Satyajit's Question Answers

A:   As seen from the above chart, in the primary layer of compensation, ship owner takes insurance for the liability  as per CLC 92.  For ships upto 5000GRT, liability is 4.51 Million SDR and for every ton above 5000GRT it is 4.51 Million SDR+ 631 ( GRT-5000).  In the Supplemenatry layer of compensation, the contributions are made by the Oil receivers ( Oil companies).  Now in order to ease the burden on these oil companies who are contributing to the IOPC fund and also to show the ship owners commiment  in sharing the burden with the oil companies ( which in a way will give more buisness to the Ship owners) and also to increase the minimum liability from 4.51 Million SDR, owners of small tankers have have entered into  a voluntary agreement with the P& I clubs to increase the minimum liability from 4.51 Million SDR to 20 Million SDR. This will also benefit  the IOPOC and Supplementary Fund, as there will be no need to revise the limits of liability.  Hence the figure 29548 GRT.  4.51 Million SDR + 631 x (29548-5000)= 20 Million SDR approx.  So under the terms of STOPIA, the liability of the owners of small tankers upto 29548 GRT is increased  to 20 Million SDR.  TOPIA 2006 is another form of independant agreement which provides indemnification to the Supplementary Fund for 50 % of the amounts ( claims) paid by the Fund.  As of today there has been only 2 incidents involving vessels entering in STOPIA 2006 and no incidents of vessels with TOPIA 2006 as there has been no incident which involved the use of Supplementary funds. 

A: In simple terms, risk of collsion is when you have acquired a target and the CPA from ARPA calculation shows around 0NM , then risk of collision exists. This is irrespective of the TCPA. Close Quarter situation: These parameters are not clearly defined in ROR, but CQS is the minimum limits of CPA/ TCPA that the Master puts in his night orders or standing orders. By declaring these values, the Master has defined CQS limits and the OOW does not have the right to allow any vessels to pass below these limits.  So for eg if he has written that the Minimum CPA is 2Nm and TCPA 15mins and you are overtaking a vessel and because of the available searoom round you, you can only keep a CPA of 1.5Nm, then the Master must be informed  before TCPA reduces to 15mins. This implies that the Master has to be informed whenever his Min CPA/TCPA limit parameters are not being complied. The Master will have different different CQS limits for different scenarios and he must ensure he writes this in his daily night orders. OOW must ensure vessel stays above these limits under any circumstances. 

A: The negative readings given in the pressure gauge in the SCBA is to show that if the gauge is operational. Normally there will be a support near the zero reading for the needle to rest upon, however since its an important safety equipment, showing negative scale readings is an additional safety feature so that we made aware that the gauge is operational and the spring inside is not broken. If there was no negative readings scale then it can be mislead that the cylinder is empty. Hence this is to reduce all possible human errors during an emergency situation. 

A: Easy thumb rule- All opening above waterline are weather tight. All openings below waterline are watertight. 

A: This is the main reason why the Cargo Plan made should be as realistic as possible and more detailed. The duration of each calculation statge should be as short as possible. There are mates who make cargo plans for Commencement- 50% Cargo loaded - Completion stages. During the voyage from load port to disport or vide versa, there is sufficient time availiable for the mate to do the calculations at 2hrs interval (preferably). This will be very helplful for the Duty Officers to follow the maintain the cargo watch as per the Cargo plan.  Now incase the Loadicator fails, the Cargo plan will be the first point of reference to ensure you are loading within safe parameters. The vessel's drafts and the cargo tank soundings will indicate to you that whether you are following the cargo plan. And since you have calculated parameters like drafts , Stresses & GM, you will know that you are within the safe parameters zone.  Also it is very important to install the Lodicator software on another PC (preferably a Laptop) as a back up option incase the Main lodicator fails.  Lastly, the Stability booklet has  form for quick calculation of the basic parameters. Locate this form and make a photocopy of it and display it in the CCR with the procedure. Main priority for mate is accurate loading of cargo as per the BL/ Charterer's instructions while ensuring the Drafts/GM/Stresses are within safe zone parameters. 

A: Too much paperwork and task duplification!! Negates the purpose of saving paper(Going green).

A: Rule 2  (a) In a nutshell it means that in case of a collision, don't try to find any loopholes in these rules in order to escape from the liabilities. Donot try to find any rule or its part to use it to your defense . (b) Kuch bhi kar par jahaaz ko math thok!!!

A: Normally there will be 3 sets of Original B/L which is signed by Master. It will be mentioned at the bottom of each of the original B/L. Now consider if the vessel is sailing and the cargo has been sold to the different buyer which will be endorsed by the previous owner of the cargo on the 2 sets of original B/L. But this will not reflect on the 1 set of original B/L which is with the Master. The issue arises with the Customs at the discharge port. As a part of the pre-arrival formalities, the ship is supposed to send a set of documents to the agent at the discharge port one among which will be the B/L. Now if the new buyer of the cargo presents only 2 /3 set of B/L to the custom office with the name of the new buyer and the Master has sent 1 original which has the name of the previous buyer, this can create lot of paperwork issues. Also banks also needs that the Accomplisehed B/L is endorsed on all the original sets of the B/L. 

A: Sir, when in RV, the sectors for overtaking will be the same as defined in Rule 13                ( 22.5deg abaft the beam) not abaft the beam.  The reason is very simple. In a given set of rules there cannot be 2 different meanings to the same definition. If it has not been specifically defined in Rule 19 that Overtaking will be abaft the beam, then definition as per Rule 13 applies.  This has been explained by Capt Anil Bhatia in his youtube channel.  https://www.youtube.com/watch?v=3HgN0u4sCHw

A: "If the circumstances of the case admit" is basically an escape clause for the vessel to not take action as required by that particular rule.  But in order for the vessel to use this escape clause, there has to be a justifiable reason to do so.  Most widely accepted conditions are Insufficient sea room, presence of navigational hazard, presence of traffic causing a hinderence for vessel to take that particular action and so on.  Reasons like following passage plan route, cutting short for ETA, etc are not grounds for using this escape clause. 

A: SOLAS Chapter III Reg 2 - Exemptions; Gives Flag state the legal authority under this convetion to exempt an individual ship or class of ships to comply with any specific requirements of  Chapter III of SOLAS, if the vessel  does not proceed more than 20Nm from the nearest land and there are sheltered  anchorages in the vicinity. 

A: For eg, a vessel which has a low GM due to a particulat tank not having a centreline bulkead which increases the fluid GM, this design is called as Inherant stability problem of the ship. It is in the design aspect of the ship which will always remain throughout the life of the vessel. 

A: There was a vessel detention by AMSA recently becoz the cooling water for the RB engine was not functional. The vessel's critical list showed it carried a spare part for the cooling water parts, but was not traced on board.  Obligation to carry spare parts for critical equipments onboard is mentioned in the company SMS. It is upto the vessel's staff to identify which equipments are critical ( Critical meaning those equipments which are part of the vessel's statutory certificates) and ensure that the spare parts are available at all times. Incase the company does not supply, then make sure it is in writing so that your part is clear incase asked by any Port State. 

A: Most effective way is to carry out the Drills properly. You can plan table top training for specific equipments like donning of SCBA, CPR , etc during these drills. Plan it in their work hours so that they will take interest in learing and listening. If you plan in their off hours or Sunday, chances are they will be grumpy and will physically attend but won't listen. 

A: The thumb rule would be the minimum pumping rate the terminal can provide.  As for the time to reduce to topping up rate, that is entirely on the cargo plan and the last tank you have kept for topping up. 

A: This is the most impratical question asked normally by surveyors/ Professors who have not sailed in the recent times. Pratically before the vessel makes a port call, she is required to send a list of vessel's certificates to the port authority before berthing clearence is given. Normally ports will not allow vessel's to berth if there are any certiciates expiring and renewal survey has not been arranged. Also Class will send Quarterly status reports to vessel's MSI. the certificates have a +/- 3 months window period on the expiry date so that gives flexibility for the MSI to arrange for a renewal survey. For any genuine reason like unfavourable ports during this window period the MSI could not arrange , then Flag can give dispensation, provided evidence and a time frame is given. Flag will not so easily give dispensation just by raising a request. 

A: To be practical, determing the length of the tow from Stern view will be irrelevant as you will most likely be overtaking the vessel. The length of the tow will matter when the T&T will be in a crossing situation with respect to you. In this scenario you will be able to identify by the diamond shape displayed. Also even visually you can verify. 

A: One important check is knowing the flag of the vessel. Vessel with flag from FOC can be red flag and then you can start to check who are the managers and check from the PSC databases if that vessel has any past history of dentions or deficiencies.