Jan 2012 to Aug 2014 Ques and Ans Safety

224
1. HOW WILL YOU PREPARE YOUR SHIP FOR A RENEWAL SURVEY OF INTERNATIONAL AIR POLLUTION PREVENTION CERTIFICATE? EXPLAIN WITH SPECIFIC EMPHASIS ON THE RECORDS AND DOCUMENTS TO BE MAINTAINED. ENUMERATE GENERAL REQUIREMENTS FOR SHIPBOARD INCINERATORS, AS MENTIONED IN ANNEX VI OF MARPOL 73/78? 2012: JAN, MAR,APR 2013: JAN, MAR,APR AUG, SEPT DEC 2014 AUG ANSWER :- MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from ships applies to all ships greater than or equal to 400 gross tonnage and to have an IAPP ( For renewal survey of IAPP certificate the following things as per Annex VI should be considered. Prior to issuance of certificate the flag state or RO will need to confirm compliance with the applicable regulations contained within the annex. The certificate continuity validity will require annual, intermediate and renewal surveys to be satisfactorily carried out. For renewal of IAPP certificate preparation will lie in the fact that vessel is complying with the regulations of annex VI. So, preparation regarding to different regulations under annex VI will be:- 1. Regulation 12:- Ozone Depleting Substances (ODS) This regulation does not apply to permanently sealed equipment where there is no refrigerant charging connection. Subject to this regulation any deliberate emission of ODS shall be prohibited. Also, after 19 may 2005 any installation which contains ODS other that HCFC is prohibited. Installation containing HCFC is permitted till 1st January 2020. Records and documents to be maintained:- a) A list of equipment containing ODS should be maintained. b) If the ship has any rechargeable system containing ODS, then an ODS record book should be maintained. This record book shall be approved by administration. c) Entries in ODS record book shall be recorded in terms of mass (kg) of substance in respect of i) Recharge of equipment ii) Repair or maintenance iii) Discharge of ODS to atmosphere either deliberate or non-deliberate iv) Discharge of ODS to land based facilities v) Supply of ODS to ship 2. Regulation 13: – Nitrogen Oxides (NOx) a. Check all engines are certified and have the necessary documents. b. Sight the EIAPP certificate and Check that an approved Technical file is maintained and include on board verification procedure for all applicable diesel engine on board. c. Verify Record book of engine parameters for all diesel engines is updated. Check that the following is updated in the file:- - changes to NOx emission related adjustable engine settings - changes to NOx emission related engine components. d. Confirm that NOX influencing components for diesel engines are provided with manufacturer's identification code. e. Confirm NOx emission related engine settings for diesel engines in order. 3. Regulation 14:- Sulphur Oxides SOx a. Verify that the sulphur content of fuels is not above 3.5%, m/m and for fuels to be used inside SECAs is not above 1%.m/m b. Confirm satisfactory installation and documentation for fuel switching arrangements between low and normal sulphur content fuel. c. Verify the log-book for operation of fuel oil systems with low-sulphur fuel oils (SECA), is updated and in compliance. d. Verify operation of Exhaust gas cleaning system, if fitted. 4. Regulation 15:- VOC a. Applicable for tankers only when entering ports where this is required. Verify VOC return system certification and Vapour emission control system manual on board. b. Confirm condition of vapour collection system. Check Vapour collecting piping including drains and valves, marking and flanges at manifold. Test level gauging system, overflow control systems including visual and audible alarms, and high and low pressure alarms. 5. Regulation 16:- Shipboard Incineration a. Get an overview of Incinerators requiring type approval Incinerator installed after 2000-01-01to be approved according to resolution MEPC 76(40),

description

class 1 exam

Transcript of Jan 2012 to Aug 2014 Ques and Ans Safety

Page 1: Jan 2012 to Aug 2014 Ques and Ans Safety

1. HOW WILL YOU PREPARE YOUR SHIP FOR A RENEWAL SURVEY OF INTERNATIONAL AIR

POLLUTION PREVENTION CERTIFICATE? EXPLAIN WITH SPECIFIC EMPHASIS ON THE RECORDS

AND DOCUMENTS TO BE MAINTAINED. ENUMERATE GENERAL REQUIREMENTS FOR SHIPBOARD

INCINERATORS, AS MENTIONED IN ANNEX VI OF MARPOL 73/78?

2012: JAN, MAR,APR 2013: JAN, MAR,APR AUG, SEPT DEC 2014 AUG

ANSWER :-

MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from ships

applies to all ships greater than or equal to 400 gross tonnage and to have an

IAPP ( For renewal survey of IAPP certificate the following things as per Annex

VI should be considered. Prior to issuance of certificate the flag state or

RO will need to confirm compliance with the applicable regulations contained

within the annex. The certificate continuity validity will require annual,

intermediate and renewal surveys to be satisfactorily carried out.

For renewal of IAPP certificate preparation will lie in the fact that vessel is

complying with the regulations of annex VI. So, preparation regarding to

different regulations under annex VI will be:-

1. Regulation 12:- Ozone Depleting Substances (ODS)

This regulation does not apply to permanently sealed equipment where there is no

refrigerant charging connection. Subject to this regulation any deliberate

emission of ODS shall be prohibited.

Also, after 19 may 2005 any installation which contains ODS other that HCFC is

prohibited. Installation containing HCFC is permitted till 1st January 2020.

Records and documents to be maintained:-

a) A list of equipment containing ODS should be maintained.

b) If the ship has any rechargeable system containing ODS, then an ODS record

book should be maintained. This record book shall be approved by administration.

c) Entries in ODS record book shall be recorded in terms of mass (kg) of substance

in respect of

i) Recharge of equipment

ii) Repair or maintenance

iii) Discharge of ODS to atmosphere either deliberate or non-deliberate

iv) Discharge of ODS to land based facilities

v) Supply of ODS to ship

2. Regulation 13: – Nitrogen Oxides (NOx)

a. Check all engines are certified and have the necessary documents.

b. Sight the EIAPP certificate and Check that an approved Technical file is

maintained and include on board verification procedure for all applicable diesel

engine on board.

c. Verify Record book of engine parameters for all diesel engines is updated.

Check that the following is updated in the file:-

- changes to NOx emission related adjustable engine settings

- changes to NOx emission related engine components.

d. Confirm that NOX influencing components for diesel engines are provided with

manufacturer's identification code.

e. Confirm NOx emission related engine settings for diesel engines in order.

3. Regulation 14:- Sulphur Oxides SOx

a. Verify that the sulphur content of fuels is not above 3.5%, m/m and for fuels

to be used inside SECAs is not above 1%.m/m

b. Confirm satisfactory installation and documentation for fuel switching

arrangements between low and normal sulphur content fuel.

c. Verify the log-book for operation of fuel oil systems with low-sulphur fuel

oils (SECA), is updated and in compliance.

d. Verify operation of Exhaust gas cleaning system, if fitted.

4. Regulation 15:- VOC

a. Applicable for tankers only when entering ports where this is required. Verify

VOC return system certification and Vapour emission control system manual on

board.

b. Confirm condition of vapour collection system. Check Vapour collecting piping

including drains and valves, marking and flanges at manifold.

Test level gauging system, overflow control systems including visual and audible

alarms, and high and low pressure alarms.

5. Regulation 16:- Shipboard Incineration

a. Get an overview of Incinerators requiring type approval Incinerator installed

after 2000-01-01to be approved according to resolution MEPC 76(40),

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b. Check the Certificate and operation manual on board.c. Verify satisfactory

operation Check proper functioning of Alarm and Trips

d. Verify instruction for operation posted, warning and instruction plates, and

that manufacturers name, incinerator model number/type and capacity in heat units

per hour is permanently marked on the incinerator.

e. Check drip trays under burners, pumps and strainers should be free of oil

deposits.

f. Check list of materials not to be incinerated is posted near the incinerator.

6. Regulation 18: – Fuel Oil Quality

a. Verify bunker delivery notes on board and with correct content.

b. Verify that each bunker delivery note is accompanied by a representative

sample.

c. Samples to be kept onboard until the fuel oil is substantially consumed, and

for minimum 12 months. Every BDN is to be accompanied by a representative MARPOL

sample of min.400 ml. The label of the sample should be traceable to the BDN.

d. Sampling shall be drawn continuously throughout the bunker period as per

MEPC.96(47).

e. Confirm satisfactory storage of fuel oil samples in a safe storage location,

outside the ship’s accommodation, where personnel would not be exposed to vapours

which may be released from the sample.

f. The BDN must be stored onboard for three years after the delivery. It is

advised that an inventory is made to help finding sample bottles and BDNs.

g. Verify that BDN's are provided for all bunker operations, recorded in E/R log

book and or Oil Record book, and that content of sulphur is below the required

limits of 3.5% (worldwide) and 1% (SECA).

General Requirements for Enumerate general requirements for shipboard

incinerators, as mentioned in Annex VI of MARPOL 73/78.

1. Onboard incineration outside an incinerator is prohibited except that sewage

sludge and sludge oil from oil separators may be incinerated in auxiliary power

plants and boilers when the ship is not in ports, harbours and estuaries.

2. Incineration of Annex I, II and III cargo residues, of PCB's (Polychlorinated

biphenyls), of garbage containing more than traces of heavy metals and of refined

petroleum products containing halogen compounds is always prohibited.

3. Incineration of PVC’s (polyvinyl chlorides) is prohibited except in shipboard

incinerators type approved according to resolutions MEPC 59(33) or MEPC 76(40).

4. Monitoring of combustion flue gas outlet temperature shall be required at all

times and waste shall not be fed into a continuous-feed shipboard incinerator

when the temperature is below the minimum allowed temperature of 850°C.

5. For batch-loaded shipboard incinerators, the unit shall be designed so that

the temperature in the combustion chamber shall reach 600°C within 5 minutes

after start-up. It must be ensured that the incinerators' flue gas outlet

temperature monitoring system is operational.

All incinerators installed on or after 1 January 2000 shall be type approved in

accordance with Resolution MEPC 76(40) giving the IMO standard specification for

shipboard incinerators. For such incinerators a manufacturer's operating manual

is required.

2. WHAT ARE THE SIGNIFICANT SOLAS AMENDMENTS COMING INTO FORCE IN 2012? WITH

REFERENCE TO SOLAS 2010 AMENDMENT, DISCUSS " INTERNATIONAL GOAL BASED SHIP

CONSTRUCTION STANDARDS?

2012: JAN,2013: JUNE,JAN

ANSWER :-

Amendments to the International Convention for the Safety of Life at Sea

(SOLAS) aimed at preventing accidents during lifeboat launching entered into

force on 1 January 2013.

The amendments, adopted in May 2011, add a new paragraph 5 to

SOLAS regulation III/1, to require lifeboat on-load release mechanisms not

complying with new International Life-Saving Appliances (LSA) Code

requirements to be replaced, no later than the first scheduled dry-docking of

the

ship after 1 July 2014 but, in any case, not later than 1 July 2019.

The SOLAS amendment is intended to establish new, stricter, safety

standards for lifeboat release and retrieval systems, and will require the

assessment and possible replacement of a large number of lifeboat release

hooks.

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GOAL BASED SHIP CONSTRUCTION:----

1. Goal based ship design and structure was first presented in 2002 in MSC 76

after a proposal was given by BAHAMAS and GREECE in 89th session of

council. They suggested that IMO should play a larger role in determining

the standard to which new ships are built, traditionally the responsibility of

classification society and shipyards.

2. It was adopted in 2010 at MSC 87. It will be applied to oil tankers and bulk

carriers starting in 2016. It means whose building contract is placed on/after

1st July 2016. In the absence of building contract keel laid on/after 1st July

2017. And whose delivery is on/after 1st July 2020.

3. IMO Goal based standards are:-

a. Broad, overarching safety, environmental and/or security standards that

ships are required to meet during their lifecycle.

b. The required level to be achieved by the requirements applied by

classification societies, other RO, administration and IMO.

c. Clear, demonstrable, verifiable, long standing, implementable and

achievable, irrespective of ship design and technology.

d. Specific enough in order not to be open to differing interpretation.

4. These basic principles were developed to be applicable to all goal based new

ship construction standard. In the near future IMO may develop goal based

standards for other areas e.g. machinery, equipment, fire protection etc.

5. The committee agreed in principle on a five tier system.

I. TIER 1 :- GOALS –

Ships are to designed and constructed for a specified design life to be safe

and environmentally friendly when properly operated and maintained under

the specified operating and environmental condition, in intact and specified

damage condition, throughout their life.

Here safety also includes the ship structure being arranged to

provide safe access, escape, inspection and proper maintenance.

II. TIER 2:- FUNCTIONAL REQUIRMENT ----

A set of requirements relevant to the functions of the ship structure is to be

complied with in order to meet the above mentioned goals. It consists of:-

a)DESIGN:--

1) Design life :- 25 years design life

2) Environmental condition:- North Atlantic environment

3) Structural strength:- Suitable safety margin at net scantling

4) Fatigue life:- 25 years fatigue life in north Atlantic

5) Residual strength:- Sufficient

6) Protection against corrosion:- Coating design life specified.

7) Structural redundancy

8) Water tight and weather tight integrity

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9) Human element consideration

10) Design transparency

b) CONSTRUCTION:-

1) Construction quality procedures

2) Survey

c) IN SERVICE CONSIDERATION:-

1) Survey and maintenance

2) Structural accessibility

d) RECYCLING CONSIDERATION:-

1) Recycling

III. TIER 3:- VERIFICATION OF COMPLIANCE

It provides the instruments necessary for demonstrating that the

detailed requirement in TIER 4 and TIER 5 comply with TIER 1 goals and

TIER 2 functional requirements. Verification process is:-

1) RO or administration submits request for verification of its rule.

2) IMO appointed audit teams review.

3) Report of audit team goes to MSC

4) MSC takes decision on conformity with GBS

IV. TIER 4:- Technical procedures and guidelines, including national and

international guidelines.

V. TIER 5:- Industry standard, codes of practices and safety and quality

systems for ship building, operation, maintenance, training etc.

SHIP CONSTRUCTION FILE:- it will contain the specific information on

how the functional requirements of the GBS have been applied in ship design

and construction. It shall be provided upon delivery of a new ship, and kept on

board a ship and/or ashore. It should be updated as appropriate throughout ship’s

life. Contents of SCF shall at least conform to the guidelines.

3.ANY CAPITAL ACQUISITION ACTIVITY, LIKE A SHIP ACQUISITION MAY BE REGARDED AS

A FOUR STEP PROCESS. IDENTIFY THE FOUR STEPS AND BRIEFLY EXPLAIN THE ACTIVITIES

FOUND IN EACH OF THESE STEPS. ALSO, THERE ARE SIX METHODS OF SHIP ACQUISITION.

NAME THEM AND BRIEFLY DESCRIBE THEM?

2012: JAN

ANSWER :-

As ship owner forecast the growth of their business to accomplish this they

order ship or ships. The building of ships involves the expenditures of

enormous amounts of money. Ships are usually built in lot sizes of several or

more.

The individual cost of ships drops dramatically with the first seven to ten

identical ships. Ship owners often order ships 4, 8, 10, 12 or even 20 at a

time. Hence if each ship costs tens or hundreds of millions of dollars, an

order for a fleet of ships can be monumental.

It is therefore necessary that the acquisition be carried out in a very

disciplined, businesslike and well planned manner, using all the best practices

of project and program management.

The ship acquisition process consists of four distinct steps or phases, namely

a. Planning

b. Design

c. Commercial

d. Production (and post production)

1. Planning:- Planning is the starting place. This is not just planning but

more popular management term “ strategic planning ”. This phrase involves

defining the goals and the methods the methods to achieve the goals . The

planning process would involve

Analysis of environment

Strategy development

Implementation of strategy.

Applying it business of shipping, the team dedicated to planning should conduct

rates, global economical issues. At the end of planning phase the owner should

have a clear knowledge of fleet size required, ship type and size required and

time frame to acquire the same. The demand forecasting must be accomplished.

2. Design :-

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The second major phase in a ship acquisition program relates to DESIGN. Design,

while having many meanings, in this context means to prepare engineering

drawings, specifications and to support these with calculations and

experimental testing as required. The design phase forms a transition from the

requirements of the planning phase.

It is the point at which the center of effort shifts from management science to

engineering, particularly, naval architecture and marine engineering.

The engineering phase of the ship acquisition process progresses through

distinct and increasingly more definitive stages.

Design Includes

• Industry standards

• Classification society rules

• Governmental regulations

• Manufacturers’ specifications

• Shipbuilder’s design detail standards

The engineering phase of the ship acquisition process progresses through

distinct and increasingly more definitive stages.

The CPCD Design Sequence

• Concept

• Preliminary

• Contract

• Detailed

3. Commercial :-

The third phrase in the ship acquisition process mainly involves commercial

activity. It includes bidding, negotiating, contracting and financing. This

third phase requires the expertise of professionals in these areas.

The commercial phase essentially consists of the following steps:

COMMERCIAL

• Selection of yards for invitation

• Request for expression of interest

• Invitation to bid

• Bid analysis invitation to bid

• Pro-forma contact invitation to bid

• Negotiations

• Financing

• Contracting

[ Factors in Selecting Yards for Invitation ]

• Physical characteristics

• Technical capabilities

• Experience

• Order book

• Employment

• Location

• Ability to assist financing

• Reputation

• References

In this phase two factors must be carefully calculated and monitored namely

IRR ( internal rate of return )

NPV ( net present valve )

The project would be feasible only if the rate of return of the invested

capital is more than the rate of investment.

4. Production :-

The fourth phase in the ship acquisition process involves the owner’s

activities during PRODUCTION. Immediately following the signing of the

contract, the initiative in the process shifts from the buyer (ship owner) to

the seller (shipyard). While the center of effort lies with the yard,

nevertheless, there are a number of important tasks, which a prudent ship owner

must carry out or participate in during construction and immediately after

delivery. These require good project management skills.

This phase involves

• Specialized management technique

• To plan and control projects

• To complete defined work

• On schedule

• Within budget

• Meet quality constraints

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Method of ships acquisition

a. New building ( yard delivery )

b. Second hand purchase

c. Lease or chartering

d. Ship conversion

e. Contract of freightment

f. Ship sharing or pooling tonnage

4. WHY IS DRY-DOCKING REFERRED TO AS A MAJOR EVENT IN THE MAINTAINENCE OF A SHIP?

AS A CHIEF ENGINEER EXPLAIN DIFFERENT STEPS THAT NEED CONSIDERATION WHILE

PLANNING A DRY-DOCKING PROJECT OF A SHIP DUE FOR ITS FIRST SPECIAL SURVEY

2012: JAN, MAR, SEPT 2014 MAR

ANSWER :-

a) Dry docking is a process whereby a ship is brought into a dock which is then

emptied of sea water so that work can be performed on the exterior part of the

ship below the waterline.

b) The purpose of dry docking is to examine underwater hull and fittings, assess

their condition and carry out required repair and maintenance.

c) As per M.S. cargo ship construction and survey rules (INDIA) 1991, every

vessel has to dry dock twice in 5 years in which the intermediate dry dock should

be at two and half years but can be extended up to 3 years. Intermediate dry

dock can be replaced by in water survey but ship has to be dry docked at 5 years

interval.

d) M.S. cargo ship construction and survey rules 1991 also states that propeller

shaft and the tube shaft driving screw propellers shall be withdrawn and surveyed

at intervals not exceeding two and half years, but Principal officer can extend

it up to 3 years. However, depending upon the tail shaft system like oil bath or

water bath, keyless propeller or keyed propeller, the survey requirement can be

extended. One of the dry dockings has to coincide with the special survey, which

is done once in 5 years.

e) Dry-docking is referred to as a major event in the maintenance of a ship

because of reason that without it the underwater portion of ship cannot be

assessed and due to the extent of survey/items to be examined during dry docking.

Following checks and repairs are carried out in dry dock: : -

1. Condition of underwater hull up to load water line i.e., bottom and side shell

for damages, shell-opening edges for wasted and corners for possible cracks.

2. Rudder for damage and leakage, drain plugs to be opened to find evidence of

leakage, locate the leak by air/hydro-test, repair and retest, rudder bearing

condition including pintles, lock nut tightness and pintle clearance and

smoothness of rudder movements to ascertain if rudder is required to be removed

for necessary repairs. Rudder trunk and stern frame for general condition and

possible damages/cracks.

3. Condition of oil seals for stern glands, rope guards, extent of shaft drop

and condition of propeller blades, condition of storm valves, sea tubes, sea

inlet and outlet tubes and valves (if sea connections due for survey now or

before the next docking survey).

4. Condition of sea chest gratings, compressed air/steam pipe condition should

be checked and condition of sacrificial anodes in sea chests should be checked.

5. Condition of forward part of the vessel for chaffing with chains/damages with

anchors including those on bulbous should be verified.

6. Condition of bilge keel for damages, possible cracks in way of bilge keel

butts and anodes should be verified.

7. Chain cables if ranged and anchors if lowered should be examined.

8. If docking coincides with the special survey (i.e. within 15 months of due

date of Special Survey) the following SS items normally examined in dry dock

should be surveyed and credited towards special survey:

9. Shell plating and TM (thickness measurement) of bottom shell if required.

10. Anchors & chains including calibration of cables.

11. Chain lockers.

12. Scuppers, sanitary discharges and valves.

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13. No hot work is permitted in tankers and gas carriers without gas freeing the

tanks and vessels are clear from ports. As such repair list for docking for these

kind of ships should not only reflect defective items but also items which are

likely to be defective before next DS (Docking Survey), i.e. within the next two

and half years to avoid the vessel operating with a large numbers of condition

of class.

14. It is essential that not only dates for docking are planned, but also details

of repairs should be completed well before docking is due, discussed with repair

workshops. Materials ordered and made available before repairs commenced.

15. A properly planned docking would not only reduce the docking and repair time

but would also ensure proper repair at a lower cost.

after delivery. These are based on a five-year cycle and consist of annual

surveys, an intermediate survey and a class renewal/special survey.

inspection of the ship, its machinery and fabric.

tear, the thickness of the plate checked for corrosion to ensure that it remains

within acceptable limits. The opportunity will be taken to examine parts of the

ship that cannot be inspected in normal circumstances. All the ship’s systems

like refrigeration, electrical, control engineering and main and auxiliary

machinery will be examined. If the ship is a tanker or gas carrier, the special

items of equipment appertaining to the ship’s type, such as cargo pumps and inert

gas systems will be examined. In short, the Special Survey may be likened to a

major health check for a ship, as it gets older.

affair too. So dry dock planning to be carried out in advance.

Chief engineer should consider following things while planning for dry dock:-;

i) Prepare an official repair list; include proper photocopies of plans or

diagrams of parts to repair. Send the repair list to office.

ii) Ensure all plans are onboard.

a) dry dock plan

b) propeller push graph and plan

c) Rudder fitting diagram and plan

d) Tail shaft arrangement and plan

e) Steel plans (shell expansion plans, mid ship section plan, scantlings and

frame plan)

iii) Check painting requirement for hull and advise master accordingly for

raising requisition for paints.

iv) Check the; last anchor chain report and accordingly prepare for anchor and

anchor chain inspection.

v) Make a complete list of items to be surveyed and send it to superintendent

for arranging surveyor for this.

vi) Carry out a gauging inspection / thickness measurement and establish the

scope of steel repairs.

vii) Make a complete list of all certificates expiring; list of conditions of

class to be dealt with is clear, list of new applicable regulations to be attended

to is available.

viii) Modifications /fabrications if any as per new regulations should be

prepared.

ix) Make up to date list of spare parts available on board. Raise requisition

accordingly.

x) Take inventory of stores. Raise requisition accordingly.

xi) Job allotment

xii) Job timing schedule

xiii) Safety

xiv) Check last tail shaft survey report. Check recent water content in stern

tube lub oil. If stern tube shaft liners (spare) or seals are required, then

inform superintendent and raise requisition accordingly.

xv) CE has to check precision tools inventory. He should have poker gauge in his

custody. Any short coming should be reported to superintendent.

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5. DISCUSS THE PECULIAR WORKING ENVIRONMENTS IN WHICH SHIPS OPERATE AND HOW THEY

INFLUENCE DECISIONS ON SHIPS MAINTENENCE POLICIES?

2012: JAN

6. IN AN UNFORTUNATE INCIDENT OF MAIN ENGINE CRANKCASE EXPLOSION ON YOUR VESSEL,

THE MAIN ENGINE WAS BADLY DAMAGED AND TWO ENGINE ROOM PERSONNEL SUFFERED SERIOUS

INJURIES. EXPLAIN HOW YOU WILL PRESENT THE VESSEL FOR SUBSEQUENT INSPECTIONS BY

P&I AND H&M INSURANCE COMPANIES WITH SPECIAL EMPHASIS ON THE RECORDS AND DOCUMENTS

REQUIRED IN EACH CASE TO ENSURE THAT ONLY GENUINE CLAIMS ARE HONOURED.

2012: JAN, MAR, SEPT 2013: FEB JULY DEC 2014 MAR

ANSWER:-

1) In spite of taking all safety measures and following all correct procedures,

sometimes unfortunate incidents do occur on board a ship. These result in

personal injuries and machinery damage.

2) After every incidence, investigations take place and insurance claims are

raised. The insurance underwriters appoint damage surveyors who come on

board and do their investigation. In the process of doing it, they ask for all

the relevant documents.

3) Suppose a main engine crankcase explosion has taken place on your ship in

which main engine was badly damaged and two engine room personnel

suffered serious injuries.

4) Now, you will have to present your vessel for subsequent inspections by P&I

and H&M insurance companies. We will see step by step what all should be

done after the incidence:-

a. Take care of persons injured:-

Since persons are seriously injured, give them first aid and ask for medical

advice from a rescue centre. Give the information to owner and charterer and

seek their advice. If the vessel needs to divert and make a emergency port of

call take permission from owner and charterer. But since main engine is also

badly damaged the vessel will need emergency towing. Give notice to agent

and P&I correspondent at the nearest port. They will arrange for the salvage

assistance. Enter in the port. Injured personnel to be transported to hospital

and later on they can be repatriated. All the medical treatment given to the

personnel should be chronologically documented in the medical book.

b. Reporting of incidence to:-

The incident should be reported to following without delay

Administration, Owner, Class, P&I correspondent, H&M broker & MAS

centre

c. Record keeping:-

Time, date, place and cause of injury should be recorded. The evidence

should be preserved and a witness statement should be taken. Write down all

important medical condition and drugs that were given to the person. The

persons injured were wearing PPEs or not. Take the statement of injured

personnel as soon as possible if they are in position of giving one. The most

important report in case of personnel injuries is Master’s report. It is an

important evidence to judge whether the injury is work related or not. Photos

of sites and other evidence should be preserved.

d. Necessary documents and records required to honor only genuine claims

In case of P&I surveyor following documents should be kept ready:-

i. Master statement of fact

ii. Witness report

iii. Injured person statement

iv. Communication with the owners, managers, medical advisors and

authorities.

v. Deviation report

vi. Photos of place of evidence

vii. Medical report book relating to important medical condition and all the

drugs that were given to personnel

viii. Evidence showing personnel wearing PPEs

ix. Injured personnel familiarization with machinery form duly signed by

him.

x. Safety instructions explained.

In case of H&M surveyor following documents should be kept ready:-

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i. Chief engineer log book and official log book entry.

ii. Master’s and chief engineer’s statement

iii. Witness statement

iv. Engine room crew statements

v. Main engine PMS records

vi. Main engine bearings last renewal and evidence showing that only

genuine bearings were used.

vii. Main engine crankcase lubricating oil report

viii. Engine parameters at the time of incidence ( from log book or data

logger)

ix. Records showing last alarms and trips tried out ( from alarm logger)

x. Compliance with manufacturer or service letter received recently

All the above documents will be required by the surveyor appointed by H&M

underwriter. After the survey a damage survey report will be made. Now the

main engine will be repaired. And after that claims will be settled. Depending

upon the nature of insurance and the clauses inducted repairs can either be

carried out by owner and later the claims can be settled or repair tender can be

floated by H&M underwriter only and they can carry out the repairs.

7. WITH REFERENCE TO PORT PSC ENUMERATE ON THE FOLLOWING (I) REGIONAL CO-

OPERATION/ AGREEMENTS (II) FUTURE OF PSC (III) IS PSC AN EFFECTIVE TOOL FOR SHIP

SAFETY?

2012: JAN 2013: FEB JULY 2014 MAR

ANSWER:-

(i) Regional co-operation/ agreements

1. When the national port state control enhances the safety of ships and thereby

protection of Marine environment only a regional approach then ensures that

substandard ships and operations have fewer places to conceal/hide facts.

2. Unless a regional approach is adapted, operator will just divert their ships

to

ports in the region where no PSC‘ or less stringent PSC‘ inspections are

conducted.

3. Regional Agreement covers the exchange of information about ships their

records and the results of inspections carried out. This information is vital as

it enables subsequent ports of call, to target only ships that have not been

recently inspected.

4. In general, ships inspected within the period of previous 6 months from the

visiting date of port are not re-inspected, unless there are clear grounds to do

so.

5. Secondly, it is only by cooperation with the port of region, that it is

possible

to monitor substandard ship in the region. This applies to ships that have

been allowed to sail with minor deficiencies on the condition that there are to

be rectified is the next port of call to monitor such ships constant exchange of

information between ports is necessary.

6. Thirdly, it is important for countries to achieve uniformity in the manner

and

methodology of port state inspections and ultimately in their region so that

similar standards are applied with regards to the detention of ship and

training standards of port state control officers.

7. To achieve this it is common practice of many existing agreements to

conduct joint seminars for PSC officers to harmonize procedures. Therefore,

post State Control regimes were set up under a memorandum of

understanding (MoU).

8. Harmonized inspection procedures are designed to target substandard ships

with the main objective being to eventually eliminate them from the region

covered by MoU‘s participating states.

(ii) Future of PSC

1. The impact of PSC on ship‘s and ship owners has grown with concern

members of regional PSC group are becoming more organized and

professional in this approach to inspections investigations. When detention

occurs the name of the ship is publicly announced and quoted in their

regional shipping magazines.

2. Ships with history of detention will find it increasingly difficult to trade

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unless they & their companies gear up fully to the inspection criteria laid by

PSC.

3. There is a prospect of a Global Post State Control being formed, wherein the

exchange of information harmonization of procedures as well as training will

take place worldwide.

4. As more and more statistics and data are gathered and exchanged, by

different PSC secretariats, substandard shipping operations all over the

world will reduce.

5. These experiences will also provide maritime community with the

opportunity to analyze better the reasons of accidents and causalities so that

they can be prevented from occurring again.

6. In the shipping industry, there has been a long tradition of secrecy resulting

in problems being hidden and ignored than revealed and solved. As a result

of the above developments in the PSC, it is possible that there may be slow

change from the attitude of secrecy to transparency and openness.

(iii) Is PSC an effective tool for ship safety

1. PSC is exercised for the purpose of verifying that the condition of ship and

its equipments comply with the requirement of certain international maritime

conventions and the ship is manned and operated in compliance with the

applicable national law.

2. By provision of UNCLOS flag state has been given the primary

responsibility for ensuring that a ship is equipped, operated, maintained and

manned in accordance with Maritime International conventions. However,

some flag states have been unwilling or unable to carry out their international

conventions. A PSC inspection is thus, the second line of defence to prevent

substandard ships from operating.

3. Port states control is an international initiative for reduction of

substandard

ships.

4. YES, it can be an effective tool. Most IMO conventions like STCW, ISM,

LOADLINE, SOLAS, MARPOL etc, come under the ambit of Port State

Control. Their inspectors have the authority as deputed by IMO to ensure that

vessels visiting their ports are compliant w.r.t. the various IMO conventions.

Hence they can definitely ensure that ships are safe and environment

friendly. Their powers to detain or threaten to detain ships on

various grounds, forces ships to be safe.

8. ILLUSTRATE THE PROVISION KEPT TOWARDS ESTABLISHING PROCEDURES TO IDENTIFY

AND TESTING OF “CRITICAL” EQUIPMENTS UNDER ISM CODES. ENLIST THE SHIPBOARD ITEMS/

OPERATIONS SUBJECTED TO INSPECTION AND TEST UNDER ISM CODES. HOW THE LIST OF

CRITICAL EQUIPMENT AND SYSTEMS ARE MADE AND ON WHAT FACTORS THEY ARE DEPENDENT.

2012: JAN 2013: FEB JULY 2014: MAR

ANSWER:-

1. A new chapter management for the safe operation of ships was added to

SOLAS and the amendments introducing the new chapter IX entered into

force on 1st July 1998. The chapter made mandatory the International Safety

Management Code which established the following objectives:

a. to provide for safe practices in ship operation and a safe working

environment

b. to establish safeguards against all identified risks

c. to continuously improve safety management skills of personnel, including

preparing for emergencies

2. Critical equipment/system is that, the sudden failure of which may result in

hazardous situation. These are the equipments, whose failure can cause an

accident or result in a hazardous situation, thereby causing injury to

personnel or loss of life or damage to the marine environment or property.

3. As per, Element 10.3 of the ISM code, It is the responsibility of the company

to establish procedures in the Safety management System to identity such

systems and/or equipments. The company should establish procedures in its

safety management system to identify equipment and technical system, the

sudden operational failure of which may result in hazardous situation. The

SMS should provide for specific measures aimed at promoting the reliability

of such equipment or systems. These measures should include the regular

testing of standby arrangement or equipment or technical systems that are not

in continuous use. The Safety management System must, with respect to

critical technical system/equipments:

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a. Have procedures to identify them

b. Have procedures to ensure their tests and functional reliability

c. Have procedures to establish and use alternative arrangements on sudden

failure

d. Have procedures to test stand by equipment

e. Have procedure to ensure that single failure does not cause of Critical‘

ship functions‘ that could lead to accident

f. Have procedures to ensure that system/equipment inactive for some time

is tested regularly and prior to conducting critical operations.

4. As per Element 7‘ of the ISM Code‘ the company must establish procedures

for the preparation of plans and instructions including checklists if any for

key shipboard operations related to the safety of the ship and the prevention

of pollution.

5. It is recognised that all equipments are important for the proper operation

of

the vessel. If most of the equipments on board the ship are considered as

critical, the usefulness of the actual critical equipments becomes limited.

6. The risk assessment and root cause analysis of various past accidents,

nearmiss/

hazardous occurrence method have been adopted for identifying the

critical equipment and the list made to meet ISM Code criteria and limited to

safety and environmental protection.

7. Hence, in combination with Element 10‘ the following shipboard

operations/items are subjected to inspection and test:

a. Securing water tight integrity

b. Navigation safety, including corrections to charts and publications

c. Oil transfer operations

d. Maintenance operations related to

e. Hull and super structure steel work

f. Safety, fire-fighting, life saving equipment

g. Navigation equipment

h. Steering gear

i. Anchoring and mooring gear

j. Main engine and auxiliary engine

k. Pipelines and values

l. Cargo handling equipment

m. I.G. System

n. Electrical installations

o. Fire detection and alarm system

p. Bunkering operations

q. Navigation in restricted visibility/high density traffic area

r. Operation in heavy weather

s. Critical machinery system

8. SHIPBOARD OPERATIONS can be categorized into:

(a) Normal Operations: Error becomes apparent, only after occurrence of a

hazardous situation

(b) Critical Operations: Error directly leads to accident.

Critical Operations would include (but not limited to)

a

Critical machinery operations

9. DIFFERENTIATE BETWEEN "THIRD PARTY LIABILITY" AND "CONTRACTUAL LIABILITY".

WHEN MAY THE SHIP-OWNER SEEK TO LIMIT HIS LIABILITY?

2012: JAN, MAR 2013: FEB JULY 2014 MAR

ANSWER:-

An insurance policy is a contract. The insured is referred as first party to the

contract. The insurer i.e. the insurance company is who issues the contract is

the

Page 12: Jan 2012 to Aug 2014 Ques and Ans Safety

second party. A stranger to the contract who makes a claim against insured is

known as third party.

Third party liabilities:

1. It is obligation to compensate another person harmed or injured or suffered

a

loss due to negligence or mistake or wrongful act of first party.

2. Third party liabilities are those liabilities which are caused to any other

persons or his property not included in any contract.

3. Contract takes place between two parties hence any third person not a

member of this contract is a third party or person.

4. When the insured – first party causes a loss then the second party assumes

the insured liability up to the policy limit.

5. Examples of third party liabilities are collision, third party injury or death

claim, oil pollution liability, cargo claim, crew claim, unrecoverable general

average contribution etc.

6. When the agreement is signed by the parties, they agree on certain conditions

and goals written in the agreement. They also get certain liability towards

each other for successful achieving of the goals. But by any reason a third

party gets affected, then liability towards the third party is called third party

liability. E.g. compensation required to pay the affected coast during oil

pollution becomes third party liability.

7. There is no such agreement between ship owner and coast, but coast gets

affected due to pollution. So, ship owner takes P&I insurance cover in

respect to third party liability during ship operation.

8. For each defined peril there is fixed premium. More cover means more

premium required by the parties.

9. There is no mandatory requirement for the party to take any type of policy

except Liabilities for pollution damage. Rest is left to the ship owner and

cargo owner or any other party involved in the maritime adventure to take

cover for various liabilities and bear themselves.

Contractual liability:

1. During any agreement both parties agree for certain terms and conditions for

achieving particular goals and interests. So some liabilities are set towards

achieving goals. As agreement is signed by them, the liabilities are called

contractual liability.

2. Contractual liabilities for a ship owner are those by which he winds himself

under some contract with second party.

3. This form of agreement where one party takes on the liability of another by

contract is commonly termed as “Holder harmless” or indemnity agreement.

Contractual liability is the express liability namely charter party, bill of

lading, cargo insurance, contractual salvage, charterer agreement, towage

e.t.c.

4. Here the liability is documented for specific occasion and specific time.

Contractual liability claim settlement takes place in a judiciary, arbitration,

tribunal as in agreement.

5. Ship owner takes following types of contract:

a. With employee

b. With flag state administration for safe operation, to compliance with

national/international regulations/conventions.

c. Contract with cargo owner

d. Contract with salver or tug owner

e. Contract with class and his fees and survey

f. Repair contract etc.

The following are some typical contracts that a ship owner undertakes and

Ship owner may limit his liability covering:-

i. Contract with employees: undertakes that he will provide the safe plant,

equipments and safe environment and their due care, hence he would like to

limit the liabilities with regards to

a) Their medical expenses

b) Compensations to be paid in case of injury or death

c) Breaches to any thing intentionally or unintentionally caused by his

employees which could land him in trouble.

ii. Contract with flag State administration: He register his vessel under flag

state administration, hence he undertakes the responsibility for safe

operation and compliances with relevant conventions rules and regulations.

Hence he will like to limit his liabilities with regards to

a) Any breaches caused by the ship

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b) Any fines imposed for non-compliance with regards to documents or

violation of rules & regulations

c) Oil pollution caused in their territory

d) Other expenses involved in landing people and stoways.

e) Expenses occurred for rendering those states service to ship and its

complements

iii. Contract with local agents and agency: He himself land up in this contract

in order to meet local requirement at port of call. He takes their service,

which a ship requires at port of call. He would like to limit his liabilities

with regards to

a) Agency fees

b) Claims by agents

c) Claim arises when agent breaches the contract

d) Any dame injury caused to their personnel

iv. Contract with salver or tug hire: These services are required by a ship

owner during a port of call to assist their ship and during distress when the

ship looses its main propulsion plants. Hence he would like to limit his

liabilities with regard to

a) The hire rate

b) Damage cause3d to the tug and their personnel

c) Salver‘s award

d) Any other claims made by salver in rendering his service

v. Contract with stevedores and work shops: In case the ship requires shore

personnel services then ship owner land up in these service contract and

would like to limit his liabilities with regards to

a) Their hire rate

b) Injury medical expenses etc

c) Damage or loss to their equipments

d) Any other claims placed by them

vi. Contract with the cargo owner (shipper): He undertakes this ―contract

of carriage that will carry the goods in a manner received to the agreed

destination within the agreed time frame. During such contracts he would

like to limit his liabilities with regards to

a) Loss/ leakage/ damaged caused due the negligence of his employees

b) Losses caused to the cargo owner due to delay

c) Losses caused to the cargo owner due to delivering the cargo other than

agreed destination

d) Any other claim made by cargo owner in this regard. i.e, damage/ loss/

delay to cargo during the duration when it was under the custody of ship

owner.

6. The ship owner makes contract with others such as class, charterer, pilotage,

repair contract etc. In all the cases he will limit his liabilities. Apart from

these he has to take care of himself. i.e,

a) Damaged caused to his own ship

b) Total or constructive total loss of his vessel

c) Freight not paid.

10. WHAT DO YOU UNDERSTAND BY "UNSEAWORTHY VESSELS" WITHIN THE MEANING OF THE

MERCHANT SHIPPING ACT , AS AMENDED? WHAT ACCORDING TO YOU IS THE DIFFERENCE

BETWEEN "UNSEAWORTHY SHIP" AND " UNSAFE SHIP"? WHAT ARE THE OBLIGATIONS OF OWNERS

TO CREW WITH RESPECT TO SEAWORTHINESS?

2012: FEB,OCT DEC 2013: FEB AUG DEC

ANSWER:-

In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship and

unsafe ship is as follows:-

Under section 334 a ship is said to be unseaworthy "when the materials of

which she is made, her construction, the qualification of master, the number,

description and qualification of the crew including officers, the weight,

description and stowage of the cargo and ballast, the condition of her hull and

equipment, boilers and machinery are not such as to render her in every respect

fit for the proposed voyage or service."

Under section 336, unsafe ship may be defined an unsafe ship, that is to say, is

by reason of the defective condition of her hull, equipment or machinery, or by

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reason of overloading or improper loading, unfit to proceed to sea without

serious danger to human life, having regard to the nature of service for which

she is intended.

Now we will discuss the difference of unseaworthy ship and unsafe ship in

details. First we will see the unseaworthy ship:-

1) A ship is unseaworthy, when the material which she is made and her

construction and design is faulty and not as per laid down regulation.

2) A ship is unseaworthy when its master, officers and crew are not qualified

and are not as per safe manning of the ship.

3) Not having enough certificates according to law make the ship unseaworthy.

4) A ship is said to be unseaworthy when the machinery or equipment is missing

which should have been installed as per any regulation.

5) An unseaworthy ship poses serious threat to human life.

6) A ship is said to be unseaworthy when its machinery or equipment is not able

to perform its duties for the intended voyage.

7) Wrong weight, description and stowage of cargo and ballast make the ship

unseaworthy for the voyage.

Now take the case of Unsafe ship:-

1) A ship is said to be unsafe, when the hull and equipment is temporarily

defective and the ship is unsafe for that proposed voyage.

2) A ship is said to be unsafe when its master, officers and crew are qualified

but

do not follow the safe working practices.

3) Not maintaining the required provisions laid down in certificates can make

the ship unsafe during the voyage.

4) A ship is said to be unsafe if the machinery or equipment is placed on board

but found not working or the maintenance plan is not being followed.

5) An unsafe ship does not pose serious threat to human life.

6) A ship is said to be unsafe when its machinery or equipment is operated

wrongly at any instance by the ship's crew in the voyage.

7) Wrong procedure of ballasting, deballasting or negligence of crew towards

stowage of cargo makes the ship unsafe an any instance during voyage.

In broad perspective or loosely we can say that unseaworthiness depends on

design factors and physical factors. Also unseaworthy is a condition.

But ship becomes unsafe due to human factors. It is an act.

Obligation of owner to crew with respect to seaworthiness

1. In every contract of service, express or implied between the owner of an

Indian ship and the master or any seaman thereof, and in every contract of

apprenticeship whereby any person is bound to serve as an apprentice on

board any such ship, there shall be implied, notwithstanding any agreement

to the contrary, an obligation on the owner that such owner and the master,

and every agent charged with the loading of such ship or the preparing

thereof for sea, or the sending thereof to sea, shall use all reasonable means

to ensure the seaworthiness of such ship for the voyage at the time when such

voyage commences, and to keep her in a seaworthy state during the voyage.

2. For the purpose of seeing that the provisions of this section have been

complied with, the Central Government may, either at the request of the

owner or otherwise, arrange for a survey of the hull, equipment or machinery

of any sea-going ship by a surveyor.

11. (A) LIST THE OBJECTIVES OF AN ISM INTERNAL AUDIT OF A SHIP? HOW AN INTERNAL

AUDIT HELPS IN SATISFACTORY EXTERNAL AUDIT OF A VESSEL? WHAT ARE THE DYNAMIC

ELEMENTS OF THE ISM CODE WHICH ENVISAGES CONTINUOUS IMPROVEMENT OF SAFETY

MANAGEMENT AND POLLUTION PREVENTION?

(B) WHAT DO YOU UNDERSTAND BY "NON-CONFORMANCE". WHAT IS THE DIFFERENCE

BETWEEN A -CORRECTIVE ACTION' AND 'PREVENTIVE ACTION'.

2012: FEB,

ANSWER :-

The ISM code , element 12 (company verification, review and evaluation ) makes

it mandatory to maintain and control the shore and ship based management.

Objectives of the internal Audits are.

I. Internal audits are conducted for self evaluation of the safety management

system on board

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II. It is a tool to monitor how well the SMS system is implemented on board

regarding the safety practices and pollution prevention activities, whether

companies safety and environmental policy is continually in requirement of the

ISM code.

III. To check whether plans and procedures are being followed.

IV. To check whether laws and regulation are being followed.

V. Any deficiencies as regards to below can be corrected :-

1. Procedure :- testing procedures for lifeboat engines, arrival / departure

procedure etc.

2. Personal :- Maintaining of training records , familiarisation with

equipments and their duties etc.

3. Documents :- Update for any recent changes incorporated like deletion of

concerned sections from ORB as regards to discharge through 15 PPM equipment

kept with concerned book, permit to work etc.

4. Corrective Action :- Reporting of near misses and SMS incorporated the

change etc.

5. Non – Conformities as per above.

The internal Audit helps in external audit in following ways :-

1. It is carried out to ensure / verify that the various elements of the safety

management system of the organisation are effective and suitable in achieving

the stated management objectives.

2. Internal audits are conducted for self evaluation of the SMS system on

board.

3. It helps in rectifying the faults before hand and helps company in Self

healing process.

4. Any deficiency found can be corrected as per procedure laid down in

company’s SMS.

5. If any deficiency found, concerned responsible person is informed.

6. It helps in confirmation of preventive /corrective actions to previous

unattended or unaddressed deficiencies.

7. By this all documents, displays, procedures, emergency equipments etc., are

checked for proper order.

The Purpose of the audit is not to find faults or blame personal onboard but to

make sure safety management system is implemented effectively on board in

compliance with various rules and regulations.

The Dynamics of the ISM code which enable continuous improvement are

1. Personal: - Master Properly qualified and trained, ship is manned by

qualified, certified and medically fit seafarers, New personal are given proper

familiarisation with their duties. Personal involved in SMS should have

adequate understanding of relevant rules, regulations codes and guidelines.

Training safety drills, critical and emergency operation to be given.

2. Procedures:- Procedures are instruction written in simple and clear language

and understood by the personal. Ship personal are able to communicate

effectively with passenger and other crew.

3. Documentation :- Documentation control, validity of documents, change and

amendment, obsolete documents and safety management manual.

Any noncompliance of the above with regard to applicable rules and regulations

will incorporate a Non – compliance. Reporting to a responsible person , who in

turn be responsible for corrective action as regards to the same.

The company is responsible for maintaining the SMS up to date, it will also

incorporate changes to the SMS as per the data received through the internal

and external audit and also being in constant touch with the latest amendments

and legislations which may need to be addressed in SMS in the form of “

corrective Action ”.

Non Conformance means an observed situation where objective evidence indicates

non fulfilment of a specified requirement. This may be classed into 2

categories

1. Minor Non Conformity:- The threat to the safety of the ship, personal ans

environment is very small.

2. Major Non Conformity:- Any Deviation which possess a serious a serious

threat to personnel, ship or environment and requires action.

The Difference between Corrective action and preventive action.

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Any procedure / measure or change incorporated in the SMS of the company , in

response to the reporting of the Non conformity is classified as a corrective

action. Like SMS incorporating the noting down of pre arrival testing of

steering gear in relevant sections of the log and/ or movement book.

A “ preventive action ” on the other hand is any action which is generally

performed in order to prevent occurrence of any accident.

The preventive action list may be judiciously formulated by reading /

understanding of a job and/ or reading of code of safe working practices.

The occurrence of preventive action may be helpful for one’s safety.

12. WHAT IS BILL OF LADING? WHAT PRECAUTIONS ARE TO BE OBSERVED BEFORE SIGNING

A BILL OF LADING UNDER VOYAGE CHARTER AND TIME CHARTER? DIFFERENTIATE

THE SALIENT CONSIDERATION TAKEN DURING SURVEY OF SHIP UNDER I)BAREBOAT

CHARTER II) VOYAGE CHARTER III) TIME CHARTER. AS A C/E ON BOARD, EXPLAIN

WITH REASONS, WHICH OF THE THREE SURVEYS IS MOST DEMANDING AND

EXHAUSTING AND WHY?

2012: FEB,APR, NOV DEC

ANSWERS :-

1. The bill lading is the declaration of the master of the vessel by which he

acknowledges that he received the goods on board of his ship and assures that he

will carry the goods to the place of destination for delivery, in the same

condition as he received them against handing of the original bill of lading.

2. The definition of a bill of lading given in the ―HAMBURG RULES is the

following.

BILL OF LADING means a document which evidence a contract of carriage by sea and

the taking over of loading of the goods by the carrier, and by which the carrier

undertakes to deliver the goods against surrender of the document.

3. A provision in the document that the goods are to be delivered to the order

of a named person, or to order or o bearer, constitutes such an undertaking.

4. The bill of lading serves as a

a) A receipt of the goods by the ship-owner acknowledging that the goods of the

stated species, quantity and conditions are shipped to a stated destination in

a certain ship or at least received in custody of the ship owner for the purpose

of shipment.

b) A memorandum of the CONTRACT OF CARRIAGE by which the master agrees to

transport the goods to their destinations all terms of the contract which was in

fact concluded prior to signing of the bill of loading are repeated on the back

of this document

c) A document of little to the goods enabling the consigner to dispose of the

goods by endorsement and delivery of the bill of lading.

Types of Bill of Lading

1. Long Term B/L

2. Short Term B/L

3. Direct B/L

4. Combined transport B/L

5. Through B/L

6. Received for Shipment B/L

7. Straight B/L

Hague Visby rule apply to every type of bill of lading.

The precautions to be observed by the master or his deputy when signing the bill

of lading are as follows

1. The goods have actually been shipped (compared with mate’s receipt).

2. The date of shipment is correct.

3. That the bill of lading is not marked “freight paid” or “freight not paid” if

not true.

4. Check that any “clause” of mates receipt is also contained in B/L

5. Check that reference is made to the charter party where one exists

6. Check that any charter party terms not conflict with B/L terms

7. Check that the number of original bills in the set is stated.

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8. In any case, master is in doubt he should contact his P&I club correspondent.

9. If in case damaged or otherwise defective cargo is presented for loading –

reject goods, accept goods as on condition that he will issue a clause bill of

lading call P&I.

10. if ship and shore figures differ

11. If number of original B/L shown on the face of the bill not the same as the

number of negotiable B/L

1. call P &I

2. refuse to sign the bills until correct number is assigned

12. If B/L is in foreign language – translator, call P&I master should issue B/L

in English.

13. If master is asked to sign blank or partially completed B/L

1. call P&I

2. if early departure procedure (EDP) is used on tanker routes, agent signs

behalf ofmaster

14. if B/L have to be re-issued or amended

1. call P&I

2. if B/L have to be reissued, ensure that first set is cancelled /returned /

destroyed if master is asked to sign predate of post date B/L -- refuse to sign.

Bareboat charter:

1. Is a contract for the hire of a vessel for an agreed period during which the

charterers acquire most of the rights of the owners.

2. In essence the vessel owners put the vessel at the complete disposal of the

charters and pay the capital costs, but no other costs.

3. The charters have commercial and technical responsibility for the vessel, and

pay all costs except capital costs.

4. There will be an agreement, that there will be an on hire survey. In the case

of new ship building the survey procedures can be done in the yard itself

according to the agreement. In other cases there is a thorough examination

considering the following points.

y

5. As a Chief engineer, you are responsible for maintaining the equipment in

good condition. Bunker on board to be properly calculated and kept ready for the

surveyors to check.

6. Cleanliness and proper P.M.S. system has to be maintained in view of

seaworthiness.

7. It is a more stringent survey since the charter takes the responsibility of

the vessel in full respect except capital cost.

8. All crew members to be aware of the safety procedure and safe working practices

according to the company's quality management system. In this regard proper

training and briefing to be given before surveys.

9. If a second hand ship is taken over by a chief engineer and is being put on

a bareboat charter he should check following with respect to ship:-

a. Visual inspection of vessel

b. Seaworthiness

c. Documentation

d. Machinery condition

e. Pipeline condition

f. Underwater part

g. LSA and FFA items

h. Sounding of all tanks and calculate bunker, lub oil

i. Navigation equipment condition

j. Critical machineries inventory

k. Inventory of spares and stores

l. ORB ( last 3 years )

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m. Master and Chief engineer log book

n. Ship sea trial if possible

o. Machinery survey records and PMS

p. Cargo hold condition

q. Insulation check of all motors and alternators.

Voyage Charter:

1. Is a contract for the carriage by a named vessel of a specified quantity of

cargo between named posts or places.

2. The ship owner basically agrees that he will present the named vessel for

loading at the agreed place within an agreed period of time a following loading,

will carry the cargo to the agreed place, where he will deliver the cargo.

3. The charter agrees to provide for loading, within the agreed period of time,

the agreed quantity of the agreed commodity, to pay the agreed amount of freight,

and to take delivery of the cargo at the destination place.

4. In effect the charterers hire the cargo capacity of the vessel and not the

entire vessel.

5. The owner must provide the master and crew, act as carrier and pay all running

and voyage costs, unless the charter party specifically provides otherwise.

6. The survey under voyage charter is not very strict as compared to other

charter party.

7. The charter mainly interested in sea worthiness and condition of the cargo

space. The surveyor checks for whether the vessel can carry the cargo of

particular quantity and to be able to discharge within an agreed period of time.

8. As a Chief Engineer one should take care of cargo hold/ tank, cargo gear

condition. If any repairs are necessary to keep the same in good condition that

has to be carried-out. He has to prove that the ship is able to carry the cargo

safely and vessel able to reach in proper time which is agreed.

Time charter:

1. Is a contract for the hire of a named vessel for a specified period of time.

(The charters agree to hire from the ship owner a named vessel, of specific

technical characteristics, for an agreed period of time, for the chatterers

purposes subject to agreed restrictions. The hire period of time, for the charters

purposes subject to agreed restrictions. The hire period may be the duration of

one voyage (a "trip charter") or anything up to several years ("period

charters")).

2. The ship owner is responsible for vessels running expenses i.e., manning

repairs and maintenance, stores, masters and crew‘s wages, hull and machinery

insurance, etc. He operates the vessel technically, but not commercially.

3. The owner bears no cargo handling expenses and do not normally appoint

stevedores. The charters are responsible for the commercial employment of the

vessel, bunker fuel purchase and insurance, port and canal dues (including pilot

age, towage, linesmen etc.), and all loading stowing / trimming / discharging

arrangements and costs.

4. On-hire survey and delivery certificate:

There will be usually agreements that there will be an on-hire survey or delivery

survey to establish. –

chatterers will have to pay the owners for.

oil or chemicals must pass survey and be certified fit.

5. The on-hire survey is usually carried out by jointly approved surveyors, paid

for 50/50 by the owners and the chatterer. Time spent on the survey is normally

at the owner's risk, i.e., the vessel is not on -hire until passing of the

survey.

6. As a Chief Engineer, one should calculate the bunker on board correctly and

to keep all machinery in good condition. He has to prove that ship is able to

satisfy charter party requirement regarding fuel consumption and speed. Any

maintenance required for cargo holds or tanks to be carried-out prior survey to

keep them in good condition.

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13. HOW MANY TYPES OF WARRANTIES ARE THERE IN MARINE INSURANCE? GIVE AN EXAMPLE

OF EACH TYPE WITH REFERENCE TO A HULL AND MACHINERY POLICY OF INSURANCE

2012: FEB 2013: NOV

ANSWER :-

The marine insurance act Section 35(1) defines a warranty as a promissory

warranty, i.e., to say the warranty by which the assured undertakes that some

particular things shall or shall not be done, or that some condition shall be

fulfilled, or whereby he affirms or negatives the existence of a particular

matter of facts

A warranty, as above defined, is a condition which must be exactly complied

with, whether it be material to the risk or not. If it be not so complied with,

then, subject to any express provision in the policy, the insurer is discharged

from liability as from the date of the breach of warranty, but without

prejudice to any liability incurred by him before that date. There are two

types of warranties:-

Express Warranty:

An expressed warranty must be written into the policy in any form of words or

contained in some document incorporated by ref. into the policy. ( eg.:-

institute policies).

An express warranty does not override an implied warranty unless the two

conflict.

Express warranty is basically based upon the agreed condition of the contract/

policy. Only if the conditions agreed are not met, any claim against the

express warranty comes into picture.

The types of express warranties are limited only be the imaginations and

ingenuity of the underwriter. Almost any thing can be made to be an express

warranty Provide that he proper word are used.

There are a number of express warranty in marine insurance like warranty of

neutrality during war, institute warranty etc. But a common example with

reference to H&M policy being a warranty that the vessel is classed with a

particular society and that her class will be maintained. The wording is likely

to be, for example " warranted LR classed and class maintained"

Some of the common express warranties are

Navigation / trading warranty, private pleasure, towing warranties, ice zones,

war zones.

Implied warranty:

There are not written in the policy but are implied by law to exist in the

contract.

They must be strictly complied with in the same way as expressed warranties.

There are 2 major important warranties in marine insurance policy.

(a) Seaworthiness:

With reference to H&M policy, if the policy is voyage policy, there is an

implied warranty that at the commencement of the voyage, the ship shall be

seaworthy for the purpose of particular adventure. A ship is deemed to be

seaworthy when reasonably fit in all respects to encounter the ordinary perils

of the sea of the adventure insured.

But if it is a time policy, there is no implied warranty that the ship shall be

seaworthy at any stage of adventure but where, with the privity of the assured

, the ship is sent to the sea in an unseaworthy state, the insurer is not

liable for any loss attributable to unseaworthiness

(b) Legality: There is an implied warranty that the adventure insured (voyage

time are mixed policy) is lawful and that so far as the assured can control it.

The adventure will be carried out in a lawful manner. If the adventure is illegal

at the time of the insurance is affected, the policy will be void.

14. WRITE SHORT NOTES ON THE FOLLOWING.

(I) LLOYD’S OPEN FORM (II)GENERAL AVERAGE AND PARTICULAR AVERAGE (III) BILL OF

LADING (IV)TREATY CONVENTION AND PROTOCOL

2012: FEB 2013: JAN

ANSWER :-

(a) Lloyd’s Open form.

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insufficient time to request the owner to arrange salvage services on a pre-

agreed rate of sum.

ngle sheet(2 page) document in a simple format(LOF 2000 form)

i. Name of the salvage contractors

ii. property to be salved (vessel name)

iii. agreed place of safety

iv. agreed currency

v. date of agreement place of agreement

vi. Is SCOPIC clause is incorporated-- yes/no

vii. name and signature of contractor

viii. name and signature of master / on behalf of property

known, has been revised ten times since it was first introduced in 1892.

revisions which have so far occurred. It comprises a single sheet of paper

incorporating a box lay-out in which essential information such as the name of

the ship and the identity of the salvage contractors is to be inserted.

-out and on to the reverse side of the document, there are

12 lettered clauses and 2 information notices. Therefore the LOF 2000 is a more

manageable document and easier to read and understand.

‖ agreement. Article 13 deals with the criteria for the claims. The claims depends upon

even if they are not successful in their operation, as a measure of saving the

environment. As per the article 14 the minimum special compensation will be

―out of pocket expenses plus 30% of that.

more than article 13, and then the total award will be article 13 plus the

difference between two. Claims as per article 13 is a part of GA and article 14

will be paid by P&I.

-2000 has a supplementary clause called SCOPIC. SCOPIC is done as per

tariff. It is a choice to the salver, but owner can deny. As per the SCOPIC

when salver gives a notice, owner has to give a bank guarantee to the salver to

perform. The owner will appoint a Ship casualty representative (SCR) at the

location for logging down all the day to day works and machinery operations

done under SCOPIC.

(b) General Average

existed long before marine insurance. General average means general loss‘, as

opposed to a particular loss under marine insurance.

-ANTWERP rule as ― There is a general

average act when and only when any extraordinary sacrifice or expenditure is

intentionally and reasonably made or incurred for the common safety for their

purpose of preserving from peril, the property involved in a common maritime

adventure.

adventure, each parties contributing proportions depends to his share of total

value saved. The parties involved in common maritime adventure are

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1. Ship owner

2. Each consignee

3. The recipient of the freight (Ship owner/ Charterer)

4. When any equipment is installed on the vessel by a third party, he also a

party

1. An extraordinary sacrifice or expenditure

2. Which action taken was intentional or voluntary and not inevitable

3. And reasonably made

4. Against a peril

5. In order to benefit the common venture

e.g., Damage done when over working a ships engine while afloat to prevent

grounding in ordinary‘, whereas damage done to engines, when already aground,

in attempting to re-float the vessel is a GA‘, since this is an extraordinary

Act.

(c) Particular Average

It is a partial loss, proximately caused by a peril insured against and which

is not a General average loss. Thus, structural damage proximately caused by

collision, grounding, heavy weather etc. (perils of the seas) would normally be

caused as a PA‘ loss.

(d) Bill Of Ladding

of the vessel by which he

acknowledges that he received the goods on board of his ship and assures that

he will carry the goods to the place of destination for delivery, in the same

condition as he received them against handing of the original bill of lading.

‖ is the following.

BILL OF LADING means a document which evidence a contract of carriage by sea

and the taking over of loading of the goods by the carrier, and by which the

carrier undertakes to deliver the goods against surrender of the document.

of a named person, or to order or o bearer, constitutes such an undertaking.

a) A receipt of the goods by the ship-owner acknowledging that the goods of the

stated species, quantity and conditions are shipped to a stated destination in

a certain ship or at least received in custody of the ship owner for the

purpose of shipment.

b) A memorandum of the CONTRACT OF CARRIAGE by which the master agrees to

transport the goods to their destinations all terms of the contract which was

in fact concluded prior to signing of the bill of loading are repeated on the

back of this document

c) A document of little to the goods enabling the consigner to dispose of the

goods by endorsement and delivery of the bill of lading.

Types of Bill of Lading

1. Long Term B/L

2. Short Term B/L

3. Direct B/L

4. Combined transport B/L

5. Through B/L

6. Received for Shipment B/L

7. Straight B/L

Hague Visby rule apply to every type of bill of lading.

(e) Treaty

1. A treaty is a written international agreement between two states (a

bilateral treaty) or between a number of states (a multilateral treaty), which

is binding in international law.

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2. In relation to shipping matters, the chief international treaty-making

bodies are an internationally accepted organization such as the United Nations

or one of its agencies, such as IMO, ILO, WHO or ITU.

3. A treaty normally enters into force in accordance with criteria incorporated

into the treaty itself, e.g. 1 year after a stipulated number of states have

acceded to it (by signature of a government representative).

4. A treaty signed by a state government generally has no effect in the

national law of the state until there has been an act of ratification or

accession and the treaty has been incorporated by statute into the national law

of the state.

Conventions:

a. Means coming together for a common objective

b. Earlier convention was regularly employed for bilateral agreements. Now

convention are multilateral treaty documents and are the chief instruments of

IMO being binding legal instrument regulating some aspects of maritime affairs

of major concern of IMO.

c. Conventions are identified by the name and year of adoption by the assembly.

Eg: Marpol 73.

d. They have technical/ provisions attached in annexes. Eg: Annexes in Marpol.

e. They have technical provisions in an associated code. Eg: LSA code.

Protocol:

They are important treaty instruments made where major amendments are required

to be made to a convention which, although already adopted has not yet entered

in to force. Eg: Marpol 73/78. i.e, Marpol convention adopted in 1973 and protocol

made on 1978 before it came into force.

15. (A) STATE THE CIRCUMSTANCES WHICH MAY LEAD TO SUSPENSION OR WITHDRAWL OF

CLASS.

(B) EXPLAIN THE TERMS USED BY CLASSIFICATION SOCIETY I)PERIOD OF CLASS

II)ANNIVERSARY DATE III) SURVEY TIME WINDOW IV)MEMORANDA V)RECOMMENDATIONS

2012: FEB 2014 FEB

ANSWER:-

The class may be suspended either automatically or following the decision

of the Society under any of the following circumstances

1. The class of a vessel will be automatically suspended from the expiry date

of the Certificate of Class if the special survey has not been completed by

the due date and an extension has not been agreed to, or the vessel is not

under

attendance by the Surveyor with a view to complete the surveys prior

to resuming service.

2. The class of a vessel will also be automatically suspended if the

annual, Intermediate survey becomes overdue.

3. When the surveys relating to specific additional notations of

hull or equipment or machinery have not been complied with and thereby the

ship is

not entitled to retain that notation, then the specific

notation will be suspended till the related surveys are completed.

4. The class of a vessel will be subject to a suspension procedure if an item

of continuous survey is overdue at the time of annual survey, unless the

item is dealt with or postponed by agreement.

5. The class of the vessel will also be subject to a suspension procedure if

recommendations and/or conditions of class are not dealt with by the due

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date or postponed by agreement, by the due date.

6. The class of a ship is liable to be withheld or, if already granted, may

be

with drawn in case of any non-payment of fees or expenses chargeable for

the service rendered.

7. The class may be automatically suspended when it is found that a ship

is being operated in a manner contrary to that agreed at the

time of

classification, or is being operated in conditions or in areas more

onerous than those agreed.

8. The class may be automatically suspended when a ship proceeds to sea with

less freeboard than that assigned, or has the freeboard marks placed on the

sides in a position higher than that assigned, or, in cases of ships where

freeboards are not assigned, the draught is greater than that assigned

9. The class may be automatically suspended when the Owner fails to inform

the Society in order to submit the ship to a survey after defects or

damages affecting the class have been detected

10.The class may be automatically suspended when repairs, alterations or

conversions affecting the class are carried out either without requesting

the

attendance of the Society or not to the satisfaction of the Surveyor.

The Society will withdraw the class of a ship in the following cases:

1. at the request of the Owner

2. when the causes that have given rise to a suspension currently in effect

have not been removed normally within six months after due notification of

suspension to the Owner

3. when the ship is reported as a constructive total

loss

4. when the ship is lost

5. when the ship is reported scrapped.

Anniversary date :-

Anniversary date means the day and month of each year corresponding to the

expiry date of the classification

certificate.

Condition of class.

Possible deficiencies shall normally be rectified before the renewal survey

is

regarded as completed.

The Society may accept that minor deficiencies, recorded as condition of

class, are rectified within a specified time limit, normally not exceeding

3 months

after the survey completion date.

Window period for survey.

The survey time window is the fixed period during which the annual

and intermediate surveys are to be carried out.

Memoranda.

Other information of assistance to the surveyor and owners may be recorded as

‘memoranda’ or a similar term. They may, for example, include notes concerning

materials and other constructional information. A memorandum may also

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define a condition which, though deviating from the technical standard,

does not affect the class (e.g. slight indents in the shell which do not have

an effect upon the overall strength of the hull or minor deficiencies, which

do not affect the operational safety of the machinery).

In addition, memoranda could define recurring survey requirements, such as

annual survey of specified spaces, or retrofit requirements, which have the de-

facto effect of conditions of class.

Addition note.

Each of the Classification Societies has developed a series of notations that

may be granted to a vessel to indicate that it is in compliance with some

additional voluntary criteria that may be either specific to that vessel

type or that are in excess of the standard classification requirements.

Class notations are assigned to vessels in order to determine applicable

rule

requirements for assignment and retention of class.

Statutory recommendation.

‘Recommendation’ and ‘Condition of Class’ are different terms used by IACS

Societies for the same thing, i.e. requirements to the effect

that specific measures, repairs, surveys etc. are to be carried out within

a specific time limit

in order to retain

class.

16. AS CHIEF ENGINEER ON BOARD STRESS THE ISSUES YOU WILL ADDRESS FOR LACK OF

MOTIVATION, DIFFERENCES IN ATTITUDE AND TO INCREASE SENSE OF COMPETITIVENESS FOR

BETTER MANAGEMENT AND EFFECTIVE CONTROL?

2012: FEB

ANSWER :-

Man is a social animal and to make him work in isolation will lead to

dissatisfaction and unnecessary stress. Companies often employ

multinational crew, which may lead to potential conflicts. In order to

improve profitability, companies try to reduce the number of crews on board

to a minimum. In case everything works properly, there is no perceived

problem. In case something should go wrong, the manpower available is not

sufficient to deal

with the problem. This is one of the main reasons leading to stress, which

would either be physical or psychological.

Reasons leading to physical stress & then to lack of motivation

could be reduction in manpower on ships to reduce costs or frequent calling

at ports. This

leads to an imbalance in the human biological clock, when working/rest hours

(in port) are different from those at sea...

Duties in ports may require far more physical effort and longer working

hours due to the work load – completing the work to sail.

Therefore officers and crew members, working in above environment,

will reveal typical symptoms of fatigue. Reasons leading to de-motivation

could be:-

I. Problems at home/family end

II. Not being relieved on time which could lead to home sickness.

III. Differences of opinion among colleagues

Page 25: Jan 2012 to Aug 2014 Ques and Ans Safety

IV. Job pressures

V. Dissatisfaction due to company’s policy; arguments with regards to

salaries/promotion/leave etc.,

Issues and reasons related to differences in

attitude:-

INTEREST: - Different people have different interests in a work organisation.

In ships environment different people like different jobs. Some people

are expert in finding out solutions to a problem, some are very

good in workmanship, and some are good in planning.

But, the problem is usually confronted when these interest are not met. Thus

attitude of a person changes. KEITH DAVIS (professor of management in the School

of Business Indiana University) said, “Human relations, an area of management

practise, are the integration of people in to work situation in a way that

motivates them to work together productively, cooperatively and with economic,

psychological and social satisfaction.” It simply means that there

should be no diversity in interest; but an attempt should be made to

integrate the interest of each person with the interest of all others in the

organisation. COOPERATION: - No objective can be achieved without

cooperation among people. In shipboard management also if subordinates are

not satisfied with cooperation of their superiors, attitude of a person

is bound to change as a result, a problem of disobedience, lack of

interest or even confrontational behaviour itself will be evident.

In KEITH DAVIS’ definition; secondly,

principal objectives of integration should be to secure the willing cooperation

of the employees. As a result of sincere efforts on the part of management, the

workman can be motivated to offer their willing cooperation for achieving the

targets of greater, better and cheaper production. In ships, an environment

of

cooperation is essential due to diversity in kind of work/jobs required on

board at a given time. To do this, personnel have to understand each others

comfort

and care for their help in any

situation.

17. GIVE A BRIEF HISTORY AND THE NECESSITY TOWARDS FORMATION OF UNCLOS. WHAT

ARE ITS IMPORTANT HIGHLIGHTS? UNDER THIS CONTEXT EXPLAIN (I) TERRITORIAL SEA

(II) CONTIGUOUS ZONE (III) EEZ (IV) CONTINENTAL SHELF (V) HIGH SEAS

2012: FEB

ANSWER :-

Oceans always have been a prime source of nourishment for life. Climate

and weather changes depend on the interplay between oceans and the atmosphere.

They also serve as a convenient medium for trade, commerce, exploration,

adventure and discovery.

Attempts were made to regulate the use of ocean by conventions acceptable to

all nations. The UN has made considerable progress in developing

and codifying the laws of the sea. There UNCLOS (United Nations Convention on

Page 26: Jan 2012 to Aug 2014 Ques and Ans Safety

the Law of the Seas) have been convened.

UNCLOS I at Geneva in 1958

UNCLOS II at Geneva in 1960

UNCLOS III was at GENEVA in 1974 which discussed issues on navigation,

pollution and the breadth of territorial waters. It entered into force on

16th Nov

1994. UNCLOS provides a universal frame work for the management of marine

resource such as environmental control, marine scientific research, economic

and commercial activities, transfer of technology and settlement of disputes

relating to ocean matters. UNCLOS is a treaty of 446 articles grouped under17

part heading and 9 annexes.

The pollution of a marine environment may be defined as the introduction

of substances directly or indirectly which results in the effects such as harm

to the living resources and maritime life, hazard to the health of any

legitimate user or sea changing the quality of sea water and reduction in

amenities. The marine pollution may originate and cause damage to any geographic

area, from land to mid sea. One of the functions of UNCLOS is to allocate

responsibility to

states for setting some standards and enforcing the same standards in

various maritime zones to reduce/control the sources of pollution.

UNCLOS deals with six sources of pollution.

1. Land Based Sources: States are placed under the obligation to tackle

pollution from land based sources to rivers. Although the adoption of

national legislation for the establishment of the global and regional

rules, taking into

account, never the economy of a developing country and the need for economic

development will not have hundred percent control.

2. Pollution from Sea bed activities: This section deals with marine

pollution resulting from the exploration and exploitation of the

continental shelf. The coastal state should lay some measures to safeguard

the living resources from harmful substances in the area surrounding their

offshore platforms and structures.

3. Pollution from the ―activities in the Area‖: The ―area‖ refers to the sea

bed beyond the continental shelf where exploration and exploitation can takes

place. States should enforce some rules to control the activities of the

vessels and installations flying their flag. 4. Pollution by dumping: It is the deliberate disposal of waste from ships

and air crafts or any man made structure at sea. UNCLOS envisage a

combination of national and international legislation to prevent pollution

from dumping. National legislation should ensure that no dumping is occurred

without the prior permission of competent national authority. Dumping in the

territorial sea, contiguous zone and EEZ may not be carried out with out the

permission of coastal state.

5. Pollution through Atmosphere: This deals with the pollution of

atmosphere from ships and aircrafts.

6. Pollution from vessels: This deals with the pollution of sea by

discharge of oily water and also more harmful pollution caused by sewage,

garbage, insecticides, herbicides, radioactive wastes etc.

TERRITORIAL SEAS: Extends to 12 Nautical miles from the baseline. Foreign flag

vessels have a Right of Innocent Passage through it. The passage is considered

innocent as long as it is not prejudicial to peace, good order or security of

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the coastal state.

Right of innocent passage can be suspended if it is essential for the

protection of the coastal state its security or for weapons exercise.

The internal waters the coastal state can exercise jurisdiction over all

vessels. In

territorial seas, it should not exercise criminal jurisdiction

except. a) If the consequences of crime extend to the coastal

state

b) If crime disturbs the peace of the country or good order of the

sea

c) It master of a vessel or an agent of the Flag State requests the coastal

state to exercise jurisdiction

d) If jurisdiction is necessary to suppress traffic of narcotic

drugs.

CONTIGUOUS ZONE: Extends 12 nautical miles beyond the territorial sea limit.

Coastal states must exercise control necessary to prevent infringement of its

customs, fiscal, immigration or sanitary laws and regulations within its

territories. Vessel carrying noxious or dangerous substances or wastes may be

turned away on public health or environmental grounds.

EXLUSIVE ECONOMIC ZONE (EEZ)

It extends to a maximum of 200 nautical miles from the base line, covering and

managing the natural resources whether living or non living of the

waters adjacent and of the sea bed and its subsoil.

State has jurisdiction, with regard to installation marine scientific

research and protection and preservation of the marine environment.

All other states enjoy the freedom of navigation, laying of submarine

cables and pipelines

CONTINENTAL SHELF:

The outer limit of the continental shelf shall not exceed 350 nautical miles

from

the base line or shall not exceed 100 nautical miles from 2500 meters isobaths.

Coastal states have exclusive rights for exploring and exploiting its natural

resources. The state also has the exclusive right o authorize and regulate

drilling on the shelf or all purposes. HIGH SEAS:

These are all part of the sea that are not included in the exclusive

economic zone, territorial sea or in the internal waters of a state or in the

archipelagic waters of an archipelagic state.

High seas are open to all states for freedom of navigation, freedom of

over flight, freedom to lay submarine cables and pipelines, freedom to construct

artificial islands and installations, freedom of fishing freedom of

scientific

research.

High seas shall be reserved for peaceful purposes. Other high seas precautions

are prevention of slave trade, piracy, seizure of ships, illicit

narcotics, trafficking and unauthorized broad casting

For enforcement purposes, there are provisions for relevant rights of visit,

seizure, arrests and hot pursuits.

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18. AS A CHIEF ENGINEER ON A UMS VESSEL SCHEDULED TO MAKE A VOYAGE FROM INDIA TO

THE U.S. COAST; LIST THE SALIENT ITEMS YOU WILL INSPECT INCLUDING PROPULSION

MACHINERY TO ENSURE MAKING A SATISFACTORY VOYAGE. ALSO LIST THE DOCUMENTS THE

SHIP WILL KEEP READY TO SUCCESSFULY UNDERGO PORT STATE CONTROL INSPECTION AT

U.S. ON ARRIVAL.

2012; FEB 2013: FEB EMCY

ANSWER:-

The salient items to be inspected on a vessel scheduled to make a voyage from

India to US West Coast are:-

1. ISM Code:

a. Confirm that there is a Company Safety & Environment Protection Policy

on board and that all the key personnel are familiar with the Safety

Management System(SMS).

b. Ensure the Safety Management documentation and manuals are up to

date and readily available.

c. All personnel should be able to give the identity of the

DPA(Designated Person Ashore), who is the sole contact point for any

emergency. Ensure procedures are in place for establishing and

maintaining contact with shore management through the DPA in an

emergency.

d. Records for maintenance, periodic testing, training drills, log book &

safety registers are to be updated.

e. Ensure that you are familiar with any non-conformities which have been

reported to the company and what corrective action is being taken

2. Operation of Machinery:

a. The dead man alarm working properly.

b. No alarms are bypassed and all are tried out regularly and

record of testing dates entered.

c. There is no fuel oil or lube oil leakage.

d. All the fire alarms are tested regularly and all in good

condition. e. All quick closing valves are in good condition.

f. Emergency and standby sources of electrical power to be tested, that

they are readily available, especially in a blackout condition, stand-

by generator engines automatic start to be tried out.

g. Check that the load sharing system of generators is tested

and is functioning correctly.

h. Emergency Generator, Emergency Air Compressor, Emergency Steering

arrangement, Emergency Bilge suction and bilge pumps to be in working

condition with records of all maintenance carried out up-to-

date. i. Try out main engine, start from local control station .

j. Check life-boat / rescue-boat engines are running properly.

k. Check proper functioning of safety cut-outs for main engine / aux

engine

/ boilers.

l. Confirm ―emergency stops‖ for pumps & blower function properly. 3. Bunkering Operations:

Ensure bunkering procedures are posted, understood by all personnel & spill

equipment is readily available. Test the means of communication, between

ship‘s bunkering personnel & shore / barge. SOPEP & ISM procedures to report

Page 29: Jan 2012 to Aug 2014 Ques and Ans Safety

and deal with oil spills should be understood by all.

4. Control of oily mixture, sludge, sewage, garbage & air pollution:

1. Ensure that all the operational requirements of MARPOL as applicable have

been complied with taking into account .

2. Quantity of sludge/oil residues being generated daily.

3. the capacity of sludge & bilge water holding tanks.

4. capacity of oily water separator, incinerator, etc .

5. Ensure oily water separator, incinerator, sewage treatment plant,

primary and/or secondary NOx treatment systems are functioning

properly.

6. Check and update all entries made in the ORB.

7. Ensure the correct use of reception facilities; inadequate facilities

noted and reported by the master to the flag state.

8. Ensure the responsible personnel are familiar with the procedures

for handling sludge and bilge water.

5. Fire drills and Fire equipment:

Confirm that all crew members can activate the fire alarm and know the

locations of switches and are familiar with the documented procedures

for

reporting a fire to the bridge and actions to be

taken

Check whether all the fire fighting parties promptly muster at the

designated stations when the alarm is sounded, during a ‗simulated‘ fire

drill. Confirm that all crew members are able to demonstrate the correct

use of the appropriate fire fighting equipment

Ensure the following items are functioning

correctly:- a. fire doors, including remote operation

b. fire dampers and smoke flaps

c. quick closing valves

d. emergency stops of fans and fuel oil pumps

e. fire detection and fire alarm system

f. main & emergency fire pumps

6. Communication:

Ensure that all key personnel are able to communicate & understand each

other‘s signals during drills.

7. Documents to keep ready for USCG inspection at arrival:

1. Oil record book

2. garbage record book

3. All relevant certificates as per the conventions

4. All certificates related to the competency of crew

5. Cargo related certificates

6. SMC and copy of DOC

7. Ballast water management plan

19. IN RELATION TO THE SEAWORTHINESS OF A SHIP, DISCUSS THE RESPONSIBILITY AND

AUTHORITY OF THE FOLLOWING STAKE HOLDERS: A) MARITIME ADMINISTRATION B)

RECOGNISED ORGANISATION C) SHIPOWNER D) INSURANCE COMPANY

2012: MAR

ANSWER

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A. MARITIME ADMINISTRATION:-

AUTHORITY:- According to UNCLOS, flag state is completely responsible for

the administrative, technical and social matter of the ship, which also

includes seaworthiness. Article 94 of UNCLOS states that every state has to

bring all the

international conventions, to which they are parties, into their national laws.

In India MS act 1958 as amended, it is written that for all Indian flagged

ship, India is responsible and dedicated to ensure the safety of the ship, the

protection of life and property at sea and the marine environment.

RESPONSIBILITY:-

1) To make ship construction rules

2) Various IMO conventions to include in national legislation

3) Monitoring the vessel during construction

4) Do initial survey of vessel before

registration

5) Do periodic surveys to check ship standards

6) Do investigation involving ship accidents

7) Impose penalty to owners who are not maintaining ship seaworthy

B. RECOGNIZED ORGANISATION:-

AUTHORITY:- These are independent organizations which do not benefit from

ship owners, builders etc. Flag state often authorizes these recognized

organization some responsibilities by issuing official gazettes, notices or

orders. In India section 7(3) and section 9(1A) of MS act 1958, as amended

states that DG shipping can delegate some responsibilities as he think fit to

recognized organizations. So, RO is only working on behalf of flag state.

RESPONSIBILITY:-

1) Make construction rule book and get it verified by administration

2) Monitor the vessel construction in yard

3) Ensure that ship’s equipments are in sound and reliable condition

4) Ensure that ship’s various system comply with flag state rules and various

international convention

5) Survey the vessel. All survey reports to be submitted to flag

state

6) Advice and give necessary technical guidance to owners for maintaining

seaworthiness of ship 7) Responsibility of ROs in today shipping world has increased as port states,

charterers, P&I clubs rely on them to confirm that vessel is classed all time

and complies with international conventions and safety standards

C. SHIP OWNER:-

AUTHORITY:- To carry out his responsibilities the ship owner is free

to

choose any state where his ship can be registered and to

choose any classification society recognized by that flag state.

RESPONSIBILITY:-

1) He has to maintain the condition of hull, m/c, cargo holds, cargo

handling gears, safety etc. in highest grade.

2) He has to maintain class notification assigned to

him

3) He has to follow all the flag state’s regulation and the local

regulations

where his ship is visiting

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4) Call the surveyors to carry out different surveys and to

revalidate the certificates

5) Report to flag state if any deficiency is developed on the ship which

affects seaworthiness.

D. INSURANCE COMPANIES:-

AUTHORITY:- According to MS act 1958 as amended vessel has to only cover

civil liability for oil pollution.( Part X B of MS act). No other insurance

like H&M and P&I is required according to law. Owners require insurance for

commercial purpose, otherwise they will not get business. So, authority of

insurance companies is limited to their own benefit that if unseaworthy vessels

are covered by them, they will have to pay more claims.

RESPONSIBILITY:-

1) Ensure that vessel is seaworthy before issuing insurance policy

2) Ensure vessel is under class and class condition is maintained

3) Ensure ship owners have good management expertise

4) Ensure ship owner is doing legal business.

20. NOW A DAYS THERE IS A GLOBAL TREND SUBSTITUTING PERSPECTIVE BASED STANDARDS

INTO FUNCTIONAL BASED STANDARDS( E.G. PART F OF THE SOLAS, CHAPTER II-2)

2012: MAR

a) The maritime safety committee at its 74th session and 82nd

session, approved guidelines on alternative design and arrangement for SOLAS

CH- II-2 and SOLAS CH II-1 and III respectively.

b) MSC issued guidelines, which serve to outline the methodology for

engineering analysis required by above SOLAS chapters on alternative

design and arrangements for which the approval of an alternative design c) Alternative design and arrangement means measures which deviate from the

prescriptive requirement of SOLAS CH II-1, CH-II-2 or CH-III, but are

suitable to satisfy the intent of that chapter.

d) For this first of all engineering analysis is carried out. It

shows that alternative design and arrangements provide the equivalent level

of safety to the prescriptive requirements of SOLAS CH II-1, CH II-2 and CH-

III.

e) This approach should be based on sound science and engineering practice

incorporating widely accepted methods, empirical data, and calculation,

correlation and computer models as contained in engineering textbooks and

technical literature.

f) A design team acceptable to the Administration should be established by

the owner, builder or designer and may include a representative of

owner, builder or designer and experts having the necessary

knowledge and

experience in safety, design and/or operation as necessary for the specific

evaluation at hand.

The design team should:-

1) Appoint a coordinator serving as primary contact.

2) Communicate with the administration for advice on the acceptability of the

engineering analysis of the alternative design and arrangement throughout

the entire process.

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3) Determine the safety margin at the outset of design process and review

and adjust it as necessary during the analysis.

4) Conduct a preliminary analysis to develop the conceptual

design in qualitative terms.

5) Conduct quantitative analysis to evaluate possible trial alternative

designs using quantitative engineering design.

6) Prepare documentation, specification, and a life cycle maintenance

programme.

To understand it better let us take the example of part F of SOLAS II-2

:- PRELIMINARY ANALYSIS

FIRE SCENARIO INFORMATION

QUANTIFY PRESCRIPTIVE SYSTEM PERFORMANCE QUANTIFY PROPOSED

SYSTEM PERFORMANCE

EVALUATE PERFORMANCE OF PRESCRIPTIVE VS PERFORMANCE PERFORMANCE OF

PROPOSED DESIGN ACCEPTABLE

ALL SCENARIOS EVALUATED SELECT

FINAL DESIGN

But performance based design is not about:-

1) This approach should not be used to justify the use of material or

equipment, where material or type approval exists.

2) This approach should be used to demonstrate equivalent or higher level

of

safety.

Advantage of functional based design:-

1) Cost effective design

2) Design for unique application

3) Formal method for incorporating novel designs.

4) Greater understanding of loss potential.

5) Allows designs to be assessed which are too complex to have

relevant regulations applied.

6) Conventional guidance can restrict design flexibility.

7) Can address issues beyond life safety e.g. protection of

assets. Disadvantages of functional based design:-

1) More time consumed.

2) More cost.

3) Greater documentation.

4) Special training will be required for the employees to

understand new system.

21. WHAT ARE THE PRINCIPLES OF MODERN SALVAGE LAW? WHAT IS GENERAL AVERAGE? WITH

CONTEXT TO G.A. EXPLAIN (I) ENTITLEMENT (II) ARTIFICIAL (III) ADJUSTMENT (IV)

CONTESTATION

2012: MAR

a) Salvage is the services rendered by a person who saves or helps to save

a maritime property in danger. A salvage operation will be a salvage

operation

if and only if

a) The salvage service must be voluntary

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b) The salvage service must be rendered to recognized subject of

salvage c) The subject of salvage must be in danger

d) The salvage service must be successful.

b) Modern salvage law is based on INTERNATIONAL CONVENTION ON SALVAGE 1989,

which replaced the 1910 convention which incorporated the ‘no cure – no

pay’ principle.

c) This means the salver was only awarded for his services when the

operation

was successful. Although this basic philosophy worked in most cases, it did

not take pollution into account. A salver who prevented a major pollution

incident ( by towing a damaged tanker away from a environmentally

sensitive area) but did not managed to save the ship or cargo got nothing.

d) The 1989 convention seeks to remedy this deficiency by making provision

for an enhanced salvage award taking into account the skills and efforts

of

salvers’ in preventing or minimizing damage to environment.

e) Article 14 of convention introduced a special compensation to be paid to

salvers who have failed to earn a reward in the normal way which is listed

in article 13.

f) If the salver by his salvage operation has prevented or minimized damage

to the environment, the special compensation payable by the owner to

the

salver may be increased up to maximum of 30% of the expenses incurred by

the salver. It can be increased in special cases but cannot exceed 100%

of the expenses incurred by the salver.

General average

General average is an ancient form of spreading the risk of sea transport

and

existed long before marine insurance. General average means general loss‘,

as

opposed to a particular loss under marine

insurance.

It is defined in the rule A of York- Antwerp rules 1994 as ― There is a

general average act when and only when any extraordinary sacrifice or

expenditure is intentionally and reasonably made or incurred for the common

safety for the purpose of preserving from peril, the property involved in a

common maritime adventure.

1. Entitlement to general

average

I. The G.A. act was usually ordered by the master originally, but

now York –

Antwerp rules does not restrict this power to master alone but ship

owner / agents on behalf of owners can order G.A act.

II. The carrier must not have been at fault in law other wise claimant is

not entitled to obtain contribution from other parties.

III. There must be a casual connection between the loss and the general

average act i.e. losses occurred due to direct consequences of the

general average act shall be

allowed as general

average.

IV. The onus of proof is upon the party claiming in general average to

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show that the loss or expense claimed is properly allowable as general

average.

2. Artificial General

Average

1. Artificial general average is the granting of a claim for general average

even when

one of the five basic principles of general average found in rule A

of York –

Antwerp rules of 1994 is not

present.

2. The creation of artificial G.A. was a part of the slow evolution

favouring ship owners.

3. Peril did not have to be immediate, but real and not

imaginary.

4. Claims for G.A were originally for jettison of cargo cutting away of

masts/anchors carried out for the common safety in order to avoid

imminent ship wreck caused

by the

peril.

5. In 1890, the expenses for which the carrier could claim were

expanded by rule X(b) to include cost of discharging cargo at a port

of refuge when the discharge was necessary for the common safety or

to permit repairs necessary for safe

prosecution of

voyage.

3. Adjustment Of General Average

The lettered rules and numbered rules of York – Antwerp rules

to be apply for the adjustment of G.A. Except as provided by

the numbered

rules, G.A. shall be adjusted according to the

lettered rules.

The process of adjusting a general average sacrifice or

expenditure begins with the declaration of G.A which is

made by the ship owner

through the underwriters.

G.A claims must be submitted in writing to the G.A adjuster

with in 12 months of the date of termination of the common

maritime adventure.

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If cargo has been sacrificed, ship owner must obtain security

form other cargo owners before discharging. The security may be

in the form of

‘G.A bond’ or an under taking from the cargo under

writer.

G.A is adjusted at the place where voyage terminates according

to the law applicable there, if there is no clause on general

average in the contact of carriage. The contract usually

provides for G.A adjustment as per rule G of York – Antwerp

rules, 1994.

The adjustment is made by ‘average adjuster’ who is appointed by

the ship owner to collect all facts regarding incidents, collect

guarantee from various parties before cargo is discharged and to

ensure payments of the contributions.

The value of property scarified for the common safety and the

corresponding contributory values of the ship and remaining

cargo are

measured as at the date of discharge or at the port of

destination i.e.

a fraction x = G.A. expenses _ _

total value of property saved at destination

Each contribution from party is calculated as the ‘fraction X’ multiplied

by each

value of property saved.

4. CONTESTATION OF G.A

The principle and calculation of G.A has been the subject of

dissatisfaction in

recent years for six main reasons.

1) Exoneration of carriers for fault of the crew as in regarding civil

liability carriers are liable for all damages due to fault of crew

2) The interpretation rule – gives numbered rules precedence over lettered

rules, thus four of the five basic principles of G.A in rule A has no

effect if a lettered rule

contradicts any one of them

3) Emergence of marine insurance – all parties insure against G.A.

contribution as the risk involved is high

4) Expenses and delay in G .A. adjustments

5) Contribution collection problems

6) In case of small G.A – adjusters found it quite un-remunerable

22.APART FROM STATUTORY SURVEYS WHAT OTHER SURVEYS CAN BE UNDERTAKEN BY A

CLASSIFICATION SOCIETY FOR A SHIP? WHAT ARE THE LIMITATIONS OF THE SOCIETY IN

THESE CASES? ENLIST THEM AND EMPHASIZE HOW THESE CASES ARE TAKEN CARE OF?

2012: MAR

ANSWER:-

1) Classification societies are neutral third party survey organisations

under taking ship survey in support of insurers.

2) The societies are the primary means by which the shipping industry

regulates itself and verifies the maintenance of ship safety.

3) Classification society establishes and apply technical standards for the

design, constructions and survey of marine related facilities. The

requirements are published as classification rules.

4) Classification societies carry out statutory surveys on behalf of the

administration, as recognised organisation.

5) These are basically in requirements of fulfilling Solas and various

international convention provisions. Apart form statutory surveys the

following surveys are carried out by classification societies.

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-

As Per rules and regulations pertaining to safety and operational

requirements of the ship and its equipments the classification societies

inspect the hull standard design for ensuring proper strength standards, hull

equipment and appendages , such as stern frames, rudders and steering gear,

stability aspects, different equipments and machinery, navigational aids,

etc.

-

This inspection the fair market value of the vessel and is used for variety

of purpose such as collateral, estate assessment, litigation, etc. the focus

is upon the condition and valve of the vessels structure and its accessories/

equipments.

-

Following installations are surveyed

Refrigeration machineries

Centralised control and monitoring system for machineries.

Operating system for periodically ums vessel

Safety equipments

Safety radio equipments

Marine pollution prevention equipments

Cargo gear

Electrical installations

age Survey :-

If invited by ship owners in case of any accident to access the cause and

extent of the damage and nature of the damage. If invited by the third party

in case of collision to determine the repair recommendations.

6) While the authority to carry out statutory surveys and inspections on

behalf of administration may be delegated to the RO , the powers of the

enforcement of RO are limited when repairs or corrective actions are not

carried out or survey is not passed satisfactorily.

7) RO do not have the power to detain the ship . At the most he can withdraw

the statutory certificate or declare them invalid and notify the ships flag

state and the port state where vessel happen to be located for further

action.

8) Also classification societies are not the guarantors of safety of life at

sea or the seaworthiness of the vessel because classification society has no

control over how the vessel is operated and maintained in between the between

the periodic surveys which it conducts. Therefore responsible ship owners

employ highly qualified superintendent to carry out vessel maintenance on

regular basis and ensure that their ships undergo all class surveys and

retain class.

9) The classification societies keep complete files of all files of all ships

covering the documentation required by the rules. Repairs will not be

disclosed to any party, apart from the national authorities involved. Without

the owner’s consent. The society also undertakes all reporting to national

authorities required in connection with the safety certificates. Based on the

reports of the verification the national authorities / flag state can issue

the required certificates or detain the ship as the case may be.

23. WITH RESPECT TO ENGINE ROOM MAN MANAGEMENT ENLIST THE KEY ISSUES YOU WILL

ADDRESS WITH PROPER JUSTIFICATION IN THE FOLLOWING AREAS,

(A) TRAINING PROGRAMS (B) LONG TERM PERSONNEL DEVELOPMENT CONCEPT. (C)

ATTITUDE AND MOTIVATION DEVELOPMENT. (D) EMERGENCY RESPONSE (E)COPING WITH

STRESS

2012: APR,AUG 2013 MAR 2014 AUG

ANSWER:-

As a chief engineer, following issues will be addressed with an objective of

safe, efficient & effective team management in consideration with relevant

compliance with international regulations.

a. Training Program:-

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1. The drills conducted on board should be as realistic as possible. The

response of personnel is assessed and any need of training is considered.

2. Training programs make people more confident in all aspects of their jobs

and enhances their competence.

3. Different techniques adopted for training may include videos, lifetimes,

demonstrations, computer based training programs etc.

4. The purpose of such training should be to provide basic knowledge,

increase their proficiency and the same time enhancing their skills by

subjecting them to simulated emergency situations i.e. drills and exercises

so that the personnel identifies the potentially hazardous situation that may

result in threat to life or the pollution of marine environment.

5. These not only reduce the response time but also increase the confidence.

b. Long term personal development concept

1. An individual is judged for his skill and special work in a particular

field or an innovative job performed by him should be recognized & the same

can be entered in his appraisal report for further deployment without delay &

can be recommended for promotion.

2. By developing such a transparent atmosphere, an individual will look at a

long term personal development concept as beneficial to his own needs.

3. It is gaining attentions in all industries and service provider sectors.

In shipping personnel are working on contract basis and once the contract is

finished, company has nothing to do financially with seafarers.

4. Also it is difficult to retain good people as they can easily attract by

the benefits offered by other companies. It is required to retain seafarers

for long term for the benefit of the company. Different methods and means are

employed by companies to retain the seafarers.

5. Many companies employ the seafarers by paying through out the year. By

putting the seafarers on the same ship or sister vessels in routine he will

have no problem in familiarisation of ship and his job performance will be

better.

6. Conducting value added courses helps seafarers in updating their knowledge

and skills this helps him in gaining significant skills and makes him

honoured with the company.

7. Small favours done by company towards seafarers can go a long way in

developing long term personnel relationship between the company and

seafarers.

c. Attitude and motivation development

1. Shipping companies are trying various theories to develop an individuals

attitude and ways to motivate him to perform better by applying techniques

like positive reinforcement, behaviour modification, stress relief etc.

2. It may be in manner of continuous employment in company and on rotation

basis, so that the individual can plan his leave and come back on finishing

his leave, for better prospect and need of money, self esteem, security etc.

3. A persons attitude is influenced by various factors such as his needs, his

state of mind i.e. stress levels, feeling of security, self esteem etc.

4. The most important step before trying to develop an individuals attitude &

to motivate him is understanding. Only after understanding him & realizing

his needs, aims etc. can one go about trying to improve his attitude &

motivate him.

5. The feeling of belonging / incentives, both promotion & monetary wise /

recognition of a job well done etc. go a long way in improving an individuals

attitude & thereby also motivating him to give more to the team.

d. Emergency response

1. By assigning every person on board a particular duty for different

emergencies & also responsibilities, every individual will know exactly what

to do in a given situation.

2. Drills & pre & post drills briefing/debriefings also help the crew members

understand what is expected of them & where they could improve.

3. Drills should be made as realistic as possible & not made a routine that

persons labour through. Different emergencies at different locations should

be practiced so that crew members are exposed to as far as possible all the

emergencies they may be faced with.

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4. By doing this the response of the crew members will be swift as they will

know what is expected of them in any given emergency.

5. Also during drills the important of team work is emphasized which

motivates people in acting faster and in an organized manner in any kind of

emergency.

e. Coping With Stress

1. The personnel on board a ship are burned with the magnitude of work due to

reduced crew strength on ships.

2. This along with the fear of doing something wrongly, differences among

various people and lack of sleep may lead to tremendous amount of stress in

the personnel living a way from home for months together compounds this

problem many folds.

3. It is the duty of C/E to ensure that his staffs do not get over stressed.

This can be done by encouraging better in the personnel relations, praising

persons for good jobs done, briefing them how to avoid mistakes and

delegating work so that nobody is overburdened.

4. In addition to all these, talking personally to people, engaging about

their family and other personal matters sometimes helps in keeping the

environment cool and thereby reducing the chance of over stressing.

24. EXPLAIN PSC INSPECTION. UNDERLINE ITS AUTHORITY AND BASIS OF SUCH

INSPECTIONS. ENUMERATE THE RELEVANT REGULATIONS, SS AND ANNEXES OF SOLAS 1974,

LOAD LINE 1966, MARPOL 73/78, STCW 95 AND TONNAGE 1969 WHICH FORM PROVISION

FOR PSC WHAT IS UNDERSTOOD BY CONCENTRATED INSPECTION CAMPAIGN AND RIGHT OF

APPEAL

2012: APR,JUL,SEPT 2013: MAR NOV 2014 AUG

1. All ships engaged in commercial trading need to be registered on country

which identifies its owners. The country of registration is known as “flag

state” it is the duty of the flag state to ensure all its ships flying

their flag is safely constructed, equipped and maintained as per relevant

regulations of IMO and ILO.

2. But ship trade internationally and have to call at various ports all

over the world and many ships may not call their flag state

ports, so it makes

inspection of ships by flag state to ensure compliance with rules regarding

safety, maintenance, manning etc impossible so it is imperative that ships

must be inspected at various ports to ensure compliance. This is termed

as port state control (PSC).

3. Port state control inspection is an inspection program under which all

countries work together to ensure that all vessels entering their waters

are in

compliance with strict international safety and Anti-pollution

standards.

4. All countries involved in inspecting ships will share their findings with

each other. The ships that are found to be in violation of laid down

standards are detained in port, until their deficiencies have been

rectified.

5. PSC inspection helps to minimize the threat to life, properly and the

environment by disallowing substandard shipping.

6. The fundamental aim of the PSC is to supplement the inspections by the

flag

state and eliminate sub-standard ships in order to ensure safer ships

and cleaner oceans it includes boarding, inspection, remedial action and

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possible detention under the applicable conventions.

7. The key elements of PSC are

a) Ensuring compliance with international rules regarding safety,

marine pollution and working environment

b) Detaining substandard ships until deficiencies are rectified

c) Implementing a mutually agreed inspection rate of all visiting

vessel

(normally 25 %)

d) Applying a targeting system for back-list vessels.

e) Mutual agreement with various neighbouring states for better

surveillance. f) Providing technical assistance and training if

required.

8. Port state control can be applied not only to those countries, who are

party to the convention but also to the ships that fly the flag of a

state that has not

rectified a convention. Thus no ships are exempted from inspection

because the principle of no more favourable treatment applies.

9. Any state may also in act its own domestic laws and impose additional

national rules and regulations on foreign ships entering its water USA for

example has enacted the oil pollution act 1990 (OPA 90) which makes it

mandatory for tankers to have double hull or equivalent protection

against spillage for entry into any us port.

The relevant regulations Articles and annexes which form the provision for

PSC

are as follows.

SOLAS 74

Regulation I/19:- General Provisions/ Control

Regulation IX/6:- Management of safe operation of ship/

verification and control

Regulation XI-1/4:- Special measure to enhance maritime safety / PSC

on operational requirement

Chapter XI-2:- Special measures to enhance maritime securities (ISPS code)

MARPOL 73/78

Article 5:- Certificate and special rules and inspection of ships

Article 6:- Detection of violation and enforcement of the conventions

Annex I ,Regulation 11:- Regulation for prevention of pollution by oil/

PSC

on operational requirement.

Annex II, Regulation 16:- Regulation for prevention of pollution by

NLS/Measures of control/ PSC on operational requirement.

Annex III, Regulation 8:- Prevention of pollution by packaged

harmful substances/ PSC on operational requirement.

Annex IV, Regulation 13:- Regulations for the Prevention of Pollution

by

Sewage / PSC on operational requirement.

Annex V, Regulation 8:- Regulation for prevention of pollution by

garbage/ PSC on operational requirement.

Annex VI, Regulation10:- Regulation for prevention of air pollution/ PSC

on operational requirement.

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LOAD LINES 1966

Article 21:- International load line convention with the port state control.

a) Limitation on the draft, to which a ship on its international

voyages is to be loaded.

b) Ensure adequate stability.

c) Provisions to determine freeboard of tankers. STCW 95

Article X:- Control regulation (rights of PSCO to ensure all seafarers

have

appropriate certificate)

Regulation 1/4:- Control Procedure

Tonnage 1969

Article 12:- Verification of Tonnage certificate

Although the tonnage convention is not a safety convention the revision

A787 (19) has laid down the guidelines for port state control However,

the control huy ships.

25. STATE THE REQUIREMENT AND RESPONSIBILITY OF THE OFFICE IN ENFORCING

“EMERGENCY PREPAREDNESS” PROCEDURES FOR A SHIP AND ITS PERSONNEL, AS

REQUIRED UNDER ISM CODES? DESCRIBE THE DUTIES OF THE OFFICE IN:

(I) FORMATION OF THE EMERGENCY TEAM (II) DURING EMERGENCY SITUATIONS (III)

MAINTAINING CONTACT BETWEEN SHIP AND OFFICE.

2012: APR

ANSWER :-

i. “ Emergency Preparedness” as stated under Clause 8 of ISM code is to make

sure that the company has an integrated system with ship and shore during an

emergency.

ii. The office should be prepared at all times to efficiently handle an

emergency situation which might occur on any of the company’s vessels.

iii. Clause 8.3 also states that the Safety management system should provide

for measures ensuring that a company’s organisation can respond at any times

to hazards accidents and emergency situations.

iv. This will be achieved by developing and maintaining contingency,

emergency and marine pollution prevention plans and by training and drills of

the personnel involved both on board and also when a vessel is in, or reports

an emergency situation.

v. The contingency team shall as soon as possible, assist the master to

initiate, engage, command and co-ordinate the appropriate action as the

situation may require in order to primarily, mitigate injuries or damage to:-

1. The people

2. The environment

3. The cargo

4. The vessel

vi. The contingency team consists of the following persons:-

1. Leader of contingency team

2. Technical

3. Operation

4. Manning

5. Insurance

6. Legal

7. Administration

8. Designated Person Ashore

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9. Safety Officer

10. Security Officer

vii. The company has to set up above mentioned persons such that everybody is

prepared & know their duties in case an emergency is called.

viii. The company has to lay down a policy in which the contingency team

shall be ready at any time. This must be assembled within 2hr notice.

Vacations must be planned in accordance with the requirement & persons with

operational knowledge should be available at all times.

ix. Also the contingency team shall be tested & drilled twice a year;

provided the team has not been actually mobilised during that period. The

drill plan shall be as realistic as possible; starting with a drill message

released from one of the vessels and followed up by messages of the accident

development.

x. The exercise plan of the company audit system shall be worked out.The

actions of the contingency team shall be monitored and written records

maintained. When the drill is finished, a briefing shall take place.

The company has the duties as per the policy during every instance such as :-

1. Formation of Emergency Team :-

The company has to form a contingency or emergency team which has the level

and leadership, also have the planned and well known duties of each person.

The Emergency team consists of members which have the duties in them. The

situation is divided in two levels; Red Level Mobilisation & Green Level

Mobilisation. The Red Mobilisation is incidents of catastrophic nature such

as explosions, major fire, collision, grounding, major oil or NLS spill and

missing vessel. The Green Mobilisations are serious breakdowns,

loading/discharging problems, heavy weather problems, minor oil or NLS

substance spill etc. Where necessary assistance to the ship can be arranged

by the ships technical superintendent or member of the relevant company

department. Also the team consists of following persons:-

Level of Mobilisation

Red Green

1. Leader of the Emergency team X

2. Maritime/Safety X

3. Technical X X

4. Operation X X

5. Manning X

6. Insurance X

7. Legal X

8. Administration X

The head of the technical and marine division will normally serve as leader

of the team, & in his absence the leadership is passed down in the order of

hierarchy. The actions taken are on behalf of the company as they deem

necessary in an emergency situation.

The leader has power to contact Board of Management after a red mobilisation

& keep managing director duly informed of the occurrence & development.

2. During Emergency Situation :- Whenever there is an emergency situation,

the vessel calls the company & the one who gets the message first is

responsible for contacting the head of the Technical & Marine division and

they will agree on the level of Mobilisation & if the head is not available,

the one who gets the message first shall use his own judgement decide the

level of mobilisation, & he shall then inform the Emergency team members.

Company should know the development of the situation and master may seek

advice from the Emergency team & discuss further action to be taken · During

action, each member of the team shall evaluate the condition under his

responsibility.

The team leader shall be kept fully informed about any action suggested or

executed by the member of the team.

Also during action the person –in-charge and his assistant is appointed for

the following job:-

1. Appoint the Emergency team

2. Keep the Emergency room equipped and in good order

3. Keep the relevant charts available

4. Keep track of members

5. Receive the alarm report / mobilise the team

6. Call the Tech superintendent’s & fleet manager

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7. Notify the owner, charterer, cargo owner, Class and D.G.Shipping

8. Hire of Salvage

9. Inform the relatives

10. Call press conference & inform the media

11. Set up communication

12. Logging & secretarial duties

The team has to go through the situation & evaluate a most probably and worst

case development scenario, and during the situation analysis, priorities

should be life-safety environment & property, when decisions are made. The

team evaluating the situation & making the action plan which are based on a

worst case development scenario. The action plan shall be updated

continuously as soon as new information is received. Also the team shall not

diminish the masters’ over riding responsibility and discretion to take

whatever action he considers to be in the best interest of the crew, vessel

and environment. Also the team has to decide to have an assistance from the

specialists who may be able to provide information, contribution to solve the

actual problem. Also the information to media & relatives of the crew must be

given when things are confirmed & only a spokesman should speak to media &

fleet personnel to the relatives & both should be updated as the news gets

confirmed

3. Maintaining Contact between Ship & Office :- As described earlier, the

contact between ship and office is to be maintained through out the action so

that the advice is given to the master or person-in-charge on board, what is

to be done, & what may be the further action. Also the company knows the

latest developments & cam plan accordingly.

26. EXPLAIN THE KEY FEATURES OF THE UNITED NATIONS CONVENTION ON THE LAW OF

THE SEA? HOW MANY ARTICLES AND ANNEXES IT CONTAINS? ENUMERATE THE AREAS

COVERED UNDER THIS CONVENTION WITH PARTICULAR FOCUS ON DUTIES REQUIRED TO BE

FOCUSED BY THE FLAG STATE ?

2012: APR,AUG 2013: MAR,APR SEPT OCT

Ans UNCLOS: It is the abbreviation of united nation conference on law

of the sea. Three conferences an UNCOLS have been convened so far.

UNCLOS I: At Geneva in 1958

UNCLOS II: At Geneva in 1960

UNCLOS III: At Geneva in 1974, which produced a convention document called

“UNCLOS”

UNCLOS governs the law of sea for mutual benefit of all members’ states

Necessity of UNCLOS was in order

1. To promote peaceful uses of the seas and ocean 2. To facilitate international communication 3. To enable equitable and efficient utilization of oceans resources 4. To protect and preserve The marine environment 5. To protect promote maritime safety

Important highlight/salient features of UNCLOS are as follows

1. It defines international law of the sea 2. Sets widths of the territorial sea at 12Nm with a contiguous zone at

20Nm

3. Sets Transit passages through international straits and territorial sea 4. Sets exclusive economic zone extending 200 Nm 5. It defines continental self and jurisdiction over the resources of the

shelf beyond 200Nm where appropriate

6. It defines legal status of the high seas and establishes regulations for the control of the marine pollution

7. It allows dispute to be settled in the international court of justice

It was outcome of 1982 UNCLOS III and come into force internationally on 16th

Nov 1994. It is a treaty document of “446” articles grouped under “17” parts

and “8” annexe

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Areas covered under this convention:

A) UNCLOS provisions relating to zones of coastal state jurisdiction and

high seas

1. UNCLOS sets the width of the “territorial sea” 12Nm with a

“Continuous Zone” at 24 NM from the lease line.

2. It defines “innocent passage” through the territorial sea and

defines transit passage through international straits.

3. it defines archipelagic state and allows for passage through

archipelagic waters

4. UNCLOS established exclusive economic extending to 200 NM from baseline

5. It defines “continental self” and extends jurisdiction over the resources of the shelf beyond 200Nm where appropriate

6. UNCLOS defines legal status of the “high seas” and establishes regulations for the control of used for the purpose of committing

one of one acts mentioned a leave

7. On the high seas, or in any other place outside the jurisdiction of any state, every state may seize a pirate ship and arrest the

person and seize property on toward.

8. The courts of the state which carried out the seizure may decide upon the penalties to be taken with regards to the ships, aircraft,

and property subject to the rights of third parties acting in good

faith.

27. DEVELOP A TRAINING PROGRAM FOR ACTIVITIES OF A VESSEL, WHERE YOU HAVE

JOINED RECENTLY AS A CHIEF ENGINEER HIGHLIGHTING THE SPECIFIC TRAINING

NEEDS FOR ENGINE ROOM PERSONNEL IN CASE OF (I) USE OF LIFE SAVING

APPLIANCES (II) FIRE IN ACCOMMODATION (III) EXPLOSION IN ENGINE ROOM,

WHEN THE SHIP IS IN DRY DOCK

2012: APR

Ans) “STANDARDS OF TRAINING AND CERTIFICATES OF WATCHKEEPING”(STCW 95)

Section A-1/6 deals with the training and assessments of seafarer onboard

training.

Use of life saving appliances: C/E should ensure that the entire crew is

trained on the use of personnel life saving appliances like donning of life

jacket, use of lifebuoys and use of immersion suit and anti exposure (CTPA)

suit clear instructions should given to the crew to understand the muster list

and his duty in case of an emergency situation operating instructions of life

craft, life boat and rescue boat should also be explained. Thus, the training

in the use of life saving appliances and the importance of communication until

more confidence in to crew. Crew is trained for emergencies like “fire

in accommodation” training should include following type of action.

Immediate action on locating fire:

Raise alarm and inform C/E and master. All personnel should be mustered

and accounted for

All concerned should be informed about location of fire

Fire parties should be organized and equipped. Attack party should be

ready with fire suit and B.A.

Check and start emerging fire pump

All appropriate valves on the system should be adjusted to maintain

fire main pressure in required area.

If required close water tight doors

Stop all blowers, fans and close ventilation slaps and sky lights

Arrange evaluation of injured person and render first Aid if needed

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Follow up action:

Use appropriate fire extinguishing agent

Incase of dangerous cargoes consult ‘IMDG’ code

Check effects on ship’s stability and maintain ship in upright

position

Ensure fire parties working in pairs/teams

Try up limit the fire by spreading by shifting the combustible

material in the vicinity.

Make sure boundary cooling is provided

Monitor the temperature of boundaries being cooled.

Ensure sufficient protection to personnel is provided

Confirm is there is need of using smoothening methods like CO2

etc.

Fire fighting measures:

Make detailed record of items on fire fighting procedure used, progress

made and damage caused by fire.

If any medical assistance is required for victim injured crew member

Vessel rescue equipment deployed.

Explosion when ship is in Dry Dock

The training programme should include following aspects:-

Prevention of occurrence is the most important object of training

especially in this scenario. Need and use of permits w.r.t hot work, work

on F.O, L.O. Tanks, procedures required by shore authorities and their

checks and certification before carrying out operations. Such as above

should be explained to all ship staff. In the event of explosion the

response has to be well organized and training for this will include:-

Need to muster and location and muster stations

Need to establish proper head count and get information about missing

persons if any

Rescue procedures, first Aid for those injured

The need to identify and check/Monitor adjacent crew spaces to give

early warning of a secondary effect of explosion such as fire breaking out

in adjacent compartment.

Need to inform shore authorities and seek them assistance as required.

Also, in case of fire in accommodation chief officer c/o is a incharge

of fire team and second engineer will be in support team in charge and

will assist the fire fighting team in boundary cooling, fireman outfit

SCBA etc.

In some ships C/E also acts as SSO Ship Security Officer/Ship Safety

Officer for safe working practices to be continued on board ship in E/R as

well as on Deck.

So C/E should ensure that all the personnel involved in the designated

work should be familiar in his field. He should know code of safe working

practices.

28.YOUR VESSEL WHICH HAD BEEN RECENTLY DRY DOCKED, HAS SHOWN A SIGNIFICANT

INCREASE IN CONSUMPTION OF FUEL OIL. FRAME A REPORT IN THE FORMAT OF AN EMAIL,

ADDRESSING THE ENGINE SUPERINTENDENT WITH THE RELATED INSPECTIONS MADE,

FINDINGS ESTABLISHED AND SUGGESTIONS FOR REPAIR ANY

2012: APR 2013: MAR, 2014 APRIL AUG

To [email protected]

Sub Main Engine F.O. consumption Increase, M.T. ABC

Voyage No: 11, Fujairah to Chennai

Page 45: Jan 2012 to Aug 2014 Ques and Ans Safety

C.C. vptechpqrshipping. com

B.C. procurementpqrshipping.com

Through the master, M.T. ABC

Dear Sir,

Subsequent to the e-mail sent on 16-5-2005 at 0900 hrs, the cause of the

increase in fuel oil consumption was studied and the following conclusions

reached for remedies. On 11-5-2005, M.T. Taborab undocked from Fujairah

drydock.

All Surveys had been completed to 'Class' satisfaction. The vessel commenced

her ballast voyage to Chennai, India.

After 24 hrs sailing, Main Engine was stopped for a short interval (vessel

was drifting), for all relevant checks to be made, especially on the Main

Propulsion Engine. On 15-5-2005, at 1200 hours, it was noticed that the Main

Engine F.O. consumption had increased by 20% as compared to her earlier

(normal) ballast voyage consumption, at a steady speed of 78 rpm. After

rechecking the F.O. flow meter, to confirm that it was not malfunctioning, it

was decided to carry out detailed checks to ascertain the reasons-for

increase in consumption.

A set of Indicator cards were taken and compared with those taken earlier

during ballast voyages, as well as at the time of ''sea trials' . It was

found that 'Pmax' of all units had increased, byaround30%, for the same

engine speed (78rpm).On 16-5-2005, around 0800 hrs, (all checks were made on

Main Engine, 'VIT' settings, fuel racks, Turbocha6gers, F.O. pumps, thrust

bearings, bottom end bearings, and crosshead bear4ings'1 After. comparing

with earlier date, all reading was found to be satisfactory, with no visible

defects noticed. Vessel proceeded to the Load port at speed. A diver was used

to inspect the Hull and Propeller. It3was found that the trailing edges of 2

adjacent blades were distorted by about 120 0 for a mean depth of around

10cm, for a length of 1.5m. It was suspected that the propeller had struck

some underwater object, while undocking, as some vibrations were felt at that

time.

As the vessel was in ballast, it could be trimmed by the head, t& access the

propeller blades for repair.

Agent was contacted to make necessary arrangements for a workshop carry out

trimming operations on propeller blades. Trimming off the blade was

accomplished, by using pneumatic cutting tools. Care was taken to do so

without damaging the propeller.

The damaged areas of the propeller can be seen in the underwater (digital)

photographs taken. The relevant areas have also been marked in the drawings

of the propeller, which I have scanned and sent as Attachment, along with

this email.

Details of performance tests carried out have been recorded in the

performance test sheet of 16.5.2005. Detailed reports of Main Engine fuel

pump checks, 'VIT' racks and scavenge space inspection are being mailed. The

crankshaft deflection readings taken on 16-5-2005 as well as those taken on

13- 2-2005 have also been scanned and are attached.

Expected duration of repair work is 6 hrs. Details of costs workshop expenses

incurred will be reverted to you, through the Agent. We estimate that the

entire repair work should be completed at least 4 hours hr1 before completion

of cargo loading operations, As such, vessel would not be delayed on account

of this repair.

A detailed Work done Report will be couriered. The DNV Surveyor will be

present throughout the repair. So that all work can be carried out under his

direct supervision.

Thanking you,

Yours sincerely,

XYZ

Chief Engineer

M.T.ABC

Attachments:

1. Propeller damage photos in jpg format

2. Main Engine performance. Doc

3. Crankshaft deflection. Xls

4. Scanned drawing.pdf

5. Expense.xls

Page 46: Jan 2012 to Aug 2014 Ques and Ans Safety

Picl.jpg, Pic2.jpg, and Pic3.jpg.

29.YOUR VESSEL HAS BEEN AWARDED THREE MAJOR NON CONFORMITIES DURING A SMC

AUDIT. FRAME A REPORT IN THE FORMAT OF AN EMAIL ADDRESSING THE ENGINEER

SUPERINTENDENT WITH THE SUGGESTED STEPS TO BE TAKEN FOR EARLY SAILING OF THE

VESSEL.

2012: JUN

ANSWER:-

To,

Mr. ………..

The superintendent

……….. company

Subject:- Major NC awarded during SMC audit

Good day sir,

This is in reference to earlier report number ………….. in which

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you have received the list of major NCs awarded to this good vessel

during SMC audit. I would like to suggest the steps which should be

taken for early sailing of vessel. Following are the list of NCs and

their remedial :-

1) LIST OF UP TO DATE VERSION OF NAVIGATIONAL CHART FOR INTENDED VOYAGE

NOT FOUND ON BRIDGE.

CORRECTIVE ACTION:- Please ask the local agent to provide the up to date

version of above said chart as soon as possible.

PREVENTIVE ACTION:- Company should provide the schedule of vessel well in

advance so that master can ask for the relevant chart in time.

2) PORT LIFE BOAT ENGINE NOT STARTING

Port life boat engine was not starting in front of auditor. Later

discovered that there was water in the fuel tank. Since the ship has open

life boat it was suspected that water entered in the tank while washing

the bridge wing with deck water.

CORRECTIVE ACTION:- complete fuel oil tank drained and cleaned. Fuel

oil line opened up and water removed. Fresh oil was taken in the tank.

Complete fuel line purged and engine tried out satisfactorily.

PREVENTIVE ACTION:- The crew members were briefed about the danger related

with water entering in the fuel tank. Clear instruction is given to them

that that bridge wing washing to be carried out in supervision of a

responsible

officer.

3) OIL MIST DETECTOR OF MAIN ENGINE FOUND FAULTY CORRECTIVE ACTION:- The

OMD needs overhauling by workshop as its printed ckt. board is faulty.

Sensors were cleaned but found no improvement. It was explained to the

auditor that engine room will be manned and temperature of crankcase will be monitored during watch by watch keepers. He allowed

the vessel to go to next port.

PREVENTIVE ACTION:- OMD needs five yearly servicing by an authorized

workshop approved by the maker. It is also prescribed in the manual.

Hence, this has to be followed so that in future the recurrence of the

same can be avoided.

Please see the attached requisition to arrange the servicing of OMD at

next

port.

Thank you

Yours sincerely

…………………….

Chief engineer officer

30. (A) DEFINE THE MEANING OF THE TERM "CONDITIONS OF ASSIGNMENT" AS APPLIED

TO SHIPS FOR LOAD LINE SURVEY.

(B) STATE HOW CONDITIONS OF ASSIGNMENT CONTRIBUTE TOWARDS WATER TIGHT

INTEGRITY OF SHIPS

(C) GIVE REASONS WHY CONDITIONS OF ASSIGNMENT NEED PERIODIC INSPECTION, GIVING

SPECIFIC INSTANCES WHERE THEY CAN BE FOUND TO BE LESS THAN FULLY EFFECTIVE.

2012: JUN 2013: MAR 2014 AUG

ANSWER:-

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a. This are the conditions which must be met before freeboard is assigned to

a ship and this enables the load lines and mark to be engraved on the ship.

This conditions are as follows

a. Enough structural strength should be

possessed. b. Enough reserve buoyancy should be

possessed. c. Safety and protection of the crew.

d. Prevent entry of water into the

hull.

Ships are to be surveyed annually to ensure that they fulfil the

condition of assignment.

b. Contribution of condition of assignment towards water tight integrity of

ship

Most of the condition of assignment are concerned with the water tight

integrity

of the

ship.

Hull construction shall meet the highest standards laid down by the

classification society. This ensures protection against flooding of the

ship.i Superstructures and bulkhead must be strengthened sufficiently.

Hatchways- coaming heights should be as per Solas chapter II -1. Hatch

cover construction , thickness of the plating and approved means of

securing. Machinery space opening,

Details of openings in freeboard and superstructure decks, ventilators and

air pipes on freeboard and superstructure decks, scuppers, inlets and

discharges, side scuttles and cargo ports.

All the above parameters ensures water tight integrity and protection

against flooding of compartments.

c. Need for Periodic Inspections:-

“Condition of Assignments” need periodic inspection to ensure that

ships conditions are such that the above mentioned are maintained in good

order. During periodic inspection surveyor shall ensure that no material

alteration have been made to the hull or superstructure that would

affect the calculation determining the position of the load line. This

can be found out by reviewing the condition of assignment. Example

of items that may no longer fulfil conditions of assignments could

be in hatch covers, cargo ports, water tight doors, scuttles, and other

closing appliances.

Corrosion, reduced resistance or damage of seals, locking

arrangements damaged.

In coaming of hatches, ventilators, air pipes, especially at weather deck

level.

Gangways, rails, bulwarks, damaged or not secured property.

31. . DISCUSS THE INFLUENCE OF THE FOLLOWING PROPERTIES / CONTENTS HAVE ON

FUEL CHARACTERISTICS AND ITS ECONOMIC USE (I) VISCOSITY (II) DENSITY (III)

IGNITION QUALITY (IV) VIT (V) COMPATIBILITY (VI) CARBON RESIDUE (VII) CONTROL

COMBUSTION PERIOD (VIII) VANADIUM AND ASH CONTENT

2012: JUN

ANSWER:-

Fuel remains one of the highest single cost factors in running a ship and

also the source of the most potent operating problems. Fuel contributes to

30% to 55% of the total operating cost of a ship. Fuel oil characteristic

changes with change in its properties and its content. Influence of following

properties/ contents on fuel characteristic and economy are:-

1) VISCOSITY:-

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Fuel grades are based on viscosity. High viscosity fuels are generally

less

expensive than lower viscosity fuel. But high viscosity fuel will require

more preheating prior to centrifuging and fuel injection in order to

lower the viscosity. This increased heating will cause more steam

to be consumed

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resulting in more fuel to be burnt to get that steam. Caution must be exercised

when heating prior to injection to temperature above 135 degree

Celsius because cracking may occur, gases may be given off and water may

vaporize forming steam pockets in fuel line. Also if correct viscosity of oil

will not be injected then there will be injection problem including less

fuel atomization. Poor atomization and delayed burning may lead to higher

thermal loading, scuffing problems, possible piston and piston ring failure

and to an increase in fuel consumption.

2) DENSITY:-

Fuel is sold by weight; therefore density must be known to determine the

mass

of fuel received. The importance of density relative to diesel engine

operation lies in the fact that today’s standard fuel/ water separating

techniques are based upon the difference in density between the two

substances. Therefore, as the

specific gravity of the fuel approaches 1.0, centrifuging becomes less

effective. Since diesel engine fuels should be free from water and the salts

normally dissolved there in, extra centrifuging will be required for high

gravity fuel. High specific gravity indicates a heavily cracked, aromatic

fuel with poor combustion qualities which can cause abnormal liner wear.

3) IGNITION QUALITY:-

Ignition quality is indicated by cetane number. The lower the cetane number

of

fuel, the greater ignition delay and the longer the period of time between

fuel injection and the beginning of rapid pressure rise associated with fuel

ignition and combustion. This ignition delay can result in hard knocking or

noisy engine running, which is undesirable over long period of time. The

result could be poor fuel economy, loss of power and possibly even engine

damage.

4) VIT:-

Variable injection timing of marine engine greatly applies on the quality of

fuel oil characteristics. Accordingly the timing of fuel pump can be advanced

or retarded as per quality of fuel oil. As all fuels are different they differ

in their ignition quality. Some fuels have a reduced ‘ignition delay’ period

and are considered to have a better ignition quality.

5) COMPTIBILITY:-

Compatibility problems occur when heavy fuel oil with a high

asphaltene

content are mixed with lighter fraction with a predominance of aliphatic

hydrocarbons. The mixing can cause precipitation of the asphaltene. It

occurs when fuel oil suppliers blend in order to reduce final fuel oil

viscosity, specific gravity, or other fuel property. Incompatible fuel oils

result in rapid strainer and separator plugging with excessive sludge. In

the diesel engine, incompatible fuel oil can cause injection pump sticking,

injector deposits, exhaust valve deposits and turbocharger turbine deposits.

6) CARBON RESIDUE:-

CCR is a measure of the tendency of a fuel to form carbon deposits

during

combustion and indicates the relative coke forming tendencies of a heavy oil.

Carbon rich fuels are more difficult to burn and have combustion

characteristics which lead to the formation of soot and carbon deposits.

Since carbon deposits

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are a major source of abrasive wear, the CCR value is an important parameter

for a diesel engine. A high CCR level denotes a high residue level after

combustion and may lead to ignition delay as well as after burning of carbon

deposits leading to engine fouling and abrasive wear. Fuels with high CCR

values have an increasing tendency to form carbon deposits on

injection nozzles, pistons and in the ports of 2-stroke engines. This

causes reduction in the efficiency and performance of those components and

increased wear.

7) VANADIUM AND ASH CONTENT:-

Vanadium is a metallic element that chemically combines with sodium

to

produce very aggressive low melting point compounds responsible for

accelerated deposit formation and high temperature corrosion of engine

components. Vanadium itself is responsible for forming slag on exhaust valves

and seats on 4-stroke engines, and piston crowns on both 2-stroke and 4-

stroke

engines, causing localized hot spot leading eventually to burning

away of exhaust valve, seat and piston crown. As the vanadium content

increases, so does the relative corrosion rate.

The ash contained in heavy oil includes the inorganic metallic content,

other non-combustibles and solid contamination. Ash deposits can cause

localized overheating of metal surfaces to which they adhere and lead to the

corrosion of the exhaust valve. Excessive ash may also result in abrasive

wear of cylinder

liner, piston rings, valve seats, injection pumps and deposits which can clog

fuel nozzles and injectors.

32. WITH RESPECT TO SURVEY AND CERTIFICATION, STATE THE CIRCUMSTANCES WHICH

MAY MAY LEAD TO SUSPENSION OR WITHDRAWAL OF CLASS AND EXPLAIN THE FOLLOWING

TERMS USED BY CLASSIFICATION SOCIETIES: 1) ANNIVERSARY DATE 2) CONDITION OF

CLASS 3) WINDOW PERIOD FOR SURVEY 4) MEMORANDA 5) ADDITIONAL NOTE 6) STATUATORY

RECOMMENDATIONS.

2012: JUN,JUL 2014 FEB

ANSWER:-

The class may be suspended either automatically or following the decision

of the Society under any of the following circumstances

1. The class of a vessel will be automatically suspended from the expiry

date of the Certificate of Class if the special survey has not been

completed by the due date and an extension has not been agreed to, or

the vessel is not under

attendance by the Surveyor with a view to complete the surveys prior

to resuming service.

2. The class of a vessel will also be automatically suspended if the

annual, Intermediate survey becomes overdue.

3. When the surveys relating to specific additional notations of

hull or equipment or machinery have not been complied with and thereby

the ship is

not entitled to retain that notation, then the specific

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notation will be suspended till the related surveys are completed.

4. The class of a vessel will be subject to a suspension procedure if an

item of continuous survey is overdue at the time of annual survey, unless

the item is dealt with or postponed by agreement.

5. The class of the vessel will also be subject to a suspension procedure if

recommendations and/or conditions of class are not dealt with by the

due

date or postponed by agreement, by the due date.

6. The class of a ship is liable to be withheld or, if already granted, may

be

with drawn in case of any non-payment of fees or expenses chargeable

for the service rendered.

7. The class may be automatically suspended when it is found that a ship

is being operated in a manner contrary to that agreed at the

time of

classification, or is being operated in conditions or in areas more

onerous than those agreed.

8. The class may be automatically suspended when a ship proceeds to sea with

less freeboard than that assigned, or has the freeboard marks placed on

the sides in a position higher than that assigned, or, in cases of ships

where freeboards are not assigned, the draught is greater than that

assigned

9. The class may be automatically suspended when the Owner fails to

inform

the Society in order to submit the ship to a survey after defects or

damages affecting the class have been detected

10.The class may be automatically suspended when repairs, alterations or

conversions affecting the class are carried out either without requesting

the

attendance of the Society or not to the satisfaction of the Surveyor.

The Society will withdraw the class of a ship in the following cases:

1. at the request of the Owner

2. when the causes that have given rise to a suspension currently in effect

have not been removed normally within six months after due notification

of suspension to the Owner

3. when the ship is reported as a constructive total

loss

4. when the ship is

lost

5. when the ship is reported

scrapped.

Anniversary date :-

Anniversary date means the day and month of each year corresponding to the

expiry date of the classification

certificate.

Condition of class.

Possible deficiencies shall normally be rectified before the renewal survey

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is

regarded as completed.

The Society may accept that minor deficiencies, recorded as condition of

class, are rectified within a specified time limit, normally not

exceeding 3 months

after the survey completion

date.

Window period for survey.

The survey time window is the fixed period during which the

annual and intermediate surveys are to be carried out.

Memoranda.

Other information of assistance to the surveyor and owners may be recorded

as

‘memoranda’ or a similar term. They may, for example, include notes

concerning materials and other constructional information. A memorandum

may also define a condition which, though deviating from the

technical standard, does not affect the class (e.g. slight indents in the

shell which do not have an effect upon the overall strength of the hull or

minor deficiencies, which do not affect the operational safety of the

machinery).

In addition, memoranda could define recurring survey requirements, such as

annual survey of specified spaces, or retrofit requirements, which have the

de- facto effect of conditions of class.

Addition note.

Each of the Classification Societies has developed a series of notations that

may be granted to a vessel to indicate that it is in compliance with some

additional voluntary criteria that may be either specific to that vessel

type or that are in excess of the standard classification requirements.

Class notations are assigned to vessels in order to determine applicable

rule

requirements for assignment and retention of

class.

Statutory recommendation.

‘Recommendation’ and ‘Condition of Class’ are different terms used by IACS

Societies for the same thing, i.e. requirements to the effect

that specific measures, repairs, surveys etc. are to be carried out

within a specific time limit

in order to retain

class.

33. . (A)WHAT ARE P & I CLUBS? DESCRIBE HOW P & I CLUBS COLLECT FUND FROM

SHIP OWNERS.

(B) WHAT ARE THE RISKS THAT ARE COVERED UNDER THE TERM PROTECTION AND

INDEMNITY?

(C) WHAT IS THE MINIMUM, A SHIP OWNER/SHIPPING COMPANY HAS TO DO FOR ITS SHIP

TO GET COVERAGE UNDER P & I CLUB

2012:JUN

ANSWER:-

1. A Protection and Indemnity or P&I club is a nongovernmental,

non profitable mutual or co operative association of marine insurance

providers to its members which consists of ship owners, operators,

charterers and seafarers under the member companies for the purpose of

mutual insurance against third party liabilities arising in connection

with ship operation.

2. P&I mean Protection and Indemnity. The protection refers to ship owner‘s

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protection from risks which involve personnel injury, collision

liability which is not covered by H&M policy and indemnity refers

to the clubs

indemnity or compensation for liability to cargo under a contract of

carriage.

wish to pool their risks together in order to obtain “ at cost”

insurance cover.

4. It is governed by a board of directors (a committee elected). It has

managers for underwriting and claim sections and has correspondents,

lawyers and surveyors at various ports of the world. There are 13 major

P&I clubs world wide which covers almost 90% of the world fleet.

Some of them are SKULD, GARD, BRITANIA, AMERICAN CLUB, STEAM SHIP

MUTUAL, NORTH OF ENGLAND, WEST OF ENGLAND Etc.

5. Each P&I club sets a premium rating for an individual owner reflecting

the risk against which he requires cover on the basis of his fleet‘s gross

tonnage, his fleet‘s exposure to risk, type of ships, etc.

6. The member is advised of his total estimated call (premium) for next 12

months. This comprises of an advanced call and a supplementary

call.

Advance call is levied from all the members at the start of the P&I year.

7. Later in the year if the claims have been heavier than expected, the

managers will ask the members for a supplementary call.

8. The clubs aim to be as much accurate in their prediction for future

claims, so that they do not burden ship owners with supplementary

calls. Surplus refunds are made if income (call + investments) exceeds

outgoings (claims + expenditure).

The protection and indemnity covers the following risks of an ―Entered Ship‖

Crew related

Injury/ hospitalization

Deviation

Death, repatriation of body

Repatriation of injured crew and for his reliever

Personal effects, in case of fire

Crew wages, if the vessel lost and passenger saved.

Passenger claims

Third party people

Injury to Supplier, Agents, stevedores etc.

Cargo related

Damage to cargo( Wet)

Collapsing of twin deck

Cargo shifting and damaging the hull- In this case the H&M insurance

will pay first but later they will charge from the ship owner as it may

be due to lack of lashing arrangement or improper lashings. That

will be paid by the ship owner

Damage to fixed and floating objects/ installations

S.P.M, Buoys, shore crane etc.

Wreck removal

a channel.

Pollution of any nature

Sometimes the claims will be so high and the individual clubs

have limitations. Those cases it will be paid by clubs, pools and

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reinsurance.

Reinsurance is available up to 2030B$

Fine

Customs, immigration cordaband etc.

Piracy

For Crew and cargo.

Stoways

Fines and cost for repatriation.

Deserter

Fines and cost for repatriation.

Salvage

Which is not a part of GA(Salvage for oil pollution)

GA unrecoverable for cargo.

GA unrecoverable for H&M.

9. If a ship owner or charterer requires P&I insurance in connection

with the operation of a vessel, he may contact a P&I association.

10.When a ship owner requires P&I insurance for a ship, the club

underwriter will ask for information which the ship owner has to

furnish. Information he will require is:

The tonnage of the ship in GT,

Year of build, Number of crew members,

Type of vessel (tanker, dry bulk, reefer, heavy-lift, container,

passenger, ro-ro etc),

Type of cargoes to be carried (if a tanker is clean or dirty),

Areas of

trading,

Liner trade or tramp,

Classification society,

Management expertise,

Compliance with national and international legal requirements,

How many ships in the company,

Previous P&I history.

k) The club will often make a company audit with the management company of

the ship.

l) In addition, the club will often require a survey of one or more ships

in the new fleet to ensure the quality and technical standard of the ships.

Entry into the club is often dependent upon the ship being found

satisfactory on inspection.

34. WHAT ARE THE PRINCIPLE REASONS RESPONSIBLE FOR COMPOUNDING OF MACHINERY

VIBRATION IN CONNECTION WITH OPERATION OF A LONG STROKE DIESEL ENGINES AND

ASSOCIATED MACHINERY ARRANGEMENTS? WHAT ARE THE KEY FACTORS FOR EXCITATIONS

GENERATED BY THE ENGINES?

2012: JUN, NOV 2014 JAN JUNE JULY

ANSWER:-

P/2

COMBUSTION PRESSURE

P

P/2

Page 56: Jan 2012 to Aug 2014 Ques and Ans Safety

GUIDE

FORCE N

α

N T

S

P S

P/2

P/2 MAIN

BEARING FORCE

Page 57: Jan 2012 to Aug 2014 Ques and Ans Safety

Excitations generated by the engine can be divided into two categories:

1. Primary excitations:

Forces and moments originating from the combustion pressure and the

inertia

forces of the rotating and reciprocating masses. These are characteristics

of the

given engine, which can be calculated in advance and stated as part of

the engine specification with reference to certain speed and power.

2. Secondary excitations:

Forces and moments stemming from a forced vibratory response in a ship

sub-

structure. The vibration characteristics of sub-structures are almost

independent of the remaining ship structure.

Examples of secondary excitation sources from

sub-structures could be

anything from transverse vibration of the engine structure to

longitudinal vibration of a radar or light mast on top of the deckhouse.

Such sub-structures

of the complete ship might have resonance or be close to resonance

conditions, resulting in considerable dynamically magnified reaction

forces at their interface with the rest of the ship. Secondary

excitation sources cannot be directly quantified for a certain engine

type but must be calculated at the design

stage of the specific propulsion plant.

The vibration characteristics of low-speed two-stroke engines, for

practical purposes, can be split into four categories that may influence the

hull

1. External unbalanced moments

2. Guide force moments.

3. Axial vibrations in the shaft system.

4. Torsional vibrations in the shaft system.

External unbalanced moments:

e. These can be classified as unbalanced first- and second-order

external

moments, which need to be considered only for engines with certain

cylinder numbers.

f. The inertia forces originating from the unbalanced rotating and

reciprocating masses of the engine create unbalanced external moments

although the external

forces are zero.

g. Of these moments, only the first order (producing one cycle per

h. revolution) and the second order (two cycles per revolution) need

to be considered, and then only for engines with a low number of

cylinders.

The inertia forces on engines with more than six cylinders tend, more or

less, to neutralize themselves.

First-order moments

These moments act in both vertical and horizontal directions and are of

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the same magnitude. Resonance with a first-order moment may occur

for hull

vibrations with two and/or three nodes. A resonance with the vertical moment

for the two-node hull vibration can often be critical, whereas the resonance

with the horizontal moment occurs at a higher speed than the nominal because

of the higher natural frequency of the horizontal hull vibrations.

Remedy for first order moment is provided by compensator which comprises

two counter-rotating masses rotating at the same speed as the crankshaft.

Second-order moments

The second-order moment acts only in the vertical direction and

precautions

need to be considered only for four-, five- and six-cylinder engines.

Resonance with the second-order moment may occur at hull vibrations

with more than

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three nodes. A second-order moment compensator comprises two

counter- rotating masses running at twice the engine speed.

Several solutions are available to cope with the second-order moment

(Figure below) from which the most efficient can be selected for the

individual case:

No compensators, if considered unnecessary on the basis of

natural frequency, nodal point and size of second-order moment

A compensator mounted on the aft end of the engine, driven by the

main chain drive

A compensator mounted on the fore end, driven from the crankshaft

through a separate chain drive

Compensators on both aft and fore end, completely eliminating

the external second-order moment.

Guide Force Moments

The so-called guide force moments are caused by the transverse reaction

forces

acting on the crossheads due to the connecting rod/crankshaft mechanism.

These moments may excite engine vibrations, moving the engine top athwart

ships and causing a rocking (excited by H moment) or twisting (excited by X-

moment) movement of the engine.

Axial vibrations

d. The calculation of axial vibration characteristics is only necessary

for low speed two-stroke engines.

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e. When the crank throw is loaded by the gas pressure through the connecting

rod mechanism, the arms of the crank throw deflect in the axial direction

of the crankshaft, exciting axial vibrations. These vibrations may be

transferred to the ship’s hull through the thrust bearing.

f. In order to counter the axial vibrations all engines are equipped

with axial vibration dampers

Torsional vibrations

g. The varying gas pressure in the cylinders during the working cycle and

the crankshaft/connecting rod mechanism create a varying torque in the

crankshaft.

h. It is these variations that cause the excitation of torsional vibration

of the shaft system.

i. Torsional excitation also comes from the propeller through its

interaction

with the non-uniform wake field.

j. Torsional vibration causes extra stresses, which may be detrimental to

the shaft system. The stresses will show peak values at resonances: that

is, where the number of revolutions multiplied by the order of excitation

corresponds to the natural frequency.

k. Limiting torsional vibration is vitally important to avoid damage or even

fracture of the crankshaft or other propulsion system elements.

l. Taking a shaftline of a certain length, it is possible to modify its

natural frequency of torsional vibration by adjusting the diameter: a

small diameter results in a low natural frequency, a larger diameter in a

high natural frequency.

35. DIFFERENTIATE BETWEEN STATIC AND DYNAMIC STABILITY? CAN A SHIP HIGH ON GM

BE LOW ON STABILITY? JUSTIFY YOUR ANSWER WITH REASONING. ENLIST THE GOVERNING

FACTORS YOU WILL INSPECT WHILE TAKING OVER A NEW SHIP AS CHIEF ENGINEER FOR

HAVING OPTIMUM STABILITY IN BOTH CATEGORIES, SUBSTANTIATE YOUR ANSWER WITH

REASONS

2012: JUN

ANSWER:-

STATIC STABILITY:-

1) It is defined as the ability of a ship to regain its upright

equilibrium position, after the removal of external factor which caused the

vessel to heel at an angle.

2) It gives the stability information of a vessel under the condition

that the outside water is static.

3) It is expressed in terms of metacentric height. i.e. GM ( for angle of

heel up to 10 degree) and righting lever GZ ( for angle of heel above 10

degree)

4) It’s unit is

meter

5) Static stability at two different angle of heel can be the

same. DYNAMIC STABILITY:-

1) It is defined as the energy required heeling the ship from upright

equilibrium till the angle of heel in question.

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2) It gives the stability information of a vessel considering dynamic behavior

of the sea.

3) It is expressed in terms of the area under righting moment curve. (

or GZ

curve multiplied by displacement of the ship in

tons)

4) It’s unit is ton-meter-

radian

5) The dynamic stability at two different angle of heel cannot be the

same

A value of metacentric height gives accurate measure of stability only

for small disturbances i.e. angle not beyond 10 degree. For larger angle of

heel, the righting lever GZ is used to measure stability. In any stability

analysis, the value of GZ is plotted over the entire range of heel angles for

which it is positive or restoring.

So, as a thumb rule we say that vessel stability is decided on its value of

GM up to 10 degree of heel. But is it possible that a vessel high on GM can

be low on stability?

Yes, a ship high on GM can be low on stability. Let us consider the

vessels

which are built with high forc’le and low working aft for e.g. offshore

supply

vessels. These vessels possess a large upright GM value due to generous

beam to length ratio. But these boats tend to tolerate less heel angles than

narrower boats. Also the vanishing stability of these vessels is relatively

low.

The hull form of a vessel is an important factor in

determining the

characteristics of its stability. Increased beam will result in higher value

of GM and righting lever(GZ). However the point of vanishing stability will

be less. This is due to free trim effect. i.e. heeling of these vessels

produces a trimming moment by astern.

While taking over a new ship in shipyard as chief engineer the following

governing factors for having optimum stability in both the static and dynamic

categories should be inspected:-

1) The new ship must fulfill six criteria of intact stability as

follows –

a) The area under righting lever curve is not to be less than 0.055 m.rad up

to 30 degree heel

b) Area under GZ curve not less than 0.09 m-rad up to 40 degree

heel

c) Area under GZ curve between 30 degree and 40 degree heel should not be

less than 0.03 m-rad

d) The righting lever GZ should be at least 0.2 meter at an angle of heel

greater than or equal to 30 degree

e) The angle of heel for max GZ must be at least 25 degree and preferably

greater than 30 degree.

f) Initial GM should be minimum 0.15 meter.

2) Elements affecting stability should be taken into account like beam wind

of ships with large windage area, icing of top side, water trapped on deck,

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rolling characteristics, following seas etc.

3) Safe margin should be there for elements which reduce stability during

voyage, regarding being given to addition of weight, such as those due to

absorption of water and icing and to losses of weights such as those due to

store and fuel.

4) For Ships carrying passengers, in addition to the general intact stability

criteria, the angle of heel on account of turning of the ship through

rudder should not exceed 10 degree. Also the angle of heel on account of

crowding of

passengers to one side should not exceed 10 degree.

5) Apart from above, watertight integrity should also be checked. The

reserve buoyancy of a vessel is the measure of her stability.

36.GIVE HISTORY OF THE REQUIREMENTS LEADING TOWARDS INTERNATIONAL CONVENTION

ON LOAD LINES, 1966 UNDERLINING ITS DATE OF ADOPTION AND ENTRY INTO FORCE.

WHAT SPECIAL PROVISIONS WERE INCLUDED IN THE SAID CONVENTION IN COMPARISON TO

THE FIRST INTERNATIONAL CONVENTION ON LOAD LINES ADOPTED IN 1930? DESCRIBE ITS

DIFFERENT CHAPTERS HIGHLIGHTING THEIR AREA OF COVERAGE AND THE RELATED ANNEXES.

2012: JUN

ANSWER:-

1. It has long been recognized that limitations on the draught to which a

ship may be loaded make a significant contribution to her safety.

2. The first loading recommendations were introduced by Lloyd's Register

of British and Foreign Shipping in 1835, following discussions between

ship owners, shippers and underwriters. Lloyds recommended freeboards as

a function of the depth of the hold (three inches per foot of depth).

These recommendations, used extensively until 1880, were known as "Lloyd's

Rule".

3. In the 1860s, after increased loss of ships due to overloading, a

British MP, Samuel Plimsoll, took up the load line cause. A Royal

Commission on unseaworthy ships was established in 1872, and in 1876 the

United Kingdom Merchant Shipping Act made the load line mark compulsory.

4. In 1894 the hull mark comprising of circle cut in half by a horizontal

line was adopted . In 1906, laws were passed requiring foreign ships

visiting British ports to be marked with a load line.

5. In 1930 (The 1930 Load Line Convention) that there was international

agreement for universal application of load line regulations.

6. In 1966 a Load Lines Convention was held in London which re-examined

and amended the 1930 rules. The 1966 Convention has since seen amendments

in 1971, 1975, 1979, 1983, 1995 and 2003.

7. The international Convention on Load Lines was adopted on 5 April 1966

and Entered into force: 21 July 1968.

Provision included in Load Lines Conventions 1966

1. Like the 1930 Convention, the 1966 Load Lines Convention sets out rules

for calculation and assignment of freeboard and takes into account the

potential hazards present in different zones and different seasons.

2. The technical annex contains several additional safety measures

concerning doors, freeing ports, hatchways and other items. The main

purpose of these measures is to ensure the watertight integrity of ships'

hulls below the freeboard deck.

3. All assigned load lines must be marked amidships on each side of the

ship, together with the deck line.

4. Ships intended for the carriage of timber deck cargo are assigned a

smaller freeboard as the deck cargo provides protection against the

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impact of waves. The 1966 Convention is made up of:

Articles - cover matters of contract between governments, survey and

certification.

Annex I - Regulations for determining load lines, is divided

into four chapters.

Chapter I - General -for example, strength of hull, types

of ships,

definitions, markings.

Chapter II - Conditions of assignment of freeboard.

Chapter III - Freeboards - evaluation of freeboard in terms of

geometrical and physical characteristics of any ship.

Chapter IV - Special requirements for ships assigned timer freeboards.

Annex II - Defines zones, areas and seasonal periods appropriate to the

various load line markings.

Annex III - Prescribes the form and scope of certificates, including

the

International Load Line Certificate and the International Load Line

Exemption Certificate . 37. WITH REFERENCE TO SHIP REPAR/ SHIP BUILDING AND THE ENGINEERING ECONOMICS

EXPLAIN THE TERMS 1) RISK ANALYSIS 2) BREAK EVEN ANALYSIS 3) SENSITIVITY

ANALYSIS 4) MULTI STAGE SEQUENTIAL ANALYSIS 5) MULTI ATTRIBUTE DECISION MAKING

2012: JUN

ANSWER:-

RISK ANALYSIS:-

Risk analysis comprises of risk assessment , risk management

and risk communication

Risk assessment – involves identifying source of potential harm

,assessing the likelihood of harm occurring and its consequences.

Risk Management- evaluates the identified risk requiring attention and

implement plans and actions required to address the risk.

Risk Communication- involves interactive dialogue between risk assessors,

risk managers and stake holders.

Risk Analysis is frequently used for both routine as well as non routine

jobs or

those with potential to cause accidents or harms.

Eg. – carrying out ship side painting in a dry dock a risk analysis is

carried out to identify the hazards i.e. hazard to humans and

environment and plan and

actions are put in place to address the identified risks.

BREAK EVEN ANALYSIS

It is technique wide used in production management. The Cost are

categorised

as VARIABLE Cost and FIXED Cost.

The Total V and F cost are compared with sales revenue to determine the

level

of sales volume or production at which the venture “ break even” i.e.

makes neither a profit nor a loss.

I Income

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Cos

t an

d In

com

e

P

Break Even Point

Variable Cost

A

LOSS PROFIT

O Q

Output

OI – Variation of income with production

OA - Total of Fixed Cost.

Fixed Cost

Page 65: Jan 2012 to Aug 2014 Ques and Ans Safety

As the Output increases , variable cost are incurred and increases. At levels

of output, cost are greater than income . At point P, Total Cost = Income and

is the Break even point.

Break even analysis is frequently used for the capacity planning of a new

port or terminal and for a service capacity planning such as number of

ships that can be simultaneously attended to.

SENSITIVITY ANALISIS

It measures the impact on project outcomes of changing one or more key input

valves about which there is uncertainty.

It revels how profitable or unprofitable the project might be if the input

value to the analysis turn out to be different from the assumed.

Eg: - If a pessimistic , Expected and optimistic valve be selected for a

variable , a sensitivity analysis can be performed to see how the outcome

changes with the

change to each of the three selected valves , in turn. It helps identify the

critical inputs in order to facilitate choosing where to spend extra

recourses. It also helps in anticipation and preparing for questions

asked when defending a project.

It is a measure of project worth such evaluation can be used as a tool for

ships construction where raw material price is a variable.

MULTISTAGE SEQUENSIAL ANALYSIS

Managing today s organisation require continuous decision making. The result

from these decision must be continuously monitored and the original decision

may need to be revised or new alternatives sought.

The sequence of decision and uncertain events link the initial decision

to the

final outcome.

A Multistage sequential analysis involves starting at the end and roll back

towards the initial decision.

Decision trees then display the effect of successive decision over a time

horizon

where outcomes are uncertain.

Capital budgeting for new ventures , productions scheduling and inventory

management / Replacement policies use multi stage sequential analysis.

MULTI ATTRIBUTE DECISION

The decision Problem is decomposed into smaller, less complex , sub problems

Such sub problems are represented by a set of attributes. Each sub problem

alternative is then measured and evaluated and alternatives are finally ranked

according to total utility.

The alternatives and their criteria are represented in a decision

matrix for ranking

It is Concerned with a finite set of alternative and results are expressed

in the

form of ranking or classification into performance

classes. Eg. Select of a Dry dock

38.YOUR VESSEL WHERE YOU ARE POSTED AS A CHIEF ENGINEER IS ABOUT TO ENTER A

DRY DOCK. STATE THE COORDINATION AND EXCHANGE OF INFORMATION NECESSARY WITH

THE MASTER OF THE VESSEL FOR ENTERING THE DRY DOCK. ALSO, LIST THE NECESSARY

PREPARATIONS REQUIRED ALONG WITH THE DELEGATION OF RESPONSIBILITIES TO THE

ENGINEERS OF THE VESSEL. ENLIST THE INSPECTIONS AND CO-OPERATIONS YOU WILL

MAKE WITH THE DRY DOCK AUTHORITIES FOR UNDOCKING THE VESSEL.

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2012: JULY,OCT 2013: FEB 2014 FEB

Dry Docking is one of the most important activity that a vessel may

come across. It is very costly affair too. Hence good planning to be

carried out in advance.

Prior entering the dry dock the chief engineer should co-ordinate and

exchange the following information for successful entry

1. Class, survey and statutory requirement

2. ROB of bunker and lubes fresh water, etc to the informed to the

master.

3. Scope of work in Dry dock categorising especially time required ,

shore gang required, work that is to be done by engine room and

dock staff. etc.

4. Any requirement for pumping of black water, oil sludge to reception

facility and its arrangements.

5. Will check for basic requirements such as Dock's planning, Water

supply

Air supply, Electric Power supply.

6. Spare requirements as to what all spares have arrived and what will

be arriving.

7. List of survey items to be submitted.

8. Will Provide the necessary information with regards to Dry dock plan

and steel plans

9. Check painting requirement for hull and advise master accordingly for

raising requisition for paints.

10.Any special requirements like , covering of vents , opening of tanks

when grit blasting is performed.

11.Communicate with master as to be in touch with company regarding any

new requirements which ship will be fulfilling after dry dock. i.e. to

fulfil

any compliance towards statutory requirements.

12.Coordinate with the master as to required Trim and list and put

across necessary FO and FW tank in use as advised by him.

13. A pre docking tank cleaning and line washing plan to be informed

by master to Chief engg who in turn will co ordinate with the 2nd

engg. to mobilise the resources to carry out the operation.

14.Any rules laid down by yard should be informed to ship personnel by

master.

15 pipe repair material, location, staging required etc.

16.If any changes to be made in the emergency teams in the dry dock should

be well consulted before dry dock.

17.To enhance the positive stability all slack tanks, and subsequent free

surface effects should either 'pressed up' or alternatively pumped

out if possible.

18.Any repair list should be completed and kept readily available to hand

over to the dock authorities.

Delegation of duties to engine room staff

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1. C/E and 2/E who are the management personal of the E/R dept to make

rough plan to delegate responsibilities of various job to be carried

out to personal considering the ability.

2. The preparedness will include training session as to how to change

over the machines for long lay off, eg. Changing over to M/E , A/E and

boiler to DO, changing over to shore power, SW for fridge and A/C

plant . Method of sewage disposal.

3. Delegate responsibilities of arranging the spares as they

arrive

4. Personal to prepare tags for various valves with job nos. And fix them

on the valves.

5. All safety aspects discussed and safety precautions to be followed.

Ensure safety standards of dock workers and request them to stop when

you feel

something they are doing is unsafe, correct them if required.

6. A day to day work report to be made and discussed to check weather

all jobs proceeding as per schedule or there is some delay, if so

then look

into the same.

7. C/E and 2/E to coordinate and divide various surveys which they will

oversea.

8. Train staff towards interpersonal conflicts among themselves shore

staff at any time.

9. 2/E to check and prepare required special tool and

calibration equipments.

It is extremely important to maintain a checklist of things and procedure

to be done before undocking and not to miss any vital point which will

lead to delay in undocking. Following things must be checked by a

responsible engineer and deck officers before water is filled up in the dock:

1. Check about plan of dry dock and ensure that the repairs assigned

under their departments are completed successful with tests and surveys

are carried out.

2. Check rudder plug and vent and also check if anode are fitted back

on rudder.

used.

4. Check Impressed Current Cathodic Protection system (ICCP) anodes

are fitted in position and cover removed.

5. Check Anodes are fitted properly on hull and cover removed (if ICCP is

not installed).

6. Check all double bottom tank plugs are secured.

7. Check all sea inlets and sea chests gratings are fitted.

8. Check echo sounder and logs are fitted and covers removed.

9. Check of propeller and rudder are clear from any obstruction.

10.Check if anchor and anchor chain is secured on board.

11.Check all external connection (shore water supply, shore power cables)

are removed.

12.Check inside the ship all repaired overboard valve are in place.

13.Secure any moving item inside the ship.

Check sounding of all tank and match them with the value obtain prior

entering the dry dock.

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14.Check stability and trim of the ship. Positive GM should be maintained

at all time.

15.If there is any load shift or change in stability, inform the dock

master.

16.Go through the checklist again and satisfactory checklist to be

signed by

Master.

17.Master to sign authority for Flood Certificate.

18.When flooding reaches overboard valve level, stop it and check all

valves and stern tube for leaks.

19.Instruction to every crew member to be vigilant while un-docking.

39. AN ACCIDENT WITH A SHIP RELATES WITH A GROUNDING WHILE APPROACHING A PORT.

ON AN INSPECTION MADE BY A TEAM OF SURVEYORS, YOU ARE TO SUBMIT THE RELEVANT

LOG BOOK RECORDS FOR FORMULATING AN OPINION REGARDING CAUSE OF GROUNDING.

TAKING FIGURES FROM REAL LIFE SITUATIONS PRESENT A CASE STUDY TO UNDERLINE

THAT MACHINERIES WERE FUNCTIONING SATISFACTORILY

2012:JULY

Ans.

Case Study: Grounding of the MONCHEGORSK, Bridge Team Management, and Passage

Planning.

Some general characteristics of the MONCHEGORSK.

Length: 177 meters (581 feet)

Beam: 23 meters (74 feet)

Draft: 6.5 meters forward; 8 meters aft

Deadweight: 19,943 tons

Gross Tons: 18, 627 tons

Year Built: 1983

Main Engine: 15,446 kW (20,999 bhp)

General Cargo Ship with Ro/Ro side ramp and icebreaking capability. Single

screw, CPP, geared to two main engines.

Crash Stop (Maneuvering Full Astern both Engines)

From Full Ahead

Ballast: 0.55 NM Loaded: 0.85 NM

Time: 3 minutes 10 seconds

From Slow Ahead

Ballast: 0.35 NM Loaded: 0.5 NM

Time: 2 minutes 30 seconds

• The MONCHEGORSK was in an partially loaded condition with a draft of 6.5

meters forward and 7.95 meters aft.

• Loaded the ship draws 8.5 meters.

• The ship was carrying 52 containers, 2 vehicles, and 10 break bulk cargoes

on this voyage

• The ship’s capacity is 140 cars, 36 trailers, and 576 containers (TEU).

Turning Circles

Full Ahead

Ballast Advance: 0.31 NM Transfer: 0.16 NM

Loaded Advance: 0.29 NM Transfer: 0.15 NM

Slow Ahead

Ballast Advance: 0.27 NM Transfer: 0.14 NM

Loaded Advance: 0.25 NM Transfer: 0.14 NM

• Turning circle information needs to be considered based on partial load and

intermediate speed 9 to 11 knots.

• ”Full Ahead,” both engines on line, with a pitch setting of “10,” and 540

rpm is listed on the maneuvering diagram as 18.1 knots.

• ”Slow Ahead,” both engines on line, with a pitch setting of “4,” and 420

rpm is listed on the maneuvering diagram as 11.4 knots.

• These reflect a loaded condition.

• The maneuvering diagram indicated 1 to 3 knots of additional speed for a

ballast condition.

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All these data were confirmed by the surveyors by checking manuals, log book

records and planned maintenance. They found that the engine condition was

satisfactory at the time of incident.

Not for navigational use.

Nisqually Reach

the Nisqually Flats which is a National Wildlife Refuge.

Balch Passage, between McNeil and Anderson Islands, was the path the Pilot

intended to take from the start of the transit.

Nisqually Reach, south of Anderson Island, was the track the Master

understood the vessel would follow.

The Pilot: Master 1600 gross tons, Second Mate any gross tons, Oceans. First

Class Pilot any tons, Puget Sound. Sixteen years experience as pilot. No

other incidents.

The Master: Master’s license (Russia). Reported working as a pilot in

Murmansk for five years. Worked aboard MONCHEGORSK before. Russian was first

language, scored well on English language proficiency test. No interpreter

necessary.

The Chief Officer: Master’s license (Russia). Worked aboard MONCHEGORSK

before. Russian as first language, scored well on English language

proficiency test. No interpreter necessary

The Helmsman: Able-Bodied Seaman. Worked aboard MONCHEGORSK before. Russian

was first language. Required an interpreter for interview.

The Chief Engineer: Class 1 license (Russia). Worked aboard MONCHEGORSK

before. Russian as first language, scored well on English language

proficiency test. No interpreter necessary.

Course recorder information had to be adjusted for both course and time

because the Chief Officer did not start it before the MONCHEGORSK departed

the dock. He annotated the time as 1737. Using the ship’s position as

recorded by the Chief Officer on the chart, an additional correction of 2 to

3 minutes was found to be necessary. A suggested 6-minute adjustment was

checked but did not correlate well with other data. The 32-degree course

correction was derived from the recorded heading versus the observed grounded

heading.

Extract from the bell logger tape. Note the slowing of the MONCHEGORSK’s

engines starting at 1820 as the ship rounded Devil’s Head. Note also the one-

minute backing bell at 1826.

Error Chain Indicators

Some of the error chain indicators that were present as the MONCHEGORSK

grounding played-out

• Ambiguity. The track to be followed by the MONCHEGORSK was not clear to all

members of the bridge team prior to departure.

• Distraction. The Pilot stated that he was concerned with small vessel

traffic.

• Inadequacy and Confusion [loss of control]. The Pilot said he knew the

heading had gotten too far over and realized he needed to come hard to port

or stop the vessel. The Helmsman stated he knew the ship had to proceed more

to port, but he received starboard helm orders. The Chief Mate said he

wondered about the Pilot’s starboard turn order, and attempted to contact the

Master regarding the order.

• Communication Breakdown. The Chief Mate did not call the Master upon

learning of the Pilot’s intent to deviate from the intended route. The Chief

Mate was apparently unaware of the Pilot’s concern for small vessel traffic

in Drayton Passage.

• Non Compliance with Plan. The planned route was not followed.

• Procedural Violation. The Chief Mate did not call the Master about the

deviation from the intended route despite a standing order to the contrary.

The engine room log book, pms records were thoroughly checked. The chief

engineer was interviewed to find out any malfunctions with the engine or

steering, or any stoppages or breakdowns before the incident. It was also

checked whether any maintenance work was carried out on main engine or

steering prior departure. The main engine trying out record in ahead and

astern directions, and steering and emergency steering trying out prior

departure port records were verified and were found satisfactory.

Alarms and controls trying out records in pms were also checked. Hence it was

confirmed that the machineries were running satisfactorily at the time of

incident.

Lessons-Learned

• Passage plans should be reviewed and discussed by the bridge team

(including the pilot) when the pilot boards the ship. Any changes foreseen at

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that time should be evaluated, plotted on the chart, and made known to all

bridge team members.

• Changes to passage plans should be evaluated to determine their impact on

the composition and duties of the bridge team.

• Communication is critical to the bridge team. It maintains the situational

awareness of bridge team members and ensures that developing error chains are

interrupted.

• Standing orders should be consistently followed.

Investigation Notes

• Multiple-investigating agencies: Pilotage Commission, Ecology and U.S.

Coast Guard

• Sorting out timing of events from recorded information - course recorder,

engine logger interpretation.

• Differing recollections of apparently credible individuals - the Chief

Officer and Pilot offered differing accounts of the who gave the various

engine orders that were recorded.

• Interview timeliness. Some witnesses interviewed a month after the

grounding

• Willingness of interviewees. Pilot reluctance to give statement to U.S.

Coast Guard during initial investigation.

• Alcohol testing was not conducted due to equipment problems. Alcohol could

not be ruled out categorically as a factor.

• Voyage Data Recorders - should help sort out events during future incidents

once the requirement is implemented internationally.

• Fatigue - The Chief Officer offered a question to US Coast Guard

investigators that raised the possibility that he may have been fatigued at

the time of the grounding.

The Washington State Board of Pilotage Commissioners issued a reprimand to the

pilot for his role in the grounding. In addition, the Board required him to

take additional Bridge Resource Management training (at his own expense) and

levied a monetary fine. An additional fine and suspension of his license were

issued as a suspended sanction for a period of one year.

40. A SHIP ON WHICH YOU HAVE JOINED AS CHIEF ENGINEER IS SCHEDULED TO BE PUT

IN ACTIVE SERVICE AFTER MAJOR LAY-UP AND NECESSARY REPAIRS. STATE THE

PREPARATIONS AND TRIALS YOU WOULD CONDUCT PRIOR OFFERING THE SHIP TO THE

SURVEYING AUTHORITIES FOR SURVEY AND INSPECTION.

2012: JULY OCT 2013: JUNE 2014 FEB

Major Lay Up: In this question it implies that the ship was not operational

on account of undertaking major surveys, repairs inclusive of Docking Survey.

In such cases trials are to be carried out.

Trials are not made by the surveyor. The Class surveyor witnesses the trials.

It is the responsibility of the ship owners to carry out the trials in

presence of surveyor.

Machinery verification runs at the time of dry docking and at the

completion of significant repairing

-1. A dock trial is to be conducted at the time of dry-docking at least in

the following cases.

(1) When Main engine and/or Propulsion shafting system and/or Main generator

and/or

Prime mover for Main generator and/or Boiler and/or Steering gear were

overhauled for

repairing or inspection.

(2) When docking work was conducted for two weeks or longer.

It may be allowed to conduct mooring run for dock trial of Main engine,

Propulsion

shafting system and Main boiler. But, in principle, dock trial must be

conducted prior to

sailing, and at least start engine / stop engine, change of ahead / astern

and low load

operation must be conducted at the dock trial. The operational test of the

machinery

concerned may be acceptable at the discretion of the attending surveyor only

for

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repairing of Main generator and/or Prime mover for Main generator and/or

Auxiliary

boiler and/or Steering gear.

-2. If the following significant repairs are carried out to main or auxiliary

machinery or steering

gear, consideration is to be given to a sea trial.

(1) The welding works for cracks of frame or bed plate of Main engine and/or

Prime mover

for Main generator.

(2) Renewal or repair of Crankshaft of Main engine and/or Prime mover for

Main generator.

(3) The repairing work for Camshaft and/or Camshaft driving device of Main

engine and/or

Prime mover for Main generator.

(4) Renewal or repair of main parts for Main engine and/or Prime mover for

Main generator.

(5) The repairing work for power transmission system of Propulsion shafting

system.

(6) Repair of Propulsion shafting system.

(7) The welding work for Boiler plates subjected to internal pressure.

(8) The repairing work for Propeller blades affected to the balancing of

Propeller.

(9) The repairing work for main power transmission part of Steering gear

including Rudder

stock.

(10) Renewal of Main engine and/or Propulsion shafting system and/or Prime

mover for

Main generator and/or Boiler and/or Steering gear.

(11) Other significant repairs found.

The extent of sea trial and survey items depend on at the discretion of

attending surveyor in

addition to consideration of contents of the repairing work.

When repairing work for Main generator and/or Prime mover for Main generator

and/or

Auxiliary boiler were conducted, it may be allowed to conduct operational

test of subject

machinery instead of sea trial.

41. ILLUSTRATE THE SALIENT FACTORS FOR “ONBOARD TRAINING” AND STANDARD OF

COMPETENCE AS LAID OUT IN STCW 95 CHAPTER III. UNDERLINE THE SPECIFIC ROLES A

CHIEF ENGINEER NEEDS TO PERFORM TOWARDS SATISFACTORY TRAINING OF ENGINE ROOM

PERSONNEL UNDER THE REGULATION. WHAT WILL BE THE CRITERIA FOR EVALUATING

COMPETENCE FOR ONBOARD TRAINING BY A CHIEF ENGINEER?

2012: JULY

the ship and care for persons on board.

Onboard training

Every candidate shall follow an approved onboard training which-

Ensures that during the required period of seagoing service the candidate

receives systematic practical training and experience in the tasks, duties

and responsibilities of an officer in charge of an engine room watch keeping,

taking into account the guidance given in section B-III/1, of the code.

Is closely supervised and monitored, by a qualified and a certified engineer

officer onboard the ship, in which the approved seagoing service is

performed.

Is adequately recorded in Training Record Book.

Standards of Competence

Regulation III/1 - Officers in charge of an engineering watch on ships with

750kw propulsion power or more

The first paragraph of this regulation requires that everyone who serves as

an officer in charge of an engineering watch in a manned engine-room, or a

designated duty engineer in a periodically unmanned engine-room, on a

seagoing ship powered by main propulsion machinery of 750 kilowatts (kW)

propulsion power or more must hold an “appropriate certificate”.

The second paragraph sets out the requirements a candidate must meet to

acquire a certificate for service in this capacity, including age limit, and

minimum periods of seagoing service. The candidate must also complete

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approved education and training, and meet the standard of competence and

other requirements of section A-Ill/1 of the STCW Code.

Section A-Ill/1 of the STCW Code specifies the minimum standard of

competence-in the form of four-column-tables for each of four functional

areas, at the operational level.

Tables in Section A-III/1 are presented for functions relating to:

n board.

In regulation III/1 these tables relate to the operational level of

responsibility. The management level is addressed in regulations III//2 and

III/3; and the support level is addressed in regulation III/4.

Regulation III/2 - Chief Engineer Officers and Second Engineer officers on-

ships-with 3,000kw propulsion power or more

The first paragraph of this regulation requires that everyone who serves as a

chief engineer officer or second engineer officer on a seagoing ship powered

by main propulsion machinery of 3,000 kilowatts (kW) propulsion power or more

must hold an “appropriate certificate”.

The second paragraph sets out the requirements a candidate must meet to

acquire a certificate for service in this capacity. The candidate must be

qualified as an officer in charge of an engineering watch (i.e. meet the

requirements of regulation III/1); and must meet certain minimum periods of

seagoing service as engineer officer or second engineer officer. The

candidate must also complete approved education and training, and meet the

standard of competence and other requirements of section—A-III/2 of the STCW

Code.

Section A-III/2 of the STCW Code specifies the minimum standard of competence

in the form of four-column tables for each of three functional areas, at the

management level. The tables are formatted in the same way as those in

section A-Ill/1; but the focus is on the management level of responsibility,

and the statements of competence, the areas of knowledge, the methods of

assessment and the criteria for assessment are designed to apply to that

level of professional skill and judgement.

Regulation III/3 - Chief Engineer Officers and Second Engineer officers on

ships with propulsion power of between 750kw and 3000kw

The first paragraph of this regulation requires that everyone who serves as a

chief engineer officer or second engineer officer on a seagoing ship powered

by main propulsion machinery between 750kw and 3000kW propulsion power must

hold an “appropriate certificate”.

The second paragraph sets out the requirements a candidate must meet to

acquire a certificate for service in this capacity. The candidate must be

qualified as an officer in charge of an engineering watch (i.e. meet the

requirements of regulation III/1); and must meet certain minimum periods of

seagoing service as engineer officer or second engineer officer. The

candidate must also complete approved education and training, and meet the

standard of competence and other requirements of section A-III/3 of the STCW

Code.

Section A-III/3 of the STCW Code specifies the minimum standard of competence

by making reference to the tables already given in Section A-III/2. However,

the level of knowledge, while still at the management level, may be lowered

to suit the lower propulsion threshold to be placed as a limitation on the

candidate’s certificate. The level of knowledge may also be varied when the

certificate is limited to service on ships engaged on near-coastal voyage

Paragraph 3 of regulation III/3 provides that someone qualified as a second

engineer officer on ships of 3,000kw propulsion power or more may serve as

chief engineer officer on ships of less than 3,000kw propulsion power, if

they have a-certain minimum period of-seagoing service, and-the certificate

is suitably endorsed.

Regulation III/4 - Ratings forming part of a watch in a manned engine-room or

designated to perform duties in a periodically unmanned engine-room on ships

of 750kw-propulsion power or more

The first paragraph of this regulation requires that every rating forming

part of a manned engine-room watch on a seagoing ship of 750 kilowatts (kW)

propulsion power or more must be “duly certified”. Certification is not

required for ratings who are under training or whose duties are of an

unskilled nature.

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The second paragraph sets out the requirements a candidate must meet,

including minimum age, approved seagoing service and training associated with

engine-room watchkeeping functions. The candidate must also meet the standard

of competence set out in Section A-III/4 of the STCW Code.

Section A-III/4 of the STCW Code specifies the minimum standard of competence

in the form of a four-column table for the marine engineering function area,

at the support level.

Role of Chief engineer towards satisfactory training of engine room personnel

Chief engineer must establish a training program onboard ship. He should:

of doing job and at the same time supervise the

work constantly.

If a trainee is found to be lacking in knowledge in some areas, then the

chief engineer must discuss his weakness with him and must try to give him a

chance to improve upon. If the trainee needs formal training in certain

fields then chief engineer must request for shore based training of the

person concerned.

Evaluating competence for onboard training

The criteria for evaluating competence for onboard training of engine room

personnel is given in column 4, of tables A-III/1, III/3, III/4. Some of the

criteria are:

appropriate.

-assembling is in accordance with

manuals and good working practices.

principles and procedures.

the ships engineering systems.

established rules and procedures to ensure safety of operations and to avoid

environment pollution.

are designed to ensure overall safety of the ship and plant.

MARPOL requirements are fully observed.

procedures are followed as per plan.

appropriate.

identified.

On the basis of these guidelines and evaluation criteria, the competency of

onboard training can be evaluated.

42. WHILE BUNKERING AT A PORT AS A CHIEF ENGINEER DESCRIBE THE PROCEDURE YOU

WOULD EMPLOY FOR ASCERTAINING/ RECEIVING CORRECT GRADE/ QUANTITY OF FUEL OIL

FROM THE SHORE SUPPLY AUTHORITIES. IN CASE OF A DISPUTE OVER FUEL OIL, RECEIVED

ON BOARD, DESCRIBE THE ACTIONS YOU WILL TAKE UNDER THE CIRCUMSTANCES. WHAT ARE

THW APPLICABLE PROVISIONS UNDER MARPOL 73/78, ANNEX VI REGULATIONS?

2012: JULY 2013 NOV 2014 MAR

ANSWER:-

Before bunkering operation chief engineer should plan in the following way:-

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1. He should calculate and check which tanks are to be filled once he

receives confirmation from the shore office about the amount of fuel to be

received.

2. Ensure bunker checklist is complied with before the operation.

3. Pre-bunker meeting between members of bunker team is conducted prior the

operation and the whole process regarding tanks to be filled, sequence of

filling, contingency plan etc. should be discussed about

4. When accepting the bunkers from a barge or terminal, the C/E should always

check the local suppliers documents to make certain that the bunkers supply

confirms in terms of quantity/fuel specification what has actually been

ordered.

5. The flash point, viscosity and other characteristics of fuel supplied

should be checked to ensure that fuel is suitable for the vessel and the

specification of bunker to be supplied is as per ISO 8217.

6. The C/E or his representative should check the bunkers do not contain

unacceptable percentage of water contamination the maximum allowed water

content is 0.05% for gas oil,0.25% for L.O and 1.0% for fuel oil.

7. The chief engineer and barge master should check the security of hose

coupling on the bunker barge and receiver’s vessel and should agree upon

pumping rate.

8. Barge master should show valid hose pressure testing certificate to the

chief engineer.

9. New bunkers should be segregated from the old bunkers on board as far as

possible, if bunkers have to be mixed a compatibility test to be done.

10. The sampling flange should be correctly fitted in place and sample should

be a representative sample of the total delivery and ideally taken from by

drip feed.

11. After bunkering sample bottles to be sealed, dated and signed by both

parties, four samples to be taken – one each for ship, barge, lab analysis

and MARPOL sample.

Ensuring correct/delivery

1. It is the ship staff responsibility to ensure that the actual received

quantity is as per the ordered quantity. C/E or his representative should

check barge sounding before and after pumping, then have to verify that

actual quantity is received after using calibration tank tables with taking

account of temperature variations.

2. Flow meters should be checked before and after bunkering, flow meter

reading can be converted into metric tones by using product’s specific

gravity and adjusting for temperature corrections.

3. At the same time all records of volume, temperature, trim, list no. of

tanks on ship which are full or empty should be recorded and total quantity

on ship should be noted before and after bunkering.

4. Normally up to 1% discrepancy in quantity is tolerated and if exceeds

‘letter of protest’ must be written by master and an independent surveyor to

be called for investigation. The letter of protest should be called by both

the parties.

5. This letter of protest should be delivered to supplier at the time or

immediately after completion of bunker, in the absence of which, any claim or

complaint shall be deemed absolutely waived.

6. The master of bunker barge can also raise a letter of protest if he

disagrees with the alleged shortage. As per standard BIMCO bunker clause,

within 15 days of delivery of such fuel and letter of protest handed over to

supplier as aforesaid, the customer must submit to the company a formal claim

in writing specifying precisely the extent of short delivery.

7. If bunker figure received are satisfactory the bunker delivery note(BDN)

should be checked to ensure that the information is included as per MARPOL

annex VI regulation 18

a) Name and IMO number of receiving ship

b) Port

c) Date and time of commencement of delivery

d) Name address and telephone number of marine fuel oil supplier

e) Product name

f) Sulphur content ISO 8217

g) Quantity in M.T ISO 3675

h) Density at 15 deg centigrade

Bunker quantity disputes can arise due to

1. Measured volume of barge is different from BDN

2. Measured volume for barge is different from ship’s figure

3. Weight of bunkers delivery note calculated with incorrect density

4. High water content

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5. Cappuccino bunker (air foam in bunkers)

Bunker quality disputes

1. C/E should take care to ensure that bunkers supplied matches with

specifications as per ISO 8217

2. To ascertain about the quality of bunker, it is necessary to take the

samples in prescribed manner. The sample should be divided into 4 or 5

subsamples. Out of these one should be sent to laboratory for analysis by the

ship. The supplier has the duty to provide ship with MARPOL sample and the

seal number of this must be recorded in the BDN, along with seal numbers of

other samples.

3. If the ship’s sample report comes and it shows bunker to be of lower

quality or not as per specification, ship staff should tender a complaint

regarding quality.

4. As per BIMCO standard bunker clause this complaint should be tendered

within 30 days of delivery. After receiving the complaint the supplier will

send their sample to laboratory and will match its result with ship’s one.

Otherwise both can choose an independent laboratory for testing the sample.

5. BDN should be maintained for 3 years

6. C/E should record all relevant information that can lead to machinery

damage due to poor quality fuel

7. One set of ship’s sample should be retained on board for further

investigation and litigation.

8. If there is dispute with regard to quantity and quality following should

be done

a) Records of initial tank soundings, oil transfer details final tank

sounding should be maintained

b) Location of tanks where suspected bunkers have been used

c) Ullage sheets and bunker delivery receipts to be preserved.

d) Bunker samples to be preserved

e) ‘Note of protest’ deck and engine logs must be preserved

f) A record of chief engineer and crew members involved in bunkering

operations to be maintained

g) Name of those present at the time when bunkers samples have been taken

h) The crew members involved in correcting any problems with substandard

bunkers

i) Owners must be notified promptly

Applicable provisions under MARPOL annex VI are

Regulation 13 – nitrogen oxides (NOx)

For each diesel engine of 130 KW or more shall be complied with NOx emission

criteria

The NOx limits(as calculated as NO2) as follows

i. 17.0 gm/KW-h when n< 130 rpm

ii. 45.0 X n -0.2 gm/KW-h when n>130 and less than 2000 rpm

iii. 9.8 gm/KW-h when n> or equal to 2000 rpm (n= rated engine speed)

The fuel contains more nitrogen can attribute to exceed such limit when using

fuel composed of blends from hydrocarbons derived from petroleum refining

test procedure and measurement methods shall be in accordance with the NOx

technical code

Regulation 14 – sulphur oxides(SOx)

a) The sulphur content of any fuel used on board ship shall not exceed 3.5 %

m/m

b) In SECA areas, sulphur content of the fuel used does not exceed 1% m/m

Regulation 18 – fuel oil quality

The fuel oil used on board for combustion purposes shall be

i. Free from inorganic compounds

ii. Free from added chemicals substances

a) Which are harmful to personnel

b) Jeopardizes the safety of ships/machinery

c) Contributes to additional air pollution

–BDN to be retained for 3 years

– MARPOL SAMPLE to be retained for one year

– LOCAL SUPPLIER register

43. EXPLAIN THE INFLUENCE OF FOLLOWING EXTERNAL FACTORS IN HIGHER CONSUMPTION

OF FUEL OIL AND HOW AT BEST THEY COULD BE CONTROLLED? (I) SHIPS HULL CONDITION

(II) WEATHER CONDITION (III) MAINTENANCE OF DIFFERENT ELEMENTS IN FUEL OIL

SYSTEM (IV) DAMAGE TO PROPELLER BLADES

2012: JULY DEC 2014 FEB JULY

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ANSWER:-

As there is very close business competition in the market each and every

company keeps a very good eye on their quality of service. This has to be

done at minimum and optimum expenses on the part of the company as the venture

must also be commercially viable for them.

As a part of daily expenses of ship running cost it takes about 40% cost of

overall expenses for bunker and related operations. Hence savings in fuel is as very important part for shipping companies and

also part of machinery genuine malfunction. Few savings in bunker expenses

becomes surprisingly a significant amount in a life time period of the ship.

1) SHIPS HULL CONDITION

a. Resistance as most of us avoid in our daily life is also true for

a ship.

Resistance on a ships movement comprises of frictional resistance

and residual resistance.

b. In general ships frictional resistance is a function of density of

water, hull roughness and length of the ship.

c. Other resistance is residual resistance which is due to wake forming

tendency, caused due to the movement in water and shape of the ship.

d. Thus total resistance equals FRICTIONAL RESISTANCE + RESIDUAL

RESISTANCE. So as far as ship’s hull condition is concerned frictional

resistance plays a very important role. It could be up to 70% of

total resistance in a badly fouled ship.

e. Thus it is very important to keep the hull clean. Hull can be cleaned

by several methods while the ship is afloat but majority of these are

not effective in long term run. Hence regular dry docking is the best

solution.

f. It is found that ship fouling pattern is not very regular. As

shown in

(speed/power) graph, it may be very slow in initial stages or may be

very standardized in the initial years but in over a period of time

it becomes

very ―stiff are very fast.

g. In order to meet the very stick charter party alarm a ship must have

a very good and smooth hull surface

h. Factors responsible for fouling of the hull are as follows:

Use of improper techniques in applying paints, Poor quality of applied

paint, Long port stays/or at rest, Damaged hull surface, Poor

maintenance of hull

protecting system such as ICCP, Poor ship design increasing resistance

in

water.

i. Thus appropriate measures should be taken for the above

mentioned points and a good surface should be prepared prior applying

the approved quality of paint. Speed and power graph also indicates

that the engine may be thermally overloaded with a badly fouled

hull resulting in a

decrease of the operating life of machinery parts causing

frequent breakdown and coating very heavily on shipping companies.

j. Antifouling paints of approved type and a well maintained antifouling

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system plays an important role in ships regular operating period between

dry docks.

resistan

ce

Rr

Rt speed

Rf

Clea

n

Foul

speed power

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2)Weather Condition

1. Ships are designed and constructed to withstand the forces of nature up

to a

certain extent for a certain time. Depending upon the area of trading

weather conditions keep changing and also the condition of the sea.

2. Seasons such as summer, winter or monsoons of extreme nature are very

common in the trade of shipping. If climatic conditions/weather

conditions are favourable it may result in a +ve slip i.e. the ship travels

more than the distance given by the engine and vice versa with a bad

or heavy weather

condition it may result in a –ve slip resulting in a extra fuel consumption

due to higher power demands and overloading of engines.

3. Good judgement and regular updates regarding weather conditions help the

master in closing a route to avoid adverse weather condition. This may

result

in less full consumption in long

run.

4. Engine manufacturer guidelines should be strictly followed in

severe weather conditions. Governor load index, hunting, R.P.M,

scavenging air

limit torque limits must be taken into account to avoid thermal and

mechanical overloading of the engine. Thus these guidelines can be kept

in mind for keeping fuel consumption within limit.

5. Effect of humidity plays a important role and is also important as it

reduces the NOx limit. Humidity effects the density of charge air,

development of power heat release more temperature in a unit and exhaust

temperature.

3)Maintenance Of Different Elements In Fuel Oil System

1) Although the condition of the hull and weather play a significant

role in

regulating fuel consumption, elements which directly control fuel have a

proportional relation to the consumption of fuel.

2) It is meant that if parts or equipments used are in good condition then

lot of fuel can be saved for example fuel injectors, fuel pipes, fuel

pump and VIT

RACK shock absorber if maintained in a good way in regular inspection and

overhaul problems of fuel leakages can be minimized.

3) Similarly pipe joints, V/V glands booster pump section or any

fuel oil leakage in fuel oil system if attended immediately also improve

the safety of the ship.

4) Proper temperature of fuel supplied to the engine should be maintained

for

optimum efficiency.

5) Operation of purifier and performance should be regularly checked

resulting in less over flow of oil.

6) V.I.T. mechanism and fuel control rack and its connection with governor

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must be lubricated periodically to eliminate sluggishness and wear and

tear.

4) Damage to the propeller blades

a. Propeller blades can be damaged/ rough for a number of reasons.

They

invariably become rougher during service as a result of cavitations

damage

Page 80: Jan 2012 to Aug 2014 Ques and Ans Safety

to the metal surface itself, calcium deposits, mechanical damage and marine

fouling, including slime, algae, barnacles, tube worms and other marine

organisms as with the ship’s hull in general.

b. Although the surface area of the propeller is minuscule when compared

to that of the entire hull, the effect of a rough propeller or Damaged

propeller on the vessel’s fuel consumption is comparatively large.

c. On the other hand, the cost of remedying a rough propeller compared to

that

of remedying a rough hull is very slight. Thus remedies for a rough

propeller are not only simple and quick to execute, they also represent a

fast, high return on investment.

d. Propellers can be cleaned or polished in the water or in dry

dock.

e. Economically, the fuel saving from the more frequent cleaning of a

propeller before it has become seriously fouled and rough greatly

outweighs the cost

of the cleaning itself. This propeller cleaning can be combined with a

general hull inspection by divers making it even more economically viable.

f. Physical damage mostly causes vibration. The solution in this case is

to trim the blades equally to remove the damage and achieve proper

balance, and reduce excessive cavitations. But this should be done

carefully as bad trimming can result in even worse problem.

There are 3 types of modification:-

a) Diameter reduction:- Easily and inexpensively performed underwater, this

is the usual method for increasing RPM and balancing the ratio. The blade

tips are cropped and faired.

b) Pitch reduction:- This involves twisting of blades and can only be

accurately

done in a workshop as blades need to be heated to prevent cracking. Although

more expensive this is most effective modification as there is no loss of

blade material. It is ideally suited to blades smaller than 4,000 mm diameter.

c) Trailing edge modification:- This is achieved by either bending the

trailing edges or by cutting them. Both operation can be performed in

water and can achieve an effect on the RPM of approximately 5%.

44. ELABORATE THE INFLUENCES OF A CHARTERER ON OPERATION OF PROPULSION AND

OTHER SHIP-BOARD MACHINERIES DURING A VOYAGE. AFTER TAKING OVER A SHIP AS A

CHIEF ENGINEER YOU HAVE BEEN INFORMED THAT THE SHIP IS ON A TIME CHARTER AND

HAS A HISTORY OF UNFORSEEN AUXILIARY MACHINERY BREAKDOWN AT SEA. STATE THE

DIFFERENT OPTIONS YOU HAVE AND ACTIONS YOU WOULD TAKE AS A CHIEF ENGINEER PRIOR

TO THE COMMENCEMENT OF VOYAGE?

2012: JUL, OCT

45. EXPLAIN IN DETAIL THE SIGNIFICANCE OF PROPELLER CURVES TO A CHIEF ENGINEER.

ENUMERATE THE SAFETY MARGINS IN RELATION TO THE PROPELLER.

2012: AUG 2013: APR JULY AUG OCT NOV 2014: MAR

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ANSWER:

1. Engine builders supply a engine load diagram with their engines to allow

the

operator to establish whether the engine is being operated within limits.

2. Propeller Curve is a curve of propeller characteristics imposed onto a load

diagram. It is curve plotted with the relationship between the propeller power

and the shaft rotational speed.

3. The nominal propeller characteristic curve is plotted from information

gained

from running on the test bed where a load is put on the engine to simulate the

propeller. This is sometime referred to as the heavy running curve which the

engine would follow with a badly fouled hull or in heavy seas.

4. The propeller curve for a fully laden ship represents the engine load with

a

clean hull in calm weather. This is sometimes referred to as light running

curve.

5. In normal operation the engine should be operating between these two

propeller lines. If the ship is in ballast (i.e. light ship), then the operating

point will move to the right of the propeller line.

6. If the engine is in good condition and properly supplied with air and the

effective stoke of fuel pump plunger are properly adjusted the mean effective

pressure developed under service condition according to the specific reading

of the load indicator correspond approximately with the mean effective

established for this particular position on test bed.

7. In the diagram, the propeller characteristic line through the point of MCR

i.e.

the nominal power at nominal engine speed is called the nominal propeller

characteristic. Engines which are to be employed for propulsion of a vessel

with fixed propellers are loaded on test bead according to these propeller

characteristics.

8. However the propeller requirement for a new ship with a smooth and clean

hull should be less and will be located the right of the original propeller

curve

which was established during sea trials.

9. With increase in resistance , changes in wake flow condition, due to marine

growth and ageing of the vessel hull, a rough or mechanically damaged

propeller, unfavourable sea and weather conditions or operating in shallow

waters the propeller will require higher torque to maintain its speed than it

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did at the time of sea trials in such case the operating point will be located

to

the left of the original propeller curve which was established during the sea

trials.

10. Although the cleaning and painting will help to reduce the increased

resistance of the ship’s hull, the new conditions can no longer be attained.

11. The thermal loading of an engine depends chiefly on the mean effective

pressure, the position of the operating point is also important, the farther

left

it is situated from the propeller curve in the diagram, the poorer the air

supply to the engine and more unfavourable the engines operating condition

will become.

12. In order to attain maximum working conditions the operating point of the

engine for continuous should lie in the Range A on the right side of nominal

propeller characteristic.

Range A :-

The portion on the right of the nominal propeller characteristics is the

service

range without continuous operating restrictions related to the selected MCR

point. The portion on the left of the nominal propeller characteristic is the

service range for transient operating conditions and should be avoided for

continuous operations

Range A’ :-

Maximum permissible engine power 40 % MCR from approx. 50% upto 67 %

of the MCR speed.

Range B :-

Service range with operational time limit. This characteristic originates from

the

reference point 95% MCR power and 95 % MCR speed. With longer operating

time in this range, thermal overloading and possible resulting engine damage

may be expected.

Range C :-

Service range with over speed of 104 % to 108% of MCR speed, only

permissible during sea trials to demonstrate the MCR power in presence of

authorised representatives of engine builder.

Range D :-

Recommended layout range for fixed pitch propeller valid for maximum

draught, clean hull under contractual weather and sea conditions.

Range E :-

Overload range permissible only for maximum one hour during sea trials in the

presence of authorised representatives of engine builder.

There are 4 safety margins used

1. Sea Margin ( SM) ( approximately 15 % power )

The increase in power to maintain a given ship’s speed achieved in calm

weather (point ‘A’ ) and under average service condition (point ‘D’), is

defined

as the ‘sea margin’. This margin can vary depending on owner’s and charterer’s

expectations, routes, season and schedules of the ship. The location of the

reference point ‘A’ and the magnitude of the sea margin are determined between

the shipbuilder and the owner.

With the help of effective antifouling paints, dry-docking intervals have been

prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an

average

sea margin of about 15 % of the sea trial power.

2. Light running margin (LR)

It is the compensation for loss in RPM between dry docks for constant power

operation .

The sea trial performance (curve ‘a’) in figure C3 should allow for a 4 to 7

%

light running of the propeller when compared to the nominal propeller

characteristic (the example in figure C3 shows a light running margin of 5 %).

This margin provides a sufficient torque reserve whenever full power must be

attained under unfavourable conditions.

The recommended light running margin originates from past experience. It

varies with specific ship designs, speeds, dry docking intervals, and trade

routes.

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Therefore the ‘light running margin’ required will be 5 to 6 %. This is the

sum

of the following factors:

a) 1.5–2 % influence of wind and weather with an adverse effect on the intake

water flow of the propeller.

b) 1.5–2% increase of ship’s resistance and mean effective wake brought about

by:

of bulbous bow, particularly in the ballast condition.

c) 1% frictional losses due to increase of propeller blade roughness

d) 1% deterioration in engine efficiency such as:

condition and/or timing).

Increase of back pressure due to fouling of the exhaust gas boiler, etc.

3. Engine margin (EM) or operational margin (OM)

Contractual speed is 90 % MCR for most engines. This is the margin allows

the vessel to increase speed above the contractual speed. Most owners

specify the contractual ship’s loaded service speed at 85 to 90 % of the

contract maximum continuous rating. The remaining 10 to 15 % power can

then be utilized to catch up with delays in schedule or for the timing of dry

docking intervals.

4. Shaft Generator Margin (SG) :-

It is given in case a shaft generator is fitted.

46. DESCRIBE A PROCEDURE TO ESTABLISH A TRAINING PROGRAMME APPROPRIATE FOR THE

TRAINING NEED OF A ENGINE ROOM PERSONNEL ON BOARD, WHERE YOU HAVE JOINED AS

CHIEF ENGINEER. ILLUSTRATE THE MEASURES YOU WILL UNDERTAKE IN VIEW OF A SECTION

OF ENGINE ROOM PERSONNEL NOT ADEPT IN ATTAINING THE STANDARD WITHIN A SPECIFIED

TIME PERIOD.

2012: AUG 2013: APR

Ans. STCW-95, Section A-1/6, deals with the training and assessment of

seafarers. It states that training and assessment of seafarers should be

structured in accordance with written programs which include methods / media

of delivery procedures and course materials, as are necessary to achieve the

prescribed standard of competence.

The training program can be structured for an engine room personnel on board,

in following manner:-

Emphasis on safe working practices

a) Importance of safety

b) Ship familiarisation hazards

c) Nature of shipboard hazards

d) Use and importance of PPE

e) Use and demonstration of LSA

f) List & familiarise with hazardous operations. Eg; hot work, enclosed space

entry etc., & awareness regarding company’s(SMS) procedures.

g) Loading and unloading of cargoes

h) Handling of deck machineries, cranes, mooring winch.

i) Portable and fixed fire fighting systems

j) Emergency alarms, muster points & duties.

k) Escape routes

Operation and maintenance of machinery

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a) Starting and stopping of Main Engine

b) Starting and paralleling of generators

c) Operation and maintenance of auxiliary machinery including pumping and

piping systems, auxiliary boiler plant, steering gear, A/C & refrigeration

systems.

d) Manage fuel oil and lub oil operations so as to meet operational

requirements and to prevent marine pollution

e) Manage ballast operations, should meet operational requirements, ensuring

safety and stability of ship

f) Operation of all internal communication system on board

g) Methods of pollution prevention, and containment of pollutants

h) Methods of garbage, oil, sludge, bilge , sewage disposal & relevant

regulations

i) Contents and maintenance of log books, records of spare parts, PMS

Compliance with Emergency procedures

1. Explain the term ‘emergency’ as any situation which is threat to life,

property or environment

2. Types of emergencies

3. Shipboard contingency plan for corresponding emergencies

4. Importance of drills pertaining to combat emergency situations

Communication and human relationship on board

a. Importance of communication, consequence of wrong communication

b. Interpersonal relationship

c. Team building & importance of teamwork

d. Health and hygiene on board

If engine room personnel do not attain the standards within the specified time

period, of carrying out a well structured “training program”, the person may

need special shore based training and the proposal should be forwarded to the

“training department” of the company. The company can then arrange that the

persons get appropriate shore based training and can re-join later

47. AS A C/E YOU HAVE JOINED A VESSEL WHICH IS ABOUT TO UNDERTAKE A SIX MONTH

ROUND VOYAGE. UNDERLINE AND DESCRIBE THE KEY AREAS YOU WILL INSPECT, CHECK,

PREPARE, ESTABLISH AND MAINTAIN TOWARDS PROPER PLANNED MAINTENANCE OF ENGINE

ROOM MACHINERIES AND ASSOCIATED AREAS UNDER ISM CODE.

2012; AUG 2013: APR OCT

ANSWER:-

The ISM code is adopted under Solas Chapter IX with reference the IMO

resolution A.741(18).. Items to be inspected on a vessel scheduled to make a

six month round voyage are:-

1. Confirm that there is a Company Safety & Environment Protection Policy on

board and that all the key personnel are familiar with the Safety Management

System(SMS) .

2. Go through the contents of handing over report of the outgoing chief

engineer.

3. FO,DO,LO and Chemical ROB should be checked , tallied and ensure

sufficient quantity on board for the upcoming voyage.

4. Check the consumables stores ROB and make a list of critical shore items

needed.

5. Check the oil record book entries and ensure that they match with the tank

content.

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6. An estimation of fuel oil, LO, DO chemicals and stores should be made ,

upon discussion with subordinates , voyage plan and futures consumptions a

requisition for required consumables should be raised.

7. Ensure the Safety Management documentation and manuals are up to date and

readily available.

8. Check the status of surveys of the ship and ensure that there are no

surveys overdue.

9. All personnel should be able to give the identity of the DPA(Designated

Person Ashore), who is the sole contact point for any emergency. Ensure

procedures are in place for establishing and maintaining contact with shore

management through the DPA in an emergency.

10. Ensure that you are familiar with any non-conformity which have been

reported to the company and what corrective action is being taken.

11. Check the condition and maintenance status of main and auxiliary

machineries.

12. Check the running hour’s record of all machineries and make sure these

are updated.

13. Check the spare part inventory, ensure it is updated and ensure enough

spare parts are available to carry out routine maintenance/ breakdown

maintenance.

14. Check the critical spares on board, raised requisition if required.

15. Check Operation of Machinery:

l) The dead man alarm working properly.

m) No alarms are bypassed and all are tried out regularly and record of

testing dates entered. There is no fuel oil or lube oil leakage.

n) All the fire alarms are tested regularly and all in good condition.

o) All quick closing valves are in good condition.

p) Emergency and standby sources of electrical power to be tested, that they

are readily available, especially in a blackout condition, stand-by generator

engines automatic start to be tried out.

q) Check that the load sharing system of generators is tested and is

functioning correct.

r) Emergency Generator, Emergency Air Compressor, Emergency Steering

arrangement, Emergency Bilge suction and bilge pumps to be in working

condition with records of all maintenance carried out up-to-date.

s) Try out main engine, start from local control station.

t) Check life-boat / rescue-boat engines are running properly.

u) Check proper functioning of safety cut-outs for main engine / aux engine /

boilers.

v) Confirm ―emergency stops for pumps & blower function properly.

16. Ensure bunkering procedures are posted, understood by all personnel &

spill equipment is readily available. Test the means of communication,

between ship‘s bunkering personnel & shore / barge. SOPEP & ISM procedures to

report and deal with oil spills should be understood by all.

17. Ensure that all the operational requirements of MARPOL as applicable have

been complied with taking into account ;

d. quantity of sludge/oil residues being generated daily

e. the capacity of sludge & bilge water holding tanks

f. capacity of oily water separator, incinerator, etc.

18. Ensure oily water separator, incinerator, sewage treatment plant, primary

and/or secondary NOx treatment systems are functioning properly.

19. Ensure the responsible personnel are familiar with the procedures for

handling sludge and bilge water.

20. Check the inventory of special tools and equipments.

21. Check the PSC inspection record and ensure the vessel is ready for PSC

inspections at times.

22. Ensure all E/R personals are familiar with the PMS and safety and

environmental policies of the company.

23. Confirm that all crew members can activate the fire alarm and know the

locations of switches and are familiar with the documented procedures for

reporting a fire to the bridge and actions to be taken.

24. Confirm that all crew members are able to demonstrate the correct use of

the appropriate fire fighting equipment

25. Ensure the following items are functioning correctly:-

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g. fire doors, including remote operation

h. fire dampers and smoke flaps

i. quick closing valves

j. emergency stops of fans and fuel oil pumps

k. fire detection and fire alarm system

l. main & emergency fire pumps

26. Ensure that all key personnel are able to communicate & understand each

other‘s signals during drills.

27. Take a through round of engine and check general appearance and note any

defect noted.

28. On the basis of incident report, maintenance schedule and observation

area of concern to be noted down. A planning to be carried out for tackling

the issues. Machineries requiring attention and history of breakdown of

particular equipment and machinery to be checked and same rectified.

29. Engine room operations, procedures and system to be assessed and

evaluated from time to time. The need for up gradation and improvement to be

brought to the notice of the company.

30. Reviews, guidelines and advices to be implemented. Feedback for company

orders and requests to be given on time.

31. Check the records of CSM(Continuous Survey of Machinery) & equipment

certificates as well as original makers certificates as per thacceptance

protocol. C/E should make sure that all the certificates under his charge are

in order and valid. If any deficiency is found, it should be reported to the

superintendent.

48. WITH REFERENCE TO RECORD KEEPING ONBOARD, DISCUSS (I) THE NECESSITY OF

PROPER FILING (II) EFFICIENT CONTROL OF FOLLOW UP AND VERIFICATION ACTIVITIES

(III) ACCIDENT INVESTIGATION.

DESCRIBE A SITUATION ONBOARD, WHICH WILL HIGHLIGHT THE IMPORTANCE OF RECORD

KEEPING OF ABOVE THREE CASES.

2012: AUG

ANSWER:-

a. The necessity of proper filing:-

1. Proper filling and upkeep of records, files and data is very important on

board . Proper filing of a document on board means it should go in a proper

files with proper number and order at proper time.

2. Well maintained , located and arranged system for data, manual, files and

records reflects the officers responsibility and sincerity.

3. To some extent the necessity for proper filling has been very well stated

and forced under various rules, conventions and regulations, i.e. Merchant

Shipping Act 1958 (Part VII, Seaman and Apprentice), ISM code as amended by

July 2010 ( part A, Section 11), Marpol and Solas.

4. The files can be stowed according to the date / month and year concerned.

5. Once a file is maintained in proper order it :-

a) Ensures quick retrieval when required for future reference.

b) Avoids confusion and irritation of work and helps in dealing with PSC,

auditors and Surveyors.

c) Proper filing system look impressive and shows a system in organised.

d) Makes it easy to find quick reference for different works like dry

docking, spares , stores, etc.

b. The Effective control of follow up and verification

1. Follow ups means keeping oneself updated regarding the queries,

requirements, etc and to ascertain the progress of the process.

2. It is very important to keep the initial letter number in case of

correspondence in paper.

3. While using electronic means of communication eg. Email, it is always

beneficial to send all the previous communication s in the present contents

which makes follow ups easier on both sides.

4. When you receive any correspondence it is equally important to verify it

by sending a small note that you have received so and so. If follow up for

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queries are kept it makes easy for the replying person and it helps in quick

decision and is time saving.

5. Recording of follow up and verification activities serve as evidence for

closure of a finding in an audit or inspection.

6. Such evidences may be in the form of a record or photographic evidence and

must not only be sent to the party concerned as follow up to their inspection

but also a copy to be maintained on board.

c. Accident / Incident investigation

1. Again , Solas, Marpol 73/78, ISM code and Merchant Shipping Act 1958 has

stressed on Accident circumstances and reasons for accidents to be logged

duly, mandatorily and correctly in various logs, records books and official

log book.

2. Accidents/ incidents recorded in various forms acts as evidence in an

investigation .

3. Reporting and recording accident, impacts, losses, circumstances, and

reasons gives a true picture to the third party other than person/equipment /

pollution extent involved.

4. Various question arising from situations are answered effectively in short

time and helps in better planning and control of situation.

5. Following an accident records can be used as means for reconstructing the

series of incidents that led to the accident and helps in future development

and obstructs reoccurrence.

Consider a case of a connecting rod bolt failure on A/E

1. Records have been maintained on board w.r.t. various maintenance carried

out on A/E such as Decarb, date of last renewal of connecting rod bolts, last

crank case inspection . Decarb report ,calibration report etc.

2. In addiction manufactures recommendation of connecting rod bolt renewal of

connecting bolts at 20000 hrs and service report for tightening bolts by

angle instead of torque wrench have been filed and complied with.

3. Now, in the event of such accident occurring, all maintenance records will

serve as evidence towards the action taken by ships staff and good shipboard

working practices.

The final investigation report to be filed and maintained on board for the

training and as reference to crew.

49. WHAT ARE THE ONGOING DEVELOPMENTS AT THE IMO WITH RESPECT TO THE TECHNICAL

AND OPERATIONAL MEASURES TO BE INVOKED ON BOARD SHIPS FOR COMBATING GREEN HOUSE

GAS EMISSIONS FROM SHIPS?

2012: AUG 2014 JAN JULY

Mandatory measures to reduce emissions of greenhouse gases (GHGs) from

international shipping were adopted by Parties to MARPOL Annex VI represented

in the Marine Environment Protection Committee (MEPC) of the International

Maritime Organization (IMO), when it met for its 62nd session from 11 to 15

July 2011 at IMO Headquarters in London, representing the first ever mandatory

global greenhouse gas reduction regime for an international industry sector.

The amendments to MARPOL Annex VI Regulations for the prevention of

air pollution from ships, add a new chapter 4 to Annex VI on Regulations on

energy efficiency for ships to make mandatory the Energy Efficiency Design

Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan

(SEEMP) for all ships. Other amendments to Annex VI add new definitions and

the requirements for survey and certification, including the format

for the

International Energy Efficiency

Certificate.

EEDI and SEEMP are the two major instruments that form IMO’s

package of technical and operational measures for the reduction of the GHG

emissions for shipping.

TECHNICAL MEASURES:-

The most important technical measure is Energy efficiency design

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index

(EEDI) for new ships and it aims at promoting the use of more energy efficient

(less polluting) equipment and

engine.

EEDI is a number accounting for the amount of CO2 generated per tonne-mile

of cargo carried. The EEDI requires a minimum energy efficiency level per

capacity mile (e.g. tonne mile) for different ship type and size segments.

It is expressed in grams of CO2 per ship's capacity mile. A smaller EEDI

means a more energy efficient ship design.

EEDI = CO2

emission

Transport work

The CO2 emission represents total CO2 emission from combustion of fuel at

design stage, including propulsion and auxiliary engine taking into account

the carbon content of the fuel in question. If some innovative energy

efficient technology or non conventional source of energy is used on board,

the energy saved by these means will be deducted from total CO2 emission,

based on actual efficiency of system.

Transport work is calculated by multiplying the ship's capacity as designed

( dead wt. for cargo ship and gross tonnage for passenger ship) with the

ship's design speed measured at maximum design load condition.

OPERATIONAL MEASURES:-

Ship energy efficiency management plan ( SEEMP) is an operational measure

that establishes a mechanism to assist a shipping company and/or a ship to

improve the energy efficiency of its ship operation in a cost effective

manner. The success can be achieved by 4 steps:-

1) Step 1- Establish a baseline. It is important to examine data,

tools and

processes in order to determine a credible baseline from which goals, plans

and actions all grow.

2) Step 2-- Identify improvement potential. Identify how much you can

save. What initiatives you need to take to realize the improvements.

3) Step 3- Implement and monitor. Put the plan into action and

track performance using variety of established system.

4) Step 4- Evaluate and update. The progress of the different improvement

initiatives should be regularly followed up by responsible person with the

assessment of performance used to modify future goals.

The IMO has set target for the reduction of GHG emission in

different phases. The CO2 reduction level for first phase is set to 10%

and it will be

tightened every 5years.IMO has set reduction rates until the period 2025

to

2030 when a 30% reduction is mandated for most ship types calculated from a

baseline representing the average

50. YOU AS CHIEF ENGINEER ARE ASKED BY YOUR COMPANY TO CARRY OUT INTERNAL AUDIT

OF THE DECK DEPARTMENT UNDER THE ISM CODE. HOW WOULD YOU CARRY OUT THE AUDIT

AND WHICH AREAS WOULD YOU LAY EMPHASIS ON DURING THE AUDIT?

2012: AUG, NOV 2014: JAN JUNE JULY

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Element 12.1 of Ism code says that internal safety audits have to

be carried out on board and ashore at intervals not exceeding 1 year. As

we all know internal audit can be carried by the auditor belonging to the

department other than the department being audited. So, as a chief engineer

I can audit the deck department provided I should have undergone the training

required to be an auditor.

For carrying out internal audit of deck department, first of all opening

meeting with master and other deck officer should be carried out. In the

meeting they should be briefed about the audit, so that Master and chief

officer would be ready with their documents and personnel. Following is

the way how I will carry out the audit:-

A) MASTER:- Audit will be started from Master’s cabin. Master is the overall

in charge of the vessel and implementation of ISM code lies on his shoulders.

He should clearly understand the policies of the company and should be fully

conversant with company’s safety management system. So, following things

should be checked with Master:-

1. He should know company’s responsibilities and authorities as per element

3 of Ism code

2. He should know how and when to contact DPA and the line

of communication

3. He should be well aware of his responsibilities and authority especially

his overriding authority as per element 5.2. Under same element, it

should be verified that master is evaluating the SMS periodically and

sending its deficiencies to the shore based management.

4. Master’s standing order/ night order book is available and should be

sighted.

5. On board training schedule/planner should be

sighted

6. Records of emergency drills should be checked. If possible drills can be

carried out.

7. It should be checked that debriefing is carried out after the

drills.

8. Is change of command well documented or not

9. Does safety and management meetings being carried out or not.

10. Under element 9 of ISM code, near miss/ ACHO reports to be sighted.

11. All critical ship board operation and maintenance books should

have been sighted by master

12. All certificates to be checked for

validity

13. Verification of last audit report and deficiencies

if any

14. Passage planning briefing and debriefing to be

checked.

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B) AT BRIDGE:- Bridge audit to be carried out with second officer. As in

almost all companies second officer is the navigational officer on board

the ship. Following things to be checked on bridge:-

1. Check if navigational officers on watch understand function of

‘emergency stop’ and ‘override’ switches on main engine console on

bridge.

2. Check whether manoeuvring data is posted or not

3. Watch keeping schedule is posted or

not

4. Emergency steering change over procedure posted on bridge. Also

instruction for change over from auto pilot to manual should be posted.

5. Carry out lamp test on main engine and steering

console

6. Check all navigational lights are in working order from

panel

7. Check both forward and aft horns are working

8. First aid kit to be available on the

bridge

9. To check if any zone on fire panel is switched off or isolated and

if duty officer is aware of same.

10.To check whether window wiper is working or not

11.To check all navigational equipments are in working order

12.Check for pyrotechniques

13.Check whether general emergency alarm is working

14.Ventilator plan should be always posted on bridge

15.Emergency batteries should be checked for good order. Protective

equipment should be kept near the batteries.

C) AT DECK:- A complete round of deck should be taken and following items

should be checked:-

1. Company policy to be displayed prominently

2. Name of DPA and DO to be displayed prominently

3. All LSA and FFA items to be in place and in good condition

4. Use of PPEs on deck

5. Guardrails/ chains to be rigged around open hatches and walkway

6. Sounding pipe should be secured shut and marked to indicate compartment

7. Cargo and bunker drip trays to be free of

oil

8. Flame screens on vent heads to be intact and of correct mesh

size

9. Paint and thinners to be kept covered and secured in paint locker and

eye wash available

10. Paint locker to be fitted with a fixed fire fighting arrangement and

should

be marked

11. Garbage to be stored in covered, marked, leak proof, non combustible

bins.

12. Greasing of open gears to be

verified

13. Operation of accommodation vent flaps

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14. Galley vents and drip trays to be oil

free

15. Condition of windlass/ winch brake

lining

16. All deck crane maintenance to be checked. Cut outs to be checked

17. Is the forepeak valve

free

18. Is hospital and provision store alarm tested as per

policy

19. Remote stops for accommodation and engine room blower to try out.

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20. First aid kit available in galley

21. All lubricating points to be clearly marked

D) CHIEF OFFICER:-

1. Check for knowledge and operation of deck hydraulics, steam

system

fundamentals and emergency operation

2. Record of rest hour of crew

3. Operation and testing of gas detector

4. Garbage management record

5. Ballast management and record keeping

6. Inspection of deck PMS system and lubricating schedule

7. Inspection of permit to work file

8. Emergency stops for cargo pumps and tank level alarms to be tested

9. Record of continuity test of hoses and operation of P/V valves

10. Record of ODME and ORB part 2 on tankers

E) JUNIOR OFFICERS AND DECK CREW:-

1. Check medical log, resuscitator, medicine chest

2. Familiarity with cargo and MSDS

3. Maintenance on LSA/FFA

4. Lifeboat kits and SCBA bottles to be inspected

5. Flags to be sighted

6. Any person from crew can be called and could be interviewed regarding

his knowledge about company's basic SMS, DPA's name etc.

A closing meeting to be taken after the audit. Any observation or

nonconformity should be written in the report and to be told to the

persons concerned. A copy

of the audit will be sent to the company’s ISM cell.

51. THE VESSEL OF WHICH YOU ARE CHIEF ENGINEER SUFFERS GROUNDING. WRITE A REPORT

TO BE FORWARDED TO THE SUPERINTENDENT OF THE COMPANY ABOUT THE SURVEYS AND

INSPECTIONS SUBSEQUENTLY CARRIED OUT WHEN THE VESSEL WAS DRY DOCKED IN A FOREIGN

PORT.

2012: AUG 2014 JAN JUNE

52. VENT PIPES HAVE A SPECIAL ROLE TO PLAY WITH RESPECT TO SAFETY OF SHIPS.

PLEASE EXPLAIN IN DETAIL THE FOLLOWING; (A) WHERE THESE ARE FITTED (B) ANY

SPECIAL FITMENT REQUIRED AS PER STATUTES

2012: SEPT

1. Air pipes are to be fitted to all tanks, double bottoms, cofferdams,

tunnels and other compartments which are not fitted with alternative

ventilation arrangements, in order to allow the passage of air or liquid

so as to prevent excessive pressure or vacuum in the tanks or compartments,

in particular in those which are fitted with piping installations. Their

open ends are to be so arranged as to prevent the free entry of sea water

in the compartments.

2. Air pipes are to be so arranged and the upper part of compartments so

designed that air or gas likely to accumulate at any point

in the compartments can freely evacuate.

3. Air pipes are to be fitted opposite the filling pipes and/or at the highest

parts of the compartments, the ship being assumed to be on an even keel.

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4. In general, two air pipes are to be fitted for each compartment, except

in small compartments, where only one air pipe may be accepted. When the

top of the compartment is of irregular form, the position of air pipes

will be

given special consideration by the Society.

5. Air pipes of double bottom compartments, tunnels, deep tanks and other

compartments which can come into contact with the sea or be flooded in the

event of hull damage are to be led to above the bulkhead deck

or the freeboard deck.

6. Air pipes of tanks intended to be pumped up are to be led to the open

above the bulkhead deck or the freeboard deck.

7. Air pipes other than those of fuel oil tanks may be led to enclosed

cargo spaces situated above the freeboard deck, provided that such spaces

are fitted with scuppers discharging overboard, which are capable of

draining all the

water which may enter through the air pipes without giving rise to any

water accumulation.

8. Unless otherwise specified, in passenger ships the open end of air pipes

terminating within a superstructure shall be at least 1 m above the

waterline when the ship heels to an angle of 15°, or the maximum angle of

heel during intermediate stages of flooding, as determined by

direct calculation,

whichever is the greater. Alternatively, air pipes from tanks other

than oil tanks may discharge through the side of the superstructure.

9. The air pipe of the scupper tank is to be led to above freeboard deck. 10.The height of air pipes extending above the freeboard deck or superstructure

deck from the deck to the point where water may have access below is to be

at least:

o 760 mm on the freeboard deck, and

o 450 mm on the superstructure deck.

This height is to be measured from the upper face of the deck, including

sheathing or any other covering, up to the point where water

may penetrate inboard.

Special arrangements for air pipes of flammable oil tanks

1. Air pipes from fuel oil and thermal oil tanks are to discharge to

a safe position on the open deck where no danger will be incurred from

issuing oil or gases.

2. Air pipes of lubricating or hydraulic oil storage tanks not subject to

flooding in the event of hull damage may be led to machinery spaces,

provided that in the case of overflowing the oil cannot come into

contact with electrical

equipment, hot surfaces or other sources of ignition.

3. The location and arrangement of vent pipes for fuel oil service, settling

and lubrication oil tanks are to be such that in the event of a broken vent

pipe there is no risk of ingress of seawater or rainwater.

4. Air pipes of fuel oil service, settling and lubrication oil tanks

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likely to be

damaged by impact forces are to be adequately reinforced.

5. Where seawater or rainwater may enter fuel oil service, settling

and lubrication oil tanks through broken air pipes, arrangements such as

water traps with:

o automatic draining, or

o alarm for water accumulation

are to be provided.

Construction of air pipes

1. Where air pipes to ballast and other tanks extend above the freeboard deck

or superstructure deck, the exposed parts of the pipes are to be of

substantial construction, with a minimum wall thickness of at least:

o 6,0 mm for pipes of 80 mm or smaller external diameter

o 8,5 mm for pipes of 165 mm or greater external diameter,

Intermediate minimum thicknesses may be determined by linear

interpolation.

2. Air pipes with height exceeding 900 mm are to be additionally supported. 3. In each compartment likely to be pumped up, and where no overflow pipe is

provided, the total cross-sectional area of air pipes is not to be less

than 1,25 times the cross-sectional area of the corresponding filling pipes.

4. The internal diameter of air pipes is not to be less than 50 mm, except

for tanks of less than 2 m3.

5. Air pipes from several tanks or spaces may be led into a common main line,

provided that:

o the tanks or spaces are not intended for liquids which are not

compatible and that the arrangement could not effect unacceptable

condition for the ship

o the cross-sectional area of the air pipes main is generally not less

than the aggregate cross-sectional area of the two largest pipes

discharging into the main. However, a reduced value may be considered

for acceptance in

each particular case on the basis of back pressure calculation

submitted for all normal working conditions

o as far as practical, each separate air pipe is fitted to the common

air pipe from the top side

o where no overflow pipes are provided, the cross-sectional area

of a common air pipe from several tanks is not less than 1,25 times

the area of the common filling pipeline for these tanks

o where the tanks or spaces are situated at the shell side, the connections

to the air pipes main are to be above the freeboard deck. Where it is

not practical, different position proposed as far as possible above the

deepest load waterline may be considered for acceptance. For vessels

subject to

damage stability requirements these connections should be above

final water line at any damaged condition.

6. Vents acting also as overflows may be accepted provided

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all the requirements applicable to both vents and overflows are complied

with.

7. Where tanks are fitted with cross flooding connections, the air pipes are

to be of adequate area for these connections.

Fitting of closing appliances

1. Satisfactory appliances which are permanently attached are to be provided

for closing the openings of air pipes in order to prevent the free

entry of water into the spaces concerned, except for pipes of tanks fitted

with cross- flooding connections.

2. Automatic closing appliances are to be fitted in the following cases:

o where air pipes to ballast and other tanks extend above the freeboard

or superstructure decks

o where, with the ship at its summer load waterline, the openings

are immersed at an angle of heel of 40° or, at the angle of down-

flooding if the latter is less than 40°

o where, air pipes terminate in enclosed spaces

o where, air pipes have a height lower than that required.

o and for ships assigned timber freeboard.

3. Automatic closing appliances are to be of a type approved by the

Society.

Requirements for type tests are given in

[20.2.2].

4. For ships subject to specific buoyancy or stability requirements, the

fitting of closing appliances to air pipes will be given special

consideration.

5. Pressure/vacuum valves installed on cargo tanks, can be accepted as

closing appliances.

Cargo tank venting arrangements

1. The cargo tank venting arrangements shall -

a. be so designed and constructed as to ensure that the pressure, above

or below that of the atmosphere, within the tanks does not exceed the

design pressures;

b. include pressure-vacuum valves capable of providing for the flow

of vapour, air or inert gas mixtures caused by thermal variations

within the cargo tank; and

c. be capable of providing for the flow of vapour, air or

inert gas mixtures whilst the tank is being loaded, ballasted or

discharged at the highest rate.

2. Every vent system outlet to atmosphere from a valve required by

paragraph

1.b shall be located as high and at the furthest distance from a source of

ignition as is practicable and in no case shall it be located less than 2

metres above the cargo tank deck or less than 5 metres from air intakes or

openings to enclosed spaces containing a source of ignition or from

machinery and equipment which may constitute an ignition hazard. Anchor

windlass and chain locker openings constitute and ignition hazard.

3. By-pass arrangements for the pressure-vacuum valves required by

paragraph

1.b may be fitted if the valves are located in a vent main or masthead

riser. Indicators showing whether the by-pass is open or shut shall be

provided.

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4. Every vent system outlet to atmosphere provided in accordance

with paragraph 1.c shall -

a. permit the free flow of vapour mixtures, or be so designed that

the discharge velocity of the vapour mixtures is at least 30 metres

per second;

b. be so arranged that the vapour mixture is discharged vertically

upwards;

c. where the system permits the free flow of vapour mixtures, be such

that the outlets to atmosphere are located at least 6 metres above

the cargo tank deck and at least 10 metres measured horizontally,

from the nearest air intake or opening to an enclosed space

containing a source of ignition and from machinery and equipment

which may constitute an ignition hazard; such deck machinery may

include anchor windlass and chain locker openings. Any outlet less

than 4 metres, measured horizontally, from a fore and aft gangway

shall be located at least 6 metres above the gangway;

d. where the system is so designed that the discharge velocity of

the

vapour mixtures is at least 30 metres per second, be such that the

outlets to atmosphere are located at least 2 metres above the

cargo tank deck and at least 10 metres, measured horizontally, from

the nearest air intake or opening to an enclosed space containing a

source of ignition and from machinery and equipment which may

constitute an ignition hazard. Such outlets shall be provided with

high velocity vents designed and constructed in accordance with

Schedule 5; and

e. be so arranged as to prevent the design pressure of any cargo

tank being exceeded. For the purposes of this Schedule the system

shall be designed on the basis of the maximum designed cargo loading

rate of any tank or group of tanks multiplied by a factor of at least

1.25.

f. On ships constructed on or after 1 July 2002, the arrangements

for the venting of vapours displaced from the cargo tanks during

loading and ballasting shall comply with this schedule and shall

consist of either one or more mast risers, or a number of high

velocity vents. The inert gas supply main may be used for such

venting.

5.

a. The venting arrangement of each cargo tank may be independent or

combine with other cargo tanks and may be connected to the inert gas

piping required by the Merchant Shipping (Fire Protection:

Large Ships constructed before 1 July 2002) Rules 2003 or the Merchant

Shipping (Fire Protection: Large Ships constructed on or after 1

July

2002) Rules 2003 .

b. Where the arrangements are combined with other cargo tanks, stop

valves or other effective means of isolating each cargo tank shall

be provided.

c. Stop valves shall be provided with locking arrangements to permit

control of their operation. Any cargo tank isolation arrangement

provided in accordance with this paragraph shall not prevent the flow

of vapour, air or inert gas caused by thermal variations within

the tank. In addition, the following requirements shall apply to

ships constructed on or after 1 July 2002-

d. The locking arrangements for the stop valves shall be under

the control of the responsible ship's officer.

e. There shall be a clear visual indication of the operational status

of the valves or other acceptable means.

f. Where tanks have been isolated, it shall be ensured that

relevant isolating valves are opened before cargo loading or

ballasting or discharging of those tanks is commenced.

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g. Where cargo loading and ballasting or discharging of a cargo tank

or

cargo tank group which is isolated from a common venting system is

intended, that cargo tank or cargo tank group shall be fitted with a

means for over-pressure or under-pressure protection.

6. The vents shall be connected to the top of each cargo tank and be self-

draining to the cargo tanks. Other permanently installed drainage

arrangements may be permitted where it is not possible to provide self-

draining vent lines.

7. Vent outlets for cargo loading, discharging and ballasting shall be

designed on the basis of the maximum designed loading rate multiplied by

a factor of at least 1.25 to take account of gas evolution, in order to

prevent the pressure in any cargo tank from exceeding the design pressure.

8. The master shall be provided with information regarding the maximum

permissible loading rate for each cargo tank and, in the case of combined

venting systems, for each group of cargo tanks.

53. EXPLAIN THE DIFFERENT MACHINERY RELATED EMERGENCY SITUATIONS THAT ARE DEALT

AS DOCUMENTED PROCEDURES UNDER "EMERGENCY PREPAREDNESS" UNDERLINE THE SALIENT

ACTIONS THAT ARE DOCUMENTED IN DEALING WITH: (1) MAIN ENGINE FAILURE (2)

STEERING FAILURE (3) ELECTRICAL FAILURE (4) COMMUNICATION FAILURE BETWEEN ENGINE

ROOM AND BRIDGE

2012: SEPT 2014 JAN JUNE JULY

The international management code for the safe operation of ships and for

pollution prevention ( ISM Code ) gives the guide lines for “ emergency

preparedness ” under Element 8. According to this

a) The company should establish procedures to identify, describe and respond

to potential emergency shipboard situations.

b) The Company shall establish programmes for drills and exercises to prepare

for emergency actions.

c) The safety management system should provide for measures ensuring that

the Company's organization can respond at any time to hazards, accidents

and emergency situations involving its vessels.

The different machinery related emergency situations under

emergency

preparedness are

1. Main engine Failure :-

This is a very dangerous situation as it results in immobilisation of

the vessel. It is further dangerous if the vessel is under manoeuvring or

in restricted area or facing a rough weather. Personal especially E/R staff

has to be very alert and reactive to this situation. Communication between

Wheel house and E/R is of utmost importance. Depending upon the situation

the

damage to the machinery should be avoided but giving safety of the ship

the most importance.

It can be divided into various categories which forms emergencies such

as

Scavange fire, Uptake fire, crankcase explosion, etc

2. Steering Failure

:-

This is a situation which endangers the manoeuvrability of the vessel,

which can be dangerous situation during manoeuvring, river passage,

shallow

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water passage, restricted and heavy traffic zones and bad weathers.

This situation is best tackled by proper emergency preparedness and response

through proper training and drills. Again communication with bridge is very

important.

3. Electrical /Power Failure :-

This is the most dangerous situation if the standby auxiliaries do not

supply power fast. This situation not only causes immobilization of the

vessel and lost manoeuvrability but also safety concerns to people on board

which may

lead to injury.

4. Automation Failure :-

The emergency can be of many types from failure of parameters monitoring

and control to the M/E control and failure from bridge and / or ECR and

the failure of auto pilot and remote steering . The procedures

can be documented depending upon the situations and people trained

through

training

drills.

Salient Actions in Dealing with

A ) Main engine Failure :-

1. Inform bridge and take controls to ECR.

2. Raise engineers alarm and inform C/E

3. Start Aux engine which is in standby.

4. Record time of failure / Maintain timings of events.

5. Assess the situation and if the repair / restarts need considerable

time then prepare for anchorage if depth permits.

6. Ascertain cause of failure.

7. Ascertain if Shore assistance is required.

8. Ascertain time required to repair start repair and inform

bridge of the progress and expected time of completion.

9. Inform company’s technical department.

10. After rectifying the fault ,start M/E and try out in ahead and astern

direction

11.Make a report of the failure and damage.

B ) Steering Failure :-

1. Engage alternate or emergency steering system.

2. Advise Engine Room.

3. Call Master.

4. Check vessels in vicinity.

5. Check navigational hazards in vicinity.

6. Use Engines as required.

7. Make appropriate sound signals as required.

8. Exhibit shapes / lights as required.

9. Use VHF Channel 16 / 70 (DSC) as required.

10.Consider anchoring if necessary and suitable depth is available.

11.Fix position of vessel.

12.Record time of failure.

13.Ascertain cause of failure.

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14.Ascertain time required to repair.

15.Ascertain if shore assistance is required.

16.Make entry of all facts in log book.

17.Forward initial report to all concerned.

C ) Electrical Failure

1. In the event of loss of main power, there would be an immediate shut down

of main propulsion, which would lead to dangerous situation, if they

were

to be manoeuvring in narrow congested water or near coast line.

2. Although the emergency generator would start and come on load it is not

possible to restart the main engine till the main alternators are restarted

and taken on load.

3. Communicate with bridge and if vessel is under manoeuvring in high

traffic

zone then exhibit the "NUC" signal.

4. Raise engineers call alarm. All engineers to proceed to E/R.

5. If stand by generator has not started, start same and take on load.

6. Confirm sequential start of all essential M/C or start same.

7. Change over M/E control to ECR & reset trips.

8. Restart the plant and confirming all in order, restart M/E after

confirming from bridge.

9. Make report of failure and log in E/R log book.

10.Check continuously for the running generators parameters.

D) AUTOMATION FAILURE :

a. Inform C/E and if failure relating to M/E automation then

inform bridge.

b. Man the E/R if UMS ship.

c. If M/E automation failure from bridge, change over control to

ECR.

d. If total automation failure of M/E change over to emergency

man. e. If automation failure is to parameters monitoring and

control, man

the E/R till fault is rectified.

f. Carryout necessary repairs in case of M/E automation failure

and then only change over controls to bridge. M/E must be tried

out in

Ahead & Astern from ECR & bridge.

54. LIST THE OBJECTIVES OF THE ISM CODE? HOW INTERNAL AUDITS HELP IN EXTERNAL

AUDITS OF VESSELS/ YOU HAVE BEEN ASKED TO CARRY OUT THE INTERNAL AUDIT OF THE

DECK DEPARTMENT ON BOARD YOUR VESSEL, EXPLAIN HOW WILL YOU PROCEED IN CARRYING

OUT AN EFFECTIVE INTERNAL AUDIT

2012: SEPT, NOV

“International Safety Management (ISM) Code” means the International

Management Code for the Safe Operation of Vessels and for Pollution

Prevention.

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The Code establishes a safety management objective and requires a safety

management system to be established by the company, which is defined as the

ship’s owner or any person such as the manager or bareboat charterer who has

assumed the responsibility for operating the ship.

The Objectives of ISM code are

a) To ensure safety at sea, prevention of human injury or loss of life, and

avoidance of damage to the environment, in particular to the marine

environment and to the property.

b) Provide for safe practices in vessel operation and a safe working

environment.

c) Establish safeguards against all identified risks.

d) Continuously improve safety management skills of personnel ashore and

aboard vessels, including preparing for the emergencies related both to

safety and environmental protection.

The internal Audit helps in external audit in following ways:-

1. It is carried out to ensure / verify that the various elements of the

safety management system of the organisation are effective and suitable in

achieving the stated management objectives.

2. Internal audits are conducted for self evaluation of the SMS system on

board.

3. It helps in rectifying the faults before hand and helps company in Self

healing process.

4. Any deficiency found can be corrected as per procedure laid down in

company’s SMS.

5. If any deficiency found, concerned responsible person is informed.

6. It helps in confirmation of preventive /corrective actions to previous

unattended or unaddressed deficiencies.

7. By this all documents, displays, procedures, emergency equipments etc.,

are checked for proper order.

The Purpose of the audit is not to find faults or blame personal onboard but

to make sure safety management system is implemented effectively on board in

compliance with various rules and regulations.

While carrying out an internal audit a Auditor should check :-

1. Plans / procedures are being followed.

2. Laws and regulations are being followed.

3. Records / Documentations are being maintained to provide adequate and

accurate information.

4. Deficiencies are identified and corrective action taken.

5. Personnel are familiar with the use of SMS.

Prior the audit will collect following information

1. Previous ISM audit report findings and non conformity list, which has been

closed by implementation of corrective action given by the company.

2. Reports of incident and accidents on board, since last survey.

3. Ship specific SMC requirement and Company DOC requirements.

4. Type of the vessel, age of the vessel and flag state history.

5. Crew list with senior officer’s confidential Report history.

After carry out homework, a guidelines or checklist to be followed to carry

out the Audit.

1. Will take a general round of the Deck and assess the general condition of

the vessel.

2. Will conduct a opening meeting of audit with the top management.

3. A General Audit to be started by checking the Documents and Certificates

with the Master.

4. Will Check the SMS Manual and Checklists .

5. Check with the Master that the company policies, SMS system, Masters

responsibility etc is well understood.

6. Will Check the Documents such as Official Log Book , cargo log book, ship

management System, Manning certificate, Bridge equipments and procedures,

Cargo ballast Equipments and procedures, Mooring equipments and procedures,

7. Will check the procedures, records for Shipboard operations life saving

appliances and fire fighting equipment.

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8. Emergency preparedness issues are checked by verifying the records and

checklists of drill and training. Drill is be carried out with emergency

situations and same observed. Observation to be shared with ships staff

during closing of drill.

9. Will check if the companies objectives with respect to Element 9 -Reports

, Review , Analysis and corrective actions , Element 10- Maintenance and

critical equipment, spare part and test procedures, Element 11- Documentation

are beings implemented or not.

10. After carrying out all checks will carry out a general round on Deck and

Pump room, Emergency head quarter, paint locker etc. and check if all

locations are clearly identified and test procedures displayed.

11. Will carry out personal interview with ships staff to check if the crew

on board are aware with the safe shipboard working procedures, the crew has

awareness of ISM , company policies, safeties on board etc.

12. After the Audit a meeting is conducted with the staff and various issues

observed are discussed with corrective actions required.

55. THE VESSEL WHERE YOU ARE POSTED AS CHIEF ENGINEER IS UNDERGOING DRY-DOCKING

AND A SERIOUS FIRE OCCURS ON THE DECK BECAUSE OF WELDING WORK. ILLUSTRATE

THE DOCUMENTED PROCEDURES TO DEAL WITH SUCH EMERGENCY AND ITS ADVANTAGE

OVER NON-DOCUMENTED ACTIONS? EXPLAIN THE DIFFERENT SHIP RELATED

CONTINGENCIES AGAINST WHICH DOCUMENT PROCEDURES ARE MAINTAINED UNDER

EMERGENCY PREPAREDNESS OF ISM CODES. IN CASE OF A MAJOR POLLUTION OF OIL

FROM A SHIP HOW BEST THE CONTINGENCY PLANS IN EMERGENCY PREPAREDNESS HELP

OVER OTHER ACTIONS.

2012: SEPT 2013: JAN SEPT OCT NOV

According to the ISM code the company should make documented procedures to

identify describe and respond to potential emergency shipboard situations.

The company should establish programmes for drills and exercises to prepare

for emergency actions. The safety Management System (SMS) should provide for

measures ensuring that the company’s organization can respond at any time to

hazards accidents and emergency situations involving its ships.

Due to the nature of dry dock repair activities (that means it involves

numerable jobs of vastly varied and diverse nature) it is challenging task to

device a fire fighting plan that will satisfactorily operate under all

conditions. Thus, necessarily in such a situation a suitable fire fighting

plan should be open to frequent changes and thus should be highly flexible in

nature. Due consideration to be given to following peculiar situational

hurdles.

As the fire fighting is to carried out on the deck of a ship in dry dock

there are several hurdles to fire fighting:

Major jobs are being carried out, thus most primary muster stations may not

be suitable for muster log. Also, some repairs may be in progress on the

vessels general emergency alarm system and thus alarm may not be available

there is a possibility that some ships crew have availed of shore leave.

Also, several shore gangs are working at different locations ships fire

fighting appliances may have gone ashore for pr. Testing/recharging. Hence

above points to be taken into account whilst devising a suitable plan. It is

also stated in SMS manuals documentation that the master make it clear to the

ship repairer that its his responsibility for taking suitable precautions

against fire, testing and certification of spaces prior to any hot work.

There has to be in place a clear written agreement to the effect and an

acknowledgement of the acceptance of their responsibility to be provided to

the ship owner/master.

To ensure proper safety against fire and fire fighting to be effective the

vessel management must also familiarize/acquaint with the Dock employers fire

safety plan, equipment and abilities which must include the following

information.

Identification of significant fire hazards

Procedures for recognizing and reporting unsafe conditions (fire patrols,

designated and non-designated areas for hot work checklist etc).

Alarm procedures

Procedures for notifying employees of a fire emergency

Procedure for notifying fire response department of a fire emergency

Procedure for evacuation

Procedure to account for employees after evacuation

Fire response policy-Information

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Whether (i) Initial fire response

(ii) Outside fire response

(iii) A combination of both above required during a particular type of fire.

Rescue and Emergency response.

And also following points o be considered while developing a contingency plan

to fight fire on board.

Suitable muster station for all teams to be declared made aware at the

beginning of day along with planning and allocation of other jobs.

Status of general emergency alarm to be checked and declared/made aware/

familiarize to ship staff and shore employees

Equipment for communication with dock (telephone) to be conspicuously marked

and numbers for emergency services and fire department to be highlighted.

Officers at management level to be familiar with dock evacuation procedure,

shore fighting abilities, fire fighting plan equipment and dock emergency

alarm

Logs of attendance 1 each for vessel and yard employees to be maintained

specifying names of employees with jobs, location and in out times to avoid

chaos during head count.

Considering the above underlying concepts a suitable fire fighting plan would

be as follows:

Personnel witnessing the fire to shout fire, fire and raise general alarm and

inform and relay to command team of nature and location of fire and whatever

information available.

If possible also inform/alert clock fire department personnel muster at

suitable muster station command team/Technical team to inform Dock fire

department. (if not already informed) Take head count, check logs

(Attendance) stop all work.

In case of fire on Deck Emergency team I (headed by C/officer) to lead fire

fighting and in case of E/R fire Emergency Team II to lead fire fighting

Emergency Team II to lead fire fighting while other emergency team will back

up.

Emergency Team I to lead fire fighting to check fire line pressure, contain

extinguish fire.

To evacuate casualties if any

To liase with Dock fire fighting department if already present and to assist

them in fire fighting with logistics and shipboard plans etc. asses damage

and possibility of secondary fire.

Back up team: To provide boundary cooling where required.

Provide equipment back up

Restrict flame by removing flammable item.

Evacuate casualties and shore personnel

Support team: To evacuate personnel and to provide first aid to injured.

Assist as directed

Technical team: To cut of necessary electrical supplies to cut of shore

pneumatic lines. Stop vents oils valves drain oil lines etc.

The advantages of documented procedures over the non-documented procedures

for fire fighting

The plans are ship specific and devised by experts hence they are readily

executable and effective

All personnel are accounted and resources can be mobilized in a very short

time.

Absence of key person may not affect fire fighting as jobs/duties and deputy

leader are assigned and well defined.

New joining crew can easily familiarize with procedure.

Documentation and availability of shipboard plans enable shore expertise to

access situation and give proper assistance.

avoids duplication of effort, confusion/chaos

simplified instructions/complexity reduction

Documented procedure have been devised with an aim to quickly regains control

and restore

Considerable damage to property loss of life and injury can be avoided.

Proper reporting and documentation helps in insurance claims.

Documentation enables to analyse effectiveness of procedures employed and

thus enable improvisation

Human error due to poor decision making is minimized.

Responsible persons with help of well documented procedures and clear

definition of duties and regular exercise drills can quickly arrive at

correct decision under stressful and life threatening environment.

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Contingencies against which documented procedures are required to be

maintained as per ISM Code are:

Structural failure

Main Engine failure

Steering failure

Electrical power failure

Collision

Grounding / Stranding

Shifting of cargo

Cargo spillage and contamination

Fire

Cargo Jettisoning

Flooding

Machinery Room Casualty

Abandon Ship Drill

Man over board/Search and Rescue

Permit to work systems

Serious injury

Helicopter operation

Terrorism and piracy

Heavy Weather Damage

Sopep

MARPOL Annex I requires oil tankers of ISO gross tones and above every other

ship other than oil tanker of 400 GRT and above must have a Sopep Plan

(Shipboard oil pollution and emergency plan)

SOPEP plan is a well documented plan devised by experts and is exhaustive and

ship specific in nature such that there is no chance of oversight

It is complete with all information so that master will feel no need o refer

to any other document for reference. It is structures logically that will

reduce decision making time and error

It is so designed that master of vessel can interact with company in real

time and shore experts can assess the situation of the vessel and offer

advice, assistance as to action to take, stress calculation and other help.

The plan also has list of all contact no’s of third parties that are helpful

in the emergency and are need to be contacted

The plan has appended to it V/L tank and pipeline plans capacity chart of

tanks general arrangement of hull and decks for ready reference.

The plan employees flow charts and checklists that guide master through

various actions and decisions.

Following a contingency plan saves lots of time and panic situation and help

to control the situation at an early stage.

Everybody knows what he has to do in this emergency and acts promptly and

effectively and no time is wasted.

All personnel on board well aware with this plan and regularly exercise drills

for their optimum performance in case of major/minor oil pollution.

56. COMPRESSED AIR STARTING SYSTEMS FOR OCEAN GOING SHIPS HAVE SPECIFIC

REQUIREMENTS WITH PARTICULAR IMPORTANCE BEING ASSIGNED TO REQUIREMENTS FOR AIR

COMPRESSORS. PLEASE ENUMERATE THESE REQUIREMENTS WITH REASONS AS RELEVANT

2012: SEPT

1. In every ship means shall be provided to prevent overpressure in any part

of compressed air systems and wherever water jackets or casings of air

compressors and coolers might be subjected to dangerous overpressure due to

leakage into them from air pressure parts. Suitable pressure relief

arrangements shall be provided for all systems.

2. The main starting air arrangements for main propulsion internal combustion

engines shall be adequately protected against the effects of backfiring and

internal explosion in the starting air pipes.

3. All discharge pipes from starting air compressors shall lead directly to

the starting air receivers, and all starting pipes from the air receivers to

main or auxiliary engines shall be entirely separate from the compressor

discharge pipe system.

4. Provision shall be made to reduce to a minimum the entry of oil into the

air pressure systems and to drain these systems.

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5. Air intakes for the compressors shall be so located as to minimise the

intake of oil or water contaminated air.

6. Pipes from air compressors with automatic start shall be fitted with a

separator or similar device to prevent condensate from draining into the

compressors.

7. Starting systems for internal combustion engines shall have capacity for a

number of starts specified without reloading of air receivers.

The capacity shall be divided between at least two air receivers of

approximately same size.

8. If a starting system serves two or more of the above specified purposes,

the capacity of the system shall be the sum of the capacity requirements.

9. For multi-engine propulsion plants the capacity of the starting air

receivers shall be sufficient for 3 starts per engine. However, the total

capacity shall not be less than 12 starts and need not exceed 18 starts.

10. Two or more compressors shall be installed with a total capacity

sufficient for charging the air receivers from atmospheric to full pressure

in the course of one (1) hour.

11. The capacity shall be approximately equally shared between the

compressors. At least one of the compressors shall be independently driven.

12. If the emergency generator is arranged for pneumatic starting, the air

supply shall be from a separate air receiver.

13. The emergency starting air receiver shall not be connected to other

pneumatic systems, except for the starting system in the engine room. If such

a connection is arranged, then the pipeline shall be provided with a screw-

down non-return valve in the emergency generator room.

For Survey requirements

1. All air receivers and other pressure vessels for essential services

together with their mountings and safety devices are to be cleaned internally

and examined internally and externally. If an internal examination of an air

receiver is not practicable it is to be tested hydraulically to 1.3 times the

working pressure.

2. Air compressors are to be opened up and coolers tested as considered

necessary by the Surveyor. Selected pipes in the starting air systems are to

be removed for internal examination and hammer tested. If an appreciable

amount of lubricating oil is found in the pipes the starting air system is to

be thoroughly cleaned by steaming or other suitable means. Some of the pipes

selected are to be those adjacent to the starting air valves at the cylinders

and to the discharges from the air compressors.

57.DETAIL THE INSPECTION THAT YOU AS THE NEW CHIEF ENGINEER OF A PASSENGER SHIP

WOULD MAKE ON JOINING THE SHIP WITH REGARD TO (1) DOCUMENTATION (2) DAMAGE

CONTROL (3) FIRE FIGHTING (4) CRITICAL MACHINERY

2012: SEPT, NOV 2013: NOV

As a New Chief Engineer on joining I will check w.r.t. to stability following

1) Stability:- I will check if chief officer has the book called Trim and

Stability which give details of GM, GZ area under GZ curve and other

parameter’s for different conditions.

I will check whether the basic intact stability criterion for passenger ship

is being complied with .

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I will double check that this important book is approved and endorsed by

Director General of Shipping or DGS surveyor.

a) Damage Stability for:- Damage Stability Passenger ship has to comply with

Solas Chapter II – 1 for adequate stability in damaged condition from this I

will know the nimbersand location of the transverse bulkhead’s which divide

the hull.

b) Damage Control:- A passenger ship must have a damage control plan and

damage control booklet.

These documents will contain boundaries of water tight compartment’s location

of water tight doors, pumping out arrangement’s cross flooding arrangement’s

etc.

I will check that all the water tight door’s in water tight bulkhead’s are in

good working order & check the controlling and indicating panel’s which will

be found in central control station.

In addition, I will also test the bilge alarm in EIR check that the Emergency

bilge suction is looking good order.

Also I will confirm that the bilge pump (Emergency bilge PIP) require on

passenger ship are in good working order.

I will also ensure that damage control equipment for structure welding

equipment Nut’s, bolt’s studs, canvas are available for stopping any leaks

and carrying any damage repair.

c) Fire Fighting:-

(a) Fire plan – I will study the fire plan, check the maintenance Register’s

for which 3rd officer / 2nd Engineer may be responsible officer and no urgent

fire fighting stores are outstand ting.

I will personally inspect the CO2 room, the farm system fitted and inspect

all the outlet’s to confirm that everything is in order.

As per Solas Chapter II – 2 FSS – fire safety system & FTP – Fire Test

Procedure are mandatory w.e.f. 1.7. 2002.

I will ensure that Training Manual and Training booklet for fire are

available in officer & crew mess room and that all person’s are well aware

the content’s of these Manual.

d) Critical Machinery:- As per safety management system required by ISM Code

element ‘10’ maintenance, E/R should have a list of critical item’s of

machinery and procedures for inspecting and maintaining such machineries such

as.

1) Steering gear

2) Emergency comp

3) Emerges

4) Emerge Fire P/P

5) Breathing air comp

6) Anchor handling equipment

7) Cargo gear

8) Main & Aux machinery

9) All ISA / FFA items

10) SOPEP

11) Water fight door’s

12) Anti pollution comp.

13) Bilge / ballast pumping & separator system

14) Navigational equipment’s

15) Fire gas and heat detection system

16) I.G. System.

17) Communication equipment

Critical spare list

1) At least one liner (spare)

2) At least one spare (cylinder head complete)

3) At least one lubricator

4) Some mechanical seals

5) Some fuel pump plunger’s

6) Bilge alarm’s

7) Calibration equipments for thermometer’s and Pr – gauges.

Maintenance routing as per Solas Chapter – III for fie fighting equipments and

critical machinery is carried out.

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58.WRITE SHORT NOTES ON: A) TIER 2 AND 3 EMMISION REGULATION ON MAIN

ENGINE.

B) HOMOGENIZER FOR WATER EMULSION

C) SCR FOR NOX EMISSION REDUCTION.

2012: OCT 2013: FEB JUNE OCT DEC

Tier 2 and 3 emission regulation on main engine.

1. MARPOL Annex VI sets limits on NOx and SOx emissions from ship exhausts,

and prohibits deliberate emissions of ozone depleting substances.

2. The IMO emission standards are commonly referred to as Tier I...III

standards. The Tier I standards were defined in the 1997 version of Annex VI,

while the Tier II/III standards were introduced by Annex VI amendments

adopted in 2008, as follows:

2008 Amendments (Tier II/III)—Annex VI amendments adopted in October 2008

introduced

(a) new fuel quality requirements beginning from July 2010,

(b) Tier II and III NOx emission standards for new engines, and

(c) Tier I NOx requirements for existing pre-2000 engines.

3. The revised Annex VI enters int o force on 1 July 2010. By October 2008,

Annex VI was ratified by 53 countries (including the Unites States),

representing 81.88% of tonnage.

4. NOx emission limits are set for diesel engines depending on the engine

maximum operating speed (n, rpm), as shown in Table 1 and presented

graphically in Figure 1. Tier I and Tier II limits are global, while the Tier

III standards apply only in NOx Emission Control Areas.

Table 1. MARPOL Annex VI NOx Emission Limits

Tier NOx Limit, g/kWh

n < 130 130 ≤ n < 2000 n ≥

2000

Tier I 2000 17.0 45 · n-0.2 9.8

Tier II 2011 14.4 44 · n-0.23 7.7

Tier III 2016† 3.4 9 · n-0.2 1,96

† In NOx Emission Control Areas (Tier II standards apply outside

ECAs).

5. Tier II standards are expected to be met by combustion

process optimization. The parameters examined by engine

manufacturers include fuel injection timing, pressure, and rate

(rate shaping), fuel nozzle flow area, exhaust valve timing, and

cylinder compression volume.

6. Tier III standards are expected to require dedicated NOx

emission control technologies such as various forms of water

induction into the combustion process (with fuel, scavenging

air, or in-cylinder), exhaust gas recirculation, or selective

catalytic reduction.

7. Pre-2000 Engines. Under the 2008 Annex VI amendments, Tier I

standards become applicable to existing engines installed on

ships built between 1st January 1990 to 31st December 1999, with

a displacement ≥ 90 liters per cylinder and rated output ≥ 5000

kW, subject to availability of approved engine upgrade kit.

Homogenizer for water emulsion.

1. In order to have the optimal spray into the combustion

chamber, it is recommended that the water droplets in the fuel

oil after emulsification are as small as possible. Both

ultrasonic and mechanical types of homogeniser can be used to

obtain the same level of NOx reduction per water unit added

without penalising the total engine performance. However, if the

engine is to be operated on diesel oil, it may be necessary to

add additives to stabilise the emulsion.

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2. When this emulsified fuel is injected into the combustion

chamber, NOx reduction is achieved due to the following reasons:

a. The injection time of the emulsified fuel is greater than

with fuel for the same load on the engine. Due to this the flame

temperatures are lower and thus lower NOx formation.

b. The water that is present within the plume of the injected

spray creates secondary micro explosions thereby atomizing the

injected fuel thoroughly. This relates to a better and a more

complete combustion of the fuel and in turn reduces the peak

flame temperatures.

3. Attainable values for NOx reduction is approximately 1

percent reduction of for every percent of water added to the

fuel. Some installations have successfully tested up to 50%

water without any signific ant operational difficulties. In

general 25-30% of water is sustainable throughout the load range

of the engine and returns a 25-30% reduction in NOx emissions.

4. Various types of homogenizers have been employed for fuel

emulsification.

a. Mill pump homogenizer comprising of a grinding wheel impeller

that physically grinds the fuel as it passes through the unit.

b. Ultrasonic homogenizer employing high power ultrasonic transducers to

homogenize the fuel passing through the unit.

c. High pressure homogenizer comprising of a piston pump to

raise the pressure of the fluid to about 100 bar and releasing

it through a homogenizing valve that physically pulverizes the

fluid passing through.

5. The added benefit of a homogenizer for residual fuels is that

in the process of homogenization, the asphaltenes in the fuel,

which can vary widely in size and can be as large as 70-100

microns in size is broken down to about 3-5 microns. This

relates to better combustion and thus less deposits in the

combustion chamber.

6. Aside from the NOx reduction benefits derived from a

homogenized fuel emulsion, there is marked decrease in

particulate matter emissions largely due to the fact that the

combustion process is more complete.

SCR for Nox emission reduction.

1. An SCR (Selective Catalytic Reduction) unit is an effective

means of conditioning the exhaust gas after the combustion

process for reducing NOx already formed in the combustion

process.

2. SCR is the method for NOx reduction on diesel engines today

that can give the largest reductions.

3. The process essentially involves injecting ammonia in the

exhaust stream and in the presence of a catalyst the NOx reacts

with the ammonia and forms water vapour and nitrogen. Due to the

hazardous properties of ammonia, urea solution is generally used

to provide the required ammonia.

4. With the SCR technique, the exhaust gas is mixed with ammonia

NH3 or urea (as NH3 carrier) before passing through a layer of a

special catalyst at a temperature between 300 and 400°C, whereby

NOx is reduced to N2 and H2O.

5. The reactions are, in principle, the following

4NO + 4NH3 + O2 → 4N2 + 6H2O

6NO2 + 8NH3 → 7N2 + 12H2O

6. NOx reduction by means of SCR can only be carried out in this

specific tem-perature window:

If the temperature is too high, NH3 will burn rather than react

with the NO/NO2.

If the temperature is too low, the reaction rate will also be

too low, and con-densation of ammonium sulphates will destroy

the catalyst.

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7. When engine exhaust gas is released from the exhaust gas

receiver, urea or ammonia is supplied to the pipeline via

double-wall piping into a mixer. The engine exhaust gas is mixed

with the agent and led into the turbocharger in the turbine

side.

8. To compensate for the pressure loss across the SCR system,

high-efficiency turbochargers and high performing auxiliary

blowers are mandatory. Due to the ammonia/urea heat release in

the SCR process, the exhaust gas temperature from the

turbocharger is slightly higher than the exhaust gas temperature

in engines without SCR.

The overall SCR system layout is shown schematically in Figure

6. It consists of the following main components: A reducing

agent storage tank, a reducing agent feeding and dosing unit,

the reducing agent injection

and mixing element, a reactor with catalyst elements, a soot

blowing system for keeping the catalyst elements clean and the

control

system. A pump unit transfers urea from the storage tank to the

dosing unit, which regulates the flow of urea to the injection

system based on the operation of the engine. The dosing unit

also controls the compressed air flow to the injector. The urea

injector sprays reducing agent into the exhaust gas duct. After

the injection of reducing agent, the exhaust gas flows through

the mixing duct to the reactor, where the catalytic reduction

takes place.

59. DIFFERENTIATE BETWEEN OFFICIAL LOG BOOK, DECK AND ENGINE ROOM LOG BOOK.

HIGHLIGHT THEIR SALIENT FEATURES AND DIFFERENCES. ALSO ENLIST THE NUMBER OF

DOCUMENTS WHICH ARE HANDED OVER BY RELIEVED C/E DURING SIGNING OFF FROM A

VESSEL.

2012: OCT 2013: JUNE

Official log book

1. An official log shall be kept in the prescribed form in every Indian

ship

except a home-trade ship of less than two hundred tons gross.

2. The official log may, at the discretion of the master or owner, be

kept

distinct from or united with the ordinary ship’s log so that in all

cases the

spaces in the official log book be duly filled up.

3. Must be kept on every ship unless exempted it is available with

engagement and discharge documents from concerned flag state officer.

4. Must be completed in accordance with M.S. act (official log

book)

regulation 1981 as amended

5. Must be kept in one book covering all seamen onboard and remains in

force from time of opening crew agreement until closure of crew

agreement.

6. It must be delivered on closure to flag state

concerned.

7. It must be produced by master if demanded to the superintendent

/surveyor, port authorities etc.

8. Each entry must be dated and signed, witnessed in accordance with

the regulations and the schedule.

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Supplementary Official Logs and Records

a) Official log book (part II passenger ships)

It maintains recording of the opening and closing of water tight doors,

closing

and opening in hulls and water tight bulkheads.

b) Radio telegraph log

In includes routine test, particulars of messages transmitted and

received.

c) Radio telephone log

It records details of operators, battery condition, battery charging,

messages transmitted and received.

d) GMDSS log

It records distress signals, safety traffic

communication

n the position of the ship at least once a

day.

e) Oil record books

Under regulation 10 of MS regulations 1996, must be kept on board all tankers

above 150 GT and all non tankers above 400 GT for machinery space

operations ( all ships ) every oil tanker of 150 GT and above must also have

an oil record book ( part 2 ) for cargo and ballast operations.

Deck log book

1. The deck log book of a ship is an important document that is used to

record various data, scenario and situations (including emergency situation

and action) which is later used for reference, case

study and for insurance purpose in case of damage to the ship

or loss of ship’s property.

2. The deck log may, at the discretion of the master or owner, can be

kept united with the ship’s official log book log so that in all cases

the spaces in the official log book be duly filled up. For this reason the

log book of a ship should be properly filled without any errors.

3. Following are the entries which must be filled up by the Deck officer

during his/her watch:

a) Position of the ship in Latitude and Longitude at different

intervals b) Time to be noted when Navigation marks are passed

c) Time, details and reason if there is any course alteration

d) Condition of weather and changes if any

e) Movement of the ship at sea including rolling, pitching,

heaving etc f) Details of any abnormal condition

g) Speed of the propulsion engine and speed of the ship in knots

h) If involved in any kind of accidents like stranding, grounding etc.

then details for the same

i) Entry to be made if any physical contact with floating object or

vessel is made

j) Details of the distress signal received

k) Entry for what kind of assistance is given to the distress signal

sender l) If salvage operation is performed, complete details to be

entered

m) If there is an oil spill or other pollution accident, position of the

ship, time and complete incident to be recorded

n) Record of general watch routines performed including fire

watch o) Time of arrival and departure and ETA.

p) If berthing or anchoring is planned, time for the same to be noted.

Other entries as required by master, company and administration should also

be recorded in the log book without fail.

Engine room log book

1. An engine room log book is a track record of all ship machinery parameters,

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performance, maintenance, and malfunctions. The recorded values

and information are used as a reference, to compare and record data

that can be

used for insurance claim if some accidents take place.

2. A responsible watch keeping engineer has to fill the log book for

his/her own watch period without fail, along with the signature of all

watch keepers for their concerned watch timings.

3. Chief engineer also must counter sign this book every day to make sure

all the entries are being filled in it as per the company requirement.

In this article, we will discuss the important things that are to be

mentioned in the engine room log book.

4. Following entries must be filled in the engine room Log

Book:

a) Date and voyage where the ship is heading

b) The position of the ship ( at sea, at port or at anchorage)

c) Readings and Parameters of Main Propulsion Engine

d) Readings and Parameters of Auxiliary Engine (Generators)

e) Readings and Parameters of Other running Machineries

f) Main engine RPM and Load on the Engine

g) Speed of the ship in knots

h) Daily Entry for all the lube oil ROB ( Rest or Remaining onboard)

i) Daily entry for all grade of Fuel Oil Remaining

onboard j) Remaining onboard value of Sludge and Bilge

k) Running Hour Counter for important machinery

l) Running details of Oil Pollution Prevention Equipment (Time and

Position)

m) Record of any Major Breakdown and reason for the same

n) Record of Incident or accident in the engine room (Fire, Flooding etc)

o) Record of grounding, collision and other accidents

p) Record of Major overhauling of important machineries

q) Record of all Bunkering operation ( Time, Place and quantity)

r) Record of all Sludge and garbage disposal

operation s) Remarks for additional work done in a

watch

t) Remarks for Surveys and PSC inspection

u) Signature of the concerned watch keeper

v) Signature of Chief engineer to make sure all entries are in position

Number of documents which are handed over

a. list of status of surveys/certificates, quarterly listings

b. condition of class stated if

any c. handing over report

d. fuel oil/ diesel oil/ lube oil soundings confirm actual

figures e. voyage requirements for fuel/lubes

f. oil record book

g. bunker consumption record and charter party

requirements h. PMS status of main/auxiliary/ electrical

machineries

i. spares on board

j. stores on board

k. alarm

checklist

l. critical equipment check list

m. list of precision instruments on

board n. records of PSC inspection

o. cargo equipments maintenance records

p. NOx technical file

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q. Bunker delivery notes

r. special tools list

s. list of manuals / drawings available on board

t. training records

u. any other documents pertaining to the particular type of ship

60.STATE THE APPLICABLE REGULATION OF SOLAS AND MARPOL UNDER WHICH IT IS

MANDATORY FOR A FLAG STATE TO CONDUCT AN INVESTIGATION INTO ANY CASUALTY.

WRITE BRIEFLY THE SALIENT POINTS OF CASUALTY INVESTIGATION CODE AND THE

RECOMMENDED PRACTICES FOR A SAFETY INVESTIGATION INTO A MARINE CASUALTY OR

MARINE INCIDENT. WHAT DO YOU UNDERSTAND BY THE TERM VERY SERIOUS MARINE

CASUALTY?

2012: OCT DEC 2013: FEB 2014 FEB

Every flag state has to carry out investigation in any casualty

occurring on board the ship flying its flag. This responsibility is laid down

in various conventions of IMO. Following are the conventions and articles

under which above responsibility is laid down:-

1) UNCLO S:- Article 94(7) states that " each state shall cause an inquiry to

be held by a suitably qualified person/persons into every marine

casualty or incident of navigation on the high seas involving a ship flying

its flag and causing loss of life or any other incident involving another

state or marine environment."

2) SOLAS 74:- Chapter 1, part C, Regulation 21 states that "

Each

Administration undertakes to conduct an investigation of any casualty

occurring to any of its ships subject to the provisions of the present

convention when it judges that such an investigation may assist in determining

what changes in the present regulations might be desirable."

3) Article 12 of MARPOL73/78 and article 23 of ILLC also states more or less

same as stated in above conventions.

To harmonize the casualty investigation a code was adopted on 27th

November 1997 in IMO resolution A849(20) called casualty investigation

code.

The salient features of the code.

1) Necessity of code:- It was acknowledged that the investigation and proper

analysis of marine casualties and incidents can lead to greater awareness of

casualty causation and result in remedial measures including better training

to

enhance safety of life at sea and protection of

environment.

It was also recognized that a standard approach

and cooperation between governments, to marine casualty and incident

investigation

is necessary to correctly identify the

cause.

2) Objective:- Objective to any marine casualty investigation is to prevent

similar casualties in future. Investigations identify the circumstances

of the

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casualty under investigation and establish the

cause.

3) Who will do the investigation:-

a) Flag state has to carry investigation in all casualties occurring to

its ship.

b) If casualty occurs in territorial sea of a state, then flag state and

coastal state should cooperate to maximum extent and mutually decide who will

be the lead investigating state.

c) If casualty occurs at high seas then flag state has to carry out

investigation. But if the casualty involves other parties or affects

environment of other state, then all substantially interested state should

work together and decide who will be the lead investigating state.

4) Consultation and cooperation between states:- If casualty has taken place

in territorial water of any state then the coastal state should without delay

report the matter to flag state. Also if the casualty involves

other parties all

substantially interested parties to be informed by investigating state. When

two or more states have agreed to the procedure for a marine casualty

investigation, the state conducting the investigation should allow

representative of the other state to:-

a) Question witness

b) view and examine documents and evidence

c) Produce witness and other evidence

d) Comment on and have their views properly reflected in final report.

e) Be provided with transcripts statement and final report relating to

investigation.

5) Recommended practice for safety investigation:-

a) Investigation should be thorough and unbiased.

b) Cooperation between substantially interested

states.

c) It should be given same priority as criminal or other

investigation.

d) Investigator should have ready access to relevant safety

information including survey records held by flag state , owner, class etc.

e) Effective use should be made of all recorded data including VDR in

the

investigation of

casualty.

f) Investigator should have access to government surveyors, coastguard

officers, pilot or other marine personnel of respective states.

g) Investigator should take account of any recommendation published by IMO

or ILO regarding human factor.

h) Reports of investigation are most effective when circulated to shipping

industry and public.

6) Reporting to IMO:- After investigation the lead investigating state should

circulate draft report to coastal state and substantially interested

state for

comments. If no comment is received within 30 days lead state should send the

final report to IMO.

Very serious marine casualty means a ship casualty which involves total loss

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of ship, loss of life or severe pollution.

61. WRITE A BRIEF OVERVIEW OF THE EMERGING ALTERNATIVE METHOD OF BWM?

2012; OCT

62. YOU ARE THE CHIEF ENGINEER OF A VESSEL THAT HAS SUFFERED A MINOR FIRE IN

THE ENGINE ROOM THAT BURNED OFF THE WIRING TO ESSENTIAL PUMPS. TEMPORARY

REPAIRS WERE MADE TO GET THE VESSEL UNDERWAY. WRITE A LETTER TO THE COMPANY

HEAD OFFICE DESCRIBING THE INCIDENT AS TO HOW THE FIRE TOOK PLACE AND WHAT

CORRECTIVE AND PREVENTIVE STEPS HAVE YOU TAKEN. WHAT ARRANGEMENTS DO YOU

SUGGEST TO AFFECT A PERMANENT REPAIR AT THE NEXT PORT OF CALL?

2012: NOV

5TH Dec 2012

At Sea,

Subject :- Fire in Engine room

Respected Sir,

Further to the initial accident report, below is a detailed report of the

fire that occurred on 3rd Dec 2012.

Sequence of events

Engine room rating reported smelling smoke on the bottom platform. On

investigation, found smoke emanating from local panel containing breaker of

both ballast pump, condenser cooling sea water pump and both condensate pump.

The panel was opened and smouldering fire within extinguished by use of a

local fire extinguisher. At that time, only # 2 ballast pump was in operation

and seat of fire was traced to wiring adjacent to the circuit of the pump.

Power to the panel was isolated and extent of damage studied. Wiring to # 2

condensate pump # 2 ballast pump and condenser cooling water pump were

severely damaged.

Probable cause

Single phasing resulted in over current being drawn, overheating and started

the fire on the wiring of the # 2 ballast pump.

Temporary arrangements and repairs

1. Ballasting operations are now being carried out by # 1 ballast pump. Pump

is being run with a throttled discharged valve to minimize current and

operation is being continuously monitored.

2. #1 condensate p/p : - Megger test has been carried out and found

satisfactory. The pump has been tried out.

3. #2 ballast pump wiring and the CB require renewal. The required 3 core

cable is not on board and is being immediately indented.

4. The wiring of the condenser cooling SW pump has also suffered significant

damage and rendered this pump inoperable for the forthcoming discharging

operation , main SW p/p # 3 will be used to provide water to the vacuum

condenser via the emergency supply line provide . Vacuum condenser water

level and temperature will be closely monitored during the discharging

operations.

Corrective and Preventive Action

1. This being an old vessel the insulation in few places has been found to be

hardened and cracking . An exhaustive study of all such wiring is presently

being done and will revert with plans for renewal and requisition.

2. In the interim the interval for logging of insulation reading has been

reduced from 3 months to 2 months.

3. The current drawn by all motors is also being monitored closely for early

detection of faults.

Permanent Repairs

The Requisition for the required 3 core wires and the CB is attached Will

renew this on priority basis on departure after discharge. The requisitions

for additional 3 core cables will be sent subsequently along with detailed

plan of effecting replacement.

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Yours Sincerely

Chief Engineer

MT XYZ

63. EXPLAIN THE ASSOCIATED KEY FACTORS AND ACTIVITIES TO ENSURE PMS ON BOARD

SHIPS AND ISM CODE WITH THE FOLLOWING TERMS

CORRECTIVE ACTION PROCESS

DEVELOPING AND IMPROVING MAINTENANCE RECORDS

SYSTEMATIC APPROACH OF MAINTENANCE

MAINTENANCE INTERVALS

INSPECTIONS

2012: NOV

The ISM code is intended to improve the safety of shipping and to reduce

pollution from ships by impacting on the way the shipping companies are managed

and operated Element 10 of ISM code: maintenance of ship and equipment

10.1 – The Company should establish procedures to ensure that

ship is maintained in conforming with the provisions of relevant rules

and regulations

and with any additional requirements which may be established by the company

10.2 – in meeting these requirements the company should ensure that

.1 – inspections held at appropriate intervals

.2 – any non conformity is reported with its possible cause

.3 – appropriate corrective action taken and

.4 – records of these activities are

maintained

10.3 – The Company should establish procedures in its safety management system

to identify equipment and technical systems the sudden operational failure of

which may result in hazardous situations

The SMS should provide for specific measures aimed at promoting

the reliability of such equipment or systems.

These measures should include the regular testing of standby arrangements and

equipments or technical systems that are not in continuous

use

10.4 – (PMS)

The inspections and measures should be integrated into ship’s operational

maintenance routine procedures based on relevant conventions, flag state

instructions, classification societies guidance and company policy

The associated key factors and activities to ensure successful PMS on

board

ship under ISM with following terms

a) Corrective action process

1. Chapter 9 of ISM code requires the company's SMS to include reporting and

analysis of accidents. Following the ISM audit non-conformities are

identified. The company is responsible for determining and initiating the

corrective action needed to correct a non-conformity or to correct the

cause of the non-conformity with the objective of improving

safety and

establishing procedure for implementation of corrective action to prevent

recurrence.

2. Failure to correct the non-conformity with specific requirements of the

ISM

code within the stipulated time period may affect the validity of the

DOC

and related SMC’s issued to the vessel. Corrective action and

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possible

subsequent follow up audits should be completed.

3. Depending on the nature and degree of non-conformity the master and ship

staff to take corrective action by eliminating the cause of it.

4. Corrective action processes such as root cause analysis help identify and

eliminate the underlying reasons causing machinery failure, thereby

preventing recurrence.

5. Element 4 of ISM code ensures that designated person ashore provide a link

between company and those on board, ensuring adequate resources

and

shore support.

6. Corrective action process can be shown in following flow chart:-

IDENTIFY THE PROBLEM

ESTABLISH THE CAUSE PROPOSE

SOLUTIONS EVALUATE

SOLUTIONS

ACCEPT ONE REJECT ALL( Go to propose solution)

IMPLEMENT SOLUTION EVALUATE

EFFECTIVENESS

EFFECTIVE INEFFECTIVE( Go to propose solution)

CHAPTER CLOSED

b) Systematic approach of maintenance

1. Systematic approach to maintenance should be based on relevant

conventions, flag state rules, classification society requirements and

company policy.

2. A systematic approach to maintenance should include

a. Equipment manufacturer’s recommendations, procedures and time

intervals between o-hauls.

b. Condition monitoring equipments and routine maintenance

c. The establishment of maintenance interval

d. The definition of method and frequency of inspection

e. Assignment of responsibility for inspection activities to

appropriately qualified personnel.

f. Availability of

spares

g. Age of ship, equipment and

condition h. Risk analysis

i. Results of third party

inspection

j. Related ISM procedures

k. Clear definition of reporting requirements and mechanisms.

c) Developing and improving maintenance procedures

1. With the improvement in technology and practical experience now some

classification societies allow condition based monitoring as a tool for

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maintenance over routine maintenance based on time interval, running hours

etc.

2. Basis for this condition monitoring system is continuous monitoring of

data, data collection, recording and analyzing the trend over a period of

time, this

has to be approved by class and might request the data relating to

concerned equipment to be send every month or once in 3 months for

analysis. This

development of maintenance has led to increased intervals between o-

hauls reduced maintenance work on ship staff etc.

3. Maintenance related deficiencies are to be identified and corrective action

need to be taken. Preventive action will be by modifying the procedure

of

maintenance and by reviewing the SMS concerning the same

4. The cumulative effect of identifying the non-conformity corrective

actions and preventive actions will help in developing and

improving the maintenance procedures

d) Maintenance interval

Should be based on the following: 1. Manufacturers recommendations and specifications.

2. Predictive maintenance determination techniques (Lub oil analysis,

vibration analysis)

3. Practical experience in operation and maintenance of ship and its

machinery, including historical trends in the results of the routine

inspections and in nature and rate of failures.

4. The use to which the equipment is put continuous, intermittent, stand

by or Emergency.

5. Practical and operational restrictions e.g. inspection that can

be only performed in d/dock.

6. Intervals specified as part of class, convention, administration and

company requirements.

7. The need for regular testing of S/B arrangement.

e) Inspection

1. Element 10.2.1 of ISM code requires inspection to be carried

out at

appropriate intervals to ensure conformance to regulations.

2. Routine inspection to be carried out to assess the performance of the

equipment and its operational readiness for the intended purposes

3. Same is to documented as per element 11 of ISM code

4. Procedure for planned inspection routines should be written to include the

following.

a. Acceptance Criteria

b. Use of suitable measuring and testing

equipment.

c. Calibration of measuring and testing

equipment.

5. Examples of inspection and test that may be

employed.

a. Visual

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b. Vibration

c. Pressure

d. Temperature

e. Electrical

f. Load

g. Water Tightness

6. Inspection methods:

Sometimes checklist should be developed to ensure that inspection, test and

maintenance are performed according to the procedures, and at the specified

intervals. These checklists can be developed from manufacturer‘s

recommendation or specifications.

63A. WHAT ARE THE VARIOUS STATUTORY CERTIFICATES CARRIED ON BOARD OIL TANKER,

AND THEIR VALIDITY?

MENTION THE CONVENTIONS, UNDER WHICH THEY ARE ISSUED, GIVING THE REFERENCE OF

THEIR CONVENTIONS.

EXPLAIN HARMONIZATION OF STATUTORY CERTIFICATES UNDER THE SOLAS 74/88

CONVENTION.

IF A PERIOD OF A STATUTORY CERTIFICATE HAS JUST EXPIRED AND A PORT IS HAVING

INADEQUATE SURVEY FACILITY, STATE THE ACTIONS YOU WILL TAKE, AS PER THE

PROVISION STATED IN THE PROTOCOL OF 1998 RELATING TO THE INTERNATIONAL

CONVENTION FOR THE SAFETY OF LIFE AT SEA, 1974.

2012: NOV

I. SOLAS

No Certificate Reference

1 Cargo Ship Safety Construction

Certificate

SOLAS 1974,regulation

I/12;1988 SOLAS Protocol,

Validity :- 5years regulation I/12,

2 Cargo Ship Safety Equipment

Certificate

Validity :- 5years

SOLAS 1974,regulation

I/12;1988 SOLAS Protocol,

regulation I/12,

3 Cargo Ship Safety Radio Certificate

Validity :- 5years

SOLAS 1974, regulation

I/12, as amended by the

GMDSS amendments; 1988

SOLAS Protocol, regulation

I/12

4 Cargo Ship Safety Certificate

Validity :- 5years

1988 SOLAS Protocol,

regulation I/12

5 Exemption Certificate SOLAS 1974, regulation

I/12; 1988 SOLAS Protocol,

regulation I/12

9 Minimum safe manning document SOLAS 1974, regulation

V/14.2

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10 Safety Management Certificate

Validity :- 5years

SOLAS 1974, regulation

IX/4; ISM Code, Element

13.7

11 Document of Compliance

Validity :- 5years

SOLAS 1974, regulation

IX/4; ISM Code, Element

13.2

12 International Ship Security Certificate

Validity :- 5years

SOLAS 1974, regulation

XI-2/9.1.1; ISPS Code part

A, section 19.2

II. Marpol 73 / 78

1 International Oil Pollution

Prevention

Certificate

Validity :- 5years

MARPOL Annex I,

regulation 7

2 Statement of Compliance

Validity :- 5years

MARPOL Annex I

regulations 20 and 21

3 International Sewage Pollution

Prevention Certificate

Validity :- 5years

MARPOL Annex IV,

regulation 5;MEPC/Circ.408

4 Garbage Management Plan

Validity :-

MARPOL Annex V,

regulation 9

5 Garbage Record Book MARPOL Annex V,

regulation 9

6 International Air Pollution

Prevention

Certificate

MARPOL Annex VI,

regulation 6

7 Engine International Air Pollution

Prevention Certificate

Nox Tech code Reg 2.3/ 2.3

8 International energy efficiency

certificate wef. 01-01-2013

MARPOL Annex VI,

regulation 9

III. Load line 1966

1 International Load Line Certificate

Validity :- 5years

LL Convention, article 16;

1988 LL Protocol, article 18

2 International Load Line Exemption

Certificate, Validity :- 5years

LL Convention, article 16;

IV. International tonnage convention 69

1 International Tonnage Certificate

(1969)

Validity :- 5years

Tonnage Convention,

article 7

V. AFS Convention

1 International Anti-fouling System

Certificate

Validity :- 5years

AFS Convention

regulation 2(1)

of annex 4

2 Declaration on Anti-fouling System

Validity :- 5years

AFS Convention

regulation 5(1)

of annex 4

VI. STCW

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1 Certificates for masters, officers or

ratings

Validity :- 5years

STCW 1978, article VI,

regulation

I/2; STCW

Code, section

A-I/2 2 Records of hours of rest STCW Code,

section A-VIII/1

The harmonization of survey and certification was adopted by the IMO

on 11th November 1988. It entered into force on 3rd feb 2000. The HSSC seeks

to standardize the period of validity and intervals between surveys for 9

main convention certificates. Further IAPP, ISPP AND ISSC were added. So,

following are the certificates which come under HSSC.

1) PSSC

2) CARGO SHIP SSC

3) CARGO SHIP SEQ

4) CARGO SHIP RADIO

5) IOPP

6) IPPC

7) INTERNATIONAL CERTIFICATE FOR FITNESS FOR CARRIAGE OF LIQUID GASES IN

BULK

8) INTERNATIONAL CERTIFICATE FOR CARRIAGE OF DANGEROUS

CHEMICAL IN BULK

9) ILLC

10) IAPP

11) ISSC

12) ISPP

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The maximum validity of all certificates except PSSC is 5 yrs. PSSC will be

renewed annually. Each full term of 5 years will follow directly from the

previous one. A renewal survey can be carried out up to 3 months before expiry

of existing certificates. The new certificates will still be dated from the

expiry of previous one. Every certificate will be subjected to an annual,

intermediate and renewal survey. External survey is required for every cargo

ship. A minimum of two such inspections are required every 5 yrs and interval

between two such inspections shall not exceed 3 yrs.

The harmonized system provides a system for extension of certificate

limited to 3 months to enable a ship to complete its voyage or 1 month

for ships engaged in short voyage. This extension is also granted if ship is

at port where adequate survey facilities are not available. A written request

must be submitted to administration or RO issuing the certificate on

behalf of administration,

clearly stating reasons for

extension.

When an extension is granted, period of validity of the new

certificate will start from the expiry date of existing certificate before

extension.

In Indian waters, if vessel is in port with an expired statutory

certificate and the port has not adequate facility for survey the principal

officer concerned may permit the ship to proceed from that port to

another port in India. Such extension shall not exceed one month.

64 WHY DOES A SHIP REQUIRE MARINE INSURANCE COVER? EXPLAIN HULL CLAIMS AND

CARGO CLAIMS RELATED WITH MARINE INSURANCE. STATE THE RELATED DOCUMENTS AND

INFORMATION REQUIRED FROM THE SHIP IN THIS REGARD HIGHLIGHTING THEIR

VALIDITY.

2012: NOV

1. Marine Insurance is a method where by one party called assuror or

underwriter, agrees for a stated consideration known as a premium, to

indemnify another party, called the insured or assured, against loss, damage

or expense in connection with the commodities at risk if caused by perils

enumerated in the contract known as a policy of insurance.

2. The policy pledge to compensate the insured but does not guarantee the

continued existence or the replacement of the good itself.

3. Insurance provides individuals and organisations with financial protection

against the outcome of events which involve monetary loss or liabilities

which could not be predicted or anticipated and over which they have no

effective control.

4. In the case of ship-owner or ship manager insurance is usually confined to

financial consequences of damage to its own ship, damage to the peoples

property or death or injury to people all ship-owner and shipping merchants

should insure this property against the loss or damage.

5. They are not legally bound to insure except for liability of oil pollution

claim. However the modern methods of financing trade and shipping makes it

essential that they do so.

6. The capital exposed to loss in modern ship is so huge that no company can

afford to bear the liability incurred.

7. Besides most of the tonnage is mortgaged to banks and other financial

institutions and they require insurance as collateral security.

Hull Insurance claims :

Following any cases of Hull damage e.g. collision, grounding etc. ship

owner/managers insurance dept. will normally immediately inform H & M lead

underwriter via broker. As per clause 49 of IHC 1.11.02, lead underwriter

will instruct a surveyor to ascertain the nature, cost and extent of the

damage, necessary repairs and fair and reasonable cost thereof and any other

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matter which leading underwriter or surveyor considers relevant. The lead

underwriter will make decision in respect of any claim within 28 days of

receipt of the appointed average adjusters final adjustment or, if no

adjuster is appointed, a full document claim presentation sufficient to

enable the underwriter to determine their liability in relation coverage and

quantum. The underwriter is discharged from the liabilities of the claim if

it is not notified within 180 days of the assured becoming aware of accident

or occurrence.

Documents generally required for processing of claims are:-

1. Policy/ underwriter documents

2. Survey reports with photographs

3. Claims intimation letter by the insured with respect to the claim

4. Log book

5. All applicable valid certificates

Apart from above standard documents some other documents based on the nature

of claim are as follows:-

1. Deck and engine room log books covering the casualty, and, if possible the

repair periods. Master/ Chief engineer detailed report and/or note of

protest, as relevant.

2. Underwriters’ surveyor report and account.

3. Class surveyor report and account

4. Superintendent’s report and account

5. Receipted accounts for repairs and/or any spare parts supplied by owner,

in connection with repairs, endorsed by underwriter surveyor as being fair

and reasonable.

6. Accounts covering any drydocking and general expenses.

7. Accounts for all incidental disbursements at the port of repair.

8. Details of fuel and engine room stores consumed during repair period

together with the cost of replacement.

9. Accounts of owner’s repairs effected concurrently with damage repairs.

10. Copies of faxes/ e-mails sent and details of long distance calls made in

connection with the casualty.

11. Details of dates of payments of all account.

Cargo Claims :

1) When cargo loss or damage is discovered a delivery note or consignment

note will be claused with a note of the loss or damage.

2) The cargo owners will immediately inform his insured if it is outside UK,

this is done thro’the local Lloyds’ agent in case of Lloyds’ policy.

3) If loss or damage is extensive underwriters will normally ask for a survey

report. This is arranged by Lloyd’s agent, who can appoint surveyor and pay

small claims locally.

4) After the claim is quantified and documented the underwriter settles the

claim thro Lloyd’ agents,

5) Underwriter then decides (under the doctrine of subrogation) whether or

not claim is worth pursuing against carrier.

6) If he decides to pursue the claim be immediately makes a written claim on

the carrier, failure to claim may prejudice his right of recovery.

7) The claim (including surveyor’s fee) is settled by the carrier in the

currency stated in the policy or on the certificate of insurance.

8) The carrier if a PI member then claims on his club policy.

Documents generally required to furnish the claims are:-

1. A proper duly filled claim form along with policy certificate.

2. Photographs and/or video film of insured damaged property showing the

extent of damage

3. Sale contract or commercial invoice for the entire shipment

4. Original bill of lading

5. Surveyor report together with a duly paid surveyor fee bill

6. Packing list for the entire shipment

7. An authentic certificate of origin

8. Custom transit declaration

9. Claim notification letter to company together with Xerox copy of the

policy and premium receipt

10. Letter of subrogation cum undertaking

11. Claim bill

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After the claim is quantified and documented, the underwriter settles the

claim. The underwriter then decides (under the doctrine of subrogation)

whether or not the claim is worth pursuing against the carrier. If he decides

to pursue the claim, he immediately makes a written claim on carrier. The

claim is settled by the carrier in the currency stated in the policy. The

carrier then claims on his P&I club for reimbursement. But P&I club requires

following documents from ship to settle the claim by the claimants:-

1. Bilge, ballast and bunker sounding and pumping record

2. Cargo ventilation, humidity and temperature record

3. Records of any unusual weather condition

4. Records of hatch, access, hold and watertight doors check

5. Records of fire and safety equipment check

6. Records of cargo securing and lashing

7. Records of cargo temperature(heating or cooling) where applicable.

8. Records of inert gas and venting operation as applicable

P&I clubs stress the importance of keeping record in order to help defeat cargo

claims by cargo insurer.

65. EMPHASIZE THE VALIDITY OF "THE STATEMENT THAT "CLASSIFICATION SOCIETIES

ARE RECOGNIZED INSTITUTIONS" IN YOUR VIEW IF THE STATEMENT CARRIES

SOME LIMITATION HIGHLIGHT THEM WITH REASON. LIST THE STATUTORY SERVICE

UNDERTAKEN BY A CLASSIFICATION BODY ON BEHALF OF ADMINISTRATION,

2012: NOV 2014 JUNE JULY

Classification societies are organisations that establish and apply technical

standards in relation to the design, construction, and survey of marine

related facilities including ships and off shore structures. The vast majority

of ships are built and surveyed as per standards laid down by classification

societies. These standards are issued by classification societies as published

rules. A vessel that has been designed and built to the appropriate rules of

a society may apply for a certificate of classification from that society.

Such certificate is an attestation that a vessel is in compliance with the

standards that have been developed and published by the society issuing the

classification certificate.

In UNCLOS convention of IMO responsibilities of flag state granting the

registration of a ship are outlined. Under article 94, the flag

state must

―effectively exercise its jurisdiction and control in administrative,

technical

and social matters over ships flying its flag. Many flag state countries in

the world don‘t have sufficient expertise, experience and technical manpower

to carry out the responsibilities of flag state nation regarding maintaining

the standards of ships flying their flag so SOLAS and other

international conventions permit the flag Administration to delegate

the inspection and survey of ships to ―Recognised Organisation.

Requirements for Recognised organisation are as follows:

1. R. O. must have established rules for design, construction and

maintenance of a ship.

2. Government representation is

necessary.

3. Classification society organisation structure must include a

representative from flag state nation placed at higher level in

organisational hierarchy.

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4. R. O. should have adequate resources financial /

personal.

5. Society must have internal audit equivalent to ISO 9001-

2000.

6. Society must present itself to external audits by auditing body

approved by flag state govt.

The classification societies fulfilling above criteria‘s will be given status

of recognised organisation by flag state to do duties on their behalf.

Limitations to the role of classification societies as R.

O.: 1. Though many flag states delegate their authority of surveys and

certification to classification societies, flag state may not delegate all

its authority to class what all authorities are to be given to class will

be clearly mentioned in the agreement between flag state and class.

2. In some cases for e.g. class may undertake the survey of vessels

under certain convention i.e. SOLAS (surveys for safety construction,

safety radio and safety equipment) but class is not authorised to

give certificates to

vessels under that convention. But under other conventions like MARPOL,

L.L. or Tonnage class can give certificate as well as carry out surveys

also. This will be mentioned in the agreement between flag state and class.

3. When required repairs or corrective actions are not carried out or a

survey is not passed satisfactorily, RO's do not have the power to detain

the ship. At the most RO can withdraw the statutory certificate or

declare them invalid,

and notify the ship's flag state or port state where vessel happens

to be located for further action.

4. Certain flag states e.g. India require that any statutory deficiency

observed by class surveyor during the survey of a vessel must be reported

to flag state and it‘s permission taken for issuing outstanding

recommendation‘ to the vessel for allowing the vessel to sail. Vessel will

be given certain period of time within that she has to fix that problem.

5. Many flag states don‘t allow class to carryout ISPS survey. As these are

country specific (port facilities are also involved in ISPS survey) And

due to security reasons flag state prefer to carry out ISPS survey

themselves instead of delegating it to class.

6. Acting as recognized organization, classification societies verify

compliance with national/ international regulations adopted by a flag

state. The RO

cannot on its own interpret the regulation, nor without permission use

professional judgement to accept equivalent solutions.

STATUTORY SERVICES:-

1. Through their extensive resources of manpower, worldwide expertise and

technology, the classification societies have the capability to undertake

surveys, maintain records and conduct the technical review necessary

to fulfil the requirement of various IMO convention and codes

based on

national standards imposed by individual flag

states.

2. Classification society undertakes statutory work on behalf of individual

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IMO

member state.

3. Under the statutory services and activities, ROs may inspect and survey

design, construction, equipment and technical part and operation of ship.

The elements to be inspected or surveyed will depend on the specific

requirement

of the flag

state.

4. On successful completion of the pertinent survey, the classification

society will issue statutory certificate and attest that the ship complies

with the legal requirement of the flag state.

5. If delegated by the administration, class may also carry out

certification of the SMS according to ISM code.

66.

DETAIL THE INSPECTION THAT YOU AS THE NEW CE ON AN OIL TANKER/GAS CARRIER

WOULD MAKE ON JOINING THE SHIP WITH REGARD TO (1) STABILITY (2) DAMAGE

CONTROL (3) CRITICAL MACHINERY

2012: NOV 2013: NOV

As a New Chief Engineer on joining I will check w.r.t. to stability following

1. I will check if chief officer has the book called Trim and Stability which

give details of GM, GZ area under GZ curve and other parameter’s for

different conditions.

2. I will check whether the basic intact stability criterion is being

complied with .

3. I will double check that this important book is approved and endorsed by

Director General of Shipping or DGS surveyor.

4. Damage Stability ship has to comply with Solas Chapter II – 1 for adequate

stability in damaged condition from this I will know the numbers and location

of the transverse bulkhead’s which divide the hull.

5. Check the loading computer or software in use and also verify if it is

class approved i.e. a valid type approval certificate is present.

6. Stress and stability information to be included with the cargo plans.

7. All officer to familiar with operational restrictions .vessels having

large with tanks will be subject to reduction in intact stability due to free

surface.

8. Operational manual to include procedure for restarting stability in the

event of unstable conditions developing during cargo operations.

9. Double hull spaces to be routinely monitored to ascertain integrity of

inner shell plating.

I will check w.r.t. to damage control following

1. As per solas regulation chapter II – 1 oil tanker must have a damage

control plan and damage control booklet.

2. These documents will contain boundaries of water tight compartment‘s

location of water tight doors, pumping out arrangement‘s cross flooding

arrangement‘s etc.

3. I will also test the bilge alarm in E/R and check that the Emergency bilge

suction is looking good order. Also I will confirm that the bilge pump in

engine room and pump room are in working order.

4. I will also ensure that damage control equipment for structure welding

equipment Nut‘s, bolt‘s studs, canvas are available for stopping any leaks

and carrying any damage repair.

5. The SOPEP plan to be checked and SOPEP locker to be inspected.

6. Loading manual to be checked.

7. Instruction manual for IGS to be checked.

8. The fire fighting equipments ( fixed and portable) to be checked and

maintenance records checked.

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Critical machineries and Equipments

1. As per safety management system required by ISM Code E/R should have a

list of critical items of machinery and procedures for inspecting and

maintaining such machineries such as.

a) Steering gear

b) Emergency compressor

c) Emergency generator

d) Emerge Fire P/P

e) Breathing air comp

f) Anchor handling equipment

g) Cargo gear

h) Main & Aux machinery

i) All LSA / FFA items

j) SOPEP

k) Water tight door‘s

l) Anti pollution comp.

m) Bilge / ballast pumping & separator system

n) Navigational equipment‘s

o) Fire gas and heat detection system

p) I.G. System.

q) Communication equipment.

2. The Critical machineries to be tested and it is to be ensured that the

operating procedures are prominently displayed.

3. Check the availability of spares for critical equipments to be ensured.

4. IOPP equipments such as OWS, STP and STP and incinerator to be tested and

alarm tested.

5. Minimum required spare part list for equipments to be checked.

6. Familiarisation and training to be conducted for officers and crew with

respect to critical equipments.

67. EXPLAIN THE INFLUENCE OF A CHARTER ON OPERATION OF PROPULSION AND OTHER

SHIP BOARD MACHINERIES DURING A VOYAGE. AFTER TAKING OVER SHIP AS C/E YOU

HAVE INFORMED THAT SHIP IS ON TIME CHARTER AND HAS A HISTORY OF UNFORESEEN

AUXILIARY MACHINERY BREAKDOWN AT SEA, STATE THE DIFFERENT OPTIONS YOU HAVE

AND ACTIONS YOU WOULD TAKE AS C/E PRIOR TO THE COMMENCEMENT OF VOYAGE

2012: DEC

CHARTERER:- It is a person or company who hires a vessel for a specified

voyage or a specified period of time.

There are three types of charters:-

1) Voyage charter

2) Time charter

3) Bareboat charter

In all above cases influence of charterer on operation of propulsion and

other shipboard

Machineries during a voyage will be :-

1) VOYAGE CHARTER:- In a voyage charter laycan days are given to owner.

Laycan days means a specified time period in which a vessel has to reach to

the given port for loading and after loading it has to reach within a

specified time period to discharge port. In case of any machinery breakdown

takes place during voyage and because of that if vessel is not present at

agreed port or place, the charterers are entitled to reject the vessel and

cancel the charter. So It is the duty of chief engineer to check the main

engine rpm so that vessel should be present at the port or place as specified

in charter party and between laycan days. Master can take appropriate route

to reach the port without the permission of charterer.

2) TIME CHARTER:- In time charter vessel speed and fuel consumption is

mentioned and agreed in charter party. As fuel is supplied by charterer, so

any deviation in case of fuel or speed, the owner has to pay the compensation

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to the charterer. So, chief engineer has to maintain charterer required rpm

to get the speed as specified in charter party. Master has to take permission

from charterer before diverting the route. Route of the voyage should be

approved by charterer. Similarly cargo operation time is also mentioned in

the charter party. And if it deviates from this, the vessel will be off hired

for that particular period of time.

3) BAREBOAT CHARTER:- In case of bareboat charter all responsibilities

regarding navigation, propulsion and maintenance of ship board machineries

remain with the charterer itself.

If a ship is on a time charter and has a history of unforeseen auxiliary

machine breakdown at sea, I, as a chief engineer of the vessel, will check

the nature and cause of breakdown. If the breakdowns are not severe and do

not deter the cargo operation, there is a maintenance clause in the carter

party in a time charter. For e.g. standard BIMCO charter party, it is 48hrs/

year. So, I will plan and mobilize the engine room staff, so that maintenance

is carried out in stipulated time as given in charter party. All efforts to

be made to avoid the vessel becoming off hire.

But if the nature of breakdowns is severe and can cause delay of the ship

during voyage or during cargo operation, then:-

1) Company must be informed regarding the breakdown and proposed maintenance.

2) Any special assistance required like some spare parts/ stores or

technicians.

3) Anticipated time for carrying out the maintenance.

All the maintenance should be carried out before the commencement of voyage,

so that vessel should not get delayed and off hired.

68. WHAT IS THE DEFINITION OF COMPANY AS PER ISM CODE AND LIST OUT THE SAFETY

MANAGEMENT OBJECTIVES OF THE COMPANY AS PER ISM CODE? HOW THE COMPANY VERIFIES

THE SATISFACTORY IMPLEMENTATION OF THE ISM CODE REQUIREMENT

AS A CHIEF ENGINEER YOU HAVE JOINED A VESSEL WHICH IS ABOUT TO UNDERTAKE A SIX

MONTH ROUND ... VOYAGE. UNDERLINE AND DESCRIBE THE KEY ISSUES THAT YOU WILL

INSPECT, CHECK, PREPARE, ESTABLISH AND MAINTAIN TOWARDS PROPER PLANNED

MAINTENANCE OF ENGINE ROOM AND ASSOCIATED AREAS UNDER ISM CODES.

2012: DEC

The ISM code is adopted under Solas Chapter IX with reference the IMO

resolution A.741(18)

As per ISM code A "Company" means the Owner of the vessel or any other

organization or person such as the Manager, or the bareboat charterer, who

has assumed the responsibility for operation of the vessel from the Vessel

owner and who on assuming such responsibility has agreed to take over all the

duties and responsibilities imposed by this regulation.

Safety Management objectives of the company are as follows .

1. provide for safe working practices and a safe working environment

2. establish safeguards against possible risks to its ships, personnel and

the environment.

3. continuously improve safety management skills of personnel ashore and

aboard ships, including preparing for the emergencies related both to safety

and environmental protection.

Items to be inspected on a vessel scheduled to make a six month round voyage

are:-

1. Confirm that there is a Company Safety & Environment Protection Policy on

board and that all the key personnel are familiar with the Safety Management

System(SMS) .

2. Go through the contents of handing over report of the outgoing chief

engineer.

3. FO,DO,LO and Chemical ROB should be checked , tallied and ensure

sufficient quantity on board for the upcoming voyage.

4. Check the consumables stores ROB and make a list of critical shore items

needed.

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5. Check the oil record book entries and ensure that they match with the tank

content.

6. An estimation of fuel oil, LO, DO chemicals and stores should be made ,

upon discussion with subordinates , voyage plan and futute consumptions a

requisition for required consumables should be raised.

7. Ensure the Safety Management documentation and manuals are up to date and

readily available.

8. Check the status of surveys of the ship and ensure that there are no

surveys overdue.

9. All personnel should be able to give the identity of the DPA(Designated

Person Ashore), who is the sole contact point for any emergency. Ensure

procedures are in place for establishing and maintaining contact with shore

management through the DPA in an emergency.

10. Ensure that you are familiar with any non-conformities which have been

reported to the company and what corrective action is being taken.

11. Check the condition and maintenance status of main and auxiliary

machineries.

12. Check the running hours record of all machineries and make sure these are

updated.

13. Check the spare part inventory, ensure it is updated and ensure enough

spare parts are available to carry out routine maintenance/ breakdown

maintenance.

14. Check the critical spares on board, raised requisition if required.

15. Check Operation of Machinery:

a) The dead man alarm working properly.

b) No alarms are bypassed and all are tried out regularly and record of

testing dates entered. There is no fuel oil or lube oil leakage.

c) All the fire alarms are tested regularly and all in good condition.

d) All quick closing valves are in good condition.

e) Emergency and standby sources of electrical power to be tested, that they

are readily available, especially in a blackout condition, stand-by generator

engines automatic start to be tried out.

f) Check that the load sharing system of generators is tested and is

functioning correct.

g) Emergency Generator, Emergency Air Compressor, Emergency Steering

arrangement, Emergency Bilge suction and bilge pumps to be in working

condition with records of all maintenance carried out up-to-date.

h) Try out main engine, start from local control station.

i) Check life-boat / rescue-boat engines are running properly.

j) Check proper functioning of safety cut-outs for main engine / aux engine /

boilers.

k) Confirm ―emergency stops for pumps & blower function properly.

16. Ensure bunkering procedures are posted, understood by all personnel &

spill equipment is readily available. Test the means of communication,

between ship‘s bunkering personnel & shore / barge. SOPEP & ISM procedures to

report and deal with oil spills should be understood by all.

17. Ensure that all the operational requirements of MARPOL as applicable have

been complied with taking into account ;

a. quantity of sludge/oil residues being generated daily

b. the capacity of sludge & bilge water holding tanks

c. capacity of oily water separator, incinerator, etc.

18. Ensure oily water separator, incinerator, sewage treatment plant, primary

and/or secondary NOx treatment systems are functioning properly.

19. Ensure the responsible personnel are familiar with the procedures for

handling sludge and bilge water.

20. Check the inventory of special tools and equipments.

21. Check the PSC inspection record and ensure the vessel is ready for PSC

inspections at times.

22. Ensure all E/R personals are familiar with the PMS and safety and

environmental policies of the company.

23. Confirm that all crew members can activate the fire alarm and know the

locations of switches and are familiar with the documented procedures for

reporting a fire to the bridge and actions to be taken.

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24. Confirm that all crew members are able to demonstrate the correct use of

the appropriate fire fighting equipment

25. Ensure the following items are functioning correctly:-

a. fire doors, including remote operation

b. fire dampers and smoke flaps

c. quick closing valves

d. emergency stops of fans and fuel oil pumps

e. fire detection and fire alarm system

f. main & emergency fire pumps

26. Ensure that all key personnel are able to communicate & understand each

other‘s signals during drills.

27. Take a through round of engine and check general appearance and note any

defect noted.

28. On the basis of incident report, maintenance schedule and observation

area of concern to be noted down. A planning to be carried out for tackling

the issues. Machineries requiring attention and history of breakdown of

particular equipment and machinery to be checked and same rectified.

29. Engine room operations, procedures and system to be assessed and

evaluated from time to time. The need for up gradation and improvement to be

brought to the notice of the company.

Reviews, guidelines and advices to be implemented. Feedback for company orders

and requests to be given on time.

69 EXPLAIN THE FOLLOWING MODERN METHODS OF TURBO CHARGING

PULSE CONVERTER SYSTEM

SEQUENTIAL TURBO CHARGING

2 STAGE TURBO CHARGING

VARIABLE GEOMETRY TURBO CHARGER.

2012: DEC 2014 FEB JUNE

1. PULSE CONVERTER SYSTEM :-

1. This turbo charging system permits the advantage of the pulse and

constant

pressure turbo charging system simultaneously.

2. The combination of this two is done by connecting the different branches

of exhaust manifold together in a specially designed venturi junction

called pulse convertor before the turbine. This prevent return flow

and has the effect of smoothing out the separate impulse. 3. It also improves the turbine admission, improves efficiency and does not

mechanically load the blading as much as the normal impulse

turbo charging.

4. Figure shows the pulse converter in the pulse converter (PC) turbocharging

system. In this system, the volume of the mixing pipe before the turbine

is small and the length short.

5. The pressure wave in the mixing pipe coming from one group of pipes

will

be transmitted to the other group of pipes, and then influences

the scavenging process of the cylinders connected to that group of pipes.

Hence it is necessary that the area ratio of the pulse converter is

generally less than

1. The ejector nozzle’s area ratio is generally 0.65∼0.85, and the

throat’s

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area ratio is generally

0.5∼1.0

2. SEQUENTIAL TURBO CHARGING SYSTEM

1. The ST system consists of two or more turbochargers in parallel, and

these

turbochargers are put into or out of operation in terms of diesel engine

operation points.

2. This system can improve the turbochargers matching with the engine, so

the efficiency of the turbocharger and boost pressure are both improved.

3. It refers to a set-up in which the motor utilizes one turbocharger for

lower engine speeds, and a second or both turbochargers at higher engine

speeds.

4. During low to mid engine speeds, when available spent exhaust energy is

minimal, only one relatively small turbocharger (called the primary

turbocharger) is active. During this period, all of the engine's exhaust

energy is directed to the primary turbocharger only, providing the small

turbo's benefits of a lower boost threshold, minimal turbo lag, and

increased power output at low engine speeds.

5. As rpm increases, the secondary turbocharger is partially activated in

order

to pre-spool prior to its full utilization. Once a preset engine speed or

boost pressure is attained, valves controlling compressor and turbine flow

through the secondary turbocharger are opened completely. (The

primary turbocharger is deactivated at this point in some applications.)

6. In this way a full twin-turbocharger setup provides the benefits

associated with a large turbo, including maximum power output,

without the

disadvantage of increased turbo

lag.

7. Sequential turbocharging (ST) system is an effective measure to improve

the fuel economy performance and the transient responsive performance and

to reduce the smoke emission at low speed.

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Schematic diagram of the ST system with two unequal-size turbochargers.

3. STAGE TURBO CHARGING

1. In this system consists of different sized turbochargers are used in

sequence,

but both operate constantly. The first turbo boosts pressure as much as

possible. Subsequent turbos take the charge from the previous stage and

compresses it further.

2. This type of turbo charging is require for engines requiring high

degree of supercharging.

3. The exhaust mass flow coming from the cylinder flows into the exhaust

manifold first. Here it is possible to expand the entire exhaust mass

flow

using the high pressure turbine (HP) or to redirect some of the mass flow

through a bypass to the low pressure turbine (LP). The entire exhaust mass

flow is then utilized again by the low pressure turbine (LP).

4. The entire fresh air flow is first compressed by the low pressure

stage. In the

high pressure stage, it is compressed further and then the charging air

is cooled. Due to the precompression process, the relatively small HP

compressor can reach a high pressure level so that it can force the required

amount of air to flow through the system.

5. At low engine speeds, i.e. when the exhaust mass flow rate is low, the

bypass remains completely closed and the entire exhaust mass flow is

expanded by the HP turbine. This results in a very quick and high boost

pressure rise. As the engine speed increases, the job of expansion is

continuously shifted to the LP turbine by increasing the cross-

sectional area of the bypass

accordingly.

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131

4. VARIABLE GEOMETRY TURBO CHARGER

1. A Variable Turbine Geometry turbocharger is also known as a variable

geometry turbocharger (VGT), or a Variable Nozzle Turbine (VNT). A

turbocharger equipped with Variable Turbine Geometry has movable vanes

which can direct exhaust flow onto the turbine blades. The vane angles

are adjusted via an actuator. The angle of the vanes vary throughout the

engine RPM range to optimize turbine behaviour.

2. Variable-geometry turbochargers (VGTs) are a family of turbochargers,

usually designed to allow the effective aspect ratio (A/R) of the turbo

to be altered as conditions change.

3. This is done because optimum aspect ratio at low engine speeds is very

different from that at high engine speeds. If the aspect ratio is too

large, the turbo will fail to create boost at low speeds; if the aspect

ratio is too small,

the turbo will choke the engine at high speeds, leading to high exhaust

manifold pressures, high pumping losses, and ultimately lower power

output.

4. At low rpm : The vanes are partially closed, reducing the area hence

accelerating the exhaust gas towards the turbine. Moreover, the exhaust

flow hits the turbine blades at right angle. Both makes the turbine spin

faster.

5. At high rpm : At high rpm the exhaust flow is strong enough. The vanes

are fully opened to take advantage of the high exhaust flow. This also

release the

exhaust pressure in the turbocharger, saving the need of wastegate

70. WITH RESPECT TO REFRIGERATION GASES USED ON BOARD VESSELS ANSWER THE

FOLLOWING.

EXPLAIN OZONE DEPLETING POTENTIAL OF CONVENTIONAL REF GASES.

NAME ALTERNATIVE REFRIGERATION GASES AVAILABLE AND BEING USED ON BOARD

EXPLAIN THE STEPS YOU WILL TAKE TO ENSURE THAT RELEASE OF REFRIGERATION GASES

FROM THE PLANT IS MINIMISED DURING NORMAL OPERATION AND DURING MAINTENANCE

ACTIVITIES.

2012: DEC 2014 FEB JUNE JULY

ANSWER :-

1. The ODP or Ozone Depletion Potential, is the potential for a single

molecule of the refrigerant to destroy the Ozone Layer. All of the

refrigerants use R11 as a datum reference and thus R11 has an ODP of 1.0.

The less the value of the ODP the better the refrigerant is for the ozone

layer and therefore the environment.

2. The chlorofluorocarbons (CFCs) and hydrochloroflurocarbons (HCFCs) are

referred to as ozone depleting substances (ODS), because once these gases

are released into the environment and reach the stratosphere, they interact

with the ozone layer and destroy ozone molecules. ODS lifetime in the

stratosphere is between 100 and 400 years.

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3. An ODS molecule has potential to destroy ozone molecules during its

entire lifetime. Therefore, various CFCs and HCFCs are assigned Ozone

Depletion Potentials (ODP) depending on their potential (specified relative

to CFC-11) to cause ozone depletion in the stratosphere.

4. Ozone is a gas composed of three bonded oxygen atoms (O3). In the

Earth’s atmosphere, ozone is formed from molecular oxygen (O2) in the

reactions initiated by the UV light.

5. Ozone can be found in two levels, at ground level and in the Earth’s

upper atmosphere, referred to as the stratosphere. At ground level, ozone

is a significant air pollutant, forming smog. In the stratosphere it is

referred to as the ozone layer.

6. The ozone layer encircles the stratosphere at approximately 10 km above

ground level. It filters ultraviolet (UV) radiation reducing the amount of

radiation reaching ground level. The depletion of the ozone layer exposes

living organisms to high levels of the harmful UV-B radiation. Most

importantly, this negatively impacts human health causing increased

occurrence of skin cancers, cataracts and weakened immune system. Other

negative impacts of depletion of the ozone layer are:

a. High levels of UV-B radiation causes sunburn and can potentially damage

DNA,

b. Changes in plant growth,

c. Degradation of building materials, particularly paints, rubbers, woods

and plastics.

ALTERNATIVES REFRIGERANT GASES TO ODS

There are numerous refrigerants on the market that have been developed

asalternatives to CFCs and HCFCs. These fall into three main groups: HCFC

blends, HFCs and HFC blends, Ammonia and Hydrocarbons (HCs)

R134A is a single hydrofluorocarbon or HFC compound. It has no chlorine

content, no ozone depletion potential, and only a modest global warming

potential. - ODP = 0, GWP = 1300

R407C is a ternary blend of hydrofluorocarbon or HFC compounds, comprising

23% of R32, 25% of R125 and 52% of R134a. It has no chlorine content, no

ozone depletion potential, and only a modest direct global warming

potential. - ODP = 0, GWP = 1610

R410A is a binary blend of hydrofluorocarbon or HFC compounds, comprising

50% of R32 and 50% of R125) it has no chlorine content, no ozone depletion

potential, and only a modest global warming potential. - ODP = 0, GWP 1890

R417A is the zero ODP replacement for R22 suitable for new equipment and as

a drop-in replacement for existing systems.

As per Annex VI , Regulation 12:- Ozone Depleting Substances (ODS)

1. Existing systems and equipment using ODS are permitted to continue in

service and may be recharged as necessary. However, the deliberate

discharge of ODS to the atmosphere is prohibited.

2. Maintenance, servicing and repair work shall be carried out without

releasing any substantial quantity of refrigerant.

3. When servicing or decommissioning systems or equipment containing ODS

the gases are to be duly collected in a controlled manner and, if not to be

reused onboard, are to be landed to appropriate reception facilities for

banking or destruction.

4. Any redundant equipment or material containing ODS is to be landed

ashore for appropriate decommissioning or disposal. The latter also applies

when a ship is dismantled at the end of its service life. Records and

documents to be maintained:- a) A list of equipment containing ODS should

be maintained. b) If the ship has any rechargeable system containing ODS,

then an ODS record book should be maintained. This record book shall be

approved by administration.

c) Check for gas leaks to be carried out regularly and recored. c) Entries

in ODS record book shall be recorded in terms of mass( kg) of substance in

respect of— i) Recharge of equipment ii) Repair or maintenance iii) Discharge

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133

of ODS to atmosphere either deliberate or non deliberate iv) Discharge of

ODS to land based facilities v) Supply of ODS to ship

71. WITH REGARDS TO ORDERING AND RECEIVING FUEL BUNKER ON BOARD ANSWER THE

FOLLOWING

THE IMPORTANCE OF CORRECT BUNKER SPECIFICATION INCLUDING THE RELEVANT ISO

STANDARD

HOW WILL YOU ENSURE THAT A REPRESENTATIVE SAMPLE IS DRAWN DURING BUNKERING.

HOW WILL YOU ENSURE THAT IN CASE OF BUNKER DISPUTES ESPECIALLY WITH REGARDS

TO QUALITY THE SAMPLE FROM THE VESSEL WILL BE ACCEPTABLE FOR VERIFICATION

2012: DEC 2014 FEB JUNE JULY

ANSWER :-

a. Bunkering is one operation on ship which has been the reason for several

pollution related incidents in the past. Bunkering operation requires

utmost care and alertness to prevent any kind of fire accident or oil

spill. Chief engineer is the overall in charge of a bunkering operation.

b. Problems occurring onboard the vessels and which arise from bunker

related issues are diverse, and may involve disputes varying from

engine/equipment problems and vessel delay to off loading/re-bunkering.

c. Claims arising from these problems are in general complicated and they

are often frustrated by lack of evidence, including representative samples,

storage and consumption documentation and fuel analysis reports.

d. In some cases the fuel quality appears to have met the relevant fuel

specification but further extensive testing reveals the presence of unusual

contaminants.

e. Linking these to engine damage has proved difficult and it has been

necessary to undertake metallurgical examination of worn or damaged

components to determine causation.

f. When purchasing bunkers it is important that the correct grade is

specified and that the sale and purchase agreement includes the appropriate

description of the fuel to be supplied. This is best done by reference to

the International Standard ISO 8217 and identification of the required

grade within this standard e.g. ISO 8217:2010 - RMG 380.

g. Therefore it is important that chief engineer checks the quality of the

fuel to be supplied according to the bunker delivery receipt. Although this

document does not provide a full analysis of the fuel, it should contain at

least the viscosity, density and sulphur content.

Representative Sample :-

a. The most common and most economic means of obtaining a representative

sample is by using a drip type sampler.

b. After the checks of documents and bunker quantity on barge, chief

engineer should ensure that sampling points are fixed. Sampling should be

taken at one point only. All sampling should be carried out either at barge

manifold or ship’s manifold. The sample must be representative of the total

delivery and ideally taken by ‘drip feed’ at the discharge side of

manifold, during the course of pumping.

c. Sampling equipment should be used in accordance with the manufacturer’s

instructions, or guidelines, as appropriate.

d. A means should be provided to seal the sampling equipment throughout the

period of supply.

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e. The primary sample receiving container should be attached to the

sampling equipment and sealed so as to prevent tampering or contamination

of the sample throughout the bunker delivery period.

f. The tube within the sampler and sample valve should always be cleaned

before use.

g. When bunkering starts, place a container under the sampler, open the

sampler valve fully and flush the sampler with fuel.

h. After flushing the sampler, close the valve and attach a suitable clean

container to the valve. Adjust the needle valve to give a slow and steady

drip. Time the fill rate so that it will provide for sufficient estimated

sample over the expected delivery period.

i. On completion of bunkering, mix together the samples from both

containers to ensure you have a good, representative sample from the

bunkering operation.

j. After bunkering sample bottles to be sealed, dated and signed by both

parties, four samples to be taken – one each for ship, barge, lab analysis

and MARPOL sample.

Bunker quality disputes

1. C/E should take care to ensure that bunkers supplied matches with

specifications as per ISO 8217

2. To ascertain about the quality of bunker, it is necessary to take the

samples in prescribed manner. The sample should be divided into 4 or 5

subsamples. Out of these one should be sent to laboratory for analysis by

the ship. The supplier has the duty to provide ship with MARPOL sample and

the seal number of this must be recorded in the BDN, along with seal

numbers of other samples.

3. If the ship’s sample report comes and it shows bunker to be of lower

quality or not as per specification, ship staff should tender a complaint

regarding quality.

4. As per BIMCO standard bunker clause this complaint should be tendered

within 30 days of delivery. After receiving the complaint the supplier will

send their sample to laboratory and will match its result with ship’s one.

Otherwise both can choose an independent laboratory for testing the sample.

5. BDN should be maintained for 3 years

6. C/E should record all relevant information that can lead to machinery

damage due to poor quality fuel

7. One set of ship’s sample should be retained on board for further

investigation and litigation.

8. If there is dispute with regard to quantity and quality following should

be done

a) Records of initial tank soundings, oil transfer details final tank

sounding should be maintained

b) Location of tanks where suspected bunkers have been used

c) Ullage sheets and bunker delivery receipts to be preserved.

d) Bunker samples to be preserved

e) ‘Note of protest’ deck and engine logs must be preserved,

f) A record of chief engineer and crew members involved in bunkering

operations to be maintained

g)Name of those present at the time when bunkers samples have been taken

h)The crew members involved in correcting any problems with substandard

bunkers

i) Owners must be notified promptly

72. YOU AS C/E ARE REQUESTED TO INFORM YOUR COMPANY WITH RESPECT TO

INSPECTION OF PROPELLER IN DRYDOCK DURING WHICH YOU NOTICED A SURFACE CRACK

ON ONE OF THE BLADES.

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STATE THE STEPS TAKEN BY YOU AS C/E FOR SUCCESSFUL HANDLING OF THE

SITUATION. ALSO IF SOME SURFACE CRACKS ARE NOTICED ON THE KEYWAY OF A TAIL

SHAFT, STATE THE STEPS TAKEN BY YOU FOR TACKLING THE PROBLEM. EXPLAIN THE

EFFECTS IN CASE THE CRACKS, AS STATED ARE NOT DEALT WITH AT THE PROPER

TIME.

2013: JAN JULY SEPT OCT 2014 APRIL

Surface cracks have been noticed on one of the propeller blades:-

As soon as a crack has been observed on the propeller blade, the head

office as well as the Classification Society must be notified. The services

of a

propeller expert would also be needed in certain cases.

Cracks on a propeller surface may be due to:-

Physical damage

Faults during casting

Physical Damage:- These types of cracks generally occur on the tips and the

leading edge of the propeller. Pitting may occur near the tips on the

driving face and on the whole of the fore side due to cavitation. Propeller

blades are sometimes damaged by floating debris which is drawn into the

propeller stream.

Such damage must be made good as it reduces the propeller efficiency, while

the

performance is improved by polishing the blade surface. If a built

propeller is

fitted, it is necessary to ensure that the blades are tight and the pitch

should be

checked at the same time. Small surface cracks can be ground out. Cracks at

the

blade tips may require the cropping of the blade section. If this is

carried out, a

matching section on the opposite blade would also have to be cropped in

order

to maintain balance. Since thrust developed by such a cropped propeller

would

be reduced, the main engine rpm will have to be adjusted to compensate for

the

loss. All actions must be taken in consultation with the classification

society and

propeller experts. It must be noted that most classification societies do

not

permit any welding on the propeller as heat treatment and annealing is an

extremely complicated process. Therefore in extreme cases of cracks, it may

be

necessary to replace the entire propeller

Cracks due to Faulty Casting:- These are extremely small cracks of the

order of length 3mm and depth 1mm. the region of the blade most prone to

such

cracks are within o.2 – 0.4 of the radius of the propeller. These cracks

are

extremely difficult to spot when the propeller is stationery. The cracks

only open

when the propeller develops thrust in operation due to the bending moment

induced. The only lasting solution to such a faulty fabricated propeller is

to

change it with a new one.

Surface cracks on the keyway of a tail-end shaft:- The area of the cracks

is to be inspected visually as well as ultrasonically (or with dye

penetrant) to

detect all the cracks. Causes of this are quoted as inadequate force fit

between

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136

propeller and tailshaft causing loss of peripheral grip which allows

propeller to

move and make contact with key. This causes excessive dynamic load to fall

on

key and shaft adjacent to keyway. This causes incipient cracks (small and

superficial) which usually begin at high stress concentration areas i.e.

around the

leading edge of the keyway. Fatigue failures may occur due to corrosion and

temperature variations in seawater, altering the force fits.

The key is also to be inspected for any damage. Also the dimensions of

the key must be accurately measured to ensure no play is present between

key

and keyway. Abrupt changes of shape of section cause stress concentration

to

build up due to interruption of the stress flow lines. This build up in

stress

causes cracks to develop and supports crack propagation. With this in mind

it

can be seen that shapes or sections which may be subject to great stresses;

should be well rounded or gradually tapered off to give smooth stress flow.

Round end keys should be used, and the keyway in propeller boss and

cone of the tailshaft are to be provided with a smooth fillet at bottom of

keyways, fillet radius at least 0.0125 of shaft diameter at top of cone.

Sharp

edges at top of keyway to be removed. Two screw pins should secure key in

keyway and forward pin should be at least ⅓ of key length from forward end.

Pin holes should have a depth not exceeding pin diameter. Hole edges to be

bevelled.

The cracks in the keyway can be ground depending on the depth of the

cracks. Large cracks would require welding and machining. Welding will only

be carried out after appropriate heat treatment and annealing. The

annealing

period required for a tail end shaft of a large ship may extend up to 7

days. It

must be noted that, in a tailshaft with key and keyed propeller, the thrust

of the

propeller is not absorbed by the key but by the shrink fit between

propeller hub

and shaft. Therefore cracks in the keyway of the tail end shaft do not pose

as

much a problem as cracks on the shaft itself or cracks on the propeller.

73. AS A CHIEF ENGINEER ON A FULLY LOADED SHIP YOU ARE STRANDED IN AN

ISLAND NEAR, THE UK COAST HAVING NO SURVEY FACILITY WHERE THE FOREPEAK OF

THE VESSEL IS SEVERELY DAMAGED. EXPLAIN YOUR ACTIONS WITH REASONS AND THE

PROCEDURES TO BE ADOPTED FOR MAKING A SAFE RETURN VOYAGE TO INDIA.

2013: JAN

HOW A STRANDED SHIP CAN PROCEED TOWARDS SEA

Let us take a case of an Indian ship stranded near U.K. coast and its fore

peak is

severely damaged. And the ship has to proceed towards India, let us see

what

should be done to make the voyage safe and seaworthy.

After stranding following actions to be taken:-

1) Reporting – Master should report the matter to following authorities

a) D.G. com centre/ D.G. casualty investigation cell by e-mail or fax

b) Report to U.K. coastguard/ DOT authority by e-mail or fax

c) Classification society

d) P&I local correspondent

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137

e) Owner

2) Refloat the vessel after grounding:-

Master should sought maritime assistance service from the U.K. authorities.

Arrangement of tug should be done. If the ship has got any pre contract

from

any salvage association, master should ask help from them. Master should

follow contingency plan given in the SMS manual. Tank sounding should be

taken and sounding of sea at various points to be measured. Any possible

case

for marine pollution to be kept in mind and a good look out to be carried

out. All

these should be recorded and documented. Master should always remain in

contact with office for necessary guidelines and assistance.

3) Under water inspection:-

Divers should be arranged from U.K. main land by company for under water

inspection. Underwater inspection should be carried out according to

documented procedure and taking all safety measures like main engine

isolation.

4) Following actions to be taken in severe forepeak damage:-

a) See the extent of damage. Portion of damaged part underwater and above

waterline should be assessed from diver’s report. Vessel shell expansion

plan

should be studied to check which all plates or frames have got damaged.

b) All these damaged reports with damaged plate number should be sent to

class.

The advice from class should be taken for temporary and permanent repair.

c) If temporary underwater repair is possible it should be carried out,

otherwise

some of the cargo will have to be offloaded to barge and it should be

arranged

by the company.

d) After this make the vessel aft trimmed as possible. Proceed towards

nearest

port where repair is possible.

e) Vessel repair should be carried out in presence of class surveyor. After

repair

it must be inspected and forepeak should be pressure tested.

f) While doing the above process, P&I correspondent should help the vessel

so

that extra and unnecessary claims are not slapped on the vessel.

Since vessel has to proceed towards India, according to M.S.( construction

of

ship and survey) rule 1991, if the vessel has met with an accident and she

has

lost her seaworthiness then she cannot go to sea. So, in this case Indian

administration would not allow the vessel to come to India with damaged

condition.

Vessel must carry out minimum repair at nearest repair yard

and then proceed to India from U.K. coast. On arrival India, ship should be

inspected by D.G. approved surveyor. However, it is mandatory for any

Indian

ship owner to report to D.G. about any casualty happening on board their

ship.

Similarly, it is mandatory for the D.G. to carry out the investigation in

the

casualty happening on their flagged ship.

74. EXPLAIN THE KEY FEATURES OF THE UNITED NATIONS CONVENTION ON THE LAW OF

THE SEA? WHEN THIS CONVENTION WAS OPENED FOR SIGNATURE AND WHEN IT ENTERED

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138

INTO FORCE? HOW MANY ARTICLES AND ANNEXES IT CONTAINS? ENUMERATE THE AREAS

COVERED UNDER THIS CONVENTION?

2013: JAN JULY

UNCLOS stands for United Nations conventions on laws of sea. It was outcome

of the third UN conference in 1982 and came into force internationally on

16th

November 1994.

The UNCLOS replaces the older and weaker 'freedom of the seas' concept. The

UNCLOS provides a universal legal frame work for the National management

of marine resources and their conservation. The treaty document consists of

446

articles grouped under 17 part headings and 9 Annexes.

One of the functions of UNCLOS is to allocate responsibility to states for

setting some standards and enforcing the same standards in various maritime

zones to reduce/control the sources of pollution.

Necessity of UNCLOS was in order

1. To promote peaceful uses of the seas and ocean

2. To facilitate international communication

3. To enable equitable and efficient utilization of oceans resources

4. To protect and preserve The marine environment

5. To protect promote maritime safety

Important highlight/salient features of UNCLOS are as follows

1. It defines international law of the sea

2. Sets widths of the territorial sea at 12Nm with a contiguous zone at

20Nm

3. Sets Transit passages through international straits and territorial sea

4. Sets exclusive economic zone extending 200 Nm

5. It defines continental self and jurisdiction over the resources of the

shelf beyond 200Nm where appropriate

6. It defines legal status of the high seas and establishes regulations

for the control of the marine pollution

7. It allows dispute to be settled in the international court of justice

UNCLOS provisions concerning ship’s flag and nationality

Part VII High seas

Article 90 :- Right of navigation

Every state coastal or land locked has the right to have its ship flying

its flag on

high seas

Article 91:- Nationality of ships

Every State should lay down conditions / requirements for granting its

nationality, registration and the right to fly its flag. Ship’s have the

nationality

of the state whose flag they are entitled to fly

State must issue to ship’s flying its flag, documents to that effect

There should be a genuine link between the state and the ship

Article 92:- Status of ships

Ships must sail under the flag of one state and are subject to the

jurisdiction of

the flag state on high seas

The permission for the change of flag is given only in the case of transfer

of

ownership or change of registry

It also deems that a ship which uses two or more flags according to

convenience

will be treated as a ship with no nationality

Article 93:- Ships flying the flag of the United Nations, its specialized

agencies

and the International Atomic Energy Agency

It gives provisions for ships to fly the flag on UN or its agencies and

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139

IAEA(International Atomic Energy Agency)

Duties of flag state

Article 94:- Duties of the flag State

1. Each flag state to effectively exercise its jurisdiction and control in

administrative, technical and social matters over ship’s flying its flag.

2. Maintain a register of the ships.

3. Assume jurisdiction under its internal law over each ship flying its

flag and

its master, officers and crew in respect to administrative, technical and

social

matters concerning the ship.

4. Take such measures for ships flying its flag as are necessary to ensure

safety

of sea with regards to:

a) Construction, equipment and sea worthiness of ship

b) Manning of ships, labour conditions, training of crew (STCW & ILO

convention)

c) Use of signals, the maintenance of communications and preventions of

collisions such measures include

i. each ship is surveyed before and after registration by a qualified

surveyor

of ships and has on board such charts, nautical publications, navigational

equipments and instruments for safe navigation of the ship

ii. each ship is in charge of master and officers who posses appropriate

qualifications in seamanship, navigation, communications and marine

engineering and the crew is appropriate in qualification and numbers for

the type, size, machinery and equipment of the ship.

iii. The master, officers, crew are fully conversant with and required to

observe the applicable international conventions like MARPOL, SOLAS,

COLREG, GMDSS etc.

5. In taking above measures, each state is required to confirm to generally

accepted international regulations, procedures and practices and to take

any

steps which may be necessary to secure their observance.

6. A state which has clear grounds to believe that proper jurisdiction and

control

w.r.t a ship is not exercised may report the facts to the flag state, upon

receiving such report flag state may investigate that matter and if

necessary

to take remedial action.

7. Every state must cause an enquiry by a qualified person/s into every

marine

casualty/incident of navigation and caused loss of life/damage to other

nationals or to a marine environment. The flag state and other states must

cooperate

in the conduct of enquiry.

75. STATE THE DIFFERENT TYPES OF MARINE INSURANCE POLICIES THAT COULD BE

UNDERTAKEN BY OWNERS, SHIPPERS OR OTHER RELATED PARTIES EXPLAIN THE SALIENT

LIABILITIES AND EXCLUSIONS RELATED WITH EACH CASE FOR AN INSURER.

2013: JAN JULY OCT

There are various types of marine insurance policies available and they

could broadly be classified into 5 types.

1. Time policy - Insures property for a period of time.

2. Voyage policy - It insures property from one place to another it may

include a date limit.

3. Mixed policy - It covers both a voyage and a period of time of voyage

and in port after arrival.

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140

4. Construction policy - It insures vessel while in course of construction

not for a period of time.

5. Floating policy - cargo policy that insures a number of shipments. In

Canada & US this policy is continuous and covers all shipments to a limit

of liability for any 1 loss.

The marine insurance policies that a ship owner can take are

1) Hull & machinery policy

2) Protection & indemnity cover.

The insurance policies for a cargo owner include

1) Marine cargo insurance

2) Goods in transit insurance.

Hull and machinery policies :

These are usually time policies with a maximum period of 12 months.

Normally the items covered will be clearly stated in the clauses of each

policy. Any extra port to be covered will raise the insurance premium.

Perils include 1) Peril of seas 2) Fire / explosion 3) theft from outside

4) Jettison 5) Piracy 6) Earthquake volcanic eruption, lightening 6)

accidents during loading or discharging 7) Machinery damage 8) Latent

defects in machinery or hull 9) Negligence of master, officer or crew 10)

3/4 collusion liability items not covered under insurance include 1) loss /

damage eg insurer deliberately set fire to ship caused by willful

misconduct willful negligence by owner. 3) loss of charter hire due to

delays 4) loss due to wear and team 5) war risk cover.

6. Cost for scraping & painting vessel underwater part due to fouling

7. Valuation clause i.e. in case the vessel is a constructive total loss,

salvage values are not considered.

8. loss / damage from nuclear weapon or by radioactive material.

P & I cover is available fro the following

1) Cargo claims 2) crew claims 3) claims for various fines eg. customs

times immigration fine for improper documentation fine due to misconduct of

crew etc 4) Collision liability covering the 1/4 liability not covered by H

& m insurance 5) liability against collision with fixed or floating objects

6) third party injury & death claims 7) oil pollution liability 8)

miscellaneous claims.

Restrictions on P & I cover include :

1) Deviation 2) delivery of cargo at port other then port specified in the

contract of carriage. 3) failure to arrive or late arrival at port of

loading 4) delivery of cargo without bill of lading 5) Out dated bill of

lading 6) clean bill of lading in respect to damaged cargo 7) arrest or

detention.

Cargo insurance policies :

The policies will incorporate institute of cargo clause A B or Institute of

cargo clause C : This covers only against major casualties eg fire,

explosion, grounding or vessel stranded, sinking or capsizing, collusion or

contact disc at port of distress general average sacrifice and jettison.

Institute of cargo clause B : In addition to the above will also cover

casualties like earthquake, volcanic eruption, lightening strike washing

obd entry of sea.

Institute of cargo clause A - Offers cover against all possible risks.

Items excluded from maritime cargo insurance policy are

1) Claims resulting from insufficient or in suitable packing or protection

of matter insured.

2) Claims for loss or damage arising from financial default of owners

company cannot be responsible for performance of the carrier and this

exclusion is aimed at encouraging the use of reputable company.

3) Claims arising from use of nuclear weapons.

4) Claims arising from damage by terrorists or politically motivated

groups.

5) Claims arising from unfitness of vessel ware risk and strike risk cover

is available for cargo insurance for an additional premium for long term

insurance, open cover policy and floating policies are available.

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141

76. DEFINE A UNSEAWORTHY SHIP WITHIN THE MEANING OF MS ACT 1958, AS

AMENDED.

EXPLAIN DETAINABLE DEFICIENCY WITH REFERENCE TO A PSC INSPECTION AND

DESCRIBE THE PROCEDURE TO BE FOLLOWEED FOR TIMELY RELEASE OF A VESSEL

DETAINED FOR SERIOUS STRUCTURAL DEFICIENCIES UNDER PSC.

2013: JAN APR JULY SEPT

In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship

and

unsafe ship is as follows:-

Under section 334 a ship is said to be unseaworthy "when the materials of

which

she is made, her construction, the qualification of master, the number,

description and qualification of the crew including officers, the weight,

description and stowage of the cargo and ballast, the condition of her hull

and

equipment, boilers and machinery are not such as to render her in every

respect

fit for the proposed voyage or service."

Detainable deficiency

A deficiency that presents an immediate threat to the ship, its personnel

or the

environment, which renders the ship unsafe to proceed to sea.

A ship can expect to be detained when in the professional judgment of a

PSCO

i.e. he considered unsafe to allow a ship to proceed to sea before the

deficiencies

identified have been rectified.

EXAMPLES OF DETAINABLE DEFICIENCIES

Under SOLAS

dampers, ventilation dampers, quick closing valves etc

and sounds signals

systems

manning certificates

Under load lines

fecting

sea worthiness

and water tight doors

Under MARPOL

t of intended

voyage

Under STCW

r the

safety and

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142

duties at

the commencement of the voyage

Under ILO convention

Once the detention order has been placed on a ship, it is likely to remain

part of

the historical port state records for that ship and be displayed on web for

at least

3 years. A detentions order might include an instruction that the ship has

to

remain in a particular place or move to an anchorage or other berth. The

order

should specify the circumstances that would allow the detention to be

released

The fact that a ship had been detained should be clearly stated on ‘Report

form A’

Procedures for Rectification of Deficiencies and Release

1. It is the responsibility of the owner / Manager to inform the flag state

and

class about deficiency and detention.

2. Port state will normally notify the flag state of any detention

3. Flag state or a classification society acting on its behalf may attend

the ship

to help resolve the problem in this case PSCO might agree to the remedial

action proposed by the surveyor and allow him to oversee the repairs.

4. The master and / or the ship owner would need to authorize the repair

work

to be carried out in presence of the surveyor.

5. There will be associated costs to cover port state inspection cost will

of

course also be charged to the ship detention orders are lifted once all

payment has been received in full

6. When deficiencies which caused a detention cannot be remedied in the

port

of inspection, the ship concerned may be authorised to proceed to the

nearest

appropriate repair yard available, as chosen by the master and the Port

State

Authority, provided that the conditions determined by the competent

authority of the flag State and agreed by the Authority of the Port State

are

complied with. Such conditions will ensure that the ship can proceed

without

risk to the safety and health of the passengers or crew, or risk to other

ships,

or without being an unreasonable threat of harm to the marine environment.

The flag State or the recognised organisation acting on its behalf should

issue

single voyage certificates or preferably endorse existing certificates (to

proceed to a repair yard, normally in ballast). The terms of release should

be

acceptable for the port State.

7. On the condition that all possible efforts have been made to rectify the

deficiency the ship may be allowed to proceed to port where any such

deficiency can be rectified.

77. WHAT ARE THE SIGNIFICANT SOLAS AMENDMENTS COMING INTO FORCE IN 2013?

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143

WITH REFERENCE TO SOLAS 2010 AMENDMENT, DISCUSS "INTERNATIONAL GOAL BASED

SHIP CONSTRUCTION STANDARDS?

2013: JAN JUNE

Amendments to the International Convention for the Safety of Life at Sea

(SOLAS) aimed at preventing accidents during lifeboat launching entered

into

force on 1 January 2013.

The amendments, adopted in May 2011, add a new paragraph 5 to

SOLAS regulation III/1, to require lifeboat on-load release mechanisms not

complying with new International Life-Saving Appliances (LSA) Code

requirements to be replaced, no later than the first scheduled dry-docking

of the

ship after 1 July 2014 but, in any case, not later than 1 July 2019.

The SOLAS amendment is intended to establish new, stricter, safety

standards for lifeboat release and retrieval systems, and will require the

assessment and possible replacement of a large number of lifeboat release

hooks.

GOAL BASED SHIP CONSTRUCTION:----

1. Goal based ship design and structure was first presented in 2002 in MSC

76

after a proposal was given by BAHAMAS and GREECE in 89th session of

council. They suggested that IMO should play a larger role in determining

the standard to which new ships are built, traditionally the responsibility

of

classification society and shipyards.

2. It was adopted in 2010 at MSC 87. It will be applied to oil tankers and

bulk

carriers starting in 2016. It means whose building contract is placed

on/after

1st July 2016. In the absence of building contract keel laid on/after 1st

July

2017. And whose delivery is on/after 1st July 2020.

3. IMO Goal based standards are:-

a. Broad, overarching safety, environmental and/or security standards that

ships are required to meet during their lifecycle.

b. The required level to be achieved by the requirements applied by

classification societies, other RO, administration and IMO.

c. Clear, demonstrable, verifiable, long standing, implementable and

achievable, irrespective of ship design and technology.

d. Specific enough in order not to be open to differing interpretation.

4. These basic principles were developed to be applicable to all goal based

new

ship construction standard. In the near future IMO may develop goal based

standards for other areas e.g. machinery, equipment, fire protection etc.

5. The committee agreed in principle on a five tier system.

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144

I. TIER 1 :- GOALS –

Ships are to designed and constructed for a specified design life to be

safe

and environmentally friendly when properly operated and maintained under

the specified operating and environmental condition, in intact and

specified

damage condition, throughout their life.

Here safety also includes the ship structure being arranged to

provide safe access, escape, inspection and proper maintenance.

II. TIER 2:- FUNCTIONAL REQUIRMENT ----

A set of requirements relevant to the functions of the ship structure is to

be

complied with in order to meet the above mentioned goals. It consists of:-

a)DESIGN:--

1) Design life :- 25 years design life

2) Environmental condition:- North Atlantic environment

3) Structural strength:- Suitable safety margin at net scantling

4) Fatigue life:- 25 years fatigue life in north Atlantic

5) Residual strength:- Sufficient

6) Protection against corrosion:- Coating design life specified.

7) Structural redundancy

8) Water tight and weather tight integrity

9) Human element consideration

10) Design transparency

b) CONSTRUCTION:-

1) Construction quality procedures

2) Survey

c) IN SERVICE CONSIDERATION:-

1) Survey and maintenance

2) Structural accessibility

d) RECYCLING CONSIDERATION:-

1) Recycling

III. TIER 3:- VERIFICATION OF COMPLIANCE

It provides the instruments necessary for demonstrating that the

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145

detailed requirement in TIER 4 and TIER 5 comply with TIER 1 goals and

TIER 2 functional requirements. Verification process is:-

1) RO or administration submits request for verification of its rule.

2) IMO appointed audit teams review.

3) Report of audit team goes to MSC

4) MSC takes decision on conformity with GBS

IV. TIER 4:- Technical procedures and guidelines, including national and

international guidelines.

V. TIER 5:- Industry standard, codes of practices and safety and quality

systems for ship building, operation, maintenance, training etc.

SHIP CONSTRUCTION FILE:- it will contain the specific information on

how the functional requirements of the GBS have been applied in ship design

and construction. It shall be provided upon delivery of a new ship, and

kept on

board a ship and/or ashore. It should be updated as appropriate throughout

ship’s

life. Contents of SCF shall at least conform to the guidelines.

78. DIFFERENTIATE BETWEEN ANNUAL, INTERMEDIATE, RENEWAL, DAMAGE AND REPAIR

SURVEYS. WHAT ARE THE PURPOSES OF EACH SURVEY ONBOARD? ALSO, ENLIST ALL

STATUTORY CERTIFICATES CARRIED ONBOARD, THEIR ISSUING AUTHORITY, AND THE

IMO CONVENTION UNDER WHICH THEY ARE ISSUED

2013: FEB

Annual Survey :-

1. The purpose of the annual survey is to do the general inspection of

items

related to particular certificate to ensure that they have been maintained

and

remain satisfactory for service for which the ship is intended

2. Annual surveys are to be carried out within a window from three months

before to three months after each anniversary date.

3. It is carried out by class surveyor. At the time of annual surveys, the

ship is

generally examined. The survey includes an inspection of the hull,

equipment

and machinery of the ship and some witnessing of tests, so far as is

necessary

and practical in order to verify that, in the opinion of the attending

surveyor(s) the ship is in a general condition which satisfies the Rule

requirements.

Intermediate Survey :-

1. Intermediate survey is a survey including visual examinations,

measurements

and testing as applicable, of the hull and equipment, machinery and

systems,

in order to confirm that the ship complies with the relevant rule

requirements

and is in satisfactorily maintained condition.

2. The required examinations, measurements and testing shall be carried out

before the intermediate survey is regarded as completed.

3. An intermediate survey is to be carried out within the window from three

months before the second to three months after the third anniversary date.

4. The intermediate survey includes examinations and checks on the

structure as

specified in the Rules to verify that the vessel is in compliance with the

applicable Rule requirements. The Rule criteria become more stringent with

age.

5. According to the type and age of the ship the examinations of the hull

may be

supplemented by thickness measurements as specified in the Rules and where

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146

deemed necessary by the attending surveyor.

Renewal Survey :-

1. Renewal survey is a major survey including visual examinations,

measurements and testing of the hull and equipment, machinery and systems,

in order to confirm that the ship complies with the relevant rule

requirements

and is in satisfactorily maintained condition.

2. Class renewal surveys/special surveys are carried out at five-year

intervals.

However, consideration may be given by the Society, in exceptional

circumstances, to granting an extension for a maximum period of three

months after the due date. In such cases the next period of class will

start

from the due date for the previous class renewal survey before the

extension

was granted.

3. The special survey may be commenced at the 4th annual survey and be

progressed with a view to completion by the 5th anniversary date.

4. The class renewal surveys/special surveys include extensive examinations

to

verify that the structure, main and essential auxiliary machinery, systems

and

equipment of the ship are in a condition which satisfies the relevant

Rules.

The examinations of the hull are generally supplemented by thickness

measurements and witnessing of tests as specified in the Rules, and as

deemed necessary by the attending surveyor, to assess that the structural

condition remains effective and to help identify substantial corrosion,

significant deformation, fractures, damages or other structural

deterioration.

Damage Survey : -

1. Damage surveys are carried out in the event of damage which affects or

may

affect the class of the ship.

2. It is performed to access the extent of damage sustained, to compile a

list of

recommended repairs and estimated cost to return the vessel to its

condition

before the incident.

3. It is non periodic survey and required by insurance companies when a

claim

has been submitted .

4. Damage survey is usually commissioned by an insurance company as part of

a claim investigation to establish the probable cause and extent of damage.

Repair Survey :-

1. Following a damage defect or break down any repair carried out to the

hull,

equipment and machinery is assessed by a class surveyor.

2. The surveyor ascertains the status of the vessel to determine if it has

been

returned to a condition that is in compliance with the applicable Rule

requirements.

3. Where repairs are carried out at a place where the surveyor services are

not

available, survey must be carried out at the earliest opportunity

thereafter.

4. Damages or repairs required by the surveyor to be re-examined after a

certain period of time are also covered by an appropriate

recommendation/condition of class.

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147

STATUTORY CERTIFICATES AND DOCUMENTS FOR MERCHANT SHIPS

Cargo Ships Foreign going (all in original)

CERTIFICATES VALIDITY CONVENTION SURVEY ISSUANCE

International

Tonnage Certificate

(1969)

Valid for

lifetime

unless major

change in

construction.

International

Tonnage

Convention 1969

Surveyed by

Class,

measurements

are taken,

computed.

Issued by

Registrar or

others

assigned for

such job as

per M.S Act

International Load

line Certificate

(1966)

Valid five

years with

annual and

intermediate

surveys

ILLC 1966 and

protocol of 1988

Surveyed by

Class

Issued by Head

quarters of

Classification

Society

International Load

line Exemption

Certificate

Same as above Same as above Surveyed by

Class Same as above

Minimum Safe Manning

document

Valid for

lifetime

unless major

change in

constrn.

SOLAS 1974 (1989

amendments) M.M.D

Issued by The

Principal

officer M.M.D

Certificates of

masters, officers

and ratings

As applicable

under

competence

STCW 1995 code M.M.D

Issued by The

Principal

officer M.M.D

Tonnage Computation

Booklet

Valid for

lifetime

unless major

change in

construction.

International

Tonnage

Convention 1969

Surveyed by

Class,

measurements

are taken,

computed

Checked by

M.M.D and

finally

approved by

D.G.S (Indian

Ships)

Intact Stability

Booklet with damage

calculations

Valid for

lifetime

unless major

change in

construction

SOLAS 1974

regulation II-

1/22 including

calculations part

B 25 regn 1-10

Same as

above Same as above

For oil tankers above 150 GRT and other ships above 400 GRT

IOPP Certificate +

Record of

construction as per

Regulation

Valid five

years with

annual and

intermediate

surveys

MARPOL 73/78 Surveyed by

Class

Issued by the

Principal

officer

(Registrar) of

M.M.D annex I

regulation 5

Oil Record Book

Continuous

record

document

MARPOL 73/78 Same as

above

As approved by

the Flag State annex I

regulation 20

Shipboard Oil

Pollution Emergency

Plan (3copies)SOPEP

As governed by

IOPP

MARPOL 73/78 Same as

above Same as above

annex I

regulation 26

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148

In addition to all above cargo ships including tankers must have following in

original

Safety Construction

Certificate

(SAFECON)

Valid five

years with

annual and

intermediate

surveys

SOLAS 1974 as

amended and GMDSS

Surveyed by

Class

Issued by the

Principal

officer

(Registrar) of

M.M.D

Safety Equipment

Certificate (500 GRT

and above)

Valid Five

years & annual

(HSSC

effective

since year

2000)

SOLAS 1974 Surveyed by

M.M.D

Surveyors

Issued by the

Principal

officer of

concerned

M.M.D

Chapter II-2, III

and COLGEG 1972

Safety Equipment

Plan and Record of

Safety Equipment

Record issued

every Full

term survey

Same as above

Scrutiny and

check by

M.M.D

Surveyors

Plan approved

by D.G.S and

Record issued

with Safety

Equipment

Certificate.

Safety Radio

Telegraphy/Telephony

or GMDSS

Valid Five

years & annual

(HSSC

effective

since year

2000)

SOLAS Chapter IV Surveyed by

Radio

Inspector of

M.M.D

Issued by the

Principal

officer of

concerned

M.M.D as amended

Exemption

certificate Safety

Equipment

If required as

per SEC and

valid same

term

SOLAS 1974

Regulation I/12

Surveyed by

M.M.D

Surveyor

Issued by the

Principal

officer

of M.M.D

DOC Special

requirement for

ships with dangerous

cargo

As and when

required to

carry

dangerous

cargo

SOLAS 1974

Regulation II/54

Dangerous goods

Manifest

Stowage Plan

as required

SOLAS 1974

Regulation VII,

MARPOL annex

III/4

Document of

authorization for

carriage of Grain

As required

where grain is

required to be

carried

SOLAS 1974 as

amended Chapter

VI Regulation 9

Certificate of

Insurance or other

financial security

in respect of civil

liability

As per terms

of agreement

with regard to

oil pollution

damage TOVALOP

CLC 1969 article

VII

Enhanced Survey

Report file

SOLAS 1974

Chapter XI/2,

MARPOL annex I

Regulation 13G

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149

In addition to all above ships carrying noxious liquid chemicals in bulk shall carry

International

pollution prevention

certificate for

carriage of noxious

liquid in bulk (NLS)

Valid five

years subject

to annual and

intermediate

surveys as

applicable

MARPOL 73/78 Surveyed by

Class

Surveyor

Certificate

issued by The

Registrar of

ship Annex II

Regulation 12/12a

Certificate of

fitness for carriage

of NLS in bulk

Same as above BCH code Section

1.6

Same as

above Same as above

OR International

certificate of

fitness

Same as above IBC code Section

1.5

Same as

above Same as above

Cargo Record Book In support of

above MARPOL Annex II/9

Same as

above Same as above

For Gas Carriers

Certificate of

fitness for carriage

of liquefied gasses

in bulk

Valid five

years subject

to annual and

intermediate

Surveys

GC code Section

1.6

Surveyed by

Class

Surveyor

Certificate

issued by The

Registrar of

Ship

OR International

Certificate of

fitness

Same as above IGC code Section

1.5

Same as

above Same as above

For passenger ships

Passenger Ship

Safety Certificate

Valid one year

only

SOLAS/MARPOL/ILLC

all combined as

required

Surveyed by

MMD and

Class

Surveyors

Certificate

issued by The

Registrar of

ship

Passenger Ship

Exemption

Certificate

Same as above

SOLAS 1974

Regulation I/2 as

amended

Surveyed by

MMD

Surveyors

Same as above

Special Trade

Passenger Ship

Certificate

Same as above STP agreement

1971 Regulation 6

Same as

above Same as above

Special Trade

Passenger Ship Space

Certificate

Same as above SSTP agreement

1973 Regulation 5

Same as

above Same as above

For high-speed crafts as defined by M.S Rules requires a SAFETYCERTIFICATE in

compliance with Chapter X of SOLAS as amended

With reference to Chapter IX of SOLAS as amended ships to which ISM applies

Document of

compliance

(Certified copy) DOC

Valid five

years subject

to annual and

intermediate

audits

SOLAS 1974

Chapter IX + ISM

provisos as

amended

Audit

conducted by

competent

lead

auditor/s as

approved by

the flag

state

Flag State or

a competent

authority on

behalf of Flag

State

Safety Management

Certificate SMC Same as above Same as above

Same as

above Same as above

All such ships must possess elaborate SAFETY MANNUAL as document on board

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79. COMPARE THE LATEST EUROPEAN UNION STIPULATION FOR LOW SULPHUR FUEL –

EXISTING MARPOL REQUIREMENT

DISCUSS THE DIFFICULTIES FOR IMPLEMENT – ITS COMMERCIAL IMPACT ON SHIP

OPERATIONS.

2013: MAR 2014 APRIL AUG

Marpol Requirement :-

1. In 2008, the IMO adopted a resolution to amend Annex VI of the Protocol

of

1997 RESOLUTION MEPC.176(58), to amend the International Convention

for the Prevention of Pollution from Ships, 1973, as modified by the

Protocol

of 1978 relating thereto (MARPOL), containing regulations for the

prevention of air pollution from ships. The revised Annex VI to MARPOL

entered into force on 1 July 2010.

2. The sulphur content of any fuel oil used on board ships shall not exceed

the

following limits:

a. 4.50% m/m prior to 1 January 2012;

b. 3.50% m/m on and after 1 January 2012; and

c. 0.50% m/m on and after 1 January 2020.

3. Requirements within Emission Control Areas

While ships are operating within an Emission Control Area, the sulphur

content of fuel oil used on board ships shall not exceed the following

limits:

a. 1.50% m/m prior to 1 July 2010;

b. 1.00% m/m on and after 1 July 2010; and

c. 0.10% m/m on and after 1 January 2015.

4. Alternative to using marine fuel oil with low sulphur content in

Emission

Control Areas an exhaust gas cleaning system or other equivalent system

may be allowed to be used (abatement technologies).

European Union Derectives

1. The EU low-sulphur Directive 1999/32/EC as amended by Directive

2005/33/EC and directive 2012/33/EU) has now come into force and is

aimed at controlling marine fuel emissions from vessels within EU ports.

2. Article 3a Maximum sulphur content in marine fuel requires that member

States shall ensure that marine fuels are not used within their territory

if their

sulphur content exceeds 3,50 % by mass, except for fuels supplied to ships

using emission abatement methods.

3. Article 4a requires that Member States shall take all necessary measures

to

ensure that marine fuels are not used in the areas of their territorial

seas,

exclusive economic zones and pollution control zones falling within SOx

Emission Control Areas if the sulphur content of those fuels by mass

exceeds:

(a) 1,00 % until 31 December 2014;

(b) 0,10 % as from 1 January 2015.

This shall apply to all vessels of all flags, including vessels whose

journey

began outside the Union.

4. Article 4b of EU Directive 2005/33/EC requires that, with effect from 1

January 2010, Member States must take all necessary steps to ensure that

ships berthed or anchored in European Community ports are not permitted to

consume marine fuels with a sulphur content exceeding 0.1% by mass,

allowing sufficient time for the crew to complete any necessary

fuelchangeover

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151

operation as soon as possible after arrival at berth and as late as

possible before departure. This regulation applies to all vessels

irrespective

of flag, ship type, age or tonnage

5. This requirement does not apply to ships

(a) whenever, according to published timetables, ships are due to be at

berth

for less than two hours;

(b) to ships which switch off all engines and use shore- side electricity

while

at berth in ports.

6. Member States shall require the time of any fuel- changeover operation

to be

recorded in ships' logbooks.

7. Article 4c Emission abatement methods such as Mixture of marine fuel and

boil-off gas, Exhaust gas cleaning systems, biofuels requires that member

States shall allow the use of emission abatement methods by ships of all

flags

in their ports, territorial seas, exclusive economic zones and pollution

control

zones, as an alternative to using marine fuels that meet the requirements

Operational conditions/requirements approaching Ports in Europe related

to Fuel Change Over

Destination: Port inside an ECA

• Global cap 3.5 % S, Heavy Fuel Oil, heated

• ECA 1.0 % S, Heavy Fuel or Distillate Oil, heated or unheated

• At Berth 0.1 % S, Low Sulphur Distillate Oil, unheated or cooled

Destination: Port without ECA

• Global cap 3.5 % S, Heavy Fuel Oil, heated

• At Berth 0.1 % S, Low Sulphur Distillate Oil, unheated or cooled

In general the following items should be observed with respect to fuel

properties of a low sulphur distillate oil intended to be used to meet the

above

mentioned sulphur requirements:

over

process)

uld create additional problems (compatibility,

stability, fouling, hygroscopic)

-based for

trucks and for inland water vessels (60/55 oC)

-2 , Reg. 4, 2.1.1 : min. flashpoint 60 oC (43 oC outside

machinery

space cat. A, e.g. emergency engines)

SHIPBOARD INSTALLATIONS AND EQUIPMENT AFFECTED\

Fuel tank capacity and arrangement for the different grades of fuel

grades of cylinder oils may have to be carried if operating

with low

sulphur fuel for any length of time to prevent excessive calcium deposits

and

resultant liner wear.

fuel

injection equipment.

Fuel Oil Supply System: e.g. Pipes, Pumps, Cooler/Heater, Fuel Oil Booster

Systems

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152

procedure as specified by the engine and boiler/burner manufacturer for the

relevant fuel grades

expected. Leakages from fuel seal may occur , so the seal need to be

replaced, also self lubricating ability deteriorates, leading to concern

about

reduction in life of bearings.

Class

requirements for unattended machinery spaces in terms of alarms,

redundancy and stand-by pumps

be considered to avoid possible contamination

of

low sulphur fuel by other fuels

Main Propulsion and Auxiliary Engines, at Berth normally Auxiliary

Engines only

the

experience of marine diesel engines on LSDO with less equal 0.1 % S is

limited

achieve

the required viscosity for injection

peration of the engine and the choice of lubricants has to be in

compliance

with the engine manufacturer’s specification

Main and Auxiliary Boilers, especially Burners and Burner Control System

The manufacturer of the boiler, burner or the burner control system has to

assure

that the system is suitable for the burner operation with the different

fuel grades.

In particular:

emission ranges

-purging process has to take LSDO operation into account

ing burners have to be

selected in

accordance with the specification of the manufacturer for the different

fuel

grades

manufacturer for the fuel grades to be used

Fuel is by far the largest operational cost for shipowners and has already

increased in price by about 300% since 2000, according to ICS. However, the

current 80% to 100% price differential between low sulphur distillate and

the

residual fuel oil that is currently in use is predicted to increase further

if the new

demand that will be created by the MARPOL requirements is not matched by

increased supply.

The price difference between IFO 380 and MGO (0.1% sulphur)

fluctuates strongly in time with a long term average of 93% (period 1990-

2008).

The price difference between LS 380 and MDO fluctuates between, with a long

term average of 87%. In other words, the specified MDO is on average 87%

more expensive than LS 380. Overall the cost of marine distillate fuels is

about

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153

twice what residual fuels costs due to increasing demand and the cost of

the

desulphurization process. The effect of the new Annex VI agreement may be

quite costly for the participants in the shipping industry. Based on

historical

price differences, the use of MGO (0.1%) could well imply a cost increase

per

ton of bunker fuel of on average 80 to 100% (long-term) compared to IFO 380

and 70 to 90% compared to LS 380 grades (1.5%).

Exhaust gas cleaning systems, or ‘scrubbers’, have been predicted to cost

in excess of US$2 million per engine if fitted on board larger ships.

Still, it is not

yet clear whether these will be technically, environmentally, or

economically

viable for use on a widespread basis before the 2015 or 2020 deadlines.

80. DISCUSS IEC AND NEMA STANDARDS FOR MARINE ELECTRICAL EQUIPMENT

WHAT REQUIRED FOR MARINE ELECTRICAL CABLES

HOW WILL YOU CONFORM THAT ELECTRICAL CABLES ARE SUITABLE FOR INTENDED USE

ONBOARD.

2013: MAR 2014 APRIL AUG

1. Founded in 1906, the IEC (International Electrotechnical Commission) is

the world’s leading organization for the preparation and publication of

International Standards for all electrical, electronic and related

technologies.

These are known collectively as “electrotechnology”.

2. IEC provides a platform to companies, industries and governments for

meeting, discussing and developing the International Standards they

require.

3. The IEC is one of three global sister organizations (IEC, ISO, ITU) that

develop International Standards for the world.

4. IEC standards are also being adopted as harmonized standards by other

certifying bodies such as BSI (Great Britain), CSA (Canada), UL &

ANSI/INCITS (USA), SABS (South Africa), SAI (Australia), SPC/GB

(China) and DIN (Germany). IEC standards harmonized by other certifying

bodies generally have some noted differences from the original IEC

standard.

5. IEC 60092 forms a series of International Standards concerning

electrical

installations in seagoing ships and fixed or mobile offshore units,

incorporating good practice and co-ordinating as far as possible existing

rules.

6. These standards form:

a) a code of practical interpretation and amplification of the requirements

of

the International Convention on Safety of Life at Sea;

b) a guide for future regulations which may be prepared and

c) a statement of practice for use by owners and builders of ships and

fixed

or mobile and offshore units and other appropriate organisations.

1. NEMA, National Electrical Manufacturers Association is the association

of electrical equipment manufacturers, founded in 1926 and headquartered in

Arlington, Virginia. Its member companies manufacture a diverse set of

products including power transmission and distribution equipment, lighting

systems, factory automation and control systems, and medical diagnostic

imaging systems.

2. It provides a forum for the standardization of electrical equipment,

enabling

consumers to select from a range of safe, effective, and compatible

electrical

products. The organization has also made numerous contributions to the

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electrical industry by shaping public policy development and operating as a

central confidential agency for gathering, compiling, and analyzing market

statistics and economics data.

3. Reference Specifications, Standards, and Codes applicable to marine

electrical equipments are

I. NEMA Standards Publication ICS 2-2000, Industrial Control and

Systems Controllers, Contactors, and Overload Relays, Rated 600 Volts

(2000) (“NEMA ICS 2”)

II. NEMA Standards Publication ICS 2.3-1995, Instructions for the

Handling, Installation, Operation, and Maintenance of Motor Control

Centers Rated not More Than 600 Volts (1995) (“NEMA ICS 2.3”)

III. NEMA Standards Publication No. ICS 2.4-2003, NEMA and IEC

Devices for Motor Service—a Guide for Understanding the Differences

(2003) (“NEMA ICS 2.4”)

IV. NEMA Standards Publication No. ANSI/NEMA 250-1997, Enclosures

for Electrical Equipment (1000 Volts Maximum) (Aug. 30, 2001)

(“NEMA 250”)

V. NEMA Standards Publication No. WC-3-1992, Rubber Insulated Wire

and Cable for the Transmission and Distribution of Electrical Energy,

Revision 1, February 1994 (“NEMA WC-3”)

VI. NEMA WC-70/ICEA S-95-658-1999 Standard for Non-Shielded Power

Rated Cable 2000V or Less for the Distribution of Electrical Energy

(1999) (“NEMA WC-70”), 111.60-13.

Ship wiring cables have to withstand a wide variety of environmental

conditions, e.g. extremes of ambient temperature, humidity and salinity.

The normal distribution voltage on ships is 440 V and cables for use at

this

voltage are designated 600/1000 V, i.e. 600 V to earth and 1000 V between

conductors. Higher voltage systems require cables with appropriate ratings,

e.g.

for a 3.3 KV 3-phase -earthed neutral system the required cable rating is

1900/3500V for 3-phase insulated systems the cable rating would be

3300/3300V.

Marine electrical cables should be

a. tough and resilient,

b. Should have good heat, ozone and moisture resistance

c. It should be halogen free, flame retardant, fire resistant and low

smoke.

d. Conductors are of annealed stranded copper which may be circular or

shaped.

e. Cable insulation has a thickness appropriate to the system voltage

rating.

Insulation materials are generally organic plastic compounds. Butyl rubber,

ethylene propylene rubber (EPR) , Cross-linked polyethylene (XLPE), Mineral

Insulated, Metal Sheathed cables are generally used

It is of vital importance for the safe execution of the work on electrical

equipment and fittings comply with all regulations and recommendations in

force. The materials ordered shall conform to the regulations and

certification

provided where applicable. The Electrical equipments ordered should be

class

approved and should meet the test requirements according to guidelines

based on the IACS Unified Requirements E10, "Testing Procedure for

Electrical, Control and Instrumentation Equipment, Computers and

Peripherals

covered by Classification".

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81 NAME THE PRESENT ISO STANDARD FOR MARINE FUEL OIL AND EXPLAIN SALIENT

FEATURES WITH REFERENCE TO FUEL OIL ANALYSIS REPORT, EXPLAIN RELEVANT

CORRECTIVE ACTION AGAINST VARIOUS ADVERSE OBSERVATION IN IT.

2013: MAR 2014 AUG

1. ISO 8217:2010 4th edition specifies the requirements for petroleum fuels

for

use in marine diesel engines and boilers, prior to appropriate treatment

before

use. This document supersedes ISO 8217: 2005, 3rd edition. It was

originally

drafted in 1982 and came into force in 1987.

Five editions:

– first edition

– not in use any more

- most widely used specification

– provides for better fuel quality

- adding test method for H2S content

2. The 5th edition of the ISO 8217 marine fuel standard was released on

15th

August 2012. This new edition, which should be referred to as ISO

8217:2012, has only a few changes from the ISO 8217:2010 standard.

a) Pour point limits for DMX gas oil are removed from Table 1

b) There is a change in the test method for Hydrogen Sulphide (H2S), which

has been updated to IP 570-12A (Vapour Phase Processor). This change

improves the accuracy of the test. The parameter limit is unchanged at

2.00 mg/kg

c) Clause 2 “Nominative references” no longer states the reference

year for the test methods.

3. The ISO standard is regularly revised to account for engine technology

development and statutory environmental requirements such as MARPOL

Annex VI. Amendments in 2010 focused on the level of used lubricating oils

(ULO) within fuel oils.

Some of the Salient features are :-

1. ISO 8217:2010 specifies four categories of distillate fuel, one of which

is for

diesel engines for emergency purposes. It also specifies six categories of

residual fuel.

2. Provides for better fuel quality.

3. Improvement of the safety levels in shipboard operation.

4. Reduced engine damage and consequential risks.

5. Positively affects Owners’ image and reputation.

6. The ISO 8217:2010 standard defines maximum and minimum values for

various parameters including:

a) density, which is required to determine purification settings and is

used to

calculate the amount of fuel bunkered.

b) viscosity, which is expressed as a fluid’s resistance to flow. In

everyday

terms this is ‘thickness’. Viscous (thick) fuels require preheating to

reduce

the viscosity and enable good purification, injection and combustion in

the engine cylinder.

c) flashpoint of the fuel indicates the temperature at which a fuel vapour

is

produced and can be ignited. In accordance with SOLAS requirements,

the flash point must be above 60 degrees Celsius. (This does not apply to

fuel that will be used for emergency purposes such as generators, fire

pumps and lifeboat engines)

d) aluminium and silicon (Catalytic fines) are remnants of the cracking

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process at the refinery. They are introduced as a catalyst to assist with

the

refining in a catalytic cracking process. These highly abrasive particles

can cause rapid wear of engine components and can be difficult to remove

or separate using the ship’s fuel treatment equipment

7. The products are designated by a code that consists of:

–– the first letter of this category is always the family letter (D for

distillate or R for residual)

–– the second letter, M, designates the application ‘Marine’

–– the third letter, X, A, B, C, …, K, which indicates the particular

properties in the product specification (ISO 8217), for residual fuels, a

number which corresponds to the maximum kinematic viscosity, in

mm2/s, at 50°C.

8. Changes for residual fuels in 2010 edition

• RMA 10 grade was added (previous DMC grade)

• RMG and RMK grades were expanded to include additional viscosity

grades.

• RMF and RMH grades were removed.

• Sulphur limits were excluded from residual fuel limits, as these are

controlled by statutory requirements.

• Sulphur limits for distillate fuels were retained.

• Ash limit values, for residual fuels, were reduced for many of the

categories (RMG 380 from 0.15% m/m to 0.10% m/m)

• Vanadium limit for RMG 380 was increased from 300 ppm to 350 ppm

• Vanadium limits for other grades were reduced, but for RMB 30 where

limit remained unchanged

• Catfine (Al + Si) limits were reduced from 80 ppm to 60 ppm

Bunker quality disputes :-

1. C/E should take care to ensure that bunkers supplied matches with

specifications as per ISO 8217.

2. To ascertain about the quality of bunker, it is necessary to take the

samples

in prescribed manner. The sample should be divided into 4 or 5 subsamples.

Out of these one should be sent to laboratory for analysis by the ship. The

supplier has the duty to provide ship with MARPOL sample and the seal

number of this must be recorded in the BDN, along with seal numbers of

other samples.

3. If the ship’s sample report comes and it shows bunker to be of lower

quality

or not as per specification, ship staff should tender a complaint regarding

quality.

4. As per BIMCO standard bunker clause this complaint should be tendered

within 30 days of delivery. After receiving the complaint the supplier will

send their sample to laboratory and will match its result with ship’s one.

Otherwise both can choose an independent laboratory for testing the sample.

5. BDN should be maintained for 3 years.

6. C/E should record all relevant information that can lead to machinery

damage due to poor quality fuel.

7. One set of ship’s sample should be retained on board for further

investigation

and litigation.

8. If there is dispute with regard to quantity and quality following should

be

done

a. Records of initial tank soundings, oil transfer details final tank

sounding

should be maintained

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b. Location of tanks where suspected bunkers have been used

c. Ullage sheets and bunker delivery receipts to be preserved.

d. Bunker samples to be preserved

e. ‘Note of protest’ deck and engine logs must be preserved,

f. A record of chief engineer and crew members involved in bunkering

operations to be maintained

g. Name of those present at the time when bunkers samples have been taken

h. The crew members involved in correcting any problems with substandard

bunkers .

i. Owners must be notified promptly.

9. It is common for the bunker receivers to raise a claim even when the

single

test results are outside the limits prescribed by the ISO 8217 standard.

10. Adverse observations can be in terms of

a. Density:-

Max limits: 991 Kg/m3 (RMG Grade) & 1010 Kg/m3 (RMK Grade)

It is the relation ship between mass and volume at a defined temperature

15ºC

• Increased density may:

- Affect the centrifuge operation (ineffective in water removal)

- Affect the engine’s performance (increase of CCAI, with viscosity

constant)

- Reduce the specific energy of the fuel

• Reduced density than that declared by suppliers,

results in economical loss for the buyers; bunkers are sold by weight, but

delivered by volume

b. Viscosity

Viscosity is a measure of how fuel will flow and it varies with

temperature; as

heavy oil is heated, it will flow more easily Viscosity is measured at 40o

C for

distillate and 50º C for residual fuels. For residual oils, the common

viscosity is

180 cSt and 380 cSt, but it reaches up to 700 cSt

Viscosity greater than specified, may affect pump ability, preheating,

settling /

separation, spray formation, atomization and combustion. The maximum

viscosity of the fuel that can be used in an engine depends on the heating

facilities available. However, too hot fuel, part of it may turn to gas at

the

injection pumps, which is preventing the generation of proper injection

pressure.

Increased viscosity is not a problem for the engine, provided that

it is reduced to levels recommended by the engine manufacturers (10-15 cSt

at

engine inlet).

c. Sulphur

Sulphur content is dependant on the geographical source of crude oil and

the

degree of blending with low-sulphur components. Sulphur will burn to form

sulphur oxides (SOx) which may convert to corrosive acids under certain

conditions (low temperatures) and cause corrosion to low temperature zones

(“cold corrosion”). Acidity is neutralized by the alkalinity of the

cylinder

lubricating oil (BN). Selection of cylinder oil depending on the sulphur

content

of the fuel oil. Low-sulphur fuels (below 1%), if used with high BN

cylinder

lubricating oil, will result in overdose with alkaline additives, leading

to alkaline

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deposits on the piston top land. Alkaline deposits will scrape-off cylinder

oil

film, resulting in dry friction between the cylinder wall and piston rings

and the

development of cylinder liner scuffing

Recommended action:

• Carefully select the cylinder lubricating oil to be compatible

with fuel oil sulphur content

• Carry 2 grades of cylinder oil; one for use with high sulphur

fuel and the other for operation on low sulphur fuel

d. Aluminium + Silicon

Limit as per ISO 8217:2010, RMG & RMK grades – 60 ppm (previous 80 ppm).

Hard and abrasive particles used as catalyst in petroleum refining process.

Engine manufacturers limit the amount of catalytic fines in the fuel

injected into

the engines to 15 mg/kg. Not always evenly distributed in the fuel.

Sometimes

accumulated in the sediment.Very difficult to be removed, as they are

attracted

to water droplets. Exceeding the level of Al+Si of 15 mg/kg at the engine’s

inlet

may cause excessive wear of the components in the combustion chamber

(piston

grooves, piston rings, cylinder liners) and of the fuel injection equipment

(fuel

pump plunger and barrel, fuel injection valves)

Precautions to take:

• Maintain the separators according to manufacturers’ instructions, using

approved spare parts. Ensure efficient centrifuging through FO separators,

which will reduce Al+Si content to acceptable levels (reduced throughput

and

temperature around 98°C)

• Thorough separation required even if bunkered fuel within specification

(catfines settle in the tank and may be supplied to the FO system during

rough

weather)

e. Water

Allowed up to 0.5% v/v for residual fuels and 0.3% v/v for distillate fuels

(DMB)

• Water reduces specific energy

• Water may lead to a wide range of engine problems depending on the source

of

the water; fresh or seawater. Fresh water contamination from condensation,

leaking steam heating coils, badly set up centrifuges and rain water

ingress

through tank lids or sounding pipes. It may lead to corrosion damages to

fuel

pumps and injectors. Removal of fresh water by centrifuging only if free in

the

fuel (emulsification renders the separation difficult, if at all possible)

Recommended centrifuging separation, sufficient settling time, sufficient

heating in the settling tanks and by the use of proper draining

arrangements on

the settling and service tanks.

f. Ash

Allowed up to 0.15% m/m, for residual and 0.01% m/m, for distillate fuels

During combustion, metal content is converted into solid ash particles,

which -

at certain temperatures - become partly fluid, adhering and causing

corrosion

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damage to piston crowns, exhaust valves, turbocharger blade surfaces and

boiler

tubes. Stiction temperature is lowest for ashes that are rich in vanadium

and/or

sodium. A sodium/vanadium ratio of 1:3 is generally facilitating the

phenomenon of high temperature corrosion to occur, as ash melting

temperature

is even below 400º C. Ash removal recommended by frequent cleaning

g. Sodium

Allowed up to 100 ppm for RMK & RMG grades.Sodium is found originally in

fuel oil and very occasionally the sodium hydroxide used in the refining

process

Fuels normally have a sodium content between about 10 ppm and 50 ppm.

Sodium in contaminating seawater greatly increases the problems, i.e. high

of sodium content).

Unlike vanadium, sodium can be removed by water removal (centrifugal

treatment and settling). Also, high temperature corrosion problems are

limited

by:

- Efficient cooling of valve seats and faces

- Use of valve rotators to even out the thermal load on the valves

- Use of corrosion-resistant materials (stellite and nimonic steels)

82. DISCUSS IN DETAILS THE ADVANTAGES AND DISADVANTAGES OF ELECTRICAL MAIN

PROPULSION

2013: APR

Advantages of Electric Propulsion

There are many attractive advantages for using electric propulsion for

ships. The

advantages particular to electric propulsion are divided into the areas of

design,

operation and cost savings.

The following advantages are given for electric propulsion.

1. Lower fuel consumption and emissions due to the possibility to optimize

the

loading of diesel engines / gensets. The gensets in operation can run on

high

loads with high efficiency. This applies especially to vessels which have a

large variation in load demand, for example for an offshore supply vessel,

which divides its time between transit and station-keeping (DP) operation.

2. High reliability, due to multiple engine redundancy. Even if an engine /

genset malfunction, there will be sufficient power to operate the vessel

safely. Reduced vulnerability to single point of failure providing the

basis to

fulfill high redundancy requirements.

3. Electric propulsion provides greater reliability. - Reliability is

improved by

being able to use any prime mover and generator to power any propeller.

With direct drive the failure of the prime movers attached to a specific

shaft

results in a loss of partial or all power on that shaft. With electric

propulsion,

power can be supplied from any prime mover to any shaft increasing

reliability of the propulsion system.

4. Even if an engine / genset malfunctions, there will be sufficient power

to

operate the vessel safely. Reduced vulnerability to single point of failure

providing the basis to fulfill high redundancy requirements.

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5. There is no direct connection of propeller shaft and prime mover and

hence

transmission of severe stresses such as torsional and vibration is

restricted.

6. Ship layout and engineering plant positioning can be more flexible. -

Prime

movers for shafts no longer have to be located to provide direct coupling

to

the shaft. An electric propulsion design would allow prime movers be

located

higher in the hull allowing improved ship design.

7. Increased payload, as diesel-electric propulsion plants take less space.

8. Increased survivability can be gained from the cross-connect capability

and

the flexibility in design and layout. - With the flexibility to place prime

movers and generators in separate spaces the loss of one space does not

cause

the loss of several prime movers and generators. The ability to cross

connect

increases the number of paths that can be used for a prime mover and

generator to supply loads.

9. Improved manoeuvrability and station-keeping ability, by deploying

special

propulsors such as azimuth thrusters or pods. Precise control of the

electrical

propulsion motors controlled by frequency converters.

10. Propulsion system control is improved, providing a simple and rapid

reversal.

Speed can be controlled infinitely variable by using electronics to adjust

frequency. Reversing can be initiated by changing the sequence in which the

electronic devices in the power converter are gated or by the use of a

controllable pitch propeller.

11. Electric propulsion provides quiet operation. - The prime mover for

electric

propulsion is not directly coupled to the shaft and, as such, the

mechanical

vibrations from the prime mover and large reduction gears are eliminated.

12. Improved fuel economy is provided with electric propulsion. - The prime

movers can be operated at more efficient speeds and to its maximum rating.

Direct drive propulsion is constrained by reduction gears and shaft

limitations from the prime mover to the propeller.

13. Reduced cost in maintenance. - Reduced cost for maintenance is gained

by

running prime movers at a constant speed reducing mechanical stresses

which in turn minimizes the failures of moving parts. Also, if prime movers

are operated at full load there will be a reduction of operating time for

each

prime mover. This increases the time between overhauls and the period

between required maintenance. It is generally realized that electric

equipment

costs less to operate and maintain than mechanical equipment. In particular

the comparison would be between the reduction gears and the converter and

motor operation.

14. Flexibility in the types of prime movers used on the same ship. -

Electric

propulsion is not concerned with the operating characteristics of the prime

movers providing power to the generators. An example would be the use of

two diesel engine driven generators and one gas turbine driven generator on

the same ship. The output speed and operating characteristic of the two

different prime movers could be very different in turn making the speed

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161

reduction to the propeller in a direct drives propulsion system very

difficult.

In the case of an electric propulsion system as long as both prime movers

can

drive a generator to produce a specified voltage and frequency, the system

will work with no increase in equipment or operational difficulty.

15. Efficient performance and high motor torques, as the system can provide

maximum torque also at slow speeds, which gives advantages for example in

icy conditions

Disadvantages of Electric Propulsion

As in any technological compromises, there are some disadvantages to

electric

propulsion. The disadvantages of an electric propulsion system include.

1. Efficiency between the prime mover and the shaft is reduced. - Any time

a

change in the form of energy occurs there is generally a loss. In the case

of a

direct drive, the losses introduced by the mechanical transmission are less

than those introduced in an electric propulsion system where power is

converted from mechanical form to electrical form, manipulated, then

converted back to mechanical form. The additional stages of energy

conversion usually translate into an efficiency of about 91% as compared to

direct drives whose efficiencies are on the order of 97 percent.

2. Power quality problems occur. - Harmonics in the electrical system are

created with the use of converters. Harmonics in the propulsion motor are

in

turn transmitted to the shaft which radiates out as noise and increased

signature.

3. The installation cost of electrical propulsion plant is much higher.

4. Different and improved training for ship’s crew as the system is

completely

different from mechanical system and involves major automation.

5. There is an increase in space and weight required for the electrical

equipment. - With electric drives increased space is needed for propulsion

generators, wiring, frequency converters and propulsion motors. With the

addition of equipment there is an increase in weight for the propulsion

system.

83. STATE THE CIRCUMSTANCES IN WHICH A DIESEL MAIN ENGINE MAY SLOW ITSELF

DOWN WHILE REMAINING IN FULL AHEAD AT SEA.

IN SUCH A CASE DESCRIBE THE ACTION WHICH SHOULD FOLLOW.

2013: APR

In case of deviation of engine parameters from a set value, an audible and

visual

alarm will sound which will give an early warning of the problem.

Slow down is the stage of protection when actions taken are not sufficient

to

control the ongoing problem; hence engine slow down is done to counter the

disturbed parameter

Different Engine Slow Down Situations

In this situation the main engine will come to dead slow RPM i.e. below 30

RPM as the slow down protection gets activated. Following are different

slow

down situation for main engine:

.5 bar

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162

ture is high > 75 deg C

ntrol air pressure is low < 5.5 bar

Emergency Preparedness” as stated under Clause 8 of ISM code is to make

sure

that the company has an integrated system with ship and shore during an

emergency.

According to this

a) The company should establish procedures to identify, describe and

respond to

potential emergency shipboard situations.

b) The Company shall establish programmes for drills and exercises to

prepare

for emergency actions.

c) The safety management system should provide for measures ensuring that

the

Company's organization can respond at any time to hazards, accidents and

emergency situations involving its vessels.

In Case of a slowdown of main Engine the following actions should be taken.

1. Inform bridge and take controls to ECR.

2. Raise engineers alarm and inform C/E.

3. Set The Speed Setting Lever To ‘2.1’ And Telegraph (Reversing Lever) To

‘Dsh’ Position

4. Start Aux engine which is in standby.

5. Reduce piston cooling and jacket cooling water temperature settings.

6. Record time of failure / Maintain timings of events.

7. Assess the situation and if the repair / restarts need considerable time

then

prepare for anchorage if depth permits.

8. Ascertain cause of failure.

9. Ascertain if Shore assistance is required.

10. Ascertain time required to repair start repair and inform bridge of the

progress and expected time of completion.

11. Inform company’s technical department.

12. After rectifying the fault ,start M/E and try out in ahead and astern

direction

13. Make a report of the failure and damage.

84. WITH RESPECT TO ENGINE ROOM MAN MANAGEMENT ENLIST THE KEY ISSUES YOU

WILL ADDRESS WITH PROPER JUSTIFICATION IN THE FOLLOWING AREAS,

(A) INTER DEPARTMENTAL HARMONY (B) DEVELOPING A SAFETY CULTURE (C) ATTITUDE

AND MOTIVATION DEVELOPMENT (D) EMERGENCY RESPONSE

2013: APR

As a chief engineer, following issues will be addressed with an objective

of safe,

efficient & effective team management in consideration with relevant

compliance with international regulations.

a. Training Program:-

1. The drills conducted on board should be as realistic as possible. The

response

of personnel is assessed and any need of training is considered.

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2. Training programs make people more confident in all aspects of their

jobs

and enhances their competence.

3. Different techniques adopted for training may include videos, lifetimes,

demonstrations, computer based training programs etc.

4. The purpose of such training should be to provide basic knowledge,

increase

their proficiency and the same time enhancing their skills by subjecting

them

to simulated emergency situations i.e. drills and exercises so that the

personnel identifies the potentially hazardous situation that may result in

threat to life or the pollution of marine environment.

5. These not only reduce the response time but also increase the

confidence.

b. Long term personal development concept

1. An individual is judged for his skill and special work in a particular

field or

an innovative job performed by him should be recognized & the same can be

entered in his appraisal report for further deployment without delay & can

be

recommended for promotion.

2. By developing such a transparent atmosphere, an individual will look at

a

long term personal development concept as beneficial to his own needs.

3. It is gaining attentions in all industries and service provider sectors.

In

shipping personnel are working on contract basis and once the contract is

finished, company has nothing to do financially with seafarers.

4. Also it is difficult to retain good people as they can easily attract by

the

benefits offered by other companies. It is required to retain seafarers for

long

term for the benefit of the company. Different methods and means are

employed by companies to retain the seafarers.

5. Many companies employ the seafarers by paying through out the year. By

putting the seafarers on the same ship or sister vessels in routine he will

have

no problem in familiarisation of ship and his job performance will be

better.

MEO CLASS I DEEPESH MERCHANT

6. Conducting value added courses helps seafarers in updating their

knowledge

and skills this helps him in gaining significant skills and makes him

honoured with the company.

7. Small favours done by company towards seafarers can go a long way in

developing long term personnel relationship between the company and

seafarers.

c. Attitude and motivation development

1. Shipping companies are trying various theories to develop an individuals

attitude and ways to motivate him to perform better by applying techniques

like positive reinforcement, behaviour modification, stress relief etc.

2. It may be in manner of continuous employment in company and on rotation

basis, so that the individual can plan his leave and come back on finishing

his

leave, for better prospect and need of money, self esteem, security etc.

3. A persons attitude is influenced by various factors such as his needs,

his state

of mind i.e. stress levels, feeling of security, self esteem etc.

4. The most important step before trying to develop an individuals attitude

& to

motivate him is understanding. Only after understanding him & realizing his

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needs, aims etc. can one go about trying to improve his attitude & motivate

him.

5. The feeling of belonging / incentives, both promotion & monetary wise /

recognition of a job well done etc. go a long way in improving an

individuals

attitude & thereby also motivating him to give more to the team.

d. Emergency response

1. By assigning every person on board a particular duty for different

emergencies & also responsibilities, every individual will know exactly

what

to do in a given situation.

2. Drills & pre & post drills briefing/debriefings also help the crew

members

understand what is expected of them & where they could improve.

3. Drills should be made as realistic as possible & not made a routine that

persons labour through. Different emergencies at different locations should

be practiced so that crew members are exposed to as far as possible all the

emergencies they may be faced with.

4. By doing this the response of the crew members will be swift as they

will

know what is expected of them in any given emergency.

5. Also during drills the important of team work is emphasized which

motivates

people in acting faster and in an organized manner in any kind of

emergency.

e. Coping With Stress

1. The personnel on board a ship are burned with the magnitude of work due

to

reduced crew strength on ships.

2. This along with the fear of doing something wrongly, differences among

various people and lack of sleep may lead to tremendous amount of stress in

MEO CLASS I DEEPESH MERCHANT

the personnel living a way from home for months together compounds this

problem many folds.

3. It is the duty of C/E to ensure that his staffs do not get over

stressed. This

can be done by encouraging better in the personnel relations, praising

persons

for good jobs done, briefing them how to avoid mistakes and delegating work

so that nobody is overburdened.

4. In addition to all these, talking personally to people, engaging about

their

family and other personal matters sometimes helps in keeping the

environment cool and thereby reducing the chance of over stressing.

85. ILLUSTRATE MEAN PISTON SPEED, ITS SIGNIFICANCE ON CONSUMPTION OF FUEL

OIL.

EXPLAIN HOW MEAN PISTON SPEED IS RELATED TO R.P.M. AND IDEAL COMBUSTION.

JOINING AN OLD SHIP AS CHIEF ENGINEER, FORMULATE A METHODOLOGY BY WHICH YOU

CAN ASCERTAIN OPTIMUM USE OF FUEL OIL AGAINST DESIRED MEAN PISTON SPEED.

2013: JUNE FEB EMCY 2014 APRIL

MEAN PISTON SPEED:-

It is the average speed of the piston in a reciprocating engine.

MPS = 2LN/ 60

For constant stroke length

MPS α N ............................(1)

Now,

Power = PLAN/ 60

For constant L and A

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Power α PN .............................(2)

2/3 3

But, Power α (displacement) (Speed)

For constant displacement,

3

Power α (speed) ...............(3)

But speed,

V α Pitch * N, So for constant pitch,

V α N ..............................(4)

From (1), (2), (3) and (4)

3

Power α ( MPS) ...................(5)

Now,

Fuel consumed / unit time α Power ................................(6)

From (5) and (6)

3

Fuel consumed/ unit time is proportional to (MPS)

MPS LIMITATION:-

a. Increase in MPS will increase the dynamic forces and moments and this

will

affect bearings, bearing bolts etc.

b. If MPS is high time available for fuel consumption is less.

c. If MPS is low, compression will be isothermal but we want compression to

be adiabatic. Low MPS will cause compression temperature to be low

resulting in incomplete combustion and increase in fuel consumption.

MEO CLASS I DEEPESH MERCHANT

d. Speed decreases service life of frictional parts.

MPS plays a great role as far as scavenging, i.e. exchange of gases is

concerned. the output of the cylinder is lowered beyond a certain piston

speed as

the efficiency of the gas exchange process sharply drops. With effective

MPS,

better scavenging and compression temp. can be achieved resulting into

complete combustion of fuel oil injected. Complete / ideal combustion gives

you

better power and rpm.

Methodology by which you can ascertain optimum use of fuel oil against

desired mean piston speed in an old ship:-

Upon joining an old ship as a chief engineer, following checks are to be

carried out:-

Check all the parameters of the engine

Take power cards for all the units

Check fuel and cylinder lub. oil cons. of engine

Check that PMS for m/e is being followed as per makers instructions

Check maintenance history of main engine

All above parameters you can compare with previous record including sea

trial

records. From above, you will come to know about the status of M/E & its

output and fuel cons. For optimum fuel consumption, firstly, better

scavenging

and better compression should be there, and mean piston speed is affecting

scavenging.

Scavenging

Keep scavenge ports cleaned

T/C air filters clean

Air cooler water and airside should be cleaned

If uniflow scavenging, then exhaust valve should be well maintained

Fuel System:-

Fuel purification to be proper

Fuel pressure to be maintained

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Fuel injectors are in good overhauled and pressure tested condition

Fuel timing should be proper

Condition of fuel pump should be good

Correct fuel temp. to be maintained

Optimise cylinder lubrication by manual setting

Maintain the PMS of M/E

86.EXPLAIN THE DIFFERENCE BETWEEN ISM AND ISO CERTIFICATION

DISCUSS THE MANDATORY RECORDS TO BE MAINTAINED UNDER ISO 9001:2008

2013: JUNE SEPT

Mandatory Records Examples

5.6.1 Management Review Management review

minutes

6.2.2e Education, training, skills and

experience

Training

records/matrix,

resumes

7.1d Evidence of realization process Project quality plan

7.2.2 Results of the review of requirements

related to the product and actions arising

from the review

Change review

7.3.2 Design and development inputs relating

to product requirements

Customer

specifications

7.3.4 Results of design and development

reviews and any necessary actions

Design development

minutes

7.3.5 Results of design and development

verification and any necessary actions

Design plans, test

plans

7.3.6 Results of design and development

validation and any necessary actions

User acceptance test

plans, acceptance

records

7.3.7 Results of the review of design and

development changes and any necessary actions

Design review

minutes, change

requests

7.4.1 Results of supplier evaluations and any

necessary actions arising from the evaluations

Supplier evaluation,

approved suppliers

list

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7.5.2d Demonstrate the validation of processes

where the resulting output cannot be verified

by subsequent monitoring or measurement

Schedule of achieved

results

7.5.3 The unique identification of the

product, where traceability is a requirement

Equipment register

7.5.4 Customer property that is lost, damaged

or otherwise found to be unsuitable for use

Delivery notes, site

visits, defective

materials report

7.6 Results of calibration and verification of

measuring equipment

Calibration

certificates

7.6 Validity of the previous measuring results

when the measuring equipment is found not to

conform to requirements

Test plan results

7.6a Basis used for calibration or

verification of measuring equipment where no

international or national measurement

standards exist

Customer

specification,

corporate standards

8.2.2 Internal audit results and follow-up

action

Internal audit

report

8.2.4 Indication of the person(s) authorising

release of product

Product

acceptance/release

report

8.3 Nature of the product nonconformities and

any subsequent actions taken, including

concessions obtained

Non conformance

report, consession

report

8.5.2 Results of corrective action Corrective action

report

8.5.3 Results of preventative action Preventative action

report

Please note that although these quality records are mandatory, if the scope

of your QMS does not include a particular section, these records can be

excluded.

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87. ENUMERATE WITH BRIEF EXPLANATIONS ON THE SALIENT DIFFERENCE BETWEEN

GOVERNING OF MAIN PROPULSION AND AUXILIARY ENGINES.

2013: JUNE 2014 JULY

Generator Set Engine Governors

The engine governor controls engine speed, and in some generator

applications, generator load. To select correct governors for particular

applications, governor capabilities must be understood. The following terms

are commonly encountered when describing governors:

Droop, Speed Droop and Regulation are terms used interchangeably to

describe the relationship of engine speed change from no load (high idle)

to full load (rated) in steady state operation. Expressed as a percentage,

droop is calculated using the equation below.

The graph at right illustrates various

degrees of droop for both generator and industrial engine applications.

Percent droop remains constant and independent of operator speed change. If

the operator changes the throttle on an industrial engine, he or she is

actually changing the full load speed. The full load rpm would shift either

up or down. The percent increase in speed to no load speed would remain the

same.

Many applications easily accept some speed droop which means a less costly

and complex governor can be used, even if the gen set will be paralleled

with other units.

Isochronous – These units offer 0 percent droop – constant engine speed

from no load to full load. This capability is often required in

applications demanding precise frequency control such as communications

equipment, computers, movie lighting, clocks and automatic paralleling

applications.

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Compensation – This is the feed back adjustment that tunes the governor to

the application for stable engine operation. Hydraulically or electrically

actuated governors are available, although they are more costly.

Speed Band – The above graph shows the tolerance on speed at any steady

load. It can be different for different engine/governor combinations.

Transient Response – This is the time interval required for engine speed to

recover from a sudden load change. Overshoot is the maximum monetary

increase in frequency on sudden load removal. The transient response graph

below shows how an engine reacts to sudden load changes.

Generator Set Stability and Response

The transient response and steady state stability of generator set engines

can vary because of a number of factors: engine model, engine speed,

aspiration, power factor, governor and the presence of an idle circuit.

Diesel engines have a short mechanical path between the governor actuator

and the fuel delivery system to the combustion chamber. This system

responds quickly to load change request from the governor.

ISO Class 1 and 2 are international standards for generator set response

criteria. The two different ISO Classes refer to the performance level or

specifications. Class 2 has more demanding performance specifications than

Class 1. The following table reflects the current ISO standards for Class 1

and 2 diesel engines.

Transient Response

Class 2 Class 1

Frequency recovery time 5 sec 10 sec

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Frequency deviation +20% +25%

Tolerance for recovery 2.0% 3.5%

Voltage recovery time 6 sec 10 sec

Voltage deviation @0.8 power factor +25% +30%

Tolerance for recovery +2.2% +2.8%

Note: This criteria is based on adding load in three steps:

Step 1 116 psi bmep

Step 2 117 psi to 196 bmep

Step 3 197 psi to 261 bmep

Steady-State Stability

Class 2 Class 1

Frequency 1.5% 2.5%

Voltage 2.5% 5.0%

88. WHAT IS THE DIFFERENCE BETWEEN CARGO SAFETY CONSTRUCTION CERTIFICATE

AND CARGO SHIP CONSTRUCTION CERTIFICATE?

HOW WILL YOU PREPARE YOUR SHIP FOR AN ANNUAL SAFETY CONSTRUCTION SURVEY

SHOWING CLEARLY THE AREAS IN WHICH YOU WILL GIVE SPECIAL ATTENTION?

2013: JUNE SEPT

Cargo Ship Safety Construction Certificate

A certificate called a Cargo Ship Safety construction Certificate shall be

issued after

survey to a cargo ship of 500 gross tonnage and over which satisfies the

requirements

for cargo ships on survey, set out in regulation I/10 of SOLAS 1974, and

complies with

the applicable requirements of chapters II-1 and II-2, other than those

relating to fireextinguishing appliances and fire control plans.

Cargo Ship Safety Equipment Certificate4

A certificate called a Cargo Ship Safety Equipment Certificate shall be

issued after

survey to a cargo ship of 500 gross tonnage and over which complies with

the relevant

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requirements of chapters II-1, II-2 and III and any other relevant

requirements of

SOLAS 1974. A Record of Equipment for the Cargo Ship Safety Equipment

Certificate

(Form E) shall be permanently attached.

Cargo Ship Safety Radio Certificate5

A certificate called a Cargo Ship Safety Radio Certificate shall be issued

after survey to

a cargo ship of 300 gross tonnage and over, fitted with a radio

installation, including

those used in life-saving appliances which complies with the requirements

of chapters

III and IV and any other relevant requirements of SOLAS 1974. A Record of

Equipment

for the Cargo Ship Safety Radio Certificate (Form R) shall be permanently

attached.

Cargo Ship Safety Certificate

A certificate called a Cargo Ship Safety Certificate may be issued after

survey to a

cargo ship which complies with the relevant requirements of chapters II-1,

II-2, III, IV

and V and other relevant requirements of SOLAS 1974 as modified by the 1988

Protocol, as an alternative to the above cargo ship safety certificates.

Annual Surveys :

o Purpose of annual survey is to do the general inspection of items

in relation to particular certificate.

o General inspections of items are done to determine if they are

maintained in good condition so that they can fulfill the

functional requirements for which they are installed on the

vessel.

o If all items are in good condition ship will remain in good

condition to render services required from her.

o Annual surveys are carried out at anniversary date with window

period of ± 3 months.

o Annual survey of how surveyor will examine hull & its closing

appliance to ascertain watertight integrity of the ship.

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Items included

a) Water tight bulkhead penetrations.

b) Hull openings on freeboard decks, superstructures ventilators, air

pipes.

c) Hatch openings, tank domes.

d) Machinery operated hater covers, rubber sealing.

e) Freeing ports.

f) Confirmation of loading guidance & stability data.

g) No alternation made to hull or superstructure related to load line.

h) Anchor chain cables.

i) Sea water ballast spaces for corrosion & thickness measurements.

j) Vent pipes of all bunker tanks, flame screen, of oily water, oily

ballast slop tanks.

for tankers

i) Cargo tanks opening on freeboard deck (Tank domes).

ii) P. V. valves, flame arresters, flame screen.

iii) Cargo & crude oil washing equipments.

iv) Pipe ducts, vault piping on weather decks.

Annual survey of machinery includes

1) Machinery & Boiler space inspection

2) Emergency escape routes.

3) Main and auxiliary steering gear.

4) Testing of communication between bridge ECR & SG.

5) Bilge pumping system & bilge well.

6) Boiler pressure vessel & external mounting.

7) Electrical machinery & emergency source of power.

8) Fire extinguisher apparatus, fire hoses nozzles & applicators.

9) Testing of emergency fire pumps.

10) Examination of fixed fire fighting system & fire smoke detection

system.

89. WITH RESPECT TO ANNEX V OF MARPOL SIGNIFICANCE OF

DISH WATER, GREY WATER RECYCLING AND REUSE.

OTHER SIMILAR DISCHARGES AS EXCLUDED FROM THE PURVIEW OF OPERATIONAL WASTES

AND WASTE MINIMIZATION.

2013 : JUNE

1.6.1 Dishwater means the residue from the manual or automatic washing of

dishes and

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cooking utensils which have been pre-cleaned to the extent that any food

particles adhering

to them would not normally interfere with the operation of automatic

dishwashers.

1.6.2 Grey water means drainage from dishwater, shower, laundry, bath and

washbasin

drains. It does not include drainage from toilets, urinals, hospitals, and

animal spaces, as

defined in regulation 1.3 of MARPOL Annex IV (sewage), and it does not

include drainage

from cargo spaces. Grey water is not considered garbage in the context of

Annex V.

1.6.3 Recycling means the activity of segregating and recovering components

and

materials for reprocessing.

1.6.4 Reuse means the activity of recovering components and materials for

further use

without reprocessing.

The definition of "operational wastes" (regulation 1.12 of MARPOL Annex V)

excludes

grey water, bilge water, or other similar discharges essential to the

operation of a ship. "Other

similar discharges" essential to the operation of a ship include, but are

not limited to the

following:

boiler/economizer blowdown;

boat engine wet exhaust;

chain locker effluent;

controllable pitch propeller and thruster hydraulic fluid and other oil

to sea

interfaces (e.g. thruster bearings, stabilizers, rudder bearings, etc.);

distillation/reverse osmosis brine;

elevator pit effluent;

firemain systems water;

freshwater lay-up;

gas turbine washwater;

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motor gasoline and compensating discharge;

machinery wastewater;

pool, spa water and recreational waters;

sonar dome discharge; and

welldeck discharges.

2.1 Waste Minimization

2.1.1 All shipowners and operators should minimize taking onboard material

that could

become garbage. Ship-specific garbage minimization procedures should be

included in the

Garbage Management Plan. It is recommended that manufacturers, cargo

owners, ports

and terminals, shipowners and operators and governments consider the

management of

garbage associated with ships' supplies, provisions, and cargoes as needed

to minimize the

generation of garbage in all forms.

2.1.2 When making supply and provisioning arrangements, shipowners and

operators,

where possible, with the ships suppliers should consider the products being

procured in

terms of the garbage they will generate. Options that should be considered

to decrease the

amount of such garbage include the following:

.1 using supplies that come in bulk packaging, taking into account factors

such as adequate shelf-life (once a container is open) to avoid increasing

garbage associated with such products;

.2 using supplies that come in reusable or recyclable packaging and

containers; avoiding the use of disposable cups, utensils, dishes, towels

and rags and other convenience items whenever possible; and

.3 avoiding supplies that are packaged in plastic, unless a reusable or

recyclable plastic is used.

2.1.3 When considering selection of materials for stowage and securing of

cargo or

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protection of cargo from the weather, shipowners and operators should

consider how much

garbage such materials will generate. Options that should be considered to

decrease the

amount of such garbage include the following:

.1 using permanent reusable coverings for cargo protection instead of

disposable or recyclable plastic sheeting;

.2 using stowage systems and methods that reuse dunnage, shoring, lining

and packing materials; and

MEPC 63/23/Add.1

Annex 24, page 6

I:\MEPC\63\23-Add-1.doc

.3 discharging to port reception facilities the dunnage, lining and

packaging

materials generated in port during cargo activities as its discharge into

the

sea is not permitted.

2.1.4 Governments are encouraged to undertake research and technology

development

to minimize potential garbage and its impacts on the marine environment.

Suggested areas

for such study are listed below:

.1 development of recycling technology and systems for all types of

materials

that may be returned to shore as garbage; and

.2 development of technology for use of biodegradable materials to replace

current plastic products as appropriate. In connection with this,

governments

should also study the impacts on the environment of the products from

degradation of such new materials.

90 . UNDERLINING MARINE INSURANCE COVER, EXPLAIN (I) HULL & MACHINERY

COVER, (II) P & I INSURANCE, (IN) CARGO INSURANCE, (IV) POLLUTION LIABILITY

INSURANCE.

2013 : AUG DEC

Hull and Machinery (H&M) Insurance

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An H &M policy covers physical damage o the vessel, its machinery and

equipment. In addition, the policy normally covers general average,

salvage, sue and labour and collision liability. Coverage for a vessel

under on H&M policy is written with a vessel value, which has been agreed

upon between the shipowner and the policy underwriters. Most H&M policies

include a deductible for partial losses. Often a shipowner may elect to

cover a portion of the value of a vessel for total loss only. This is done

using an increased value policy, which usually costs significantly less

than a full form HRM policy. There are several factors taken into account

when determining the rate being charged for an H&M policy. They include the

type of vessel, the value, the owner/operators experience, the less record,

the size of the deductible and the intended trade. H&M policies can be

written o cover a single vessel or an entire fleet. The different types of

H&M policies a vessel owner can purchase to insure a vessels are:-

a) Navigation policy: it provides coverage when vessels are used in

maritime operations

b) Port risk policy: Used when a vessel is expected to be laid up or non

operational for an extended period of time

c) Builder’s Risk policy: Used to cover a ship being built from the time

its keel is laid until the ship is completed and accepted by the

owner including sea trials

d) Work Risk Policy: Covers damage to the vessel for war and other risks

excluded from the H&M policy by the war, strikes and related

exclusions clause. This policy also covers damages caused by strikes,

lockouts, labour disturbance riots and civil commotions, which may be

important in a port environment.

(ii) Protection and Indemnity (P&I) Insurance: A P&I policy is purchased

in conjunction with a hull insurance policy to provide liability protection

not found in the hull policy. This type of coverage is usually placed

either through a mutual P&I club or with individual stock insurance

companies. P&I policy provides coverage should on insured vessel cause

damage to piers, whoever, bridges cable or other fixed or removable

objects. Also covered are the cost of raising, destroying or removing a

wreck. Which is sunk and which constitutes a hazard to navigation, bodily

injury, loss of life and sickness of seamen, passengers, ship visitors,

stevedores etc, coverage for the repatriation expenses of seaman who become

ill and injured during a voyage and collision risks not fully covered under

a hull policy. P&I policy provides coverage for damage to cargo caused by

the insured vessel should the damage arise from the negligence of the

vessel operator and for pollution risks. Operators often use this coverage

to meet the requirements of the coast guard to obtain certificates of

financial responsibility. Domestically (in U.S) many operators purchase

pollution protection coverage through the water quality Insurance

Syndicate. For those ship owners who are not members of a mutual P&I club,

the amount of insurance.

(iii) cargo insurance: Cargo Insurance (also called marine cargo

insurance or goods in transit insurance) covers physical damage to or

loss of goods whilst in transit by land, sea and air. There is no

statutory requirement to obtain insure goods in transit, but in

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international sale the seller and buyer will usually agree that one

party or the other will obtain cargo insurance. Cargo insurance can be

obtained directly from an insurance company, from underwriters in the

Lloyd’s and/or companies markets (through a broker) from freight

forwarders and from some carriers in the liner traders. There’s no

standard cargo policy most being tailored to meet individual risks.

But most policies incorporate.

(iv)Oil bulk as cargo must carry a certificate of Insurance or other

financial security in respect of civil liability for oil pollution

damage, also called oil pollution Insurance certificate (OPIC). For a

U.K. ship OPIC must be issued by MCA. In case of a ship registered in

a CLC party state, OPIC must be issued by the administration (flag

state) and in case of a ship registered in a non-party a state, it

must be issued either by the MCA or by or under the authority of any

other CLC party state U.S. federal low required ships using U.S.

navigable waters must carry a certificate of financial responsibility

(COFR) as evidence of financial responsibility for oil pollution

certain U.S. states require carriage of a state COFR. P&I club cover

for prolusion liabilities is usually to the extent that pollution is a

result of an escape or discharge or threatened escape or discharge of

oil or any other substances

91. WITH THE AID OF A SKETCH EXPLAIN THE DIFFERENCE BETWEEN INTERNATIONAL

LOAD LINE MARKING AND SUBDIVISION LOAD LINE MARKING

HOW WILL YOU PREPARE YOUR SHIP FOR A RENEWAL LOAD LINE SURVEY?

2013: AUG SEPT DEC

The Plimsoll Line is the line where the hull of a ship meets the surface of

the water, in concept or reality. Specifically, it is also the name of a

special marking, also known as the International Load Line or water

line (positioned amidships), that indicates the draft of the ship and the

legal limit to which a ship may be loaded for specific water types and

temperatures in order to safely maintain buoyancy,[1] particularly with

regard to the hazard ofwaves that may arise. Temperature affects the level

because warm water provides less buoyancy, being less dense than cold

water, as does salinitybecause fresh water is less dense than

salty seawater. For vessels with displacement hulls, the hull speed is

determined by, amongst other things, thewaterline length. In

a sailing boat, the waterline length can change significantly as the

boat heels, and can dynamically affect the speed of the boat.

The purpose of a load line is to ensure that a ship has

sufficient freeboard (the height from the water line to the main deck) and

thus sufficient reserve buoyancy, indisputable seen from the outside.

The original "Plimsoll Mark" was a circle with a horizontal line through it

to show the maximum draft of a ship. Additional marks have been added over

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the years, allowing for different water densities and expected sea

conditions.

The letters on the load line marks have the following meanings:

TF – Tropical Fresh Water

F – Fresh Water

T – Tropical Seawater

S – Summer Temperate Seawater

W – Winter Temperate Seawater

WNA – Winter North Atlantic

Subdivision load line marks

Passenger ships having spaces which are adapted for the accommodation of

passengers and the carriage of cargo alternatively may have one or more

additional load line marks corresponding to the subdivision drafts approved

for the alternative conditions. These marks show P1 for the principal

passenger condition, and P2, P3, etc., for the alternative conditions,

however in no case shall any subdivision load line mark be placed above the

deepest load line in salt water.

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PREPARATION FOR A LOAD LINE SURVEY

1. Check that all access openings at ends of enclosed structures are in good conditions. All dogs, clamps and hinges to be free and well

greased. All gaskets and water-tight seals should be crack free. Ensure

that the doors open from both sides

2. Check all cargo hatches and access to holds for weather tightness

3. Check the efficiency and securing of portable beams

4. If portable wooden hatch covers are used check that they are in good condition

5. If tarpaulins are used at least two should be provided for each hatch and in good condition

6. Inspect all machinery space opening on exposed deck

7. Check that any manholes and flush scuttles are capable of being made watertight

8. Check that all ventilator openings are provided with efficient

weathertight closing appliance

9. All airpipe should be provided with satisfactory means for closing and opening

10. Inspect any cargo ports below the freeboard deck and ensure that

all of them are watertight

11. Ensure that non return valves on overboard valves are operating

in a satisfactory manner

12. Side scuttles and openings below the freeboard deck must have

efficient internal watertight deadlights

13. Check that all freeing ports are in satisfactory conditions

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14. All guard-rails and bulwarks should be satisfactory condition

15. Derust and paint the deck line, loadline marks, load line and

the draught marks

92. AS A CHIEF ENGINEER DESCRIBE THE METHODOLOGY YOU WILL PRACTICE DURING

TAKING OVER/HANDING OVER OF YOUR SHIP IN A FOREIGN PORT TOWARDS INVENTORY

MANAGEMENT OF LUBE OIL / FUEL OIL ON BOARD. IN CASE OF DISPUTE ARISING

THEREOF, DESCRIBE HOW IT CAN BE BEST-SOLVED? DURING THE CIRCUMSTANCES HOW

YOU WOULD ASCERTAIN AMOUNT OF OIL NOT FIT FOR USE?

2013: AUG FEB EMCY 2014 APRIL

ANS) The normal practice during signing off and handing over, the out-going

chief engineer prepares handing over notes. It is a standard format set by

the individual company. C/E's handing over format is available on board and

has to be filled up while signing off. The new C/E or incoming C/E and

outgoing C/E has to sign on it This handing over form is filed in C/E's

handing over file.

Handing over notes prepared by outgoing C/E regarding fuel oil/ lube

oil inventory,the incoming C/E has to check the bunker delivery report file

(bunker receipt of previous bunkers) for quality i.e sulphur content,

viscosity, water content etc, and quantity received.

Check all the tank soundings and calculate the actual oil on board.

Also make sure that approved sounding table book is available in C/E's

office.

Confirm that fuel oil actually found and log book figure are nearly

matching.

Check lube oil quantity on board and compare with log book figures.

Check for any letter of protest given by previous chief engineer, if

any letter is given it should be signed by out going chief engineer

and bunker party.

check per day consumption of fuel oil and lubes from other records

under different conditions, i.e. ballast and loaded.

Check the ROB fulfills the voyage requirements and accordingly ask

company for bunkers as necessary.

Check all entries in Oil Record book are up to date.

Check bunker sample laboratory test report file

check the bunker operation checklist file and updated

Check MARPOL bunker file and bunker sample bottles and stickers for

next bunkers and seals available.

In case of any dispute arising from lube oil/fuel oil delivered

on board, the out-going chief engineer must report the discrepancy to

the incoming C/E. If the outgoing C/E is not able to show the cause

for difference in the bunker quantity or lube oil quantity, then the

matter has to be reported to the master who in turn will inform the

company.

For ascertaining the amount of fuel oil not fit for use, C/E has

to check certain specifications of oil which is on board ship and

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181

compare with test results obtained from the laboratory or as specified

in bunker delivery note. but C/E should not use the newly received

bunker until the old bunker are finished and laboratory report received

and confirmed that quality is OK.

Fuel Oil Specification:- To comply with standard fuel oil quality

always use ISO 8217 standard fuel oil.

The only way of monitoring the delivered fuel quality would be

to test the fuel oil by standard fuel oil test kit for immediate

reference and to be tested by approved and authorized testing agencies

and labs. The result obtained from the labs could be used in case:

1. Disputes over quality supplied by supplier. 2. Highlights area where operational adjustments of the main engine

may reduce damages.

Bunker sample should be obtained at the point of bunker manifold

using continuous drip method. Sample should be representative of

entire bunker oil so that oil should be taken during starting to

completion of bunker and sealed in sample bottles with sufficient

or complete information required. Bunker delivery note to be

retained on board for minimum three years and bunker samples to

be retained on board for minimum 12 months.

As per annex VI of Marpol 73/78 the sulphur content of fuel should not

exceed 4.5% and the oil used for Sulphur emission control areas should be

less than 1.5% when should be clearly specified on the bunker delivery

note.

93. WITH RESPECT TO KEY ISSUE IN SHIP REPAIR CONTRACTS, ILLUSTRATE: 1)

PAYMENT TERMS2) AMBIT OF THE SPECIFICATION AND ADDITIONAL WORK 3) CONTRACT

PERIOD, LIQUIDATED DAMAGES AND FORCE MAJEURE 4) GUARANTEES AND INSURANCE 5)

TERMINATION EVENTS.

2013: AUG FEB EMCY

Ans. Repair of the ship is a very vast and cumbersome process which required

through knowledge and application by various parties working

toward accomplishment of a job well and its specifications

Basic terminology of various terms where are generally used for

repair contracts as explained below :

a) Payment Term : The term and condition of monetary transaction in

contract with the repair contract are formally undertaken and negotiated

before any job may be started. This will apply as regards to how much has

to be paid and when or in other words how much money need to be shelled

out by the company throughout the jobs period and how much before the

work starts. The payment terms will have to be streamline with the period

in the repair yard. Therefore a yard taking 25000/ day for 6 days = 150000

$ while the other yard taking 30000 / day for 5 days and offering a

discount of 10% = 135,000$.

Thus the terms will also contain stuff like discount and any other

expenses.

All these terms will dead to finalize which yard the company will

choose for the job.

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b) Ambit of specifications and additional works : The specification and

additional work will include matters like the name of the vessel,

department and the machinery for which the work is to be done then the

detail of the job specification will include stuff like valves pipelines

length, not and bolts or any smallest of specification that will be

required to accomplish the job.

The additional job specifications are those which are not covered in

the major job specification. These additional jobs may be due to the

defects found or occurred offer the preparation and submission of the

major specification to repair yard.

There additional jobs are mainly concerning renewal of pipelines or

over basis of valve of some new fitting as per any new regulation.

iii) Contract period ; liquidated damages and force majuere :

Contract period is basically the time spent by the ship in the yard if

the ship is deluged by certain no of days in the yard over the contract

period the owner are entitled compensation which is generally in the range

of 10% (generally) but may vary from yard to yard. For claiming the same

the company must keep all the copies of the contract with terms and

conditions properly understood and signed.

Liquidated damages are those damages that the ship may come across in

case the yard has to be shut down because of bankrupt by or on similar

line hence the track record of the yard must be carefully taken into

account before selecting the yard and also payment terms should be as

such that the owners do not loss out much because of higher payment and

the job done is too small.

Force major to the delay caused due to worker unrest or strike on the

normal correcting day. The contract may add this in its leave as to what

action to be taken in such matters indicating clearly if it happened for

a few days or continued for longer period of time and what compensation

to be paid to the owner.

iv) Guarantees and Insurance : Guarantees is like a promise that

certain things will remain to work like or certain limits for the period

expressed or stated. If something fail to work within such period the

same will be replaced or provided with necessary spares. But in some cases

the guarantees may ask the owner to return the damaged parts to as certain

the cause of the damage.

Insurance is similar or supplementary to guarantee for older parts. An

insurer will have new or old clause where in like guarantee a new spare

part will be supplied in case of an incurred ship, which face damage like

replacement of hull plates with new for the old damaged / corroded plates.

v) Termination Event : Those are the events or causes that are broadly

listed in some cases expressed (as per existing narrow) as to when the

repair contract ceases to remain or the contract becomes void. This can

be true for both ship owner or yard.

The causes may be :

1) Unnecessary delay by the ship

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2) Unnecessary delay by the yard.

3) Ship may require the services of dry dock and in this case

unavailability of the dock.

4) Payment not as per terms but slow or non-existent

5) Yard going towards bankruptcy

6) Strike / workers unrest in the yard.

7) Emergency in the state and not following work to be done in the yard,

can also lead to the termination of contract.

94. WHAT IS THE PURPOSE OF ANNUAL SURVEYS? GIVE A LIST OF ITEMS THAT WOULD

BE EXAMINED BY A SURVEYOR DURING ANNUAL SURVEY. ALSO EXPLAIN CONDITION OF

CLASS. WHAT IMPACT CONDITION OF CLASS HAS ON A SHIP’S COMMERCIAL/TECHNICAL

ASPECTS?

2013 AUG FEB EMCY

4. The purpose of the annual survey is to do the general inspection of

items

related to particular certificate to ensure that they have been maintained

and

remain satisfactory for service for which the ship is intended

MEO CLASS I DEEPESH MERCHANT

5. Annual surveys are to be carried out within a window from three months

before to three months after each anniversary date.

6. It is carried out by class surveyor. At the time of annual surveys, the

ship is

generally examined. The survey includes an inspection of the hull,

equipment

and machinery of the ship and some witnessing of tests, so far as is

necessary

and practical in order to verify that, in the opinion of the attending

surveyor(s) the ship is in a general condition which satisfies the Rule

requirements.

The following items will be checked

A. General

a. Confirm no modifications have been made to the ship or equipment which

would affect the class

b. Confirm that all periodical surveys required for boilers and other

pressure

vessels are up to date.

c. Confirm the CSM and CSH cycles are up to date in accordance with the

current survey status.

d. Confirm that the Periodical Survey of the automation and/or remote

controls for the main propulsion plant are Not overdue.

B. Documentation

a. All certificates required as per relevant rules will be checked. Eg

Cargo

Ship Safety Construction Certificate, Cargo Ship Safety Equipment

Certificate, Cargo Ship Safety Radio Certificate, International Load Line

Certificate, International Oil Pollution Prevention Certificate,

International

Safety Management Certification, Cargo Ship Safety Certificate etc.

b. The log entries records are verified.

C. Hull Survey

a. The condition of the hull and its closing appliances is satisfactory as

far as

could be seen, The following items should be included as applicable

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i. Hatchways; weather decks, casings, fiddley openings, skylights, flush

deck scuttles, deckhouses and companionways; superstructures;

windows; side scuttles; and deadlights; chutes and other openings;

scuppers; sanitary discharges and valves; guard rails and bulwarks;

freeing ports; gangways and lifelines; and permanent fittings for timber

deck cargoes.

ii. Vents and air pipes. Where appropriate vents and air pipe condition

should be verified.

b. The condition of the anchoring and mooring equipment is satisfactory, as

far as could be seen.

c. The watertight doors in the watertight bulkheads have been examined,

operationally tested.

d. The condition of the watertight bulkhead penetrations is satisfactory,

as far

as could be seen.

e. The structural fire protection arrangements remain unchanged.

MEO CLASS I DEEPESH MERCHANT

f. The manual and/or automatic fire doors have been operationally tested

and

found satisfactory.

g. The operation of the loading instrument is verified.

h. The freeboard marks are verified.

i. Hatch covers, coamings and gaskets have been checked and mechanically

operated hatch covers tested to be found weather tight.

j. Salt water ballast spaces :- for corrosion and thickness measurement.

D. Machinery and Electrical Installation Survey

a. The machinery and boiler spaces and essential machinery are generally

examined.

b. The emergency escape routes from the machinery and boiler spaces are

free of obstruction.

c. The machinery and boiler spaces are free of all visible fire and

explosion

hazards.

d. Piping systems containing fuel oil, lubricating oil or other flammable

oils

where fitted are examined and operated as far as practicable, special

attention being paid to tightness, fire precaution arrangements, flexible

hoses and sounding arrangements and found satisfactory.

e. The main and auxiliary steering arrangements, including their associated

equipment and control system, are examined.

f. All the means of communication between navigating bridge, machinery

control and alternative steering positions are tested.

g. The bilge pumping systems, including bilge wells, extended spindles,

pumps and level alarms where fitted, are examined and operated as far as

practicable

h. Non-metallic expansion joints in piping systems which penetrate the hull

and are fitted below the deepest loaded waterline have been examined.

i. An external examination of boilers, pressure vessels, including safety

devices, foundations, controls, relieving gear, insulation, gauges and

piping is carried out as far as practicable.

j. The electrical equipment and cabling forming the main and emergency

electrical installations are generally examined under operating conditions

as far as practicable. Bonding straps for the control of static electricity

and

earthing arrangements as fitted are also been examined.

k. The satisfactory operation of the main and emergency sources of power

and electrical services essential for safety in an emergency mode is

verified.

E. Statutory Survey Related Items

a. The fire control plan and duplicate are examined.

b. All fire and/or smoke detection and alarm systems are examined and

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185

tested, as far as practicable.

c. An operative test of the fire main system and each fire pump, including

the

emergency fire pump, is carried out.

MEO CLASS I DEEPESH MERCHANT

d. All fire hoses, nozzles, applicators and spanners are situated at their

respective stations and in satisfactory condition.

e. The fixed fire fighting system controls, piping, instructions and

markings

are properly maintained and serviced.

f. All semi-portable and portable extinguishers are fully charged, in their

stowed position and with valid service dates.

g. The remote controls for stopping fans and machinery and shutting off

fuel

supplies in machinery spaces and where fitted, the remote controls for

stopping fans in accommodation spaces and means of cutting off power to

the galley are in working order.

h. The closing arrangements of ventilators, annular spaces, skylights,

doorways and tunnel where applicable are satisfactory.

i. The fireman’s outfits are complete and in satisfactory condition.

Condition of Class

When conducting surveys, any damage , defects, or breakdown is noticed

which

is of such nature that does not require immediate permanent repair but is

sufficiently serious to require rectification by a prescribed date in order

to

maintain ‘class’, suitable “condition of class” will be imposed by the

surveyor.

Possible deficiencies shall normally be rectified before the renewal survey

is

regarded as completed.

The Society may accept that minor deficiencies, recorded as condition of

class,

are rectified within a specified time limit, normally not exceeding 3

months after

the survey completion date.

Where adequate repair facilities are not available, consideration may be

given to

allow the ship to proceed directly to complete the voyage by imposing this

“condition of class”.

If it is ascertained that the owner has failed to comply with regulation of

the

‘class’ on reported conditions of hull or equipment or machinery of the

ship

before the due date assigned by audition of ‘class’ the ‘class’ will be

suspended

or withdrawn.

A vessel must be in ‘class’ at all times to be covered for insurance and

employment.

95. EXHAUST EMISSION CONTROL IS A MAJOR GLOBAL ISSUE AND UNDER SERIOUS

CONSIDERATION BY WORLD SHIPPING. IN THIS CONTEXT, COMMENT ON THE FOLLOWING,

PRIMARY NOX REDUCTION VIS-A-VIS SECONDARY NOX REDUCTION MEASURES.

SCAVENGE AIR MOISTURIZING & EXHAUST GAS RECIRCULATION FOR ME.

2013: FEB EMCY, AUG 2014 APRIL

a) Primary Nox reduction vis-à-vis secondary Nox reduction measures.

PRIMARY NOx REDUCTION MEASURE:-

These are measures aimed at reducing the amount of NOx formed during

combustion by optimizing engine parameters with respect to emission. Some

of

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the methods are listed below –

A. Water addition:-

1. Direct water injection:- Greater heat capacity is utilized to reduce

high peak

temperatures as the water evaporates immediately upon injection. Rapid

evaporation of injected water also helps to create a homogeneous fuel-air

mixture.

2. Emulsified fuel or fuel – water emulsion :- It is favoured by some

manufacturer claiming clear reduction in NOx emission at low cost with no

significant design changes.

B. Altered fuel injection:-

1. Delayed fuel injection:- Retarded fuel injection timing retards the

combustion process. Nitrogen oxide formation occurs later and with lower

concentration.

2. Common rail control :- It has proven to be a very effective way in

combating

NOx reduction techniques.

MEO CLASS I DEEPESH MERCHANT

3. NOx optimized fuel spray pattern:- Different fuel nozzle types and

models

injection also has an influence.

C. Combustion air treatment:-

1. Exhaust gas circulation :- This is one method of adding dilutants to

intake air,

reducing burned gas temperature for any given mass of fuel and oxygen. But

it is more practical for engines burning cleaner fuel such as low sulphur

and

low ash fuel.

2. Humidifying the scavenge air:- Injection of very fine water after the

turbocharger using special nozzles. The fine water droplets evaporate fast

and further heat is introduced in the air cooler and humidifies the

combustion

air. Drawback is too much humidity can be harmful to the cylinder

condition.

3. Reducing the amount of scavenge air, and hence reducing the amount of

excess oxygen available for conversion to nitrogen oxide.

4. Water cooled rest gas:- In an electronically controlled exhaust valve

timing it

is quite easy to leave some of the exhaust gas in the cylinder. This

obviously

has a negative impact on engine performance, however this can be

dramatically reduced by cooling the rest gas with a water spray, in which

case the rest gas accounts for some of the NOx reduction and the water

spray

for the rest.

SECONDARY NOx REDUCTION MEASURE:-

These are measures designed to remove NOx from the exhaust gas by

downstream cleaning technique. The most common secondary measures are –

1. SCR ( Selective catalytic reduction) :- In this system the exhaust gas

is mixed

with ammonia before passing through a layer of special catalyst at a

temperature between 300 deg Celsius to 450 deg Celsius. The NOx is

reduced to gaseous and harmless byproducts water and nitrogen.

2. SNCR( Selective non catalytic reduction) :- In case of SNCR, the

reaction

between ammonia and NOx takes place in a gaseous phase in a temperature

window of between 800 and 900 deg Celsius.

The most effective method of NOx reduction is secondary measure. The

advantages are:-

a. Secondary measures reduces Nox in case of SCR of up to 80- 95% and in

case of SNCR 30-50%. Whereas primary measures average Nox reduction is

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up to 25- 35%.

b. Possible side effects of primary measures are lower overall energy

efficiency,

increased carbon mono-oxide and soot formation and hydrocarbon emission,

corrosion due to reducing atmosphere, increase in un burnt carbon in fly

ash.

So, this directly affects the combustion process and some measures can also

damage the engine components.

c. The secondary measures do not affect the engine component and combustion

process.

MEO CLASS I DEEPESH MERCHANT

b) Scavenge Air Moisturizing & Exhaust Gas Recirculation for ME.

For both scavenge air moisturising (SAM) systems and the exhaust gas

recirculation (EGR) system, the NOx reducing effect is achieved by reducing

the

local maximum combustion temperatures in the combustion chamber.

Scavenge Air Moisturizing

One temperature-lowering technique, called Scavenge Air Moisturizing (SAM)

by MAN and known generally as Humid Air Motor technology, is to increase

the moisture content of intake air. SAM uses seawater to cool and humidify

air

coming out of the intake compressor, and then uses fresh water to remove

the

salt from the system before it can damage the engine. The system requires

specially-shaped components, special materials and auxiliary machinery

systems

for handling the humidification water, all run by a programmable logic

controller.

The SAM system has a seawater injection stage, where a surplus of seawater

is

injected for saturation and cooling of the hot air from the compressor. The

sea

water stage will provide a near 100% humidification of the scavenge air and

supply all of the water for humidification.

The freshwater stages 1 and 2 will be near temperature neutral to the

scavenge

air and create a small freshwater production depending on the operation

parameters chosen. The freshwater stages only act as cleaning stages for

removal of any salt which may pass with the air from the seawater stage. A

continuous accumulation of salt in the freshwater stages would eventually

cause

the salt content to reach an unacceptably high level. This is counteracted

by

cooling the saturated air with the air cooler and generating some extra

freshwater for stage 2. The extra freshwater is then sent upstream on the

tank

side of the SAM system. Thereby the content of salt in the freshwater

stages can

be controlled

Exhaust gas recirculation

When a small percentage of exhaust gas is introduced into the combustion

air,

the oxygen purity of the combustion air is reduced leading to lower NOx

emissions.

Primarily marine diesels operate on residual fuel that contains sulfur.

Products

of combustion therefore contain corrosive gases that require to be taken

into

account while designing an EGR system. Furthermore marine diesels being

turbocharged engines, the scavenge pressure is higher than the exhaust

pressure.

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This requires an additional exhaust blower. This system is an effective

means of

NOx reduction. With a 20% EGR NOx reduction is in the order of 50% with

very little fuel consumption penalty.

96. A JUNIOR ENGINEER HAS JOINED SHIP.

ENUMERATE IN DETAIL THE ISSUE YOU WOULD MENTOR HIM OR HER WITH RESPECT TO

THE FOLLOWING

UP KEEP OF HIS PERSONAL SAFETY.

UP KEEP OF THE SAFETY OF HIS COLLEAGUES ON BOARD

TECHNICAL JOB, RESPONSIBILITY HE NEED TO LEARN AT THE EARLIEST

WHAT ATTENTION HE NEEDS TO PAY TOWARDS ENERGY CONSERVATION AND

HIS ENTITLEMENT WITH REGARD TO HUMAN RIGHT IN A FOREIGN PORT.

2013: AUG

The Training Sequence

There is so much to learn. No sooner have you picked up the duties of one

watch, when the Chief swaps you to another watch and you start all over

again. We will look at the responsibilities of each watch and the senior

engineer duties later on.

Learning the different systems- checking temperatures and pressures of the

many engine components, pumps, and coolers- where do you start? I have

referenced an article I wrote some time ago regarding control of ships

systems; this gives links to numerous systems in the engine room and deck

departments that should help the junior engineer.

The sequence of training the junior engineer in these applications is as

follows.

Safety

Safety is the first priority to instill into the junior engineer; show

him emergency engine room exits, where there are hot pipes, and remind

him not to lean over too close to the propeller shaft when checking

condition of shaft bearings or stern gland.

Attending a few firefighting drills with the deck or engine room

emergency teams is mandatory on some ships. Similarly lifeboat stations

must be attended unless on watch. (He should be given time off to attend

one or two of these as well.)

Explain what the emergency alarms and lights signify; the full list

should be available in the ship's library.

Main Engine Components: Purposes, Operating Temperatures, and Pressures

The junior engineer is given a short list of temperatures and pressures

to find on the main engine, with a brief description of their locations.

This should be repeated two or three times a watch, using different

locations, each time checking the results against the logbook for

verification.

The junior should sketch the components, the location of the gauges,

noting the temperatures and pressures that he is checking and have their

purpose explained to him.

He should be encouraged to ask questions and be given as simple

explanations as possible.

Main Engine

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The operating principles of the engine should be explained: two and four

stroke, trunk, and crosshead engines.

Systems

These should be traced out one at a time; I usually start them off with

an easy one like the fuel injector nozzle cooling system, get him to

trace the inlet and outlet piping to cooler and header tank. Tell him

the purpose of the cooling (make it simple); it keeps the nozzles cool

and stops carbonization of atomizer holes due to overheating.

The bilge system is another easy one. This entails lifting the plates

and crawling over the tank tops. Get him to pump the bilges first (but

tell him when bilges must not be pumped overboard). This is the last of

the easy systems, so continue to the main engine systems.

Jacket cooling water system- draw a simple diagram of a liner on the

blackboard, if there are still blackboards in the engine room. Ours used

to be beside the control station and we noted any relevant info, e.g.

water on the deck or keep an eye on No.1 exhaust temp.

Lube Oil System- once under the plates, he can crawl to his heart’s

content, and when happy with piping runs, he can get cleaned up and

trace out inlet and outlet to lube-oil coolers. Teach him to dip lube

oil sump and what to look for regarding emulsification due to water

ingress.

Lube oil purifier and clarifiers– purpose of keeping them running at all

times except when being cleaned.

Lube oil filters- purpose and when to clean due to high differential

pressure.

The tracing out of systems are continued: fuel oil, piston cooling,

seawater cooling system, etc. Make sure he is keeping a record of these

in his training manual; these should also be available in the ship's

library. (I had a wee black notebook that served this purpose and fitted

into the boiler suit top pocket).

Next: The following sections complete the junior engineer’s training

program.

As well as training the young engineer in engine room components and watch

keeping duties; the junior engineer must also have safety training as soon

as possible after joining the ship. The safety training will include two or

three sessions with the fire team. Here he will be shown the use of

firefighting equipment in the engine room and deck. Escape and rescue

methods will also be illustrated, he may well end up as the person being

rescued in the drill. He will also attend lifeboat stations held every

week; here he will be allocated his lifeboat and well as his duties as an

engineer in event of emergency. The senior engineer should ensure that all

the drills attended are recorded in engineering training manual. In today’s

massive oil and gas tankers, safety is paramount and must be instilled into

the junior engineer at an early date.

Maneuvering

We used to double up watches when on standby and maneuvering; this meant

six hours on and six off. It had the advantage that the new junior could

tag along with the more experienced junior and learn his duties.

Air vessels- keep topped up using air compressors. On my very first

standby, the Second told me to top up the air bottles; I pressed the

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190

both compressor start buttons at the same time. Result – a near black

out, as I put too much load too quickly on the gennies. Didn’t do that

again!

Show him how to drain lube oil/water mix from the air vessels through

the drain valves, explain why we drain this solution off (risk of

explosion through leaking air start valve).

Show him how to adjust the main engine systems temperature and pressures

using the seawater inlet/outlet valves to the relevant coolers.

Let him answer the engine room telegraph; this will increase his

confidence when you feel he is ready to attempt starting the engine.

Let him record the engine movements and times into the movements

logbook.

All the above will improve the junior engineer’s knowledge and practical

experience

Maintenance and Break-down at Sea

I mentioned earlier that when I was at sea, the senior watch keepers had

their allotted tasks to carry out during the watch. Very briefly these

consisted of the following.,

Chief Engineer - overall responsibility for engines and mechanical

equipment.

Second Engineer - main engine operation and planned maintenance

schedules and records; taking indicator cards to calculate ships engine

IP; cold storage, HVAC equipment and steering gear.

Third Engineer - overhaul and testing of fuel pumps, fuel injectors; air

start and cylinder relief valves. Bottom end and crosshead bearings

inspection and stripping for piston/liner removal (in port or

breakdown); crankcase and hold down bolt inspection; main power

generators maintenance; and operation of waste heat boiler.

Fourth Engineer - fuel system, HFO and diesel purifiers, air

compressors, and taking bunkers with the Chief.

So as the junior is moved between watches, he can gain valuable practical

experience in all the above operations, whether watch keeping at sea or on

day work in port.

Relaxation

Relaxation was considered mandatory in my day. However with the cuts in

officer and crew manpower, I doubt there is much spare time nowadays. This

was cited as the main reason for accidents in the engine room and ships

running aground caused by fatigued deck officers.

Relaxation during your time off includes having a game of darts and a few

beers in the bar with the rest of the ships officers, watching a DVD, or

just sitting sipping a drink while listening to music. Ask permission to

visit the bridge, as most deck officers will welcome the company and be

willing to show you around.

Fitness is very important. Remember the old films about cruise ship

passengers jogging round the deck? Maybe this isn’t for you, but a lot of

ships have a swimming pool and a quick swim before tea or after watch is an

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191

ideal method of keeping fit. If the engine room has an access by lift, use

instead the engine room ladders to keep the weight down.

Although reading up on ships systems and studying doesn’t count as

relaxation, the junior should set at least one to two hours a day aside for

study and filling in his personal training manual.

Runs ashore also count as relaxation. Sightseeing was a favorite of mine,

as was sampling the local cuisine. We always managed to scratch a football

team together from the crew. This was good way to let off steam playing a

ship’s team of different nationality – winners play hosts to the losing

team.

I remember one time playing against a Russian icebreaker football team in

Finland. They were a tough lot and gave us a proper thrashing. It was

absolutely freezing and near dark at the end of the game. They invited us

across for a drink of beer, well, whiskey made from wood and of course

vodka, with raw smoked fish. I don’t remember much of that visit. They were

away the next morning so I missed seeing her engines as we were supposed to

visit them in the morning. From what I do remember, she would go astern in

the thick ice, then full ahead and the bow was sloped so when she collided

with fresh ice, the bow would ride up on it, then crash down with full

weight onto ice – breaking it in the process.

97. WHAT ARE THE COMMON HAZARDS ENCOUNTERED DURING LIFTING APPLIANCES

SURVEY/INSPECTION?

2013: FEB EMCY 2014 APRIL

When a lifting appliance fails the consequences can be far-reaching.

Serious

injury and death can occur, not just to personnel but to the general

public. When

equipment fails, the cost of disrupted operations can also be considerable.

A lifting appliance generally has no ‘redundancy’– so a single failure is

enough

to cause a major accident.

Various national regulatory schemes require that lifting appliances should

be

thoroughly examined by a ‘competent person’ at least once every 12 months.

Some legal frameworks may require more frequent examinations, depending on

the national authority, the competent person, and whether the equipment is

used

for lifting personnel.

MEO CLASS I DEEPESH MERCHANT

Lifting appliances are used in a wide range of situations, all of which may

pose a

significant risk to the operator and persons nearby.

It is the responsibility of the ship owner/operator to ensure that all

lifting

equipment is safe to use, all lifting operations are carried out in a safe

manner

and all examinations of lifting equipment are carried out at the right time

and in

a safe way, with the necessary controls, procedures and access in place.

All work should be conducted in accordance with a safe method of work.

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Lifting appliance examination should be carried out with suitable health

and

safety controls in risk Assessment procedures. Owners and operators need to

ensure that controls are in place to reduce the risk to as low as is

reasonably

practicable.

Common hazards encountered during lifting appliance surveys include:

1. inadequate safe systems of work

2. inadequate safety briefings

3. poor access arrangements

4. working at height

5. confined space entry

6. falling or dropped objects

7. lack of training for key personnel

8. working over water

9. poor housekeeping on site

10. adjacent operations

11. inadequate protection for electrical equipment

12. adverse weather

13. poor lighting

14. poor visibility

15. extremes of temperature.

As a surveyor, operator, owner or manager, if you ever feel your safety or

the

safety of others is at risk, STOP and reassess the situation, and take the

appropriate mitigating action until you consider the arrangements to be

safe.

Remember, a number of serious accidents on board ships have resulted due to

entry into confined spaces and premature release of lifeboat release hooks.

Common problems associated with lifting appliance thorough examinations

include:

• lack of documentation

• lack of adequate safe access

• wear of the slew bearing and loss of bolt integrity

• loose gear - identification , certification and maintenance

• wire ropes - identification, certification, maintenance and discard

• excessive corrosion

• lack of maintenance

• incorrect operation

• non-functioning safety devices.

98. GIVE A BRIEF BACKGROUND OF ILO AND SALIENT POINTS OF THE MLC 2006. WHEN

WILL MLC 2006 COME INTO FORCE AND WHAT WILL HAPPEN TO THE EXISTING

CONVENTIONS ON MARITIME LABOUR. WHAT ARE THE FEATURES OF THE MLC 2006?

2013: FEB EMCY

The ILO is the international organization responsible for drawing up and

overseeing international labour issues, particularly international labour

standards and decent work for all.

2. It is the only 'tripartite' United Nations agency that brings together

representatives of governments, employers and workers to jointly shape

policies and programmes promoting Decent Work for all.

3. The ILO registers complaints against entities that are violating

international

rules; however, it does not impose sanctions on governments.

4. ILO was founded in 1919, in the wake of a destructive war, to pursue a

vision based on the premise that universal, lasting peace can be

established

only if it is based on social justice. The ILO became the first specialized

agency of the UN in 1946.

5. The main aims of the ILO are to promote rights at work, encourage decent

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employment opportunities, enhance social protection and strengthen dialogue

on work-related issues.

6. The ILO aims to ensure that it serves the needs of working women and men

by bringing together governments, employers and workers to set labour

standards, develop policies and devise programmes.

7. The very structure of the ILO, where workers and employers together have

an equal voice with governments in its deliberations, shows social dialogue

in action. It ensures that the views of the social partners are closely

reflected

in ILO labour standards, policies and programmes.

8. As of 2012, 185 countries in the UN are members of the ILO. The

constitution of the ILO offers that any nation which has a membership in

the

UN can become a member of the ILO. To gain membership, a nation must

inform the Director General that it accepts all the obligations of the ILO

constitution.

MEO CLASS I DEEPESH MERCHANT

Maritime Labour convention 2006

1. MLC is an international labour convention adopted by ILO in its 94th

session

on 7th February 2006. It sets out seafarer rights to decent condition of

work.

It is now globally recognized as the fourth pillar of international

regulatory

regime along with SOLAS, MARPOL and STCW. It consolidates 68 ILO

legal instruments relating seafarer accommodation, rest hours, medicals,

repatriation, minimum age, condition of employment etc.

2. The ILO's Maritime Labour Convention (MLC), 2006 provides

comprehensive rights and protection at work for the world's more than 1.2

million seafarers. The Convention aims to achieve both decent work for

seafarers and secure economic interests in fair competition for quality

shipowners.

3. The convention is organized into 3 main parts:-

1) Articles – which set out the broad principles and obligations

2) Regulations and Codes – with two parts

Part A :- Mandatory

Part B:- Non- mandatory

4. These are integrated and organized into five titles:-

i. TITLE 1:- Minimum requirement for seafarers to work on a ship

a) Age – Minimum age is 16 years

b) Medical certificate – Seafarer should be medically fit

c) Training and qualification – Seafarer should be duly trained and

certified

to work on board ship.

d) Recruitment and placement – License to agencies

ii. TITLE 2:- Conditions of employment

a) Seafarer employment agreement

b) Wages

c) Hours of work and hours of rest

d) Entitlement to leave

e) Repatriation

f) Seafarer compensation for the ship’s loss or foundering

g) Manning levels

h) Career and skill development and opportunities for seafarer employment

iii. TITLE 3:- Accommodation, recreation facilities, food and catering

a) Accommodation and recreation facilities

b) Food and catering

iv. TITLE 4 :- Health protection, medical care, welfare and social

security protection

a) Medical care on board ship and ashore

b) Ship owner’s liability

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c) Health and safety protection and accident protection

d) Access to shore based welfare facilities

e) Social security

v. TITLE 5 :- Compliance and enforcement

MEO CLASS I DEEPESH MERCHANT

a) Flag state responsibilities – Flag state will issue two certificates

after

survey

i) Maritime labour certificate

ii) Maritime labour compliance

On 20th august 2012 Russia and Philippines signed and ratified MLC 2006.

This

made 30 countries with 60% of world tonnage who had ratified the convention

and thus it will come in force on 20th August 2013.

Existing ILO convention will phase out as ILO members ratify the new

convention. There will be a transition period when some parallel convention

will

be in place. Countries those do not ratify the MLC 2006 convention will be

bound by the existing conventions.

NOVEL FEATURES OF MLC 2006:-

1. It is a single instrument covering all aspects – 68 key ILO conventions

and

recommendations consolidated.

2. A tripartite maritime committee in ILO

3. Accelerated amendment procedure enabling amendments to come into force

within 3- 4 years of their proposals.

4. On board and on shore complaint procedures for rapid resolution of

problems

5. Modernized management based on an approach to occupational safety and

health

6. Any state ratifying this convention will be bound by it up to 10 years

after

coming into force. Within next year if member does not denounce it, it will

be again bounded to next 10 years.

7. No more favourable treatment to non ratifying countries.

8. Novel structure with code broken into two parts i.e. A - mandatory and

B – non mandatory.

99. A SHIP WHICH WAS BUNKERING AT A FOREIGN PORT HAS MET WITH AN ACCIDENT

AND A SUBSTANTIAL AMOUNT OF OIL SPILLAGE IN WATER HAS RESULTED . DRAW AN

EMERGENCY PREPAREDNESS PLAN FOR THE INCIDENT AND HOW BEST IT COULD BE

ENCOUNTERED UNDER THE PROVISION. DESCRIBE ITS SALIENT ADVANTAGES.

2013: FEB EMCY. 2014 APRIL

1. The oil pollution during bunkering operation could occur due to various

reasons such as a leakage at the manifold connections, tank overflowing,

hose fracture caused due to excessive pressurization.

2. A major oil spill requires a prompt and diligent action wherein the

master &

Chief Engineer need to work in close co-ordination. A vessel having well

drawn and rehearsed (in the form of oil spill drills) Emergency

preparedness

plan can be effectively and efficiently tackle an oil spill causing minimum

damage to the marine environment.

3. The emergency preparedness plan for a bunker spill should address the

following important aspects

a. Measures to stop / contain oil spill, clean up action and prevention of

emergency leading to fire etc

b. Effective communication with local authorities, P&I club and

office(DPA)

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c. Effective communication between master/ chief engineer and emergency

party leader

d. Reporting to company

4. In accordance with Regulation 37 of Annex I of MARPOL 73/ 78 the Ship

Oil Pollution Emergency Plan, or SOPEP, is a prevention plan carried on

board of almost all cruise and cargo vessels.

5. The purpose of the Plan is to provide guidance to the Master and

officers on

board an overview of possible procedures in case of an oil spill. In the

plan is

also mentioned who you should contact (list of authorities, oil clean up

teams

and port state control) and how to report this event to the nearest coast

guard

station.

6. Ship oil pollution plan contains:

This is a list of duties the crewmembers have to fulfil in case of an oil

spill

ea in accordance to MARPOL

regulations

MEO CLASS I DEEPESH MERCHANT

7. Further, the purpose of the Plan is to provide the Master, officers and

certain

crew members with a practical guide to the prevention of oil spills and in

carrying out the responsibilities associated with regulation 37 of Annex I

to

MARPOL 73/ 78

contacted in the event of an oil pollution incident

incident.

-ordination with national and local Authorities in combating oil

pollution.

8. Chief Engineers shall be the in charge of the above operation and he

shall coordinate,

instruct and supervise the teams under him to ensure following :

a. Immediately stop the bunkering operation with an effective

communication with the bunker barge /shore terminal.

b. Raise an emergency alarm.

c. Prevent oil from spilling overboard and collect / transfer oil

accumulated

on the deck to the tank as appropriate.

d. Clean-up the entire affected area on-board

e. Inspect are adjoining the affected area to take appropriate measures for

prevention of fire.

f. Use rope or floating boom around the boundary of the affected area

around

the vessel to restrict spread of oil.

g. Use dispersant / detergent (available onboard) only after local

authorities

permit there use.

h. Record program of all activities to master who shall record them to

defined claims of oil pollutions etc.

9. Master, with the assistance of Chief Engineer and one watch keeping

officer

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shall and as follows :

a. Immediately consult local P & I club representative. The representative

will advice on the steps which should be taken to inform the local

authorities and will have arrangements for legal representations and

attendance of surveyors if necessary. The representative will also assist

master / C/E, in dealing with local authorities.

b. If the authorities request permission to board the vessel the master /

Chief

Engineer should attempt to obtain the advice of a legal representative,

before granting permissions. If this is not possible, and the authorities

insist on boarding the vessel, the master shall allow them access to the

vessel. However, their names, the department they represent & their

activities on board shall be noted.

c. Master shall contact DPA and inform him from time to time about the

progress of events.

MEO CLASS I DEEPESH MERCHANT

Salient advantages of Emergency Preparedness Plan.

1. The plan identifies all the activities which may cause oil spillage

leading to

environmental pollutions.

2. It defines clearly, the duties & responsibilities of the master and crew

thereby

eliminating confusion and chaos.

3. An effective implementation is ensured through specialist teams

comprising

crew members. These teams are trained on-board through realistic drills

carried and on a regular basis thus improving their skill & effectiveness.

4. Plan assess the state / condition of tools (cleaning gear) and

consumables

(cleaning material) provided to clean-up spillage.

Thus a well prepared EPP will go a long way in dealing with an incidence of

oil

spill effectively.

100. THE ISM CODE STIPULATES THAT THE SAFETY MANAGEMENT OBJECTIVES OF THE

COMPANY SHOULD INTER ALIA ASSESS ALL IDENTIFIED RISKS TO ITS SHIPS,

PERSONNEL AND ESTABLISH APPROPRIATE SAFEGUARDS. HOW WILL YOU AS A CHIEF

ENGINEER ASSIST THE COMPANY IN THE FULFILLING THIS OBJECTIVE?

2013: SEPT

A) To comply with Ism code every ship must operate according to an

established safety management system. The case of establishing a new QMS

i.e. Quality Management System generally known as Safety Management system

will arise in for following instances

To new ships delivery

When a company takes on responsibility for the operation of a ship

which is new to the company or

When a ship changes flag

In above cases an Interim Safety Management certificate will be issued for

a period not exceeding 6 months by administration or an organization

recognized by Admin or at the request of Admin by another contracting Govt.

In special cases validity of this certificate may be extended by 6 months

from the date of expiry so that SMS will be established within stipulated

time.

ESTABLISHING SMS ON SHIP:

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Establish effective SMS can only be done through co-operation between ship

and shore organization. Both parties have specific roles to do in

establishing SMS. Safety Management system should include following

functional requirements.

1. A safety environmental protection policy 2. Instruction and procedures to ensure safe operation of ships and

protection of environment in compliance with relevant internal and

flag state legislation.

3. Defined levels of authority and lines of communication between amongst shore and ship board personnel.

4. Procedures for reporting non-conformities and accidents with provisions of this code

5. Procedures to prepare for and respond to emergency situations 6. Procedures for internal audits and Management reviews.

Role of Management Team on board in establishing SMS:

I. All senior officers on ship should get together for this purpose.

II. SMS is ship specific so all the procedures for operation should be

designed considering the particular ships.

III. On-board management should develop plans for various shipboard

operations. Specific instructions to carry out the various procedures

including checklist as appropriate for e.g.

a. Arrival/departure port b. Bunkering operation c. Various permits such as hot work/ cold work d. Change of duty engr/ officers checklist e. UMS checklist f. Checklist for shallow water passage g. Handing over/ Taking over of all officers etc.

IV. Clear procedures with checklists to be developed for Emergency

situations that may arise such as flooding, grounding, fire, Main

Engine failure, blackout, Steering failure, etc. On-board management

should establish program for drills & exercises to prepare for

emergency actions. Safety Management system should ensure effective

mobilization of ship board personnel and resources to respond to the

emergency.

V. Procedures for reporting Non-conformities, accidents and situations

to the company.

VI. Especially E/R team should contribute more in forming maintenance

procedures for ship board equipment following points to be looked

after.

a. Inspections at appropriate intervals. b. Any non-conformity reported with possible course if known c. Corrective action taken d. Records of the activities maintained. e. Critical equipment’s should be identified the sudden failure of

which may result into hazardous situations and plans prepared

for ensuring reliability of such equipment’s for e.g. steering

gear, Aux engines. Mooring winches and windlass etc.

ROLE OF SHORE ORGANIZATION IN FORMING SMS:

I. Company should designate a DESIGNATED PERSON ASHORE who can act as a

link between ship and shore organization.

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II. Company to ensure ship is manned with qualified, certified and

medically fit officers and crew in accordance with administration and

international requirements.

III. Company should establish and maintain procedures for identifying and

training which may be required in support of safety management

systems and ensure that such training is provided for all personnel

concerned.

IV. Company to take part in formation of Safety Management Manual which

describes SMS and helps in implementation of SMS.

INTERNAL AUDIT:

Once a safety management system is formed and SMS manual developed

with help of shore organization and ships senior management team company

should carry out an internal audit of this SMS by a person, independent of

the areas being audited suggestions raised during this audit should be

considered and necessary improvements done in existing SMS.

EXTERNAL AUDIT:

After satisfactory preparation, external verification by the

administration of Safety Management system to be arranged by calling

surveyor. He will carry out the surveys and audits of the ships SMS and

after finding it satisfactory he will issue a Safety Management certificate

to the ship valid for 5 yrs subjected to endorsement by intermediate

verification.

These are the steps required to be carried out for establishing SMS on the

ship.

101. WITH RESPECT TO ENERGY EFFICIENCY DESIGN INDEX EXPLAIN IN DETAILS THE

FOLLOWING:

REQUIRED ENERGY EFFICIENCY DESIGN INDEX

ATTAINED ENERGY EFFICIENCY DESIGN INDEX

2013: OCT

The "Regulations on Energy Efficiency for Ships" adopted by

Res.MEPC.203(62),

MEPC 62th session(2011.7), has been newly added to Chapter 4 of MARPOL

Annex VI. And, its regulation will be entered into force on 1 January 2013.

* EEDI (EEDI, Energy Efficiency Design Index)

EEDI is estimating CO2 emission from ship(amount of CO2 emissions from ship

when transporting a tone of cargo for 1 nautical miles), and in cases where

EEDI exceeds Required EEDI, delivery and operation of ship shall be

prohibited. This is mandatory requirement to apply for new ship defined in

MARPOL VI Reg.2.23.

“Attained Energy Efficiency Design Index (hereinafter "Attained EEDI")" is

the

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EEDI value achieved by an individual ship in accordance with MARPOL Annex6

Chapter 4 Regulation 20.

※ MARPOL Annex 6 Chapter 4 Regulation 20 (Attained EEDI)

; The Attained EEDI shall be calculated for ship which falls into one or

more of the categories in MARPOL Annex 6 Regulation 2.25 to 2.35

(Refer to the Attachment-3).

.1 each new ship;

.2 each new ship which has undergone a major conversion; and

.3 each new or existing ship which has undergone a major conversion, that

is so extensive that the ship is regarded by the Administration as a newly

constructed ship

“Required Energy Efficiency Design Index (hereinafter "Required EEDI")" is

the maximum value of attained EEDI that is allowed by MARPOL Annex 6

Chapter 4 Regulation 21 for the specific ship type and size.

※ MARPOL Annex 6 Chapter 4 Regulation 21 (Required EEDI)

The Required EEDI shall be applied for ship which falls into one of the

categories defined in MARPOL Annex 6 Regulation 2.25 to 2.31 and to which

MARPOL Annex 6 Chapter 4 is applicable.

.1 each new ship;

.2 each new ship which has undergone a major conversion; and

.3 each new or existing ship which has undergone a major conversion, that

is so extensive that the ship is regarded by the Administration as a newly

constructed ship

2. Application

1) MARPOL Annex 6 Chapter 4 (Regulations on Energy Efficiency for Ships)

shall apply to all ships of 400 gross tonnage and above engaged in

international voyages.

2) The Attained EEDI shall be calculated for ship which falls into one or

more of the categories in MARPOL Annex 6 Regulation 2.25 to 2.35 in

accordance with MARPOL Annex 6 Chapter 4 Regulation 20.

3) The Required EEDI shall be applied for ship which falls into one of the

categories defined in MARPOL Annex 6 Regulation 2.25 to 2.31 and to which

MARPOL Annex 6 Chapter 4 is applicable. The detailed information for

applying the Required EEDI is noted in paragraph 1.3.2 of Attachment-1.

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4) However, MARPOL Annex 6 Chapter 4 Regulation 20 and 21 shall not apply

to ships which have diesel-electric propulsion, turbine propulsion or

hybrid propulsion systems.

And, the Administration may waive the requirement of MARPOL Annex 6 Chapter

4

Regulation 20 and 21.

1. Technical Measures (Energy Efficiency Design Index, EEDI)

EEDI is some sort of formula for indexing the ship's energy efficiency,

the purpose of EEDI is for comparing a CO2 emission characteristic by

ship's type or size. This is calculated via the following steps.

.1 Attained EEDI Calculation

The formula for comparing the characteristics of the ship's CO2 emissions

at the design stage is as follows.

↓ (Simplify)

※ P : Engine output(kw) / CF : Fuel mass to CO2 mass conversion factor /

SFC : Fuel

Consumption / Capacity : DWT / Vref : Ship speed (nm/h))

In this regard, numerator from ① to ④ is to calculate CO2 emission from

ship and the meaning is as follows.

.1 The meaning of ① is to calculate CO2 emission from Main Engine.

.2 The meaning of ② is to calculate CO2 emission from Auxiliary Engine for

generating electrical power.

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.3 The meaning of ③ is related with shaft motor (PPTI) of electric

propulsion ship and heat recovery system(PAEeff). The heat recovery system

is the auxiliary power reduction due to innovative electrical energy

efficient technology.

.4 The meaning of ④ is considered to reduced CO2 emission through Energy

Saving Technology,

Except heat recovery system and shaft generator for generating electrical

power.

The denominator for ⑤ is related with ship size, speed and correction

factor for ship design. The meaning of ⑤ is that "amount of CO2 emissions

from the vessel when transporting a tone of cargo for 1 nautical miles".

.2 Ensured Reference Line

.1 In order to decide whether the Attained EEDI calculated by numerical

formula (above paragraph 1.1) is met to Convention, it is necessary to

ensure some criteria.

.2 To do this, IMO sorted by utilizing IHSF data regarding ship's CO2

emissions. (After

1999.1.1 but prior to 2009.1.1 every ship of 400 gross tonnage and above).

At this time, the used formula was as follows.

.3 The results calculated according to the numerical formula, group X= DWT

and group Y= calculated outcome

.4 After then, Reference Line is expressed as following formula through

multiple regression, and sorted by ship types.

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“Value of Reference Line = a x b-c"

Type a b c

Bulk carrier 961.79 DWT of the ship

0.477

Gas carrier 1120.00 DWT of the ship 0.456

Tanker 1218.80 DWT of the ship 0.488

Container ship 174.22 DWT of the ship 0.201

General cargo ship 107.48 DWT of the ship 0.216

Refrigerated cargo ship 227.01 DWT of the ship 0.244

Combination carrier 1219.00 DWT of the ship 0.488

Required EEDI calculation

According to the MARPOL Annex VI Reg.21,

“Attained EEDI ≤ Required EEDI = (1-X/100) * Reference line value”

(where X is the reduction factor specified in Table 1 for the required EEDI

compared to the EEDI Reference line)

The Attained EEDI value of new ship must be less than Required EEDI value.

If the opposite case, the ship cannot be operated. For your easy

understanding, the following diagram displays the above-mentioned content

in form.

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102. COMMENT IN DETAIL W.R.T SHIPS LIFTING APPLIANCES ON

IDENTIFICATION, MAINTAINENCE AND CERTIFICATION OF LOOSE LIFTING GEAR

IDENTIFICATION, MAINTAINENCE AND CERTIFICATION OF WIRE ROPES

2013: OCT DEC

103 AN INDIAN FLAG VESSEL HAS GROUNDED OFF THE COAST OF INDIA, AND THE

OWNERS HAVE ABANDONED THE PROPERTY. IN ACCORDANCE WITH THE PROVISIONS UNDER

THE MERCHANT SHIPPING ACT, WHAT STEPS SHOULD BE INITIATED AND WHO SHOULD

INITIATE SUCH STEPS FOR THE SAFETY OF THE SHIPS AND THE MARINE ENVIRONMENT

2013: NOV 2014 MAR

Ans. Whenever a shipping accident takes place and comes under the purview

of M.S.Act as a shipping casualty, the master, the pilot or persons in

charge of ship at the time of casualty is required to give notice of this

casualty to officer appointed by the government under the section 358(2)

of the M.S.Act. The proper officers appointed by the government are

notified in the official gazette.

Preliminary enquiry:- When an officer appointed under the Act

received information about the shipping casualty, he is required to

conduct a preliminary inquiry about the accident. The purpose of the

preliminary enquiry is to establish the following:

(a) A shipping casualty has occurred within the meaning of Act. (b) The details of the voyage leading to the casualty. (c) Events that led to the casualty (d) Extent to which loss of life or loss of property has occurred

due to shipping casualty

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(e) The causes that led to the casualty including act of

incompetency, negligence or misconduct of person or persons is

concerned

The preliminary enquiry, which is held under section 359 of M.S.Act

is departmental enquiry and the proceedings of such enquiries are not

released to public. In conducting the preliminary enquiry, the officer

has the following responsibilities:

(1) To inform the central government and the state government

concerned where necessary of the detail of the shipping casualties

occurring within their jurisdiction

(2) To go on board the ship and inspect the same including machinery

and equipment, but not unnecessarily detaining or delaying her from

proceeding on any voyage

(3) To enter and inspect any premises to facilitate the completion

of the preliminary enquiry

(4) To summon persons he thinks to take statement to complete the

preliminary enquiry

(5) To demand the production of all log books, documents or papers

he considers necessary for the enquiry

(6) To submit the report to central government

If any person refuses to attend and answer or to produce

necessary evidence or to impede the enquiry, officer should call his

attentions to the power given to him. In case he still refuses, he can

take action under chapter X of the Indian Penal Code.

Persons who may be present at the examination; where the owner

or agent of a ship, a casualty to which is being investigated signifies

his desire to be present but only while witness belonging to the ships

at which he is directly interested are being examined, and he must be

requested to remain silent. He may take note of evidence, if he

desires but should not interfere examination of witnesses. Barring

this, no person is to be present in room during the examination of the

witness excepting the deponent. The officer conducting the enquiry and

his clerk and if necessary an interpreter. Professional lawyers are

not admitted in to the proceedings of preliminary enquiry or formal

investigation. Whenever it appears that the event leading to ship

casualty, demand a formal investigation by court, the D.G.Shipping, by

virtue of power delegated to him under section 360 of M.S.Act may

direct the same to be held. On receipt of the order of director general

the proper officer shall make an application to the court of empowered

under 361. the objective of court empowered under 361 is not to punish

anyone who may have been at fault, but to throw light on the cause of

casualty and to consider steps to prevent such casualties in future.

Only first class magistrates are empowered to conduct these formal

investigations.

The courts are assisted by assessors having the requisite

technical knowledge and are independent of all the interest concerned.

The assessor are appointed by the court out of the list which is

maintained by the directorate.

Where formal investigation involves or appears likely to

involve any question regarding cancellation or suspension of

certificate of competency of master, mate or engineer, the court shall

be assisted by not less than two assessors having the requisite

experience in merchant marine service.

Apart from the officer on whose application this

investigation is undertaken, any person upon whom a notice of

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investigation has been served, any other interested parties may be

permitted to appear at investigation and become a party to the

proceedings.

On the appointment time and place for holding investigation,

the court can proceed with investigating witness the parties upon whom

notice of investigation have been served are present or not.

Report of court, unless the cancellation or suspension of any

officers certificate is not involved, the court need not tell its

decision in open court. It may send or deliver to the parties a copy

of the report as required by 369 of M.S.Act to be transmitted to the

central government. The court should submit its report to the central

government in duplicate. Where cancellation or suspension of officers

certificate of competency is involved, the court may deliver its

decision in open court and also send or deliver to the parties a copy

of the report to be transmitted to the central government. Where the

certificate is suspended and the court has recommended a certificate

of lower grade should be issued, the same shall be issued by

D.G.Shipping through the principal officer concerned.

The power to cancel certificate of competency – The

certificate of competency may also be cancelled by central government

under provision of 373 of M.S.Act

104 THE PROTECTION OF THE MARINE ENVIRONMENT IS OF UTMOST IMPORTANCE TODAY.

DISCUSS. (A) HOW WOULD YOU AS A C/E OF A TANKER ENSURE PROTECTION OF THE

ENVIRONMENT BY COMPLIANCE WITH THE VARIOUS REGULATION OF MARPOL 73/78 ANNEX

1 FOR PREVENTION AND CONTROL OF POLLUTION AT SEA? (B) STATE REQUIREMENT FOR

COMPLIANCE UNDER ANNEX VI OF MARPOL 73/78.

2013 NOV 2014 JAN JUNE

Ans. Annex – 1 Regulations for the prevention of pollution by oil which

entered into force on 2nd October 1983 and, as between the parties to

MARPOL 73/78 supersedes the International Convention for the Prevention

of Pollution of the sea by oil, 1954, as amended 1962 and 1969 which

was then in force.

Prevention of pollution methods & aids involved are:-

1. IOPP Certificate

International oil pollution preventions certificate is issued after

initial survey before the ship put in service or renewal survey in

accordance with the provisions of regulation 6 of this annex, to

any oil tanker of 150 gross tonnage and above and any other ships

400 gross tonnage and above which are engaged in voyages to ports

or offshore terminals under the jurisdiction of other parties to

the present on. Such certificate shall be issued or endorsed as

appropriate either by the Adm or by any persons or organization

duly authorized by it. In every case Adm. Assumer full

responsibility for the certificate & valid for maximum 5 years.

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2. Tanks for oil residues (sludge) Reg. 12

Every ship of 400 GT & above shall be provided with a tank or tanks

of adequate capacity having regard to type of machinery and length

of voyage. Piping to and from the sludge the shall have no direct

connection overboard other than standard discharge connection.

3. Standard discharge connection Reg. 13.

To enable the pipes of reception facility to be connected with the

ships discharge pipeline for residues from M’ of bilges and from

sludge tanks must have standard discharge connection.

OD – 215 mm, ID – According to pipe OD, PCD – 183 mm, Flange

thickness – 20 mm.

4. Oil filtering equipment Reg. 14 / Reg. 31.

Any ship above 400 GT & less than 10,000 GT shall be fitted with 15

PPM oil filtering equipment which must be Adm. Approved.

Any ship above 10,000 GT must have 15 PPM equipment with oil

discharge monitoring system with alarm when it exceeds level and

automatically stops discharging O/B by either P/P stop or 3 way

v/v. Equipment must be Adm. Approved oil discharge and control

system.

No discharge in Antarctic Area is allowed.

5. Oil record book part – I Reg. 17 (machinery spares)

Reg – 34 part II Cargo / Ballast operations every oil tanker 150 GT

& above and every ship of 400 GT & above other than oil tanker must

have ORB Part - I which must indicate transfers tanker to the,

bunkering LO & FO, collection & disposal of residue, discharging

O/B through approved equipment or to reception facilities must be

recorded.

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Part – II must be kept updated for ballast / cargo operation on

each occasions on the case loading oil cargo, internal transfers,

unloading oil cargo, ballasting cleaning of cargo tanks including

crude oil washing, de-ballasting excluding SB tanks, discharge from

slop tanks through ODMCS, disposal of residues for reception

facility must be recorded.

6. Segregated Ballast tanks Reg. 18

Every crude oil tanker of 20,000 tonns DW 7 above and every product

carrier 30,000 tonns DW & above delivered after 1st July 1982 must

have segregated ballast tanks.

7. Double Hull & Double Bottom Requirements for oil tankers delivered on or after 6th July 1996 Reg. 19

Oil tanker 600 tonnes DW 7 above delivered on or after 6th July 1996.

Every oil tanker 5000 tonnes DW & above must have protective

location of segregated ballast spaces & should be protected against

progressive flooding.

Entire cargo tank length shall be protected by ballast tanks or

space other than tanks that carry oil .

i) Wing the or spaces

DW

w = 0.5 + (m) or w = 20m

20,000

Whichever less. Min w = 1m

ii) Double bottom the or spaces

h = B\ 15(m) 01 h = 2.0 m whichever less

min h = 1.0m.

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8. Double hull & DB requirements for oil tankers delivered before 6th July 1996 Reg. 20

Cat 1 tanker to be phased out with single hull by 1st April 2005

which built before 6th July 1996.

Single Hull tankers cannot carry HGO Reg. 21

Prevention of pollution from oil tankers carrying HGO.

9. Pump room bottom protection Reg. 22

This regulation for oil tankers 500 tonnes DW & above constructed

on or after 1st Jan 2007

h = B/15 or h = 2.0 m whichever less

mini h = 1.0m

10. Accidental oil out flow performance Reg. 23

To be dealt with oil flow discharge oil tankers delivered after 1st

Jan 2010.

11. Oil tankers of 150 tonnes & above shall be provided with slop

tanks except for tankers having voyage less than 72 hrs. & with is

50 nautical miles.

12. Crude oil wasting requirements Reg. 33

Oil tankers 20,000 DW 7 above delivered after 1st June 1982 must

have cow system class approved and RO.

13. Shipboard Oil Pollution Emergency Plan Reg. 37

Administration approved 50 per plan should be there for tankers 150

GT 7 above and others 400 G & above.

14. Reception Facility Reg. 38

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The Government of each party to the convention to ensure provisions

at loading terminals, repair ports, in other parts where ship have

oily residue to discharge must have reception facility without

delaying ship.

b) Annex VI Prevention of air pollution form ships. An International Air Pollution Prevention Certificate shall be

issued for the ships of 400 GT & above and every fixed and floating

drilling rigs and other performs by the Administration, which shall

not exceed 5 years.

In initial survey before the ship is put into service or before

the certificate required under reg. 6 of this Annex is issued for

the first time. This survey shall be such as to ensure that the

equipment, system, fittings, arrangements and material fully comply

with the applicable requirements f their Annex.

1. Ozone depleting substances Reg. 12

Deliberate emission of ozone depleting substances shall be

prohibited unless saving life at sea or due to accident or breakdown

of equipment. Deliberate emissions include emissions occurring in

the course of maintaining, servicing, repairing or disposing of

system or equipment.

New installation which certain ozone depleting substances shall be

prohibited on all ships, except that new installations containing

hydro chlorofluorocarbons (HCFC’s) are permitted until 1st Jan 2020.

These substances should be collected properly and delivered to

the reception facility ashore.

2. Nitrogen Oxide (NOx) Reg. 16.

This regulation applier to each engine 130 kw & above O/P installed

on ship constructed after 1st Jan 2000. or the diesel engine goes

major conversion after 1st Jan 2000 . Major conversion means 10%

change in MCR.

His regulations will not apply to emergency generator lifeboat

engines and any device or equipment which to be used solely in case

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emergency or costal voyage vessels which must have alternative Nox

control provision set by Administration.

Nox Limits from the engines should be following:

i) 17.0 g/kwh the engines should be following:

ii) 45.0 x n-0.2 G/kwh when n >130rpm n<2000rpm.

iii) 9.8 g/kwh when rpm n h 2000 & above.

Provisions 6/ NOx technical code should be applied to all ship i.e.

alternative provisions gives by Administration.

3. Sulphur Oxide (SOX) Reg. 14.

The sulphur content of any fuel used on board ships shall not exceed

4.5% m/m. The fuel supplied on board shall be mentioned under the

guide times developed by MEPC 82(43).

SECA Sox Emission Control Area

1. Baltic sea & North sea.

under SECA either the fuel should not contain sulphur more than

1.5% m/m or emission from engine should not exceed 6.0 g SOx / KWh

or any approved method by Administration to control six can be used.

4. Volatile Organic Compounds Reg. 15

The emission of volatile organic compound (VOC’s) from tankers are

to be regulated in ports or terminals under jurisdiction of a party

to protocol 1997.

5. Shipboard Incineration Reg. 16

Shipboard incineration in allowed except for oil sludge & sewage

sludge in

Port harbour & estuaries.

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Shipboard incineration is prohibited for following

i) Annex I, II and III cargo residues of the present convention

and related contaminated packing material.

ii) Polychlorinated Biphenyl’s (PCB’s).

iii) Garbage containing more than trace of heavy metals i.e.

batteries, mercury, lead etc.

iv) Polyvinyl Chloride (PUCS) exception in IMO type approved

incinerator.

Monitoring of combustions flue gas outlet temperature shall

be required at all times & waste shall not be fed in continuous

feed shipboard incinerator when temperature is below 850oC &

unit shall be so designed to reach combustion temperature to

600oC within five minutes after start up.

6. Reception Facility Reg. 17 The Government of each party to protocol 1997 undertakes to ensure

the provisions of facilities adequate to meet reception of ozone

depleting substances, exhaust cleaning residues without causing

undue delay to ships.

7. Fuel Oil Quality Reg. 18

Fuel oil onboard for combustion purpose should meet ISO 8217

standards with following requirements.

i) Fuel oil shall be blend of HC derived from petroleum refining

& small amounts of additives are permitted to improve

performance aspects.

ii) Free from inorganic acids

iii) Fuel Oil should not have added chemical base which can

jeopardize the ship, be harmful to persons, and contribute to

additional air pollutions.

iv) Sulphur content must not exceed 4.5% m/m & SECA area 1.5%

m/m.

v) BDN must be retained board for minimum 3 years readily

available for inspection.

Fuel Oil samples sealed and signed by supplier or supplier representative

or master or officer in-charge of bunker operations. Samples to be retained

on board for minimum 12 months.

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105 WHAT ARE THE PROCEDURES FOR CONDUCTING AN INQUIRY AFTER CASUALTY AT SEA

AS PER MERCHANT SHIPPING ACT 1958, AS AMENDED? WHAT IS ARTICLE OF

AGREEMENT? WHY IS IT NECESSARY TO HAVE AN ARTICLE OF AGREEMENT?

2013 NOV 2014 JAN

Ans. a) Definition of shipping casualty

For the purpose of an investigation and inquiry, a shipping casualty shall

be deemed to have occurred in the following cases:

Ø Any ship is lost, abandoned, stranded or materially damaged on the coasts

of India

Ø Any ship causes loss or material damage to any other ship on the coast of

India

Ø Any loss of life occurs due to any casualty happening to or onboard any

ship on the coasts of India

Ø Any evidence of an Indian ship being lost at sea is available in India

Master’s action

Ø On his or his ship’s arrival in India, master shall report the incident

to the officer appointed by the central government

Ø If the ship is materially damaged to make her un-seaworthy or any loss of

life or serious injury occurs, then the owner or master should report to

nearest principal officer within 24 hours

Investigating officers

Ø The following officers have been appointed by the central government for

receiving

reports and conducting investigations into the shipping casualties

1. principal officer /MMD surveyor – all casualties

2. deputy conservator of major port – when casualty with in the docks or if

the ship belongs to the port or where pilot is on board

3. port officer of minor port – any casualty involving sailing vessels and

fishing vessels or involving ships with in port jurisdiction

4. customs collector – sailing vessels and fishing vessels

5. officers specially appointed – fire and explosion casualties

Investigating officer’s action

Ø Inform central govt. that a casualty has occurred

Ø Conduct and preliminary enquiry(PI)

Ø Record the statement of master’s, crew members with their signature, but

with out presence of any person

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Ø Call for documents from the ship as appropriate

Ø Send report to central govt. with one or more of the following

recommendations

a) No further action

b) Warning to defaulters

c) Strict warning to defaulters

d) Issue M.S. notice

e) Order formal investigation(FI) or court. of inquiry(CI)

Ø PI report is totally confidential and not given to any court

Ø Copies of statement are given to the affected persons only if matter goes

to the court

Ø The officer at his own discretion or as advised by central government may

apply to first class or metropolitan magistrate for conducting an formal

inquiry

Circumstances for ordering FI or CI

Ø Heavy material loss requiring more detailed investigation

Ø Defaulters deserve to be punished (only court can order that)

Ø There are lessons to be learnt from the casualty

Ø Public out cry

Ø Loss of life, so open court investigation is required

Ø Sufficient data not collected during PI

Ø During the FI if a case of incompetence, misconduct wrongful act arises

against master,

mate or engineer, court will proceed with the CI

Ø if central government believes that there are grounds for charging the

officer as stated

above with out conducting a FI, then it may submit a case to the court for

conducting a CI

This will apply only if the officer holds—

• An Indian certificate

• A foreign certificate but was employed on an Indian ship

Procedure for FI and CI

Ø A short statement of case with a questionnaire to be answered at the end

of FI and CI are submitted to the court

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Ø If central government has decided to directly proceed with the CI, then

in addition to the above documents, a charge sheet framed against the

defaulters is also submitted

Ø The proceeding are conducted in an open court

Ø The court can summon/compel the attendance of a witness, by arresting him

if necessary

Ø For FI, court shall appoint 2 to 4 assessors chosen from a list prepared

by central government, one of them shall be conversant with maritime

affairs and the other with maritime or mercantile affairs

Ø If FI involves cancellation or suspension of certificate of an officer,

two of them shall have the experience in merchant service

Ø All documents collected during the PI are submitted

Ø On completion of FI or CI the report is published in the official gazette

b) Article of agreement

Ø This agreement is made between employer/agent and seafarers in accordance

with collective bargaining agreement

Ø Details of employees seafarers ( address, next to kin, passport details,

CDC details etc will be furnished in that

Ø Details of employment including monthly wages, monthly PF, monthly

allotment, rank, reason for sign off etc will be mentioned

Ø This contains signature with date and stamp of employee

Sign on Ashore Signed – off ashore

Place: Place:

Ø Signature of seafarer (signed on ashore, ship, signed off ship, ashore)

Ø Signature with date and stamp of master (signed on ship, signed off ship)

Ø Signature with date, stamp of shipping master[on commencing employment

concluding employment ]

Terms and conditions

1. This agreement between employer and the seafarers is subjected to the

condition that seafarers will serve in capacity/rank on wages indicated

with other terms on employment as CBA

2. This agreement shall be serving in the area and for the period as agreed

as CBA

3. The seafarer will be supplied with provisions not less than what is

provide in the M.S.act /CBM which is higher

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4. It is agreed that the rights, duties and the terms of employment of

seafarers and the obligations of the ship owner as per ILO conventions

ratified by India

5. In relation to an individual seaman, this agreement may be terminated

a) By mutual consent

b) If medical evidences / incapacity

c) If seamen is absent with out leave at a time fixed for sailing

d) If in the opinion of the master, continued employment of the seamen is

likely to endanger the vessel of any person onboard

• 5 originals + 3 photo copies

106 DETAIL THE INSPECTION THAT YOU AS THE NEW CHIEF ENGINEER OF A

PASSENGER SHIP WOULD MAKE ON JOINING THE SHIP WITH REGARD TO (1) STABILITY

(2) DAMAGE CONTROL (3) FIRE FIGHTING (4) CRITICAL MACHINERY

2013 NOV

Ans. As a New Chief Engineer on joining I will check w.r.t. to stability

following

1) Stability:- I will check if chief officer has the book called Trim and

Stability which give details of GM, GZ area under GZ curve and other

parameter’s for different conditions.

I will check whether the basic intact stability criterion for passenger

ship is being complied with.

I will double check that this important book is approved and endorsed by

Director General of Shipping or DGS surveyor.

a) Damage Stability for:- Damage Stability Passenger ship has to comply

with Solas Chapter II – 1 for adequate stability in damaged condition from

this I will know the numbers and location of the transverse bulkhead’s

which divide the hull.

b) Damage Control:- A passenger ship must have a damage control plan and

damage control booklet.

These documents will contain boundaries of water tight compartment’s

location of water tight doors, pumping out arrangement’s cross flooding

arrangement’s etc.

I will check that all the water tight door’s in water tight bulkhead’s are

in good working order & check the controlling and indicating panel’s which

will be found in central control station.

In addition, I will also test the bilge alarm in EIR check that the

Emergency bilge suction is looking good order.

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Also I will confirm that the bilge pump (Emergency bilge PIP) require on

passenger ship are in good working order.

I will also ensure that damage control equipment for structure welding

equipment Nut’s, bolt’s studs, canvas are available for stopping any leaks

and carrying any damage repair.

c) Fire Fighting:-

(a) Fire plan – I will study the fire plan, check the maintenance

Register’s for which 3rd officer / 2nd Engineer may be responsible officer

and no urgent fire fighting stores are outstanding.

I will personally inspect the CO2 room, the farm system fitted and inspect

all the outlet’s to confirm that everything is in order.

As per Solas Chapter II – 2 FSS – fire safety system &

FTP – Fire Test Procedure are mandatory w.e.f. 1.7. 2002.

I will ensure that Training Manual and Training booklet for fire are

available in

officer & crew mess room and that all person’s are well aware the content’s

of these Manual.

d) Critical Machinery:- As per safety management system required by ISM

Code element ‘10’ maintenance, E/R should have a list of critical item’s of

machinery and procedures for inspecting and maintaining such machineries

such as.

1) Steering gear

2) Emergency comp

3) Emerges

4) Emerge Fire P/P

5) Breathing air comp

6) Anchor handling equipment

7) Cargo gear

8) Main & Aux machinery

9) All ISA / FFA items

10) SOPEP

11) Water fight door’s

12) Anti pollution comp.

13) Bilge / ballast pumping & separator system

14) Navigational equipment’s

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15) Fire gas and heat detection system

16) I.G. System.

17) Communication equipment.

Critical spare list

1) At least one liner (spare)

2) At least one spare (cylinder head complete)

3) At least one lubricator

4) Some mechanical seals

5) Some fuel pump plunger’s

6) Bilge alarm’s

7) Calibration equipments for thermometer’s and Pr – gauges.

Maintenance routing as per Solas Chapter – III for fie fighting equipments

and critical machinery is carried out.

107 LIST THE VARIOUS STATUATORY CERTIFICATES, ATTACHMENTS AND TYPE

APPROVALS CERTIFICATE RELATED TO SHIPBOARD FIRE SAFETY AND THEIR UNDIVIDED

SIGNIFICANCE.

2013 DEC

108. (A) DESCRIBE THE PROCEDURE TO BE ADOPTED FOR THE INSPECTION OF A

SAFETY VALVE FITTED ON EXHAUST GAS BOILER STATING WITH REASONS WHICH PARTS

SHOULD RECEIVE PARTICULARLY CLOSE ATTENTION.

(B) DESCRIBE THE PROCEDURE FOR THE SETTING OF SAFETY VALVES OF

EXHAUST GAS OPERATED AUXILIARY BOILERS

(C) EXPLAIN THE ACTION A CHIEF ENGINEER SHOULD TAKE AFTER THE SETTING

OF SAFETY VALVES AS IN (B)

2013 DEC

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109. CLASSIFICATION SOCIETIES ARE RECOGNIZED INSTITUTIONS (RO) AND PLAY AN

IMPORTANT RO IMPLEMENTATION OF NATIONAL AND INTERNATIONAL REGULATIONS.

STATE THE LIMITATIONS OF THE HIGHLIGHTING THEM WITH REASONS. LIST THE

STATUTORY SERVICES UNDERTAKEN BY A CLASSIFICATION ON BEHALF OF

ADMINISTRATION

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2014 JAN

Classification societies are organisations that establish and apply

technical standards in relation to the design, construction, and survey of

marine related facilities including ships and off shore structures. The

vast majority of ships are built and surveyed as per standards laid down by

classification societies. These standards are issued by classification

societies as published rules. A vessel that has been designed and built to

the appropriate rules of a society may apply for a certificate of

classification from that society. Such certificate is an attestation that a

vessel is in compliance with the standards that have been developed and

published by the society issuing the classification certificate.

In UNCLOS convention of IMO responsibilities of flag state granting the

registration of a ship are outlined. Under article 94, the flag state must

―effectively exercise its jurisdiction and control in administrative,

technical and social matters over ships flying its flag. Many flag state

countries in the world don‘t have sufficient expertise, experience and

technical manpower to carry out the responsibilities of flag state nation

regarding maintaining the standards of ships flying their flag so SOLAS and

other international conventions permit the flag Administration to delegate

the inspection and survey of ships to ―Recognised Organisation.

Requirements for Recognised organisation are as follows:

1. R. O. must have established rules for design, construction and

maintenance of a ship.

2. Government representation is necessary.

3. Classification society organisation structure must include a

representative from flag state nation placed at higher level in

organisational hierarchy.

4. R. O. should have adequate resources financial / personal.

5. Society must have internal audit equivalent to ISO 9001-2000.

6. Society must present itself to external audits by auditing body approved

by flag state govt.

The classification societies fulfilling above criteria‘s will be given

status of recognised organisation by flag state to do duties on their

behalf.

Limitations to the role of classification societies as R. O.:

1. Though many flag states delegate their authority of surveys and

certification to classification societies, flag state may not delegate all

its authority to class what all authorities are to be given to class will

be clearly mentioned in the agreement between flag state and class.

2. In some cases for e.g. class may undertake the survey of vessels under

certain convention i.e. SOLAS (surveys for safety construction, safety

radio and safety equipment) but class is not authorised to give

certificates to vessels under that convention. But under other conventions

like MARPOL, L.L. or Tonnage class can give certificate as well as carry

out surveys also. This will be mentioned in the agreement between flag

state and class.

3. When required repairs or corrective actions are not carried out or a

survey is not passed satisfactorily, RO's do not have the power to detain

the ship. At the most RO can withdraw the statutory certificate or declare

them invalid, and notify the ship's flag state or port state where vessel

happens to be located for further action.

4. Certain flag states e.g. India require that any statutory deficiency

observed by class surveyor during the survey of a vessel must be reported

to flag state and it‘s permission taken for issuing outstanding

recommendation‘ to the vessel for allowing the vessel to sail. Vessel will

be given certain period of time within that she has to fix that problem.

5. Many flag states don‘t allow class to carryout ISPS survey. As these are

country specific (port facilities are also involved in ISPS survey) And due

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to security reasons flag state prefer to carry out ISPS survey themselves

instead of delegating it to class.

6. Acting as recognized organization, classification societies verify

compliance with national/ international regulations adopted by a flag

state. The RO cannot on its own interpret the regulation, nor without

permission use professional judgement to accept equivalent solutions.

STATUTORY SERVICES:-

1. Through their extensive resources of manpower, worldwide expertise and

technology, the classification societies have the capability to undertake

surveys, maintain records and conduct the technical review necessary to

fulfil the requirement of various IMO convention and codes based on

national standards imposed by individual flag states.

2. Classification society undertakes statutory work on behalf of individual

IMO member state.

3. Under the statutory services and activities, ROs may inspect and survey

design, construction, equipment and technical part and operation of ship.

The elements to be inspected or surveyed will depend on the specific

requirement of the flag state.

4. On successful completion of the pertinent survey, the classification

society will issue statutory certificate and attest that the ship complies

with the legal requirement of the flag state.

5. If delegated by the administration, class may also carry out

certification of the SMS according to ISM code.

110. ON A SHIP YOU ARE EMPLOYED AS CHIEF ENGINEER.THE VESSEL, HAS UMS

SYSTEM

FOR CONTROLLING ENGINE ROOM AND A CENTRAL SCANNING AND DATA LOGGING SYSTEM

FOR MONITORING. EXPLAIN THE SPECIAL ATTENTION YOU WILL PAY TO THE SPÉCIFIC

DATA

AND FORMULATE A CHART FOR CONDITION MONITORING. .HIGHLIGHT THE TOOLS IN

COMPUTER APPLICATION YOU WILL USE FOR -MAKING GRAPHICAL REPRESENTATION OF

THE

SALIENT POINTS, WHICH WILL ENABLE TREND ANALYSIS?

2014 JAN

111. WHAT ARE THE UNCLOS PROVISIONS CONCERNING SHIP’S FLAG AND NATIONALITY?

IN OBSERVATION OF UNCLOS WHAT ARE THE DUTIES OF FLAG STATES AND HOW ARE THE

ENFORCED?

2014 JAN AUG

ANSWER:-

UNCLOS stands for United Nations conventions on laws of sea. It was outcome

of the third UN conference in 1982 and came into force internationally on

16th November 1994. The UNCLOS provides a universal legal frame work for the

National management of marine resources and their conservation. The

treaty document consists of 446 articles grouped under 17 part headings

and 9 Annexes. UNCLOS provisions concerning ship’s flag and nationality

Part VII High seas

Article 90 :- Right of navigation

Every state coastal or land locked has the right to have its ship flying

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its flag on high seas

Article 91:- Nationality of ships

Every State should lay down conditions / requirements for granting its

nationality, registration and the right to fly its flag. Ship’s have the

nationality of the state whose flag they are entitled to fly

State must issue to ship’s flying its flag, documents to that effect

There should be a genuine link between the state and the ship

Article 92:- Status of ships

Ships must sail under the flag of one state and are subject to the

jurisdiction of the flag state on high seas

The permission for the change of flag is given only in the case of

transfer of ownership or change of registry

It also deems that a ship which uses two or more flags according to

convenience

will be treated as a ship with no nationality

Article 93:- Ships flying the flag of the United Nations, its

specialized agencies and the International Atomic Energy Agency

It gives provisions for ships to fly the flag on UN or its

agencies and

IAEA(International Atomic Energy Agency)

Duties of flag state

Article 94:- Duties of the flag State

1. Each flag state to effectively exercise its jurisdiction and control

in administrative, technical and social matters over ship’s flying its

flag.

2. Maintain a register of the ships.

3. Assume jurisdiction under its internal law over each ship flying its

flag and its master, officers and crew in respect to administrative,

technical and social matters concerning the ship.

4. Take such measures for ships flying its flag as are necessary to ensure

safety of sea with regards to:

a) Construction, equipment and sea worthiness of ship

b) Manning of ships, labour conditions, training of crew (STCW &

ILO

convention)

c) Use of signals, the maintenance of communications and

preventions of collisions such measures include

i. each ship is surveyed before and after registration by a qualified

surveyor

of ships and has on board such charts, nautical publications,

navigational equipments and instruments for safe navigation of the

ship

ii. each ship is in charge of master and officers who posses

appropriate qualifications in seamanship, navigation,

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communications and marine engineering and the crew is appropriate

in qualification and numbers for the type, size, machinery and

equipment of the ship.

iii. The master, officers, crew are fully conversant with and

required to observe the applicable international conventions like

MARPOL, SOLAS, COLREG, GMDSS etc.

5. In taking above measures, each state is required to confirm to generally

accepted international regulations, procedures and practices and to

take any

steps which may be necessary to secure their

observance.

6. A state which has clear grounds to believe that proper

jurisdiction and control w.r.t a ship is not exercised may report

the facts to the flag state, upon receiving such report flag state may

investigate that matter and if necessary to take remedial action.

7. Every state must cause an enquiry by a qualified person/s into every

marine

casualty/incident of navigation and caused loss of life/damage to other

nationals or to a marine environment. The flag state and other states

must co- operate in the conduct of enquiry.

Enforcement by flag state

Article 217

1. Every state must adopt laws /

regulations to ensure compliance of

international laws by ships flying its

flag.

2. State must take appropriate measures to prevent vessel from sailing

unless they are complying with international rules and standards

regarding design, construction, equipment and manning.

3. States must ensure that their vessels are carrying onboard all

certificates required by as per international requirements and must

ensure periodical inspection of ships for compliance.

4. State must provide a investigation when its vessel commits a violation

of international rules and regulations.

5. State should enforce its national laws if sufficient evidence is

there against its vessel.

6. It should be prompt in responding to any request for information

by any other state and it should inform competent international

organization about action taken.

7. Flag state must fix adequate penalty for any vessel which violates

the law

and the penalty must be adequate in severity to discourage future

violation.

8. Flag states should cooperate with other flag states if assistance is

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requested.