Q:-The protection of the Marine environment is of utmost importance

today. Discuss.
(a) How would you as a C/E of a tanker ensure protection of the
environment by compliance with the various Regulation of MARPOL 73/78
Annex 1 for prevention and control of pollution at sea?
ANSWER :
Annex-I of MARPOL is applicable to all ships.
However IOPP certificate is only required for tankers with gross tonnage
150 and above and other ships of 400 GT and above.
IOPP certificate is also required for cargo ships of less than 400 GT if they
carry substantial amount of oil (200 tonnes or more - trawlers, offshore
supply vessels etc).
Annex-I mainly deals with two types of discharges:
discharges from machinery spaces (applicable to all ships) and
discharges from cargo or ballast spaces (applicable to oil tankers and
ships belonging to third category mentioned above).
International oil pollution preventions (IOPP) certificate is issued after
initial survey before the ship put in service.
Renewal surveys are required every five years and before the certificate in
force have expired.
Four annual and one intermediate survey is required during the duration
of the certificate.
DOCUMENTATION
Ensure that the IOPP certificate onboard is valid and complete along with
their supplements (Form B) and copies of type approval certificates for
equipment such as oil filtering equipment, oil content meter, ODME, oilwater interface
detectors etc.
All approved manuals/documents such as SOPEP, ODME/COW/CBT must be
verified onboard.
The Manuals must be in a language understood by the ships personnel
engaged in such operations, while the SOPEP should be in a language
understood by the ships Master and Officers.
The Master/Chief Engineer must confirm that no unapproved modifications
have been made to the pollution prevention arrangements and
equipment .
Oil Record Book Part I:
should be checked to ensure that regular entries are made regarding
bunkering, discharging at sea through 15ppm equipment, disposal by
incinerating, etc.

The quantities recorded as disposed should be reasonable (for ships using

heavy fuel oil approximately 1% sludge is generated rough amount can
be worked out based on number of days of voyage and daily fuel
consumption).
There should be regular entries in the oil record book (normally at the end
of each voyage or at weekly intervals) regarding the quantity of sludge
retained on board in each of the tanks specified in the IOPP Form B. Only
those tanks listed in the Form B should be used as sludge/bilge holding
tanks.
Where discharge to shore reception facilities is indicated, the receipt
should be attached to the oil record book.
The oil record book is to be in the format recommended in the MARPOL
book and should be regularly signed by both Chief Engineer & Master.
Regulation 36 - Oil Record Book, Part II - Cargo/ballast operations
(for tankers only):
There should be regular entries for cargo loading, ballast operation at
port or at sea, discharge/disposal of ballast through ODME or to shore
facility and COW etc.
The quantities should be correct. Verify the correctness of entries by
checking records of the discharge of ballast through ODME with ODME
printouts. should be regularly signed by chief officer (or person in-charge
of cargo control room) and Master.
Equipment :15ppm oil filtering equipment:The 15ppm oil filtering equipment should be type approved by a national
administration or a recognised authority.
Check that the type approval certificate is available onboard and relates
to the equipment installed.
Check the function by operation or simulation .
Check the 15ppm equipment and associated piping for signs of corrosion /
leaks, check that pressure gauges are operational and check operation of
15ppm alarm and automatic stopping device (if fitted). The manual valve
should be checked to ensure that it is not seized and moves freely.
Check that the piping has not been modified and there are no connections
to the overboard discharge line.
Audiovisual alarm or automatic stopping is required only for vessels over
10,000 Gross Tonnage.
Automatic stopping device is mandatory if the vessel is operating in
special areas.
Check the bilge pump in running condition
Check whether any piping arrangement is fitted which bypasses the
15ppm filter and leads direct over board from bilges or from sludge tanks.

Check the condition of valve and pipes for wastage/leak etc.

Check sludge tank for corrosion. Check that there is no discharge
connection other than through the standard discharge connection. By
taking sounding check that the remaining capacity of the sludge tank is
sufficient for the voyage.
Engine Room/Pump room Bilges: Check for excessive oil/oily water
mixture.
Verify that standard discharge connection is fitted and it is of correct size
as per regulation. Check the condition of piping & discharge flange. Check
that special tally plate and/or distinctive paint identify it.
Check that notices/placards are posted at over board discharge valve,
standard discharge connection, oily bilge pump, bunkering stations etc.
warning the crew of consequences of unauthorized discharges and oil
spillage.
Verify correct functioning of incinerator, boiler etc (using sludge).
Oil discharge monitoring equipment is to be checked for proper operation
. Check the external condition of system & equipment. Functioning of the
equipment including automatic/manual stopping of discharge and
interlock for starting the pump to be verified. This may be done by
simulating input values for flow rate (based on pump characteristics),
ships speed, oil content etc.
The rate of instantaneous discharge should not exceed 30 liters per
nautical mile. Check the associated audio-visual alarms and indicators on
the control panel. Check that recording/indicating devices are working
properly, check the printouts for last few weeks (records showing date,
time, position etc should be retained for 3 years), verify with oil record
book entries for overboard discharge, check supply of consumables
(paper, ink etc).
Oil water interface detector are to calibrated and maintained periodically.
Check function at random by introducing into ballast or slop tanks or a
test bucket containing mixture of water/oil.
Check segregated ballast tanks (SBT) for contamination with oil (visual
examination as practicable). Check SBT lines for any cross connection with
cargo line, if a portable spool piece is fitted check that a non-return valve
is fitted and notice is posted for restricted use. Check dedicated clean
ballast tank for contamination.
An examination of the Crude Oil Washing System (COW) should be carried
out and should include external examination of the system including
pump, piping, valves & deck-mounted washing machines for leakage,
corrosion/wastage, wear & tear. Where water washing is also fitted, check
that provision for isolating steam heaters is operational during crude oil
washing. Check that relief valve is fitted for COW pump. Check the
operation of COW machines, if practicable during survey.

Check the effectiveness of the stripping line by hand dipping. Check the
stripping line including small diameter pipe for shore connection for
wastage/leakage. Check the over board discharge lines including part flow
line on deck (in case of discharges situated below water line in existing
tankers).
Check the function of emergency stopping device for cargo pumps from
control station & pump room.
Check that arrangements to prevent spillage of oil, especially at
bunkering stations, tanker manifolds, save all trays around F.O tank air
pipes etc. are adequate

Q:-In relation to sea-worthiness of a ship discuss the responsibility and authority of

the following stake holder.
Maritime aministration ,Recognized oganization ,Ship owner,Insurance company
ANSWER:MARITIME ADMINISTRATION:AUTHORITY:According to UNCLOS, flag state is completely responsible for the administrative,
technical and social matter of the ship, which also includes seaworthiness.
Article 94 of UNCLOS states that every state has to bring all the international
conventions, to which they are parties, into their national laws.
In India MS act 1958 as amended,it is written that for all Indian flagged ship,India is
responsible and dedicated to ensure the safety of the ship, the protection of life and
property at sea and the marine environment.
RESPONSIBILITY:1) To make ship construction rules.
Various IMO conventions to include in national legislation .
Monitoring the vessel during construction.
Do initial survey of vessel before registration .
Do periodic surveys to check ship standards .
Do investigation involving ship accidents.
Impose penalty to owners who are not maintaining ship seaworthy .

RECOGNIZED ORGANISATION:AUTHORITY:These are independent organizations which do not benefit from ship owners,
builders etc.
Flag state often authorizes these recognized organization some responsibilities by
issuing official gazettes, notices or orders.
RO is only working on behalf of flag state.
RO code.
RESPONSIBILITY:Make construction rule book and get it verified by administration .
Monitor the vessel construction in yard.
3) Ensure that ships equipments are in sound and reliable condition.
4) Ensure that ships various system comply with flag state rules and various
international convention.
5) Survey the vessel. All survey reports to be submitted to flag state.
6)Advice and give necessary technical guidance to owners for maintaining
seaworthiness of ship.
Responsibility of ROs in today shipping world has increased as port states,
charterers, P&I clubs rely on them to confirm that vessel is classed all time and
complies with
international conventions and safety standards.
SHIP OWNER:AUTHORITY:To carry out his responsibilities the ship owner is free to choose any state where his
ship can be registered and to choose any classification society recognized by that
flag state.
RESPONSIBILITY:1) He has to maintain the condition of hull, m/c, cargo holds, cargo handling gears,
safety etc. in highest grade.
2) He has to maintain class notification assigned to him.
3) He has to follow all the flag states regulation and the local regulations where his
ship is visiting.
4) Call the surveyors to carry out different surveys and to revalidate the certificates.
Report to flag state if any deficiency is developed on the ship which affects
seaworthiness.
INSURANCE COMPANIES:AUTHORITY:According to MS act 1958 as amended vessel has to only cover civil liability for oil
pollution.( Part X B of MS act).
No other insurance like H&M and P&I is required according to law.
Owners require insurance for commercial purpose, otherwise they will not get
business. So, authority of insurance companies is limited to their own benefit that if
unseaworthy vessels are
covered by them, they will have to pay more claims.
RESPONSIBILITY:-

Ensure that vessel is seaworthy before issuing insurance policy .

Ensure vessel is under class and class condition is maintained .
Ensure ship owners have good management expertise.
4) Ensure ship owner is doing legal business.

Q-Explain the influence of following external factors in higher consumption of fuel oil
and how at best they could be controlled?
(i) Ship's hull condition (ii) Weather condition (iii) Maintenance of different
equipments in a fuel oil system (iv) Damage to propeller blades.
ANSWER :As there is very close business competition in the market each and every company
keeps a very good eye on their quality of service. This has to be done at minimum
and optimum expenses on the part of the company as the venture must also be
commercially viable for them.
As a part of daily expenses of ship running cost it takes about 40% cost of overall
expenses for bunker and related operations.
Hence savings in fuel is as very important part for shipping companies and also
part of machinery genuine malfunction. Few savings in bunker expenses becomes
surprisingly a significant amount in a life time period of the ship.
1.SHIPS HULL CONDITION
Ships hull condition definitely influences the fuel consumption. Ships movement is
restricted by resistance experienced by the ship, which is comprised by two types
called frictional resistance and residual resistance.
Frictional resistance is a function of density of water, hull roughness and length of
ship. Residual resistance is due to wake forming tendency caused due to movement
in water and shape of ship.
Frictional resistance can be up to 70% of total resistance of the ship and hull
condition is a major contributory factor in frictional resistance.
Thus it is very important to keep hull clean. Hull can be cleaned by several methods
while ship is afloat, but majority of these are not effective in long run. So, regular
dry docking is the best solution in this regard.

So any increase in underwater hull roughness will increase hull frictional resistance
or vessel drag resulting in additional power requirement with increased fuel
consumption and cost to maintain vessel speed.
Factor responsible for hull fouling are:-a) Use of improper techniques in applying
paint.b) Poor quality of applied paint.c) Long port stays or anchorage.d) Damaged
hull surface.e) Poor maintenance of hull protective system.
Appropriate measures should be taken regarding the above points to reduce the
extent of hull fouling of the ship. Antifouling paint of approved type and well
maintained antifouling system plays an important role in ships regular operating
period between dry docks.
It is found that ship fouling pattern is not very regular. As shown in (speed/power)
graph, it may be very slow in initial stages or may be very standardized in the initial
years but in over a period of time it becomes very stiff are very fast.
Speed and power graph also indicates that the engine may be thermally
overloaded with a badly fouled hull resulting in a decrease of the operating life of
machinery parts causing frequent breakdown and coating very heavily on shipping
companies.
Antifouling paints of approved type and a well maintained antifouling system plays
an important role in ships regular operating period between dry docks.
2)Weather Condition
1. Ships are designed and constructed to withstand the forces of nature up to a
certain extent for a certain time. Depending upon the area of trading weather
conditions keep changing and also the condition of the sea.
2. Seasons such as summer, winter or monsoons of extreme nature are very
common in the trade of shipping. If climatic conditions/weather conditions are
favorable it may result in a +ve slip i.e. the ship travels more than the distance
given by the engine and vice versa with a bad or heavy weather condition it may
result in a ve slip resulting in a extra fuel consumption due to higher power
demands and overloading of engines.
3. Good judgement and regular updates regarding weather conditions help the
master in closing a route to avoid adverse weather condition. This may result in less
full consumption in long run.

4. Engine manufacturer guidelines should be strictly followed in severe weather

conditions. Governor load index, hunting, R.P.M, scavenging air limit torque limits
must be taken into account to avoid thermal and mechanical overloading of the
engine. Thus these guidelines can be kept in mind for keeping fuel consumption
within limit
5. Effect of humidity plays a important role and is also important as it reduces the
NOx limit. Humidity effects the density of charge air, development of power heat
release more temperature in a unit and exhaust temperature.
Weather routing :-Use of weather routing services to avoid rough seas and head
currents, to optimize voyage efficiency.
3)Maintenance Of Different Elements In Fuel Oil System
1. Although the condition of the hull and weather play a significant role in
regulating fuel consumption, elements which directly control fuel have a
proportional relation to the consumption of fuel.
It is meant that if parts or equipments used are in good condition then lot of fuel
can be saved for example fuel injectors, fuel pipes, fuel pump and VIT RACK shock
absorber if maintained in a good way in regular inspection and overhaul problems of
fuel leakages can be minimized.
The different elements of fuel oil system are:Fuel oil injector:- It should be regularly changed after fixed running hours as per
makers guidelines. Overhauled and tested valves to be used.
Fuel pumps:- Injector timings to be checked regularly and adjusted as required.
VIT:- Adjusted as per requirement. V.I.T. mechanism and fuel control rack and its
connection with governor must be lubricated periodically to eliminate sluggishness
and wear and tear.
Fuel oil filter:- Regular cleaning.
Viscotherm:- Regular maintenance and maintaining proper fuel oil temperature to
achieve desired viscosity as per fuel oil analysis report.
Service tanks:- Proper temperatures to be maintained.
Greasing of fuel linkage
Operation and maintenance of purifiers should be always carried out for proper
operation.
Similarly pipe joints, V/V glands booster pump section or any fuel oil leakage in
fuel oil system if attended immediately also improve the safety of the ship.
Proper temperature of fuel supplied to the engine should be maintained for
optimum efficiency.
4) Damage to the propeller blades
Propeller should be maintained in top condition at all times. The main factors that
detract from optimum condition are fouling, cavitations and physical damage. But,
any distortion from their true shape can cause an imbalance and hence vibration,
which in turn causes increased cavitations, loss of thrust, drive shaft damage, wear

on numerous bearing and increased fuel use due to decreased efficiency.

1. Propeller blades can be damaged/ rough for a number of reasons. They
invariably become rougher during service as a result of cavitation damage to the
metal surface itself, calcium deposits, mechanical damage and marine fouling,
including slime, algae, barnacles, tube worms and other marine organisms as with
the ships hull in general.
2. Although the surface area of the propeller is minuscule when compared to that of
the entire hull, the effect of a rough propeller or Damaged propeller on the vessels
fuel consumption is comparatively large.
On the other hand, the cost of remedying a rough propeller compared to that of
remedying a rough hull is very slight. Thus remedies for a rough propeller are not
only simple and quick to execute, they also represent a fast, high return on
investment.
4. Propellers can be cleaned or polished in the water or in dry dock.
5. Economically, the fuel saving from the more frequent cleaning of a propeller
before it has become seriously fouled and rough greatly outweighs the cost of the
cleaning itself. This propeller cleaning can be combined with a general hull
inspection by divers making it even more economically viable.
Physical damage mostly causes vibration. The solution in this case is to trim the
blades equally to remove the damage and achieve proper balance, and reduce
excessive cavitation. But this should be done carefully as bad trimming can result in
even worse problem.
Blade edge damage usually takes the form of cracks, bends, or breaks and may
include the loss of a small section of the blade.
Minor bends or tears can sometimes be repaired without removing the propeller
from the shaft.
Very slight distortions along the blade edge can usually be straightened cold by
hammering carefully. After straightening however, the area worked should be dyepenetrant examined for cracks which may have resulted from the hammering.
DEFORMATION
Minor edge deformation can be corrected in-situ, using hand operated
straightening levers and soft flame heating torch (not oxy-fuel). Major
straightening and pitch checking would be carried out in a shore

ROUGHENING
Roughening may lead to rapid degradation. Very small pits (less than lmm) can be
ground out and polished. Deeper pits can be repaired by welding, grinding and
polishing.
Temporary repair can be carried out using resin fillers.
EDGE CRACKS
Minor edge cracks can quickly become more serious, especially at the leading
edge. If
the cracks are less than 10mm in length, they can be ground out and the edge
faired.
Larger cracks may need to be repaired by drilling a small hole at the root of the
crack,
gouging out, welding, grinding and polishing (not in the inner third of the blade).
Temporary arresting of propagation has been carried out by drilling a small hole at
the
root of the crack, plugging the hole, grinding and polishing.
SERIOUS EDGE DAMAGE
Repaired by welding on a new cast piece of the blade. The blade is cropped and the
new
portion clamped in position, welded on one side, ground flush, clamps reversed,
other
side gouged, welded and ground. A final polish gives the required finish to the
blade
surface.
The best welding techniques are the semi-automatic, inert gas shielded processes
such as
MIG (MAGS) and TIG (TAGS). The repair should be in the outer 55% of the propeller
radius (outer two thirds of the blade) followed by stress relieving. The major repairs

must
be earned out at a shore based facility with a stress reliving oven.

APPLICATION OF HEAT
This can be used to assist the fiting /removal of some propellers, but great care
must be
taken to avoid high residual stresses being introduced when cooling. The
consequences of
residual stresses could be stress corrosion cracking of the boss which may not
occur
until some weeks or months after the application of the heat. Stress corrosion
cracking in
the boss due to the incorrect use of heat for fiting /removal usually results in a
scrapped
propeller. The heating process has been successfully carried out using steam,
electric
blanket or soft flame such as produced by paraffin, or propane and air.
A force flame such as oxygen and fuel should not be used.
Under no circumstances should heat be used with shrink fit bosses since the resin
bond to
the insert is destroyed.
There are 3 types of modification:Diameter reduction:- Easily and inexpensively performed underwater, this is the
usual method for increasing RPM and balancing the ratio. The blade tips are cropped
and faired.
Pitch reduction:- This involves twisting of blades and can only be accurately done in
a workshop as blades need to be heated to prevent cracking. Although more
expensive this is most effective modification as there is no loss of blade material. It
is ideally suited to blades smaller than 4,000 mm diameter.
Trailing edge modification:- This is achieved by either bending the trailing edges or
by cutting them. Both operation can be performed in water and can achieve an
effect on the RPM of approximately 5%.

a) what are the salient features of ballast water management

b) how would you as chief engineer with consultation with the master of
the vessel implement plan prior to your vessel arriving at an USA port /
Australian port
Ans.
It applies to ships of 400 GT and above
Regulation B-1(ballast water management plan)
" every ship shall have onboard and implement a ballast water management plan
specific to the ship and approved by the administration
" It includes detailed description of the actions to be taken to implement the
requirements, designated officer in charge, contain reporting requirements, detail
procedures for disposal of sediments at sea and shore etc
Regulation B-2 (Ballast water record book)

" every ship shall have an ballast water record book

" the record book entries to be maintained on board for 2 years and thereafter in
the
company control for 3 years
" it should record when ballast water is taken onboard, circulated, or treated for
ballast
water management purposes and discharged into sea
" it should also record when ballast water is discharged to a reception facility and
accidental or exceptional discharges into the sea
" all entries in the record book should be signed by officer in-charge and each
completed

page by master
Regulation B-4 (ballast water exchange)
" All ships conducting ballast water exchange at least 200 nautical miles from
nearest land and water at least 200 m depth
" If ship unable to conduct exchange as above should be as far as nearest land and
in all cases at least 50 nautical miles from the nearest land and 200 m depth
Regulation D-1 ballast water exchange method
" 95% efficiency volumetric exchange
" If pumping through method 3 times the volume of each tank
Regulation D-2 ballast water performance standard
(i) To avoid intake of harmful organisms, where practicable avoided in areas such as
area notified by port state in darkness, when bottom dwelling organisms rise to the
upper layer
in very shallow water where propeller may stirrup sediment
(ii) To removal of sediments from tank time to time
" Ballast tanks to be cleaned(dry dock)
" Accordance with ballast water management plan
(iii) Avoidingunnecessaryuptakeanddischargeofballastwater
(iv) Avoid ballast water exchange in critical weather or any circumstances where
safety of
life is threatened
(v) Nomination of key ship board personnel for operations
(vi) Ship officers and rating should be trained
(vii) Ships pumping plan and ballast pumping arrangements, position of air and
sounding
pipes, all compartments and tank suction with the pipe lines connecting them to
the ships ballast pump and in case of flow through method, the opening at the top
of the tank for release of water together with the overboard discharge arrangement
(viii) The method to ensure sounding pipes are clear and that air pipes and nonreturn devices are not in good order

Before U.S. Port

1. prior arrival 24 hours before, ballast water tank log to be sent and a declaration
that
ballast water exchange has been completed 200 N-m away from base line

2. Ballast pump supply to be put off of electrical driven

3. ballast lines to be shut and sealed

In Australian ports
1. Same as above
Additionally
2. seal numbers to be mentioned in ballast water exchange declaration sheet

HAM principle
Over 90% of NOx formation results from combustion temperature peaks. The
principle of HAM is to humidity the inlet air in order to lower these temperature
peaks.
The HAM system humidifier produces saturated air. The ability of water to decrease
the formation of NOx is exploited in the same way as with fuel water emulsification.
but the quantity of water added is much higher and the heat for water vaporization
is taken from the compressed air after the turbocharger or other enginerelated
heat sources.
When the water vapour is mixed with the compressed charge air, two mechanisms
can be identified:

Increase of the specific heat capacity of the mixture

Dilution of the charge air: water vapour replaces air

The quantity of water (in g/kg dry air) which can be injected into the inlet air
depends on the temperature and the pressure of the mixture.
With the HAM method a NOx reduction level of 40% is achievable without using
additional heating of the intake air and a level of 65% when additional heat is
introduced from the engine coolant or exhaust gases.
How HAM works

The functional principle of HAM is quite simple.

Figure illustrates the HAM Process:
1. Filtered saltwater is pumped to the catch tank to replace evaporated and purged
loop water.
2. The HAM system itself cycles water in a loop between the catch tank and the
Humidification tower(HAM vessel)
3. A heat exchanger between the catch tank and the HAM vessel heats the
saltwater using an on-engine heat source.
4. Three injection stages spray the heated saltwater into the charge air.
5. At the same time the compressed charge air from the exhaust turbocharger
bypasses the charge air cooler and is piped into the HAM vessel air inlet. Flowing
through the HAM vessel, the charge air absorbs the water. Due to the high loop
capacity of the water all particles (incl. salt) fall back into the catch tank and,
over a certain salinity level, are purged. Thus no salt from the saltwater can
enter the engine.
6. To avoid tiny droplets reaching the combustion chamber, the humidified charge
air passes through a high-perforrnance mist catcher at the end of the
humidification tower.
7. This humidification leads to saturated charge air which is fed into the engine.

Advantage of HAM
1.
2.
3.
4.
5.
6.
7.

Low maintenance and operation costs

NOx reduction up to 70%
Safe and ecological process
Improved performance at part load operation, dependent on available heat
Lighter system.
No fuel quality limitation :The engine can run on high sulphur fuel oil (HSFO)
No additional reducing agent (uses sea water only), water decalcification agent
necessary
8. Exhaust gas temperatures and valve temperatures are lower, leading to a
decrease in thermal loading.
9. The system is intrinsically self-controlled without any need of a load-related
control loop. The system is stable and responsive.
10.Stable: No abrupt changes in engine operating parameters if water circulation is
shutoff.

Q - 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.
Even if an engine / genset malfunctions, there will be sufficient power to
operate the vessel safely. 4.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(low).
6.Flexibility of layout - 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
propulsory such as azimuth thrusters or pods. Precise control of the electrical
propulsion motors controlled by frequency converters.
10.Ease of control -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.Noise less-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
Economical part load runningsystem now very popular in LNG ships , where high voltage power generation
system is available and LNG as fuel can use in generator .This also prove low
emission and economical system .
Disadvantages of Electric Propulsion
As in any technological compromises, there are some disadvantages to electric
propulsion. The disadvantages of an electric propulsion system include.
Efficiency between the prime mover and the shaft is reduced. Any time a change in
the form of energy occurs there is generally a loss. In the case of a direct drive, the
losses introduced by the mechanical transmission are less than those introduced in
an electric propulsion system where power is converted from mechanical form to
electrical form, manipulated, then converted back to mechanical form. The
additional stages of energy conversion usually translate into an efficiency of about
91% as compared to direct drives whose efficiencies are on the order of 97 percent.
2. Power quality problems occur. - Harmonics in the electrical system are created
with the use of converters. Harmonics in the propulsion motor are in turn
transmitted to the shaft which radiates out as noise and increased signature.
3. The installation cost of electrical propulsion plant is much higher .
4. Different and improved training for ships crew as the system is completely
different from mechanical system and involves major automation.
5. There is an increase in space and weight required for the electrical equipment. -

With electric drives increased space is needed for propulsion generators, wiring,
frequency converters and propulsion motors. With the addition of equipment there
is an increase in weight for the propulsion system.

selective catalytic (SCR) v/s non -catalytic reduction(SNCR)

SCR
1. An SCR (Selective Catalytic Reduction) unit is an effective means of
conditioning the exhaust gas after the combustion process for reducing
NOx already formed in the combustion process.
2. SCR is the method for NOx reduction on diesel engines today that can
give the largest reductions.
3. The process essentially involves injecting ammonia in the exhaust
stream and in the presence of a catalyst the NOx reacts with the ammonia
and forms water vapour and nitrogen.Due to the hazardous properties of
ammonia, urea solution is generally used to provide the required
ammonia.
4. With the SCR technique, the exhaust gas is mixed with ammonia NH3 or
urea (as NH3 carrier) before passing through a layer of a special catalyst
at a temperature between 300 and 400C, whereby NOx is reduced to N2
and H2O.
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, highefficiency 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.

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.

SNCR
Selective non-catalytic reduction (SNCR) is a chemical process that
changes nitrogen oxides (NOx) into molecular nitrogen (N2), carbon
dioxide (CO2) (if urea is used), and water vapor.
A reducing agent, typically anhydrous gaseous ammonia or liquid urea, is
injected into the combustion/process gases. At suitably high temperatures
(870 to 1200 deg c) , the desired chemical reactions occur. Conceptually,
the SNCR process is quite simple.
A gaseous or aqueous reagent of a selected nitrogenous compound is
injected into, and mixed with, the hot flue gas in the proper temperature
range. The reagent then, without a catalyst, reacts with the NOx in the
gas stream, converting it to harmless nitrogen gas, carbon dioxide gas (if
urea is injected), and water vapor. SNCR is selective in that the reagent
reacts primarily with NOx,.

No solid or liquid wastes are created in the SNCR process. While either
urea or ammonia can be used as the reagent, for most commercial SNCR
systems, urea has become the prevalent reagent used. Urea is injected as
an aqueous solution while ammonia is typically injected in either its
gaseous or anhydrous form using carrier air as a dilutive and support
medium.
The principal components of the SNCR system are the reagent storage
and injection system, which includes tanks, pumps, injectors, distribution
modules, and associated controls. Given the simplicity of these
components, installation of SNCR is easy relative to the installation of
other NOx control technologies. While SNCR performance is specific to
each unique application, NOx reduction levels ranging from 30 % to more
than 75 % have been reported.
The NOx reduction efficiency of both SNCR processes depends on the
following factors:
Flue gas temperature in reaction zone
Uniformity of flue gas temperature in the reaction zone
Normal flue gas temperature variation with load
Residence time
Distribution and mixing of ammonia/urea into the flue gases
Initial NOx concentration
Ammonia/urea injection rate
Heater configuration, which affects location and design of injection
nozzles

Q:-List the various statutory certificates, attachments and type approvals certificate related to shipboard
fire safety and their undivided significance.

ANSWER :-

The Various Statutory Certificates, Attachments And Type Approvals Certificate Related To Shipboard
Fire Safety are as follows :-

1. Cargo Ship Safety Equipment Certificate :A certificate called a Cargo Ship Safety Equipment Certificate shall be issued after survey to a cargo ship
of 500 gross tonnage and over which complies with the relevant requirements of chapters II-1 and II-2, III
and V and any other relevant requirements of SOLAS 1974. It signifies that the fire safety systems and
appliances, life-saving appliances and arrangements except radio installations, the ship borne navigational
equipment, means of embarkation for pilots and other equipment to which chapters II-1, II-2, III and V

apply, comply with the requirements of the present regulations, are in satisfactory condition and are fit for
the service for which the ship is intended.
2. Cargo Ship Safety Construction Certificate :A certificate called a Cargo Ship Safety Construction Certificate shall be issued after survey to a cargo
ship of 500 gross tonnage and over which satisfies the requirements for cargo ships on survey, set out in
regulation I/10 of SOLAS 1974, and complies with the applicable requirements of chapters II-1 and II-2,
other than those relating to fire-extinguishing appliances and fire-control plans.

The survey shall include a complete inspection of the structure, machinery and equipment. It signifies that
that the arrangements, materials, scantlings and workmanship of the structure, boilers and other pressure
vessels, their appurtenances, main and auxiliary machinery including steering gear and associated control
systems, electrical installation and other equipment comply with the requirements of the present
regulations, are in satisfactory condition and are fit for the service for which the ship is intended and that
the required stability information is provided.
3. Fire control plan
The fire control plan is a mandatory requirement of SOLAS convention described in Regulation 15 of
Chapter II. It is a general arrangement plans that provides information about control station for each deck,
the various fire sections enclosed by "A" class divisions, the sections enclosed by "B" class divisions
together with particulars of the fire detection and fire alarm systems, the sprinkler installation, the fireextinguishing appliances, means of access to different compartments, decks, etc., and the ventilating
system including particulars of the fan control positions, the position of dampers and identification
numbers of the ventilating fans serving each section.
4. Fire safety operational booklet
The fire safety operational booklet contains the necessary information and instructions for the safe
operation of the ship and cargo handling operations in relation to fire safety.
5. Fire safety training manual
A training manual shall be written in the working language of the ship and shall be provided in each crew
mess room and recreation room or in each crew cabin. The manual shall contain the instructions and
information on General fire safety practice and precautions related to the dangers of common shipboard
hazards. General instructions on fire fighting activities and procedures for notification of a fire and use of
manually operated call points. Meaning of the ships alarms. Operation and use of ship specific fire
fighting systems and appliances. Operation and use of shipboard fire doors. Operation and use of
shipboard fire and smoke dampers. Shipboard escape systems and appliances.
6. Maintenance plans

The maintenance plan shall include the necessary information about Maintenance, testing and inspections
of fire protection systems and fire-fighting systems and appliances as required under regulation II2/14.2.2.
For tankers, additional requirements are referred to in regulation II-2/14.4.
7. Structural fire protection plan
It gives detail of Method of construction, Categories of spaces, Details of fire insulation and specification
of materials and doors, Application of fire rated divisions for all areas and spaces, Draught stops

8. Ventilation system drawing

It gives details of Duct layout and construction details, Specification of fire insulated ducts, Position,
dimension and details of fire Dampers, Arrangement of means of control for closure of openings and stop
of ventilation fans
9. Penetration details drawing
It give details of details of ventilation duct penetrations through fire divisions, details of cable
penetrations through fire divisions, details of pipe penetrations through fire divisions.
10.Escape route plan
It give details of arrangement of primary and secondary escape routes including stairways, escape trunks
and escape ladders, Width of escape routes including doors, Inclination of stairways/ladders.
11.Fire main system drawing
It gives details of Fire pumps including emergency fire pump, arrangement and construction details of fire
main and isolating valves, number and positions of hydrants and hoses, Fire pump capacity calculations.
12.Arrangement drawings for fixed fire-extinguishing system in machinery spaces
It shows the Specification and location of all equipment, Reference to equipment certificates, Calculations
for the quantity of the media used and the proposed rates of application, Release instructions, Control and
monitoring system.
13.Arrangement drawings for fixed fire-extinguishing system in cargo spaces (if relevant)
It give the Specification and location of all equipment, Reference to equipment certificates, Calculations
for the quantity of the media used and the proposed rates of application, Release instructions, Control and
monitoring system.
14.Arrangement drawings for automatic sprinkler, fire detection and fire alarm system (if relevant)

It shows Sprinklers grouped into sections, Specification and location of, pumps, tanks, alarms and
activators, Relevant information as specified for arrangement drawings for fixed fire detection and fire
alarm system
15.Arrangement drawings for fixed fire detection and alarm systems
It gives Specification of control panel (central unit), indication units, detectors, alarm devices and manual
call points, Location of equipment including cable routing and loops, Power supply arrangement, Details
of smoke extraction system (where relevant).
16.Type Approval certificate :For constructions and equipment required by SOLAS to be tested in accordance with the Fire Test
Procedure Code. The type approval certificates are required for

All extinguishers
All fixed fire fighting system
Self Contained breathing apparatus
Emergency Escape breathing apparatus
Fire Detection system
17.Other certificates with respect to inspection , maintenance and tests

Fire extinguishers servicing certificates

Fire Extinguishers Pressure testing certificates
Fixed gas fire extinguishing system cylinder Pressure test and servicing certificates
SCBA cylinder test and inspection certificates and were required EEBD

Explain latest developments in Marine Tribology.

Tribology is the science and engineering of interacting surfaces in relative motion. It includes
the study and application of the principles of

friction

lubrication

wear

The tribological interactions of a solid surface's exposed face with interfacing materials and
environment may result in loss of material from the surface. The process leading to loss of
material is known as "wear". Major types of wear include abrasion, friction (adhesion and
cohesion), erosion, and corrosion.
Wear can be minimised by modifying the surface properties of solids by one or more of "surface
engineering" processes (also called surface finishing) or by use of lubricants (for frictional or
adhesive wear)
There are worlds two biggest manufacturers of large marine diesel engines, MAN B&W and
Wartsila .

Sulzer RTA-series engines now incorporate TriboPack technology -a package of design

measures that enable the TBO of the cylinder components, including piston ring renewal, to be
extended to at least three years. At the same time, TriboPack allows the further reduction of
cylinder lubricating oil feed rate.

The design measures incorporated in TriboPack are:

1. Multi-level cylinder lubrication

2. Liner of the appropriate material, with sufficient hard phase
3. Careful turning of the liner running surface and deep-honing of the liner over the full
length of the running surface
4. Mid-stroke liner insulation, and where necessary, insulating tubes in the cooling bores in
the upper part of the liner
5. Pre-profiled piston rings in all piston grooves
6. Chromium-ceramic coating on top piston ring
7. RC (Running-in Coating) piston rings in all lower piston grooves
8. Anti-Polishing Ring (APR) at the top of the cylinder liner
9. Increased thickness of chromium layer in the piston-ring grooves.

A key element of TriboPack is the deep-honed liner. Careful machining and deep honing gives
the liner an ideal running surface for the piston rings, together with an optimum surface
microstructure.

The Anti-Polishing Ring prevents the build up of deposits on the top land of the piston which can
damage the oil film on the liner and cause bore polishing.

It is also important that the liner wall temperature is adapted to keep the liner surface above the
dew point temperature throughout the piston stroke to avoid cold corrosion. Mid-stroke
insulation and, where necessary, insulating tubes are therefore employed to optimize liner
temperatures over the piston stroke.

Other development

Alpha lubrication (MAN)

Electronically controlled cylinder lubrication.

The lube oil is injected exactly when the piston ring pack is passing the lube oil quills,
thus ensuring the best possible utilisation of the costly lube oil.

Anti polishing ring.

Piston ring :-CPR, Gas tight lock and controlled leakage grooves.
New tie rod design (MAN)
Development in Bearing design

Increase in bearing area

Shape changed( lemon shaped)MAN
Bearing temperature monitoring for moving bearing
On line bearing wear measurement.
Thick shell-Flex edge design(MAN)
Thin shell-Blend edge design

SOPEP
Q:- 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:-

This Plan is available to assist the ships personnel in dealing with an unexpected discharge of oil.
Effective planning ensures that the necessary actions are taken in a structured, logical and timely
manner.
-The primary objectives of this Plan are to

prevent oil pollution

stop or minimize oil outflow when a damage to the ship or its requirements occurs

stop or minimize oil outflow when a operational spill occurs in excess of the quantity or
instantaneous rate permitted under the present Convention

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.

The Plan is designed as a ship-specific tool it must also be considered as an additional instrument and
as a link to shore-based plans.
With this the Plans allow an efficient co-ordination between the ship and shore-based Authorities/
Organizations in mitigating the effects of an oil pollution incident.

The Plan includes a summary flowchart to guide the Master through reporting and acting procedures
required during an oil pollution incident response.

The Plan is likely to be a document used on board by the Master and officers of the ship and must
therefore be available in the working language used by them.

General procedures for operational spill: (bunkering)

Operational spill are those which are occur during cargo, bunkering or oil transfer operation.This
normally in port or in anchorage.
Immediate action:

1) initiate emergency shut down, stop all transfer operations, close all valves and inform the
terminal- in- charge, of your actions.

2) Sound the emergency alarm, inform the Master and initiate the emergency response
procedures.

3) inform the Port or local state authority.

Follow Up Action :

1) Identify the source of the spill / leak and initiate measures to stop or minimize the outow.

2) Drain or transfer the oil from the affected area of the pipeline into empty or slop tanks,
taking into account stress and stability of the vessel at all times.

3) The possibility of leakage from sea valves should not be discounted. Pressure on these
valves should be relieved, if possible, by draining the lines into a suitable tank on board, if
available, or ashore.

4) if there is any possibility of release of ammable vapor or its entry into the accommodation,
engine room or cargo holds, its ventilation to these areas must be shut off.

5) Clean up operations must be started using the equipment available on board.

6) All spilled oil that is collected must be carefully stored on board till it can safely be
disposed off.
7) Chemicals & dispersants (externally) must not be used unless Prior permission has been
obtained from the Port authority.
8) Before resuming normal operations, permission may have to be obtained from the Port
authority / Terminal Manager.

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 .

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.

Q:- Propeller curves . Enumerate the safety margins in relation to the propeller ..

1. Sea Margin ( SM) ( approximately 15 % power )

The increase in power to maintain a given ships speed achieved in calm weather
(point A ) and under average service condition (point D), is defined as the sea
margin. This margin can vary depending on owners and charterers expectations,
routes, season and schedules of the ship. The location of the reference point A and
the magnitude of the sea margin are determined between the shipbuilder and the
owner.
With the help of effective antifouling paints, dry-docking intervals have been
prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an average sea
margin of about 15 % of the sea trial power.
2. Light running margin (LR)
It is the compensation for loss in RPM between dry docks for constant power
operation .
The sea trial performance (curve a) in figure should allow for a 4 to 7 % light
running of the propeller when compared to the nominal propeller characteristic (the
example in figure shows a light running margin of 5 %). This margin provides a
sufficient torque reserve whenever full power must be attained under unfavourable
conditions.
The recommended light running margin originates from past experience. It varies
with specific ship designs, speeds, dry docking intervals, and trade routes.
Therefore the light running margin required will be 5 to 6 %. This is the sum of the
following factors:
a) 1.52 % influence of wind and weather with an adverse effect on the intake
water flow of the propeller.
b) 1.52% increase of ships resistance and mean effective wake brought about by:
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 ships loaded service speed at 85 to 90 % of the contract

maximum continuous rating. The remaining 10 to 15 % power can then be utilized
to catch up with delays in schedule or for the timing of dry docking intervals.

4. Shaft Generator Margin (SG) :It is given in case a shaft generator is fitted.

Tips to crack MMD written exam

1.
2.
3.
4.
5.
6.

Read instruction carefully before start writing.

Use only one color pen, preferably black or blue, during your exam.
Please dont use other color pen not even for headings or underlining.
Question no. must be written in left hand side margin.
Don't write it in the centre of the page or elsewhere.
Do Not leave any blank page Leaving that page blank may leave you
disqualified from exam.
7. Answer of next question must start from new page.
8. Number of pages filled is not of much importance if you know the correct
answer of the question.
9. Be precise and to the point.
10.2- 3 pages for one answer are sufficient.
11.Sketches leave good impression. It can be drawn free hand,but should be
neat and clear.
12.Be careful, there should not be failing mistakes in your sketch.

13.You must write relevant Regulations Annexes etc. In your answer and
underline it. Any specific dates also should be mentioned. All these things
give good impression to examiner.
14.Do not attempt survey related questions. i.e. Boiler survey, Load line survey
etc. Because these answers require specific attention on some important
issues and areas, which you can miss out and this may turn out to be failing
mistake.
15.Questions which require mention of specific Regulations, Annexes, dates etc.
must be written carefully because if you mention correctly, you can score
high, but missing it out can drag your marks down.
16.First question is always compulsory. Start your answers from question no. 1
only. As attempting it in the last gives an impression that you don't know the
subject well.
17.Please don't make any identification marks on your answer sheet.Also don't
write your rotation no. anywhere except the place provided for the same.

compulsory

1. with specific reference to any make, sketch and describe the cylinder lubrication system
used in new generation marine diesel engines. how will you effect the optimum cylinder oil feed
with varying sulphur content of fuel oil.

2. the protection of the marine environment is of utmost importance today. discuss. (a) how
would you as a c/e of a tanker ensure protection of the environment by compliance" with the
various regulation of marpol 73/78 annex, 1 for prevention and control of pollution at sea? (b)
state the recent requirements of imo for compliance under annex vi of marpol 73/78.
3. with reference to maritime labour convention (mlc) 2006. briefly discuss the following i)
minimum requirements for seafarers working on a ship, ii) conditions of employment. iii)
accornodation and recreational facilities, iv) health protection, welfare and social security
protection.
4. what are the major amendments to solas which have entered into force in 2014. briefly
discuss any five of them.

5. with reference to the underwater surface of a ship's hull: (1) describe a hull plate roughness
analyzer system; (ii) state the significance of the roughness profile and compare the typical
roughness values for a new ship and a ship eight years old. (b) with reference to the application
of self polishing paint in dry dock: (i) describe the plate preparation necessary; (ii) state the
defects that may occur in the paint coating if it is not correctly applied.

6. with respect to annex v of marpol significance of dish water, grey water recycling and reuse.
other similar discharges as excluded from the purview of operational wastes and waste
minimization (3. with respect to annex v of marpol explain the significance of the following. a)
dish water, grey-water recycling & re-use. b) 'other similar discharges' as excluded from the
purview of operational wastes; c) garbage maintenance plan and garbage record book: and d)
port reception facilities. )
7. define the meaning of the term "conditions of assignment" as applied to ships for load line
survey. (b) state how conditions of assignment contribute towards water tight integrity of ships
(c) give reasons why conditions of assignment need periodic inspection, giving specific
instances where they can be found to be less than fully effective .
8. what are the ongoing developments at the imo with respect to the technical and operational
measures to be invoked on board ships for combating green house gas emissions from ships?

9. with regards to ordering and receiving fuel bunker on board answer the following a) the
importance of correct bunker specification including the relevant iso standard b) how will you
ensure that a representative sample is drawn during bunkering? c) how will you ensure that in
case of bunker disputes especially with regards to quality the sample from the vessel will be
acceptable for verification?
10. 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.(sopep) .
11. Explain in detail the significance of propeller curves to a chief engineer. enumerate the
safety margins in relation to the propeller .
12. 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 honored.

13. With respect to eedi explain in detail the following. required eedi ,attained eedi .
14. The ism code stipulates that safety management objectives of the company, should inter
alia assess all identified risk to its ships personal and the environment and establish appropriate
safe guards, how will you as the chief engineer assist the company in fulfilling this objective?

15. A junior engineer has joined ship. Enumerate in detail the issue you would mentor him or
her with respect to the following: up keep of his personal safety, up keep of the safety of his
colleagues on board, technical job, responsibility he need to learn at the earliest, what attention
he needs to pay towards energy conservation and his entitlement with regard to human right in
a foreign port.
16. 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.
17. What are the significant solas amendments coming into force in 2013? with reference to
solas 2010 amendment, discuss "international goal based ship construction standards?
18. you are the chief engineer of a vessel that has suffered a minor fire in the engine room that
burned off the wiring to essential pumps. temporary repairs were made to get the vessel
underway. write a letter to the company head office describing the incident as to how the fire
took place and what corrective and preventive steps have you taken. what arrangements do you
suggest to affect a permanent repair at the next port of call?
19. Vent pipes have a special role to play with respect to safety of ships please explain in detail
the following where these are fitted any special fitment requirement as per statutes.
20. Your vessel has been awarded 3 major non conformities during sms audit. Frame a report
in the format of an email addressing the engineer superintendent with suggested step to be
taken for early sailing of the vessel.
21. In relation to sea worthiness of a ship discuss the responsibility and authority of the
following stake holder: maritime administration, recognized organization, shipowner, insurance
company.
22. 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.
23. 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.
24. The ism code stipulates that the safety management objectives of the company should
inter alia assess all identified risks to its ships, personnel and establish appropriate safeguards.
how will you as a chief engineer assist the company in the fulfilling this objective?

With regards to ordering and receiving fuel bunker on board, How will you ensure that in case of
bunker disputes, especially with regards to quantity .

ENSURING CORRECT QUANTITY:-

After bunkering Bunker quantity disputes can arise due to

1.
2.
3.
4.
5.

Measured volume of barge is different from BDN

Measured volume for barge is different from ships figure
Weight of bunkers delivery note calculated with incorrect density
High water content
Cappuccino bunker (air foam in bunkers)

Normally up to 1% discrepancy in quantity is tolerated and if exceeds letter of protest must be

written by master ad an independent surveyor to be called for investigation .
In case of any dispute regarding quantity of bunker received, the chief engineer of vessel should
raise
a
note
of
protest
which
shall
be
signed
by
both
parties.
Letter
of
protest
(claim
limitqty
:15days
/
quality
:30days)

Addressed to
Made from
Date ,time & port
Details of dispute
Copy to charter
Copy to company
Copy to supplier flag state
Letter of protest by supplier

An independent surveyor may then be called to investigate the findings. This should be entered
in log book or an oil record book.

However, the following minimum steps are recommended :

1. Immediately notify the parties concerned and appoint an independent surveyor if not
already done so and do not disconnect hoses.
2. Re-do the entire gauging, check and re-check both pre and post bunkering calculations
making sure the list/trim corrections have been correctly applied.
3. Verify correct temperatures and densities have been used.
4. Issue letter of protest for each incident and have it acknowledged by the barge (note the
barge Master will probably refuse to acknowledge such letters).
5. Write up a detailed statement of facts leading to the short delivery.
6. Preserve any evidence e.g. if you suspect froth on the surface of the fuel / too many
bubbles on the sounding tape then taking photographs would be prudent.
7.
A success of a claim will largely depend on the nature and the quality of evidence
gathered at the time the supply is made.If there is detailed contemporaneous written
evidence, the ship operator will be in a much stronger position in case of subsequent
litigations.
8. Further, it may be necessary for full disclosure of the supplier's stock movement reports
to ensure that the original supplied quantity tallied with the quantity at the time of
opening gauge.
9. Another tactic we have seen is "pilot onboard" this may seem like a stalemate and to
the supplier's advantage (delaying the vessel's departure it never a good thing) but with
careful handling of the situation the agent should be advised beforehand to postpone the
pilot boarding thus giving the vessel sufficient time to resolve / deal with the dispute.

10.The barge outturn figure (delivered fuel quantity) will be recorded on the BDN for invoice
purposes. In case of a short fuel delivery a note of protest must be issued and the same
reflected in the Oil Record Book (ORB) and do not sign the BDN as presented but sign
only for the soundings and ship's volume.

Q:-Explain Harmonization of Statutory Certificates under the SOLAS 74/88 Convention.

If a period of a statutory Certificate has just expired and a port is having inadequate
survey facility, state the actions you will take, as per the provision stated in the Protocol
of 1998 relating to the International Convention for the Safety of Life at Sea, 1974.

ANSWER :-

A harmonized system of survey and certification covering international shipping regulations

adopted by the International Maritime Organization enters into force on 3 February 2000, in
order to alleviate the problems caused by survey dates and intervals between surveys which do
not coincide, covering international shipping regulations including the codes and conventions of
these following institutions:

1. International Convention for the Safety of Life at Sea (SOLAS), 1974

2. The International Convention on Load Lines (LL), 1966
3. The International Convention for the Prevention of Pollution from Ships, 1973, as
modified by the Protocol of 1978 relating thereto -MARPOL 73/78
4. The International Code for the Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk (IBC Code)
5. Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in
Bulk (BCH Code)
6. Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
(IGC Code).

Purpose
Surveys, made in accordance with the harmonised survey system for ships, to harmonize
intervals between surveys of all legitimate certificates issued to all marine vessels.
The harmonized system is presumed to facilitate all the troubles of periods between
surveys so that any ship would not have to worry about going into the process of a survey
schedule required by one convention right after having gone through the same thing concerned
in connection with another instrument.

Harmonized system adopted in 1988:-this is just for refrence

The international requirements introducing the harmonized system of survey and certification
for the SOLAS and Load Lines Conventions were adopted by IMO at an International
Conference on the Harmonized System of Survey and Certification held in 1988 - which itself
had its origins in the 1978 Conference on Tanker Safety and Pollution Prevention which
recognized the difficulties caused by the survey and certification requirements of SOLAS, the
Load Lines Convention and MARPOL 73/78. The 1978 Conference called upon IMO to develop
a harmonized system which would enable the surveys to be carried out at the same time.
The 1988 HSSC Conference adopted Protocols to the SOLAS and Load Lines Conventions
to introduce the harmonized system.
The conditions for entry into force of the 1988 SOLAS and Load Lines Protocols were met
on 2 February 1999, when Bahamas deposited instruments of accession to both instruments
with IMO. Malta also recently acceded to the 1988 Protocols. The 1988 Load Lines Protocol has
36 States Parties with 58.58 percent of world merchant shipping tonnage. The 1988 SOLAS
Protocol has 36 States Parties with 58.10 percent of world merchant shipping tonnage.
In terms of MARPOL 73/78, the Convention allowed for amendments to the certification and
survey requirements to be accepted by a procedure known as "tacit acceptance", meaning
amendments enter into force on a specified date unless sufficient objections are received.
As a result, MARPOL 73/78 was amended on 16 March 1990 to introduce the harmonized
system of survey and certification, with the proviso that the amendments enter into force at the
same time as the entry into force date of the 1988 SOLAS Protocol and the 1988 Load Lines
Protocol.

List of certificates required on board ship relating to harmonized system of survey and
certification (some depend on type of ship)
1.
2.
3.
4.
5.
6.
7.
8.
9.

Passenger Ship Safety Certificate, including Record of Equipment

Cargo Ship Safety Construction Certificate
Cargo Ship Safety Equipment Certificate, including Record of Equipment
Cargo Ship Safety Radio Certificate, including Record of Equipment
Cargo Ship Safety Certificate, including Record of Equipment
International Load Lines Certificate(ILLC)
International Load Lines Exemption Certificate
International Oil Pollution Prevention Certificate
International Pollution Prevention Certificate for the Carriage of Noxious Liquid
Substances in Bulk.
10. International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
11. International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
12. Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

The harmonized system

In practice, many Administrations and classification societies already operate a form of

harmonized survey and certification. Moreover, a resolution adopted by the IMO Assembly in
1991, and amended in 1993 (Resolution A.718(17), as modified by resolution A.745(18)),
allowed for Governments which had ratified the 1988 SOLAS and Load Lines Protocols to
implement the harmonized system ahead of the entry into force date of the protocols.

The harmonized system provides for:

A one-year standard interval between surveys, based on initial, annual, intermediate,

periodical and renewal surveys as appropriate;
A scheme for providing the necessary flexibility for the execution of each survey with the
provision that the renewal survey may be completed within three months before the
expiry date of the existing certificate with no loss of its period of validity;
A maximum period of validity of five years of all certificates for cargo ships;
A maximum period of validity of 12 months of the Passenger Ship Safety Certificate;
A system for the extension of certificates limited to three months to enable a ship to
complete its voyage (or one month for ships engaged on short voyages);

When an extension has been granted, the period of validity of the new certificate is to
start from the expiry date of the existing certificate before its extension.

The main changes to the SOLAS and Load Lines Conventions are that annual inspections
have been made mandatory for cargo ships and unscheduled inspections have been
discontinued. Other changes refer to survey intervals and requirements.
No more unscheduled inspections for harmonised system of classification for ships, while
annual surveys have been made mandatory
At least two inspections are required to be executed of the ships bottom in a five year
period; maximum interval between the inspections has also been set at not more than thirty six
months.

A substantive harmonised system for merchant marine which credits a combined cargo
ship safety certificate to replace existing safety equipment, safety construction and safety radio
certificates

Q:- Compressed air starting system for ocean going ships has specific requirements with
particular importance being assigned to requirement for air compressor. Pl enumerate these
requirements, with reasons as relevant. `
ANSWER :-

1. In every ship means shall be provided to prevent overpressure in any part of compressed air
systems and wherever water jackets or casings of air compressors and coolers might be
subjected to dangerous overpressure due to leakage into them from air pressure parts. Suitable
pressure relief arrangements shall be provided for all systems.
2. The main starting air arrangements for main propulsion internal combustion engines shall be
adequately protected against the effects of backfiring and internal explosion in the starting air
pipes.
3. All discharge pipes from starting air compressors shall lead directly to the starting air
receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be
entirely separate from the compressor discharge pipe system.

4. Provision shall be made to reduce to a minimum the entry of oil into the air pressure systems
and to drain these systems.
5. Air intakes for the compressors shall be so located as to minimise the intake of oil or water
contaminated air.
6. Pipes from air compressors with automatic start shall be fitted with a separator or similar
device to prevent condensate from draining into the compressors.
7. Starting systems for internal combustion engines shall have capacity for a number of starts
specified without reloading of air receivers.
The capacity shall be divided between at least two air receivers of approximately same size.

8. If a starting system serves two or more of the above specified purposes, the capacity of the
system shall be the sum of the capacity requirements.
9. For multi-engine propulsion plants the capacity of the starting air receivers shall be sufficient
for 3 starts per engine. However, the total capacity shall not be less than 12 starts and need not
exceed 18 starts.
10.Two or more compressors shall be installed with a total capacity sufficient for charging the air
receivers from atmospheric to full pressure in the course of one (1) hour.
11.The capacity shall be approximately equally shared between the compressors. At least one
of the compressors shall be independently driven.
12.If the emergency generator is arranged for pneumatic starting, the air supply shall be from a
separate air receiver.
13.The emergency starting air receiver shall not be connected to other pneumatic systems,
except for the starting system in the engine room. If such a connection is arranged, then the
pipeline shall be provided with a screw-down non-return valve in the emergency generator
room.

For Survey requirements

1. All air receivers and other pressure vessels for essential services together with their
mountings and safety devices are to be cleaned internally and examined internally and
externally. If an internal examination of an air receiver is not practicable it is to be tested
hydraulically to 1.3 times the working pressure.

2. Air compressors are to be opened up and coolers tested as considered necessary by the
Surveyor. Selected pipes in the starting air systems are to be removed for internal examination
and hammer tested. If an appreciable amount of lubricating oil is found in the pipes the starting
air system is to be thoroughly cleaned by steaming or other suitable means. Some of the pipes
selected are to be those adjacent to the starting air valves at the cylinders and to the discharges
from the air compressors

Steering Failure
This is a situation which endangers the maneuverability of the vessel, which can be a
dangerous situation during maneuvering, river passage, shallow water passage, restricted and
heavy traffic zones and bad weathers. This situation is best tackled by proper emergency
preparedness and response through proper training and drills. Again, communication with the
bridge is very important.

Immediate Action

DUTIES:
Master:
Communication and coordination of response.
Officer on watch:
Initial response to alarm or failure:
ATTEMPT to regain steering. This may involve:
START a second steering motor
STOP the steering motor in alarm
CALL / INFORM Master, Duty Eng., Helmsman for further action.
ASSESS immediate dangers i. e. Risk of Collision or Grounding etc.

ADVISE Watchman as required, hoisting NUC signals, lookout etc.

ADVISE vessels in vicinity. Get anchors stby as required.
SEND Helmsman to Steering Gear Room and establish communication.
Upon request from Duty Eng:
If emergency steering has been prepared:
ADVISE Helmsman to steer course or give helm orders.
RECORD all relevant details.
Duty Engineer:
MOBILISE and INFORM all engineers.
ADVISE Backup Duty Engineer to attend Engine Control Room.
PROCEED to Steering Gear Room for initial technical response and eventual preparation of
emergency steering.
SELECT steering Gear to be used. (this may depend upon nature and location of fault or any
automatic isolation)
SWITCH all Rudder Servo Units to LOCAL
SELECT one Janney Pump on this Steering Gear and
START associated El. Motor
ASSIST with emergency steering accordingly Bridge / Helmsmans request.
Chief Engineer:
PROCEED to Steering Gear Room for the initial technical responsense and assessment of
repair options.
REPORT to Master.
ORGANISE repairs.
ADVISE Backup Duty Eng. to mobilise personnel as required.
Backup Duty Engineer ( next in row ):
ATTEND Engine Control Room and provide Engine Room Services as required. MOBILISE
Personnel as advised by C/E.
RECORD all relevant details.

Helmsman:
PROCEED to Bridge and be prepared to be sent to Steering Gear Room for Emergency
Steering. In Steering Gear Room:
ESTABLISH permanent communication with Bridge.
STEER course or FOLLOW helm orders via torque motor/servo controller control levers.
OBSERVE gyro to steer a given course.
OBSERVE steering gear for rudder position.
ADVISE Duty Engineer to assist operation of Emergency Steering Gear as per Bridge
command.
All remaining Personnel:
ASSIST as required.

Main Purpose is to proceed with Vessel safe to the location where permanent repairs can
be carried out to recover remote steering control.

Main engine failure

Main Engine Failure
This is a very dangerous situation as it results in immobilisation of the vessel.
It is further dangerous if the vessel is under maneuvering or in restricted area or facing a rough
weather.
It can be divided into various categories which forms emergencies such as Scavange fire,
Uptake fire, crankcase explosion, Automation failure etc
Immediate Action -

1. Duty engineer/ Duty officer should take necessary steps to stop the engine if not
engineer already stopped. should Duty officer should observe traffic situation whereas
duty engineer prepare systems for stoppage. i.e firing of boiler, starting additional Aux
Engine
2. Inform Chief Engineer and Master about stoppage and sound Engineer's alarm Events
must be logged and damage contained to the minimum.
Follow up Action
These will be done by two man teams .The Chief Engineer will lead Engine Room team
whereas Master will lead Bridge team.
Bridge Response

Inform Duty Engineer if not alerted by Engineers Alarm system.

Call Master and Chief Engineer.
Appraise prevalent navigational situation and take any necessary action to improve
safety margins.
Check own vessels position, check for local dangers and assess risk.
Hand over the Engine Control to Engine room as requested.
Engage Hand Steering and start second steering motor. Maintain original course or alter
towards navigational safety. As the speed reduces, ensure that the helmsman is using
sufficient helm to maintain course - once the ships head starts to drift it may not be
possible to restore desired course.
Depending on the navigational situation, it might be necessary to:

1. Transmit a Security Message on VHF DSC and VHF Ch 16.

1.
2.
3.
4.
5.

Display necessary shapes/lights /sound signals as required

Post additional look outs
Call for Emergency Anchor stations and head for Emergency anchorage if needed.
Advice relevant authorities if in coastal/port waters.
Log down events in the Deck log book.

Engine Room team

1. Ascertain the cause of stoppage or failure of ME, by studying the order in which alarms
are received; feed backs from duty engineer etc.
2. Stop leakage of oil /water if generated during the incident.
3. Commence damage assessment and arrive to logical estimate of time of stoppage.
4. Communicate the stoppage duration to Master and Bridge team to enable them to
decide the safe place for anchoring.
5. Ascertain whether spares are available on board to carryout repairs necessary either of
temporary or permanent nature and also whether they can be carried out by ship staff .
6. Carryout repairs with prior information to bridge & Master and with proper consideration
to safety & pollution aspect.
7. Retain damaged parts on board for further investigation if required .
Incident Reporting :-Once the repairs have been successfully carried out. a detailed report
should be prepared in the appropriate format of the Company

This will include but not limited to the following:

1.
2.
3.
4.
5.

Time & date of incident

Exact position of ship, distance from nearest land, port etc
Details of damaged machinery, extent of damage.
Cause of damage in CE's opinion
Repair adopted, details of repairs done if they are not done as methods per maker's
instructions.
6. If further shore assistance is required
7. whether the vessel is able to proceed with normal speed or reduced speed either to next
port of call or port of refuge
8. Any further investigation to be done or further analysis to be carried out to investigate in
more detail, the causes of stoppage

Q:-Comment in detail w.r.t ships lifting appliances on:

Identification, Maintenance And Certification Of Wire Ropes Identification :-

1. Wires have for many years played an integral role in the daily operation and function of nearly
every commercial vessel afloat. Applications will vary according to vessel type and purpose.
Wire ropes are used in many applications such as for life boats, Elevators, Mooring, Cranes,
Cargo lashings and in form of slings.
2. Wire ropes used in long lengths without terminations are not usually marked. The
manufactures certificate for the wire is endorsed with its place of use to enable identification. A
wire or wire sling with a thimble or loop splice ferrule should be proof-loaded and the safe
working load stamped on the ferrule.
3. Markings on slings should be made in a permanent manner on: the terminal ring or link;
a tablet, disc or ferrule attached to the sling, provided that the attachment will not cause
damage to the rope;
a ferrule of a wire rope having ferrule-secured eyes; the sling itself;
a label; or
by an approved electronic capture system.
4. Markings on slings should include the number of legs and the safe working load in straight lift
and when the angle between the legs and the vertical is 45.
5. Non-metallic slings should be marked with a label.
6. Ropes must be clearly marked in a way which relates them uniquely to their test Certificate.

Certification :-

1. Regulations concerning the testing, certification, thorough examination and inspection of wire
rope will be implemented by the competent authorities and organisations appointed by them in
accordance with the requirements of ILO Convention 152: articles 21 to 26.
2. The convention requires that Form No. 4 Certificate of test and thorough examination of
wire rope should be issued in conjunction with Register (Form No. 1). It includes details of :

The competent person who carried out testing and thorough examination, date, place
and signature.
Name and address of maker or supplier.

Nominal diameter.
Number of strands.
Number of wires per strand.
Type of core.
Lay of wire.
Date of test of sample.
Quality of wire (N/mm2).
Load at which sample broke (tonnes).
Safe working load of rope (tonnes).
Intended use.

3. ISO 4309 - Cranes Wire ropes Care, maintenance, installation, examination and discard ,
sets out more comprehensive guidelines in comparison with those included in the ILO booklet.

Maintenance:-

1. Visual inspection of all ropes for broken wires, flattening, basket distortion, excessive wear or
surface corrosion, or other signs of damage.
2. Checks of all rope terminations.
3. All wire ropes on lifting appliance should be regularly coated with a dressing free from acid
and alkali.
4. The dressing should be applied where it is practical and safe to do so, the dressing should be
applied where the rope passes over pulley, as the bending of the rope facilitates the penetration
of dressing.
5. It may be necessary to clean wire ropes used in dusty or abrasive environments thoroughly
before applying the dressing.

6. If a wire rope has deteriorated, the defective parts should not be joined together

Q. Discuss the mandatory records to be maintained under ISO 9001:2008 .

Documents required by ISO 9001:2008 are

1.
2.
3.
4.
5.
6.

Documented statements of a quality policy and quality objectives;

A quality manual
Documented procedures required by this International Standard specifically for the
following six activities :
Control of documents
Control of records
Internal audit
Control of nonconforming product
Corrective action
Preventive action

Documents needed by the organization to ensure the effective planning, operation and control
of its processes, and Records required by this International Standard

Records required by ISO 9001:2008 are

1. Management reviews
2. Education, training, skills and experience
3. Evidence that the realization processes and resulting product fulfill requirements
4. The results of the review of requirements related to the product and actions.
5. Design and development inputs relating to product requirements
6. Results of design and development reviews and any necessary action
7. Results of design and development verification and any necessary actions
8. Results of design and development validation and any necessary actions
9. Results of the review of design and development changes and any necessary actions
10.Results of supplier evaluations and any necessary actions arising from the evaluations
11.As required by the organization to demonstrate the validation of processes where the
resulting output cannot be verified by subsequent monitoring or measurement.
12..The unique identification of the product, where traceability is a requirement.
13.Customer property that is lost, damaged or otherwise found to be unsuitable for use.
14.Basis used for calibration or verification of measuring equipment where no international
or national measurement standards exist.
15.The validity of the previous measuring results when the measuring equipment is found
not to conform to the requirements.
16.Results of calibration and verification of measuring equipment.
17.Internal audit results and follow-up actions.
18.Indication of the person(s) authorizing release of product.

19.Nature of the product non-conformities and any subsequent actions taken, including
concessions obtained
20.Results of corrective action
21.Results of preventive action

The Health and Safety & OHSAS Guide

OHSAS 18001 is a standard used for an occupational health and safety management
system, which enables an organisation to control its risks and improve its performance in this
area. The standard provides a systematic approach to identifying hazards, and then either
eliminates or reducing the risks of the hazards.

Benefits

1. Reduce risks - it can contribute to a healthier working environment and help reduce
accidents, employee illness and lost time.
2. Improved staff morale - it can help support improved staff morale and offers potential
reductions in liability claims and lower insurance premiums.
3. Credibility - your organisation can benefit from increased credibility by having an OHS
management system independently assessed.
4. Supplier of choice - it lets you work with companies where certification to OHSAS
18001 is a contractual requirement.

Q:-With respect to AnnexV of Marpol explain the significance of following

Garbage management plan and garbage record book

Garbage management plans and garbage recordkeeping (Regulation 9)

(1) Every ship of 400 tons gross tonnage and above, and every ship which is
certified to carry 15 persons or more, shall carry a garbage management plan
which the crew shall follow. This plan shall provide written procedures for collecting,
storing, processing and disposing of garbage, including the use of the equipment
on board. It shall also designate the person in charge of carrying out the plan. Such
a plan shall be in accordance with the guidelines developed by the Organisation and
written in the working language of the crew.
(2) Every ship of 400 tons gross tonnage and above and every ship which is
certified to carry 15 persons or more engaged in voyages to ports or offshore
terminals under the jurisdiction of other Parties to the Convention and every fixed
and floating platform engaged in exploration and exploitation of the sea-bed shall
be provided with a Garbage Record Book. The Garbage Record Book, whether as
a part of the ships official log-book or otherwise, shall be in the form specified in
the appendix to this Annex
Entries in the Garbage Record Book
4.1 Entries in the Garbage Record Book shall be made on each of the following
occasions:

When garbage is discharged into the sea:

Date and time of discharge

Position of the ship (latitude and longitude)
Category of garbage discharged
Estimated amount discharged for each category in cubic meters
Signature of the officer in charge of the operation.

When garbage is discharged to reception facilities ashore or to other ships:

Date and time of discharge

Port or facility, or name of ship
Category of garbage discharged
Estimated amount discharged for each category in cubic metres
Signature of officer in charge of the operation.

When garbage is incinerated:

Date and time of start and stop of incineration

Position of the ship (latitude and longitude)

Estimated amount incinerated in cubic metres

Signature of the officer in charge of the operation.

Accidental or other exceptional discharges of garbage

Time of occurrence
Port or position of the ship at time of occurrence
Estimated amount and category of garbage Circumstances of disposal,
escape or loss, the reason therefor and general remarks.

4.2 Receipts

The master should obtain from the operator of port reception facilities, or
from the master of the ship receiving the garbage, a receipt or certificate
specifying the estimated amount of garbage transferred.
The receipts or certificates must be kept on board the ship with the Garbage
Record Book for two years.

4.3 Amount of garbage

The amount of garbage on board should be estimated in cubic metres, if possible

separately according to category.
The Garbage Record Book contains many references to estimated amount of
garbage.

It is recognised that the accuracy of estimating amounts of garbage is left to

interpretation. Volume estimates will differ before and after processing. Some
processing procedures may not allow for a usable estimate of volume, e.g. the
continuous processing of food waste. Such factors should be taken into
consideration when making and interpreting entries made in a record book.

Q:-With respect to AnnexV of Marpol explain the significance of following

Other similar discharges excluded from the purview of operational wastes

Other similar discharges

The definition of "operational wastes" (regulation 1.12 of MARPOL Annex V)

excludes grey water, bilge water, or other similar discharges essential to the
operation of a ship.

"Other similar discharges" essential to the operation of a ship include, but are
not limited to the following:

boiler/economiser blowdown;
boat engine wet exhaust;
chain locker effluent;
controllable pitch propeller and thruster hydraulic fluid and other oil to sea
interfaces (e.g. thruster bearings, stabilisers, rudder bearings, etc.);
distillation/reverse osmosis brine;
elevator pit effluent;
firemain systems water;
freshwater lay-up;
gas turbine washwater;
motor gasoline and compensating discharge;
machinery wastewater;
pool, spa water and recreational waters;
sonar dome discharge; and
welldeck discharges.

While cleaning agents and additives contained in hold washwater, and deck and
external surface washwater are considered "operational wastes" and thus
"garbage" under Annex V, these cleaning agents and additives may be discharged
into the sea so long as they are not harmful to the marine environment.

Q:-Differentiate between official logbook, deck and engine room log book
highlight their salient features and differences ,also enlist the number of
documents which are handed over by relieved C/E during signing off from
a vessel.

ANSWER :

Official log book

As per MSA 1958 official log book

MSA 212-1 An official log shall be kept in the prescribed form in every Indian ship
except a home-trade ship of less than two hundred tons gross.(200).
MSA 212-2:-The official log may, at the discretion of the master or owner, be kept
distinct from or united with the ordinary ships log so that in all cases the spaces in
the official log book be duly filled up.
1. Must be kept on every ship unless exempted it is available with engagement
and discharge documents from concerned flag state officer.
2. Must be completed in accordance with M.S. act (official log book)
3. Must be kept in one book covering all seamen onboard and remains in force
from time of opening crew agreement until closure of crew agreement.
4. It must be delivered on closure to flag state concerned.
5. It must be produced by master if demanded to the superintendent /surveyor,
port authorities etc.
6. Each entry must be dated and signed, witnessed in accordance with the
regulations and the schedule.

Official log book summery:1.

2.
3.
4.
5.
6.
7.

Front cover: Contains ships particulars, date and place of opening and
closing official log book.
Record of seamen employed in the ship.
Entries of birth and deaths, deceased seamans property, death inquiry.
Record of musters, boat drills and fire drills, training of crew, inspection of life
saving appliances and fire fighting equipment.
Record of test drills and inspections of ships steering gear.
Record of tests and inspection of pilot hoists.
Record of inspection of crew accommodation.

8. Record of inspections carried out in accordance with ILO convention no. 68 of

1946 of supplies of food and water provided for the crew.
9. Load line, depth of loading.
10.Dates of departure from and arrival at each port with draught of water and
freeboard.
11.Sailing short handed.
12.Accidents, distress incidents, reasons for not going to assistance.
13.Wage disputes, discharges of crew, crew left behind, property of crew left
behind, illnesses and injuries.
14.Code of conduct breaches by crew.

Supplementary Official Logs and Records

1. Official log book (part II passenger ships):-It maintains recording of the

opening and closing of water tight doors, closing and opening in hulls and
water tight bulkheads.
2. Radio telegraph log :-In includes routine test, particulars of messages
transmitted and
received.
3. Radio telephone log:-It records details of operators, battery condition,
battery
charging, messages transmitted and received.
4. GMDSS log:-It records distress signals, safety traffic communication n the
position of the ship at least once a day.
5. Oil record books ;

Deck log book

1. The deck log book of a ship is an important document that is used to record
various data, scenario and situations (including emergency situation and action
which is later used for reference, case study and for insurance purpose in case of
damage to the ship or loss of ships property.

2. The deck log may, at the discretion of the master or owner, can be kept united
with the ships official log book log so that in all cases the spaces in the official log
book be duly filled up. For this reason the log book of a ship should be properly filled
without any errors.
3. Following are the entries which must be filled up by the Deck officer during
his/her watch:(for reference only)
1.
2.
3.
4.
5.
6.
7.
8.

Position of the ship in Latitude and Longitude at different intervals

Time to be noted when Navigation marks are passed
Time, details and reason if there is any course alteration
d)Condition of weather and changes if any
Movement of the ship at sea including rolling, pitching, heaving etc
Details of any abnormal condition
Speed of the propulsion engine and speed of the ship in knots
If involved in any kind of accidents like stranding, grounding etc. then details
for the same
9. Entry to be made if any physical contact with floating object or vessel is
made
10.Details of the distress signal received
11.Entry for what kind of assistance is given to the distress signal sender
12.If salvage operation is performed, complete details to be entered
13.m)If there is an oil spill or other pollution accident, position of the ship, time
and complete incident to be recorded
14.Record of general watch routines performed including fire watch
15.Time of arrival and departure and ETA.
16.If berthing or anchoring is planned, time for the same to be noted.

Other entries as required by master, company and administration should also be

recorded in the log book without fail.

Engine room log book

1. An engine room log book is a track record of all ship machinery parameters,
performance, maintenance, and malfunctions. The recorded values and information
are used as a reference, to compare and record data that can be used for insurance
claim if some accidents take place.
2. A responsible watch keeping engineer has to fill the log book for his/her own
watch period without fail, along with the signature of all watch keepers for their
concerned watch timings.

3. Chief engineer also must counter sign this book every day to make sure all the
entries are being filled in it as per the company requirement. In this article, we will
discuss the important things that are to be mentioned in the engine room log book.
Following entries must be filled in the engine room Log Book:
1. Date and voyage where the ship is heading
2. The position of the ship ( at sea, at port or at anchorage)
3. Readings and Parameters of Main Propulsion Engine
4. Readings and Parameters of Auxiliary Engine (Generators)
5. Readings and Parameters of Other running Machineries
6. Main engine RPM and Load on the Engine .
7. Speed of the ship in knots.
8. Daily Entry for all the lube oil ROB ( Rest or Remaining onboard)
9. Daily entry for all grade of Fuel Oil Remaining onboard.
10.Remaining onboard value of Sludge and Bilge
11.Running Hour Counter for important machinery
12.Running details of Oil Pollution Prevention Equipment (Time and Position)
13.Record of any Major Breakdown and reason for the same.
14.Record of Incident or accident in the engine room (Fire, Flooding etc)
15.Record of grounding, collision and other accidents
16.Record of Major overhauling of important machineries
17.Record of all Bunkering operation ( Time, Place and quantity)
18.Record of all Sludge and garbage disposal operation.
19.Remarks for additional work done in a watch
20.Remarks for Surveys and PSC inspection.
21.Signature of the concerned watch keeper
22.Signature of Chief engineer to make sure all entries are in position

Number of documents which are handed over

1. list of status of surveys/certificates, quarterly listings .
2. condition of class stated if any.
3. handing over report.
4. fuel oil/ diesel oil/ lube oil soundings confirm actual figures .
5. voyage requirements for fuel/lubes.
6. oil record book.
7. bunker consumption record and charter party requirements.
8. PMS status of main/auxiliary/ electrical machineries.
9. spares on board.
10.stores on board .
11.alarm checklist.
12.critical equipment check list.
13.list of precision instruments on board .
14.records of PSC inspection.
15.cargo equipments maintenance records.
16.NOx technical file.

17.Bunker delivery notes .

18.special tools list.
19.list of manuals / drawings available on board .
20.training records.

Any other documents pertaining to the particular type.

Q:- 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 nondocumented actions?
Explain the different ship related contingencies against which document procedures
are maintained under emergency preparedness of ISM Codes.
ANSWER :-

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 programs for drills and exercises to prepare for
emergency actions. The safety Management System (SMS) should provide for
measures ensuring that the companys organization can respond at any time to
hazards accidents and emergency situations involving its ships.
Due to the nature of dry dock repair activities (that means it involves numerable
jobs of vastly varied and diverse nature) it is challenging task to device a fire
fighting plan that will satisfactorily operate under all conditions.
Thus, necessarily in such a situation a suitable fire fighting plan should be open to
frequent changes and thus should be highly flexible in nature.
Fire on board a ship is also a documented procedure in the SMS of every company.
But during dry dock the procedure will be changed due to Limitations in dry dock.

Ship have limited fire fighting ability at dry dock

Nature of jobs involving fire fighting equipments frequent change in fire
fighting plan.

Major jobs carried out on deck so that Primary muster station may change.
General Emergency Alarm may be under maintenance, may not be working.
Fire Fighting Appliances may be out for repairs.
Ship staff may have availed shore leave.
Shore Gangs who are not very much familiar with the ship may be working at
several locations.

FIRE DURING DRY DOCK DOCUMENTED PROCEDURE:Due to nature of dry dock repair activities, it is a challenging task to device a fire
fighting plan that will satisfactorily operate under all condition. Thus, necessarily in
such a situation a suitable fire fighting plan should be able to frequent changes and
thus should be highly flexible in nature.
To prepare a documented system following should be kept in mind:1) Earlier primary station may not be suitable for muster due to repair work
2) Vessel general emergency alarm may be under repair
3) Ships crew may have gone for a shore leave
4) Fire fighting appliances may be gone ashore for servicing
Therefore documented procedure prior entry to dry dock will include carrying out a
risk assessment for contingencies specific to dry dock.

Bridging Document (interface contract):-Document that aligns and coordinates the

requirements and responses of various parties in relation to a
specific aspect of a project. NOTE Commonly used to align and co-ordinate the
emergency response procedures for owner and contractors.(also see full bridging
document)
Master should make it clear to dry dock personnel that its his responsibility to take
suitable precaution against fire, testing and certification of space prior to any hot
work. Documented action plan should be drawn along with yard personnel and
agreed upon by ship and shore staff.
In a dry dock the responsibility for carrying out hot work and the associated permit
lies with the dock personnel. However ship staff must initiate action against a
contingency and co-ordinate response.
The documented procedure will be --1) The procedure for informing the yard is documented and is to be

understood.
2) Number for emergency helpline to be conspicuously displayed
3) Fire lines to be kept charged via shore through ISSC
4) Suitable muster station for all teams to be declared and made aware at
beginning of the day along with planning and allocation of the work
5) Status of general emergency alarm to check
6) Officers at management level to be familiar with dock evacuation
procedure, and dock emergency plan.
7) Logs of attendance for ship and yard personnel to maintain
KEEPING ABOVE POINTS IN MIND THE REST OF THE PROCEDURE WILL BE
SAME LIKE:1) Person witnessing fire to shout and inform everybody about nature and
location of fire
2) Emergency teams to fight the fire and evacuate casualties
3) Support team to help in boundary cooling ,evacuation, first aid etc.
4) Technical team to cut necessary electrical supply etc.

ADVANTAGES OF DOCUMENTED PROCEDURE:1) Documented plans are ship specific and hence more effective
2) Personal specific responsibilities are delegated and therefore
resources can be quickly mobilized
3) Documented procedure helps in quick familiarization
4) Documentation, ship plan etc. help shore personnel to access situation
suitably
5) Avoids duplication of efforts, confusion and chaos
6) It reduces damage to property/ and loss of life
7) It helps in insurance claims
8) It helps analyze procedures and enable improvisation
9) Human error due to poor decision making is minimized.
Likewise there are so many contingencies which are covered in ISM
and all have documented procedure.

Following is the list of some of these contingencies:1) Collision

2) Grounding/Stranding
3) Fire
4) Electrical power failure
5) Flooding

6) Steering failure
7) Main engine failure
8) Pollution/ spill
9) Man overboard
10) Heavy weather
11) Helicopter operation
12) Terrorism and piracy
13) Serious injury

Q:-Explain the difference between ISM and ISO certification.

ISM

ISO

ISM Code is an
international standard for
the safe management
and operation of ships
focusing towards the
protection of the
environment and the
safety of the crew as well
as equipment.

The ISM Code is

mandatory for all vessels
of more than 500 gross
tonnages including
mobile offshore drilling

ISO 9001:2008 specifies

requirements for a quality
management system
which ensures that a
company provides
products/services that
meet customer as well as
any applicable statutory
and regulatory
requirements.
Moreover, ISO 9001 aims
to enhance customer
satisfaction. Not
mandatory

units.
The mandatory ISM Code
ensures that shipboard
risks are managed
effectively and
performance is improved.
Its requirements include
measures to establish
safety procedures and
prevent pollution.

ISM ensures continual

improvement,enhances
operational efficiency and
prevention of ientifiedd
risks .
ISM reduces the likelihood
of accidents or pollution
incidents
ISM personnel prepared,
ready and trained to
respond to emergencies
The ISM code also
requires a clear
statement emphasizing
the
Masters
overriding authority and
the responsibility to make
decisions with respect to
safety and pollution
prevention.
The ISM code requires a
Designated Person Ashore
(DPA) who ensures and
monitors the safe
operation of cmpay
hipsons providing links
between the company
and the crew nbarood.
The DPA is required to

ISO standard provides a

valuable addition to ISM.
It ensures that your
quality management
system has been
measured against best
practice. With its strong
focus on customer
satisfaction,
ISOatisfaction ISO is an
excellent tool to
continually improve
management systems
and processes.
ISO ensures quality of
important processes and
services, thereby
demonstrating that you
are s to quality
ISO focuses on customer
satisfaction and enhances
your reputation
ISO improves
performance and
productivity
The ISO 9001 standard
requirements are similar
although they are quality
oriented and related to
customer satisfaction.

On the other hand the

ISO 9001 standard
requires the position of a
Quality Management
Representative who is to
be assigned with the
responsibility and
authority to ensure that
the quality management

10

have direct access to the

highest level of
management.
One requirement that is
not contained in the ISO
but is mentioned within
the ISM code is
Emergency
Preparedness.
The implementation of
the ISM code is
mandatory in order to be
able to be engaged in the
maritime
market

system processes are

established, implemented
and maintained.
The closest requirement
of ISO to emergency
preparedness is the need
for control of nonconforming products
On the other hand the
implementation of ISO
tandards in the shipping
industry can provide
benefits related to the
improvement of the
service quality provided
by the company as well
as enhancing customer
satisfaction.

Both ISO 9001 and the ISM Code specify a systematic approach to management
by those responsible for management of ships. ISM Code with ISO 9001 provides a
basis for ensuring management systems are also driven by customer needs for the
continued success of a shipping company.
Regarding shipboard management the company is required according to the
ISM code as well as the ISO 9001 standard to have developed a set of company
objectives and policies.
Quality objectives should be established within relevant procedures of the company
and they should be measurable and consistent with the quality policy. Such
objectives may be:
1. High quality services as measured by internal and external audits & nonconformances,
2. Customer satisfaction which can be measured through customer surveys and
complaint handling procedures,
3. Crew training improvement measured through crew training evaluations,

4. Non Conformities reduction measured through internal/external audits and

monitoring
procedures
Both the ISM and ISO 9001 require that any mandatory requirements, laws and
regulations are to be
followed and implemented accordingly.
The ISM code states specifically that the companys developed safety
management system should ensure that compliance with mandatory rules and
regulations is achieved throughout shipboard operations and that any other
applicable codes/guidelines etc that are being recommended by the Flag
Administrations, the Classification Societies, the IMO etc are taken into account.
Both the ISM code and ISO 9001 require defined levels of authority,
responsibility and lines of communication.

Q:-Comment in detail w.r.t ships lifting appliances on:

1. Identification, maintenance and certification of loose lifting gear
ANSWER :Identification, maintenance and certification of loose lifting gear
Identification :-

1. Loose gear is any item which attaches the load to the appliance or an
interchangeable item in the load path, not permanently attached to the lifting
appliance or which are not an integral part of the lifting appliance. Loose gear
may also be known as lifting gear or lifting accessories.
2. Loose gear items include: hooks, blocks, chains, shackles, swivels, rings,
links, slings, grab buckets, spreaders, lifting beams and lifting frames.
3. Every lifting equipment and its component parts shall be identified with a
visible marking including the safe working load (SWL).
4. Every item of the loose gear should be legibly and durably marked with a
alphanumeric identification mark to relate it to record of test examination and
where appropriate to indicate the quality of steel from which it is made.

5. Where prominent it should be incised, stamped or outline- welded.

6. Where practicable,the SWL should be marked on the equipment prominently.
However where this is not possible (i.e., a small lifting gear), a coding system
can be used to provide the user with the required information. Examples of
such systems
include colour coding or attaching some form of label.
7. Where a number of lifting accessories are assembled to form a single lifting
equipment which is not dismantled after use, the assembly should be marked
to indicate its safety characteristics to users.
8. Where there are other characteristics which may cause a lifting accessory to
become unsuitable for use in a particular application, this information should
be marked or otherwise made available to the user.

Certification :-

1. Article 25(2) of the Occupational Safety and Health (Dock Work) Convention,
1979 (No. 152), requires that a register of the lifting appliances and items of
loose gear shall be kept in a form prescribed by the competent authority.
2. Every item of loose gear shall, before being taken into use for the first time
be tested, thoroughly examined and certified by a competent person in
accordance with the required regulations.
3. Upon satisfactory completion of the procedures indicated, the competent
person shall complete and issue the Register of Lifting Appliances and attach
the appropriate Certificates. An entry shall be made in Part I of the Register.
The certification form to be used in conjunction with this Register (Form No.
1) is Form No. 3 Certificate of test and thorough examination of loose gear.
It contains the Identity of national authority or competent organization,
Name of Ship, Certificate No., Port of Registry, Name of Owner, Distinguishing
number or mark, Description of loose gear, Number Tested, Date of test, Test
loaded (tonnes), Safe working load (SWL) (tonnes), Name and address of
makers or suppliers, Name and address of the firm of competent person and
instructions.

Maintenance of loose gears :-

1. Inspection of hooks and other load-lifting attachments, safety catches and swivels
for damage, free movement or wear, and checks to ensure that hook shank threads
and securing nuts do not show signs of excessive wear or corrosion.
2. Inspections of blocks should check that:

sheaves are not cracked at the rim, and no part of the rim is missing;
grooves are not excessively worn;
sheaves turn freely and smoothly;
head-fitting swivels are securely fastened and free from visible defects;
shanks are not distorted, turn freely by hand and are not slack in their
holes.

3. Regular visual inspections of every item of loose gear shall be carried out by a
responsible person before use. A record of these regular inspections is to be entered
in Part II of the Register of appliances and loose gears, but entries need only be
made when the inspection has indicated a defect in the item.
4. Every item of loose gear shall be thoroughly examined by a competent person at
least once in every 12 months. The particulars of these thorough examinations shall
be entered in Part I of the Register.
5. Retesting and thorough examination of every item of a loose gear is to be carried
out after every substantial alteration or renewal or after repair of any stress bearing
part. It should be entered in part I of the register.
6. No new item of loose gear shall be manufactured of wrought iron. Heat treatment
of any existing wrought iron components should be carried out to the satisfaction of
the competent person. No heat treatment should be applied to any item of loose
gear unless the treatment is in accordance with the manufacturers instruction; to
the satisfaction of the competent person. Any heat treatment and the associated
examination are to be recorded by the competent person in Part I of the Register.
7. Hammer tests may be carried out to investigate extent of corrosion, nondestructive examination to investigate any cracking, where necessary dismantling
of moving or concealed parts to investigate wear and tear, where necessary.
8. Loose gear should be stored in area where they will not be subjected to
mechanical damage, corrosive action, moisture, extreme temperatures etc.

9. Shock loading should be avoided. Loose gear should never be kept under
prolonged tensions. Threads of eye-bolts and shackles to be maintained in good
condition to ensure proper tightening.

Q:- Why is dry-docking referred to as a major event in the maintenance of

a ship?
As a Chief Engineer explain different steps that need consideration while
planning a dry-docking project of a ship due for its first special survey.

ANSWER :1. Dry-docking is referred to as a major event in the maintenance of a ship

because of reason that without it the underwater portion of ship cannot be
assessed and due to the extent of survey/items to be examined during dry
docking.
2. Dry docking is a process whereby a ship is brought into a dock which is then
emptied of sea water so that work can be performed on the exterior part of
the ship below the waterline.
3. The purpose of dry docking is to examine underwater hull and fittings, assess
their condition and carry out required repair and maintenance.
4. As per M.S. cargo ship construction and survey rules (INDIA) 1991, every
vessel has to dry dock twice in 5 years in which the intermediate dry dock
should be at two and half years but can be extended up to 3 years.
Intermediate dry dock can be replaced by in water survey, but the ship has to
be dry docked at 5 year interval.
5. M.S. cargo ship construction and survey rules 1991 also states that propeller
shaft and the tube shaft driving screw propellers shall be withdrawn and
surveyed at intervals not exceeding two and half years, but Principal officer
can extend it up to 3 years. However, depending upon the tail shaft system
like oil bath or water bath, keyless propeller or keyed propeller, the survey
requirement can be extended. One of the dry docking has to coincide with
the special survey, which is done once in 5 years.
Requirement of special or class renewal survey; - for first special survey
ship <= 5 years
Special Surveys are to be carried out at 5 years intervals to renew the
Classification Certificate.

A docking survey in accordance with the requirements of class is to be carried out

as part of the special survey.
there are two special survey special survey Hull and machinery
Special survey hull
The first special survey is to be completed within 5 years from the date of the initial
classification survey and thereafter 5 years from the assigned date of the previous
special survey. However, an extension of class of 3 months maximum beyond the
5th year may be granted in exceptional circumstances.
For surveys completed within 3 months before the expiry date of the special
survey, the next period of class will start from the expiry date of the special survey.
For surveys completed more than 3 months before the expiry date of the special
survey, the period of class will start from the survey completion date.
The special survey may be commenced at the 4th annual survey and be progressed
with a view to completion by the 5th anniversary date.
As part of the preparation for special survey, the thickness measurement and
survey programme is to be dealt with, in advance of the special survey. The
thickness measurement is not to be held before the 4th annual survey.
Record of special survey will not be assigned until the machinery survey has been
completed.
Special Survey I (5 years old) :-Tank internal examination requirements for steel
craft

Peaks:-All tanks
Salt water ballast:-All tanks
Lubricating oil:-None
Fresh water:-None
Oil fuel:-None
Sanitary:-All tanks

Thickness measurement
The thickness measurements are normally to be by means of ultrasonic test
equipment and are to be carried out by an approved firm.
Thickness measurements may be carried out within the 12 months prior to the due
date of the special survey.
The minimum requirements for thickness measurements are As per ship type and
age of ship.

Thickness measurements are normally to be carried out under the supervision of

the Surveyor. However, the Surveyor may accept thickness measurements not
carried out under his supervision subject to re-checking the measurements as
deemed necessary to ensure acceptable accuracy.
A thickness measurement report is to be prepared. The report is to give the location
of measurements, the thickness measured as well as corresponding original
thickness. Furthermore, the report is to give the date when the measurements were
carried out type of measurement equipment, names of personnel and their
qualifications and has to be signed by the operator. The report is to be verified and
countersigned by the Surveyor.
Special Survey I (5 years old) Suspect areas, as required by the Surveyor and may
include areas where the coatings are found to be other than in GOOD condition .
special survey- machinery
The machinery special survey becomes due five years from the date of build or
from the last assigned machinery special survey (SSM) date.
Upon satisfactory completion of the machinery special survey an appropriate
record will be entered in the supplement of Register of Ships.
Continuous survey of machinery (CSM)
At the request of the Owners and upon approval of the proposed arrangement a
system of continuous survey of machinery (CSM) may be undertaken whereby the
requirements of special survey of machinery are completed within a five year
period. The survey cycle is to be such as would ensure that the interval between
consecutive examination of each item does not exceed five years and it is expected
that approximately an equal proportion of the machinery would be subjected for
survey each year.
Further parts of machinery may require to be opened if any defects are found
during the course of Survey of any item and the defects made good to the
satisfaction of the Surveyor
Survey requirements machinery
All auxiliary engines driving the generators and other essential machinery
together with their coolers and attached pumps are to be opened up and examined
as considered necessary by the Surveyor. Alarms and safety devices fitted on these
units are to be included in this survey.
All air receivers and other pressure vessels for essential services together with
their mountings and safety devices are to be cleaned internally and examined

internally and externally. If an internal examination of an air receiver is not

practicable it is to be tested hydraulically to 1.3 times the working pressure.
Air compressors are to be opened up and coolers tested as considered
necessary by the Surveyor. Selected pipes in the starting air systems are to be
removed for internal examination and hammer tested. If an appreciable amount of
lubricating oil is found in the pipes the starting air system is to be thoroughly
cleaned by steaming or other suitable means. Some of the pipes selected are to be
those adjacent to the starting air valves at the cylinders and to the discharges from
the air compressors.
Propulsion system:-shafts thrust block and all bearings are to be examined. The
lower halves of bearings need not be exposed if alignment and wear are found to be
acceptable.
An examination is to be made as far as practicable of all propulsion gears
complete with all wheels, pinions, shafts, bearings and gear teeth, thrust bearings
and incorporated clutch arrangements.
All pumps, heat exchangers, forced draught fans, etc. used for essential purposes
are to be opened up and examined as considered necessary by the Surveyor.
The valves, cocks and strainers of the bilge system including bilge injection are to
be opened up as considered necessary by the Surveyor and together with pipes, are
to be examined and tested under working conditions. If non-return valves are fitted
in hold bilges, these are to be opened up for examination.
Reduction gears, flexible couplings and clutch arrangements are to be opened as
considered by the Surveyor in order to permit the examination of the gears, gear
teeth, spiders, pinions, shafts and bearings, reversing gears, etc. Essential parts of
other power transmission arrangements are to be opened up and examined as
considered necessary by the Surveyor.
Holding down bolts and chocks of main and auxiliary engines, gear cases, thrust
blocks and tunnel bearings are to be checked.
Intermediate shafts and bearings, thrust bearings and their seating are to be
examined. The lower halves of bearings need not be exposed if alignment and wear
are found acceptable.
Sea connections:- All openings to the sea including sanitary and other overboard
discharges in the machinery spaces and pump rooms together with valves and
cocks are to be examined internally and externally.
Internal combustion engines for propulsion:-All working parts of the engines and
their attached pumps are to be opened and examined. These are to include all
cylinders, cylinder heads, valves and valve gear, pistons, piston rods, cross-heads,

guides, connecting rods, crankshafts, vibration dampers and all bearings, camshafts
and driving gear, fuel pumps and fittings, scavenge pumps, scavenge blowers and
their prime movers, superchargers, air compressors, inter coolers, clutches, reverse
gears, crankcase door fastenings and explosion relief devices and such other parts
of the machinery as may be considered necessary. Integral piping systems are to be
examined. The maneuvering of engines is to be tested under working condition.
Unattended machinery spaces/Remote control systems:-the proper operation of the
safety devices will be checked, in particular, such as emergency stops, emergency
astern movement, standby control of the propelling gear, fire alarm.The log
recording the operating conditions is to be checked.
Electrical equipment survey requirements:-An electrical insulation resistance test is
to be made on the electrical equipment and cables.
The fittings on the main and emergency switchboards, verify that they provide
suitable protection for their respective circuits.
Generator circuit-breakers are to be tested, so far as is practicable, to verify that
protective devices, including preference tripping relays, if fitted, operate
satisfactorily.
The electric cables and their securing arrangements are to be examined,
All generators and steering gear motors are to be examined and are to be operated
under working conditions, though not necessarily under full load or simultaneously.
Navigation light indicators are to be tried under working conditions, and correct
operation on the failure of supply or failure of navigation lights verified.
Emergency lighting, transitional emergency lighting, supplementary emergency
lighting, general emergency alarm and pump address systems are to be tested as
far as practicable.
Where batteries provide the source of power for any essential services, their
installation, including charging and ventilation arrangements, is to be examined.
Preparation for survey:C/E should consider following things while planning for dry dock /first special survey
The ship is to be prepared for overall survey in accordance with the requirements .
The preparation is to be of sufficient extent to facilitate an examination to ascertain
any excessive corrosion, deformation, fractures, damages and other structural
deterioration.

Defect list to check

class status report to be checked and prepare a list of items due for the
survey. and send it to the superintendent for arranging surveyor for this.
Necessary action, such as Tanks and spaces are to be safe for access, i.e. gas
freed, ventilated and illuminated.
Also stock of spare ,tools and store to be check and ensure adequate is
available for dry docking .
The Detailed dry dock plan will be prepared together with the ships
superintendent .
Check painting requirements for hull and advise master accordingly for
raising a requisition for paints.
Check the; last anchor chain report and accordingly prepare for anchor and
anchor chain inspection.
Carry out a gauging inspection / thickness measurement and establish the
scope of steel repairs.
Make a complete list of all certificates expiring; list of conditions of class to be
dealt with is clear, list of new applicable regulations to be attended to is
available.
Modifications /fabrications if any as per new regulations should be prepared.
In preparation for survey and thickness measurements and to allow for a
thorough examination, all spaces are to be cleaned including removal from
surfaces of all loose accumulated corrosion scale.
Sufficient illumination is to be provided to reveal corrosion, deformation,
fractures, damages or other structural deterioration.
For the survey, means are to be provided to enable the surveyor to examine
the hull structure in a safe and practical way.

Equipment for survey :-Thickness measurement is normally to be carried out by

means of ultrasonic test equipment. The accuracy of the equipment is to be proven
to the Surveyor as required. Thickness measurements are to be carried out by a firm
approved by the society.
One or more of the following fracture detection procedures may be required if
deemed necessary by the Surveyor:
Radiographies equipment;
Ultrasonic equipment;
Magnetic particle equipment;
Dye penetrant.
Document and drawing to be kept ready before dry dock

General arrangement plan

Tank arrangement and capacity plan
Shell expansion plan
Fire plan
Muster list
Detail of ship's communication system
Class survey reports,

Q:-Illustrate mean piston speed, its significance on consumption of fuel oil.

Explain how mean piston speed is related to r.p.m. and ideal combustion.
Joining an old ship as Chief Engineer, formulate a methodology by which
you can ascertain the optimum use of fuel oil against desired mean
piston speed.
Mean Piston speed: The mean piston speed is a parameter in the power equation
which suggests that power can simply be increased by increasing the MPS. But this
can only be done up to the limitations imposed by the following consideration.
Dynamic forces and moments are generated within the engine system
when the reciprocating and rotating masses are in motion. The magnitude of these
forces are greatly increased with speed on bearings, bearing bolts and other moving
parts and reaction forces on stationery members are increased due to inertia
forces. Similarly the peak turning moment of the fluctuating torque due to the
moments of forces and the reaction torques is also magnified in magnitude failure
as a consequence of high maximum fluctuating stress is a factor which should
receive more consideration in the design.
Speed decreases the service life at those components which form rubbing
and rotating. The relative surface speed must be such that the rate of wear of piston
rings or liners must be within the acceptable limits speed however is not the only
criteria on for wear as it is known that wear on the liner is maximum at top center
where the speed is least. Nevertheless, where the working condition is identified as
one of extreme with high
temperature and pressure existing and lubrication being
in the thin film region speed must be limited for greater safety and reliability. The
output at the cylinder is lowered beyond a certain speed as the efficiency of the
gas exchange process sharply drops.
The output of a diesel engine depends on its capacity to breath fresh air at
the beginning of compression. At a high piston speed the resistance of gases to how
in and out of the cylinder increases high level of torsional vibration in the elastic
shaft system.
The expression (2Ln) for mean piston speed can be re arranged as follows:

Mps = 2 x Stroke x n

where n=(N/60) , N=rpm

The expression further suggests that besides a power function the mps
permits manipulation of other parameters for certain gain for a certain mps and
bore diameter, shorter the stroke higher is the speed of revolution. A short stroke
reduces the height and weight of the engine considerably.
Significance on consumption of fuel oil:M.P.S. = 2Ln ; if stroke is constant, then MPS is proportional to N
Now Power P = PmLAN
where, Pm = mean effective pressure
L = stroke
A = area of cylinder
N = revolutions per minute
If L & A are constant;
Then

Power Pm.N

Equation of power is also related to displacement and speed of ship.

Power V3
where

= Displacement
V = ships speed

At constant displacement of ship

power V3
but V p.N
where

p = propeller pitch
N = rpm

but p is constant
Therefore, V N
Now putting this value in the power equation
power V3 N3

Now we can conclude that,

power (MPS)3
Therefore MPS is the parameter of the power equation.
But the fuel consumption of a ship depends upon the power developed, indeed the
overall efficiency of power plant is often measured in terms of the specific fuel
consumption which is the consumption per unit of power expressed in kg/kwh
Fuel consumption per unit time power
power V3
Therefore, fuel consumption per unit time V3

or

fuel consumption/day

V3

_ tonnes
fuel coefficient

in above equation, at constant and constant value of fuel coefficient,

fuel cons./day V 3
but

VpxN

Therefore

V N (because propeller pitch p is constant)

Therefore, fuel/cons. /day N 3

We know that,

MPS N

Therefore, fuel cans. /day (MPS) 3

From the above equation, we can say that the higher the mean piston speed,
higher the fuel cans. and lower the MPS, lower the fuel cons.

Increase and decrease of MPS has limitations due to following reasons:-

1) If MPS is high, time available for fuel combustion is very less, so some unburnt
fuel will carry forward to exh. gas due to incomplete combustion; thus fuel
consumption increases and thermal efficiency becomes low
2) At low MPS, compression is isothermal, but we need adiabatic compression, i.e.
no heat loss or gain. at slow MPS, compression temperature is not sufficient to
complete combustion of fuel injected, and unburnt fuel will carry over resulting in to
black smoke and higher fuel
consumption.
How MPS is related to rpm and ideal combustion: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 in complete
combustion of fuel oil
injected. Complete / ideal combustion gives you better
power and RPM.
The methodology by which you can ascertain the optimum use of fuel oil
against desired mean piston speed in an old ship:Upon joining an old ship as a chief engineer, the following checks are to be
carried out:1.
2.
3.
4.
5.

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 maker's instructions
Check the 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.
1) Factors affecting scavenging to be maintained.

Scavenge ports to be kept clean.

Turbo charger air filter to be kept clean.
Air cooler both air and water side clean.
Exhaust valve maintenance as per PMS.

2) Engine parameters must be closely monitored.

Exhaust temperature and color of smoke.

Engine peak pressure and performance.
Inspection through scavenge ports.
Scavenge temperature.

1.

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

1. Optimise cylinder lubrication by manual setting.

2. Maintain the PMS of M/E.

Q:-With respect to energy efficiency design index explain in details the

following:
1. Attained energy efficiency design index
2. Required energy efficiency design index

ANSWER :Amendments to MARPOL Annex VI were adopted during MEPC 62 in July 2011
(resolution MEPC. 203(62)), adding a new chapter 4 to Annex VI on Regulations on
energy efficiency for ships to make mandatory the EEDI for new ships, and the
SEEMP for all ships. The regulations apply to all ships of 400 gross tonnage and
above and are expected to enter into force on 1 January 2013.
EEDI is a number accounting for the amount of CO2 generated per tonne-mile of
cargo carried. A higher EEDI indicates a less energy efficient ship (by design)
Purpose of the EEDI
The Energy Efficiency Design Index for new ships creates a strong incentive for
further improvements in ships fuel consumption. The purpose of IMOs EEDI is:
1.
2.

to require a minimum energy efficiency level for new ships;

to stimulate continued technical development of all the components
influencing the fuel efficiency of a ship;
3. to separate the technical and design based measures from the operational
and commercial measures (they will/may be addressed in other instruments);
and

4.

to enable a comparison of the energy efficiency of individual ships to similar

ships of the same size which could have undertaken the same transport work
(move the same cargo).

A) Regulation 20:-Attained Energy Efficiency Design Index (Attained EEDI)

The actual EEDI of a vessel is called the attained EEDI and its calculated based on
guideline published by IMO.

The attained EEDI shall be calculated for:

1.
2.
3.
4.
5.
6.

7.

each new ship;

each new ship which has undergone a major conversion; and
each new or existing ship which has undergone a major conversion, that is so
extensive that the ship is regarded by the Administration as a newly
constructed ship.
The attained EEDI shall be specific to each ship and shall indicate the
estimated performance of the ship in terms of energy efficiency,
The EEDI technical file that contains the information necessary for the
calculation of the attained EEDI and that shows the process of calculation.
The attained EEDI shall be verified, based on the EEDI technical file, either
by the Administration or by any organisation duly authorised by it.
The attained EEDI shall be calculated taking into account guidelines
developed by the (IMO)Organisation RESOLUTION MEPC.212(63).
The attained ship Energy Efficiency Design Index (EEDI) is a measure of ships
energy efficiency (g/t*nm).
The EEDI provides a specific figure for an individual ship design expressed in
grams of CO2 per ships capacity mile and a smaller EEDI value indicate a
more Energy efficient ship.
Attained EEDI <= Required EEDI

The EEDI is calculated using the following simplified formula:

CO2 Emission
EEDI

= -------------------------------

Transport Work

EEDI is a ship's carbon dioxide output divided by its cargo-carrying capacity.

Power Specific Consumption Carbon Conversion

EEDI = -------------------------------------------------------------------------Capacity Speed

The CO2 emission represents total CO2 emission from combustion of fuel at design
stage , including propulsion and auxiliary engine taking into account the carbon
content of the fuel in question. If some innovative energy efficient technology or
non conventional source of energy is used on board the energy saved by this means
will be deducted from the total CO2 emission based on actual efficiency of system.
Transport work is calculated by multiplying the ships capacity as designed with
ships design speed measured at max design load condition.
In the equation above, the EEDI is a value calculated taking design values as
parameters, and it expresses the CO2 emission reduction potential. EEDI is required
to satisfy the IMO standard value for new ships to be built and is being introduced in
phases as regulatory measures.
These ships will be required to have an International Energy Efficiency Certificate
(IEEC).

Verification of the EEDI

Regulation 20 of the regulatory text requires the attained EEDI for a new ship to be
verified. Guidelines on verification of the EEDI are to assist verifiers (ship surveyors)

of the EEDI in conducting the verification in a uniform manner. The guidelines will
also assist shipowners, shipbuilders as well as engine and equipment
manufacturers, and other interested parties, in understanding the procedures of
EEDI verification.
EEDI verification should be conducted on two stages:
1. preliminary verification at the design stage,
2. final verification at the sea trial, before issuance of the final report on the
verification of the attained EEDI.

b.Required EEDI :-MARPOL Annex VI Chapter 4 Regulation 21

1. The EEDI establishes a minimum energy efficiency requirement for new ships
depending on ship type and size and is a robust mechanism to increase the
energy efficiency of ships stepwise for many decades to come. The EEDI is a
non-prescriptive, performance based mechanism that leaves the choice of
technologies to use in a specific ship design to the industry. As long as the
required energy efficiency level is attained, ship designers and builders would
be free to use the most cost-efficient solutions for the ship to comply with the
regulations. The reduction level in the first phase is set to 10% and will be
tightened every five years to keep pace with technological developments of

new efficiency and reduction measures. IMO has set reduction rates up to
2025 from when a 30% reduction is mandated for most ship types calculated
from a reference line representing the average efficiency for ships built
between 1999 and 2009.
2. Required Energy Efficiency Design Index is the maximum value of
attained EEDI that is allowed by MARPOL Annex 6 Chapter 4 Regulation 21 for
the specific ship type and size.
The Required EEDI shall be applied for ship which falls into one of the categories
defined in MARPOL Annex 6 Regulation 2.25 to 2.31 and to which MARPOL Annex 6
Chapter 4 is applicable.For each:

new ship;
new ship which has undergone a major conversion; and
new or existing ship which has undergone a major conversion that is so
extensive that the ship is regarded by the Administration as a newly
constructed ship
1. A ships attained EEDI must be equal to or less than the required EEDI for that
ship type and size, which will be a function of the reference line value and
a reduction factor X i.e
Attained EEDI Required EEDI

Required EEDI= (1-X/100) Reference line value

reduction factor.

,where X is the

1. Reference lines have been developed by the IMO for a number of ship types.
The EEDI reference lines refer to statistically average EEDI curves derived
from data for existing ships. The reference lines are ship specific and
dependent on ship type and size.
2. The reference line value is formulated as
-c
Reference line value = a (100% deadweight)

-c
i.e. Reference line value = a b

where "a" and "c" are parameters given in Table 2 of Marpol Annex VI , Chapter 20
determined from the regression curve fit and b is the deadweight.
Eg.

Capacity Depending on the ship type, different units for capacity are used:

For bulk carriers, tankers, gas carriers, container ships, general cargo ships,
refrigerated cargo ships, combination carriers, LNG carriers and all types of
Ro-Ro ships deadweight (DWT) is used.
For container ships the capacity is 70 % of DWT.
For cruise passenger ships GT is used as capacity.

Reduction factors (X)will be used to implement the EEDI in phases so as to

gradually reduce the required EEDI. The required EEDI will be reduced by X % each
five years based on the initial value (Phase 0) and depending on the vessel size.
The EEDI phases are
1.
2.
3.
4.

Phase
Phase
Phase
Phase

0
1
2
3

(
(
(
(

1
1
1
1

Jan
Jan
Jan
Jan

2013
2015
2020
2025

31 Dec 2014 ) 0 %
31 Dec 2019 ) 10 %
31 Dec 2024 ) 20 % and -15%
and onwards ) -30 %

Q:- What are the major amendments to SOLAS which have entered into force in
2015. Briefly discuss any five of them.

1 January 2015: Code for Recognized Organizations :-Code for

recognised organisations (RO Code) becomes mandatory under SOLAS, MARPOL
and Protocol of 1988 relating to the International Convention on Load Lines, 1966.
1 January 2015: Entry into force of 2013 May SOLAS amendments Amendments to
the following:
- SOLAS regulation III/19 to require musters of newly embarked passengers prior to
or
immediately upon departure;

SOLAS regulation III/19, on emergency training and drills, to mandate

enclosed-space entry and rescue drills, which will require crew members with
enclosed-space entry or rescue responsibilities to participate in an enclosedspace entry and rescue drill at least once every two months.
Related amendments also to the International Code of Safety for High-Speed
Craft (HSC Code),
the Code for the Construction and Equipment of Mobile Offshore Drilling Units
(MODU Code) and
the Code of Safety for Dynamically Supported Craft (DSC Code).

-Amendment to ISM code

-SOLAS CH V Reg 19, para 2.10 entry into force :-01/07/2015 ,ship type Tankers
3,000 gt

1. Code for Recognised Organizations (RO Code)(entering into force

on01.01.2015)
SOLAS Chapter XI-1 has been updated to make the newly adopted Code for
Recognised Organisations mandatory.
All amendments adopted to the RO Code will also be deemed mandatory.
The Code serves as the international standard and consolidated instrument
containing minimum criteria against which organisations are assessed towards
recognition and authorisation and the guidelines for the oversight by flag States.
It comprised three parts:
1) General including communication of information, scope of the code and
delegation of authority.
2) Recognition and authorisation requirements for organisations including
management, resources, performance measurement and quality management
systems.
3) Oversight of recognised organisations including principles of auditing and how
to establish and manage an oversight programme.

2. Safety instructions for passengers(entering into force on01.01.2015)

(SOLAS Ch III Regulation 19 Emergency training and drills )
The time when muster of passengers according to SOLAS III, Reg. 19.2.2 shall be
carried out will be harmonised with the time of passengers safety briefing
according
to SOLAS III, Reg. 19.2.3. Musters shall be carried out before departure or
immediately
after departure.
require musters of newly embarked passengers prior to or immediately
upon departure;
Ships carrying passengers that are to be on board for more than 24 hours must
take musters of newly-embarked passengers prior to or immediately upon
departure. Passengers must be instructed in the use of life-jackets and on what
action to take in the event of an emergency. Passenger safety briefings must also be
given prior to or immediately after departure. This must be made by announcement
on the ships public address system or equivalent means and may be supplemented
by information cards, posters or video programmes.

3.Enclosed space entry and rescue drills

(SOLAS Ch III Regulation 19 Emergency training and drills )
According to SOLAS III, Reg. 19.3.3 crew members with enclosed space entry and
rescue responsibilities shall participate in corresponding safety drills at least once
every two months.
Enclosed space entry and rescue drills should be planned and conducted
considering
the recommendations provided by the IMO (Resolution A.1050(27) Revised
Recommendations
for entering enclosed spaces aboard ships).

These must include the following:

.1 checking and use of personal protective equipment required for entry;
.2 checking and use of communication equipment and procedures;
.3 checking and use of instruments for measuring the atmosphere in
enclosed spaces;
.4 checking and use of rescue equipment and procedures; and
.5 instructions in first aid and resuscitation techniques.

Every crew member shall be instructed about risks associated with entering
enclosed
spaces and applicable procedures on board. The instruction shall be given within the
regular intervals of instructions in the use of the ship's life-saving and fire
extinguishing
appliances every two months (SOLAS III, Reg. 19.4.2.5 in conjunction with Reg.
19.4.1).
Drills shall be recorded in the ship's log-book.
Note :- Related amendments also to the International Code of Safety for HighSpeed Craft (HSC Code),
the Code for the Construction and Equipment of Mobile Offshore Drilling Units
(MODU Code) and
the Code of Safety for Dynamically Supported Craft (DSC Code).

4. Amendments to the ISM-Code

1. According to paragraph 6.2 of the ISM-Code the company is required to ensure

that

the ship is appropriately manned in all situations of ship operation (cf. Principles of
minimum safe manning, Resolution A.1047(27)):

"6.2 The Company should ensure that each ship is:

.1 manned with qualified, certificated and medically fit seafarers in accordance

with national and international requirements; and
.2 appropriately manned in order to encompass all aspects of maintaining safe
operations on board."

2. According to new paragraph 12.2 the responsible company is obliged to verify in

regular
intervals whether third parties which undertake ISM-related tasks act in conformity
with the company's safety management system:

"12.2 The Company should periodically verify whether all those undertaking
delegated
ISM-related tasks are acting in conformity with the Company's responsibilities under
the Code."
In the ISM-Code, reference to guidelines and recommendations developed by the
IMO
will be added in footnotes

5. SOLAS CH V Reg 19, para 2.10

entry into force :-01/07/2015

ship type Tankers 3,000 gt

summary of regulation

This resolution requires that tankers of 3,000 gross tonnage and upwards
constructed before 1 July 2012, not later than the first survey* on or after 1 July
2015 must be fitted with ECDIS if they are engaged on international voyages.

Electronics chart display and information system.

Q:- What are the major amendments to SOLAS which have entered into
force in 2014. Briefly discuss any five of them.
Answer
1 January 2014: Entry into force of May2012 SOLAS amendments .
1.

amendment to SOLAS regulation II-1/8-1, to introduce a mandatory

requirement for new passenger ships for either onboard stability computers
or shore-based support, for the purpose of providing operational information
to the Master for safe return to port after a flooding casualty;
2. amendment to SOLAS regulation III/20.11.2 regarding the testing of free-fall
lifeboats, to require that the operational testing of free-fall lifeboat release
systems shall be performed either by free-fall launch with only the operating
crew on board or by a simulated launching;
3. amendment to SOLAS chapter V to add a new regulation V/14 on ships'
manning, to require Administrations, for every ship, to establish appropriate
minimum safe manning levels following a transparent procedure, taking into
account the guidance adopted by IMO (Assembly resolution A.1047(27) on
Principles of minimum safe manning); and issue an appropriate minimum

safe manning document or equivalent as evidence of the minimum safe

manning considered necessary;
4. amendment to SOLAS chapter VI to add a new regulation VI/5-2, to prohibit
the blending of bulk liquid cargoes during the sea voyage and to prohibit
production processes on board ships;
5. amendment to SOLAS chapter VII to replace regulation 4 on documents,
covering transport information relating to the carriage of dangerous goods in
packaged form and the container/vehicle packing certificate; and
6. amendment to SOLAS regulation XI-1/2 on enhanced surveys, to make
mandatory the International Code on the Enhanced Programme of Inspections
during Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code,
resolution A.1049(27)).

1 July 2014: Entry into force of November 2012 SOLAS amendments

1. Reducing on-board noise:- entering into force on 1 July 2014 is the new
SOLAS
regulation II-1/3-12, which requires new ships to be
constructed to reduce on-board noise and to protect personnel from noise, in
accordance with the revised Code on noise levels on board ships, which sets
out mandatory maximum noise level limits for machinery spaces, control
rooms, workshops, accommodation and other spaces on board ships.
2. Recovery of persons from the water :-Amendments to SOLAS regulation III/171 to
require ships to have plans and procedures to recover persons from
the water, as well as related Guidelines for development of plans and
procedures for recovery of persons from the water. Also, a related MSC
resolution on Implementation of SOLAS regulation III/17-1 to ships to which
SOLAS chapter III does not apply;
3. Fire-fighter communication on-board:-Amendments to SOLAS regulation II2/10 on fire fighting enter into force on 1 July 2014, to require a minimum of
two two-way portable radiotelephone apparatus for each fire party for fire
fighters communication to be carried. The apparatus shall be of an
explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014
shall comply with the above requirements not later than the first survey after
1 July 2018.
4. Instructions, on-board training and drills:-amendments to regulation II-2/15 on
instructions, on-board training and drills require an on-board means of
recharging breathing apparatus cylinders used during drills, or a suitable
number of spare cylinders.
5. Protection of vehicle, special category and ro-ro spaces ,Another amendment
to
regulation II-2/20 on protection of vehicle, special category and ro-ro

spaces related to fixed fire-extinguishing systems, updates the requirements.

The amendments
apply to ships constructed on or after 1 July 2014. Ships
constructed before 1 July 2014 shall comply with the previously applicable
requirements.
6. Forms of certificates and records of equipment:-Other amendments to the
appendix to the annex to the SOLAS Convention replace all forms of
certificates and records of equipment, including its 1988 Protocol, and further
amendments relate to the forms of the Cargo Ship Safety Construction
Certificate and Cargo Ship Safety Equipment Certificate of its 1978 Protocol.
Five discuss

1.Recovery of persons from the water

The SOLAS amendments, adopted in 2012, were developed as part of the
International Maritime Organization (IMO)s work on large passenger ship safety and
are aimed at ensuring all ships have the capability to effectively serve as a rescue
asset and have the right equipment to be able to rescue persons from the water
and from survival craft, in the event of an incident.

This new requirement is intended to enhance safety at sea and also to provide
support to search and rescue coordinators in all types of rescue operations and,
particularly, in those situations where there is insufficient dedicated search and
rescue capacity or access to helicopters and specialized rescue craft is limited.

The ships plans and procedures should take into account related Guidelines for the
development of plans and procedures for recovery of persons from the water
(MSC.1/Circ.1447).

Ships constructed before 1 July 2014 are required to comply with the requirement
by the first periodical or renewal safety equipment survey of the ship to be carried
out after 1 July 2014,whichever comes first.

The implementation of the requirements on ships to which SOLAS does not apply is
encouraged under a related MSC resolution , also adopted in 2012, which invites
SOLAS Contracting Governments to determine to what extent the requirements
should apply to: cargo ships of a gross tonnage below 500 engaged on any voyage;
cargo ships of a gross tonnage of 500 and above not engaged on international
voyages; passenger ships not engaged on international voyages; fishing vessels;
high-speed craft; dynamically supported craft; special purpose ships; and mobile
offshore drilling units.

For seafarers, IMO has issued A Pocket Guide to Recovery Techniques (IMO I947E).

2.Reducing on-board noise:- entering into force on 1 July 2014 is the new
SOLAS regulation II-1/3-12, which requires new ships to be constructed to
reduce on-board noise and to protect personnel from noise, in accordance with the
revised Code on noise levels on board ships, which sets out mandatory
maximum noise level limits for machinery spaces, control rooms, workshops,
accommodation and other spaces on board ships.

The limits specified in this section shall be regarded as maximum levels and not as
desirable levels. Where reasonably practicable, it is desirable for the noise level to
be lower than the maximum levels specified.

The Code is intended to provide standards to prevent the occurrence of

potentially hazardous noise levels on board ships and to provide standards for an
acceptable environment for seafarers.
These standards were developed to address passenger and cargo ships. Since some
sizes and certain service types of ships have been exempted from these
requirements, it should be recognised that full application of the Code to ships that
differ appreciably from conventional ships will require special considerations.
The Code is intended to provide the basis for a design standard, with compliance
based on the satisfactory conclusion of sea trials that result in issuance of a Noise
Survey Report. Ongoing operational compliance is predicated on the crew being
trained in the principles of pesonal protection and maintenance of mitigation
measures.

3.SOLAS Regulation II-1/8-1 has been amended and will require operational
information to be provided to the master after a flooding casualty to assist with
decisions regarding safe return to port.

The new requirement applies to passenger vessels over 120m in length or with
three or more main vertical zones, constructed on or after 1 January, 2014. The
operational information can be provided by onboard stability computers or through
shore-based support arrangements, as follows.
Onboard stability computers
If the ship is complying with the regulation using onboard stability computers, the
following requirements apply:
1.

At least two independent stability computers capable of processing the data

and
providing the necessary information should be installed on board.
2. The computers must be approved in accordance with the guidelines .
3. The computers should have an uninterruptible power supply (UPS) connected
to both main and emergency switchboards.
4. At least two crew members should be competent in operating the computers
and capable of interpreting the output in order to provide the required
information.
Shore-based support

As an alternative to onboard stability computers, shipowners can arrange shorebased

support which provides prompt access to computerised damage stability
and residual
structural strength calculation programs.

Shore-based support should be operational within one hour; whereby operational

means the ability to input details of the conditions of the ship as instructed.

Shore-based support should be manned by adequately qualified persons with regard

to
stability and ship strength;
no less than two qualified persons should be available to be on call at all times.

4.According to the SOLAS Regulation VI/5-2, the blending of all MARPOL liquid
cargoes during sea voyages is prohibited. Physical blending refers to the process
whereby the ship's cargo pumps and pipelines are used to internally circulate two or
more different cargoes with the intent to achieve a cargo with a new product
designation.

Regulation VI/5-2 was adopted by the International Maritime Organisation at the

90th session of the Maritime Safety Committee through Resolution MSC.325(90)

This prohibition does not apply:

1. when cargo transfers are undertaken for the safety of the ship and crew or
protection of the marine environment;
2. to the blending of products for use in the search and exploitation of seabed
mineral resources on board ships used to facilitate such operations (e.g. offshore
vessels).

The regulation prohibits production processes on board ships during sea voyages.
Production processes refer to any deliberate operation whereby a chemical reaction
between a ship's cargo and any other substance or cargo takes place.

This prohibition does not apply to the production processes of cargoes for use in the
search and exploitation of seabed mineral resources on board ships used to
facilitate such operations (e.g. offshore vessels).

5. Fire-fighter communication on-board:-Amendments to SOLAS regulation II-2/10 on

fire fighting enter into force on 1 July 2014, to require a minimum of two two-way
portable radiotelephone apparatus for each fire party for fire fighters
communication to be carried. The apparatus shall be of an explosion-proof type or

intrinsically safe. Ships constructed before 1 July 2014 shall comply with the above
requirements not later than the first survey after 1 July 2018.

Q:-Your vessel has been awarded 3 major non conformities during SMS
audit. Frame a report in the format of an email addressing the engineer
superintendent with suggested step to be taken for early sailing of the
vessel.
ANSWER:-

We sometimes during an ISM audit get major NCs. As a chief engineer it

becomes our duty to inform and suggest the remedial actions which can be done to
downgrade the major NCs into NCs or correct them so that undue delay of vessel
can be avoided and the vessel can sail smoothly. Below in an example of such an
audit in which 3 major NCs are awarded and as a chief engineer you are framing the
report to your superintendent suggesting the steps which should be taken as
earliest as possible for early sailing of ship.

To,
Mr. ..
The superintendent
.. company
Subject:- Major NC awarded during SMC audit on 18 -04- 2015
Good day sir,
This is in reference to earlier report number .. in which you
have received the list of major NCs awarded to this good vessel during SMC audit. I
would like to suggest the steps which should be taken for early sailing of vessel.
Major Non-conformity
1. Starboard side shell plate of Lifeboat (p-side) was holed at middle depth around
half-length.

2. The brake pads of the Boat Davit Winches were heavily wasted, and the crew
had overlooked this waste.
3. The damage listed above had not been reported to the company by the Master
For early release
This Major Non-conformity was downgraded by following
countermeasure(s)
1. The fact of the holed shell plate of Lifeboat was reported to the Administration by
the Company.
2. An additional Life raft (20 person) was provided on board according to the
Administrations Instructions.
3. The brake pads of the Boat Davit Winches were replaced with new ones by ships
hands.
4. Repair of the damaged Lifeboat has been arranged at the next port by the
Company.

Downgraded Non-conformity (Remaining Non-conformity)

1. Inspections have not been held at appropriate intervals as per the SMS.
2. The maintenance related deficiencies have not been reported to the company,
with possible cause, if known, as per the SMS

As NCs are found, the auditor prepare Form NCN (Non-conformity Note for SMS)
and hand it over to the Master .
As The Company is requested to submit the Form CAP Corrective Action Plan to
the auditor in charge within two weeks, after completing it,including a schedule
not exceeding three months, for implementation of the necessary corrective
actions shall be submitted to the Auditor within two weeks.
The Form CAP shall be submitted via the DPA.
Please note that if the same could not be submitted by the specified date, it may
cause termination of ISM registration and invalidation of Certificates.

The effectiveness of corrective actions for Non-conformities above should be

verified at the next Company Audit,including those raised at Shipboard Audits.

Suggested Corrective Action Plan (Indicate schedule for completion of necessary

corrective actions within three months)
Please itemise actions to be taken together with scheduled date of each action.

1.
2.
3.
4.
5.
6.

Investigation of root cause: Why the damage was overlooked. (Life boat &
Brake pads); by 30-04-2015
Tentative measures: How to enhance the Inspection activities.; by 01-05-15
Reeducation of crew: Enhancement of the crews awareness.; by 10-05-15
Confirmation by the Master: Review of the effectiveness of the overall
activities.; by 30-05-15
Repair of the Life boat: At port of XXXXXXX; on around 20-05-2015
Extra Audit: By the shore staff; on around 10-06-15

An additional audit has to be carried out within a period not exceeding three (3)
months after detecting the Major Non-Conformity to evaluate the effectiveness of
the established corrective and preventive actions.

Please see the attached NCN Non-conformity Note for SMS

Thank you
Yours sincerely
.

Chief engineer officer

Q:-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:unseaworthy ship:In the M.S. Act 1958 of India as amended the meaning of unseaworthy 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."
1.
2.
3.
4.
5.
6.
7.

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.
A ship is unseaworthy when its master, officers and crew are not qualified
and are not as per safe manning of the ship.
Not having enough certificates according to law make the ship unseaworthy.
A ship is said to be unseaworthy when the machinery or equipment is missing
which should have been installed as per any regulation.
An unseaworthy ship poses serious threat to human life.
A ship is said to be unseaworthy when its machinery or equipment is not
able to perform its duties for the intended voyage.
Wrong weight, description and stowage of cargo and ballast make the ship
unseaworthy for the voyage.

Unsafe ship:In the M.S. Act 1958 of India as amended the meaning of unsafe ship is as follows: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.

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.

Difference between unseaworthy and unsafe ship

unseaworthy section
334
when the material which
she is made and her
construction and design is
faulty and not as per laid
down regulation.

unsafe section 336

the hull and equipment is
temporarily defective and
the ship is unsafe for that
proposed voyage.

master officer crew not

qualified or less than the
safe manning
requirement

when its master, officers

and crew are qualified but
do not follow the safe
working practices.

not having all reqd

certificates present to
prove a seaworthiness of
the vsl

Not maintaining the

required provisions laid
down in certificates can
make the ship unsafe
during the voyage.

machinery or equipment
reqd as per any
regulation is missing

machinery or equipment
is not working or
maintenance schedule
not being followed

machinery or equipment
not able to perform its
duties

machinery or equipment
wrongly operated by its
crew

wrong weight description

and stowage of cargo and
ballast

wrong procedures of
ballasting deballasting or
negligence in stowage of
cargo

An unseaworthy ship
poses serious threat to
human life.

An unsafe ship does not

pose serious threat to
human life

Obligation of owner to crew with respect to seaworthiness

AS per section 335

An obligation on the owner that the owner, the master and every agent
charged with
loading the ship, preparing the ship for sea or sending the
ship to sea must use all reasonable means to ensure the seaworthiness of the
ship for the voyage at the time when the voyage commences; and
That the ship will be kept in a seaworthy condition for the voyage during the
voyage.
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.

Q:- With specific reference to any make, sketch and describe the Cylinder
Lubrication system used in new generation marine diesel engines.
How will you effect the optimum cylinder oil feed with varying sulphur
content of fuel oil.

SYSTEM EXPLANATION

This cylinder lubrication, shown in the figure is based on a lubricator which injects a
specific volume of oil into each cylinder for each (or for every second, third, etc.)
revolution. The oil fed to the injectors is pressurised by means of Alpha lubricator
on each cylinder, equipped with small multi piston pumps. The amount of oil fed to
the injectors can be finely tuned with an adjusting screw, which limits the length of
the piston stroke.

The dosage of oil can be adjusted means of an adjustment screw which limits the
stroke of the main lubricator piston. After a predetermined time interval, the
computer transmits an OFF signal to the solenoid valve, which shuts off the system
pressure and opens the return oil system.
The amount of oil injected varies as required, e.g. at load changes, start/stop, or
increased engine load. Alternatively, the dosage of oil fed to the individual cylinders
can be adjusted by injecting a calibrated amount of oil, a number of times, at a
given number of revolutions. A combination of the two systems can also be used.

A pump station delivers lube oil to the lubricators at 45 bar pressure. The
lubricators have a small piston for each lube oil quill in the cylinder liner, and the
power for injecting the oil comes from the 45 bar system pressure, acting on a
larger common driving piston. Thus, the driving side is a conventional common rail
system, whereas the injection side is a high-pressure positive displacement system,
thus giving equal amounts of lube oil to each quill and the best possible safety
margin against clogging of single lube oil quills.
For the larger bore engines, each cylinder has two lubricators (each serving half of
the lube oil quills) and an accumulator, while the small bore engines (with fewer
lube oil quills per cylinder) are served by one lubricator per cylinder. The pump
station includes two pumps (one operating, the other on stand-by with automatic
start up), a filter and coolers.
The lubricator can be delivered for our conventional engines in which case it is
controlled by a separate computer unit comprising a main computer, controlling the
normal operation, a switchover unit and a (simple) back-up unit. A shaft encoder
supplies the necessary timing signal in that case. When used on Intelligent
Engines, these functions are integrated in the engine control computers and their
shaft encoders.
The lubrication concept is intermittent lubrication a relatively large amount of lube
oil is injected for every four (or five or six, etc.) revolutions, the actual sequence
being determined by the desired dosage in g/bhph. The injection timing is controlled
precisely and by virtue of the high delivery pressure the lube oil is injected
exactly when the piston ring pack is passing the lube oil quills, thus ensuring the
best possible utilisation of the costly lube oil.
The safety features of this system are as follows:
In the event of malfunctioning solenoid valve or transducer, the oil dosage will
automatically be increased to the maximum volume. If the oil pressure falls, the
computer will start stand-by pump, close down the faulty pump and sets on the
alarm.
In this system if one lubricator malfunctions (980-700 mm bore engines), the oil
dosage from the other lubricator will be automatically doubled, and an alarm will be
given whereas for 600-260 mm bore engines, alarm and slow down ensue.
An inductive sensor in each lubricator monitors the movement of the lubricator
piston a signal is sent to the control computer system which has a backup for safety.

Alpha ACC (Adaptive Cylinder oil Control)

The principle of the Alpha ACC
The basic feed rate control should be adjusted in relation to the actual fuel
quality and amount being burnt at any given time. The sulphur percentage is a good
indicator in relation to wear, and an oil dosage proportional to the sulphur level will
give the best overall cylinder condition.
The following two criteria determine the control:
The cylinder oil dosage shall be proportional to the sulphur percentage in the fuel
The cylinder oil dosage shall be proportional to the engine load (i.e. the amount of
fuel entering the cylinders).

The implementation of the above two criteria will lead to an optimal cylinder oil
dosage,
proportional to the amount of sulphur entering the cylinders.
With the introduction of the electronically controlled Alpha Lubricator system,
featuring the
easy-to-operate HMI panel, such adaptive lubrication has
become feasible.

The Alpha Lubricator system offers the possibility of saving a considerable amount
of cylinder oil per year and, at the same time, to obtain a safer and more
predictable cylinder condition.

The basic feed rate control should be adjusted in relation to the actual fuel quality
being burnt at a given time.
This new cylinder oil control principle is called the Alpha Adaptive Cylinder oil
Control, or
abbreviated Alpha ACC.
the ACC factor can only be assessed when the fuel sulphur level has been high
enough to ensure that the lubrication has been in the ACC active area (the blue area
marked in Fig. 1), at lower fuel sulphur levels the engine is excessively protected
against corrosion because of the active minimum feed rate.

One of the key parameters in Alpha ACC lubrication is part-load control proportional
to engine load.
This is important in order to prevent over-lubrication at low loads, and it is one of
the main
parameters to save oil, compared with conventional lubrication.
When starting to burn new bunker oil, the HMI setting of the Alpha ACC should be
adjusted according to the bunker analysis results.

Q. Discuss the capital,voyage and operating costs of ship operation and

explain chief engineers role in optimising them.
what are the modern management principles used in inventory control.

Answer :-The three basic ship cost categories are:

capital costs; voyage costs; operating or running costs.

1. Capital costs - (depend on how the ship is financed)

1. are fixed costs associated with the ships purchase.

2. include pre-delivery costs, loan repayments, interest, leasing charges,
initial registration fees, taxes (sometimes), and any bareboat
charterhire payable.
3. are the owner s responsibility.
4. Depreciation costs:-Depreciation costs depend on:
cost of the asset,
expected salvage value of the asset,
estimated useful life of the asset, and
a method of apportioning the cost over such life

There are plenty of depreciation methods, e.g.:

straight-line depreciation
declining-balance method
sum-of-years' digits method
activity depreciation

2. Voyage costs are variable costs associated with the commercial employment of the ship.
are the responsibility of the ships commercial operator. If the ship is let on a time
charter, the charterer is
liable for the voyage costs.
Voyage costs include:a) fuel costs/bunkers
b) port charges-port dues and service charges( e.g. tugs hire, pilotage, cargo
handling ,agency fees.)
c) canal charges
Voyage costs: Fuel costs is depend on:
fuel price
engine power and efficiency
design and state of the hull
ships speed
Voyage costs: Port charges
Fees for the use of facilities and services provided by the port

Facilities uses fee is called port dues:-general use of port facilities ,this is based on:
volume of cargo
weight of cargo
gross tonnage fo the vessel
net tonnage fo the vessel
Services:- service charges for pilotage, towage, cargo handling
costs(loading/discharging)
Voyage costs: Canal charges
Suez & Panama canal
Suez; charges are calculated in terms of the Suez Canal net ton (roughly
corresponds to cargo-carrying space below the deck)and Special Drawing rights (not
commonly used measures) charges vary for different types and sizes of ships
Panama; flat rate per Panama Canal net ton is used
3. Operating or running costs are semi-variable costs which fall between capital and voyage costs.
are the responsibility of the ship owner or manager.
a) crew costs, b)stores , c)repair & maintenance ,d)insurance , e)administration

Operating cost

Crewing

Storing

Items included in cost

Officers earnings and leave pay;
ratings earnings and leave pay;
ratings overtime; pension and
insurance contributions; crew
establishment costs (recruitment,
training, cadets, etc.); crew travel
expenses; and sundry/unrecoverable
medical costs

Provisions; deck stores - general;

engine stores - general; paint; cordage;

lubricants; cabin stores/laundry; and

fresh water.

Maintenance

Deck repairs and spares; engine repairs

and spares; electronics and navaids;
and surveys.

Insurance

Hull and machinery insurance; P&I calls;

war risks insurance; loss of earnings
insurance; and deductible allowance.

Administration
Communication expenses; owners port
costs; sundries; and management fee.

The modern management principles used in inventory control

Lead time
This is the time between 'shortage occurring' and the item being available to
maintain supply.
This influences the level of safety (minimum) stock. If supply lead time is longer
than sales lead time. stocks are needed. If less. Stock holding can be entirely
avoided.
Lead time can be broken up, into several components
1. order renew & processing time ie. time for comparing inventory with re-order
levels time for re-order time for supplier to receive re-order
2. Suppliers lead time (vendors, manufacturers, buying & dispatch)
3. Transport time (from supplier to receiving bay)
4. Receiving time-time taken for goods inwards & updating store records.

Minimizing Lead time Following actions can be taken to minimize suppliers Lead
time

1. A precise date & time of delivery specified. This has a psychological influence
on suppliers to deliver on time.
2. Supplier made to understand that length of lead time can affect his perceived
reliability
3. Companies can also minimize lead time by putting in place systems to ensure
prompt re-order on stocks, approaching reorder level.
4. Entering a partnership with major suppliers. can also help in reducing Lead
time.
5. Establishing a JIT (Just in Time) approach to Inventory management JIT Just In
Time Management This is zero inventory Philosophy. where we have items
when we need. and none when we don't. In a conventional inventory control.
demand is predicted and based on "Lead time the stock is acquired.
Inventory Management Plan

This plan is based on Pareto's principle The lst step is to class all spares &
stores inventory into 3 classes. (ABC analysis)
Class A Important, expensive items, small quantities. e g. Piston crown liner,
connecting rods. Class A items require tight control, accurate records and
forecasting correct demand. The JIT method is suitable. Personal supervision is

necessary

Class B Significant it medium quantities eg Fuel PP plunger barrel, needle & guide.
class B items can use a conventional stock control is placed system. order based on
predicted demand, lead time and minimum spares policy.

Class C unimportant items of large quantities e.g. Nuts & bolts, gaskets, spanners
Class C items require minimum management supervision, Care must however be
taken, to avoid excess Inventory or complete nil Inventory

Q:-With reference to Maritime Labour Convention (MLC) 2006. briefly discuss the
following.
1. Minimum requirements for seafarers working on a ship.
2. Conditions of employment.
3. Accornodation and Recreational facilities,
4. Health protection, welfare and social security protection
TITLE 1:- Minimum requirement for seafarers to work on a ship
1. Age Minimum age is 16 year
2. Medical certificate Seafarer should be medically fit
3. Training and qualification Seafarer should be duly trained and certified to
work on board ship.
4. Recruitment and placement License to agencies

Regulation 1.1 - Minimum age

Purpose:-To ensure that no under-age persons work on a ship

Under this minimum age for a seafarer is defined as 16 years to work on

board a ship.
Also night work of seafarers under age of 18 years is prohibited.

Regulation 1.2 - Medical certificate

Purpose:- To ensure that all seafarers are medically fit to perform their duties at sea
This regulation deals with medical fitness of a seafarer. Seafarer shall not work on a
ship unless they are certified as medically fit to perform their duties. The standard
of medical examination is without any prejudice to STCW 1978 as amended. A
medical certificate issued in accordance with the requirement of STCW shall be
accepted by competent authority. Certificate should be issued by duly qualified
medical practitioner.
Regulation 1.3 - Training and qualifications
Purpose: To ensure that seafarers are trained or qualified to carry out their duties
on board ship
This regulation deals with Training and qualification of seafarer. Seafarer shall not
work on a ship unless they are trained or certified as competent or otherwise
qualified to perform their duties. Training and certification should be in accordance
with instruments adopted by IMO.
Regulation 1.4 - Recruitment and placement
Purpose: To ensure that seafarers have access to an efficient and well-regulated
seafarer recruitment and placement system

This regulation deals with the recruitment and placement services. All seafarers
shall have access to an efficient,adequate and accountable system for finding
employment on board ship without charge to the seafarer. Each member state has
to ensure that all private seafarer recruitment and placement services shall be
operated only with a standard system of licensing or certification. Member state has
to ensure that no fees or other charges are being paid by seafarer except for
national statutory medical certificate, national seafarer book and a passport.
Member state has to make sure that seafarers are informed of their rights and
duties under their employment agreement before the process of engagement.

TITLE 2:- Conditions of employment

1. Seafarer employment agreement.
2. Wages.

3.
4.
5.
6.
7.
8.

Hours of work and hours of rest.

Entitlement to leave.
Repatriation.
Seafarer compensation for the ships loss or foundering.
Manning levels.
Career and skill development and opportunities for seafarer employment

Regulation 2.1 Seafarers employment agreements

Purpose: To ensure that seafarers have a fair employment agreement

The terms and conditions for employment of a seafarer shall be clear written
in a legally enforceable agreement.
It should be agreed by seafarer and he should has the opportunity to review
and seek advice on the terms and conditions.
The agreement should be signed both by seafarer and the shipowner or
representative of shipowner.
Both should have one set of original signed agreement copy.
Seafarer employment agreement should contain his full name, DOB, and
birth place, shipowner name and address, capacity of seafarer to which he is
employed, amount of his wages, amount of paid annual leave and
termination of agreement.

Regulation 2.2 Wages

Purpose: To ensure that seafarers are paid for their services

All seafarer shall be paid for their work regularly and in full in accordance with
their employment agreement.
Member states have to make sure that payments to be made to seafarer at
no greater than monthly basis.
Seafarer has to be given with full account of their wages on monthly basis.
Also seafarer should be able to remit full or part of their earning to their
families, dependents or legal beneficiaries.

Regulation 2.3 Hours of work and hours of rest

Purpose: To ensure that seafarers have regulated hours of work or hours of rest
The limit of hours of work or rest shall be as followsa) Maximum hour of work shall not exceed
1. 14 hours in any 24 hours period and
2. 72 hours in any seven day period
OR
b) Minimum hours of rest shall not be less than
1. 10 hours in any 24 hours period and
2. 77 hours in any seven day period
Hours of rest may be divided into no more than 2 periods, one of which shall be at
least 6 hours in length and interval between consecutive periods of rest shall not
exceed 14 hours.

Regulation 2.4 Entitlement to leave

Purpose: To ensure that seafarers have adequate leave
Each member state shall require that seafarer employed on their ships are given
paid annual leave. Seafarer shall be granted shore leave to benefit their health and
well being and with the operational requirement of their position.
Regulation 2.5 Repatriation
Purpose: To ensure that seafarers are able to return home
Seafarer have a right to be repatriated at no cost to themselves in circumstances
and conditions specified in code. Member states are required to provide financial
security to ensure that seafarer are duly repatriated in accordance with the code.
Regulation 2.6 Seafarer compensation for the ships loss or foundering
Purpose: To ensure that seafarers are compensated when a ship is lost or has
foundered

Seafarers are entitled to adequate compensation in the case of injury, loss or

unemployment arising from the ship's loss or foundering. Shipowner has to pay
indemnity against unemployment to the seafarer.
Regulation 2.7 Manning levels
Purpose: To ensure that seafarers work on board ships with sufficient personnel for
the
Each member shall require that ships flying their flags have sufficient number of
seafarer employed on board to ensure that ships are operated safely, efficiently and
with due regard to security under all conditions
Regulation 2.8 Career and skill development and opportunities for
seafarers employment
Purpose: To promote career and skill development and employment opportunities
for seafarers
Each member state shall have national policies to promote employment in the
maritime sector and to encourage career and skill development and greater
employment opportunities for seafarer.

TITLE 3:- Accommodation, recreation facilities, food and catering

1. Accommodation and recreation facilities
2. Food and catering
Regulation 3.1 Accommodation and recreational facilities
Purpose: To ensure that seafarers have decent accommodation and recreational
facilities on board

Title 3, Regulation 3.1 addresses vessel design issues related to quality of life at
sea, including the physical design of seafarer accommodation areas and the
characteristics of the ambient environment (e.g., wholebody vibration, noise, indoor

climatic variables, and lighting) which seafarers are exposed to during rest and
recreation. requiring that ships that fly its flag:

(a) meet minimum standards to ensure that any accommodation for

seafarers, working or living on board, or both, is safe, decent and in
accordance with the relevant provisions of this Standard; and
(b) are inspected to ensure initial and ongoing compliance with those
standards.

The competent authority shall pay particular attention to ensuring implementation

of the requirements of this Convention relating to:

(a) the size of rooms and other accommodation spaces;

(b) heating and ventilation;
(c) noise and vibration and other ambient factors;
(d) sanitary facilities;
(e) lighting; and
(f) hospital accommodation.

Regulation 3.2 Food and catering

Purpose: To ensure that seafarers have access to good quality food and drinking
water provided under regulated hygienic conditions
Each Member shall ensure that ships that fly its flag meet the following minimum
standards:

(a) food and drinking water supplies, having regard to the number of
seafarers on board, their religious requirements and cultural practices as they
pertain to food, and the duration and nature of the voyage, shall be suitable
in respect of quantity, nutritional value, quality and variety;
(b) the organization and equipment of the catering department shall be such
as to permit the provision to the seafarers of adequate, varied and nutritious
meals prepared and served in hygienic conditions; and
(c) catering staff shall be properly trained or instructed for their positions.

TITLE 4 :- Health protection, medical care, welfare and social security

protection

1.
2.
3.
4.
5.

Medical care on board ship and ashore

Ship owners liability
Health and safety protection and accident protection
Access to shore based welfare facilities
Social security

Regulation 4.1 Medical care on board ship and ashore

Purpose: To protect the health of seafarers and ensure their prompt access to
medical care on board ship and ashore

Each Member shall ensure that measures providing for health protection and
medical care, including essential dental care, for seafarers working on board a ship
that flies its flag are adopted which:

ensure the application to seafarers of any general provisions on occupational

health protection and medical care relevant to their duties.
give seafarers the right to visit a qualified medical doctor or dentist without
delay in ports of call, where practicable;
health protection services while a seafarer is on board ship or landed in a
foreign port are provided free of charge to seafarers; and
are not limited to treatment of sick or injured seafarers but include measures
of a preventive character such as health promotion and health education
programmes.

Regulation 4.2 Shipowners liability

Purpose: To ensure that seafarers are protected from the financial consequences of
sickness, injury or death occurring in connection with their employment
:

shipowners shall be liable to bear the costs for seafarers working on their
ships in respect of sickness and injury of the seafarers occurring between the
date of commencing duty and the date upon which they are deemed duly
repatriated, or arising from their employment between those dates;
shipowners shall provide financial security to assure compensation in the
event of the death or long-term disability .
shipowners shall be liable to defray the expense of medical care, including
medical treatment and the supply of the necessary medicines and
therapeutic appliances, and board and lodging away from home until the sick

or injured seafarer has recovered, or until the sickness or incapacity has been
declared of a permanent character; and
shipowners shall be liable to pay the cost of burial expenses in the case of
death occurring on board or ashore during the period of engagement.

Regulation 4.3 Health and safety protection and accident prevention

Purpose: To ensure that seafarers work environment on board ships promotes
occupational safety and health

on-board programmes for the prevention of occupational accidents, injuries

and diseases and for continuous improvement .
requirements for inspecting, reporting and correcting unsafe conditions and
for investigating and reporting on-board occupational accidents.

Regulation 4.4 Access to shore-based welfare facilities

Purpose: To ensure that seafarers working on board a ship have access to shorebased facilities and services to secure their health and well-being

Each Member shall require, where welfare facilities exist on its territory, that
they are available for the use of all seafarers, irrespective of nationality, race,
colour, sex, religion, political opinion or social origin and irrespective of the
flag State of the ship on which they are employed or engaged or work.
Each Member shall promote the development of welfare facilities in
appropriate ports of the country and determine, after consultation with the
shipowners and seafarers organizations concerned, which ports are to be
regarded as appropriate.
Each Member shall encourage the establishment of welfare boards which
shall regularly review welfare facilities and services to ensure that they are
appropriate in the light of changes in the needs of seafarers resulting from
technical, operational and other developments in the shipping industry

Regulation 4.5 Social security

Purpose: To ensure that measures are taken with a view to providing seafarers with
access to social security protection

The branches to be considered with a view to achieving progressively

comprehensive social security protection are: medical care, sickness benefit,
unemployment benefit, old-age benefit, employment injury benefit, family benefit,
maternity benefit, invalidity benefit and survivors benefit.

Q:-With respect to refrigeration gases used on board vessels answer the

following.Explain ozone depleting potential of conventional ref gases.
Name alternative refrigeration gases available and being used on board
Explain the steps you will take to ensure that release of refrigeration
gases from the plant is minimised during normal operation and during
maintenance activities.

ANSWER :

The chlorofluorocarbons (CFCs) and hydrochloroflurocarbons (HCFCs)

are referred to as ozone depleting substances (ODS), because once
these gases are released into the environment and reach the
stratosphere, they interact with the ozone layer and destroy ozone
molecules. ODS lifetime in the stratosphere is between 100 and 400
years.
An ODS molecule has potential to destroy ozone molecules during
its entire lifetime.Therefore,various CFCs and HCFCs are assigned
Ozone Depletion Potentials (ODP) depending on their potential
(specified relative to CFC-11) to cause ozone depletion in the
stratosphere.
Ozone is a gas composed of three bonded oxygen atoms (O3).In the
Earths atmosphere, ozone is formed from molecular oxygen (O2) in
the reactions initiated by the UV light.
Ozone can be found in two levels, at ground level and in the Earths
upper atmosphere, referred to as the stratosphere. At ground level,
ozone is a
significant air pollutant, forming smog. In the
stratosphere it is referred to as the ozone layer.
The ozone layer encircles the stratosphere at approximately 10 km
above ground level. It filters ultraviolet (UV) radiation reducing the
amount of radiation reaching ground level. The depletion of the
ozone layer exposes living organisms to high levels of the harmful

UV-B

radiation.

OZONE DEPLETION POTENTIAL

Ozone depleting substances (ODS) vary in their capacity to destroy
ozone molecules. So scientists have developed a method of characterizing
the relative depletion caused by different ODS.
The ODP or Ozone Depletion Potential, is the potential for a single
molecule of the refrigerant to destroy the Ozone Layer.All of the
refrigerants use R11 as a datum reference and thus R11 has an ODP of
1.0.
The less the value of the ODP the better the refrigerant is for the ozone
layer and therefore the environment.

GLOBAL WARMING POTENTIAL

Global warming potential (GWP) is a measure of how much a given
mass of a gas contributes to global warming. GWP is a relative scale which
compares the amount of heat trapped by green house gas to the amount
of heat trapped in the same mass of CO2.
ODP and GWP of conventional refrigerant gas are as follows:-

Gas

ODP

GWP

R-11

1.0

R-12

1.0

2400

R-22

0.05

1700

Halon 1211
Halon 1301

4
16

4000

Because of much higher ODP halon is banned.

Alternate gases available on board which are used in refrigeration

systems are :-

R 134a (ODP=0)is long term replacement for R-12 and is best

performed in medium and high temperature application.
R 410A (ODP=0) is twice as efficient as R-22 but is recommended for
new systems only.
R 407C (ODP=0) is suitable for medium and high temperature
application. And is suitable for new system and for R-22 change
over.
R 404A (ODP=0) is suitable for low and medium temperature
application. It is suitable for new marine system.

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

1.Existing systems and equipment using ODS are permitted to continue in

service and may be recharged as necessary. However, the deliberate
discharge of ODS to the atmosphere is prohibited.
2.Maintenance, servicing and repair work shall be carried out without
releasing any substantial quantity of refrigerant.
3.When servicing or decommissioning systems or equipment containing
ODS the gases are to be duly collected in a controlled manner and, if not
to be reused onboard, are to be landed to appropriate reception facilities
for banking or destruction.
4.Any redundant equipment or material containing ODS is to be landed
ashore for
appropriate decommissioning or disposal. The latter also
applies when a ship is dismantled at the end of its service life.
To minimize the release of refrigerant gas from plant following steps
should be taken:
During operation --

Most important to maintain daily log of referent commonly called

reefer log .This is to be maintain by duty engineer and cross checked

by chief engineer to ensure effective monitoring and early detection

of any abnormality which can lead to gas leak to atmosphere.
During normal operation loss of refrigerant from leaking joints,
seals, gaskets and cracked pipe should be checked.
Loss of refrigerant from safety relief valve, to overcome this
pressure to be maintain in range.
Damaged mechanical seals on open type compressor are frequent
source of refrigerant leaks. A clean dry system is essential for
prolonged mechanical seal effectiveness to eliminate
emission.
Compressor oils used for HCFC and HFC will absorb moisture readily
and must keep dry to prevent refrigerant decomposition.
Excessive vibration and excess water pressure should not be allowed
in the condenser to avoid tube failure.
Leak testing should be carried out regularly. Testing can be done by
bubble testing with soap solution or by electronic leak detection.

During maintenance ---

Loss of small quantities of refrigerant from charging lines during

charging has to be avoid by taken proper care of connection .
Before doing any maintenance gas should be recovered and not
leaked in environment. There is recovery cylinder is there on board
and a vacuums pump to recover gas from system.
During maintenance compatible gaskets should be used which are
compatible with the gas and oil used in the system.
Evacuate the hoses before disconnecting temporary equipment.
Practice recovery and recycling when recharging dryers and filters.

Records and documents to be maintained:a) A list of equipment containing ODS should be maintained.
b) If the ship has any rechargeable system containing ODS, then an ODS
record book should be maintained. This record book shall be approved by
administration.

c) Check for gas leaks to be carried out regularly and recored.

d) Entries in ODS record book shall be recorded in terms of mass( kg) of
substance in respect of1.
2.
3.

Recharge of equipment
Repair or maintenance
Discharge of ODS to atmosphere either deliberate or non deliberate

4.
5.

Discharge of ODS to land based facilities

Supply of ODS to ship

Q:- A junior engineer has joined ship in which you are a chief engineer. Enumerate in
detail the issue you would mentor him or her with respect to the following area
1.
2.
3.
4.
5.

Up keep of his personal safety.

Up keep of the safety of his colleagues on board
Technical job, responsibility he need to learn at the earliest
What attention he needs to pay towards energy conservation and
His entitlement with regard to human right in a foreign port.

ANSWER :-

Programs that can be implemented for training shall be in accordance with chapter
VI of STCW code,
1. 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 .
2. Familiarization and training to be conducted with respect to Ship board
equipments, LSA, FFA, emergency preparedness and critical equipments.
Chief engineer plays a important role towards satisfactory training of engine room
personnel.
Chief engineer must establish a training program onboard ship. He should:
1. The training and evaluation should be carried out as per the TAR book under
the strict supervision of certified and experience Senior engineer.
2. Give trainee independence of doing job and at the same time supervise the
work constantly.
3. Identify constraints like language, lack of training, etc.
a)Upkeep of personal safety
This part is cover in welcome pack or safety tour which should conduct as soon as
join the vessel and before assign any job or duty.

ship Familiarization:- chief engineer must ensure

1. He must aware of location of life jacket and immersion suits in his cabin and
some addition on public place.
2. must know location of lifeboat station and his duty .
3. location of fire station ,fire party and his duty.
4. Identification of various alarm-general alarms,fire alarms,co2 alarms etc.
5. Know the escape route.
6. His duty as per Muster list for various emergency .
7. where to find emergency procedure.
PPE requirement:

Ensure that all required PPE has been issued to him and make him aware of
use of PPE as per company requirement.
mentor him on the importance of wearing PPE.

safety on stair :-This is most common and frequent place where person can
injured.need to explain about proper technique while using stairs, not to rush, use
on hand for ship and one hand for himself.

Emphasis on safe working practices:

Knowledge of manual handling technique.

Procedure for enclose space entry and hazard associate with this.
Permit to work system
Respect barrier, permits ,signs and notices.
Importance of safety
Nature of shipboard hazards
He must aware of life saving rules.

b) Upkeep of the Safety of his colleagues on board.

The training should include knowledge and understanding of action to be taken
upon encountering an accident or other medical emergency.
1. Team work:- While working with others as team ,pay attention on safety
aspect of job ,take part on job hazards analysis .Be transparent in Passing
information.Admit in case of mistake,this can present some kind of accident.
2. Working knowledge of safe working practices and personal shipboard
safety,including: electrical safety,lockout/tag-out, mechanical safety, permit
to work systems, working aloft working in enclosed spaces, lifting techniques.
3. Reporting:-JE should be trained to report any hazards situation.This will
develop the
reporting quality. Reporting of near miss incident as per
company policy.

4. The Training should include knowledge and understanding of action to be

taken upon encountering an accident or other medical emergency,
Compliance with emergency procedures,effective communication and human
relationship on board.
5. Observation:-Ask to develop the sense of observation.
c) Technical job, responsibility he need to learn at the earliest
The Training should include knowledge and understanding of maintaining a Safe
Engineering watch including:
1. duties associated with taking over and accepting a watch .
2. routine duties undertaken during a watch.
3. maintenance of the machinery space logs and the significance of the
readings taken.
4. duties associated with handing over a watch,
5. Safety and emergency procedures; change-over of remote/automatic to local
control of all systems
6. Safety precautions to be observed during a watch and immediate actions to
be taken in the event of fire or accident, with particular reference to oil
systems.
The Training should include knowledge and understanding of the following
1. Basic configuration, Preparation, Operation of main and auxiliary.
2. Basic configuration, Preparation, Operation of electrical, electronic and
control systems.
3. Appropriate use of hand tools, machine tools and measuring instruments for
fabrication and repair on board.
4. Maintenance and repair of shipboard machinery and equipment.
5. Compliance with pollution prevention requirements
6. The Trainee Should be given a basis knowledge of Pipe line Tracing .
7. The trainee should assist the watch keeping engineer in keeping a
watch.

d) What attention he needs to pay towards energy conservation

He should be aware about the best power management practices on boards such as
1. "Switch off lights when not in use".
2. Washing machines and dryers should be set to minimum selector timing:

3. All non-essential pumps/machinery to be stopped in E/R after arriving at

port/anchorage.
4. Printers and scanners when not in use should be powered off and unplugged.
5. In the galley or mess rooms, bread toasters and food warmers should likewise
be unplugged immediately after use. Same with battery chargers for walkietalkies.
6. Running of purifiers at port and idling is minimized so that not only the power
and steam consumption but also sludge generation can come down.
7. Hot water calorifier is fitted with an electrical heater of 30 KW capacity.
However to conserve energy the vessel generally uses steam (waste heat
recovery) for the calorifier.
8. Engine room temperature in cold climates should be kept as high as
practicable so as to minimise waste of energy due to the cold air entering the
engines for combustion. This can be done by stopping non-essential E/R
blowers and by keeping E/R doors/sky light to the main deck shut. This will
minimise flow of cold air inside and will also prevent heat escaping out from
open doors.
e) His entitlement with regard to human right in a foreign port.
1. He shall be granted shore leave to benefit his health and well-being and
consistent with the operational requirements of their positions.
2. Seafarers have a right to be repatriated at no cost to themselves.
3. Seafarers have the right to visit a qualified medical doctor or dentist without
delay in ports of call, where practicable.
4. For the protection of seafarers in foreign ports, there are measures taken to
facilitate:
(a) access to consuls of their State of nationality or State of residence; and
(b) effective cooperation between consuls and the local or national authorities.
5. Seafarers who are detained in a foreign port are dealt with promptly under due
process of law and with appropriate consular protection.
6. Whenever a seafarer is detained for any reason the competent authority should,
if the seafarer so requests, immediately inform the flag State and the State of
nationality of the seafarer. The competent authority should promptly inform the
seafarer of the right to make such a request.

7. The State of nationality of the seafarer should promptly notify the seafarers next
of kin. The competent authority should allow consular officers of these States

immediate access to the seafarer and regular visits thereafter so long as the
seafarer is detained.

Q:-With respect to AnnexV of Marpol explain the significance of following

Dish Water, Grey water, recycling and reuse

ANSWER:-

a)The revised MARPOL Annex V with an entry into force date of 1 January 2013
prohibits the discharge of all types of garbage into the sea unless explicitly
permitted under the Annex.
Dishwater means the residue from the manual or automatic washing of dishes and
cooking utensils which have been pre-cleaned to the extent that any food particles
adhering to them would not normally interfere with the operation of automatic
dishwashers.
Grey water means drainage from dishwater, shower, laundry, bath and washbasin
drains. It does not include drainage from toilets, urinals, hospitals, and animal
spaces, as defined in regulation 1.3 of MARPOL Annex IV (sewage), and it does not
include drainage from cargo spaces. Grey water is not considered garbage in the
context of Annex V.
Recycling means the activity of segregating and recovering components and
materials for
reprocessing. Recycling is the waste management technique which
has the potential for the greatest measurable reduction in a ships garbage wastestream.
Reuse means the activity of recovering components and materials for further use
without
reprocessing.