2013

MEO CLASS I DEEPESH MERCHANT
JAN 2013
1. Question
What are the significant SOLAS amendments coming into force in 2012?
With reference to SOLAS 2010 amendment, discuss "International Goal
Based Ship Construction standards?
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 ship’s
life. Contents of SCF shall at least conform to the guidelines.
2. Question
How will you prepare your ship for a renewal survey of IAPPC
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
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 a approved Technical file is
maintained and include onboard 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 onboard and with correct content.
b. Verify that each bunker delivery note is accompanied by a representative
sample.
c. Samples to be kept onboard until the fuel oil is substantially consumed,
and for minimum 12 months. Every BDN is to be accompanied by a
representative MARPOL sample of min.400 ml. The label of the sample
should be traceable to the BDN.
d. Sampling shall be drawn continuously throughout the bunker period as
per MEPC.96(47).
e. Confirm satisfactory storage of fuel oil samples in a safe storage location,
outside the ship’s accommodation, where personnel would not be exposed
to vapours which may be released from the sample.
f. The BDN must be stored onboard for three years after the delivery. It is
advised that an inventory is made to help finding sample bottles and
BDNs.
g. Verify that BDN's are provided for all bunker operations, recorded in E/R
log. book and or Oil Record book, and that content of sulphur is below the
required limits of 3.5% (worldwide) and 1% (SECA).
General Requirements for Enumerate general requirements for

shipboard incinerators, as mentioned in Annex VI of MARPOL
73/78.
1. Onboard incineration outside an incinerator is prohibited except that sewage
sludge and sludge oil from oil separators may be incinerated in auxiliary
power plants and boilers when the ship is not in ports, harbours and estuaries.
2. Incineration of Annex I, II and III cargo residues, of PCB's (Polychlorinated
biphenyls), of garbage containing more than traces of heavy metals and of

refined petroleum products containing halogen compounds is always
prohibited.
3. Incineration of PVC’s (polyvinyl chlorides) is prohibited except in shipboard
incinerators type approved according to resolutions MEPC 59(33) or MEPC
76(40).
4. Monitoring of combustion flue gas outlet temperature shall be required at all
times and waste shall not be fed into a continuous-feed shipboard incinerator
when the temperature is below the minimum allowed temperature of 850°C.
5. For batch-loaded shipboard incinerators, the unit shall be designed so that the
temperature in the combustion chamber shall reach 600°C within 5 minutes
after start-up. It must be ensured that the incinerators' flue gas outlet
temperature monitoring system is operational.
All incinerators installed on or after 1 January 2000 shall be type approved in
accordance with Resolution MEPC 76(40) giving the IMO standard
specification for shipboard incinerators. For such incinerators a manufacturer's
operating manual is required.
3. Question
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 followed for timely release of a vessel detained
for serious structural deficiencies under PSC.
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."
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
 Failure of main propulsion, electrical, pumping and steering
 Excessive oil leakage in E/R, lagging insulation contaminated by oil

 Absence non compliance or poor condition of LSA equipments, fire
dampers, ventilation dampers, quick closing valves etc
 Absence, non compliance of poor condition of navigational lights, shapes
and sounds signals
 Absence of corrected charts and publications
 Absence or failure of mandatory navigational systems and equipments
 Absence or failure of radio communications systems
 Number, composition or certification of crew not corresponding to safe
manning certificates
Under load lines
 Insufficient stability or ability to calculate stability conditions
 Significant areas of damage/corrosion/pitting of deck and hull effecting
sea worthiness
 Absence of poor condition of hull closing devices such as hatch covers
and water tight doors
Under MARPOL
 Absence or poor condition or failure of OWS, ODMCS and alarms
 Remaining capacity of slop tanks / sludge tanks insufficient of intended
voyage
 No oil record book
Under STCW
 Lack of or insufficient crew member certificates / endorsements
 Inadequate navigational / engineering watch arrangements/personnel
 Competency of crew members not adequate for the duties assigned for the
safety and
 security of the ship and prevention of pollution
 Insufficient rested watch keepers for the first and relieving watch duties at
the commencement of the voyage
Under ILO convention
 Insufficient food and portable water for next voyage
 Excessively unsanitary conditions on board
 No heating in accommodations if ship operated in low temperatures
 Excessive garbage blocked passage ways
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
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.
4. Question
Write short notes on the following:
(a) Lloyd's Open Form (b) General Average (c) Particular Average. (d)
BILL OF LADDING. (e) Treaty, Convention and Protocol.
ANSWER :-
(a) Lloyd’s Open form.

1. LOF provides a regime for determining the amount of remuneration to be
awarded to salvors for their services in saving property at sea and minimising
or preventing damage to the environment. Originating from the late 1800s, it
is probably the most widely used international salvage agreement of its kind
in the world today.
2. It is a standard legal document for a proposed salvage operation.
3. It should be used when a marine environment is at risk and master has
insufficient time to request the owner to arrange salvage services on a pre-
agreed rate of sum.
4. It is single sheet(2 page) document in a simple format(LOF 2000 form)
5. LOF 2000 form contains numbered boxes as below

a. Name of the salvage contractors
b. property to be salved (vessel name)
c. agreed place of safety
d. agreed currency
e. date of agreement place of agreement
f. Is SCOPIC clause is incorporated-- yes/no
g. name and signature of contractor
h. name and signature of master / on behalf of property
6. Lloyd‘s open Form of Salvage Agreement or ―LOF , as it is more
commonly known, has been revised ten times since it was first introduced in
1892.
7. The latest revision of the form is regarded as one of the more radical
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.
8. Below the box lay-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.
9. The LOF is basically ―No Cure No Pay‖ agreement. Article 13 deals with
the criteria for the claims. The claims depends upon
 Saved value
 Skill and Effort applied
 Measure of success
 Nature and degree of danger
 Time / Expense
 Risk / Liabilities
 Promptness of service
 State of readiness
 If any other vessels in operation Etc.
10.Article 14 talks about the special compensations to be paid to the salver 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.
11. In any case article 13 can be duplicated, i.e, Award as per article 14 is 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.
12.LOF -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

1. General average is an ancient form of spreading the risk of sea transport and
existed long before marine insurance. General average means general loss‘, as
opposed to a particular loss under marine insurance.
2. It is defined in the rules of YORK-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.
3. The general average loss are shared by all parties to the common maritime
adventure, each parties contributing proportions depends to his share of total
value saved. The parties involved in common maritime adventure are
 Ship owner
 Each consignee
 The recipient of the freight (Ship owner/ Charterer)
 When any equipment is installed on the vessel by a third party, he also a
party
4. The five major component of a general average loss are therefore
 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.
Particular average, instead of being contributed for by the general body of those
who are interested in the adventure, falls entirely upon the particular owner of
the property, which has suffered by the damage. Such owner has a claim against
the insurer in proportion to :
Degree by which the damage sustained may have diminished the value that the
property has to him, and
To the sum that the insurer has agreed to insure.
(d) Bill Of Ladding

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 title, signifying that the holder has the legal right to possession
of the goods it describes.
Types of Bill of Lading
 Long Term B/L
 Short Term B/L
 Direct B/L
 Combined transport B/L
 Through B/L
 Received for Shipment B/L
 Straight B/L
Hague Visby rule apply to every type of bill of lading.
A typical bill of lading may contain the following:-
1) reference number
2) name and address of shipper and consignee
3) ports of loading and discharging
4) name of carrying vessel
5) number and kind of packages
6) gross weight
7) description of goods
8) place where freight is payable
9) numbers of original bill of lading
10) place and date of issue
11) signature of carrier/master
12) carrier's standard terms and conditions
(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:
1. Means coming together for a common objective
2. A convention is a set of agreed, stipulated, or generally accepted standards,
norms, social norms, or criteria, often taking the form of a custom
3. 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.
4. Conventions are identified by the name and year of adoption by the
assembly. Eg: Marpol 73.
5. They have technical/ provisions attached in annexes. Eg: Annexes in Marpol.
6. 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.
5. Question
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.
ANSWER :-
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.
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
7) Accidents during loading or discharging
8) Machinery damage
9) Latent defects in machinery or hull
10) Negligence of master, officer or crew
11) 3/4 collusion liability
Items not covered under insurance include
1) loss / damage eg insurer deliberately set fire to ship caused by willful
misconduct wilful negligence by owner.
2) loss of charter hire due to delays

3) loss due to wear and team
4) 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
P&I club is a mutual club of ship owners for covering the various liabilities. P&I
cover available for
Cargo claims, Crew claims, Liability against the collision with fixed of floating
objects and installations, Claims for various fines of innocent breaches, Third
party death and injury claims, 1/4 Collision liability which is not covered by the
hull and machinery policy, Oil pollution liability, Special compensation,
stoways , unrecovered GA, Salvage expenses under LOF, wreck removal, ships
contribution of GA Etc.
Limits and restrictions on P&I cover:
Deviation, Delivery of cargo at port not specified in the contract of carriage,
Failure to arrive or late arrival at port, Delivery of cargo with out bill of lading,
out dated bill of lading, clean bill of lading in respect of damaged cargo, arrest
or detention.
Cargo insurance policies :
Most policies incorporate institute of cargo clause A, B or C. Institute of cargo
clause C: This covers only against major casualties. i.e, Fire, Explosion,
Stranded, grounding, sinking, capsizing, collision or contact, discharge at port of
distress, GA sacrifice and jettison.
Institute of cargo clause B: This covers all the above plus the damages due to
earth quake, volcanic eruption, lightening, washing overboard, entry of sea.
Institute of cargo clause A: Offers cover against all possible risks.
Items excluded in marine cargo insurance are
1. Claims resulting from insufficient or unsuitable packing or protection of
subject matter insured.
2. Claims for loss or damage arising from the financial default of Owners
Company, manager or charterer.
3. Claims against the use of nuclear weapons.
4. Claims arising from the damage by terrorist or politically motivated groups.
5. Claims arising from the unfitness of the ship.
War risk and strike risk cover are available for cargo insurance for an additional
premium.
Open cover policies and floating policies are available for cargo for long term
insurance.
6. Question
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 ?
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 replaces the older and weaker 'freedom of the seas' concept. The
UNCLOS provides a universal legal frame work for the National management
of marine resources and their conservation. The treaty document consists of 446
articles grouped under 17 part headings and 9 Annexes.
One of the functions of UNCLOS is to allocate responsibility to states for
setting some standards and enforcing the same standards in various maritime
zones to reduce/control the sources of pollution.
Necessity of UNCLOS was in order
1. To promote peaceful uses of the seas and ocean
2. To facilitate international communication
3. To enable equitable and efficient utilization of oceans resources
4. To protect and preserve The marine environment
5. To protect promote maritime safety
Important highlight/salient features of UNCLOS are as follows

1. It defines international law of the sea
2. Sets widths of the territorial sea at 12Nm with a contiguous zone at
20Nm
3. Sets Transit passages through international straits and territorial sea
4. Sets exclusive economic zone extending 200 Nm
5. It defines continental self and jurisdiction over the resources of the
shelf beyond 200Nm where appropriate
6. It defines legal status of the high seas and establishes regulations
for the control of the marine pollution
7. It allows dispute to be settled in the international court of justice
UNCLOS provisions concerning ship’s flag and nationality

Part VII High seas
Article 90 :- Right of navigation
Every state coastal or land locked has the right to have its ship flying its flag on
high seas
Article 91:- Nationality of ships
Every State should lay down conditions / requirements for granting its
nationality, registration and the right to fly its flag. Ship’s have the nationality
of the state whose flag they are entitled to fly
State must issue to ship’s flying its flag, documents to that effect
There should be a genuine link between the state and the ship
Article 92:- Status of ships
Ships must sail under the flag of one state and are subject to the jurisdiction of
the flag state on high seas
The permission for the change of flag is given only in the case of transfer of
ownership or change of registry
It also deems that a ship which uses two or more flags according to convenience
will be treated as a ship with no nationality
Article 93:- Ships flying the flag of the United Nations, its specialized agencies
and the International Atomic Energy Agency
It gives provisions for ships to fly the flag on UN or its agencies and
IAEA(International Atomic Energy Agency)
Duties of flag state
Article 94:- Duties of the flag State
1. Each flag state to effectively exercise its jurisdiction and control in
administrative, technical and social matters over ship’s flying its flag.
2. Maintain a register of the ships.
3. Assume jurisdiction under its internal law over each ship flying its flag and
its master, officers and crew in respect to administrative, technical and social
matters concerning the ship.
4. Take such measures for ships flying its flag as are necessary to ensure safety
of sea with regards to:
a) Construction, equipment and sea worthiness of ship
b) Manning of ships, labour conditions, training of crew (STCW & ILO
convention)
c) Use of signals, the maintenance of communications and preventions of
collisions such measures include
i. each ship is surveyed before and after registration by a qualified surveyor
of ships and has on board such charts, nautical publications, navigational
equipments and instruments for safe navigation of the ship
ii. each ship is in charge of master and officers who posses appropriate
qualifications in seamanship, navigation, communications and marine
engineering and the crew is appropriate in qualification and numbers for
the type, size, machinery and equipment of the ship.
iii. The master, officers, crew are fully conversant with and required to
observe the applicable international conventions like MARPOL, SOLAS,
COLREG, GMDSS etc.
5. In taking above measures, each state is required to confirm to generally
accepted international regulations, procedures and practices and to take any
steps which may be necessary to secure their observance.
6. A state which has clear grounds to believe that proper jurisdiction and control
w.r.t a ship is not exercised may report the facts to the flag state, upon
receiving such report flag state may investigate that matter and if necessary
to take remedial action.
7. Every state must cause an enquiry by a qualified person/s into every marine
casualty/incident of navigation and caused loss of life/damage to other
nationals or to a marine environment. The flag state and other states must co-
operate in the conduct of enquiry.
7. Question
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.
ANSWER :-
1. 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 programme for drills
and exercises to prepare for emergency actions. The safety Management
System (SMS) should provide for measures ensuring that the company’s
organization can respond at any time to hazards accidents and emergency
situations involving its ships.
2. 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.
3. 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.
4. 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.
5. And also following points to be considered while developing a contingency
plan to fight fire on board.
a) Suitable muster station for all teams to be declared made aware at the
beginning of day along with planning and allocation of other jobs.
b) Status of general emergency alarm to be checked and declared/made aware/
familiarize to ship staff and shore employees.
c) Equipment for communication with dock (telephone) to be conspicuously
marked and numbers for emergency services and fire department to be
highlighted.
d) Officers at management level to be familiar with dock evacuation procedure,
shore fighting abilities, fire fighting plan equipment and dock emergency
alarm.
e) 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.
6. 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
1. The plans are ship specific and devised by experts hence they are readily
executable and effective.
2. All personnel are accounted and resources can be mobilized in a very short
time.
3. Absence of key person may not affect fire fighting as jobs/duties and deputy
leader are assigned and well defined.
4. New joining crew can easily familiarize with procedure.
5. Documentation and availability of shipboard plans enable shore expertise to
access situation and give proper assistance.
6. Avoids duplication of effort, confusion/chaos.
7. Simplified instructions/complexity reduction
8. Documented procedure have been devised with an aim to quickly regains
control and restore.
9. Considerable damage to property loss of life and injury can be avoided.
10.Proper reporting and documentation helps in insurance claims.
11.Documentation enables to analyse effectiveness of procedures employed and
thus enable improvisation.
12.Human error due to poor decision making is minimized.
13.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 no’s of third parties that are helpful in the
emergency and are need to be contacted
The plan has appended to it V/L tank and pipeline plans capacity chart of tanks
general arrangement of hull and decks for ready reference.
The plan employees flow charts and checklists that guide master through various
actions and decisions.
Following a contingency plan saves lots of time and panic situation and help to
control the situation at an early stage.
Everybody knows what he has to do in this emergency and acts promptly and
effectively and no time is wasted.
All personnel on board well aware with this plan and regularly exercise drills for
their optimum performance in case of major/minor oil pollution.
8. Question
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.
ANSWER :-
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
e) Owner
2) Refloat the vessel after grounding:-
Master should sought maritime assistance service from the U.K. authorities.
Arrangement of tug should be done. If the ship has got any pre contract from
any salvage association, master should ask help from them. Master should
follow contingency plan given in the SMS manual. Tank sounding should be
taken and sounding of sea at various points to be measured. Any possible case
for marine pollution to be kept in mind and a good look out to be carried out. All
these should be recorded and documented. Master should always remain in
contact with office for necessary guidelines and assistance.
3) Under water inspection:-
Divers should be arranged from U.K. main land by company for under water
inspection. Underwater inspection should be carried out according to
documented procedure and taking all safety measures like main engine isolation.
4) Following actions to be taken in severe forepeak damage:-
a) See the extent of damage. Portion of damaged part underwater and above
waterline should be assessed from diver’s report. Vessel shell expansion plan
should be studied to check which all plates or frames have got damaged.
b) All these damaged reports with damaged plate number should be sent to class.
The advice from class should be taken for temporary and permanent repair.
c) If temporary underwater repair is possible it should be carried out, otherwise
some of the cargo will have to be offloaded to barge and it should be arranged
by the company.
d) After this make the vessel aft trimmed as possible. Proceed towards nearest
port where repair is possible.
e) Vessel repair should be carried out in presence of class surveyor. After repair
it must be inspected and forepeak should be pressure tested.
f) While doing the above process, P&I correspondent should help the vessel so
that extra and unnecessary claims are not slapped on the vessel.
Since vessel has to proceed towards India, according to M.S.( construction of
ship and survey) rule 1991, if the vessel has met with an accident and she has
lost her seaworthiness then she cannot go to sea. So, in this case Indian
administration would not allow the vessel to come to India with damaged
condition.
Vessel must carry out minimum repair at nearest repair yard
and then proceed to India from U.K. coast. On arrival India, ship should be
inspected by D.G. approved surveyor. However, it is mandatory for any Indian
ship owner to report to D.G. about any casualty happening on board their ship.
Similarly, it is mandatory for the D.G. to carry out the investigation in the
casualty happening on their flagged ship.
9. Question
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.
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.
ANSWER :-
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
propeller and tailshaft causing loss of peripheral grip which allows propeller to
move and make contact with key. This causes excessive dynamic load to fall on
key and shaft adjacent to keyway. This causes incipient cracks (small and
superficial) which usually begin at high stress concentration areas i.e. around the
leading edge of the keyway. Fatigue failures may occur due to corrosion and
temperature variations in seawater, altering the force fits.
The key is also to be inspected for any damage. Also the dimensions of
the key must be accurately measured to ensure no play is present between key
and keyway. Abrupt changes of shape of section cause stress concentration to
build up due to interruption of the stress flow lines. This build up in stress
causes cracks to develop and supports crack propagation. With this in mind it
can be seen that shapes or sections which may be subject to great stresses;
should be well rounded or gradually tapered off to give smooth stress flow.
Round end keys should be used, and the keyway in propeller boss and
cone of the tailshaft are to be provided with a smooth fillet at bottom of
keyways, fillet radius at least 0.0125 of shaft diameter at top of cone. Sharp
edges at top of keyway to be removed. Two screw pins should secure key in
keyway and forward pin should be at least ⅓ of key length from forward end.
Pin holes should have a depth not exceeding pin diameter. Hole edges to be
bevelled.
The cracks in the keyway can be ground depending on the depth of the
cracks. Large cracks would require welding and machining. Welding will only
be carried out after appropriate heat treatment and annealing. The annealing
period required for a tail end shaft of a large ship may extend up to 7 days. It
must be noted that, in a tailshaft with key and keyed propeller, the thrust of the
propeller is not absorbed by the key but by the shrink fit between propeller hub
and shaft. Therefore cracks in the keyway of the tail end shaft do not pose as
much a problem as cracks on the shaft itself or cracks on the propeller.
FEB 2013
1. Question
Your vessel where you are posted as a Chief engineer is about to enter dry
dock. State the co-ordination and information exchange necessary with the
master of the vessel for successful entry. Also list the necessary preparation
you would make along with earmarking division of duties to the engineers
of the vessels. Enlist the inspection and co-ordinations you will make with
dry dock authorities for successful coming out of the dry dock.
ANSWER:-
Dry docking is one of the most important activities that a vessel may
come across. Hence a good planning and co-ordination will be vital towards
successful completion of dry dock.
The dry docking is governed by various factors:-
1) Classification society requirement
2) Statutory requirement
3) Condition of vessel
So for a successful dry dock there should be a good co-ordination
between master and chief engineer so that all the works are completed at time
without any casualty.
As a chief engineer following are the exchange of information which will
be necessary with the master:-
1. Class, survey and statutory requirement
2. Scope of work in dry dock categorizing especially time required, shore gang
required, work that is to be done by engine room and dock staff.
3. ROB of bunkers and L.O. to be shared by master
4. Any requirement for pumping of black water, oil sludge to reception facilities
and its arrangement.
5. Spare requirements as to what all spares have arrived and what will be
arriving.
6. List of survey items to be submitted to master.
7. Any special requirement like covering of vents, opening of tanks when grit
blasting is performed.
8. Co-ordination with master to required list and trim and put accordingly fuel
oil and fresh water tanks in use as advised by him.
9. 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.
10.Any rules laid down by yard should be informed to ship personnel by master.
11.A pre docking tank cleaning and line washing plan to be informed by master
to chief engineer to mobilize the resources to carry out the operation.
12.All refit requirements to be submitted as stated with appropriate data e.g.

pipe repair material, location, staging required etc.
13.If any changes to be made in the emergency teams in the dry dock should be
well consulted before dry dock.
Delegation of responsibility to engine room staff:-
Preparedness for the same will start well in advance of the dry dock. The
preparedness will include the following:-
1. How to change over main engine and boiler in diesel oil.
2. How to change the ship power to shore power taking in account of voltage
and frequency.
3. Requirement of cooling of fridge and A/C plant
4. Method of sewage disposal.
5. Securing of heavy weights.
6. Tanks and coffer dams to be sounded.
7. Chief engineer and second engineer who are management level personnel of
engine room department, to make a rough plan to delegate responsibility of
various jobs.
8. Chief engineer will delegate responsibility for arranging spares as they
arrive.
9. Personnel to prepare tags for various valves with job number and fix them on
valve.
10.All safety aspects discussed and safety precautions to be followed. All engine
room personnel to be briefed about safety and asked to check the shore
personnel regarding safe working culture.
11.A day to day work report to be made and discussed to check whether all jobs
are proceeding as per schedule or there is some delay. If same look into them.
12.Chief engineer and second engineer to divide and co-ordinate various surveys
which they will oversee.
Now while undocking of vessel there should be proper co-ordination between
ship and yard personnel.
Various inspection and co-operation with dry dock personnel are:-
1. Check about the plan of dry dock and ensure that all works have been
completed.
2. Check paint work has been completed.
3. Hull repair completed.
4. All tanks plugs are in place and secured.
5. All anodes are fitted. Grease/ paper used on them while painting, are
removed.
6. Echo sounder transducer is cleaned of paper and grease.
7. Propeller rope guard is fitted properly and propellers are on dock mark.
8. Oil is not leaking from stern tube.
9. Rudder plugs are in place.
10.Ensure all valves are shut.
11.Sea grids are in place
12.Ensure all tanks are at same level while entry so as to have same trim when
refloating
Verify weight log certificate ( no heavy weight has been shifted)
2. Question
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
ANSWER:-
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
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.
Statutory Certificates Carried Onboard

I. SOLAS
No Certificate Reference
1 Cargo Ship Safety Construction SOLAS 1974,regulation
Certificate I/12;1988 SOLAS Protocol,
Validity :- 5years regulation I/12,
2 Cargo Ship Safety Equipment SOLAS 1974,regulation
Certificate I/12;1988 SOLAS Protocol,
Validity :- 5years regulation I/12,
3 Cargo Ship Safety Radio Certificate SOLAS 1974, regulation
Validity :- 5years I/12, as amended by the
GMDSS amendments; 1988
SOLAS Protocol, regulation
I/12
4 Cargo Ship Safety Certificate 1988 SOLAS Protocol,
Validity :- 5years regulation I/12
5 Exemption Certificate SOLAS 1974, regulation
I/12; 1988 SOLAS Protocol,
regulation I/12
9 Minimum safe manning document SOLAS 1974, regulation
V/14.2
10 Safety Management Certificate SOLAS 1974, regulation
Validity :- 5years IX/4; ISM Code, Element
13.7
11 Document of Compliance SOLAS 1974, regulation
Validity :- 5years IX/4; ISM 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. Marpol 73 / 78
1 International Oil Pollution Prevention MARPOL Annex I,
Certificate regulation 7
Validity :- 5years
2 Statement of Compliance MARPOL Annex I
Validity :- 5years regulations 20 and 21
3 International Sewage Pollution MARPOL Annex IV,
Prevention Certificate regulation 5;MEPC/Circ.408
Validity :- 5years
4 Garbage Management Plan MARPOL Annex V,
Validity :- regulation 9
5 Garbage Record Book MARPOL Annex V,
regulation 9
6 International Air Pollution Prevention MARPOL Annex VI,
Certificate regulation 6
7 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 regulation 9
III. Load line 1966

1 International Load Line Certificate LL Convention, article 16;
Validity :- 5years 1988 LL Protocol, article 18
2 International Load Line Exemption LL Convention, article 16;
Certificate, Validity :- 5years
IV. International tonnage convention 69
1 International Tonnage Certificate (1969) Tonnage Convention,
Validity :- 5years article 7
V. AFS Convention
1 International Anti-fouling System AFS Convention
Certificate regulation 2(1) of
Validity :- 5years annex 4
2 Declaration on Anti-fouling System AFS Convention
Validity :- 5years regulation 5(1) of
annex 4
VI. STCW
1 Certificates for masters, officers or STCW 1978, article VI,
ratings regulation I/2;
Validity :- 5years STCW Code,
section A-I/2
2 Records of hours of rest STCW Code,
section A-VIII/1
CONVETION ON LAWS OF SEA
1 Certificate of Registry Unclos Article 91
LIBILITY CONVENTION
Certificate of insurance in respect of Liability convention, article
civil liability VII
ILO CONVENTION
1 Certificate of Compliance for ILO ILO convention
Accomodation for crew
2 Load test certificate for ILO Occupational safety and
health in dock work
3. Question
What do you understand by unseaworthy vessel within the meaning of the
MSA 1958 as amended?
What according to you is the difference between unseaworthy and unsafe
ship
What are the obligation of the owner to crew with respect seaworthiness.
ANSWER:-
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,
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.
4. Question
Write shot notes on
Tier 2 and 3 emission regulation on main engine.
Homogenizer for water emulsion.
SCR for Nox emission reduction.
ANSWER:-
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
NOx Limit, g/kWh
Tier Date
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).
Figure 1. MARPOL Annex VI NOx Emission Limits
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 400°C, whereby NOx is reduced to N2 and
H2O.
5. The reactions are, in principle, the following
4NO + 4NH3 + O2 → 4N2 + 6H2O
6NO2 + 8NH3 → 7N2 + 12H2O
6. NOx reduction by means of SCR can only be carried out in this specific tem-
perature window:
If the temperature is too high, NH3 will burn rather than react with the
NO/NO2.
If the temperature is too low, the reaction rate will also be too low, and con-
densation of ammonium sulphates will destroy the catalyst.
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.
5. Question
State the applicable regulation of solas and marpol under which it is
mandatory for a flag state to conduct an investigation into any casualty
Write briefly the salient points of casualty investigation code and the
recommended practices for a safety investigation into a marine casualty or
marine incident
What do you understand by the term very serious marine casualty?
ANSWER:-
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) UNCLOS:- Article 94(7) states that " each state shall cause an inquiry to be
held by a suitably qualified person/persons into every marine casualty or
incident of navigation on the high seas involving a ship flying its flag and
causing loss of life or any other incident involving another state or marine
environment."
2) SOLAS 74:- Chapter 1, part C, Regulation 21 states that " Each
Administration undertakes to conduct an investigation of any casualty occurring
to any of its ships subject to the provisions of the present convention when it
judges that such an investigation may assist in determining what changes in the
present regulations might be desirable."
3) Article 12 of MARPOL73/78 and article 23 of ILLC also states more or less
same as stated in above conventions.
To harmonize the casualty investigation a code was adopted on 27th
November 1997 in IMO resolution A849(20) called casualty investigation code.
The salient features of the code.
1) Necessity of code:- It was acknowledged that the investigation and proper
analysis of marine casualties and incidents can lead to greater awareness of
casualty causation and result in remedial measures including better training to
enhance safety of life at sea and protection of environment.
It was also recognized that a standard approach and
cooperation between governments, to marine casualty and incident investigation
is necessary to correctly identify the cause.
2) Objective:- Objective to any marine casualty investigation is to prevent

similar casualties in future. Investigations identify the circumstances of the
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 other parties or affects environment of other
state, then all substantially interested state should work together and decide who
will be the lead investigating state.
4) Consultation and cooperation between states:- If casualty has taken place

in territorial water of any state then the coastal state should without delay report
the matter to flag state. Also if the casualty involves other parties all
substantially interested parties to be informed by investigating state.When two
or more states have agreed to the procedure for a marine casualty investigation,
the state conducting the investigation should allow representative of the other
state to:-
a) Question witness
b) view and examine documents and evidence
c) Produce witness and other evidence
d) Comment on and have their views properly reflected in final report.
e) Be provided with transcripts statement and final report relating to
investigation.
5) Recommended practice for safety investigation:-

a) Investigation should be thorough and unbiased.
b) Cooperation between substantially interested states.
c) It should be given same priority as criminal or other investigation.
d) Investigator should have ready access to relevant safety information including
survey records held by flag state , owner, class etc.
e) Effective use should be made of all recorded data including VDR in the
investigation of casualty.
f) Investigator should have access to government surveyors, coastguard officers,
pilot or other marine personnel of respective states.
g) Investigator should take account of any recommendation published by IMO
or ILO regarding human factor.
h) Reports of investigation are most effective when circulated to shipping
industry and public.
6) Reporting to IMO:- After investigation the lead investigating state should

circulate draft report to coastal state and substantially interested state for
comments. If no comment is received within 30 days lead state should send the
final report to IMO.
Very serious marine casualty means a ship casualty which involves total loss
of ship, loss of life or severe pollution.
6. Question
In an unfortunate incident of Main Engine Crank case 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.
ANSWER:-
1) In spite of taking all safety measures and following all correct procedures,
sometimes unfortunate incidents do occur on board a ship. These result in
personal injuries and machinery damage.
2) After every incidence, investigations take place and insurance claims are
raised. The insurance underwriters appoint damage surveyors who come on
board and do their investigation. In the process of doing it, they ask for all
the relevant documents.
3) Suppose a main engine crankcase explosion has taken place on your ship in
which main engine was badly damaged and two engine room personnel
suffered serious injuries.
4) Now, you will have to present your vessel for subsequent inspections by P&I
and H&M insurance companies. We will see step by step what all should be
done after the incidence:-
a. Take care of persons injured:-
Since persons are seriously injured, give them first aid and ask for medical
advice from a rescue centre. Give the information to owner and charterer and
seek their advice. If the vessel needs to divert and make a emergency port of
call take permission from owner and charterer. But since main engine is also
badly damaged the vessel will need emergency towing. Give notice to agent
and P&I correspondent at the nearest port. They will arrange for the salvage
assistance. Enter in the port. Injured personnel to be transported to hospital
and later on they can be repatriated. All the medical treatment given to the
personnel should be chronologically documented in the medical book.
b. Reporting of incidence to:-
The incident should be reported to following without delay
Administration, Owner, Class, P&I correspondent, H&M broker & MAS
centre
c. Record keeping:-
Time, date, place and cause of injury should be recorded. The evidence
should be preserved and a witness statement should be taken. Write down all
important medical condition and drugs that were given to the person. The
persons injured were wearing PPEs or not. Take the statement of injured
personnel as soon as possible if they are in position of giving one. The most
important report in case of personnel injuries is Master’s report. It is an
important evidence to judge whether the injury is work related or not. Photos
of sites and other evidence should be preserved.
d. Necessary documents and records required to honor only genuine claims
In case of P&I surveyor following documents should be kept ready:-
i. Master statement of fact
ii. Witness report
iii. Injured person statement
iv. Communication with the owners, managers, medical advisors and
authorities.
v. Deviation report
vi. Photos of place of evidence
vii. Medical report book relating to important medical condition and all the
drugs that were given to personnel
viii. Evidence showing personnel wearing PPEs
ix. Injured personnel familiarization with machinery form duly signed by
him.
x. Safety instructions explained.
In case of H&M surveyor following documents should be kept ready:-

i. Chief engineer log book and official log book entry.
ii. Master’s and chief engineer’s statement
iii. Witness statement
iv. Engine room crew statements
v. Main engine PMS records
vi. Main engine bearings last renewal and evidence showing that only
genuine bearings were used.
vii. Main engine crankcase lubricating oil report
viii. Engine parameters at the time of incidence ( from log book or data
logger)
ix. Records showing last alarms and trips tried out ( from alarm logger)
x. Compliance with manufacturer or service letter received recently
All the above documents will be required by the surveyor appointed by H&M
underwriter. After the survey a damage survey report will be made. Now the
main engine will be repaired. And after that claims will be settled. Depending
upon the nature of insurance and the clauses inducted repairs can either be
carried out by owner and later the claims can be settled or repair tender can be
floated by H&M underwriter only and they can carry out the repairs.
7. Question
With reference to port PSC enumerate on the following (i) Regional co-
operation/ agreements (ii) Future of PSC (iii) Is PSC an effective tool for
ship safety?
ANSWER:-
(i) Regional co-operation/ agreements

1. When the national port state control enhances the safety of ships and thereby
protection of Marine environment only a regional approach then ensures that
substandard ships and operations have fewer places to conceal/hide facts.
2. Unless a regional approach is adapted, operator will just divert their ships to
ports in the region where no PSC‘ or less stringent PSC‘ inspections are
conducted.
3. Regional Agreement covers the exchange of information about ships their
records and the results of inspections carried out. This information is vital as
it enables subsequent ports of call, to target only ships that have not been
recently inspected.
4. In general, ships inspected within the period of previous 6 months from the
visiting date of port are not re-inspected, unless there are clear grounds to do
so.
5. Secondly, it is only by cooperation with the port of region, that it is possible
to monitor substandard ship in the region. This applies to ships that have
been allowed to sail with minor deficiencies on the condition that there are to
be rectified is the next port of call to monitor such ships constant exchange of
information between ports is necessary.
6. Thirdly, it is important for countries to achieve uniformity in the manner and
methodology of port state inspections and ultimately in their region so that
similar standards are applied with regards to the detention of ship and
training standards of port state control officers.
7. To achieve this it is common practice of many existing agreements to
conduct joint seminars for PSC officers to harmonize procedures. Therefore,
post State Control regimes were set up under a memorandum of
understanding (MoU).
8. Harmonized inspection procedures are designed to target substandard ships
with the main objective being to eventually eliminate them from the region
covered by MoU‘s participating states.
(ii) Future of PSC
1. The impact of PSC on ship‘s and ship owners has grown with concern
members of regional PSC group are becoming more organized and
professional in this approach to inspections investigations. When detention
occurs the name of the ship is publicly announced and quoted in their
regional shipping magazines.
2. Ships with history of detention will find it increasingly difficult to trade

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. Question
Illustrate the provision kept towards establishing procedures for
identification and testing of "critical" equipment under ISM Code. How the
list of critical equipment and systems are made and on what factors are
they dependent?
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, near-
miss/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)
 Navigation in restricted visibility
 Navigation in high density traffic area
 Navigation in restricted/narrow area
 Heavy weather operations
 Handling of hazardous cargo and noxious substances
 Bunkering and oil transfer operation at sea
 Cargo operations on Gas/Oil/Chemical tankers
Critical machinery operations
9. Question
Differentiate between third party liability and contractual liability. When
may the ship seek to limit his liability? List the persons entitled to limit
liability and claims entrusted.
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) Salver‘s award
d) Any other claims made by salver in rendering his service
v. Contract with stevedores and work shops: In case the ship requires shore
personnel services then ship owner land up in these service contract and
would like to limit his liabilities with regards to
a) Their hire rate
b) Injury medical expenses etc
c) Damage or loss to their equipments
d) Any other claims placed by them
vi. Contract with the cargo owner (shipper): He undertakes this ―contract
of carriage that will carry the goods in a manner received to the agreed
destination within the agreed time frame. During such contracts he would
like to limit his liabilities with regards to
a) Loss/ leakage/ damaged caused due the negligence of his employees
b) Losses caused to the cargo owner due to delay
c) Losses caused to the cargo owner due to delivering the cargo other than
agreed destination
d) Any other claim made by cargo owner in this regard. i.e, damage/ loss/
delay to cargo during the duration when it was under the custody of ship
owner.
6. The ship owner makes contract with others such as class, charterer, pilotage,
repair contract etc. In all the cases he will limit his liabilities. Apart from
these he has to take care of himself. i.e,
a) Damaged caused to his own ship
b) Total or constructive total loss of his vessel
c) Freight not paid.
FEB 2013 ( EMCY)

10.Question
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.
ANSWER :-
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)
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:
 An action plan, with instructions for the oil pollution prevention team.
This is a list of duties the crewmembers have to fulfil in case of an oil
spill
 an emergency plan
 General information about the ship
 Procedures to discharge the oil into the sea in accordance to MARPOL
regulations
 Drawings of fuel/oil lines"
 Location of SOPEP boxes"

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
 Procedures to report an oil pollution incident.
 Coastal State contacts (Focal Points) and Port Contact Lists to be
contacted in the event of an oil pollution incident
 Response actions to reduce or control the discharge of oil following an
incident.
 Co-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 co-
ordinate, 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
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.
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.
2. Question
Exhaust emission control is a major global issue and under serious
consideration by world shipping. In this context, comment on the following,
a) Primary Nox reduction vis-à-vis secondary Nox reduction measures.
b) Scavenge Air Moisturizing & Exhaust Gas Recirculation for ME.
ANSWER :-
a) Primary Nox reduction vis-à-vis secondary Nox reduction measures.
PRIMARY NOx REDUCTION MEASURE:-

These are measures aimed at reducing the amount of NOx formed during
combustion by optimizing engine parameters with respect to emission. Some of
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.
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
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.
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.
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.
3. Question
As a Chief Engineer scheduled to make a voyage from India to the U.S.
Coast; list the salient items you will inspect, machinery installations you will
for satisfactory operations and documents you will keep handy for making
a successfully voyage. Give reasoning in each case.
ANSWER :-
The salient items to be inspected on a vessel scheduled to make a voyage from

India to US West Coast are:-
I. ISM Code:
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. Ensure the Safety Management documentation and manuals are up to date

and readily available.
3. 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.
4. Records for maintenance, periodic testing, training drills, log book & safety
registers are to be updated.
5. Ensure that you are familiar with any non-conformities which have been
reported to the company and what corrective action is being taken
II. Operation of Machinery:
1. The dead man alarm working properly.
2. No alarms are bypassed and all are tried out regularly and record of testing
dates entered.
3. There is no fuel oil or lube oil leakage.
4. All the fire alarms are tested regularly and all in good condition.
5. All quick closing valves are in good condition.
6. 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.
7. Check that the load sharing system of generators is tested and is functioning
correctly.
8. 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.
9. Try out main engine, start from local control station .
10.Check life-boat / rescue-boat engines are running properly.
11.Check proper functioning of safety cut-outs for main engine / aux engine /
boilers.
12.Confirm ―emergency stops‖ for pumps & blower function properly.
III. Bunkering Operations:
Ensure bunkering procedures are posted, understood by all personnel & spill
equipment is readily available. Test the means of communication, between
ship‘s bunkering personnel & shore / barge. SOPEP & ISM procedures to report
and deal with oil spills should be understood by all.
IV. Control of oily mixture, sludge, sewage, garbage & air pollution:
1. Ensure that all the operational requirements of MARPOL as applicable have
been complied with taking into account .
2. Quantity of sludge/oil residues being generated daily.
3. the capacity of sludge & bilge water holding tanks.
4. capacity of oily water separator, incinerator, etc .
5. Ensure oily water separator, incinerator, sewage treatment plant, primary
and/or secondary NOx treatment systems are functioning properly.
6. Check and update all entries made in the ORB.
7. Ensure the correct use of reception facilities; inadequate facilities noted and
reported by the master to the flag state.
8. Ensure the responsible personnel are familiar with the procedures for
handling sludge and bilge water.
V. Fire drills and Fire equipment:
1. 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
2. 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
3. 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
VI. Communication:
Ensure that all key personnel are able to communicate & understand each
other‘s signals during drills.
VII. Documents to keep ready for USCG inspection at arrival:
a. Oil record book
b. garbage record book
c. All relevant certificates as per the conventions
d. All certificates related to the competency of crew
e. Cargo related certificates
f. SMC and copy of DOC
g. Ballast water management plan
h. Ship board oil pollution emergency plan
4. Question
What is the purpose of annual surveys? Give a list of items that would be
examined by a surveyor during annual survey. Also explain condition of
class. What impact condition of class has on a ship’s commercial/technical
aspects?
ANSWER : -
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
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
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.
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
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.
d. All fire hoses, nozzles, applicators and spanners are situated at their
respective stations and in satisfactory condition.
e. The fixed fire fighting system controls, piping, instructions and markings
are properly maintained and serviced.
f. All semi-portable and portable extinguishers are fully charged, in their
stowed position and with valid service dates.
g. The remote controls for stopping fans and machinery and shutting off fuel
supplies in machinery spaces and where fitted, the remote controls for
stopping fans in accommodation spaces and means of cutting off power to
the galley are in working order.
h. The closing arrangements of ventilators, annular spaces, skylights,
doorways and tunnel where applicable are satisfactory.
i. The fireman’s outfits are complete and in satisfactory condition.
Condition of Class
When conducting surveys, any damage , defects, or breakdown is noticed which
is of such nature that does not require immediate permanent repair but is
sufficiently serious to require rectification by a prescribed date in order to
maintain ‘class’, suitable “condition of class” will be imposed by the surveyor.
Possible deficiencies shall normally be rectified before the renewal survey is
regarded as completed.
The Society may accept that minor deficiencies, recorded as condition of class,
are rectified within a specified time limit, normally not exceeding 3 months after
the survey completion date.
Where adequate repair facilities are not available, consideration may be given to
allow the ship to proceed directly to complete the voyage by imposing this
“condition of class”.
If it is ascertained that the owner has failed to comply with regulation of the
‘class’ on reported conditions of hull or equipment or machinery of the ship
before the due date assigned by audition of ‘class’ the ‘class’ will be suspended
or withdrawn.
A vessel must be in ‘class’ at all times to be covered for insurance and
employment.
5. Question
W.r.t 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.
ANSWER :-
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.
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.
c) 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.
d) 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.
e) 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
2) Unnecessary delay by the yard.
3) Ship may require the services of dry dock and in this case unavailability
of the dock.
4) Payment not as per terms but slow or non-existent
5) Yard going towards bankruptcy
6) Strike / workers unrest in the yard.
7) Emergency in the state and not following work to be done in the yard, can
also lead to the termination of contract.
6. Question
Describe the methodology you will practice during taking over/ handing
over of your vessel in a foreign port as a CE towards inventory
management of LO/FO onboard. In case of dispute arising thereof, describe
how it can be solved? During the circumstances how you would ascertain
the amount of oil not fit for use?
ANSWER :-
1. The normal practise 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.
2. 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 has to sign on it and out-going
C/E also has to sign on it. This handing over form is filed in C/E’s handing
over file.
3. Handing over notes are prepared by out-going C/E regarding fuel oil / lub 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.
4. The incoming C/E has to
a. 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
b. Confirm that fuel oil actually found and log book figure are
matching(nearly)
c. Check lub oil quantity on board and compare with log book figures
d. Check for any letter of protest given by previous C/E , if any letter is there
it must be signed by out-going C/E and bunker party
e. Check per day consumption of fuel oil and lubes from other records under
different conditions, i.e. ballast and loaded
f. Check the oil ROB fulfils the voyage requirements and accordingly ask
company for bunkers as necessary
g. Check all entries in the oil record book are up to date.
h. Check bunker sample laboratory test report file
i. Check the bunker operation checklist file and updated
j. Check MARPOL bunker file and bunker sample bottles and stickers for
next bunkers and seals available.
5. In case of any dispute arising over the quantity of lube oil / fuel oil delivered
on board, the out-going C/E must report the discrepancy to the incoming C/E.
If the out-going 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.
6. 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 compare with test
results obtained from the laboratory or as specified in bunker delivery note.
7. C/E should not use the Oil until it is confirmed that quality is OK.
8. Fuel Oil Specification:- To comply with the standard fuel oil quality always
use ISO 8217 standard fuel oil.
9. The only way of monitoring the oil quality would be to test the oil by
standard fuel or lub oil testing kit for immediate reference and to be tested by
approved and authorised testing agencies and labs. The results obtained from
the labs could be used in case:-
 Disputes over quality supplied by supplier
 Highlights area where operational adjustments of the main engine
may reduce damages
10.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 the bunker and
sealed in sample bottles with sufficient or complete information required.
Bunker delivery note to be retained on board for minimum 3 years and

bunker samples to be retained on board for minimum 12 months.
11.As per ANNEX VI of MARPOL 73/78 the sulphur content of fuel should not
exceed 3.5% and the oil used for sulphur emission control areas should be
less than 1%, which should be clearly specified on the bunker delivery note.
7. Question
Give a brief background of ILO and salient points of the MLC2006.When
will MLC 2006 come into force and what will happen to the existing
conventions on maritime labor. What are the features of the MLC2006?
ANSWER :-
1. 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
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.
Maritime Labour convention 2006

1. MLC is an international labour convention adopted by ILO in its 94th session
on 7th February 2006. It sets out seafarer rights to decent condition of work.
It is now globally recognized as the fourth pillar of international regulatory
regime along with SOLAS, MARPOL and STCW. It consolidates 68 ILO
legal instruments relating seafarer accommodation, rest hours, medicals,
repatriation, minimum age, condition of employment etc.
2. The ILO's Maritime Labour Convention (MLC), 2006 provides
comprehensive rights and protection at work for the world's more than 1.2
million seafarers. The Convention aims to achieve both decent work for
seafarers and secure economic interests in fair competition for quality
shipowners.
3. The convention is organized into 3 main parts:-
1) Articles – which set out the broad principles and obligations
2) Regulations and Codes – with two parts
Part A :- Mandatory
Part B:- Non- mandatory
4. These are integrated and organized into five titles:-
i. TITLE 1:- Minimum requirement for seafarers to work on a ship
a) Age – Minimum age is 16 years
b) Medical certificate – Seafarer should be medically fit
c) Training and qualification – Seafarer should be duly trained and certified
to work on board ship.
d) Recruitment and placement – License to agencies
ii. TITLE 2:- Conditions of employment
a) Seafarer employment agreement
b) Wages
c) Hours of work and hours of rest
d) Entitlement to leave
e) Repatriation
f) Seafarer compensation for the ship’s loss or foundering
g) Manning levels
h) Career and skill development and opportunities for seafarer employment
iii. TITLE 3:- Accommodation, recreation facilities, food and catering
a) Accommodation and recreation facilities
b) Food and catering
iv. TITLE 4 :- Health protection, medical care, welfare and social
security protection
a) Medical care on board ship and ashore
b) Ship owner’s liability
c) Health and safety protection and accident protection
d) Access to shore based welfare facilities
e) Social security
v. TITLE 5 :- Compliance and enforcement
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.
8. Question
What are the common hazards encountered during lifting appliances
survey/inspection?
ANSWER :-
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.
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.
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.
9. Question
Illustrate mean piston speed and its significance on consumption of F.O.
Explain how means piston speed is related to rpm and ideal combustion.
Joining an old ship as CE formulate a methodology by which you can
ascertain optimum use of FO against desired mean piston speed.
ANSWER :-
MEAN PISTON SPEED:-

It is the average speed of the piston in a reciprocating engine.
MPS = 2LN/ 60
For constant stroke length
MPS α N ............................(1)
Now,
Power = PLAN/ 60
For constant L and A
Power α PN .............................(2)
2/3 3
But, Power α (displacement) (Speed)
For constant displacement,
3
Power α (speed) ...............(3)
But speed,
V α Pitch * N, So for constant pitch,
V α N ..............................(4)
From (1), (2), (3) and (4)

3
Power α ( MPS) ...................(5)
Now,
Fuel consumed / unit time α Power ................................(6)
From (5) and (6)

3
Fuel consumed/ unit time is proportional to (MPS)
MPS LIMITATION:-
a. Increase in MPS will increase the dynamic forces and moments and this will
affect bearings, bearing bolts etc.
b. If MPS is high time available for fuel consumption is less.
c. If MPS is low, compression will be isothermal but we want compression to
be adiabatic. Low MPS will cause compression temperature to be low
resulting in incomplete combustion and increase in fuel consumption.
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
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
Mar 2013
1. Question
(i) Define the'-meaning of the term "conditions of assignment" as
applied to ships.
(ii) State how conditions of assignment contribute towards the watertight
integrity of ships.
(iii) Gi ve reasons why conditions of assignment need periodic inspection,
giving specific instances where they can be found to be less than fully
effective.
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.
Free boards are computed assuming ship to be a completely enclosed and
watertight/ weather tight envelop. The convention then goes onto recognize the
practical need for opening in the ship and prescribes means of protection and
closure of such openings. These are called condition of assignment, since the
assignment of computed free board is conditional upon the prescribed means of
protection and closure of openings such as hatchways, doorways, ventilation, air
pipes, scuppers etc. The following are the conditions which must be met before
assigning the load line :-
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.
Superstructures and bulkhead must be strengthened sufficiently. Some of the
condition of assignment which contribute towards water tight integrity are:-
 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. If above are not watertight then during rough weather
water can enter into the areas below main deck causing to reduce the free board.
So, condition of assignment very much contributes towards water integrity of
the ship.
c. Need for Periodic Inspections:-
If green sea effect is not reduced and water is being accumulated on the deck , it
can cause free board to reduce and add free surface effect. In rough weather if
any longitudinal or transverse girder give way it can cause structural failure and
water can enter area below main deck.
“Condition of Assignments” needs 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.
Examples of items which may no longer fulfill the conditions could be:-
1) Coaming of hatches, ventilators, air pipes -- corrosion especially at weather
deck level
2) Gangways, rails, bulwarks --- damaged or not properly secured, will hamper
the safety of crew
3) In engine room ship side valves and stub pieces can get corroded and thinned
down with time, so they need periodic inspection.
4) Sealing arrangements of closing devices are made of neoprene. They become
hard with time and needs renewal.
5) Corrosion reduces resilience of locking arrangement. So, they need to be
inspected.
2. Question
Name the present ISO standards for Marine Fuel and explain the silent
feathers of it. With reference to fuel oil analysis report, explain the relevant
corrective action which can be initiated against various adverse
observations in it.
ANSWER:-
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:
 1987 – first edition
 1996 – not in use any more
 2005 - most widely used specification
 2010 – provides for better fuel quality
 2012 - adding test method for H2S content
2. The 5th edition of the ISO 8217 marine fuel standard was released on 15th
August 2012. This new edition, which should be referred to as ISO
8217:2012, has only a few changes from the ISO 8217:2010 standard.
a) Pour point limits for DMX gas oil are removed from Table 1
b) There is a change in the test method for Hydrogen Sulphide (H2S), which
has been updated to IP 570-12A (Vapour Phase Processor). This change
improves the accuracy of the test. The parameter limit is unchanged at
2.00 mg/kg
c) Clause 2 “Nominative references” no longer states the reference
year for the test methods.
3. The ISO standard is regularly revised to account for engine technology
development and statutory environmental requirements such as MARPOL
Annex VI. Amendments in 2010 focused on the level of used lubricating oils
(ULO) within fuel oils.
Some of the Salient features are :-
1. ISO 8217:2010 specifies four categories of distillate fuel, one of which is for
diesel engines for emergency purposes. It also specifies six categories of
residual fuel.
2. Provides for better fuel quality.
3. Improvement of the safety levels in shipboard operation.
4. Reduced engine damage and consequential risks.
5. Positively affects Owners’ image and reputation.
6. The ISO 8217:2010 standard defines maximum and minimum values for
various parameters including:
a) density, which is required to determine purification settings and is used to
calculate the amount of fuel bunkered.
b) viscosity, which is expressed as a fluid’s resistance to flow. In everyday

terms this is ‘thickness’. Viscous (thick) fuels require preheating to reduce
the viscosity and enable good purification, injection and combustion in
the engine cylinder.
c) flashpoint of the fuel indicates the temperature at which a fuel vapour is
produced and can be ignited. In accordance with SOLAS requirements,
the flash point must be above 60 degrees Celsius. (This does not apply to
fuel that will be used for emergency purposes such as generators, fire
pumps and lifeboat engines)
d) aluminium and silicon (Catalytic fines) are remnants of the cracking
process at the refinery. They are introduced as a catalyst to assist with the
refining in a catalytic cracking process. These highly abrasive particles
can cause rapid wear of engine components and can be difficult to remove
or separate using the ship’s fuel treatment equipment
7. The products are designated by a code that consists of:
 the initials ISO
 the letter F (for petroleum fuels)
 the category of fuel, consisting of three letters
–– the first letter of this category is always the family letter (D for
distillate or R for residual)
–– the second letter, M, designates the application ‘Marine’
–– the third letter, X, A, B, C, …, K, which indicates the particular
properties in the product specification (ISO 8217), for residual fuels, a
number which corresponds to the maximum kinematic viscosity, in
mm2/s, at 50°C.
8. Changes for residual fuels in 2010 edition
• RMA 10 grade was added (previous DMC grade)
• RMG and RMK grades were expanded to include additional viscosity
grades.
• RMF and RMH grades were removed.
• Sulphur limits were excluded from residual fuel limits, as these are
controlled by statutory requirements.
• Sulphur limits for distillate fuels were retained.
• Ash limit values, for residual fuels, were reduced for many of the
categories (RMG 380 from 0.15% m/m to 0.10% m/m)
• Vanadium limit for RMG 380 was increased from 300 ppm to 350 ppm
• Vanadium limits for other grades were reduced, but for RMB 30 where
limit remained unchanged
• Catfine (Al + Si) limits were reduced from 80 ppm to 60 ppm
Bunker quality disputes :-

1. C/E should take care to ensure that bunkers supplied matches with
specifications as per ISO 8217.
2. To ascertain about the quality of bunker, it is necessary to take the samples

in prescribed manner. The sample should be divided into 4 or 5 subsamples.
Out of these one should be sent to laboratory for analysis by the ship. The
supplier has the duty to provide ship with MARPOL sample and the seal
number of this must be recorded in the BDN, along with seal numbers of
other samples.
3. If the ship’s sample report comes and it shows bunker to be of lower quality
or not as per specification, ship staff should tender a complaint regarding
quality.
4. As per BIMCO standard bunker clause this complaint should be tendered
within 30 days of delivery. After receiving the complaint the supplier will
send their sample to laboratory and will match its result with ship’s one.
Otherwise both can choose an independent laboratory for testing the sample.
5. BDN should be maintained for 3 years.
6. C/E should record all relevant information that can lead to machinery
damage due to poor quality fuel.
7. One set of ship’s sample should be retained on board for further investigation
and litigation.
8. If there is dispute with regard to quantity and quality following should be
done
a. Records of initial tank soundings, oil transfer details final tank sounding
should be maintained
b. Location of tanks where suspected bunkers have been used
c. Ullage sheets and bunker delivery receipts to be preserved.
d. Bunker samples to be preserved
e. ‘Note of protest’ deck and engine logs must be preserved,
f. A record of chief engineer and crew members involved in bunkering
operations to be maintained
g. Name of those present at the time when bunkers samples have been taken
h. The crew members involved in correcting any problems with substandard
bunkers .
i. Owners must be notified promptly.
9. It is common for the bunker receivers to raise a claim even when the single
test results are outside the limits prescribed by the ISO 8217 standard.
10.Adverse observations can be in terms of
a. Density:-
Max limits: 991 Kg/m3 (RMG Grade) & 1010 Kg/m3 (RMK Grade)
It is the relation ship between mass and volume at a defined temperature
15ºC
• Increased density may:
- Affect the centrifuge operation (ineffective in water removal)
- Affect the engine’s performance (increase of CCAI, with viscosity
constant)
- Reduce the specific energy of the fuel
• Reduced density than that declared by suppliers,

results in economical loss for the buyers; bunkers are sold by weight, but
delivered by volume
b. Viscosity
Viscosity is a measure of how fuel will flow and it varies with temperature; as
heavy oil is heated, it will flow more easily Viscosity is measured at 40o C for
distillate and 50º C for residual fuels. For residual oils, the common viscosity is
180 cSt and 380 cSt, but it reaches up to 700 cSt
Viscosity greater than specified, may affect pump ability, preheating, settling /
separation, spray formation, atomization and combustion. The maximum
viscosity of the fuel that can be used in an engine depends on the heating
facilities available. However, too hot fuel, part of it may turn to gas at the
injection pumps, which is preventing the generation of proper injection pressure.
Increased viscosity is not a problem for the engine, provided that
it is reduced to levels recommended by the engine manufacturers (10-15 cSt at
engine inlet).
c. Sulphur
Sulphur content is dependant on the geographical source of crude oil and the
degree of blending with low-sulphur components. Sulphur will burn to form
sulphur oxides (SOx) which may convert to corrosive acids under certain
conditions (low temperatures) and cause corrosion to low temperature zones
(“cold corrosion”). Acidity is neutralized by the alkalinity of the cylinder
lubricating oil (BN). Selection of cylinder oil depending on the sulphur content
of the fuel oil. Low-sulphur fuels (below 1%), if used with high BN cylinder
lubricating oil, will result in overdose with alkaline additives, leading to alkaline
deposits on the piston top land. Alkaline deposits will scrape-off cylinder oil
film, resulting in dry friction between the cylinder wall and piston rings and the
development of cylinder liner scuffing
Recommended action:
• Carefully select the cylinder lubricating oil to be compatible
with fuel oil sulphur content
• Carry 2 grades of cylinder oil; one for use with high sulphur
fuel and the other for operation on low sulphur fuel
d. Aluminium + Silicon
Limit as per ISO 8217:2010, RMG & RMK grades – 60 ppm (previous 80 ppm).
Hard and abrasive particles used as catalyst in petroleum refining process.
Engine manufacturers limit the amount of catalytic fines in the fuel injected into
the engines to 15 mg/kg. Not always evenly distributed in the fuel. Sometimes
accumulated in the sediment.Very difficult to be removed, as they are attracted
to water droplets. Exceeding the level of Al+Si of 15 mg/kg at the engine’s inlet
may cause excessive wear of the components in the combustion chamber (piston
grooves, piston rings, cylinder liners) and of the fuel injection equipment (fuel
pump plunger and barrel, fuel injection valves)
Precautions to take:
• Maintain the separators according to manufacturers’ instructions, using

approved spare parts. Ensure efficient centrifuging through FO separators,
which will reduce Al+Si content to acceptable levels (reduced throughput and
temperature around 98°C)
• Thorough separation required even if bunkered fuel within specification
(catfines settle in the tank and may be supplied to the FO system during rough
weather)
e. Water
Allowed up to 0.5% v/v for residual fuels and 0.3% v/v for distillate fuels
(DMB)
• Water reduces specific energy
• Water may lead to a wide range of engine problems depending on the source of
the water; fresh or seawater. Fresh water contamination from condensation,
leaking steam heating coils, badly set up centrifuges and rain water ingress
through tank lids or sounding pipes. It may lead to corrosion damages to fuel
pumps and injectors. Removal of fresh water by centrifuging only if free in the
fuel (emulsification renders the separation difficult, if at all possible)
Recommended centrifuging separation, sufficient settling time, sufficient
heating in the settling tanks and by the use of proper draining arrangements on
the settling and service tanks.
f. Ash
Allowed up to 0.15% m/m, for residual and 0.01% m/m, for distillate fuels
During combustion, metal content is converted into solid ash particles, which -
at certain temperatures - become partly fluid, adhering and causing corrosion
damage to piston crowns, exhaust valves, turbocharger blade surfaces and boiler
tubes. Stiction temperature is lowest for ashes that are rich in vanadium and/or
sodium. A sodium/vanadium ratio of 1:3 is generally facilitating the
phenomenon of high temperature corrosion to occur, as ash melting temperature
is even below 400º C. Ash removal recommended by frequent cleaning
g. Sodium
Allowed up to 100 ppm for RMK & RMG grades.Sodium is found originally in
fuel oil and very occasionally the sodium hydroxide used in the refining process
Fuels normally have a sodium content between about 10 ppm and 50 ppm.
Sodium in contaminating seawater greatly increases the problems, i.e. high
of sodium content).
Unlike vanadium, sodium can be removed by water removal (centrifugal
treatment and settling). Also, high temperature corrosion problems are limited
by:
- Efficient cooling of valve seats and faces
- Use of valve rotators to even out the thermal load on the valves
- Use of corrosion-resistant materials (stellite and nimonic steels)
3. Question
Discuss IEC & NEMA standard for marine electrical equipments. What are
the basic qualities required for marine electric cables? How will you
confirm that electrical equipment ordered by you are suitable for the
intended use onboard?
ANSWER :-
1. Founded in 1906, the IEC (International Electrotechnical Commission) is

the world’s leading organization for the preparation and publication of
International Standards for all electrical, electronic and related technologies.
These are known collectively as “electrotechnology”.
2. IEC provides a platform to companies, industries and governments for
meeting, discussing and developing the International Standards they require.
3. The IEC is one of three global sister organizations (IEC, ISO, ITU) that
develop International Standards for the world.
4. IEC standards are also being adopted as harmonized standards by other
certifying bodies such as BSI (Great Britain), CSA (Canada), UL &
ANSI/INCITS (USA), SABS (South Africa), SAI (Australia), SPC/GB
(China) and DIN (Germany). IEC standards harmonized by other certifying
bodies generally have some noted differences from the original IEC standard.
5. IEC 60092 forms a series of International Standards concerning electrical
installations in seagoing ships and fixed or mobile offshore units,
incorporating good practice and co-ordinating as far as possible existing
rules.
6. These standards form:
a) a code of practical interpretation and amplification of the requirements of
the International Convention on Safety of Life at Sea;
b) a guide for future regulations which may be prepared and
c) a statement of practice for use by owners and builders of ships and fixed
or mobile and offshore units and other appropriate organisations.
1. NEMA, National Electrical Manufacturers Association is the association

of electrical equipment manufacturers, founded in 1926 and headquartered in
Arlington, Virginia. Its member companies manufacture a diverse set of
products including power transmission and distribution equipment, lighting
systems, factory automation and control systems, and medical diagnostic
imaging systems.
2. It provides a forum for the standardization of electrical equipment, enabling
consumers to select from a range of safe, effective, and compatible electrical
products. The organization has also made numerous contributions to the
electrical industry by shaping public policy development and operating as a
central confidential agency for gathering, compiling, and analyzing market
statistics and economics data.
3. Reference Specifications, Standards, and Codes applicable to marine

electrical equipments are
I. NEMA Standards Publication ICS 2-2000, Industrial Control and
Systems Controllers, Contactors, and Overload Relays, Rated 600 Volts
(2000) (“NEMA ICS 2”)
II. NEMA Standards Publication ICS 2.3-1995, Instructions for the
Handling, Installation, Operation, and Maintenance of Motor Control
Centers Rated not More Than 600 Volts (1995) (“NEMA ICS 2.3”)
III. NEMA Standards Publication No. ICS 2.4-2003, NEMA and IEC
Devices for Motor Service—a Guide for Understanding the Differences
(2003) (“NEMA ICS 2.4”)
IV. NEMA Standards Publication No. ANSI/NEMA 250-1997, Enclosures
for Electrical Equipment (1000 Volts Maximum) (Aug. 30, 2001)
(“NEMA 250”)
V. NEMA Standards Publication No. WC-3-1992, Rubber Insulated Wire
and Cable for the Transmission and Distribution of Electrical Energy,
Revision 1, February 1994 (“NEMA WC-3”)
VI. NEMA WC-70/ICEA S-95-658-1999 Standard for Non-Shielded Power
Rated Cable 2000V or Less for the Distribution of Electrical Energy
(1999) (“NEMA WC-70”), 111.60-13.
Ship wiring cables have to withstand a wide variety of environmental
conditions, e.g. extremes of ambient temperature, humidity and salinity.
The normal distribution voltage on ships is 440 V and cables for use at this
voltage are designated 600/1000 V, i.e. 600 V to earth and 1000 V between
conductors. Higher voltage systems require cables with appropriate ratings, e.g.
for a 3.3 KV 3-phase -earthed neutral system the required cable rating is
1900/3500V for 3-phase insulated systems the cable rating would be
3300/3300V.
Marine electrical cables should be
a. tough and resilient,
b. Should have good heat, ozone and moisture resistance
c. It should be halogen free, flame retardant, fire resistant and low smoke.
d. Conductors are of annealed stranded copper which may be circular or
shaped.
e. Cable insulation has a thickness appropriate to the system voltage rating.
Insulation materials are generally organic plastic compounds. Butyl rubber,
ethylene propylene rubber (EPR) , Cross-linked polyethylene (XLPE), Mineral
Insulated, Metal Sheathed cables are generally used
It is of vital importance for the safe execution of the work on electrical
equipment and fittings comply with all regulations and recommendations in
force. The materials ordered shall conform to the regulations and certification
provided where applicable. The Electrical equipments ordered should be class
approved and should meet the test requirements according to guidelines
based on the IACS Unified Requirements E10, "Testing Procedure for
Electrical, Control and Instrumentation Equipment, Computers and Peripherals

covered by Classification".
4. Question
Compare the latest EU stipulations for LSFO on merchant ships with the
existing MARPOL requirements. Discuss the difficulties for its
implementation on existing ships and its commercial impact on ship
operations.
ANSWER :-
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 fuel-
changeover 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:
 Lubricity: important especially for fuel injection and gear type pumps,
 Viscosity: fuel oil cooler might be necessary in the supply system
 Compatibility: solubility of asphaltenes has to be considered (change over
process)
 Addition of bio fuels could create additional problems (compatibility,

stability, fouling, hygroscopic)
 Different flashpoint for marine fuel oil and for fuel used land-based for
trucks and for inland water vessels (60/55 oC)
 SOLAS II-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
 Low and High sulphur fuel has to be stored in different tanks.
 Different 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.
 If low sulphur fuels are used, high wear rates may be experienced with fuel
injection equipment.
Fuel Oil Supply System: e.g. Pipes, Pumps, Cooler/Heater, Fuel Oil Booster
Systems
 The fuel oil supply system must to be in compliance with fuel change over
procedure as specified by the engine and boiler/burner manufacturer for the
relevant fuel grades
 For LSDO a fuel oil cooler is recommended
 For existing pumps loss of delivery pressure at low viscosities is to be
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.
 Additionally installed fuel oil supply systems have to comply with the Class
requirements for unattended machinery spaces in terms of alarms,
redundancy and stand-by pumps
 Fuel return lines have to be considered to avoid possible contamination of
low sulphur fuel by other fuels
Main Propulsion and Auxiliary Engines, at Berth normally Auxiliary
Engines only
 Lubricity: important especially for fuel injection and gear type pumps, the
experience of marine diesel engines on LSDO with less equal 0.1 % S is
limited
 Viscosity: fuel oil cooler might be necessary in the supply system to achieve
the required viscosity for injection
 The fuel change over procedure may vary from engine type to engine type
 Operation of the engine and the choice of lubricants has to be in compliance
with the engine manufacturer’s specification
Main and Auxiliary Boilers, especially Burners and Burner Control System
The manufacturer of the boiler, burner or the burner control system has to assure
that the system is suitable for the burner operation with the different fuel grades.
In particular:
 The flame monitoring sensors must be suitable for the different spectral
emission ranges
 The pre-purging process has to take LSDO operation into account
 The fuel oil/ air ratio might have to be corrected
 The nozzles of steam, air or pressure atomizing burners have to be selected in
accordance with the specification of the manufacturer for the different fuel
grades
 The heat flux in the different boiler areas has to be considered by the
manufacturer for the fuel grades to be used
Fuel is by far the largest operational cost for shipowners and has already
increased in price by about 300% since 2000, according to ICS. However, the
current 80% to 100% price differential between low sulphur distillate and the
residual fuel oil that is currently in use is predicted to increase further if the new
demand that will be created by the MARPOL requirements is not matched by
increased supply.
The price difference between IFO 380 and MGO (0.1% sulphur)
fluctuates strongly in time with a long term average of 93% (period 1990-2008).
The price difference between LS 380 and MDO fluctuates between, with a long
term average of 87%. In other words, the specified MDO is on average 87%
more expensive than LS 380. Overall the cost of marine distillate fuels is about
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.
5. Question
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.
ANSWER :-
ships applies to all ships greater than or equal to 400 gross tonnage and these
vessels are required to have an IAPP certificate after IMO introduced annex VI
by means of protocol in 1997. 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.
Also, after 19 may 2005 any installation which contains ODS other that
HCFC is prohibited. Installation containing HCFC is permitted till 1st January
2020.
administration.
substance in respect of—
6. Regulation 13: – Nitrogen Oxides (NOx
This regulation applies to ships having engine > 130 KW. Engines are divided
into 3 tiers and each tier has different limitation on NOx emission depending on
the RPM of engine.
f. Check all engines are certified and have the necessary documents.
g. Sight the EIAPP certificate and Check that a approved Technical file is
h. Verify record book of engine parameters for all diesel engines is updated.
Check that the following is updated in the file:
i. Confirm that NOX influencing components for diesel engines are provided
with manufacturer's identification code.
j. Confirm NOx emission related engine settings for diesel engines in order.
7. Regulation 14:- Sulphur Oxides SOx
e. 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
f. Confirm satisfactory installation and documentation for fuel switching
g. Verify the log-book for operation of fuel oil systems with low-sulphur fuel
oils (SECA), is updated and in compliance.
h. Verify operation of Exhaust gas cleaning system, if fitted.
8. Regulation 15 :- VOC
c. Applicable for tankers only when entering ports where this is required.
Verify VOC return system certification and Vapour emission control system
manual on board.
d. Confirm condition of vapour collection system. Check Vapour collecting
g. Get an overview of Incinerators requiring type approval Incinerator installed
after 2000-01-01to be approved according to resolution MEPC 76(40),
h. Check the Certificate and operation manual on board.
i. Verify satisfactory operation Check proper functioning of Alarm and Trips
j. 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.
k. Check drip trays under burners, pumps and strainers should be free of oil
deposits.
l. Check list of materials not to be incinerated is posted near the incinerator.
h. Verify bunker delivery notes onboard and with correct content.
i. Verify that each bunker delivery note is accompanied by a representative

sample.
j. 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
k. Sampling shall be drawn continuously throughout the bunker period as per
MEPC.96(47).
l. Confirm satisfactory storage of fuel oil samples in a safe storage location,
outside the ship’s accommodation, where personnel would not be exposed to
vapours which may be released from the sample.
m. 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.
n. Verify that BDN's are provided for all bunker operations, recorded in E/R
General Requirements for shipboard incinerators, as mentioned in

Annex VI of MARPOL 73/78.
6. Onboard incineration outside an incinerator is prohibited except that sewage
7. Incineration of Annex I, II and III cargo residues, of PCB's (Polychlorinated
prohibited.
8. Incineration of PVC’s (polyvinyl chlorides) is prohibited except in shipboard
76(40).
9. Monitoring of combustion flue gas outlet temperature shall be required at all
10.For batch-loaded shipboard incinerators, the unit shall be designed so that the
11.All incinerators installed on or after 1 January 2000 shall be type approved in
specification for shipboard incinerators. For such incinerators a
manufacturer's operating manual is required.
6. Question
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
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.
7. Question
Explain PSC inspection underline its authority for exercising basis of such
inspection – Enumerate relevant regulations, articles and annexes of
SOLAS 74, load line 66, MARPOL 73/78, STCW 95 and tonnage 69 which
form provision for PSC.What is understood by concentrated inspection
campaign ?
ANSWER :-
1. All ships in commercial trading need to be registered on country which

identifies its owners. The country of registration is known as “flag state” it is
the duty of the flag state to ensure all its ships flying their flag is safely
constructed, equipped and maintained as per relevant regulations of IMO and
ILO.
2. But ship trade internationally and have to call at various ports all over the
world and many ships may not call their flag state ports, so it makes
inspection of ships by flag state to ensure compliance with rules regarding
safety, maintenance, manning etc impossible so it is imperative that ships
must be inspected at various ports to ensure compliance. This is termed as
port state control(PSC).
3. Port state control inspection is an inspection program under which all
countries work together to ensure that all vessels entering their waters are in
compliance with strict international safety and Anti-pollution standards.
4. All countries involved in inspecting ships will share their findings with each
other. The ships that are found to be in violation of laid down standards are
detained in port, until their deficiencies have been rectified.
5. The objective of PSC is to detect and discourage owners from operating
substandard ships that endanger not only the ships crew and the port, but also
the environment.
6. PSC inspection helps to minimize the threat to life, properly and the
environment by disallowing substandard shipping.
7. 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.
8. 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.
9. 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.
10.Any state may also in act its own domestic laws and impose additional nation
al rules and regulations on foreign ships entering its water USA for example
has enacted the oil pollution act 1990 (OPA 90) which makes it mandatory
for tankers to have double hull or equivalent protection against spillage for
entry into any us port.
The relevant regulations Articles and annexes which form the provision for PSC
are as follows.
SOLAS 74
Regulation I/19:- General Provisions/ Control
Regulation IX/6:- Management of safe operation of ship/ verification and
control
Regulation XI-1/4:- Special measure to enhance maritime safety / PSC on
operational requirement
Chapter XI-2:- Special measures to enhance maritime securities (ISPS code)
MARPOL 73/78
Article 5:- Certificate and special rules and inspection of ships
Article 6:- Detection of violation and enforcement of the conventions
Annex I ,Regulation 11:- Regulation for prevention of pollution by oil/ PSC
on operational requirement.
Annex II, Regulation 16:- Regulation for prevention of pollution by
NLS/Measures of control/ PSC on operational requirement.
Annex III, Regulation 8:- Prevention of pollution by packaged harmful
substances/ PSC on operational requirement.
Annex IV, Regulation 13:- Regulations for the Prevention of Pollution by
Sewage / PSC on operational requirement.
Annex V, Regulation 8:- Regulation for prevention of pollution by garbage/
PSC on operational requirement.
Annex VI, Regulation10:- Regulation for prevention of air pollution/ PSC on

operational requirement.
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.
Concentrated Inspection Campaign are designed by several MOU members

to alert owners visiting their ports in order to promote specific compliance with
a convention. The purpose of this joint Concentrated Inspection Campaign is to
ensure compliance with rules and regulations under various conventions.
Every year a PSC Concentrated Inspection Campaign on an agreed topic by the
major MOUs is carried out. In practice, the Concentrated Inspection Campaign
means that during a regular port State control inspection the arrangements,
maintenance records and other applicable documentation related to agreed topics
will be verified in more detail for compliance.
These campaigns normally last a period of 3 months and focus on a specific area
of the ship. Eg.
CIC on Propulsion and Auxiliary Machinery,
CIC on on Hours of Work and Rest,
CIC on Fire Safety Systems,
CIC on structural safety and the international conventions on load line
CIC Lifeboat Launching Arrangements
CIC to verify Safety of Navigation in compliance with SOLAS Chapter V
8. Question
What are the UNCLOS provisions concerning ship’s flag and nationality?
In observation of UNCLOS what the duties are` of flag States and how is it
enforced?
ANSWER:-
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.
Part VII High seas
high seas
10.Assume jurisdiction under its internal law over each ship flying its flag and
11.Take such measures for ships flying its flag as are necessary to ensure safety
d) Construction, equipment and sea worthiness of ship
e) Manning of ships, labour conditions, training of crew (STCW & ILO
convention)
f) Use of signals, the maintenance of communications and preventions of
iv. each ship is surveyed before and after registration by a qualified surveyor
v. each ship is in charge of master and officers who posses appropriate
vi. The master, officers, crew are fully conversant with and required to
COLREG, GMDSS etc.
12.In taking above measures, each state is required to confirm to generally
13.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
14.Every state must cause an enquiry by a qualified person/s into every marine
Enforcement by flag state

Article 217
1. Every state must adopt laws / regulations to ensure compliance of
international laws by ships flying its flag.
2. State must take appropriate measures to prevent vessel from sailing unless
they are complying with international rules and standards regarding design,
construction, equipment and manning.
3. States must ensure that their vessels are carrying onboard all certificates
required by as per international requirements and must ensure periodical
inspection of ships for compliance.
4. State must provide a investigation when its vessel commits a violation of
international rules and regulations.
5. State should enforce its national laws if sufficient evidence is there against its
vessel.
6. It should be prompt in responding to any request for information by any other

state and it should inform competent international organization about action
taken.
7. Flag state must fix adequate penalty for any vessel which violates the law
and the penalty must be adequate in severity to discourage future violation.
8. Flag states should cooperate with other flag states if assistance is requested.
9. Question
Your vessel, which had recently been dry docked, is showing a significant
increase in fuel oil consumption. Frame a report, in the format of an e-mail
message, addressed to the Engineer Superintendent. Discuss the related
inspections made, findings established and suggestions for repair, if any.
ANSWER :-
To : super@merchantshp.com
cc : technicaldirector@merchantship.com
bcc : purchase@merchantship.com
SUBJECT :- Increase in Fuel consumption of Main Engine, MT Aframax
Through the Master, MT Aframax
Respected Sir,
Subsequent to the email sent on 16-04-2013 and reference
telephonic conversation, the cause of increase in fuel oil consumption for main
engine was studied and following conclusions reached for remedies. On 11-05-
2013, MT Aframax undocked from Colombo dry dock. All surveys had been
completed to Class satisfaction. The vessel commenced her ballast voyage to
Fujairah for loading.
After 24 hrs of sailing, Main engine was stopped for short interval, for all
relevant checks to be made, especially on main propulsion plant. On 14 – 04-
2013 at 1200 hrs it was noticed that the main engine fuel oil consumption has
increased by 20 % as compared to earlier ( normal ) ballast voyage consumption
at a steady speed of 80 RPM. After rechecking the FO flow meter to confirm
that it was not malfunctioning. It was decided to carry out detailed check to
ascertain the reason for increase in consumption.
A Set of indicator card was taken and compared with those taken earlier
during ballast voyages as well as at the time of sea trials. It was found that the
Pmax of all units had increase by around 25 % for the same engine speed.
(80rpm)
On 15-04-2013 all the checks were made on main engine, VIT setting,
Fuel racks, Turbocharger, FO pumps, Thrust bearings, bottom end bearings,
crosshead bearings. After comparing with earlier data, all reading were found
satisfactory with no visible defect noticed.
Vessel proceeded to load port at low speed with continuous monitoring of
engine parameters. The Vessel was anchored and expected time at the anchorage
will be of about 24 hrs. As requested a diver team was arranged by the local
agent to inspect hull and propeller. It was found that the trailing edges of the 2
adjacent blades where distorted by about 120 Deg for mean depth of around 10
cm and length of 1.5 m. It was suspected that the propeller had struck some
under water object, while undocking, as some vibrations were felt at the time.
The damaged areas of the propeller can be seen in the underwater
photograph taken. The relevant area are also been marked in the drawing of the
propeller, which is scanned and attached with this mail.
The vessel is in ballast, it could be trimmed by head to access the
propeller blades for repair. The agent had confirmed the anchorage period to be
minimum 24 hrs and the necessary port clearances to carry out the repair work at
anchorage were obtainable. He was asked to make the necessary arrangements
for an approved workshop to carry out trimming operation on the propeller
blades. Trimming off the blades will be accomplished by using pneumatic tools
and care will be taken to do so without damaging the propeller.
Expected duration of the repair work is 6 hrs. Details of the cost/
workshop expenses incurred will be reverted to you through the agents. We
estimate the entire repair work should be completed at least 4 hrs before
berthing at the port. As such the vessel would not be delayed on account of this
repair.
Details of the performance test carried out have been recorded in the
performance test sheet of 16-04- 2013. Detailed reports of main engine fuel
pump checks, VIT racks and scavenge space inspection are being mailed. The
crank shaft deflection reading taken on 16-04-2013 as well as those taken on 13-
03-2013 and before and after dry dock have also been scanned and attached with
this mail.
A detailed work done report will be couriered. The IRS surveyor will be present
throughout the repair, so that all work can be carried out under his direct
supervision.
Kindly advice.
Thanking you
Your Sincerely
Chief Engineer
XYZ
MT Aframax
Apr 2013
1. Question
Explain in detail the significance of propeller curves. Enumerate the Safety
Margins in relation to the propeller operations.
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 ship’s hull, the new conditions can no longer be attained.
11.The thermal loading of an engine depends chiefly on the mean effective
pressure, the position of the operating point is also important, the farther left
it is situated from the propeller curve in the diagram, the poorer the air
supply to the engine and more unfavourable the engines operating condition
will become.
12.In order to attain maximum working conditions the operating point of the
engine for continuous should lie in the Range A on the right side of nominal
propeller characteristic.
Range A :-
The portion on the right of the nominal propeller characteristics is the service
range without continuous operating restrictions related to the selected MCR
point. The portion on the left of the nominal propeller characteristic is the
service range for transient operating conditions and should be avoided for
continuous operations
Range A’ :-
Maximum permissible engine power 40 % MCR from approx. 50% upto 67 %
of the MCR speed.
Range B :-
Service range with operational time limit. This characteristic originates from the
reference point 95% MCR power and 95 % MCR speed. With longer operating
time in this range, thermal overloading and possible resulting engine damage
may be expected.
Range C :-
Service range with over speed of 104 % to 108% of MCR speed, only
permissible during sea trials to demonstrate the MCR power in presence of
authorised representatives of engine builder.
Range D :-
Recommended layout range for fixed pitch propeller valid for maximum
draught, clean hull under contractual weather and sea conditions.
Range E :-
Overload range permissible only for maximum one hour during sea trials in the
presence of authorised representatives of engine builder.
There are 4 safety margins used

1. Sea Margin ( SM) ( approximately 15 % power )
The increase in power to maintain a given ship’s speed achieved in calm
weather (point ‘A’ ) and under average service condition (point ‘D’), is defined
as the ‘sea margin’. This margin can vary depending on owner’s and charterer’s
expectations, routes, season and schedules of the ship. The location of the
reference point ‘A’ and the magnitude of the sea margin are determined between
the shipbuilder and the owner.
With the help of effective antifouling paints, dry-docking intervals have been
prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an average
sea margin of about 15 % of the sea trial power.
2. Light running margin (LR)

It is the compensation for loss in RPM between dry docks for constant power
operation .
The sea trial performance (curve ‘a’) in figure C3 should allow for a 4 to 7 %
light running of the propeller when compared to the nominal propeller
characteristic (the example in figure C3 shows a light running margin of 5 %).
This margin provides a sufficient torque reserve whenever full power must be
attained under unfavourable conditions.
The recommended light running margin originates from past experience. It
varies with specific ship designs, speeds, dry docking intervals, and trade routes.
Therefore the ‘light running margin’ required will be 5 to 6 %. This is the sum
of the following factors:
a) 1.5–2 % influence of wind and weather with an adverse effect on the intake
water flow of the propeller.
b) 1.5–2% increase of ship’s resistance and mean effective wake brought about
by:
 Rippling of hull (frame to frame).
 Fouling of local, damaged areas, i.e. boot top and bottom of the hull.
 Formation of roughness under paint.
 Influence on wake formation due to small changes in trim and immersion
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:
 Fouling of scavenge air coolers.
 Fouling of turbochargers.
 Condition of piston rings.
 Fuel injection system (condition and/or timing).
Increase of back pressure due to fouling of the exhaust gas boiler, etc.
3. Engine margin (EM) or operational margin (OM)

Contractual speed is 90 % MCR for most engines. This is the margin allows
the vessel to increase speed above the contractual speed. Most owners
specify the contractual ship’s loaded service speed at 85 to 90 % of the

contract maximum continuous rating. The remaining 10 to 15 % power can
then be utilized to catch up with delays in schedule or for the timing of dry
docking intervals.
4. Shaft Generator Margin (SG) :-

It is given in case a shaft generator is fitted.
2. Question
Describe a procedure to establish a training programme appropriate for the
training need of engine room personal on board, where you have joined as
chief engineer. Illustrate the measure you will under take in view of a
section of engine room personnel not adept in attaining the standard with in
a specified time period.
ANSWER :-
1. Programs that can be implemented for training of E/R staff shall be in

accordance with chapter VI of STCW code, which deals with Standards
regarding emergency, occupational safety, security, medical care and

survival functions.
2. 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.
3. These not only reduce the response time but also increase the confidence.
4. Before being assigned to any shipboard duties seafarer should receive
appropriate approved basic training or instruction in
a) Personal survival techniques as set out in table A-VI/1-1, whereby the
Specification of minimum standard of competence in personal survival
techniques are laid down. This should include knowledge and
understanding and proficiency in matter pertaining to :
i. Types of emergency situations which may occur, such as collision,
fire, foundering, etc.
ii. Types of life-saving appliances normally carried on ships
iii. Equipment in survival craft
iv. Location of personal life-saving appliances
b) Fire prevention and fire fighting as set out in table A-VI/1-2, whereby
specification of minimum standards of competence in fire prevention and
fire fighting are laid down. This should include the knowledge
understanding and proficiency in matter pertaining to :
i. Elements of fire and explosion – fire triangle – types and sources of
ignition – flammable material – fire hazards and spread of fire –
extinguishers etc.
ii. All E/R personnel must be made well aware of fire plan on board
ship, their duties should be explained importance of the same w.r.t
emergency situation should be explained.
iii. Classification of fire – applicable extinguisher, location of FFA in
engine room ,emergency escape routes, internal communication, fire
and smoke detection system, automatic fire alarm system, manual
fire-call points etc.
iv. Donning of fire man suits, use of SCBA, ventilation quick closing
valves, fire control stations and places where emergency fire pump
can be started remotely. Brief description and operation of fixed fire
fighting installations, rescue procedures of casualty, under what
conditions engine room should be evacuated etc.
v. Fire drills to be conducted weekly, assessment of performance,
improvement etc.
c) elementary first aid as set out in table A-VI/1-3, whereby specification of
minimum standards of competence in elementary first aid are laid. This
should include knowledge and Understanding of immediate measures to be
taken in cases of emergency, including the ability to:
i. position casualty
ii. apply resuscitation techniques
iii. control bleeding
iv. apply appropriate measures of basic shock management
v. apply appropriate measures in event of burns and scalds,including
accidents caused by electric current
vi. rescue and transport a casualty
vii. improvise bandages and use materials in the emergency kit.
d) Personal safety and social responsibilities as set out in table A-VI/1-4;
where by Specification of minimum standard of competence in personal
safety and social responsibilities. This should include knowledge and
understanding of emergency procedures, pollution prevention and
protection, safe working practises, effective communication and human
relation on board.
5. Chief engineer plays a important role towards satisfactory training of engine
room personnel.
6. Chief engineer must establish a training program onboard ship. He should:
a) Break down various jobs into duties, tasks, and sub tasks.
b) Establish priorities of tasks.
c) Define performance standards for each task.
d) Identify preferred mode of learning.
e) Collect data on profile of trained personnel.
f) Give trainee independence of doing job and at the same time supervise the
work constantly.
g) Identify constraints like language, lack of training, etc.
7. The training program can be structured for an engine room personnel on
board, in following manner:-
Emphasis on safe working practices
a) Importance o f safety
b) Ship familiarisation hazards
c) Nature of shipboard hazards
d) Use and importance of PPE
e) Use and demonstration of LSA
f) List & familiarise with hazardous operations. Eg; hot work, enclosed
space entry etc., & awareness regarding company’s(SMS) procedures.
g) Loading and unloading of cargoes
h) Handling of deck machineries, cranes, mooring winch.
i) Portable and fixed fire fighting systems
j) Emergency alarms, muster points & duties.
k) Escape routes
Operation and maintenance of machinery
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
a. Explain the term ‘emergency’ as any situation which is threat to life,
property or environment
b. Types of emergencies
c. Shipboard contingency plan for corresponding emergencies
d. 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
8. If trainee is found to be lacking in knowledge in some areas the chief
engineer must discuss his weakness with him and must try to give him a
chance to improve upon.
9. If the trainee needs formal training in some fields then chief engineer must
request for shore based training of the person concerned.
10.The most important step before trying to develop an individuals attitude & to
him.
11.Introducing incentive programme. This is one of the methods of motivation.
This can be effective in the sense that people will work hard, thereby
improving the performance of the team, due to either greed or some need.
3. Question
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.
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 hour’s record of all machineries and make sure these are
updated.
13. Check the spare part inventory, ensure it is updated and ensure enough spare
parts are available to carry out routine maintenance/ breakdown
maintenance.
14. Check the critical spares on board, raised requisition if required.
15. Check Operation of Machinery:

a) The dead man alarm working properly.
b) No alarms are bypassed and all are tried out regularly and record of
testing dates entered. There is no fuel oil or lube oil leakage.
c) All the fire alarms are tested regularly and all in good condition.
d) All quick closing valves are in good condition.
e) Emergency and standby sources of electrical power to be tested, that
they are readily available, especially in a blackout condition, stand-by
generator engines automatic start to be tried out.
f) Check that the load sharing system of generators is tested and is
functioning correct.
g) Emergency Generator, Emergency Air Compressor, Emergency
Steering arrangement, Emergency Bilge suction and bilge pumps to be
in working condition with records of all maintenance carried out up-to-
date.
h) Try out main engine, start from local control station.
i) Check life-boat / rescue-boat engines are running properly.
j) Check proper functioning of safety cut-outs for main engine / aux
engine / boilers.
k) Confirm ―emergency stops for pumps & blower function properly.
16. Ensure bunkering procedures are posted, understood by all personnel & spill
equipment is readily available. Test the means of communication, between
ship‘s bunkering personnel & shore / barge. SOPEP & ISM procedures to
report and deal with oil spills should be understood by all.
17. Ensure that all the operational requirements of MARPOL as applicable have
been complied with taking into account ;
a. quantity of sludge/oil residues being generated daily
b. the capacity of sludge & bilge water holding tanks
c. capacity of oily water separator, incinerator, etc.
18. Ensure oily water separator, incinerator, sewage treatment plant, primary
and/or secondary NOx treatment systems are functioning properly.
19. Ensure the responsible personnel are familiar with the procedures for
handling sludge and bilge water.
20. Check the inventory of special tools and equipments.
21. Check the PSC inspection record and ensure the vessel is ready for PSC
inspections at times.
22. Ensure all E/R personals are familiar with the PMS and safety and
environmental policies of the company.
23. Confirm that all crew members can activate the fire alarm and know the
locations of switches and are familiar with the documented procedures for
reporting a fire to the bridge and actions to be taken.
24. Confirm that all crew members are able to demonstrate the correct use of
the appropriate fire fighting equipment
25. Ensure the following items are functioning correctly:-
a. fire doors, including remote operation

b. fire dampers and smoke flaps
c. quick closing valves
d. emergency stops of fans and fuel oil pumps
e. fire detection and fire alarm system
f. main & emergency fire pumps
26. Ensure that all key personnel are able to communicate & understand each
other‘s signals during drills.
27. Take a through round of engine and check general appearance and note any
defect noted.
28. On the basis of incident report, maintenance schedule and observation area
of concern to be noted down. A planning to be carried out for tackling the
issues. Machineries requiring attention and history of breakdown of
particular equipment and machinery to be checked and same rectified.
29. Engine room operations, procedures and system to be assessed and
evaluated from time to time. The need for up gradation and improvement to
be brought to the notice of the company.
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.
4. Question
What are the UNCLOS provisions concerning ship’s flag and nationality?
In observation of UNCLOS what the duties are of flag States and how is it
enforced? What problems are faced by flag state in enforcing these?
ANSWER:-
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.
Part VII High seas
high seas

3. Assume jurisdiction under its internal law over each ship flying its flag and
4. Take such measures for ships flying its flag as are necessary to ensure safety
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
i. each ship is surveyed before and after registration by a qualified surveyor
ii. each ship is in charge of master and officers who posses appropriate
iii. The master, officers, crew are fully conversant with and required to
COLREG, GMDSS etc.
5. In taking above measures, each state is required to confirm to generally

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
7. Every state must cause an enquiry by a qualified person/s into every marine
Enforcement by flag state

Article 217
1. Every state must adopt laws / regulations to ensure compliance of
international laws by ships flying its flag.
2. State must take appropriate measures to prevent vessel from sailing unless
they are complying with international rules and standards regarding design,
construction, equipment and manning.
3. States must ensure that their vessels are carrying onboard all certificates
required by as per international requirements and must ensure periodical
inspection of ships for compliance.
4. State must provide a investigation when its vessel commits a violation of
international rules and regulations.
5. State should enforce its national laws if sufficient evidence is there against its
vessel.
6. It should be prompt in responding to any request for information by any other
state and it should inform competent international organization about action
taken.
7. Flag state must fix adequate penalty for any vessel which violates the law
and the penalty must be adequate in severity to discourage future violation.
8. Flag states should cooperate with other flag states if assistance is requested.
The world merchant fleet is registered under many different flags,
including many nations which do not have the resources to adequately regulate
the management of their national fleet. Many flag state countries in the world
don‘t have sufficient expertise, experience and technical manpower to carry out
the responsibilities of flag state nation regarding maintaining the standards of
ships flying their flag so SOLAS and other international conventions permit the
flag Administration to delegate the inspection and survey of ships to
―Recognised Organisation.
Ships trade internationally and have to call at various ports all over the world
and many ships may not call their flag state ports, so it makes inspection of ships
by flag state to ensure compliance with rules regarding safety, maintenance,
manning etc impossible so it is imperative that ships must be inspected at

various ports to ensure compliance. This gave rise to port state control regime.
5. Question
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
ANSWER :-
a. Interdepartmental Harmony :-
1. Working on board a ship is essentially teamwork. Different departments need
to work together, each playing a part in the overall management of the ships
operation.
2. Inter-departmental collaboration and harmony is the foundation on which a
effective management runs and it is of immense importance in ensuring safe
and efficient operation of the ship.
3. Poor inter-departmental relations cause morale and performance problems.
Emotional energy is squandered on complaining about “others,” while
productivity, hand-offs, quality and even safety can suffer.
4. The success of any department depends on how successful it is in gaining the
co operation of personnel in other department therefore as a chief engineer
one should be fully aware of importance of good interdepartmental relations.
5. To prevent disputes the company should be careful to define departmental
responsibilities clearly and as a chief engineer try to familiarise each
individual with company objectives, policies and organisation.
6. Chief engineer should speak often about making it very clear that “we are all
one team,” and that the competition is with other organizations, not with each
other.
7. To maintain harmony Chief engineer should encourage communication
between the various departments. Foster an environment of free
communication between the individuals of various departments.
8. Listen to input from all of the various departments. If you encourage input
from all of the departments, it will help promote fairness. This way, each
department will feel as if it has a say in how the business operates.
b. Developing a Safety Culture

1. Safety is of paramount importance and should be borne in mind before any
task is attempted. In order to get this message across, it is necessary to
develop a safety culture where all staff appreciates the importance of safety.
In fact, it must be their first consideration and become part of their way of
life.
2. The senior officers on the ship, in particular, must be totally committed to the
safety culture and must be seen to actively promote and support its
development. Everyone on board should actively promote safety.
3. To assist in the management of safety onboard ship, working parties or
committees should be set up. Indeed, the promotion of teamwork is an
important part of any good onboard safety management system.
4. Policies and practices of safety are used for regulating crew’s operations
through reward and punishment to pursue the working process implemented
successfully. Nevertheless, such management system is not sufficient to
achieve the goal of a good safety performance.
5. Establishing a culture that place the safety issue as the highest priority is also
necessary and crucial to facilitate the achievement of the goal. With this
culture, crew can be nurtured to have higher awareness of safety and to feel
an obligation to safety-without concern for repercussions.
6. The concrete strategies to establish a safety culture on board include
a. management and crew’s commitments to safety;
b. the provision of safe works and safety policies and practices, and
confirmation whether crew have high awareness of and good attitudes
toward safety prior to work;
c. the safety issue related to work is of the priority to be paid attention than
other matters;
d. a safety culture is identified as part of corporate culture;
e. effective vertical and horizontal communication about safety issues
between managers and crews;
f. Clear policies in relation to reward and punishment for safety matters;
g. Adequate provision of training;
h. Establishing and maintaining a safe workplace and working environment;
i. Implementing risk management of routine work; and
j. Establishing a good evaluation and control system of safety management.
c. Attitude and motivation development

6. 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.
7. 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.
8. 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.
9. The most important step before trying to develop an individuals attitude & to
him.
10.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
6. 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.
7. Drills & pre & post drills briefing/debriefings also help the crew members
understand what is expected of them & where they could improve.
8. 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.
9. 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.
10.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.
6. Question
International Air Pollution Prevention Certificate. Explain with specific
emphasis on the records and documents to be maintained, Enumerate
general requirements for shipboard incinerators.
ANSWER :-
ships applies to all ships greater than or equal to 400 gross tonnage and these
vessels are required to have an IAPP certificate after IMO introduced annex VI
by means of protocol in 1997. 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.
Also, after 19 may 2005 any installation which contains ODS other that
HCFC is prohibited. Installation containing HCFC is permitted till 1st January
2020.
administration.
substance in respect of—
10.Regulation 13: – Nitrogen Oxides (NOx
This regulation applies to ships having engine > 130 KW. Engines are divided
into 3 tiers and each tier has different limitation on NOx emission depending on
the RPM of engine.
k. Check all engines are certified and have the necessary documents.
l. Sight the EIAPP certificate and Check that a approved Technical file is
m. Verify record book of engine parameters for all diesel engines is updated.
Check that the following is updated in the file:
n. Confirm that NOX influencing components for diesel engines are provided
with manufacturer's identification code.
o. Confirm NOx emission related engine settings for diesel engines in order.
11.Regulation 14:- Sulphur Oxides SOx
i. 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
j. Confirm satisfactory installation and documentation for fuel switching
k. Verify the log-book for operation of fuel oil systems with low-sulphur fuel
oils (SECA), is updated and in compliance.
l. Verify operation of Exhaust gas cleaning system, if fitted.
12.Regulation 15 :- VOC
e. Applicable for tankers only when entering ports where this is required.
Verify VOC return system certification and Vapour emission control system
manual on board.
f. Confirm condition of vapour collection system. Check Vapour collecting
m. Get an overview of Incinerators requiring type approval Incinerator installed
after 2000-01-01to be approved according to resolution MEPC 76(40),
n. Check the Certificate and operation manual on board.
o. Verify satisfactory operation Check proper functioning of Alarm and Trips
p. 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.
q. Check drip trays under burners, pumps and strainers should be free of oil
deposits.
r. Check list of materials not to be incinerated is posted near the incinerator.
o. Verify bunker delivery notes onboard and with correct content.
p. Verify that each bunker delivery note is accompanied by a representative
sample.
q. 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
r. Sampling shall be drawn continuously throughout the bunker period as per
MEPC.96(47).
s. Confirm satisfactory storage of fuel oil samples in a safe storage location,
outside the ship’s accommodation, where personnel would not be exposed to
vapours which may be released from the sample.
t. 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.
u. Verify that BDN's are provided for all bunker operations, recorded in E/R
General Requirements for shipboard incinerators, as mentioned in

Annex VI of MARPOL 73/78.
12.Onboard incineration outside an incinerator is prohibited except that sewage
13.Incineration of Annex I, II and III cargo residues, of PCB's (Polychlorinated
prohibited.
14.Incineration of PVC’s (polyvinyl chlorides) is prohibited except in shipboard
76(40).
15.Monitoring of combustion flue gas outlet temperature shall be required at all
16.For batch-loaded shipboard incinerators, the unit shall be designed so that the
17.All incinerators installed on or after 1 January 2000 shall be type approved in
specification for shipboard incinerators. For such incinerators a
manufacturer's operating manual is required.
7. Question
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 followed for timely release of a vessel detained
for serious structural deficiencies under PSC.
ANSWER :-
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,
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
 Failure of main propulsion, electrical, pumping and steering
 Excessive oil leakage in E/R, lagging insulation contaminated by oil
 Absence non compliance or poor condition of LSA equipments, fire
dampers, ventilation dampers, quick closing valves etc
 Absence, non compliance of poor condition of navigational lights, shapes
and sounds signals
 Absence of corrected charts and publications
 Absence or failure of mandatory navigational systems and equipments
 Absence or failure of radio communications systems
 Number, composition or certification of crew not corresponding to safe
manning certificates
Under load lines
 Insufficient stability or ability to calculate stability conditions
 Significant areas of damage/corrosion/pitting of deck and hull effecting
sea worthiness
 Absence of poor condition of hull closing devices such as hatch covers
and water tight doors
Under MARPOL
 Absence or poor condition or failure of OWS, ODMCS and alarms
 Remaining capacity of slop tanks / sludge tanks insufficient of intended
voyage
 No oil record book
Under STCW
 Lack of or insufficient crew member certificates / endorsements
 Inadequate navigational / engineering watch arrangements/personnel
 Competency of crew members not adequate for the duties assigned for the
safety and
 security of the ship and prevention of pollution
 Insufficient rested watch keepers for the first and relieving watch duties at
the commencement of the voyage
Under ILO convention
 Insufficient food and portable water for next voyage
 Excessively unsanitary conditions on board
 No heating in accommodations if ship operated in low temperatures
 Excessive garbage blocked passage ways
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.
8. Question
State the circumstances in which a diesel ME may slow down itself while
remaining in full ahead at sea. In such a case describe the action which
should follow.
ANSWER :-
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:
 Lube oil pressure falls to 1.5 bar
 Cam shaft pressure falls below 2 bar
 There is no flow of piston cooling media (water or oil)
 Oil mist detector or Main bearing sensors has been activated
 Lube oil temperature at the inlet of engine is high > 60 deg C
 Piston Cooling temperature is high > 75 deg C
 Jacket water Temperature is high > 88 deg c
 Engine cylinder exhaust temperature is high > 450 deg C
 Scavenge air temperature is high > 65 deg C
 Thrust block temperature is high > 75 deg C
 Low flow of Cylinder lube oil
 Control air pressure is low < 5.5 bar
Emergency Preparedness” as stated under Clause 8 of ISM code is to make sure

that the company has an integrated system with ship and shore during an
emergency.
According to this
a) The company should establish procedures to identify, describe and respond to
potential emergency shipboard situations.
b) The Company shall establish programmes for drills and exercises to prepare
for emergency actions.
c) The safety management system should provide for measures ensuring that the
Company's organization can respond at any time to hazards, accidents and
emergency situations involving its vessels.
In Case of a slowdown of main Engine the following actions should be taken.

1. Inform bridge and take controls to ECR.
2. Raise engineers alarm and inform C/E.
3. Set The Speed Setting Lever To ‘2.1’ And Telegraph (Reversing Lever) To
‘Dsh’ Position
4. Start Aux engine which is in standby.
5. Reduce piston cooling and jacket cooling water temperature settings.
6. Record time of failure / Maintain timings of events.
7. Assess the situation and if the repair / restarts need considerable time then
prepare for anchorage if depth permits.
8. Ascertain cause of failure.
9. Ascertain if Shore assistance is required.
10. Ascertain time required to repair start repair and inform bridge of the
progress and expected time of completion.
11.Inform company’s technical department.
12. After rectifying the fault ,start M/E and try out in ahead and astern direction
13. Make a report of the failure and damage.
9. Question
Discuss in detail the advantages and disadvantages of Electrical main
Propulsion.
ANSWER :-
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.
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
reduction to the propeller in a direct drives propulsion system very difficult.
In the case of an electric propulsion system as long as both prime movers can
drive a generator to produce a specified voltage and frequency, the system
will work with no increase in equipment or operational difficulty.
15.Efficient performance and high motor torques, as the system can provide
maximum torque also at slow speeds, which gives advantages for example in
icy conditions
Disadvantages of Electric Propulsion

As in any technological compromises, there are some disadvantages to electric
propulsion. The disadvantages of an electric propulsion system include.
1. Efficiency between the prime mover and the shaft is reduced. - Any time a
change in the form of energy occurs there is generally a loss. In the case of a
direct drive, the losses introduced by the mechanical transmission are less
than those introduced in an electric propulsion system where power is
converted from mechanical form to electrical form, manipulated, then
converted back to mechanical form. The additional stages of energy
conversion usually translate into an efficiency of about 91% as compared to
direct drives whose efficiencies are on the order of 97 percent.
2. Power quality problems occur. - Harmonics in the electrical system are
created with the use of converters. Harmonics in the propulsion motor are in
turn transmitted to the shaft which radiates out as noise and increased
signature.
3. The installation cost of electrical propulsion plant is much higher.
4. Different and improved training for ship’s crew as the system is completely
different from mechanical system and involves major automation .
5. There is an increase in space and weight required for the electrical
equipment. - With electric drives increased space is needed for propulsion
generators, wiring, frequency converters and propulsion motors. With the
addition of equipment there is an increase in weight for the propulsion
system.

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MEO CLASS I DEEPESH MERCHANT

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

1) Survey and maintenance

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

General Requirements for Enumerate general requirements for

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

 Excessive oil leakage in E/R, lagging insulation contaminated by oil

Procedures for Rectification of Deficiencies and Release

(a) Lloyd’s Open form.

5. LOF 2000 form contains numbered boxes as below

(b) General Average

(c) Particular Average

(d) Bill Of Ladding

2) loss of charter hire due to delays

Important highlight/salient features of UNCLOS are as follows

UNCLOS provisions concerning ship’s flag and nationality

1. According to the ISM code the company should make documented

acknowledgement of the acceptance of their responsibility to be provided to

fighting Emergency Team II to lead fire fighting while other emergency

The advantages of documented procedures over the non-documented

Contingencies against which documented procedures are required to be

Main Engine failure

HOW A STRANDED SHIP CAN PROCEED TOWARDS SEA

After stranding following actions to be taken:-

Surface cracks have been noticed on one of the propeller blades:-

12.All refit requirements to be submitted as stated with appropriate data e.g.

Statutory Certificates Carried Onboard

III. Load line 1966

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

Tier 2 and 3 emission regulation on main engine.

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

Figure 1. MARPOL Annex VI NOx Emission Limits

5. Tier II standards are expected to be met by combustion process optimization.

process (with fuel, scavenging air, or in-cylinder), exhaust gas recirculation,

Homogenizer for water emulsion.

SCR for Nox emission reduction.

The overall SCR system layout is shown schematically in Figure 6. It

2) Objective:- Objective to any marine casualty investigation is to prevent

4) Consultation and cooperation between states:- If casualty has taken place

5) Recommended practice for safety investigation:-

6) Reporting to IMO:- After investigation the lead investigating state should

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

(i) Regional co-operation/ agreements

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

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

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

c) Claim arises when agent breaches the contract

FEB 2013 ( EMCY)

 Location of SOPEP boxes"

Salient advantages of Emergency Preparedness Plan.

a) Primary Nox reduction vis-à-vis secondary Nox reduction measures.

PRIMARY NOx REDUCTION MEASURE:-

b) Scavenge Air Moisturizing & Exhaust Gas Recirculation for ME.

Scavenge Air Moisturizing

Exhaust gas recirculation

The salient items to be inspected on a vessel scheduled to make a voyage from

2. Ensure the Safety Management documentation and manuals are up to date

4. The purpose of the annual survey is to do the general inspection of items

accomplishment of a job well and its specifications Basic terminology of various

d) Guarantees and Insurance :

Bunker delivery note to be retained on board for minimum 3 years and

1. The ILO is the international organization responsible for drawing up and