MEO Question and Ans

8/12/2019 MEO Question and Ans

1/221

MEO CLASS I DEEPESH MERCHANT

Dec 2012

1.

Question

With regards to ordering and receiving fuel bunker on board answer the

following

The importance of correct bunker specification including the relevant ISOstandard.

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.

ANSWER :-

a. Bunkering is one operation on ship which has been the reason for severalpollution related incidents in the past. Bunkering operation requiresutmost 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 bunkerrelated issues are diverse, and may involve disputes varying fromengine/equipment problems and vessel delay to off loading/re-bunkering.

c. Claims arising from these problems are in general complicated and theyare 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 unusualcontaminants.

e. Linking these to engine damage has proved difficult and it has beennecessary to undertake metallurgical examination of worn or damagedcomponents to determine causation.

f. When purchasing bunkers it is important that the correct grade isspecified and that the sale and purchase agreement includes the

appropriate description of the fuel to be supplied. This is best done byreference to the International Standard ISO 8217 and identification of therequired grade within this standard e.g. ISO 8217:2010 - RMG 380.

g. Therefore it is important that chief engineer checks the quality of the fuelto be supplied according to the bunker delivery receipt. Although thisdocument does not provide a full analysis of the fuel, it should contain atleast the viscosity, density and sulphur content.

Representative Sample :-

a. The most common and most economic means of obtaining arepresentative sample is by using a drip type sampler.

b. After the checks of documents and bunker quantity on barge, chiefengineer should ensure that sampling points are fixed. Sampling should


2/221


be taken at one point only. All sampling should be carried out either atbarge manifold or ships manifold. The sample must be representative ofthe 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

manufacturers instructions, or guidelines, as appropriate.d. A means should be provided to seal the sampling equipment throughout

the period of supply.e. The primary sample receiving container should be attached to the

sampling equipment and sealed so as to prevent tampering orcontamination of the sample throughout the bunker delivery period.

f. The tube within the sampler and sample valve should always be cleanedbefore 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 cleancontainer to the valve. Adjust the needle valve to give a slow and steadydrip. Time the fill rate so that it will provide for sufficient estimatedsample over the expected delivery period.

i. On completion of bunkering, mix together the samples from bothcontainers 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 analysisand MARPOL sample.

Bunker quality disputes1. C/E should take care to ensure that bunkers supplied matches with

specifications as per ISO 82172. 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. Thesupplier has the duty to provide ship with MARPOL sample and the sealnumber of this must be recorded in the BDN, along with seal numbers of

other samples.3. If the ships sample report comes and it shows bunker to be of lower quality

or not as per specification, ship staff should tender a complaint regardingquality.

4. As per BIMCO standard bunker clause this complaint should be tenderedwithin 30 days of delivery. After receiving the complaint the supplier willsend their sample to laboratory and will match its result with ships 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 machinerydamage due to poor quality fuel


3/221


7. One set of ships sample should be retained on board for furtherinvestigation and litigation.

8. If there is dispute with regard to quantity and quality following should bedone

a) Records of initial tank soundings, oil transfer details final tank

sounding should be maintainedb) Location of tanks where suspected bunkers have been usedc) Ullage sheets and bunker delivery receipts to be preserved.d) Bunker samples to be preservede) Note of protest deck and engine logs must be preserved,f) A record of chief engineer and crew members involved in bunkeringoperations to be maintainedg)Name of those present at the time when bunkers samples have beentaken

h)The crew members involved in correcting any problems withsubstandard bunkersi) Owners must be notified promptly

2. Question

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.

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 therefrigerants use R11 as a datum reference and thus R11 has an ODP of1.0. 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 thesegases are released into the environment and reach the stratosphere, theyinteract with the ozone layer and destroy ozone molecules. ODS lifetimein the stratosphere is between 100 and 400 years.

3. An ODS molecule has potential to destroy ozone molecules during itsentire lifetime. Therefore, various CFCs and HCFCs are assigned OzoneDepletion Potentials (ODP) depending on their potential (specified

relative to CFC-11) to cause ozone depletion in the stratosphere.


4/221


4. Ozone is a gas composed of three bonded oxygen atoms (O3). In theEarths atmosphere, ozone is formed from molecular oxygen (O2) in thereactions initiated by the UV light.

5. Ozone can be found in two levels, at ground level and in the Earthsupper atmosphere, referred to as the stratosphere. At ground level, ozone

is a significant air pollutant, forming smog. In the stratosphere it isreferred to as the ozone layer.

6. The ozone layer encircles the stratosphere at approximately 10 km aboveground level. It filters ultraviolet (UV) radiation reducing the amount ofradiation reaching ground level. The depletion of the ozone layer exposesliving organisms to high levels of the harmful UV-B radiation. Mostimportantly, this negatively impacts human health causing increasedoccurrence 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 potentiallydamage DNA,b. Changes in plant growth,c. Degradation of building materials, particularly paints, rubbers,

woodsand plastics.

ALTERNATIVES REFRIGERANT GASES TO ODS

There are numerous refrigerants on the market that have been developedasalternatives 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 chlorinecontent, 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, comprising23% of R32, 25% of R125 and 52% of R134a. It has no chlorine content, noozone depletion potential, and only a modest direct global warming potential. -

ODP = 0, GWP = 1610

R410A is a binary blend of hydrofluorocarbon or HFC compounds, comprising50% 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 asa drop-in replacement for existing systems.

As per Annex VI , Regulation 12:- Ozone Depleting Substances (ODS)


5/221


1. Existing systems and equipment using ODS are permitted to continue inservice and may be recharged as necessary. However, the deliberatedischarge of ODS to the atmosphere is prohibited.

2. Maintenance, servicing and repair work shall be carried out withoutreleasing any substantial quantity of refrigerant.

3. When servicing or decommissioning systems or equipment containing ODSthe gases are to be duly collected in a controlled manner and, if not to bereused 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 aship 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 ODSrecord book should be maintained. This record book shall be approved byadministration.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) ofsubstance in respect ofi) Recharge of equipmentii) Repair or maintenanceiii) Discharge of ODS to atmosphere either deliberate or non deliberateiv) Discharge of ODS to land based facilitiesv) Supply of ODS to ship

3.

Question

Explain the following modern methods of turbo charging

a. Pulse converter system

b. Sequential turbo charging

c.

Stage turbo charging

d.

Variable geometry turbo charger

ANSWER :-

1. PULSE CONVERTER SYSTEM :-

1. This turbo charging system permits the advantage of the pulse and constantpressure turbo charging system simultaneously.

2. The combination of this two is done by connecting the different branches ofexhaust 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.


6/221


3. It also improves the turbine admission, improves efficiency and does notmechanically load the blading as much as the normal impulse turbocharging.

4. Figure shows the pulse converter in the pulse converter (PC) turbochargingsystem. 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 thescavenging process of the cylinders connected to that group of pipes. Henceit is necessary that the area ratio of the pulse converter is generally less than1. The ejector nozzles area ratio is generally 0.650.85, and the throats

area ratio is generally 0.51.0

2. SEQUENTIAL TURBO CHARGING SYSTEM

1. The ST system consists of two or more turbochargers in parallel, and theseturbochargers are put into or out of operation in terms of diesel engineoperation 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 primaryturbocharger) is active. During this period, all of the engine's exhaust energyis directed to the primary turbocharger only, providing the small turbo's

benefits of a lower boost threshold, minimal turbo lag, and increased poweroutput at low engine speeds.

5. As rpm increases, the secondary turbocharger is partially activated in orderto pre-spool prior to its full utilization. Once a preset engine speed or boost

pressure is attained, valves controlling compressor and turbine flow throughthe secondary turbocharger are opened completely. (The primaryturbocharger is deactivated at this point in some applications.)

6. In this way a full twin-turbocharger setup provides the benefits associatedwith a large turbo, including maximum power output, without thedisadvantage of increased turbo lag.

7. Sequential turbocharging (ST) system is an effective measure to improve thefuel economy performance and the transient responsive performance and to

reduce the smoke emission at low speed.


7/221


8/221


9/221


Now we will discuss the difference of unseaworthy ship and unsafe ship indetails. First we will see the unseaworthy ship:-1) A ship is unseaworthy, when the material which she is made and herconstruction 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 ismissing 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 ableto perform its duties for the intended voyage.7) Wrong weight, description and stowage of cargo and ballast make the shipunseaworthy for the voyage.

Now take the case of Unsafe ship:-1) A ship is said to be unsafe, when the hull and equipment is temporarilydefective 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 makethe 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 operatedwrongly at any instance by the ship's crew in the voyage.7) Wrong procedure of ballasting, deballasting or negligence of crew towardsstowage of cargo makes the ship unsafe an any instance during voyage.In broad perspective or loosely we can say that unseaworthiness depends ondesign 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 seaworthiness1. 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 ofapprenticeship whereby any person is bound to serve as an apprentice on boardany such ship, there shall be implied, notwithstanding any agreement to thecontrary, an obligation on the owner that such owner and the master, and everyagent charged with the loading of such ship or the preparing thereof for sea, orthe sending thereof to sea, shall use all reasonable means to ensure theseaworthiness of such ship for the voyage at the time when such voyagecommences, 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 owneror otherwise, arrange for a survey of the hull, equipment or machinery of anysea-going ship by a surveyor.


10/221


5. Question

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 youwill inspect, check, prepare, establish and maintain towards proper

Planned Maintenance of Engine Room and associated areas under ISM

Codes.

ANSWER :-

The ISM code is adopted under Solas Chapter IX with reference the IMOresolution A.741(18)

As per ISM code A "Company" means the Owner of the vessel or anyother organization or person such as the Manager, or the bareboat charterer,who has assumed the responsibility for operation of the vessel from the Vesselowner and who on assuming such responsibility has agreed to take over all theduties 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 environment2. 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 tosafety and environmental protection.

Items to be inspected on a vessel scheduled to make a six month round voyageare:-1. Confirm that there is a Company Safety & Environment Protection Policy on

board and that all the key personnel are familiar with the Safety ManagementSystem(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.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.


11/221


12/221


18.Ensure oily water separator, incinerator, sewage treatment plant, primaryand/or secondary NOx treatment systems are functioning properly.

19.Ensure the responsible personnel are familiar with the procedures forhandling 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 PSCinspections at times.

22.Ensure all E/R personals are familiar with the PMS and safety andenvironmental policies of the company.

23.Confirm that all crew members can activate the fire alarm and know thelocations of switches and are familiar with the documented procedures forreporting a fire to the bridge and actions to be taken.

24. Confirm that all crew members are able to demonstrate the correct use ofthe appropriate fire fighting equipment

25.Ensure the following items are functioning correctly:-a. fire doors, including remote operationb. fire dampers and smoke flapsc. quick closing valvesd. emergency stops of fans and fuel oil pumpse. fire detection and fire alarm systemf. main & emergency fire pumps

26.Ensure that all key personnel are able to communicate & understand eachothers signals during drills.

27.Take a through round of engine and check general appearance and note anydefect noted.

28.On the basis of incident report, maintenance schedule and observation areaof concern to be noted down. A planning to be carried out for tackling theissues. 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 tobe 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.


13/221


6. Question

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 marinecasualty

ANSWER :-

Every flag state has to carry out investigation in any casualty occurringon board the ship flying its flag. This responsibility is laid down in variousconventions of IMO. Following are the conventions and articles under whichabove responsibility is laid down:-

1) UNCLOS:-Article 94(7) states that " each state shall cause an inquiry to beheld by a suitably qualified person/persons into every marine casualty orincident of navigation on the high seas involving a ship flying its flag andcausing loss of life or any other incident involving another state or marineenvironment."2) SOLAS 74:- Chapter 1, part C, Regulation 21 states that " EachAdministration undertakes to conduct an investigation of any casualty occurringto 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 thepresent regulations might be desirable."3) Article 12 of MARPOL73/78 and article 23 of ILLCalso states more or lesssame as stated in above conventions.

To harmonize the casualty investigation a code was adopted on 27thNovember 1997 in IMO resolution A849(20) called casualty investigationcode.

The salient features of the code.1) Necessity of code:- It was acknowledged that the investigation and properanalysis of marine casualties and incidents can lead to greater awareness ofcasualty 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 investigationis necessary to correctly identify the cause.

2) Objective:- Objective to any marine casualty investigation is to preventsimilar casualties in future. Investigations identify the circumstances of thecasualty 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.


14/221


b) If casualty occurs in territorial sea of a state, then flag state and coastal stateshould cooperate to maximum extent and mutually decide who will be the leadinvestigating state.c) If casualty occurs at high seas then flag state has to carry out investigation.But if the casualty involves other other parties or affects environment of other

state, then all substantially interested state should work together and decide whowill be the lead investigating state.

4) Consultation and cooperation between states:-If casualty has taken placein territorial water of any state then the coastal state should without delay reportthe matter to flag state. Also if the casualty involves other parties allsubstantially interested parties to be informed by investigating state.When twoor 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 witnessb) view and examine documents and evidencec) Produce witness and other evidenced) Comment on and have their views properly reflected in final report.e) Be provided with transcripts statement and final report relating toinvestigation.

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 informationincluding survey records held by flag state , owner, class etc.e) Effective use should be made of all recorded data including VDR in theinvestigation 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 shippingindustry and public.

6) Reporting to IMO:-After investigation the lead investigating state shouldcirculate draft report to coastal state and substantially interested state forcomments. If no comment is received within 30 days lead state should send thefinal report to IMO.

Very serious marine casualtymeans a ship casualty which involves total lossof ship, loss of life or severe pollution.


15/221


7. Question

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.

ANSWER :-

1. The different types of charter parties are :-a) Voyage Charter

b) Time Charterc) Bareboat Charter2. In case of a voyage charter and time charter, it is the responsibility of owner

to take care of ships propulsion machinery and other machineries on board.3. Prior taking a ship on charter following things (but not limited to ) are takenin to consideration by the charterer:a) Description of the vessel name, flag, ownership, class, gross and net

tonnage, cargo capacity and horsepower etc.b) Speed and fuel consumption in function of determined weather

conditions (in good weather & smooth water).4. Apart from propulsion machinery the charterer can also ask for following

reports:a) Aux. eng. fuel consumption per day

b) Conditions of hatches/tanksc) Boiler fuel consumptiond) DO cons. in IGG (gas ships)e) Cargo machineryf) Mooring & windlassg)Navigationh) General condition of vesseli) Vetting inspection defect list

j) CAP survey reports of hull and machinery

5. Time charter has a major concern in speed of the ship and fuel consumptionas it determines the time period between ports and also the expenses to beincurred on fuel in the voyage.

6. Time Charter means a vessel is to be operated for a period of time undercharter without undertaking either the financial commitments of ownershipor responsibilities of navigation and management of vessel.

7. Minimum speed agreed in charter party has to be achieved and any deviationin case of speed or fuel consumption if any, then the owner has to paycompensation to the charterer.

8. Voyage charter has stipulated laycan so in order to meet that a minimumagreed speed has to be achieved/maintained during the voyage otherwisecharterer is entitled to reject the vessel and cancel the charter.


16/221


9. In case of any breakdown :(a) In case of voyage charter in breakdown if laycan is not met i.e. at agreedtime if the vessel is not presented at agreed port or place, the charterers areentitled to reject the vessel and cancel the charter.(b) In case of time charter, loss of time is governed by the so called off hire

clause. This clause provides that time charter shall not be required to payhire for such time as is caused by breakdown of machinery or repairs.(c) In case of bareboat charter all responsibilities regarding navigation,

propulsion and maintenance of shipboard machinery remains with chartereritself.

10.For delivering the cargo at agreed terms and conditions in charter party,other machinery also play vital role.

If too much unforeseen machinery breakdown have occurred and shipcannot meet with the scheduled date, a chief engineer on board should

undertake following options and actions:1. In case of time charter a period of 48 hrs is allowed for the ship owner peryear to carry out maintenance jobs on boiler and main engine. So in case the

breakdown is on ME or boiler, the C/E must ensure that maintenance iscarried out within the stipulated time by charter party.

2. To expedite the work, the option of making two teams to work on ME can beconsidered in that when one group is working the other can take rest andwork goes on continuously till the job is over, to ultimately avoid the

possibility of off-hire vessel.3. Motivate the crew and engineers and be a part of team. This will be an

encouraging factor to all and work can be done efficiently and effectively.4. Appreciate and encourage the crew and engineers.5. If the breakdown is not over within time

a) Speed of ship may be increased within safe limits. This should be done inconsultation with the company because increase in speed increases fuelconsumption which may deviate from that mentioned in charter party.

b) The load on diesel generator should be reduced if possible to compensatefor increase in fuel consumption.

c) After discussion with master the course of ship may be altered keeping in

mind the safety of ship.A more vigilant watch must be kept on the machinery to avoid further

breakdowns and engine room to be manned at all times.


17/221


8. Question

What is bill of lading? What precautions are to be observed before signing

a B/L under voyage charter and time charter? Differentiate the salient

considerations taken during Survey of a ship under 1) Bare-boat charter, 2)

Voyage charter & 3) Time charter. As the Chief Engineer on board,

explain with reasons, which of the three Surveys is most demanding andexhaustive and why?

ANSWERS :-

1. The bill lading is the declaration of the master of the vessel by which heacknowledges that he received the goods on board of his ship and assures thathe will carry the goods to the place of destination for delivery, in the samecondition 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 isthe following.BILL OF LADING means a document which evidence a contract ofcarriage 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 ofthe document.

3. A provision in the document that the goods are to be delivered to the orderof a named person, or to order or o bearer, constitutes such an undertaking.

4. The bill of lading serves as aa) A receipt of the goods by the ship-owner acknowledging that the goods of thestated species, quantity and conditions are shipped to a stated destination in acertain ship or at least received in custody of the ship owner for the purpose ofshipment.

b) A memorandum of the CONTRACT OF CARRIAGE by which the masteragrees to transport the goods to their destinations all terms of the contract whichwas in fact concluded prior to signing of the bill of loading are repeated on the

back of this documentc) A document of little to the goods enabling the consigner to dispose of thegoods by endorsement and delivery of the bill of lading.

Types of Bill of Lading1. Long Term B/L2. Short Term B/L3. Direct B/L4. Combined transport B/L5. Through B/L6. Received for Shipment B/L7. 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


18/221


1.The goods have actually been shipped (compared with mates 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 exists6. Check that any charter party terms not conflict with B/L terms7. Check that the number of original bills in the set is stated.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 oflading call P&I.

10.if ship and shore figures differ

If less cargo is loaded, demurrage, contact owner in voyage charter

Letter of protest11.If number of original B/L shown on the face of the bill not the same as thenumber of negotiable B/L

1. call P &I2. refuse to sign the bills until correct number is assigned12.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/L1. call P&I2. if early departure procedure (EDP) is used on tanker routes, agent signs

behalf ofmaster14.if B/L have to be re-issued or amended1. call P&I2. 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 thecharterers acquire most of the rights of the owners.

2. In essence the vessel owners put the vessel at the complete disposal of thecharters and pay the capital costs, but no other costs.

3. The charters have commercial and technical responsibility for the vessel, andpay all costs except capital costs.

4. There will be an agreement, that there will be an on hire survey. In the caseof new ship building the survey procedures can be done in the yard itselfaccording to the agreement. In other cases there is a thorough examinationconsidering the following points.

Bunkers on board

Stores & spares on board. General condition of the vessel.


19/221


Certificates validity

Tanks condition

Sea worthiness.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 thisregard 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. Seaworthinessc. Documentationd. Machinery conditione. Pipeline conditionf. Underwater partg. LSA and FFA itemsh. Sounding of all tanks and calculate bunker, lub oili. Navigation equipment condition

j. Critical machineries inventoryk. Inventory of spares and storesl. ORB ( last 3 years )m.Master and Chief engineer log bookn. Ship sea trial if possibleo. Machinery survey records and PMS

p. Cargo hold conditionq. Insulation check of all motors and alternators.

Voyage Charter:

1. Is a contract for the carriage by a named vessel of a specified quantity ofcargo between named posts or places.

2. The ship owner basically agrees that he will present the named vessel forloading at the agreed place within an agreed period of time a followingloading, will carry the cargo to the agreed place, where he will deliver thecargo.

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 offreight, 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 entirevessel.


20/221


21/221


22/221


Long port stays/or at rest, Damaged hull surface, Poor maintenance of hullprotecting system such as ICCP, Poor ship design increasing resistance inwater.

9. Thus appropriate measures should be taken for the above mentioned pointsand a good surface should be prepared prior applying the approved quality of

paint. Speed and power graph also indicates that the engine may bethermally overloaded with a badly fouled hull resulting in a decrease of theoperating life of machinery parts causing frequent breakdown and coatingvery heavily on shipping companies.

10.Antifouling paints of approved type and a well maintained antifoulingsystem plays an important role in ships regular operating period between drydocks.

2)Weather Condition

1. Ships are designed and constructed to withstand the forces of nature up to acertain extent for a certain time. Depending upon the area of trading weatherconditions keep changing and also the condition of the sea.

2. Seasons such as summer, winter or monsoons of extreme nature are verycommon in the trade of shipping. If climatic conditions/weather conditionsare favourable it may result in a +ve slip i.e. the ship travels more than thedistance given by the engine and vice versa with a bad or heavy weather

condition it may result in ave slip resulting in a extra fuel consumption dueto higher power demands and overloading of engines.

3. Good judgement and regular updates regarding weather conditions help themaster in closing a route to avoid adverse weather condition. This may resultin less full consumption in long run.

4. Engine manufacturer guidelines should be strictly followed in severeweather conditions. Governor load index, hunting, R.P.M, scavenging airlimit torque limits must be taken into account to avoid thermal andmechanical overloading of the engine. Thus these guidelines can be kept in

mind for keeping fuel consumption within limit.

Rt

Rr

Rf

resistance

speed power

speed

FoulClean


23/221


24/221


a) Diameter reduction:- Easily and inexpensively performed underwater, this isthe usual method for increasing RPM and balancing the ratio. The blade tips arecropped and faired.

b) Pitch reduction:- This involves twisting of blades and can only be accuratelydone 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 bladematerial. It is ideally suited to blades smaller than 4,000 mm diameter.c) Trailing edge modification:- This is achieved by either bending the trailingedges or by cutting them. Both operation can be performed in water and canachieve an effect on the RPM of approximately 5%.


25/221


Nov 2012.

1. Question

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?

ANSWER :-

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. Oninvestigation, found smoke emanating from local panel containing breaker of

both ballast pump, condenser cooling sea water pump and both condensatepump.The panel was opened and smouldering fire within extinguished by use of alocal fire extinguisher. At that time, only # 2 ballast pump was in operation andseat 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 # 2condensate pump # 2 ballast pump and condenser cooling water pump wereseverely damaged.Probable cause

Single phasing resulted in over current being drawn, overheating and startedthe 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 isbeing run with a throttled discharged valve to minimize current andoperation is being continuously monitored.

2. #1 condensate p/p : - Megger test has been carried out and foundsatisfactory. 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 significantdamage and rendered this pump inoperable for the forthcoming discharging


26/221


operation , main SW p/p # 3 will be used to provide water to the vacuumcondenser via the emergency supply line provide . Vacuum condenser waterlevel and temperature will be closely monitored during the dischargingoperations.Corrective and Preventive Action

1. This being an old vessel the insulation in few places has been found to behardened 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 earlydetection 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 foradditional 3 core cables will be sent subsequently along with detailed plan ofeffecting replacement.

Yours SincerelyChief EngineerMT XYZ

2. Question

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

ANSWER :-

The ISM code is intended to improve the safety of shipping and to reducepollution from ships by impacting on the way the shipping companies aremanaged and operated Element 10 of ISM code: maintenance of ship andequipment10.1 The Company should establish procedures to ensure that ship ismaintained in conforming with the provisions of relevant rules and regulationsand with any additional requirements which may be established by the company10.2in meeting these requirements the company should ensure that

.1inspections held at appropriate intervals

.2any non conformity is reported with its possible cause

.3appropriate corrective action taken and


27/221


.4records of these activities are maintained10.3 The Company should establish procedures in its safety managementsystem to identify equipment and technical systems the sudden operationalfailure of which may result in hazardous situationsThe 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 andequipments or technical systems that are not in continuous use10.4(PMS)The inspections and measures should be integrated into ships operationalmaintenance routine procedures based on relevant conventions, flag stateinstructions, classification societies guidance and company policyThe associated key factors and activities to ensure successful PMS on boardship under ISM with following terms

a) Corrective action process1. Chapter 9 of ISM code requires the company's SMS to include reporting andanalysis of accidents. Following the ISM audit non-conformities areidentified. The company is responsible for determining and initiating thecorrective action needed to correct a non-conformity or to correct the causeof the non-conformity with the objective of improving safety andestablishing procedure for implementation of corrective action to preventrecurrence.

2. Failure to correct the non-conformity with specific requirements of the ISMcode within the stipulated time period may affect the validity of the DOCand related SMCs issued to the vessel. Corrective action and 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, therebypreventing recurrence.

5. Element 4 of ISM code ensures that designated person ashore provide a linkbetween 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)


28/221


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 relevantconventions, flag state rules, classification society requirements andcompany policy.

2. A systematic approach to maintenance should includea. Equipment manufacturers recommendations, procedures and time

intervals between o-hauls.b. Condition monitoring equipments and routine maintenancec. The establishment of maintenance intervald. The definition of method and frequency of inspectione. Assignment of responsibility for inspection activities to appropriately

qualified personnel.f. Availability of sparesg. Age of ship, equipment and conditionh. Risk analysisi. Results of third party inspection

j. Related ISM proceduresk. Clear definition of reporting requirements and mechanisms.

c) Developing and improving maintenance procedures

1. With the improvement in technology and practical experience now someclassification societies allow condition based monitoring as a tool formaintenance over routine maintenance based on time interval, running hoursetc.

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 concernedequipment to be send every month or once in 3 months for analysis. Thisdevelopment of maintenance has led to increased intervals between o-haulsreduced maintenance work on ship staff etc.

3. Maintenance related deficiencies are to be identified and corrective actionneed to be taken. Preventive action will be by modifying the procedure ofmaintenance and by reviewing the SMS concerning the same

4. The cumulative effect of identifying the non-conformity corrective actionsand preventive actions will help in developing and improving the

maintenance proceduresd) Maintenance interval

Should be based on the following:


29/221


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 atappropriate 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 purposes3. Same is to documented as per element 11 of ISM code4. 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

b. Vibrationc. Pressured. Temperaturee. Electricalf. Loadg. Water Tightness

6. Inspection methods:

Sometimes checklist should be developed to ensure that inspection, test andmaintenance are performed according to the procedures, and at the specifiedintervals. These checklists can be developed from manufacturers

recommendation or specifications.


30/221


3. Question

You as a 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 & which areas would you lay emphasis

on during the audit?

ANSWER :-

Element 12.1 of Ism code says that internal safety audits have to becarried out on board and ashore at intervals not exceeding 1 year. As we allknow internal audit can be carried by the auditor belonging to the departmentother than the department being audited. So, as a chief engineer I can audit thedeck department provided I should have undergone the training required to bean auditor.

For carrying out internal audit of deck department, first of all openingmeeting with master and other deck officer should be carried out. In the meetingthey should be briefed about the audit, so that Master and chief officer would beready with their documents and personnel. Following is the way how I willcarry out the audit:-A) MASTER:-Audit will be started from Masters cabin. Master is the overallin 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 fullyconversant with companys safety management system. So, following things

should be checked with Master:-1. He should know companys responsibilities and authorities as per element 3

of Ism code2. He should know how and when to contact DPA and the line of

communication3. He should be well aware of his responsibilities and authority especially his

overriding authority as per element 5.2. Under same element, it should beverified that master is evaluating the SMS periodically and sending itsdeficiencies to the shore based management.

4. Masters standing order/ night order book is available and should be sighted.

5. On board training schedule/planner should be sighted6. 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 not9. 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 validity13. Verification of last audit report and deficiencies if any14. Passage planning briefing and debriefing to be checked.


31/221


B) AT BRIDGE:- Bridge audit to be carried out with second officer. As inalmost all companies second officer is the navigational officer on board theship. 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 not3. Watch keeping schedule is posted or not4. 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 console6. Check all navigational lights are in working order from panel7. Check both forward and aft horns are working8. First aid kit to be available on the bridge9. 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 not11.To check all navigational equipments are in working order12.Check for pyrotechniques13.Check whether general emergency alarm is working14.Ventilator plan should be always posted on bridge15.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 itemsshould be checked:-1. Company policy to be displayed prominently2. Name of DPA and DO to be displayed prominently3. All LSA and FFA items to be in place and in good condition4. Use of PPEs on deck5. Guardrails/ chains to be rigged around open hatches and walkway6. Sounding pipe should be secured shut and marked to indicate compartment7. Cargo and bunker drip trays to be free of oil8. Flame screens on vent heads to be intact and of correct mesh size9. Paint and thinners to be kept covered and secured in paint locker and eye

wash available10. Paint locker to be fitted with a fixed fire fighting arrangement and should

be marked11. Garbage to be stored in covered, marked, leak proof, non combustible bins.12. Greasing of open gears to be verified13. Operation of accommodation vent flaps14. Galley vents and drip trays to be oil free15. Condition of windlass/ winch brake lining16. All deck crane maintenance to be checked. Cut outs to be checked

17. Is the forepeak valve free18. Is hospital and provision store alarm tested as per policy19. Remote stops for accommodation and engine room blower to try out.


32/221


20. First aid kit available in galley21. All lubricating points to be clearly markedD) CHIEF OFFICER:-

1. Check for knowledge and operation of deck hydraulics, steam systemfundamentals and emergency operation

2. Record of rest hour of crew3. Operation and testing of gas detector4. Garbage management record5. Ballast management and record keeping6. Inspection of deck PMS system and lubricating schedule7. Inspection of permit to work file8. Emergency stops for cargo pumps and tank level alarms to be tested9. Record of continuity test of hoses and operation of P/V valves10. Record of ODME and ORB part 2 on tankers

E) JUNIOR OFFICERS AND DECK CREW:-1. Check medical log, resuscitator, medicine chest2. Familiarity with cargo and MSDS3. Maintenance on LSA/FFA4. Lifeboat kits and SCBA bottles to be inspected5. Flags to be sighted6. 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 nonconformityshould be written in the report and to be told to the persons concerned. A copyof the audit will be sent to the companys ISM cell.

4.

Question

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.

ANSWER :-

I.

SOLAS

No Certificate Reference1 Cargo Ship Safety Construction

CertificateSOLAS 1974,regulationI/12;1988 SOLAS Protocol,


33/221


Validity :- 5years regulation I/12,

2 Cargo Ship Safety EquipmentCertificateValidity :- 5years

SOLAS 1974,regulationI/12;1988 SOLAS Protocol,regulation I/12,

3 Cargo Ship Safety Radio Certificate

Validity :- 5years

SOLAS 1974, regulation

I/12, as amended by theGMDSS amendments; 1988SOLAS Protocol, regulationI/12

4 Cargo Ship Safety CertificateValidity :- 5years

1988 SOLAS Protocol,regulation I/12

5 Exemption Certificate SOLAS 1974, regulationI/12; 1988 SOLAS Protocol,regulation I/12

9 Minimum safe manning document SOLAS 1974, regulationV/14.2

10 Safety Management CertificateValidity :- 5years

SOLAS 1974, regulationIX/4; ISM Code, Element13.7

11 Document of ComplianceValidity :- 5years

SOLAS 1974, regulationIX/4; ISM Code, Element13.2

12 International Ship Security Certificate

Validity :- 5years

SOLAS 1974, regulation

XI-2/9.1.1; ISPS Code partA, section 19.2

II. Marpol 73 / 781 International Oil Pollution Prevention

CertificateValidity :- 5years

MARPOL Annex I,regulation 7

2 Statement of ComplianceValidity :- 5years

MARPOL Annex Iregulations 20 and 21

3 International Sewage PollutionPrevention CertificateValidity :- 5years

MARPOL Annex IV,regulation 5;MEPC/Circ.408

4 Garbage Management PlanValidity :-

MARPOL Annex V,regulation 9

5 Garbage Record Book MARPOL Annex V,regulation 9

6 International Air Pollution PreventionCertificate

MARPOL Annex VI,regulation 6

7 Engine International Air PollutionPrevention Certificate

Nox Tech code Reg 2.3/ 2.3

8 International energy efficiencycertificate wef. 01-01-2013

MARPOL Annex VI,regulation 9


34/221


35/221


The maximum validity of all certificates except PSSC is 5 yrs. PSSC willbe renewed annually. Each full term of 5 years will follow directly from theprevious one. A renewal survey can be carried out up to 3 months before expiryof 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 oftwo such inspections are required every 5 yrs and interval between two suchinspections shall not exceed 3 yrs.

The harmonized system provides a system for extension of certificate limitedto 3 months to enable a ship to complete its voyage or 1 month for shipsengaged in short voyage. This extension is also granted if ship is at port whereadequate survey facilities are not available. A written request must be submittedto 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 willstart 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 maypermit the ship to proceed from that port to another port in India. Suchextension shall not exceed one month.

5. Question

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.

ANSWER :-

1. Marine Insurance is a method where by one party called assuror orunderwriter, agrees for a stated consideration known as a premium, toindemnify another party, called the insured or assured, against loss, damage

or expense in connection with the commodities at risk if caused by perilsenumerated in the contract known as a policy of insurance.

2. The policy pledge to compensate the insured but does not guarantee thecontinued existence or the replacement of the good itself.

3. Insurance provides individuals and organisations with financial protectionagainst the outcome of events which involve monetary loss or liabilitieswhich could not be predicted or anticipated and over which they have noeffective 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 peoplesproperty or death or injury to people all ship-owner and shipping merchantsshould insure this property against the loss or damage.


36/221


5. They are not legally bound to insure except for liability of oil pollutionclaim. However the modern methods of financing trade and shipping makesit essential that they do so.

6. The capital exposed to loss in modern ship is so huge that no company canafford to bear the liability incurred.

7. Besides most of the tonnage is mortgaged to banks and other financialinstitutions and they require insurance as collateral security.

Hull Insurance claims :

Following any cases of Hull damage e.g. collision, grounding etc. shipowner/managers insurance dept. will normally immediately inform H & M leadunderwriter via broker. As per clause 49 of IHC 1.11.02, lead underwriter willinstruct a surveyor to ascertain the nature, cost and extent of the damage,necessary repairs and fair and reasonable cost thereof and any other matterwhich leading underwriter or surveyor considers relevant. The lead underwriter

will make decision in respect of any claim within 28 days of receipt of theappointed average adjusters final adjustment or, if no adjuster is appointed, afull document claim presentation sufficient to enable the underwriter todetermine their liability in relation coverage and quantum. The underwriter isdischarged from the liabilities of the claim if it is not notified within 180 days ofthe assured becoming aware of accident or occurrence.Documents generally required for processing of claims are:-

1. Policy/ underwriter documents2. Survey reports with photographs3. Claims intimation letter by the insured with respect to the claim4. Log book5. All applicable valid certificates

Apart from above standard documents some other documents based on thenature 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. Superintendents report and account5. Receipted accounts for repairs and/or any spare parts supplied by owner, in

connection with repairs, endorsed by underwriter surveyor as being fair andreasonable.

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 owners repairs effected concurrently with damage repairs.

10.Copies of faxes/ e-mails sent and details of long distance calls made inconnection with the casualty.

11.Details of dates of payments of all account.


37/221


Cargo Claims :

1) When cargo loss or damage is discovered a delivery note or consignmentnote 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 throthe local Lloyds agent in case of Lloyds policy.

3) If loss or damage is extensive underwriters will normally ask for a surveyreport. This is arranged by Lloyds agent, who can appoint surveyor and paysmall claims locally.4) After the claim is quantified and documented the underwriter settles theclaim thro Lloyd agents,5) Underwriter then decides (under the doctrine of subrogation) whether or notclaim is worth pursuing against carrier.6) If he decides to pursue the claim be immediately makes a written claim onthe carrier, failure to claim may prejudice his right of recovery.

7) The claim (including surveyors fee) is settled by the carrier in the currencystated 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 damage3. Sale contract or commercial invoice for the entire shipment4. Original bill of lading5. Surveyor report together with a duly paid surveyor fee bill6. Packing list for the entire shipment7. An authentic certificate of origin8. Custom transit declaration9. Claim notification letter to company together with Xerox copy of the policy

and premium receipt10.Letter of subrogation cum undertaking11.Claim billAfter 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 thecarrier in the currency stated in the policy. The carrier then claims on his P&Iclub for reimbursement. But P&I club requires following documents from shipto settle the claim by the claimants:-1. Bilge, ballast and bunker sounding and pumping record2. Cargo ventilation, humidity and temperature record3. Records of any unusual weather condition4. Records of hatch, access, hold and watertight doors check

5. Records of fire and safety equipment check6. Records of cargo securing and lashing7. Records of cargo temperature(heating or cooling) where applicable.


38/221


8. Records of inert gas and venting operation as applicableP&I clubs stress the importance of keeping record in order to help defeat cargoclaims by cargo insurer.

6.

QuestionEmphasize 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,

ANSWER :-

Classification societies are organisations that establish and apply technicalstandards in relation to the design, construction, and survey of marine relatedfacilities including ships and off shore structures. The vast majority of ships are

built and surveyed as per standards laid down by classification societies. Thesestandards are issued by classification societies as published rules. A vessel thathas been designed and built to the appropriate rules of a society may apply for acertificate of classification from that society. Such certificate is an attestationthat 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 theregistration of a ship are outlined. Under article 94, the flag state musteffectively exercise its jurisdiction and control in administrative , technicaland social matters over ships flying its flag. Many flag state countries in theworld dont have sufficient expertise, experience and technical manpower to

carry out the responsibilities of flag state nation regarding maintaining thestandards of ships flying their flag so SOLAS and other internationalconventions permit the flag Administration to delegate the inspection andsurvey of ships to Recognised Organisation.Requirements for Recognised organisation are as follows:

1. R. O. must have established rules for design, construction and maintenanceof 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 criterias will be given status ofrecognised organisation by flag state to do duties on their behalf.Limitations to the role of classification societies as R. O.:


39/221


40/221


7. Question

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

ANSWER :-

As a New Chief Engineer on joining I will check w.r.t. to stability following1. 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 parameters 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 II1 for adequatestability in damaged condition from this I will know the numbers andlocation of the transverse bulkheads which divide the hull.

5. Check the loading computer or software in use and also verify if it is classapproved 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 following1. As per solas regulation chapter II1 oil tanker must have a damage control

plan and damage control booklet.2. These documents will contain boundaries of water tight compartments

location of water tight doors, pumping out arrangements cross flooding

arrangements etc.

3. I will also test the bilge alarm in E/R and check that the Emergency bilgesuction is looking good order. Also I will confirm that the bilge pump inengine room and pump room are in working order.

4. I will also ensure that damage control equipment for structure weldingequipment Nuts, bolts 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 andmaintenance records checked.

Critical machineries and Equipments :-


41/221


1. As per safety management system required by ISM Code E/R should have alist of critical items of machinery and procedures for inspecting andmaintaining such machineries such as.a) Steering gear

b) Emergency compressor

c) Emergency generatord) Emerge Fire P/Pe) Breathing air compf) Anchor handling equipmentg) Cargo gearh) Main & Aux machineryi) All LSA / FFA items

j) SOPEPk) Water tight doors

l) Anti pollution comp.m)Bilge / ballast pumping & separator systemn)Navigational equipmentso) 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 operatingprocedures 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.

8.

Question

Differentiate the salient considerations taken during Survey of a ship under

1) Bare-boat charter, 2) Voyage charter & 3) Time charter.As the Chief Engineer on board, explain with reasons, which of the three

Surveys is most demanding and exhaustive and why?

ANSWER:-

Charter party: is the contract between the ship owner and the charterer for theuse of a ship or her services for a particular voyage or for series of voyages, orfor a stipulated period of time.

Contracts for hire of specified vessels, includeso Time charterso Bare boat charters (also known as "demise charters).


42/221


43/221


ee.Ship sea trial if possibleff.Machinery survey records and PMSgg.Cargo hold conditionhh.Insulation check of all motors and alternators.

Voyage Charter:

9. Is a contract for the carriage by a named vessel of a specified quantity ofcargo between named ports or places.

10.The ship owner basically agrees that he will present the named vessel forloading at the agreed place within an agreed period of time a followingloading, will carry the cargo to the agreed place, where he will deliver thecargo.

11.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 offreight, and to take delivery of the cargo at the destination place.

12.In effect the charterers hire the cargo capacity of the vessel and not the entirevessel.13.The owner must provide the master and crew, act as carrier and pay all

running and voyage costs, unless the charter party specifically providesotherwise.

14.The survey under voyage charter is not very strict as compared to othercharter party.

15.The charter mainly interested in sea worthiness and condition of the cargospace. The surveyor checks for whether the vessel can carry the cargo of

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

16.As a Chief Engineer one should take care of cargo hold/ tank, cargo gearcondition. If any repairs are necessary to keep the same in good conditionthat has to be carried-out. He has to prove that the ship is able to carry thecargo safely and vessel able to reach in proper time which is agreed.

Time charter:

7. 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 specifictechnical characteristics, for an agreed period of time, for the chatterers

purposes subject to agreed restrictions. The hire period may be the durationof one voyage (a "trip charter") or anything up to several years ("periodcharters")).

8. The ship owner is responsible for vessels running expenses i.e., manningrepairs and maintenance, stores, masters and crews wages, hull and

machinery insurance, etc. He operates the vessel technically, but notcommercially.

9. The owner bears no cargo handling expenses and do not normally appointstevedores. 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.


44/221


10.On-hire survey and delivery certificate:There will be usually agreements that there will be an on-hire survey ordelivery survey to establish.

Bunkers remaining on board (R.O.B.) in order to determine the quantitythe chatterers will have to pay the owners for.

The general condition of the vessel. Tanks or holds are fit for the carriage of the contemplated cargoes.

Holds of a dry cargo vessel must be dry and swept clean, etc. and tanksfor oil or chemicals must pass survey and be certified fit.

11.The on-hire survey is usually carried out by jointly approved surveyors, paidfor 50/50 by the owners and the chatterer. Time spent on the survey isnormally at the owner's risk, i.e., the vessel is not on -hire until passing ofthe survey.

12.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 tosatisfy charter party requirement regarding fuel consumption and speed. Anymaintenance required for cargo holds or tanks to be carried-out prior surveyto keep them in good condition.

13.Off hire survey and redelivery certificate:The chatterers must normally re-deliver the vessel in the "same good orderas when delivered to the chatterer, fair wear & tear excepted.

14.The off hire survey will normally be carried out by an independent surveyorto ascertain the extent of damage done during the charter, bunkers R.O.B.

etc. The redelivery clause may provide that repairs necessary to make avessel sea worthy must be done immediately on redelivery, and any otherrepairs at a more convenient time, e.g. at the next dry-docking.

15.The off-hire survey is similar in scope to the on-hire survey Bunkers r.o.b.are measured so that they can be "brought back by the owners. The conditionof the vessel and her cargo spaces is examined for damage attributable tocharterers operations.

16.As a Chief Engineer, he should check the bunkers r.o.b. and condition of thecargo spaces. If any repairs to be done has to be notified to the surveyor.

9. Question

What are the principal 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?

ANSWER :-

Excitations generated by the engine can be divided into two categories:1. Primary excitations:


45/221


Forces and moments originating from the combustion pressure and the inertiaforces of the rotating and reciprocating masses. These are characteristics of thegiven engine, which can be calculated in advance and stated as part of theengine 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 independentof the remaining ship structure.Examples of secondary excitation sources from sub-structures could beanything from transverse vibration of the engine structure to longitudinalvibration of a radar or light mast on top of the deckhouse. Such sub-structuresof the complete ship might have resonance or be close to resonance conditions,resulting in considerable dynamically magnified reaction forces at theirinterface with the rest of the ship. Secondary excitation sources cannot be

directly quantified for a certain engine type but must be calculated at the designstage 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 hull1. External unbalanced moments2. Guide force moments.3. Axial vibrations in the shaft system.4. Torsional vibrations in the shaft system.External unbalanced moments:a. These can be classified as unbalanced first- and second-order external

moments, which need to be considered only for engines with certain cylindernumbers.

b. The inertia forces originating from the unbalanced rotating and reciprocatingmasses of the engine create unbalanced external moments although the externalforces are zero.c. Of these moments, only the first order (producing one cycle perd. 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 thesame magnitude. Resonance with a first-order moment may occur for hullvibrations with two and/or three nodes. A resonance with the vertical momentfor the two-node hull vibration can often be critical, whereas the resonance withthe horizontal moment occurs at a higher speed than the nominal because of thehigher 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


46/221


The second-order moment acts only in the vertical direction and precautionsneed to be considered only for four-, five- and six-cylinder engines. Resonancewith the second-order moment may occur at hull vibrations with more thanthree 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 (Figurebelow) from which the most efficient can be selected for the individual case:

No compensators, if considered unnecessary on the basis of naturalfrequency, nodal point and size of second-order moment

A compensator mounted on the aft end of the engine, driven by the mainchain drive

A compensator mounted on the fore end, driven from the crankshaft througha 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 forcesacting on the crossheads due to the connecting rod/crankshaft mechanism.These moments may excite engine vibrations, moving the engine top athwartships and causing a rocking (excited by H moment) or twisting (excited by X-

moment) movement of the engine.


47/221


Axial vibrations

a. The calculation of axial vibration characteristics is only necessary for lowspeed two-stroke engines.

b. When the crank throw is loaded by the gas pressure through the connectingrod mechanism, the arms of the crank throw deflect in the axial direction of

the crankshaft, exciting axial vibrations. These vibrations may be transferredto the ships hull through the thrust bearing.

c. In order to counter the axial vibrations all engines are equipped with axialvibration dampers

Torsional vibrations

a. The varying gas pressure in the cylinders during the working cycle and thecrankshaft/connecting rod mechanism create a varying torque in thecrankshaft.

b. It is these variations that cause the excitation of torsional vibration of the

shaft system.c. Torsional excitation also comes from the propeller through its interactionwith the non-uniform wake field.

d. Torsional vibration causes extra stresses, which may be detrimental to theshaft system. The stresses will show peak values at resonances: that is, wherethe number of revolutions multiplied by the order of excitation correspondsto the natural frequency.

e. Limiting torsional vibration is vitally important to avoid damage or evenfracture of the crankshaft or other propulsion system elements.

f. Taking a shaftline of a certain length, it is possible to modify its naturalfrequency of torsional vibration by adjusting the diameter: a small diameterresults in a low natural frequency, a larger diameter in a high naturalfrequency.


48/221


Oct 2012.

1. Question

Your vessel where you are posted as a Chief engineer is about to enter dry

dock. State the co-ordination and information exchange necessary with the

master of the vessel for successful entry. Also list the necessary preparation

you would make along with

MEO Question and Ans

Documents

Transcript of MEO Question and Ans