A Practical Guide to Yard Delivery of New Ship

A Guide for Seafarers, Shipowners and Ship Managers
A Practical Guide to Yard Delivery of New Ship
www.marineinsight.com

Authors
Bimal Roy / Anish Wankhede
Editor
Abhishek Bhanawat / Raunek Kantharia
Graphic Design
Swapna Lekshmanan
Table of Content
A Practical Guide to Yard
Delivery of New Ship
Introduction
The Contract: Shipbuilder & Purchaser
Responsibility of Owner/ Ship Manager
Responsibility of Takeover Team
Surveys, Certifications & Requirements
Sea Trials
Handing Over and First Voyage
1
2
3
4
5
6
7
o

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Marine Insight©
“A Practical Guide To Yard Delivery Of New Ship”
Publication date: Jan ’2017
Published by: Marine Insight
www.marineinsight.com
Copyright 2017 Marine Insight
NOTICE OF RIGHTS
All rights reserved. No part of this book may be rewritten,
reproduced, stored in a retrieval system, transmitted or distributed in
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the accuracy of the information provided in the book. Neither the
authors and Marine Insight, nor editors or distributors, will be held
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instructions contained in this book, or the equipment, tools, or
methods described herein.

Introduction
CHAPTER 1
Introduction
Birth of a Ship
Ship Construction Stages

checks and certifications before the vessel gets delivered
from the yard.
This guide is an effort to simplify the complete process of
Yard Delivery not only for the shipowner/ purchaser but
also for the seafarers, who today have to follow several
stringent regulations at port and sea. The yard delivery
process includes many such planned steps along with
exhaustive paperwork.
The use of advanced technology, latest concepts, codes,
conventions, and regulations have kept the shipping industry
dynamic and ever-changing.
Among these, shipowners, operators and floating staff are
responsible for compliance and updates, keeping ships and
shipping industry abreast with the same.
As the shipping industry constantly upgrades itself with new
technologically advanced ships constructed and added into a
company’s fleet, the initial process of booking a shipyard and
delivering a ship has a set of procedures to ensure the ship
received from the yard comes as promised by the manufacturer
and does not have any shortcoming or problem.
It’s the joint responsibility of ship’s staff, owners, classification
society, ship operators and their superintendents to takeover
the ship from the yard, monitor, and conduct various tests,
Yard Delivery Team: Photo by - Jose Mateo S. Halagueña
Yard Delivery Procedure l 4.
3. l Marine Insight
Introduction

The decision of a shipowner/ purchaser to order new ships
from a shipyard depends on the following factors:
Once the decision has been taken to purchase a particular type
and size of a ship, a reputed shipyard is selected to complete
the construction and timely delivery of the ship to the
purchaser under a contract between them.
Following are the main phases in the ship construction process
and the average time taken to achieve the same.
• Company growth in one type of fleet or expansion in
multiple fleet type
• The tonnage requirements for a particular type of trade and
size of vessel according to the same
• Current and future shipping trade scenario and projection
of global business
5. l Marine Insight
Birth of a Ship

1. Signing of Contract & Designing: Contract or agreement
between the owner and the shipyard with respect to
specifications and time required for a particular ship is as
critical as it is for the purchaser to safeguard the interest of
the shipping company in case of defects or shortcomings
in the new built ship post delivery. This topic is discussed
in detail in the 2nd chapter.
Designing of ship is a separate area with its own time
requirement (it varies depending on the latest technological
features or methods required for the ship).
2. Block Formation: This phase comprises of construction of
various blocks using steel plates and beams. In this stage,
all the piping systems are also fabricated. The fabrication
goes through 500 to 600 inspections before moving to next
phase.
3. Block and Machinery Fixing: Keel is laid in the dock and
blocks are joined together as per the yard crane
7. l Marine Insight Yard Delivery Procedure l 8.
capacity. Provision for fitting important deck and engine
room machinery is made in the required blocks.
4. Erection: In this phase, various blocks are brought and
assembled together. All the important machinery
systems (engines, deck winches, steering gear, propeller
etc.) are also erected. The important ship particulars
(LOA. Depth, draft, level of keel etc.) are then
measured.
5. Commissioning: This is the most exhaustive phase of all,
which includes hull painting, class surveys, inspections,
supply of provision, bridge equipment installation, sea
trails etc.
Ship construction: Photo by Martin Simon
Ship Construction Stages

Factors that help in selecting a Shipyard:
Even after shortlisting a shipyard, the owner must look into the
following matters to ensure that the choice made is right in
terms of reputation of the shipyard and timely delivery of the
ship:
“By carefully selecting the shipyard,
structuring the contract to avoid conflicts,
instituting a rigorous progress monitoring
system, and developing strict procedures to
assure timely approvals and documentation, the
shipowner will greatly improve his chances of
being able to settle changes and disputes with
the shipyard in an equitable manner.”
• Physical characteristics
• Technical capabilities and experience
• Order book and employment
• Location
• Ability to assist financing
• Reputation and references
• Quality information
• Yard standard details
• Current order book
• Financial statement and bank reference
• Management plan
• Technical plan
• Major events schedule

The Contract
CHAPTER 2
Plans, Drawings and Specifications
Classifications, Regulations and
Registration
Warranties and Limitations
Extras, Additional Services and
Alterations
Insurance and Taxes
Completion Date and Payment

A shipbuilding contract can be specifically drafted as per
owner or shipbuilder’s standard format or industry standards.
Following are the most important points of a shipbuilding
contract explained in brief:
The shipbuilding process runs on a blueprint, which is agreed
by the shipowner and the shipyard on the type/kind of ship to
be constructed. It mainly consists of plans, drawings, and
specifications along with the tentative schedule of completion.
It is very important to go through each document and
understand the clauses attached to them. A shipowner or
purchaser can always take help of a professional naval architect
or an experienced surveyor to understand these documents in
depth.
The other important aspect of going through various
documents is to understand that shipbuilder is fulfilling the
minimum standard criteria of the flag state (which the
shipowner will opt for).
Acontractual agreement between two parties is an
exhaustive document, which ideally should contain all the
information of the agreement, payment, failure,
consequences etc. Since money involved in shipbuilding is
huge, it is imperative for the owner to know and understand
the basic requirements of the contents of the agreement that
is with the shipbuilder, even when a reputed law firm or a
maritime/contractual lawyer is hired for this purpose.
Plans, Drawings and Specifications:

The contract will also list that the vessel will be complying
with all the applicable rules, regulations and requirements of
the regulatory bodies. All such rules, regulations, and
requirements shall be complied without any conditions/
recommendations.
Classification, Regulations and Registration: It is also important to understand whether the payment and
fees involved with respect to the class or regulatory bodies,
regulations and requirements shall be accounted by the
shipbuilder or not.
Normally the shipbuilder provides, delivers, and pays for all
the certificates necessary for the approval of the vessel, and it
should be clearly mentioned in the contract for clarification
purpose that all documents reasonably required by the
purchaser are a requirement for the registration of the vessel in
the preferred flag state.
The contract will also specify (and it is practiced in general)
that buyer/ purchaser will bear all the expenses of registering
the vessel in the preferred flag state.
Forums
&
Organizations
Classification
& Flag State
IMO
“Classification Societies, acting as alter ego to flag states,
work to meet the prescribed duties laid down under Article 94
of UNCLOS 1982.”

The buying and selling market runs on 3 important things:
The shipowner will choose a shipyard that can provide a
quality product at a compatible price. The time factor is an
important parameter as the business planning of the owner
will be dependent on this critical factor.
Warranties in writing guarantee that the shipbuilder will
repair or replace faulty workmanship or material for a set
period of time.
If the shipowner claims on the manufacturer's warranty and
the products are replaced, he/she may still receive a new
warranty on the replaced products.
Warranties and Limitations: It is important that the contract includes all the services,
designs and machine parameters such as speed, fuel
consumption, length, hold capacity, tonnage etc., which the
shipbuilder will warrant. Since the breach of a warranty usually
entitles the injured party to damages, it can be problematic if a
particular design characteristic, which is of great importance to
a purchaser, is not included in the warrant.
A well thought contract would ensure that the damages are
agreed to ahead of time on a sliding scale with respect to the
degree of deviation from the specifications.
• Quality and pricing
• Availability
• Warranty

Following are the points which can be included in the
contract for purchaser’s legal rights:
• Indicate who will bear the cost of bringing the ship to
shipyard if the ship got stranded due to breakdown in a
distant location
• Indicate if the shipyard is willing to bear the cost of repair
or to grant an allowance to owner if the repair is taking
place in different ship repair yard
• Check if the shipbuilders included to limit their liability
with respect to equipment manufactured by others,
unless the failure of that equipment was caused by
improper installation by the builder
• In the case of a builder having to actually enforce a
warranty for the benefit of a purchaser, the contract
should state who will pay the total expenses of such
activities
• In some cases, the manufacturer will allow its warranty to
flow through to the purchaser and in other cases, the
warranty must be assigned or enforced by the builder for
the benefit of the purchaser
• For expensive items, the question of transferability of
warranties should be reviewed ahead of time with the
manufacturer before a commitment is made to purchase
the item
Since the cost of repairs is often quite high at remote locations,
these provisions are not always satisfactory to the purchaser.
Most shipbuilding contracts also contain a clause excluding
liability for indirect damages and consequential losses. From
the perspective of the shipbuilder (and his insurers), this is a
very important provision.

The clarification for the payment or cost of an extra item,
service or any alteration done while the ship is in shipyard, is
an important point which should be clearly written in the
contract.
Extras, Additional Services and Alterations: Following points must be clarified in the contract:
• If the shipyard has provided any additional item during the
construction of vessel, contract should be clear enough to
understand if this extra item will be priced additionally out
of the pocket of the purchaser or it will be treated as under
fixed price of the contract
• For the benefit of purchaser and builder, there should be a
clause in the agreement to continue the work in a disputed
situation agreeing to sort out the problem at a later time by
either arbitration or litigation
• If the shipyard does not have such an agreement and the
purchaser refuses to make an agreement at the time the
dispute arises, the shipyard may lose its right to later claim
the item as an extra, even if it does the work under protest
• Hence from a shipyard’s perspective, it is advisable to have
a clause that allows disputes over use of an extra item,
which can later be resolved by a way of arbitration

after completion of the project
• Contract should clearly indicate mode, amount or rate
applicable for payment when any alteration is required
for a system or part of the vessel apart from the original
decided plans, drawings and speciﬁcations. It should
cover the extended time to complete the alteration work
with penalties, if any, and offhire charges
• For contracts stating that extras are to be paid on a “cost
plus” basis, it is useful to stipulate whether this includes
any cost for items such as overhead and labor cost, and
what the mark up will be on materials
• Contract should mention if both the parties decide to
litigate or arbitrate the value of an extra item. A detailed
time record should be kept for each worker that allows the
shipyard to identify and quantify work done as extras.
Apart from this, the materials and other items used to
perform the “extra” work must be recorded
• It is important that the contract clearly mentions who will
be authorized to order for extra work and items as the
shipbuilding process in the shipyard will be under
inspection from surveyor and classification bodies, who
may order such extra work. If it is not mentioned in the
contract, a letter of authorization should be provided by
the owner authorizing surveyor, or class representative to
order any extra work or item which will benefit the existing
building process

• It may happen that the bigger sections/ parts of the ship
are outsourced by the builder and agreed to be made in a
low cost country by the buyer to reduce the overall
shipbuilding cost. In such cases, the shipbuilder shall
remain fully liable for the due performance of such work
as if done by the builder at the builder's yard and the
contract should clearly clarify such point
Any opinion or request made by the buyer entails no alteration
of the builder's obligation and liability under the contract.
Except as otherwise stipulated in the specifications and the
"Maker's List" or agreed in writing, the builder may, without
interference from the buyer, freely choose its subcontractors,
but the builder shall in ample time notify the buyer in writing
before placing major orders for equipment or services with
subcontractors, and shall give reasonable consideration to
buyer's request.

Insurance and Taxes: the shipbuilder is tied in, before going into a contract with the
shipbuilder. The contract will include the insurance policy of
the shipbuilder and all the benefits the shipbuilder and the
buyer will have in case of any mishap during the time of ship
construction.
The contract should also indicate the liability of the
shipbuilder if there is any damage to the ship during sea trials
out at sea.
It is best to have the shipyard review any proposed provisions
regarding insurance coverage with its broker prior to entering
any contract. Otherwise, it may find itself unable to obtain the
type of coverage it contractually bound itself to provide.
In general, till the handing over of the ship to the owner is
done, the shipbuilder will bear the risk of any loss or damage
to the vessel, materials, parts, machinery, and equipment
under the insurance policy.
Following are some important points which need to be
Insurance
It is an important feature of any new shipbuilding order. It
needs to be understood by the buyer what insurance policy

checked in the contract in terms of insurance:
• Insurance should clearly describe who will pay the
insurance company for the policy taken for the
new ship
• It should clearly mention whether the policy
includes the supplies provided by the buyer to
shipbuilder
• It should have clear mention of underwriters
acceptable to the buyer on customary "All Risk"
terms
• The insurance must contain the necessary fire and
transport insurance of material and equipment
which the builder will procure from subcontractors
• It should clearly mention if the builder is obliged/
not obliged to insure the transport of buyer's
supplies
• It is to be clarified if the insurance covers the
amount to reorder the buyer supplies in case of any
mishap
• The insurance policy paper should be in the joint
name of builder and the buyer
• It has to be clarified that builder will not raise any
demand for shipyard losses other than those related
to the buyer’s constructed ship
• The proceeds recovered under the insurance
policies shall be applied to repairs satisfactory to the
class and regulatory bodies, and the buyer shall
accept the vessel under the contract if completed
thereafter in compliance with the contract

Taxes
Unless a purchaser qualifies for some exemption, both
provincial and federal sales tax is payable upon the purchase
of a new ship and it will entirely depend on the country’s
local taxation law.
Apart from adhering to the local tax law, the contract should
also specify whether:
• The builder shall bear and pay all the taxes as per the
country of building in accordance with the execution and
completion of contract
• The buyer’s supplies for building the ship may also be
exposed to local taxation which should be clarified in the
contract. Normally the buyer will bear this cost
• The buyer shall bear and pay all taxes and duties imposed
outside the country of the builder in connection with the
execution and/or performance of the contract, except for
taxes and duties imposed upon those items to be procured
by the builder for the construction of the vessel
• Any tax benefits or exemptions should be computed while
calculating total taxes applicable and appropriately
provided to the buyers or shipbuilders as stated in local tax
laws

Completion date
A shipyard works under the local laws of the country, which
will have its calendar of holidays and its own labor union.
It may happen that the shipyard will not operate due to
various reasons, which may cause delay in the project
completion time.
The contract should include the date of completion and if
the buyer’s requirement insists the importance of completion
date, it is recommended to include a late completion date
and penalties, if any.
If it is important for a purchaser to have a ship completed by
a certain date, it is advised to include a clause of liquidated
damages in the contract, specifying the per diem penalty for
late delivery.
If this clause is demanded in the contract, the shipyard will
normally exchange it for a clause bonus for early delivery.
Completion Date and Payment: Although shipyards are generally very reluctant to allow a
purchaser to terminate a contract for late delivery, they will
often agree to a provision allowing the purchaser to take
possession of the vessel (after reasonable notice of its intention
to do so) and have it completed by another shipyard.
Such provisions will also usually reserve the right of the
purchaser to make a claim against the original shipbuilder for
the extra costs associated with having the ship completed by
another yard.
Delivery Celebration - Photo by – Yasir Elfadil

Payment
The contract should have following details to make the
payment process smooth without any friction and litigation:
• Total contract price in specified currency: the contract
should mention the total agreed price from both the
parties and the currency in which the payment will be
done
• Installments and method of payment: Various
installments with amount, which need to be paid by the
buyer at regular intervals of time
• Notice of the installments payable on delivery and
acceptance shall include notice of adjustments, if any
• A refund guarantee by the builder for the installment
paid by the buyer in case of cancellation of contract by
the builder
• Clause for retaining the vessel if buyer does not make the
payment or to deliver the vessel under bank guarantee of
the payment from the buyer
• Clause for handing over of the vessel in time if the builder
is unable to process the final account at the time of
delivery. The costing should be settled under bank
guarantee
Important examples of Payment Dispute Claims (from real
contracts):
“In the event of any dispute concerning the payment on
delivery of the vessel, including the question of the buyer's right
to offset any claim it may have, the buyer may be paying the
entire amount demanded by the builder, who is required to
provide a bank guarantee or other security satisfactory to the
buyer for the disputed amount. The builder cannot in such
case refuse to deliver the vessel.”

If the builder does not wish to issue security for the disputed
part of the claim, the buyer is entitled to take delivery of the
vessel against payment of the undisputed amount and provide
a bank guarantee or other security satisfactory to the builder
for the disputed part of the claim. The costs of security shall be
shared proportionately between the parties according to the
outcome of the dispute.
If on or before the delivery and acceptance of the vessel, the
builder is declared bankrupt or enters into a fund or a formal
composition arrangement or moratorium, or otherwise proves
to be in such a financial position that it is likely to be unable to
perform its obligations during the guarantee period, then the
buyer may demand that the builder shall provide satisfactory
security for the performance of such guaranteed obligations,
limited to 1% of the original contract price. On failing such
guarantee, the buyer is entitled to deposit the equivalent
amount in an escrow account in the joint name of the builder
and the buyer, and to deduct this amount from the installment
to be paid on delivery and acceptance of the vessel.
The ship builder may also require an alteration of the payment
schedule so as to allow for early payment for extras.

Responsibility Of Owner / Ship Manager
CHAPTER 3
Selection of Flag State
Selection of Classification
Society
Selection of Takeover Crew
Arrangement for Surveys

The selection of flag state is an important decision for the
owner to ensure his business gets a positive response from the
market.
There are multiple flag state options available and the owner
can choose the one, which suffices her/his financial as well as
statutory requirements, considering the flag state accepts the
type of ship as some flag states have eligibility criteria in terms
of ship type and age (applicable for resale ship).
Following are some important points to be considered while
choosing and registering the ship to a flag state:
• Check if the name of the vessel that the owner wants is
available with the flag administration as same name cannot
be used under one flag
• Check if the ship is fulfilling the eligibility criteria, in terms
of type of ship or age (NA to new build)
* Pro Tip: While the ship is under construction or even before
ordering the ship, the desired flag state can be contacted to
reserve the name of the ship; some may ask for a reservation
fee.
Panama Flag Vessel: Photo by – Ishu Tiwari
Selection of Flag State:

Classification societies are independent commercial
organisations, which work in conjunction with the shipyards,
shipowners, flag state authorities and insurance companies to
ensure that ship is constructed and certified as per the
minimum requirements laid down by IMO.
It can be said that the most important objective of a
classification society is to ensure the safety of life and property
at sea by following a definite protocol for technical standards
while the ship is being constructed or plying at high seas, or for
all the businesses related to shipping.
As per the IACS (International Association of Classification
Society), the main functions of a Classification society are:
• A technical review of the design plans and related
documents for a new vessel to verify compliance with the
applicable rules and regulations
Selection of Classification Society:
• If the owner has a preference for selection of the
classification society, check with the flag state if the
desired classification society is on the list of approved
societies for the concerned flag
• For selecting a flag state, the cost factor will comprise of
initial cost of registration, continuing annual cost of
registration and cost of compliance with various
regulations of flag state
• The buyer must thoroughly understand and ensure that
flag state regulations are in line with important Maritime
Regulations such as SOLAS, MARPOL etc. and has a
good record of enforcing all the regulations
• The buyer must ensure that the country, which the flag
state represents, is politically stable

• Attendance in the shipyard during construction of the
vessel by a classification society surveyor(s) to verify that
the vessel is constructed in accordance with the approved
design plans and classification rules
• Attendance by a classification society surveyor(s) at the
relevant production facilities that provide key components
such as steel, engine, generators and castings to verify that
the component conforms to the applicable rule
requirements
• Attendance by a classification society surveyor(s) at the sea
trials and other trials relating to the vessel and its
equipment prior to delivery for conforming with the
applicable rule requirements
• Upon satisfactory completion of the above, the builder’s/
shipowner’s request for the issuance of a class certificate
will be considered by the relevant classification society and
if deemed satisfactory, the assignment of class may be
approved and a certificate will be issued
• Once the ship is in service, the owner must submit the
vessel to a clearly specified program of periodical class
surveys, carried out onboard the vessel to verify that the
ship continues to meet the relevant rule requirements for
continuation of class
Class Surveyor in Yard : Photo by - Marhaban

The importance of classification society to shipowners:
1. Flag state recognition: Majority of the recognized flag states
are bound to various maritime regulations under the
conventions drafted by IMO, which includes MARPOL,
SOLAS, Load Line convention etc. As per SOLAS, a ship
can only get a SOLAS certificate if it is “in-class” as
accordance with a classification society.
It clearly means that the flag state recognition and classification
society certification are interrelated and equally important.
Without the classification society recognition, a ship will not
able to ply in international waters.
Each flag state has a list of recognized classification societies
from which a shipowner can opt for his/her ship.
The intention is to delegate the requirement and statutory
duties of the ﬂag state to its recognized classiﬁcation society to
ensure that the ship is complying with all the required
conventions, regulations, and protocols.
A flag state appoints a recognized classification society on its
behalf to conduct the flag state surveys prior issuing flag state
certificates and endorsing survey reports which are mandatory
for vessel trading.
2. Insurance: Insurance companies are the savior for
shipowners in case of any mishap, loss, or accidents. The
insurance company will select a ship for insurance or decide
the premium of insurance taking these factors related to
classification society into consideration:
In case of accident or damage to ship or its machinery, the
class surveyor will play an important role in providing a
detailed report to the insurance company for claims.
• The reputation of the classification society
• The class rating assigned by the classification society to the
ship
• Remarks, non-compliance and previous annual survey
reports by the classification society

Once the contract is signed with the shipyard and the flag state
and classification society is selected for the ship, the next
important step for the owner or its representative (a ship
management company) is to recruit an experienced staff that
can take the delivery of the vessel from the shipyard.
Following things are to be kept in mind when the ship
management company/owner is selecting the takeover crew:
• Ensure that all the employees i.e. officers & crew signs the
Article of Agreement (AOA) and official log book as it is a
flag state requirement
• Passports, CDCs and visas of the officers & crew should be
collected, checked, validated, and kept (Check the validity
of Yellow fever certificate)
• Crew documents –check validity of certificates (licenses)
and endorsements of officers and crew as per STCW’95
Selection of Crew for Takeover:
3. Safety of ship and onboard crew: With the set of surveys
which are put “in-line” by the classification society and
regulatory authorities, the surveyors will check all the
important aspects of ship, which contribute to safety of crew
and ship at high seas.
In case of any major deficiency, the class surveyor can give a
notice to the ship and its owner by putting a condition of class
or even cancel the class certification which will again make the
ship unfit to sail.

• Required officers have GMDSS certificates
• Pre-joining medical report and drug & alcohol (D&A)
declaration received
• Acceptance of the terms and conditions of employment
by the taking-over crew
• Crew list (needed for sailing) is prepared and copy of it is
kept in office
• Safe Manning Certificate – Check minimum manning
against on-signers
When?
The general practice for the ship management or shipowner is
to send the takeover crew 30 to 60 days before the formal
delivery of the ship.
The time to send the crew will vary depending upon the
experience of the ship staff, the type of ship and different
certification requirements for that type of ship. Hence, the
selection procedure will start well ahead of this.
How?
The company must apply and get a valid visa for the takeover
crew as they will be working and residing in the particular
country for minimum of 30 days.
The visa should be taken for 3-4 months considering a buffer
period in case of delay.
Manning Ranks: Photo by – Ravish Rishishwar

For taking over of the vessel, only a few seafarers are sent
which may include:
The rank of the selected crew may vary as an eligible and
experienced 2nd engineer can also overlook all the engine
room operations and requirements without needing the chief
engineer or vice versa.
Similarly, only master may be sent to shipyard, without chief
officer or any additional deck officer.
The general practice is to send management level officers from
both the departments. Along with them, a rating (for general
understanding of the ship and its operation) can be sent
depending upon the company’s decision.
The recruitment of the takeover crew mainly depends on the
experience of the seafarers and if they have carried out any
such operations in the past.
Class Surveyor in Yard: Photo by - Marhaban
• Chief engineer
• 2nd Engineer
• Master
• Chief officer
• Fitter
The Takeover Crew: Photo by – Yanci Segovia

Stay:
Since the takeover crew is going on an advance time of 30—60
days, they cannot use the accommodation of the vessel as it
will not have the necessary resources for people to stay.
The company or the owner has to arrange for the
accommodation of the complete takeover crew in the nearest
hotel or in any similar residential facility.
It is the responsibility of the company to provide food/ meals
to its employees by either providing food coupons or
compensating them on per day basis. The transport of the
crew from residence to shipyard must also be arranged by the
owner or the shipyard.
Once the sea-trials are scheduled with the takeover team of
seafarers, the crew may shift to vessel accommodation
depending upon the results of the sea trials.
Ship Accommodation

As stated earlier, the ship under commissioning stage
undergoes several surveys, which are not only performed by
the shipyard but it is advisable that the owner/ purchaser also
surveys the construction process using a third party.
This will help the owner/manager to manage the risks
associated with construction of the new ship as the
construction process will be completely monitored by the
surveyor hired by them.
The critical areas can be identified at the design stage to ensure
that the new vessel complies with the appropriate rules and
regulations and is completed with minimal interruptions to the
production schedule.
Ship Construction: Photo by - Arturo R. Zea
The owner/ manager can either hire a reputed third party
surveyor or the classification society already opted for (Many
classification societies provide other add-on services, which
includes the survey during the construction process).
Arrangement for survey:

The benefit of using the classification society is that the
surveyor and the class organization will have the complete data
of the ship while providing the classification certificate.
The other way to keep a track of the entire shipbuilding
process is to hire and place any knowledgeable personnel
(marine engineer or independent shipyard engineer) as a
representative of the owner in the shipyard.
He/she can be present during the entire construction process,
monitoring the operation at ground level. This representative
will be the one point contact between the owner and the
shipyard. The takeover crew will contact the representative for
any discrepancies or approvals required in the shipyard.
Vessel Construction Inspection
Vessel Hull/ propeller Inspection: Photo by- Andrew Robson

Responsibility of Takeover Crew
CHAPTER 4
Responsibility of Crew before
Joining Yard
Responsibility of Crew in
Shipyard
Duties of Deck Officers
Duties of Engineer Officers
Important Checks by Takeover
Crew

The responsibilities of seafarers, who are going to take the
yard delivery of the vessel, must be thoroughly discussed with
the ship management team located at shore.
To avoid making this process tedious and complicated, the
deck and engine departments’ in-charge are provided with
separate responsibilities and duties, for taking over of the
vessel with utmost safety.
Following are the important preparatory points which the
takeover crew must go through:
• Go to the company office for briefing as per the SMS
• Obtain yard delivery and taking over check-list from
company’s office. Discuss various aspects and
procedures provided in them with safety/technical
superintendents, if required
Responsibilities Before Joining the Ship: • Before delivery of ship, there will be sea trials and checks
of all equipment and systems
• Obtain details and emergency contacts of owner/managers
and hull and machinery (H&M) policy and reporting
requirements of charterers
• The crew must understand and prepare for the
communication (verbal & non-verbal) and cultural
dimensions/diversity for the country where the shipyard is
located
Company Briefing

• Ask for project, progress, follow-up and reporting, punch
list etc.
• The crew should understand how company is managing
the design approval and equipment acceptance at
various site inspections
• Understand surveys which happen at different stages:
• Check who will be the head/ in-charge for approving in
yard – either from takeover team or another company
representative (superintendent etc.)
• The takeover crew and the company office together
should do risk assessment through identification,
evaluation, and mitigation of previous accidents or
incidents happened in the shipyard
“ Test report (under various stages) can be accepted or
rejected by the surveyor while checking the performance
of system during operating conditions.”
 FAT (Factory Acceptance Test)
 HAT (Harbor Acceptance Test)
 SAT (Sea Acceptance Test)
Factory Test: FAT

Additional responsibilities of Deck and Engine department
before joining the ship in yard:
• The deck officer and engineer who are made in-charge
of their respective department (Master or Chief officer
and 2nd Engineer or Chief Engineer), and those who are
part of takeover team must go to the office for briefing as
per company SMS
• Apart from general briefing, he/she should understand
all the important design aspects of engine room and deck
machinery/ systems being installed on the newly
constructed vessel
• If any new technology is implemented on the vessel, or if
the deck/ engineer officer has not experienced a new
system, he/she must take a brief introduction and ask for
manual or training from the company
• Ask for “Yard Delivery Checklist” from the company
and go through it to understand the requirements
• Ask for “Taking Over” checklist from the company and go
through it to understand the requirements
• Understand which machinery and systems are tested under
factory acceptance and shipyard acceptance tests
• Understand the sea acceptance of various ship machinery
and system that the ship crew will be performing in the sea
trials with yard crew
Yard Delivery Company Crew: Photo by- Sudhir Dixit

The shipyard is a form of factory where fabrication is a
continuous process. You will see all types of high risk jobs such
as welding, cutting, grinding, hydro blasting etc. taking place
within one real estate.
Shipyard View
Responsibility of Ship’s Crew in Yard:
Yard Delivery Company Training
“It's important for the owner/ship
managers to train the crew regarding the
equipment/ system which has new features
to ensure that the yard delivery operation
can run smoothly”

Once the takeover crew arrives to the country where the
shipyard is based, they are first escorted to their
accommodation.
The ship crew then meets the owner’s representative, who
can be:
The owner’s representative will ensure that the construction
process is as per the regulatory requirements and on time.
He/she will also provide the information on the latest
timeline and situation of the under construction ship and on
which areas the takeover team should concentrate more.
Most of the shipyards operate during the day within fixed
timing. Once the takeover crew arrives at the shipyard for first
time, they should do the following things:
• Ensure everyone has the necessary personal protective
equipment
• Company superintendent
• Company appointed yard engineer
• A third party appointment (e.g. classification society
shipyard service)
PPE in Yard: Photo by- CEPhoto, Uwe Aranas

• The senior most officer must take initiative to brief on
the safe working practice and hazards related to shipyard
• Before going to the ship building site, visit the yard office
and meet the shipyard representative and team heads
responsible for construction of the ship
• Understand various safety protocols and safe working
practices with the shipyard representative
• Discuss with the shipyard representative how the yard
team is carrying out hazard identification, assessment and
control in the yard
• Inform yard team about the crew’s readiness to participate
in emergency preparedness and response drills, if
conducted by the shipyard for the yard crew
• Understand the fire fighting equipment provided in the
shipyard and alarm signals used for emergency
• Check for emergency exits or muster stations
Yard Office
It is difficult for the small team of takeover crew to keep a
track of each and every record of the work that is taking place
on the under-construction ship as the yard deploys multiple
teams and individuals to carry out different jobs.

As the main job of the takeover crew is to ensure that the
machinery and systems are working and functioning as
promised and are according to the contract, the safety and
emergency devices should also be checked for their limits,
specifications, functioning, operations and standards.
The most effective way (generally followed in shipyards) for
the takeover team is to have a daily Safety and Progressive
meeting to get the updates on yard construction operation.
This meeting should be attended by the following members:
The following discussions to be carried out in this meeting:
• The progress of ship construction and time line
management
• Coordination among the yard, contractors and seafarers to
ensure safe working conditions and job progress
• The takeover ship officers
• The owner representative in yard
• Ship repair manager representing yard
• Yard and company subcontractors (if any)
• Yard safety officer and important safety staffs
• Other yard supervisors involved with construction of ship

• Review all safety and work permits, which have been
issued
• Review safety and work permits, which need to be issued
during the day
• Discuss any violation of safety measures noticed during
the previous days and identify the cause of the incident
and the action to be taken to prevent reoccurrence
• Resolve the existing conflicts between different parties to
ensure safe and smooth operation
• Identify the location and take extra precaution where hull
blasting and hull painting are carried out
• Identify the location and take extra precaution where
welding and hot work need to be carried out
• Identify the location and take extra precaution where
heavy lift operations are carried out
• Identify the pipes and valves which are to be dismantled in
areas where people are working. Marking and securing the
area to be done to avoid fall and trips
• The shipyard must inform the takeover crew about any x-
ray, ultrasonic or hydrostatic testing which have to be done
during the day
• Review own or other vessel movements that could impact
on safety or progress of the repairs
• Review all systems and equipment tests and coordinate
Checks with Shipyard Representative

The ship crew must distribute their work among the team
members and at the end of the day, should have a formal
meeting to:
• Understand the work progress and efficiency of the
operation
• Discuss the recorded or witnessed dock test performed
by the yard crew on any machinery or system
• Discuss and enhance the approach to yard site for
inspections
• Understand the practices and principles of commissioning
work by discussing each other’s experience throughout the
day
• Develop updated guidelines on commissioning procedures
• Identify other potential cost effective alternatives to
inspections and tests
• Apply new methods and procedures for investigating
outstanding works
• Discuss compliance, safety and environmental
performances
• Discuss technical questions related to construction and
tests, which will help fellow crew members
Ship in Yard: Photo by- Andrew Robson

Deck officers, as a part of takeover team, should ensure that
all the deck equipment and fittings are as per the blueprint.
The deck officer shall consult his/her fellow engine officer
for technical understanding and shortcoming of deck
machinery and equipment.
Bridge Equipment Checks:
• Do a bridge familiarization to understand the location
and equipment provided
• Check the off-course alarms and differences between
gyro, main and spare magnetic compasses for deviations.
Officer should try and figure out compass adjustment
techniques
• Check the posted maneuvering information in the bridge
i.e. wheelhouse poster
Duties of Deck Officers in Shipyard: • Check for Aerial / Antenna plan and if it is not done,
prepare and post the same in wheelhouse
• Check and ensure all the GMDSS and other
communication equipment are installed as per the
requirement and blueprint
Bridge Equipment Inspection: Photo by- Pascal Rheaume

• Inclinometers fitted on the bridge should be verified for
their accuracy
• Check and record the spares provided for the bridge
equipment
• Ship Security Alarm System (SSAS) buttons should be
checked for their location and modes of operation
• Rudder angle indicators, repeaters for Gyro compass,
Engine RPM indicators, Doppler log, EPIRB, SART,
VDR locations and fittings should be checked with the
bridge layout plan
• If any bridge equipment is not functioning or installed,
same has to be informed to the company representative,
who will raise this issue with the yard representative
Inclinometer: Photo by- Edwin Maluenda
Indicators : Photo by- Al-Shehihi

Bridge manuals and publications check:
• Check the charts & status of correction provided
• Check the pilot card to verify the ship particulars and
details are filled correctly
• Check the compass deviation card for its accessibility and
errors. If the deviation exceeds 5 degree, request company
yard representative to arrange for compass adjuster
• Ensure all the manuals of bridge equipment are provided
Checking Compass

• The language of the manuals should be in English
• Check the test procedure for navigation and signal lights
along with operation of lights and panel as necessary
• Ensure all the important drawings and display posters are
available on bridge
• Ensure all the mandatory publications are present on the
bridge. For this, a customised list for the type of vessels e.g.
bulk carriers, chemical tankers, oil tankers, container ships
etc. can be used to ensure none of the publication is
missing
• Check GMDSS maintenance plan certiﬁcate is provided.
VDR & SVDR saving & recording procedures are
understood, HDD for data recording is in order and
working. Alarm codes are displayed and understood.
DRU units are in place and secured as per requirements
• Check ECDIS interfaces with various sensors and inputs
are functional and in place
• Check that the certificate of service and chart, and the
corrections supplied from the chart distributor are valid
and posted on bridge. The supplier should be approved
by UKHO as well
• Check distress instructions are posted in the required
locations on bridge
Bridge Posters/ Drawing: Photo by – Bassam Kawgy

• Ensure weather/ meteorological equipment are installed
and their spares are provided (barograph paper,
thermometer, vick & container, met. log book, coding
decoding book, etc.)
• Normally the vendor, who manufactures and installs the
equipment will also be responsible for testing, hence ask
for the test procedure performed on the GMDSS
equipment, including battery on load tests,
commissioning of GMDSS equipment, EPIRB
registration etc. Ship’s officers should verify particulars
and name of the vessel
• Check master clock, GPS and Doppler log inputs to
various GMDSS equipment, Radar and ARPA , ECDIS,
echo sounder, AIS , ODME panel, SSAS and other
equipment
• Anemometers, wet and dry thermometers, sextant,
chronometers, azimuth circles and other equipment for
navigation to be checked and provided by the yard
• Window wipers, bridge window heaters, communication
systems between bridge, E/R and various other locations to
be checked
• Important posters such as maximum anchoring depth
chart, radar blind zones, height of eye table, relative
humidity chart, compass deviation curve, steering gear
diagram, ship particulars, mooring diagram, muster lists,
emergency signals, emergency contact information ,
manoeuvring characteristics etc. must be available
Bridge Window Wipers: Photo Credit- Abin Babu

Checks on Deck Equipment:
• Check installation and working of steering gear
• Check operation of emergency steering gear
• Check installation and working of mooring winches,
anchor windlass and other related equipment
• Check the functioning and installation of radar and
concerned equipment
• Ensure GMDSS maintenance plan certificate is provided
Ship Radar Mast: Photo Credit- Wikimedia
Steering gear

• Check the accommodation/ gangway ladder motor
functioning and installation
• Check the test results of static weight test for
accommodation ladder
• Check the installation and functioning of ship cargo crane
• Check the test report of windlass and mooring winches
(break test, load test, lifting speed test etc.)
• Check for any hydraulic doors provided in the ship side
Windlass: Photo by- Abhishek Bhanawat
Ship Crane: Photo by- Ahmed Khan

• Check the yard test reports of all the deck machinery
• Check the installation and functioning of ship cargo
hatches and covers
• Ask the yard supervisor to demonstrate proper ballast
water system tightness and pump operations by pumping
and taking suction from the ballast tanks
Checks for cargo equipment and manuals :
• Ensure Cargo Securing Manual (CSM) and related
securing equipment are provided
• All securing equipment are checked for quantity, type and
condition
• Cargo, ballast & fuel ullage tables are supplied to the ship
• Check the installation and working of cargo pumps, cargo
lines and other cargo related equipment
• Check the manufacturer’s test report of bow thruster and
podded propulsion system
• Check the ballast line, pumps etc. are installed as per the
blueprint and are in perfectly working condition
• Check working and installation of ODME in tankers are
as per the regulation. Also, feed of GPS position, ship’s
speed and UTC time to be verified
• Check all the other deck equipment for their operation
and installation
Podded propulsion system:: Photo by- Felipe Santos

• Ensure damage stability booklet, ship structure access
manual, approved loading conditions, damage control
plans are provided or compiled and approved with all
required data (for e.g. Stability & Hydrostatic data)
• Inert Gas Manual – for tankers and combination carriers
• Crude Oil washing (COW) Manual – for tankers and
combination carriers
• Oil Discharge Monitoring Equipment (ODME) manual –
for tankers and combination carriers
• Clean Ballast Tanker (CBT) manual – for tankers with
CBT
• Ensure the Ballast Water Management Plan is as per the
regulatory requirement
• Ensure all the required manuals and papers are endorsed
by class for name and flag
• Load and stress distribution plan is provided
• The loadicator is tested to see if test conditions match
results with that of the loading manual
• Shipboard oil pollution emergency plan(SOPEP) or
shipboard marine pollution emergency plan(SMPEP) is
provided and approved, endorsed by Class
Ship Loadicator: Photo by- Abhishek Bhanawat

The engineers responsible for yard delivery of the ship have
to carry out a number of checks for installation and operation
of various ship’s machinery.
The complete engine room machinery comes under the
Duties of Engine Officers in Shipyard: supervision of engineer officer who needs to perform the
following checks:
Engine room machinery:
• Check the test bed trails report of the marine engine and
associated plant machinery and system. The test must
prove the functionality of the plant and associated auxiliary
systems
Engine Installation in
Yard
Engine Room Platform in Yard

• Check all the yard delivery trails of various engine room
and deck machinery
• Ensure the internal combustion engine components are
hydraulically tested by the manufacturer by asking for the
record from the yard
• Check the reduction gear test report, which will be used as
a reference in sea trials
• Check the yard test reports of the refrigeration system for
leak test, cooling test, insulation test, brine piping test etc.
Various Engine Room Machinery
Leak Test of Reefer System

• Check the provision of redundant propulsion system
provided in the ship is as per the requirement
• Perform a visual inspection of pad eyes in the engine
room
• Ensure to check the report of shafting alignment and
torsional vibration of marine propulsion system which will
be used as a reference in sea trials
* Shipyards may not have shafting alignment test but they do it
as an inspection. It is always recommended to keep the
shafting alignment as a part of a quality inspection process.
Pad Eyes in Engine Room Intermediate Shaft

• Check the hydraulic pressure testing report of ship’s
boiler
• Check the pressure testing reports of bunker and cargo
piping system
• Check the steering and rudder systems
• Ask the yard supervisor to demonstrate proper system
installation and operations, including all controls and
safety devices of machinery seawater cooling system, lube
oil system, starting air and control air system, steam
system etc.
Pad Eyes in Engine Room
Demonstration by Yard to Takeover Crew

Electrical Checks:
• Check report of the test which verifies the effectiveness of
grounding continuity conductor
• Check the provision provided to ensure the bonding for
the control of static electricity (e.g. propeller shaft
grounding)
• Check report of the test that verifies the effectiveness of
grounding of non-current carrying exposed metal parts of
electrical equipment
• Check with the yard that all the joints, connections, circuit
breakers are compliant with respect to temperature
Grounding of Propeller Shaft
Air Circuit Breaker

• All essential electric motors and equipment which can be
started in the yard should be operationally checked
including standby machinery
• Check the test reports of installed transformer
• Check the test report of insulation resistance of various
machinery
• Check the date of the test performed as an old date may
require additional insulation resistance (IR) test on that
system
Testing Standby Pump
Insulation Resistance Test

• Check test results of dielectric insulation tests on all
propulsion cables, other than internal wirings
• Ensure high voltage cables are tested by supplying a DC
voltage 4 times the rated voltage for 15 minutes
• Ensure that a power frequency voltage test has been
carried out on high voltage switchgear and control gear
• Check if all the cables with terminations and splices have
been subjected to a voltage test after installation
• Check if the installed main, emergency, and distribution
switchboards that are put into service have their insulation
resistance not less than 1 MW
• Check the arrangement of emergency power supply
• Ensure testing of motor operated valves should commence
after flushes and hydrostatic testing is completed for a
particular system
• Check the test report of insulation resistance of various
machinery
Testing Standby Pump
Testing Voltage

There are several checks, inspections and tests that need to
be done by deck and engine officers together. Important
points are listed below:
Lifeboat/Life raft:
• The lifeboat davit test procedure could be combined
with the rescue boat handling and lifeboat operations test
procedures. Life rafts HRU and other mechanism
should also be checked
Checks by Seafarer Takeover Team: Fixed fire fighting installation:
• Prior to sea trials, demonstrate proper system installation
and operations, including all controls and safety devices.
Cylinders are to be weighed and recharged if weight loss
exceeds 10% of normal charged weight
Lifeboat in yard
Check on CO2 FF System

• Verify required service pressures at distant points in the
system. During trials, operational test of the foam system
for each covered zone to be performed
• Operational checks of general alarms are also to be
performed
Fire detection system:
• Confirm operational abilities of ship’s fire/smoke
detection systems
• Perform fire detection system testing before sea trials
Automation/ Control Checks:
The modern ship is filled with hundreds of automations and
control systems, whose installation should be checked by the
takeover team to ensure the shipyard has provided systems as
promised.
The main operation of all control and automation of the ship
systems is tested in sea trials.
Fire Alarm System
Controls in ECR

Inert gas system in tankers:
Ship alarm system: A test procedure should address
operational checks of contactors, bells and lights before
Dock Trials/Sea Trials.
Elevator:
Check the functioning of elevator including brakes and wires.
Pipes testing:
During the production process, all piping systems must be
hydrostatically or pneumatically tested to show system
tightness. Check the report of the tests.
IG Controls Deck Piping

Ventilation fans and dampers:
Prior to sea trials, demonstrate proper system installation and
operations, including all controls and safety devices.
The fire damper and flaps testing should be performed with
other ventilation test procedures.
Tank Testing:
Prior to sea trials, the tanks and bulkheads shall be tested by
hydraulics, hydrostatics or with air to ensure structural and/ or
watertight integrity. Bottom plugs to be checked for securing
and tightness and while filling up tanks, hull to be inspected
externally for any leaks or air bubbles formation.
Funnel Flaps
Ballast Tank With Gas Detection Sensor

Accommodation Checks:
• Accommodation to be provided with rated air
conditioning and heating system. Yard must demonstrate
proper system installation and operations, including all
controls and safety devices for accommodation AC
• Paint shall be white or light color enamel or suitable
material. Natural lighting to be provided in the cabins
• Marking for sleeping room and other spaces, indicating
maximum number of seamen to accommodate shall be
provided
• Beds shall have at least one side clear access
• Furnishing and fittings in sleeping rooms to be provided
(wardrobe , table, chair etc.)
Light Color Paint in Cabin Furniture and furnishing

• A separate mess room to be provided for officers and
crew and it shall not be combined with sleeping rooms
• All exposed decks above accommodation shall be
covered
• There shouldn’t be direct opening between
accommodation and deck/engine stores
• Recreation spaces and smoking room with sitting
arrangements must be provided
• Check the provision store is gas
tight
• Batteries not to be kept inside accommodation
• Ensure additional lights are provided in the crew rooms
(200 lumens at sleeping room and 400 lumens in hospital)
Mess Room
Recreational Rooms

• All steam pipes, hot and cold water pipes inside
accommodation to be lagged
• Galley to be provided with a separate entry, apart from
the entries from both mess rooms
• All the fixed fire fighting system for accommodation to
be checked for alarm and operation
• Washroom accessories (toilet mirror, cabinet, curtain,
wash basin etc.) must be provided
• No manholes or other openings of oil tanks shall be in
accommodation
• Fire flaps, alarms, indications, location of portable
extinguishers to be checked
• Apart from the above facility, the following to be
provided:
• No crew accommodation shall be shared with passengers
• Check if the doors, bulk-heads and arrangements for the
accommodation are as per noise reduction requirements
Ship’s Galley
• Laundry facilities
• Water closets
• Dry provision room
• Cold room
• Hospital room
• Medical cabinet
• Protection against mosquitoes/ insects

Other checks:
• Check if the store room, paint room, chemical store and
provision room are as per the blueprints
• Check for medicine chest certificate / medical log
• Check if Medicine Chest is as per scale of relevant M-
Notice MSN 1768 (M+F) & MFAG Appendix 14 (Ships
carrying IMO Cargo) and certificate on board
• Check software for PMS on board for deck machinery and
system
• Load PMS Software on dedicated computer & verify
operational ability
• Check the yard test reports and trials of the hull, watertight
compartments and tanks
• Check the yard test report of inclining experiment/stability
test
• The PC Network Test Procedure shall be developed by
the subject equipment vendor to address operational
testing
Paint Locker
The above list is important but not limited to other checks. It
is also necessary to keep a clear communication with the
company’s representative in the yard to confirm the tests and
reports which are already witnessed or crosschecked with the
yard in order to reduce overlapping of work.

MASTER DRY DOCK
OPERATIONS
For Marine Engineers For Deck Officers

Surveys, Certification and Requirements
CHAPTER 5
Importance of Surveys
Certifications
Documentation, Reports and
Plans
Certificates and Documents for
Manning

The shipowner is responsible to make sure that the entire
construction process is kept under the eye of recognized
independent survey body, which will assess the construction
process, materials used and tests performed as per the
industry standards.
The owner will get a classification society for the ship which
will ensure that the ship is monitored continuously in all the
stages of its life, from blueprint to recycling.
1. Initial Stage:
Ship design and its component parts are assessed against the
requirements of the nominated standard in a process referred
to as design appraisal. Design appraisal does not include
verification of any special requirements customised to owners
(for such requirements special supervisor should be appointed
as per owner’s request).
Survey in Yard
Ship Design
Importance of Survey:

2. Under Construction Stage:
Survey to ensure that the original design assumptions are met
and that the relevant manufacturing standards are complied.
3. In-Service Stage:
Survey should be carried out to ensure changes to the
component do not compromise the classification requirements
(Changes result from modiﬁcation, repair, and degradation.
Modification and repair should be in-line with requirements of
rules and survey standards as prescribed by the classification
society).
Construction in Yard
In Service Dry Dock Survey

The main idea behind getting a survey complied vessel is:
• To obtain class notation with respect to standards of the
vessel in order to determine premium for hull and
machinery insurance
• Promote safety of life, property, and environment
• Develop technical standards (rules) for design and
construction of ships
• Approve designs against their standards
• Conduct surveys during construction to ensure the ship is
built in accordance with the approved design and
requirements of the rules
• To act as a recognized organization to carry out statutory
surveys and certification as delegated by maritime
administrations
• Assist in research and development program
• Comply with regulations for in-service inspection and
periodic survey during its operation
• Support international organizations – IMO, ISO, IACS
The shipowner must ensure and make arrangements that the
surveyor of the classification society is informed of sea trails as
class surveyor presence during that time is very important.
Surveyor in Yard

A ship without required certificates can be detained and will
not be allowed to sail until inspected and issued with proper
certificates.
The owner, ship managers, and captain are responsible to
ensure the ship has all the certificates, which are renewed well
ahead of time.
Following is the list of certificates and documents, which a
newly built ship has to carry:
Certificates:
• The certificate of registry provided by the flag state
• Letter from class stating the name, flag and class of the
vessel. The classification certificates to be transcribed in
the register of ships published periodically by the society
Certification:
Each classed vessel is subjected to a specified program of
periodic surveys after delivery. These surveys are carried on a
five-year cycle and comprises of:
Once the surveyor assesses and successfully tests various
components, systems, machinery, and equipment on board
the constructed vessel, the class will endorse various renewal
certiﬁcates which will act as a proof that the ship is seaworthy
for international water and its hull, machinery and relevant
systems are compliant as per international standards.
• Annual surveys
• Intermediate Survey
• Class renewal/special survey (held every 5 years)

• Safety management certificate – Interim certificate should
be received
• SMS Shipboard manuals should be available on board
along with a Copy of DOC
• International load line and exemption certificate
• International tonnage certificate
• International anti fouling system certificate
• Certificate of insurance in respect to civil liability for oil
pollution damage
Hull Fouling

• Ship sanitation control certificate
• Passenger ship safety certificate (for passenger or ROPAX
vessels etc.)
• International certificate of fitness for carriage of dangerous
cargo (chemical, noxious substance etc.)
• Cargo ship safety construction and equipment certificates
and Form E
Hazardous Cargo Ship

• Cargo ship radio equipment certiﬁcate and Form R
• Cargo gear and lifting equipment inspection booklet, chain
register
• Certificate of insurance for War Risk entry

• Continous Synopsis Record and Form II & III
• Certificate of insurance or other financial security in
respect of civil liability for oil pollution damage
• Protection & Indemnity Insurance Trading for wreck
removal and contact with fixed platforms

• Radio station license and radio service document
• Ship security plan
• Ship to Ship transfer plan and booklet
Documents, Reports and Plan:
• Certificate of insurance or other financial security in
respect to civil liability for bunker pollution damage
• Certificate of entry for Protection & Indemnity Insurance
• International sewage pollution prevention certificate
• International oil pollution prevention certificate
• International air pollution prevention certificate
• International ship security certificate
• VDR certificate of compliance
• International energy efficiency certificate
• Check all certificates are in date and endorsed as per
Certificate of Registry

• Noise survey report
• Fire safety operational booklet
• Ship specific man-overboard recovery plan
• Plan for SAR co-operation for passenger ships
• AIS test Report
• Deviation curve for compass
• Cargo securing manual and cargo handling booklet
• MSDS plan
• Enhanced survey report and continuous synopsis record
booklet
• Approved Ship Oil Pollution Emergency Plan -
SOPEP/SMPEP (If not yet approved vessel should have
an unapproved copy)
• Intact stability booklet
• Damage control plan and booklet
• Fire safety and control plan
• Emergency towing procedure manual for the ship
Towing of Ship

• Volatile organic compound management plan
• Garbage management plan and booklet
• Ship energy efficiency management plan
• Energy efficiency design index technical file
• Ship construction file and structure access manual
• Oil spill equipment checked for quantity, condition, and
instructions to all crew regarding its use
• EPIRB registration to be arranged
Garbage Record: Photo Credit- Ciacho5/Wikimedia
Photo Credit- Paromita Mukherjee

• Articles of Agreement (AOA) signed by officers and crew
• Official Log Book (OLB) – As required by flag state
regulations
• Passport, visas, CDCs and other important
documents(e.g. yellow fever certificate) of officers and crew
to be collected, and kept with master
• Check if sufficient cash is available on board for
emergency purchases
Ship Cash Locker
Important Documents
Certificates and Documents for Manning:

• Check flag state licenses and endorsements of all officers
and crew
• Open and enter all relevant details in ship’s logbooks and
documents. Also enter details of members comprising the
safety committee
• Safe Manning Certificate – Check Minimum Manning
against on-signers
• Check validity of certificates and endorsements of officers
and crew as per STCW’95
• Check required officers have GMDSS certificates
• Pre-joining medical report and drug & alcohol (D&A)
declaration received
• Crew list (needed for sailing) is prepared and copy of it is
kept in office
• Provision to maintain rest hour record
Once the ship receives all the certificates and other important
documents, the last stage of a ship construction process prior
to final delivery is Sea Trials. The company/owner will decide
if the minimum manning crew or the ship’s crew (apart from
the takeover crew which is already present) will join the ship
before sea trails or after sea trails.
*It is advisable to get all the ship staff onboard before the sea
trials to ensure maximum hands on deck are available and the
ship staff, which will be taking care of the ship for next 5-9
months, has a fair idea about the ship.
Complete Ship Crew

Sea Trials
CHAPTER 6
Importance of Sea Trials
Different Tests in Sea Trials
Sea Trials Preparation
Checks During Sea Trials

Sea trials is a general term, which refers to a series of
rigorous, underway tests to determine that the ship's hull,
mechanical, electrical, and other systems function as
required.
Trials typically have three phases:
• Dock trials (including machinery trials, conducted while
the ship is still tied to the pier)
• Builder’s trials (done at sea by the contractors, who built
the ship)
• Acceptance trials (conducted at sea and ashore by class
surveyor) - Discrepancies noted during trials must be
corrected prior to delivery
The sea trails of a ship are important components of the
Importance of Sea Trials: contract to accomplish the following objectives:
• To exhibit the operational characteristics of the ship at sea
to ensure the design, construction, machinery and
equipment used by the builder are working together
properly
• To exhibit the continuity of the ship’s power and
performance to make it seaworthy in all normal conditions
• To exhibit the maximum power and speed produced by
the ship’s machinery is as per the plan
• To exhibit the maneuverability of the ship and its control
system to ensure safety of the ship for turning, slow
moving, stopping and course keeping
• To check the fuel consumption of the ship is as per the
builder’s agreement

• To get a performance baseline for the ship so that ship
operators will have a standard to compare current
operating data for monitoring of plant performance and
operational capabilities
• Performance baseline data is also important for
populating onboard performance monitoring systems
used in optimizing vessel operations in later dates
• To have a certified ship specific operational data for
insurance claim purpose
• To get the relative rating of energy efficiency of the ship
to acquire its EEDI characteristics
• Last but not the least, to exhibit compliance with
classification and regulatory requirements in terms of
safety and pollution prevention
The main propulsion machinery is specifically targeted in sea
trail as the propulsion system can only be tested in the water,
out at sea.
List of trials, which are normally performed during sea trails
(for ship types already built by shipyard earlier):
• Endurance trials of propulsion plant
The intent behind sea trial is to test the machinery that can
only be operated once the ship is waterborne or those systems
whose trails were not performed in shipyard.
Main Engine
Different Tests in Sea Trials:

• Astern trial of propulsion plant
• Ahead steering
• Astern steering
• Bow thruster test
• Centralized Propulsion Control System
• Auxiliary Means of Steering
• Quick Reversal from Ahead to Astern of propulsion plant
• Slow Steaming Ability of propulsion plant
• Navigation equipment
• Auxiliary engine plant trials (if not done in yard)
• Other engine room machinery operation (if not done in
yard)
• Deck machinery operation (if not done in yard)
Bow Thruster

List of trials that can be additionally requested to the builder
by the owner:
The following trials are additional and compulsory for the
shipyard constructing a type of ship for the first time:
• Economy Trials
• Turning Circles
• Z Maneuver
• Initial Turning
• Pullout
• Direct Spiral
• Standardization Trials
• Reverse Spiral
• Low Speed Controllability
• Emergency Propulsion Systems
• Diesel Electric Propulsion System Trials (if installed)
• Gas Turbine Propulsion System Trials (if installed)
• Electric Drive Propulsion System Trials (if installed)
Maneuvering Trials: Photo By- Sarthak Satta Mohapatra

It is important that the shipyard team and the owner’s
representative (seafarers and superintendent) must have an
understanding so that the tests and trials to be conducted and
all the planning is clear, including the depth of
instrumentation and the data to be recorded.
The takeover crew should do the following preparations:
Preparation of tools:
The sea trial of a ship mainly includes measuring of various
parameters to define the operational capability of machinery
and systems. For this, special measuring tools are required
which the shipyard will provide for the trail period, if it is
mentioned in the contract.
Competent authority must calibrate all the tools, which will
be used by the yard for sea trials, and the owner from the
yard can ask a copy of the calibration report.
Sea Trails Preparations: If there are no such terms about the tools and calibration
procedure, the owner should make a sea trail instrumentation
proposal so that the builder can arrange for important
measuring tools.
Following are some basic parameters, measurements, and
tools, which are commonly used:
Temperature measurement: For temperature measurements,
apart from the temperature measuring tools installed in the
machinery/ system, the yard may use these instruments:
• Thermocouples
• Liquid-in-glass thermometers
• Distant-reading vapor pressure thermometers
• Resistance thermometers
• Infrared temperature sensor

Pressure measurement: For pressure measurements, apart
from the pressure measuring tools installed in the machinery/
system, the yard may use these instruments:
• Bourdon type gauges
• Transducers – To convert pressure into pneumatic or
electrical signals
• Bellows gauges - Utilized for measuring low-pressure
differentials up to 50 PSI
• Diaphragm gauges
• Deadweight gauges – Provide greater accuracy for systems
without major pressure fluctuations
• Liquid column gauges (Manometers)
Torque and power measurement: The main engine and
propulsion plant performance can be analyzed by measuring
the power in the shaft using the following instruments:
• Shaft torsion meter: For measuring the torsional deflection
of a shaft
• Shaft power meters: The shipboard meter can be used in
the sea trials if there is an agreement between the owner
and yard
• Shaft thrust meters: For measuring the thrust developed by
the propeller in the axial direction of the shafting
Pressure Gauges

• Shaft speed measurement: Apart from portable
tachometers, the shipboard speed indicator can be used
in the sea trials if there is an agreement between the
owner and yard
Exhaust/ flue gas analysis tools: To ensure that the exhaust
gas produced by the main and auxiliary engine and the boiler
are as per MARPOL air pollution norms.
• Orsat Analyzer: Popularly used in shipyards to check the
flue gas composition, it comprises of number of pipettes
containing chemical reagents, which absorb the respective
gas constituent from the sample
• Automatic flue gas analyzer
Flow measurement: Fluid flow is an important parameter,
which is measured in the sea trials.
• Positive displacement flow meter
• Coriolis type flow meters
• By differential pressure measurement - using orifice plate,
flow nozzle and venturi plate with indicating and recording
instruments
Viscosity measurement: The viscosity of fuel supplied to the
engine and boiler has to be measured for machinery
performance data.
Exhaust Emission: Photo by – Kaka Kaler

• Automatic viscometers
Wind speed and direction measurement: wind speed and
direction are important to get the overall performance of
ship’s main engine and speed of the ship.
• Cup anemometer
• Biram anemometer
• Deflecting-Vane Anemometer
• Wind direction indicator
• Ultrasonic Wind Sensors - for both wind speed and
direction
Time measurement: Whenever machinery is tested under
sea trails, it will be done for duration of time which will be
recorded.
• Ship's Clocks - Ensure all clocks are synchronized
• Stop Watches
• Chronographs
Other Important Preparations:
• Ensure that the entire measuring instrument installed on
the ship and those, which will be used by the shipyard, are
calibrated
• Sensors, including remote and local, which will be used in
the sea trials are calibrated
• The operating condition of the plant must be pre-decided
by the yard and the owner with other factors such as draft,
speed, power etc.
• Ship's ballasting and de-ballasting instructions should be
prepared and distributed to the trial crew supervisors
• Signal system should be designed and installed

• Since the result of the test may not be 100% accurate,
correction factors should be obtained and the
concurrence of owner’s technical representatives has to
be established
• Data forms - paper or digital (to record sea trial data),
should be prepared and the graphical interface checked
against the ship as built, preferably same data forms
which are used for dock trials to allow for proper data
quality assurance
• Trial operating and yard crew should be trained (unless
previously trained or experienced)
• Calculation sheets or Data Acquisition System (DAS)
and computerized Quality Analysis (QA) sheets should
be prepared, with dummy calculations and correction
tables
• A sample of the fuel expected to be used in the engine
and boiler must be sent to a laboratory for gravity and
heat content determination when fuel rates are to be
calculated
• Trial agenda, procedures, and schedules should be
prepared and furnished to the owners for comments
• Before undocking, all underwater jobs must be completed
and checked by CE
• All the bridge equipment are tested at least one more time
for their operation
Ship’s Bridge

• Check fire detection system testing before sea trials
• A test procedure should address operational checks of all
contactors, bells, and lights before dock trials/sea trials
• Inspect the work of shipyard staff for final acceptance
before going to sea trials. Unsatisfactory work should be
informed to company representatives and dockyard
manager
• Trial control and data acquisition system should be
planned and facilities installed, including appropriate
communications and reference material
• Sea trails duration must be enough to perform tests for all
the machinery, which are included in the sea trail list.
Generally, 30 hours is a good duration to perform the sea
trails
• A predetermined machinery start up plan should be
worked out to establish:
• All personnel must be vigilant to ensure that the ship’s
systems have been restored to their optimum seagoing
 The respective responsibilities of yard and ship’s
personnel
 The appropriate protective equipment to be worn
Machinery Inspection
Checks During Sea Trials:

condition and properly re-commissioned prior to final
testing
• Prior to refloating from a dry dock, ship’s personnel
should carry out an external examination to ensure that
all openings in the hull are properly secured
• The propulsion plant to be tested in sea trial for at least 4
hours. Various tests as described under “List of trails
normally conducted during sea trails” are performed
• The maneuvering and control system must be checked
along with performing turning circle test, Z maneuver test,
ahead, astern and crash maneuvering test etc.
• For various exhaust systems, (main engine, auxiliary
engine, boiler etc.) a visual leak inspection to be carried
out when machinery is operated during the sea trials
Main Propulsion Plant Inspection during Sea Trials Check Exhaust Trunks for Leakage

• Bow thrusters to be tested for operational performance at
sea
• 100% redundancy test to be carried out in the sea trials
for steering gear system
• Reduction gear of the engine to be inspected during sea
trials
• Shaft alignment calculation to be recorded and verified
• Test the number of main engine starts from the air
reservoir, without replenishment, to see if the required
number of starts is adequately provided
• Segregated ballast system to be tried and tested in sea
trials
• Operational inspection of transformers to be carried out
• Check the general and other alarm systems while the
ship propulsion plant is operational
• Fresh water generator capacity test can be carried out
• Perform the operational tests on the steering gear
• Perform the local maneuvering test and emergency
steering gear test
Steering Gear Alarm Panel

• System operational tests can be performed on Cathodic
protection system
• System operational tests for windlass and winch to be
performed
• Check all important alarms and trips for main, auxiliary
engine, boiler and other important machinery which
were not done in the yard
• For auxiliary engines, the diesel oil test is done in the yard.
Parallel operation of generators, power management
systems, and HFO units will be operationally tested during
sea trials
• Check the flanges, gaskets, and other connections for
leakages
• Check all the contactors and electrical connections
Contact tightness
Generator Panel

• Ensure all stand by machinery/ pumps are also checked
for any problems
• All the navigation equipment must be tried and tested
during sea trials
• Check tank level indicator readings by manually
sounding all tanks using sounding tape
• Cargo pump in tanker to be verified for the capacity of
each pump; system off-loading capability will be
demonstrated during sea trials
• Calibrate the radio direction finder and compass
connections
• Complete operational tests are to be carried out to the
surveyor’s satisfaction on sea trials
Working of Standby Pumps
FRAMO pump on ship

Once the sea trials are officially finished, the yard delivery
crew must do the following post sea trial inspection:
• Cross check all the recorded parameters for abnormal
readings
• After sea trials, the gear teeth of main engine reduction
gear to be inspected
• Fuel properties should be determined by post trial analysis
of a thorough mix of fuel samples taken at a minimum of
four equally spaced intervals during the run
• Perform lube oil sump inspection of various machinery
• Calibration of gauges and sensors if the sea trial data has
deviation from the expected readings
Since there is a possibility that there might be some problem
or discrepancy in work, which was revealed during the sea trial,
it will be shipyard’s duty to repair the problem.
Normally the delivery date or note of readiness is given once
the sea trial is successfully completed.
Reduction Gear Teeth Inspection
NOR- Note of readiness given to buyer to set a delivery date
and to arrange for final payment. This can be given well before
the sea trials or even after the sea trials.

Handing Over and First Voyage
CHAPTER 7
Handing Over
Preparation for Maiden Voyage
Checks During the Voyage

For a new build vessel, which has completed the sea trials
and passed the survey, the delivery will be done under
handover procedure and naming/delivery ceremony will be
held.
The shipyard and builder will go under a delivery
documentation normally known as – “The Protocol of
Delivery and Acceptance”.
In this document, the yard and the owner will do the written
confirmation that the shipyard has delivered the vessel and the
owner/ buyer has accepted it from the yard. Normally, the
owner’s representative to the yard specifying date and time,
signs this document.
The final payment will be given to the shipbuilder prior to
signing this protocol or as mutually decided by the yard and
the owner. Once this is done, the builder will formally
handover the ship to the owner’s representation team of
seafarers i.e. Master, C/E and the crew.
The seafarers of the new ship have to make sure the handed
over ship is ready for international voyage and have all the
setup required by international regulatory authorities. The
seafarer team must do the following preparation before the
first voyage:
• Master / Chief officer must check the content of medicine
locker and ensure all the medicines are labeled and the
locker has complete details with inventory pasted
Naming Ceremony
Handing Over:

• Prepare passage plan from present sailing berth to arrival
at next berth
• Perform the steering changeover between autopilot and
manual operation
• Ensure that the operating instruction for maneuvering of
main engine and thrusters from bridge are displayed at
appropriate locations
• Order any shortfall or missing medicines
• A separate list of narcotics is made
• First aid kit is available wherever mandatory
• Check if the alcoholmeter is supplied to the ship and
alcohol policy is pasted for crews’ reference
• Ensure all the required spares and tools are onboard. The
spare rooms have been arranged and inventory recorded
Spare Store Room
Passage Plan: Photo by – Vivek Bondi

• Ensure inventory of all the chemicals, paints and gas
bottles has been taken
• Check the provision and bond store for the planned
voyage. Reconfirm for any requirement from galley staff
• Ensure the operating instruction of steering gear is clearly
displayed in the wheelhouse
• Ensure the emergency steering change over instructions
have been pasted in the steering room and in wheelhouse
• Ensure the shore based maintenance plan for GMDSS
equipment is received and a copy is pasted near GMDSS
equipment
• Bell book (maneuvering/movement book) is provided in
the bridge and engine room
• Paste a copy of document for handling of distress
messages via VHF, MF/HF, Satcom near the equipment
• Ensure the deck log book and engine room log book is
made ready and placed at bridge/ engine room
• Ensure the standing orders of master and chief engineer
have been pasted and seen/signed by respective crew
• Master and chief engineer to fill the Night Order Book for
upcoming voyage. Same must be signed by the ship’s crew
• All ship’s clocks are matched
Log Books and Record Keeping in Bridge: Photo by Bugra Kulaksiz

• Post a list on Bridge & ECR for all the equipment
operating in emergency power
• Post the list of equipment in bridge and ECR operating
from battery power
• Ensure to post the operating procedures near all
machinery
• All the additional guidelines of the company are pasted in
bridge, engine room and accommodation
• A list indicating location of heat, flame and smoke
detectors has been posted on bridge and in fire control
station
• A list indicating location of enclosed spaces is posted on
bridge
• Lifeboat and life raft launching procedures are posted at
respective embarkation decks
• Work and rest hours or watch schedules to be posted in
bridge, engine control room and common places
• Check all the exhaust type fans, ventilation devices fitted
in various locations and compartments are operational
• Ensure chief engineer has received oil record book (Part I
and/or II), sulfur record book and other mandatory flag
state approved books and record files
• Master and chief officer must prepare the emergency
muster list and assign duties to the ship’s crew
Emergency and Battery Powered Equipment in Bridge: Photo By- Aditya Mohan

• Ensure all the machinery/systems are stenciled for their
names and numbers
• Ensure all the tanks are stenciled for their names and
capacity (as mentioned in the ship’s data or sounding
record books)
• Paste a copy of emergency maneuvering procedure near
local maneuvering station in the engine room
• Post complete procedure for recovering ship from
blackout condition in the ECR
• Ensure the crew has been instructed about the Garbage
Management Plan and record keeping and filling of
garbage disposal has been arranged with placards displayed
near all garbage points and stations
• Check onboard ballast water management plan is being
followed. Send sequence for ballast water exchange to
office for approval as soon as possible
• Emergency muster station to be marked and painted
Stenciling : Photo by Bugra Kulaksiz
Muster Station Markings : Photo by Abdulrahman Kaddoura

Once the owner’s team is satisfied, the handing over of ship
will be performed by signing of papers, followed by the
naming and launching ceremony.
On the day of ship naming and launching, the new ship is
usually decorated with flags and long rolls of ribbons.
As per the long run tradition, a woman is asked to cut the
ribbon, and smash a bottle of champagne against the ship’s
hull.
Post the naming ceremony, within few hours, the ship is ready
to sail her first voyage. The onboard seafarers have a crucial
job to ensure all the systems; machinery, controls, alarms etc.
are functioning properly by thoroughly inspecting them during
her first few days of voyage.
Naming Ceremony
Bottle Breaking Ritual
First Voyage:

Once the ship is ready to sail out, these pre-departure checks
are to be performed:
• Master must ensure that company has supplied enough
cash for emergency purchases
• Carry out search for drugs, contraband and stowaways,
and record the outcome in the checklist
• Ensure MET department has supplied the current
weather condition, and request them to supply shortfalls,
if any
• Ensure sailing / voyage instructions from Owners /
Charterers / Managers have been received
• Post the condition of Sea State & Cloud Charts in bridge
area
• Ensure all charts and publications for the voyage are on
board and are corrected
• Send requisition for charts directly to office or agents (if
urgent) or supplier of electronic chart system
• Ensure cargo-loading plan for loading of the cargo in the
first port has been received or requested
• Master to ensure pilot card is ready and pilot arrival time
has been communicated with the chief engineer
• Pre-departure checklist for engine room and deck has
been followed, filled and signed by the duty officers and
department in-charge
• Ballast water plan is followed and records are logged-in
• The Steering gear must be tested before main operation
• Main engine has been tested for the ahead and astern
operations
• All preparations are done for pilot station

• All lamps, buzzers and alarms on control consoles, panels,
bilge alarms for pump room, forepeak stores, engine
room, void spaces, cargo tanks and spaces, fixed gas
detection systems, and vapor alarms to be tried out
• Temperature alarms in meat room, fish room, and veg
room to be tried out
• Hospital alarms to be tried out
• Communication equipment to be tried out
• Galley hot plates and other equipment for food
preparation to be tested
• Check mooring equipment, windlasses and winches are in
operational condition. Ensure pilot hoists and motors (if
fitted) are operational
• Emergency pumping arrangements for spaces such as
pump room, forecastle store, E/R bilges, void spaces and
other compartments are identified and instruction posted
• Forward and aft talk back systems to be tried out, including
emergency sound powered telephones
• The master should assist the pilot for maneuvering the
ship from yard to open sea
• Once the pilot disembarks, the engine speed is increased.
As all the systems on the bridge and in the engine room
are in operation, the ship staff must be vigilant to sense the
fluctuation and abnormality in various parameters of
machinery and systems
Pilot Leaving Ship: Photo by- Manoj More

If all the systems are working fine, the ship’s crew has to
perform following important things during initial days of the
ship’s first voyage:
• All the ship staff must undergo emergency drill within 24
hours of the first sailing
• All ship staff must read and sign the SOLAS Training
Manual (Life Saving & Fire Fighting Training and
Maintenance manual)
• The ship familiarization training for the entire department
must take place (Safety Familiarization for all
officer/crew/passenger including Bridge/ Engine room
familiarization and job familiarization) as soon as possible
and record to be kept on the bridge
Drill: Photo by- Temo Volkov
Familiarization Procedure in Engine Room- Photo by- Karun Yimyong
Duties During First Voyage:

• Departure message is sent to the office as soon as possible
after well clear and Full Away On Passage (FAOP)
• Fuel oil changeover to be performed as per the
requirements
Guarantee Claims:
Post ship delivery from the shipyard, if any defects or faults
are found in the vessel, its equipment and machinery can be
categorised to fall under various guarantee claims.
However, the fault essentially should be due to poor
workmanship of the yard or any inherent defects found prior
commissioning of the equipment or during the period
warranted for their use.
The ship’s staff usually prepares a file or spreadsheet named
as Guarantee Claims, which is a comprehensive list of defects
or shortcomings that are discovered, and the issues therein
need to be addressed by the yard.
Gurantee claim file also includes man hours required or man
hours of ship’s staff required to rectify the defects, along with
the cost of spares or consumables used.
The equivalent of “guarnatee claim” in the form of cost, spares
or services can be claimed and settled with the yard.
The ship’s staff is required to update this file diligently and
report issues to the technical department so that the same can
be pursued with the yard within stipulated guarantee period.

All the systems and machinery of the new ship need keen monitoring and any operational, structural or system problem has
to be notified to the shipyard.
The shipyard will either call the ship back to the yard (in case of a major repair or fault) or will send the technical staff/ parts
etc. to the next port of call for corrective action and to close the objection.
In order to demonstrate smooth operation of a new ship, it is important to test all its systems under realistic conditions.
The sea trial procedures are specifically designed to measure the ship's total performance, along with the condition of its
equipment.
The list of tests for sea trials mentioned in this guide is not exhaustive, as a plan comprising of a variety of different tests and
experiments is prepared considering the type and purpose of the vessel. The sea trial report acquired from these tests is
prepared and submitted to relevant bodies for approval before the ship is considered safe to sail at high seas.
The main goal of sea trials is to facilitate development of efficient and safe ships, which are in accordance with the regulatory
requirements, while meeting the expectation of the owner in a cost-effective and reliable manner.
The deck and engine department is provided with the Guarantee Certificate (GC) form. As the shipyard provides a
guarantee period of 12 to 24 months (depending upon the contract), any problem in the machinery, system, structure
must be raised under the GC by the concerned department and sent to the shipyard by the owner/ ship management
company.

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