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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),

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 ships 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 PVCs (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 850C.
5. For batch-loaded shipboard incinerators, the unit shall be designed so that
the temperature in the combustion chamber shall reach 600C 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.

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

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 ships
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 :-

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
Shipbuilders 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 owners
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

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.

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 ships 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 ships 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.

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 Masters 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:-

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


ii. Masters and chief engineers 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 COOPERATION/ 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 MoUs participating states.
(ii) Future of PSC
1. The impact of PSC on ships 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

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:

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

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

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) Salvers 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

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

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
companys 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.

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 ones 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 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 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.

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.

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 )

m.
n.
o.
p.
q.

Master and Chief engineer log book


Ship sea trial if possible
Machinery survey records and PMS
Cargo hold condition
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 crews 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.

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) LLOYDS OPEN FORM (II)GENERAL AVERAGE AND PARTICULAR AVERAGE (III) BILL OF
LADING (IV)TREATY CONVENTION AND PROTOCOL
2012: FEB 2013: JAN
ANSWER :(a) Lloyds Open form.

insufficient time to request the owner to arrange salvage services on a preagreed 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

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.
2.
3.
4.
5.

An extraordinary sacrifice or expenditure


Which action taken was intentional or voluntary and not inevitable
And reasonably made
Against a peril
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.

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
hull

the

surveys

relating

to

specific

additional

notations

of

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

ship is
not

entitled

notation
4.

will

to

retain

that

notation,

then

the

specific

be suspended till the related surveys are completed.

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
time

operated

in

manner

contrary

to

that

agreed

at

the

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

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 defacto 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
that

for

the

same

thing,

i.e.

requirements

to

the

effect

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
could

leading

to

physical

stress

&

then

to

lack

of

motivation

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.
II.
III.

Problems at home/family end


Not being relieved on time which could lead to home sickness.
Differences of opinion among colleagues

IV.
Job pressures
V.
Dissatisfaction due to companys 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

are expert
good

in

different

finding

out

people

solutions

like
to

different
a

jobs.

problem,

Some

some

are

people
very

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,
interest
In

KEITH

or

even

DAVIS

problem

confrontational behaviour
definition;

of

disobedience,

itself

will

be

lack

of

evident.

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

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

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.

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
2.

reported to the company and what corrective action is being taken


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.
f.

All quick closing valves are in good condition.

Emergency and standby sources of electrical power to be tested, that


they are readily available, especially in a blackout condition, standby 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.
3.

l. Confirm emergency stops for pumps & blower function properly.


Bunkering Operations:

Ensure bunkering procedures are posted, understood by all personnel & spill
equipment is readily available. Test the means of communication, between
ships bunkering personnel & shore / barge. SOPEP & ISM procedures to report

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.
3.

Quantity of sludge/oil residues being generated daily.


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.
7.
8.
5.

Check and update all entries made in the ORB.


Ensure the correct use of reception facilities; inadequate facilities
noted and reported by the master to the flag state.
Ensure the responsible personnel are familiar with the procedures
for handling sludge and bilge water.
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.

6.

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


Communication:

Ensure that all key personnel are able to communicate & understand each
others signals during drills.
7. Documents to keep ready for USCG inspection at arrival:
1.
2.
3.

Oil record book


garbage record book
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

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 ships equipments are in sound and reliable condition
4) Ensure that ships 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

his

ship

the

ship

owner

is

free

to
choose

any

state

where

can

be

registered

and

choose

any classification society recognized by that flag state.

to

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

regulations
where his ship is visiting

the

flag

states

regulation

and

the

local

4)

Call

the

revalidate

surveyors

to

carry

out

different

surveys

and

to

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

engineering

guidelines,
analysis

which

required

serve
by

to

above

outline
SOLAS

the

methodology

chapters

on

for

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
shows

this

first

of

all

engineering

analysis

is

carried

out.

It

that alternative design and arrangements provide the equivalent level

of safety to the prescriptive requirements of SOLAS CH II-1, CH II-2 and CHIII.


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

owner, builder
knowledge

or

or

designer

designer

and
and

may

include

experts

having

representative
the

of

necessary

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.

3) Determine the safety margin at the outset of design process and review
and adjust it as necessary during the analysis.
4)

Conduct

design

preliminary

analysis

to

develop

the

conceptual

in qualitative terms.

5) Conduct quantitative analysis to evaluate possible trial alternative


designs using quantitative engineering design.
6)

Prepare

documentation,

specification, and

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

understand

training

will

be

required

for

the

employees

to

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.

salvage operation

operation
if and only if
a)

The salvage service must be voluntary

will be a

salvage

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

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

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.

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.

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 owners 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:-

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.

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
ports,

so

and

it

many

ships

may

not

call

their

flag

state

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

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
verification

IX/6:-

Management

of

safe

operation

of

ship/

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

by

packaged

NLS/Measures of control/ PSC on operational requirement.


Annex

III,

Regulation

8:-

Prevention

of

pollution

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.

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 companys vessels.
iii. Clause 8.3 also states that the Safety management system should provide
for measures ensuring that a companys 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

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 superintendents & fleet manager

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.
2.
3.
4.
5.

To
To
To
To
To

promote peaceful uses of the seas and ocean


facilitate international communication
enable equitable and efficient utilization of oceans resources
protect and preserve The marine environment
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

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

Follow up action:
Use appropriate fire extinguishing agent
Incase of dangerous cargoes consult IMDG code
Check effects on ships 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 sup@pqrshipping.com
Sub Main Engine F.O. consumption Increase, M.T. ABC
Voyage No: 11, Fujairah to Chennai

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

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

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:-

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:-

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
lower
to

be

prior

the viscosity.
consumed

to

centrifuging

This

increased

and

fuel

heating

injection
will

cause

in

order

more

to

steam

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 todays 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

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

measure

of

the

tendency

of

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

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

metallic

element

that

chemically

combines

with

sodium

to
produce

very

accelerated

aggressive

deposit

low

formation

melting
and

point

high

compounds

temperature

responsible

corrosion

of

for

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 4stroke
engines,
away

causing

localized

hot

spot

leading

eventually

to

burning

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
hull

the

surveys

relating

to

specific

additional

notations

or equipment or machinery have not been complied with and thereby

the ship is
not

of

entitled

to

retain

that

notation,

then

the

specific

notation
4.

will

be suspended till the related surveys are completed.

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
time

operated

in

manner

contrary

to

that

agreed

at

the

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
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
that

for

the

same

thing,

i.e.

requirements

to

the

effect

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 owners

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
4.

5.

obtain at cost

insurance cover.
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.
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 fleets gross

tonnage, his fleets 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

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
calls.

they

do

not

burden

ship

owners

with

supplementary

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

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.
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:
9.

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 eet 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:COMBUSTION PRESSURE
P/2

P/2

GUIDE
FORCE

T
S

P/2
P/2

MAIN

BEARING FORCE

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
substructure. The vibration characteristics of sub-structures are almost
independent of the remaining ship structure.
Examples

of

secondary

excitation

sources

sub-structures
anything

from

from

could
transverse

vibration

of

the

be

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
forces

at

excitation

in

considerable

their interface
sources

cannot

with

the

dynamically
rest

of the

magnified
ship.

reaction

Secondary

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

the same
for

magnitude.

Resonance

with

first-order

moment

may

occur

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

three nodes. A second-order moment compensator comprises


counter- rotating masses running at twice the engine speed.

two

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 Xmoment) movement of the engine.

Axial vibrations
d.

The calculation of axial vibration characteristics is only necessary


for low speed two-stroke engines.

e.

f.

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 ships hull through the thrust bearing.
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)

Its

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.

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) Its
radian

unit

is

ton-meter-

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 forcle 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

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,

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.
2.

3.

4.

5.
6.

7.

1.

2.

3.
4.

It has long been recognized that limitations on the draught to which a


ship may be loaded make a significant contribution to her safety.
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".
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.
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.
In
1930 (The 1930 Load Line Convention) that there was international
agreement for universal application of load line regulations.
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.
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
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.
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.
All assigned load lines must be marked amidships on each side of the
ship, together with the deck line.
Ships intended for the carriage of timber deck cargo are assigned a
smaller freeboard as the deck cargo provides protection against the

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
of

General

-for

example,

strength

of

hull,

types

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
and

analysis

comprises

of

risk

assessment

risk

management

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.

Income

Cos t and Income

P
Break Even Point

Variable Cost

LOSS

PROFIT

Q
Output

OI Variation of income with production


OA - Total of Fixed Cost.

Fixed Cost

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

recourses. It also helps


asked

when

defending

to
in

facilitate

choosing

anticipation

and

where

preparing

to

spend

for

extra

questions

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

matrix

and

their

criteria

are

represented

in

decision

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.

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
nd
by master to Chief engg who in turn will co ordinate with the 2
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

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.
7.

Check all double bottom tank plugs are secured.


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.

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 ships 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.

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: Masters 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: Masters 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 ships 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 MONCHEGORSKs
engines starting at 1820 as the ship rounded Devils Head. Note also the oneminute 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 Pilots 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 Pilots intent to deviate from the intended route. The Chief
Mate was apparently unaware of the Pilots 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

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

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 whichEnsures 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

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 onships-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 sectionA-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
candidates 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.

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:-

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 receivers 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 products 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 ships figure
3. Weight of bunkers delivery note calculated with incorrect density
4. High water content

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 ships 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 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 machinery
damage due to poor quality fuel
7. One set of ships 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

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 ships 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
hull

resulting in

decrease

of

the

be

thermally

overloaded

with

badly

fouled

a
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

system plays an important role in ships regular operating period between


dry docks.

Rr
resistan
ce

Rt

speed

Clea
n

Rf

speed

power

Foul

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
severe

manufacturer
weather

guidelines

conditions.

should

Governor

be

load

strictly
index,

followed

hunting,

in

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


reduces the

NOx

limit.

Humidity

role and is also important as it

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
fuel

pipe

joints,

V/V

glands

booster

pump

section

or

any

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

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
damage

rougher during service

as

result

of

cavitations

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 ships 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 vessels 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
balance,

blades

and

reduce

equally

to

excessive

remove

the

cavitations.

damage
But

and

this

achieve
should

proper

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

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

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 ships 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 ships 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 owners and charterers
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.

Therefore the light running margin required will be 5 to 6 %. This is the


sum
of the following factors:
a) 1.52 % influence of wind and weather with an adverse effect on the intake
water flow of the propeller.
b) 1.52% increase of ships 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 ships 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 companys(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

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.

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 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:
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 ships 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:-

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
others 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

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

IMOs

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

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

tools

1- Establish

a baseline.

It

is

important

to

examine

data,

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

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 Masters 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 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 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.
should

Under same element, it

be verified that master is evaluating the SMS periodically and

sending its deficiencies to the shore based management.


4.

Masters standing order/ night order book is available and should be

sighted.
5.
On board
sighted

training

schedule/planner

should

be

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.
checked.

Passage planning briefing and debriefing to be

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.
3.

Name of DPA and DO to be displayed prominently


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

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.

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 companys 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
in
3.

that

air

or

gas

likely

to

accumulate

at

any

point

the compartments can freely evacuate.

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.

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
or
6.

hull

damage

are

to

be

led

to

above the bulkhead

deck

the freeboard deck.

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
direct

stages

of

flooding,

as

determined

by

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

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


a

thermal oil tanks are to discharge to

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

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

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
interpolation.

thicknesses

may

be

determined

by

linear

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
3
for tanks of less than 2 m .

5.

Air pipes from several tanks or spaces may be led into a common main line,
provided that:
o

the

tanks

compatible

or
and

spaces
that

are
the

not

intended

arrangement

for

could

liquids
not

which

effect

are

not

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

where
of

no

overflow

pipes

are

provided,

the

cross-sectional

area

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

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

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 downflooding if the latter is less than 40
o

where, air pipes terminate in enclosed spaces

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.

b.

c.

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;
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
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.

4.

Every vent system outlet


with paragraph 1.c shall a.

b.
c.

d.

to

atmosphere

provided

in

accordance

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;
be so arranged that the vapour mixture is discharged vertically
upwards;
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;
where the system is so designed that the discharge velocity of

the

e.

f.

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
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.
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.

b.

c.

d.
e.
f.

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 .
Where the arrangements are combined with other cargo tanks, stop
valves or other effective means of isolating each cargo tank shall
be provided.
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 2002The locking arrangements for the stop valves shall be under
the control of the responsible ship's officer.
There shall be a clear visual indication of the operational status
of the valves or other acceptable means.
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.

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 selfdraining to the cargo tanks. Other permanently installed drainage
arrangements may be permitted where it is not possible to provide selfdraining 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
shallow

be

dangerous

situation

during

manoeuvring,

river

passage,

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
can

of

be documented

auto

pilot

depending

and
upon

remote
the

steering

situations

.
and

The

procedures

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

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

inform C/E

time then prepare for anchorage if depth permits.


6.

Ascertain cause of failure.

7.

Ascertain if Shore assistance is required.

8.

Ascertain
bridge

9.

of

time

required

to

repair

start

repair

and

inform

the progress and expected time of completion.

Inform companys 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.
3.

Advise Engine Room.


Call Master.

4.
5.

Check vessels in vicinity.


Check navigational hazards in vicinity.

6.

Use Engines as required.

7.

Make appropriate sound signals as required.

8.
9.

Exhibit shapes / lights as required.


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.

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.

The Code establishes a safety management objective and requires a safety


management system to be established by the company, which is defined as the
ships 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
companys 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 officers 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.

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 companys 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

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.

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 nos 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.

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 screwdown 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
parameters 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 nimbersand location of the transverse bulkheads 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 compartments location
of water tight doors, pumping out arrangements cross flooding arrangements
etc.
I will check that all the water tight doors in water tight bulkheads are in
good working order & check the controlling and indicating panels 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 Nuts, bolts 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 Registers
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 outlets 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 persons are well aware
the contents 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 items 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 doors
12) Anti pollution comp.
13) Bilge / ballast pumping & separator system
14) Navigational equipments
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 plungers
6) Bilge alarms
7) Calibration equipments for thermometers and Pr gauges.
Maintenance routing as per Solas Chapter III for fie fighting equipments and
critical machinery is carried out.

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.

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 400C, 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.

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 ships 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


the regulations and the schedule.

in accordance with

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 ships property.
2. The deck
log may, at the discretion of the master or owner, can be
kept united with the ships 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,

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.
d.

handing over report

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

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

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,

undertakes

to

part

C,

Regulation

21

states

that

"

Each
Administration

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

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
of the

casualties

in

future.

Investigations

identify

the

circumstances

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
other

matter

parties

to

flag

state.

Also

if

the

casualty

involves

all

substantially interested parties to be informed by investigating state. When


two or

more

states

investigation,

have

the

agreed

state

to

the

conducting

procedure
the

for

marine casualty

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

states.
c) It should
investigation.
d)

between
be

given

Investigator

substantially

interested

same

as

should

priority

have

ready

criminal
access

or

to

other
relevant

safety

information including survey records held by flag state , owner, class etc.
e)

Effective

use should be

the
investigation
casualty.
f)

Investigator

made

of all recorded data

including VDR in

of
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
state

draft

report

to

coastal

state

and

substantially

interested

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

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.

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 ships 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
safety

the

non-conformity

with

the

objective

of

improving

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

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,

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
conventions,

to

maintenance

should

be

based

on

relevant

flag state rules, classification society requirements

and

company policy.
2.

A systematic approach to maintenance should include


a. Equipment
manufacturers
recommendations,
procedures

and

time

intervals between o-hauls.


b.

Condition monitoring equipments and routine maintenance

c.

The establishment of maintenance interval

d.
e.

The definition of method and frequency of inspection


Assignment

of

responsibility

for

inspection

activities

to

appropriately qualified personnel.


f.

Availability

of

spares
g.

Age of ship, equipment and

condition h.
i.

Risk analysis

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

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 ohauls 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

actions and

effect

of

preventive

identifying

actions

the

will

non-conformity

help

in

corrective

developing

and

improving
the maintenance procedures
d) Maintenance interval
Should be based on the following:
1.
2.

Manufacturers recommendations and specifications.


Predictive maintenance determination techniques
vibration analysis)

3.

Practical

experience

in

operation

and

(Lub

maintenance

of

oil

analysis,

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
be

6.

and

operational

restrictions

e.g.

inspection

that

can

only performed in d/dock.

Intervals specified as part of class, convention, administration and


company requirements.

7. The need for regular testing of S/B arrangement.


e) Inspection
1.
out

Element

10.2.1

of

ISM

code

requires

inspection

to

be

carried

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

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
manufacturers
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

Cargo

Ship

Reference
Safety

Construction

SOLAS

1974,regulation

Certificate

I/12;1988 SOLAS Protocol,

Validity :- 5years

regulation I/12,

Cargo
Ship
Certificate

Safety

Equipment

SOLAS

1974,regulation

I/12;1988 SOLAS Protocol,

Validity :- 5years

regulation I/12,

Cargo Ship Safety Radio Certificate

SOLAS

1974,

Validity :- 5years

I/12, as

amended

regulation
by

the

GMDSS amendments; 1988


SOLAS Protocol, regulation
I/12
4
5

Cargo Ship Safety Certificate

1988 SOLAS Protocol,

Validity :- 5years

regulation I/12

Exemption Certificate

SOLAS

1974,

regulation

I/12; 1988 SOLAS Protocol,


regulation I/12
9

Minimum safe manning document

SOLAS
V/14.2

1974,

regulation

10

Safety Management Certificate

SOLAS

Validity :- 5years

IX/4;

1974,
ISM

regulation

Code,

Element

13.7
11

Document of Compliance

SOLAS

Validity :- 5years

IX/4;

1974,
ISM

regulation

Code,

Element

13.2
12

International Ship Security Certificate SOLAS


1974,
regulation
Validity :- 5years
XI-2/9.1.1; ISPS Code part
A, section 19.2

II.
1

Marpol 73 / 78
International

Oil

Pollution

MARPOL
regulation 7

Prevention
Certificate
2
3

Annex

Validity :- 5years
Statement of Compliance

MARPOL Annex I

Validity :- 5years

regulations 20 and 21

International
Sewage
Prevention Certificate

I,

Pollution MARPOL Annex IV,


regulation 5;MEPC/Circ.408

Validity :- 5years
4

Garbage Management Plan


Validity :-

MARPOL Annex V,
regulation 9

Garbage Record Book

MARPOL Annex V,
regulation 9

International

Air

Pollution

MARPOL Annex VI,

Prevention
7

regulation 6

Certificate
Engine
International Air

Pollution Nox Tech code Reg 2.3/ 2.3

Prevention Certificate
8

International

energy

efficiency MARPOL Annex VI,

certificate wef. 01-01-2013

III.
1
2

regulation 9

Load line 1966


International Load Line Certificate

LL Convention, article 16;

Validity :- 5years

1988 LL Protocol, article 18

International Load

Line

Exemption

LL Convention, article 16;

Certificate, Validity :- 5years


IV.
1
V.
1

International tonnage convention 69


International Tonnage Certificate

Tonnage Convention,

(1969)

article 7

Validity :- 5years
International
Certificate

AFS Convention

Anti-fouling

System

regulation 2(1)

Validity :- 5years
2

AFS Convention
of annex 4

Declaration on Anti-fouling System

AFS Convention

Validity :- 5years

regulation 5(1)
of annex 4

VI.

STCW

Certificates for

masters,

officers or

STCW 1978, article VI,

ratings

regulation

Validity :- 5years

I/2; STCW
Code, section

Records of hours of rest

A-I/2Code,
STCW
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

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
another

port

in

India.

the

ship

to

proceed

from

that

port

to

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

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. Superintendents 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 owners 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 throthe 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 Lloyds 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 surveyors 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

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
state

of

ship

are

outlined.

Under

article

94,

the

flag

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 dont have sufficient expertise, experience and technical manpower
to carry out the responsibilities of flag state nation regarding maintaining
the standards

of

ships

international conventions
the

inspection

flying
permit

their
the

flag

flag

so

SOLAS

Administration

and
to

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.

other

delegate

4.

R. O. should have adequate resources financial /

personal.
5. Society must have internal audit equivalent to ISO 90012000.
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


of recognised organisation by flag state to do duties on their behalf.
Limitations to the role of classification societies as R.
O.:
1.

2.

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.
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

give certificates

class

is

not

authorised

to

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

its

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 dont 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

compliance with

organization,

national/ international

classification
regulations

societies

verify

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
to fulfil
based

the

requirement

of

various

IMO

review necessary

convention

and

codes

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.


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 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 II 1 for adequate
stability in damaged condition from this I will know the numbers and location
of the transverse bulkheads 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 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 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 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 and
maintenance records checked.

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 doors
l) Anti pollution comp.
m) Bilge / ballast pumping & separator system
n) Navigational equipments
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


SHIP BOARD MACHINERIES DURING
HAVE INFORMED THAT SHIP IS ON
AUXILIARY MACHINERY BREAKDOWN
AND ACTIONS YOU WOULD TAKE AS

A CHARTER ON OPERATION OF PROPULSION AND OTHER


A VOYAGE. AFTER TAKING OVER SHIP AS C/E YOU
TIME CHARTER AND HAS A HISTORY OF UNFORESEEN
AT SEA, STATE THE DIFFERENT OPTIONS YOU HAVE
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

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.

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 ships 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.

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
others 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

throats

ejector

nozzles

area

ratio

is

generally

0.650.85,

and

the

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

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

associated with
without

full
a

twin-turbocharger

large

turbo,

setup

including

provides
maximum

the

benefits

power

output,

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.

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
sectional

area

accordingly.

of

the

LP
bypass

turbine

by

increasing

the

cross-

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.

132
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
Earths 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 Earths
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

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

134
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 ships 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 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 machinery
damage due to poor quality fuel
7. One set of ships 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.

135
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

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 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

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 divers 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

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 ships 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. Ships have the
nationality
of the state whose flag they are entitled to fly
State must issue to ships 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

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 ships 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.

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.

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

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?

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.

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

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
ships
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

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.

147

STATUTORY CERTIFICATES AND DOCUMENTS FOR MERCHANT SHIPS


Cargo Ships Foreign going (all in original)
CERTIFICATES

VALIDITY

CONVENTION

SURVEY

ISSUANCE
Issued by
Registrar or
others
assigned for
such job as
per M.S Act

International
Tonnage Certificate
(1969)

Valid for
lifetime
unless major
change in
construction.

International
Tonnage
Convention 1969

Surveyed by
Class,
measurements
are taken,
computed.

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

SOLAS 1974 (1989


amendments)

M.M.D

Issued by The
Principal
officer M.M.D

STCW 1995 code

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

Intact Stability
Booklet with damage
calculations

Valid for
lifetime
unless major
change in
construction

SOLAS 1974
regulation II1/22 including
calculations part
B 25 regn 1-10

Same as
above

Minimum Safe Manning


document
Certificates of
masters, officers
and ratings

Valid for
lifetime
unless major
change in
constrn.
As applicable
under
competence

Issued by The
Principal
officer M.M.D
Checked by
M.M.D and
finally
approved by
D.G.S (Indian
Ships)
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

Oil Record Book

Continuous
record
document

Shipboard Oil
Pollution Emergency
Plan (3copies)SOPEP

As governed by
IOPP

MARPOL 73/78
annex I
regulation 5
MARPOL 73/78
annex I
regulation 20
MARPOL 73/78
annex I
regulation 26

Surveyed by
Class

Issued by the
Principal
officer
(Registrar) of
M.M.D

Same as
above

As approved by
the Flag State

Same as
above

Same as above

148
In addition to all above cargo ships including tankers must have following in
original

Safety Construction
Certificate
(SAFECON)

Safety Equipment
Certificate (500 GRT
and above)

Safety Equipment
Plan and Record of
Safety Equipment

Safety Radio
Telegraphy/Telephony
or GMDSS

Exemption
certificate Safety
Equipment

Valid five
years with
annual and
intermediate
surveys
Valid Five
years & annual
(HSSC
effective
since year
2000)
Record issued
every Full
term survey
Valid Five
years & annual
(HSSC
effective
since year
2000)
If required as
per SEC and
valid same
term

SOLAS 1974 as
amended and GMDSS

SOLAS 1974
Chapter II-2, III
and COLGEG 1972

Same as above

SOLAS Chapter IV
as amended
SOLAS 1974
Regulation I/12

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

Surveyed by
Class

Issued by the
Principal
officer
(Registrar) of
M.M.D

Surveyed by
M.M.D
Surveyors

Issued by the
Principal
officer of
concerned
M.M.D

Scrutiny and
check by
M.M.D
Surveyors

Plan approved
by D.G.S and
Record issued
with Safety
Equipment
Certificate.

Surveyed by
Radio
Inspector of
M.M.D

Issued by the
Principal
officer of
concerned
M.M.D

Surveyed by
M.M.D
Surveyor

Issued by the
Principal
officer
of M.M.D

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)
Certificate of
fitness for carriage
of NLS in bulk
OR International
certificate of
fitness

Valid five
years subject
to annual and
intermediate
surveys as
applicable

MARPOL 73/78
Annex II

Surveyed by
Class
Surveyor

Certificate
issued by The
Registrar of
ship

Regulation 12/12a

Same as above

BCH code Section


1.6

Same as
above

Same as above

Same as above

IBC code
1.5

Same as
above

Same as above

In support of
above

MARPOL Annex II/9

Same as
above

Same as above

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

Cargo Record Book

Section

For Gas Carriers

For passenger ships


Passenger Ship
Safety Certificate
Passenger Ship
Exemption
Certificate
Special Trade
Passenger Ship
Certificate
Special Trade
Passenger Ship Space
Certificate

Valid one year


only

SOLAS/MARPOL/ILLC
all combined as
required

Same as above

SOLAS 1974
Regulation I/2 as
amended

Surveyed by
MMD and
Class
Surveyors
Surveyed by
MMD
Surveyors

Certificate
issued by The
Registrar of
ship

Same as above

STP agreement
1971 Regulation 6

Same as
above

Same as above

Same as above

SSTP agreement
1973 Regulation 5

Same as
above

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
Audit
conducted by
Valid five
Flag State or
SOLAS 1974
competent
Document of
years subject
a competent
Chapter IX + ISM
lead
compliance
to annual and
authority on
provisos as
auditor/s as
(Certified copy) DOC intermediate
behalf of Flag
amended
approved by
audits
State
the flag
state
Safety Management
Same as
Same as above
Same as above
Same as above
Certificate SMC
above
All such ships must possess elaborate SAFETY MANNUAL as document on board

150

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

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

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 manufacturers 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 19902008).
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

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 worlds 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

154
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 Servicea 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".

155
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 fluids 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

156
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 ships 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 50C.
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 ships 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 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 machinery
damage due to poor quality fuel.
7. One set of ships 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

157
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
15C
Increased density may:
- Affect the centrifuge operation (ineffective in water removal)
- Affect the engines 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 50 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

158
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 engines
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 98C)
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

159
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 400 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.

160
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

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 ships 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

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 companys 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.

163
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

164
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 N ............................(1)
Now,
Power = PLAN/ 60
For constant L and A

165
Power PN .............................(2)
2/3

But, Power (displacement) (Speed)


For constant displacement,
3

Power (speed) ...............(3)


But speed,
V Pitch * N, So for constant pitch,
V N ..............................(4)
From (1), (2), (3) and (4)
3

Power ( MPS) ...................(5)


Now,
Fuel consumed / unit time 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

166
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
5.6.1 Management Review

Examples
Management review
minutes

6.2.2e Education, training, skills and

Training

experience

records/matrix,
resumes

7.1d Evidence of realization process

Project quality plan

7.2.2 Results of the review of requirements

Change review

related to the product and actions arising


from the review
7.3.2 Design and development inputs relating

Customer

to product requirements

specifications

7.3.4 Results of design and development

Design development

reviews and any necessary actions

minutes

7.3.5 Results of design and development

Design plans, test

verification and any necessary actions

plans

7.3.6 Results of design and development

User acceptance test

validation and any necessary actions

plans, acceptance
records

7.3.7 Results of the review of design and

Design review

development changes and any necessary actions

minutes, change
requests

7.4.1 Results of supplier evaluations and any

Supplier evaluation,

necessary actions arising from the evaluations approved suppliers


list

167

7.5.2d Demonstrate the validation of processes Schedule of achieved


where the resulting output cannot be verified

results

by subsequent monitoring or measurement


7.5.3 The unique identification of the

Equipment register

product, where traceability is a requirement


7.5.4 Customer property that is lost, damaged

Delivery notes, site

or otherwise found to be unsuitable for use

visits, defective
materials report

7.6 Results of calibration and verification of Calibration


measuring equipment

certificates

7.6 Validity of the previous measuring results Test plan results


when the measuring equipment is found not to
conform to requirements
7.6a Basis used for calibration or

Customer

verification of measuring equipment where no

specification,

international or national measurement

corporate standards

standards exist
8.2.2 Internal audit results and follow-up

Internal audit

action

report

8.2.4 Indication of the person(s) authorising

Product

release of product

acceptance/release
report

8.3 Nature of the product nonconformities and

Non conformance

any subsequent actions taken, including

report, consession

concessions obtained

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.

168

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.

169
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 2Class 1
Frequency recovery time

5 sec

10 sec

170
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

+2.8%

+2.2%

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 2Class 1
Frequency1.5%

2.5%

Voltage

5.0%

2.5%

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

171
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.

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.

If all items are in good condition ship will remain in good


condition to render services required from her.

Annual surveys are carried out at anniversary date with window


period of 3 months.

Annual survey of how surveyor will examine hull & its closing
appliance to ascertain watertight integrity of the ship.

172
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

173
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;

174
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

175
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

176
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) Builders 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

177
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
Lloyds and/or companies markets (through a broker) from freight
forwarders and from some carriers in the liner traders. Theres 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

178

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.

179

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
weathertight closing appliance

are

provided

with

efficient

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

180
14.
15.

All guard-rails and bulwarks should be satisfactory condition


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

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.

182
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

183
2)

Unnecessary delay by the yard.

3)

Ship may require the services


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.

of

dry

dock

and

in

this

case

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 SHIPS 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

184
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

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 firemans 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--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

186
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

187
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.

188
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

189
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 hearts
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 engineers 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 todays
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

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. Didnt 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 engineers 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 isnt for you, but a lot of
ships have a swimming pool and a quick swim before tea or after watch is an

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 doesnt 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
ships 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 dont 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.

192
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

193
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 ships 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 owners liability

194
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)

195
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

196
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:

197
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.
II.
III.

IV.

V.
VI.

All senior officers on ship should get together for this purpose.
SMS is ship specific so all the procedures for operation should be
designed considering the particular ships.
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.
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.
Procedures for reporting Non-conformities, accidents and situations
to the company.
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 equipments should be identified the sudden failure of
which may result into hazardous situations and plans prepared
for ensuring reliability of such equipments 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.

198
II.

III.

IV.

Company to ensure ship is manned with qualified, certified and


medically fit officers and crew in accordance with administration and
international requirements.
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.
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

199
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.

200
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 to is to calculate CO2 emission from


ship and the meaning is as follows.
.1 The meaning of is to calculate CO2 emission from Main Engine.
.2 The meaning of is to calculate CO2 emission from Auxiliary Engine for
generating electrical power.

201
.3 The meaning of 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 is considered to reduced CO2 emission through Energy
Saving Technology,
Except heat recovery system and shaft generator for generating electrical
power.
The denominator for is related with ship size, speed and correction
factor for ship design. The meaning of 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.

202
Value of Reference Line = a x b-c"
Type

Bulk carrier
0.477

961.79

Gas carrier

1120.00

c
DWT of the ship

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

DWT of the ship

0.488

1219.00

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.

203

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

204
(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

205
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
entered into force on 2nd October 1983 and, as between the
MARPOL 73/78 supersedes the International Convention for the
of Pollution of the sea by oil, 1954, as amended 1962 and
was then in force.

oil which
parties to
Prevention
1969 which

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.

206

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,
thickness 20 mm.

PCD 183 mm, Flange

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.

207
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.

208
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 1 st 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.

12.

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.
Crude oil wasting requirements Reg. 33
Oil tankers 20,000 DW 7 above delivered after 1 st 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

209
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 (HCFCs) are permitted until 1 st 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

210
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 SO x / 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 (VOCs) 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.

211

Shipboard incineration is prohibited for following

i)
ii)
iii)
iv)

6.

Annex I, II and III cargo residues of the present convention


and related contaminated packing material.
Polychlorinated Biphenyls (PCBs).
Garbage containing more than trace of heavy metals i.e.
batteries, mercury, lead etc.
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 850 oC &
unit shall be so designed to reach combustion temperature to
600oC within five minutes after start up.

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
standards with following requirements.

should

meet

ISO

8217

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


available for inspection.

for

minimum

years

readily

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.

212

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:
Any ship is lost, abandoned, stranded or materially damaged on the coasts
of India
Any ship causes loss or material damage to any other ship on the coast of
India
Any loss of life occurs due to any casualty happening to or onboard any
ship on the coasts of India
Any evidence of an Indian ship being lost at sea is available in India
Masters action
On his or his ships arrival in India, master shall report the incident
to the officer appointed by the central government
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
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 officers action
Inform central govt. that a casualty has occurred
Conduct and preliminary enquiry(PI)
Record the statement of masters, crew members with their signature, but
with out presence of any person

213
Call for documents from the ship as appropriate
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)
PI report is totally confidential and not given to any court
Copies of statement are given to the affected persons only if matter goes
to the court
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
Heavy material loss requiring more detailed investigation
Defaulters deserve to be punished (only court can order that)
There are lessons to be learnt from the casualty
Public out cry
Loss of life, so open court investigation is required
Sufficient data not collected during PI
During the FI if a case of incompetence, misconduct wrongful act arises
against master,
mate or engineer, court will proceed with the CI
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
A short statement of case with a questionnaire to be answered at the end
of FI and CI are submitted to the court

214
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
The proceeding are conducted in an open court
The court can summon/compel the attendance of a witness, by arresting him
if necessary
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
If FI involves cancellation or suspension of certificate of an officer,
two of them shall have the experience in merchant service
All documents collected during the PI are submitted
On completion of FI or CI the report is published in the official gazette
b) Article of agreement
This agreement is made between employer/agent and seafarers in accordance
with collective bargaining agreement
Details of employees seafarers ( address, next to kin, passport details,
CDC details etc will be furnished in that
Details of employment including monthly wages, monthly PF, monthly
allotment, rank, reason for sign off etc will be mentioned
This contains signature with date and stamp of employee
Sign on Ashore

Signed off ashore

Place:

Place:

Signature of seafarer (signed on ashore, ship, signed off ship, ashore)


Signature with date and stamp of master (signed on ship, signed off ship)
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

215
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
parameters 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 bulkheads
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 compartments
location of water tight doors, pumping out arrangements cross flooding
arrangements etc.
I will check that all the water tight doors in water tight bulkheads are
in good working order & check the controlling and indicating panels 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.

216
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 Nuts, bolts 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
Registers 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 outlets 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 persons are well aware the contents
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 items 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 doors
12) Anti pollution comp.
13) Bilge / ballast pumping & separator system
14) Navigational equipments

217
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 plungers
6) Bilge alarms
7) Calibration equipments for thermometers 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

218

219

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

220

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 dont 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 criterias 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 its 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 dont allow class to carryout ISPS survey. As these are
country specific (port facilities are also involved in ISPS survey) And due

221
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 SPCIFIC
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 SHIPS 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 ships 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

222

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.

Ships have the

nationality of the state whose flag they are entitled to fly


State must issue to ships 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 ships 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

appropriate qualifications

of
in

master

and

seamanship,

officers
navigation,

who

posses

223

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,

required

officers,

crew

are

fully

conversant

with

and

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.

state

which

jurisdiction

has

clear

grounds

to

believe

that

proper

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
international laws by ships flying its
flag.
2.

compliance

/
of

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

224
requested.

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