships in need of assistance are intended for use when a ship is in need of assistance but the safety of life is not involved. Where the safety of life is involved, the provisions of the SAR
Convention should continue to be followed.The guidelines recognize that, when a ship has suffered an incident, the best way of preventing damage or pollution from its progressive deterioration is to transfer its cargo and bunkers, and to repair the
casualty. Such an operation is best carried out in a place of refuge. However, to bring such a ship into a place of refuge near a coast may endanger the coastal State, both economically and from the environmental point of view, and local authorities
and populations may strongly object to the operation. Therefore, granting access to a place of refuge could involve a political decision which can only be taken on a case-by-case basis. In so doing, consideration would need to be given to balancing
the interests of the affected ship with those of the environment. CASTOR

A second resolution, A.950(23) Maritime Assistance Services (MAS), recommends that all coastal States should establish a maritime assistance service (MAS). The principal purposes would be to receive the various reports, consultations and
notifications required in a number of IMO instruments; monitoring a ship's situation if such a report indicates that an incident may give rise to a situation whereby the ship may be in need of assistance; serving as the point of contact if the ship's
situation is not a distress situation but nevertheless requires exchanges of information between the ship and the coastal State, and for serving as the point of contact between those involved in a marine salvage operation undertaken by private
facilities if the coastal State considers that it should monitor all phases of the operation.The need to review the issues surrounding the need for places of refuge was included in a list of measures aimed at enhancing safety and minimizing the risk of
oil pollution, drawn up in December 2000 in response to the Erika incident of December 1999.

5. Piracy and arm robbery. ANSD

1. Which ships you have done. U get load orders for loading a chemical, what will u do.
REFER COF FOR CARGO
PREPARE STOWAGE PLAN
CHECK CARGO COMPATIBILITY
MAX TO TAKE

2. Chemical to be carried is not mentioned in COF, what will u do. ANSD

3. What is tripartite agreement. Ansd , ex new chem. Cargo in COF and AOA

4. Certificates as per ISM code ansd

4. asked me to write when annual, intermediate and RENEWAL survey can be carried out. samsul

6. What is london convention.

The "Convention on the Prevention of Marine Pollution by Dumping of Wastes and Other Matter 1972", the "London Convention" for short, is one of the first global conventions to protect the marine environment from human activities and has
been in force since 1975. Its objective is to promote the effective control of all sources of marine pollution and to take all practicable steps to prevent pollution of the sea by dumping of wastes and other matter. Currently, 87 States are Parties to
this Convention.

7. You are on cattle carrier and few cattles die during voyage, what will you do. tried convincing me they are mutton/food waste!!!
Animal carcase animals that die onboard
8. 2nd off calls u at 3 am, mine clearance vessel fine on port bow, action. Little bit cross questioning in some of the questions

1) MLC amendments, wants to hear both 2014 and 2016 amendments.

2014 ammendments
The amendments to the Code implementing Regulation 2.5 – Repatriation This amendment was brought about, to better address the specific problems faced in cases of abandonment of seafarers. Although all seafarers are entitled to coverage for repatriation, which is
secured by the requirement in the MLC, 2006, (a matter that must be included in the seafarers’ employment agreement and also verified on flag State inspections), it was noted at the time of the adoption of the MLC, 2006 that, in practice, the needs of seafarers who are
abandoned were not adequately covered under existing mechanisms and provisions, andThe amendments to the Code implementing Regulation 4.2 – Shipowners’ liability the claims for compensation in the event of a seafarer’s death or long-term disability due to an
occupational injury, illness or hazard. This amendment was brought about, in order to better address the problems faced by seafarers and their families and to elaborate on the requirement in the MLC, 2006, for shipowners to provide financial security to assure
compensation in the event of death or long-term disability of a seafarer due to occupational injury, illness or hazard.

2016 ammenments
TEXT OF THE AMENDMENTS OF 2016 TO THE MARITIME LABOUR CONVENTION, 2006 Amendments to the Code relating to Regulation 4.3 of the MLC, 2006 Guideline B4.3.1 – Provisions on occupational accidents, injuries and diseases At the end of paragraph 1, add the
following text: Account should also be taken of the latest version of the Guidance on eliminating shipboard harassment and bullying jointly published by the International Chamber of Shipping and the International Transport Workers’ Federation. In paragraph 4, move
“and” from the end of subparagraph (b) to the end of subparagraph (c). Add the following new subparagraph: (d) harassment and bullying. Guideline B4.3.6 – Investigations In paragraph 2, move “and” from the end of subparagraph (e) to the end of subparagraph (f).
Add the following new subparagraph: (g) problems arising from harassment and bullying.

2) Epirb activated falsely, actions. Samsul ansd

Chief officer report you smoke is coming out from cargo holds no 3 your action as a master.
Make sure all natural ventilation to hold is closed
Commence boundary cooling
Release fixed co2
Press up db
Monitore bulkhead temp of adj holds
Continue boundary cooling n open all hydrant valves on
Monitore bulkhead temp of adj holds if temp not rising then open n inspect hold
still rising
Seek port of refuge
what is lrrs and what are the changes? ansd

1. As per unclos, define baseline ?

According to Article 5 of UNCLOS, a normal baseline is drawn at the low-water line, as stated in official charts. Perhaps the easiest way to think of a normal baseline is as an “outline” of a State’s coast. Waters on the landward side of a baseline are considered a
State’s internal waters, treated much in the way that land would be treated. However, in some situations, it is either impractical or uneconomical to draw a normal baseline. In such cases, straight baselines are used in lieu of normal baselines.

2.criminal n civil jurisdiction of coastal state extends upto how many miles ? 12nm

3.if a vessel is going to another country , that country is a party to a convention n our vessel is not ratified that convention , do v need to hv that convention compliance certificate ? statement of complaince

3. What is lrrs ? What are latest amendments in it ? ansd

4. Vessel loading grain in Australia ..how will you practically demonstrate the grain loading stability criteria ? Cross question from Capt.muduli in each questions n wants answers in depth ...ansd

1. Wreck removal convention? Who issues the certificate? pandi

2. CLC and FUND ansd

3. Define piracy and armed robbery? Differentiate between them? Outside n inside territorial sea

4. What is UNCLOS? ansd

5 Amendments to MSA? Ansd