2012 PDF

MEO CLASS I DEEPESH MERCHANT
Dec 2012
1. Question
With regards to ordering and receiving fuel bunker on board answer the
following
The importance of correct bunker specification including the relevant ISO
standard.
How will you ensure that a representative sample is drawn during
bunkering.
How will you ensure that in case of bunker disputes especially with regards
to quality the sample from the vessel will be acceptable for verification.
ANSWER :-
a. Bunkering is one operation on ship which has been the reason for several
pollution related incidents in the past. Bunkering operation requires
utmost care and alertness to prevent any kind of fire accident or oil spill.
Chief engineer is the overall in charge of a bunkering operation.
b. Problems occurring onboard the vessels and which arise from bunker
related issues are diverse, and may involve disputes varying from
engine/equipment problems and vessel delay to off loading/re-bunkering.
c. Claims arising from these problems are in general complicated and they
are often frustrated by lack of evidence, including representative samples,
storage and consumption documentation and fuel analysis reports.
d. In some cases the fuel quality appears to have met the relevant fuel
specification but further extensive testing reveals the presence of unusual
contaminants.
e. Linking these to engine damage has proved difficult and it has been
necessary to undertake metallurgical examination of worn or damaged
components to determine causation.
f. When purchasing bunkers it is important that the correct grade is
specified and that the sale and purchase agreement includes the
appropriate description of the fuel to be supplied. This is best done by
reference to the International Standard ISO 8217 and identification of the
required grade within this standard e.g. ISO 8217:2010 - RMG 380.
g. Therefore it is important that chief engineer checks the quality of the fuel
to be supplied according to the bunker delivery receipt. Although this
document does not provide a full analysis of the fuel, it should contain at
least the viscosity, density and sulphur content.
Representative Sample :-
a. The most common and most economic means of obtaining a
representative sample is by using a drip type sampler.
b. After the checks of documents and bunker quantity on barge, chief
engineer should ensure that sampling points are fixed. Sampling should
be taken at one point only. All sampling should be carried out either at
barge manifold or ship’s manifold. The sample must be representative of
the total delivery and ideally taken by ‘drip feed’ at the discharge side of
manifold, during the course of pumping.
c. Sampling equipment should be used in accordance with the
manufacturer’s instructions, or guidelines, as appropriate.
d. A means should be provided to seal the sampling equipment throughout
the period of supply.
e. The primary sample receiving container should be attached to the
sampling equipment and sealed so as to prevent tampering or
contamination of the sample throughout the bunker delivery period.
f. The tube within the sampler and sample valve should always be cleaned
before use.
g. When bunkering starts, place a container under the sampler, open the
sampler valve fully and flush the sampler with fuel.
h. After flushing the sampler, close the valve and attach a suitable clean
container to the valve. Adjust the needle valve to give a slow and steady
drip. Time the fill rate so that it will provide for sufficient estimated
sample over the expected delivery period.
i. On completion of bunkering, mix together the samples from both
containers to ensure you have a good, representative sample from the
bunkering operation.
j. After bunkering sample bottles to be sealed, dated and signed by both
parties, four samples to be taken – one each for ship, barge, lab analysis
and MARPOL sample.
Bunker quality disputes
1. C/E should take care to ensure that bunkers supplied matches with
specifications as per ISO 8217
2. To ascertain about the quality of bunker, it is necessary to take the samples
in prescribed manner. The sample should be divided into 4 or 5 subsamples.
Out of these one should be sent to laboratory for analysis by the ship. The
supplier has the duty to provide ship with MARPOL sample and the seal
number of this must be recorded in the BDN, along with seal numbers of
other samples.
3. If the ship’s sample report comes and it shows bunker to be of lower quality
or not as per specification, ship staff should tender a complaint regarding
quality.
4. As per BIMCO standard bunker clause this complaint should be tendered
within 30 days of delivery. After receiving the complaint the supplier will
send their sample to laboratory and will match its result with ship’s one.
Otherwise both can choose an independent laboratory for testing the sample.
5. BDN should be maintained for 3 years
6. C/E should record all relevant information that can lead to machinery
damage due to poor quality fuel
7. One set of ship’s sample should be retained on board for further

investigation and litigation.
8. If there is dispute with regard to quantity and quality following should be
done
a) Records of initial tank soundings, oil transfer details final tank
sounding should be maintained
b) Location of tanks where suspected bunkers have been used
c) Ullage sheets and bunker delivery receipts to be preserved.
d) Bunker samples to be preserved
e) ‘Note of protest’ deck and engine logs must be preserved,
f) A record of chief engineer and crew members involved in bunkering
operations to be maintained
g)Name of those present at the time when bunkers samples have been
taken
h)The crew members involved in correcting any problems with
substandard bunkers
i) Owners must be notified promptly
2. Question
With respect to refrigeration gases used on board vessels answer the
following.
Explain ozone depleting potential of conventional ref gases.
Name alternative refrigeration gases available and being used on board
Explain the steps you will take to ensure that release of refrigeration gases
from the plant is minimised during normal operation and during
maintenance activities.
ANSWER :-
1. The ODP or Ozone Depletion Potential, is the potential for a single
molecule of the refrigerant to destroy the Ozone Layer. All of the
refrigerants use R11 as a datum reference and thus R11 has an ODP of
1.0. The less the value of the ODP the better the refrigerant is for the
ozone layer and therefore the environment.
2. The chlorofluorocarbons (CFCs) and hydrochloroflurocarbons (HCFCs)
are referred to as ozone depleting substances (ODS), because once these
gases are released into the environment and reach the stratosphere, they
interact with the ozone layer and destroy ozone molecules. ODS lifetime
in the stratosphere is between 100 and 400 years.
3. An ODS molecule has potential to destroy ozone molecules during its
entire lifetime. Therefore, various CFCs and HCFCs are assigned Ozone
Depletion Potentials (ODP) depending on their potential (specified
relative to CFC-11) to cause ozone depletion in the stratosphere.
4. Ozone is a gas composed of three bonded oxygen atoms (O3). In the

Earth’s atmosphere, ozone is formed from molecular oxygen (O2) in the
reactions initiated by the UV light.
5. Ozone can be found in two levels, at ground level and in the Earth’s
upper atmosphere, referred to as the stratosphere. At ground level, ozone
is a significant air pollutant, forming smog. In the stratosphere it is
referred to as the ozone layer.
6. The ozone layer encircles the stratosphere at approximately 10 km above
ground level. It filters ultraviolet (UV) radiation reducing the amount of
radiation reaching ground level. The depletion of the ozone layer exposes
living organisms to high levels of the harmful UV-B radiation. Most
importantly, this negatively impacts human health causing increased
occurrence of skin cancers, cataracts and weakened immune system.
Other negative impacts of depletion of the ozone layer are:
a. High levels of UV-B radiation causes sunburn and can potentially
damage DNA,
b. Changes in plant growth,
c. Degradation of building materials, particularly paints, rubbers,
woods
and plastics.
ALTERNATIVES REFRIGERANT GASES TO ODS

There are numerous refrigerants on the market that have been developed
asalternatives to CFCs and HCFCs. These fall into three main groups: HCFC
blends, HFCs and HFC blends, Ammonia and Hydrocarbons (HCs)
R134A is a single hydrofluorocarbon or HFC compound. It has no chlorine

content, no ozone depletion potential, and only a modest global warming
potential. - ODP = 0, GWP = 1300
R407C is a ternary blend of hydrofluorocarbon or HFC compounds, comprising

23% of R32, 25% of R125 and 52% of R134a. It has no chlorine content, no
ozone depletion potential, and only a modest direct global warming potential. -
ODP = 0, GWP = 1610
R410A is a binary blend of hydrofluorocarbon or HFC compounds, comprising

50% of R32 and 50% of R125) it has no chlorine content, no ozone depletion
potential, and only a modest global warming potential. - ODP = 0, GWP 1890
R417A is the zero ODP replacement for R22 suitable for new equipment and as
a drop-in replacement for existing systems.
As per Annex VI , Regulation 12:- Ozone Depleting Substances (ODS)

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

service and may be recharged as necessary. However, the deliberate
discharge of ODS to the atmosphere is prohibited.
2. Maintenance, servicing and repair work shall be carried out without
releasing any substantial quantity of refrigerant.
3. When servicing or decommissioning systems or equipment containing ODS
the gases are to be duly collected in a controlled manner and, if not to be
reused onboard, are to be landed to appropriate reception facilities for
banking or destruction.
4. Any redundant equipment or material containing ODS is to be landed ashore
for appropriate decommissioning or disposal. The latter also applies when a
ship is dismantled at the end of its service life.
Records and documents to be maintained:-
a) A list of equipment containing ODS should be maintained.
b) If the ship has any rechargeable system containing ODS, then an ODS
record book should be maintained. This record book shall be approved by
administration.
c) Check for gas leaks to be carried out regularly and recored.
c) Entries in ODS record book shall be recorded in terms of mass( kg) of
substance in respect of—
i) Recharge of equipment
ii) Repair or maintenance
iii) Discharge of ODS to atmosphere either deliberate or non deliberate
iv) Discharge of ODS to land based facilities
v) Supply of ODS to ship
3. Question
Explain the following modern methods of turbo charging
a. Pulse converter system
b. Sequential turbo charging
c. Stage turbo charging
d. Variable geometry turbo charger
ANSWER :-
1. PULSE CONVERTER SYSTEM :-

1. This turbo charging system permits the advantage of the pulse and constant
pressure turbo charging system simultaneously.
2. The combination of this two is done by connecting the different branches of
exhaust manifold together in a specially designed venturi junction called
pulse convertor before the turbine. This prevent return flow and has the
effect of smoothing out the separate impulse.
3. It also improves the turbine admission, improves efficiency and does not
mechanically load the blading as much as the normal impulse turbo
charging.
4. Figure shows the pulse converter in the pulse converter (PC) turbocharging
system. In this system, the volume of the mixing pipe before the turbine is
small and the length short.
5. The pressure wave in the mixing pipe coming from one group of pipes will
be transmitted to the other group of pipes, and then influences the
scavenging process of the cylinders connected to that group of pipes. Hence
it is necessary that the area ratio of the pulse converter is generally less than
1. The ejector nozzle’s area ratio is generally 0.65∼0.85, and the throat’s
area ratio is generally 0.5∼1.0
2. SEQUENTIAL TURBO CHARGING SYSTEM

1. The ST system consists of two or more turbochargers in parallel, and these
turbochargers are put into or out of operation in terms of diesel engine
operation points.
2. This system can improve the turbochargers matching with the engine, so the
efficiency of the turbocharger and boost pressure are both improved.
3. It refers to a set-up in which the motor utilizes one turbocharger for lower
engine speeds, and a second or both turbochargers at higher engine speeds.
4. During low to mid engine speeds, when available spent exhaust energy is
minimal, only one relatively small turbocharger (called the primary
turbocharger) is active. During this period, all of the engine's exhaust energy
is directed to the primary turbocharger only, providing the small turbo's
benefits of a lower boost threshold, minimal turbo lag, and increased power
output at low engine speeds.
5. As rpm increases, the secondary turbocharger is partially activated in order
to pre-spool prior to its full utilization. Once a preset engine speed or boost
pressure is attained, valves controlling compressor and turbine flow through
the secondary turbocharger are opened completely. (The primary
turbocharger is deactivated at this point in some applications.)
6. In this way a full twin-turbocharger setup provides the benefits associated
with a large turbo, including maximum power output, without the
disadvantage of increased turbo lag.
7. Sequential turbocharging (ST) system is an effective measure to improve the
fuel economy performance and the transient responsive performance and to
reduce the smoke emission at low speed.
Schematic diagram of the ST system with two unequal-size turbochargers.
3. STAGE TURBO CHARGING

1. In this system consists of different sized turbochargers are used in sequence,
but both operate constantly. The first turbo boosts pressure as much as
possible. Subsequent turbos take the charge from the previous stage and
compresses it further.
2. This type of turbo charging is require for engines requiring high degree of
supercharging.
3. The exhaust mass flow coming from the cylinder flows into the exhaust
manifold first. Here it is possible to expand the entire exhaust mass flow
using the high pressure turbine (HP) or to redirect some of the mass flow
through a bypass to the low pressure turbine (LP). The entire exhaust mass
flow is then utilized again by the low pressure turbine (LP).
4. The entire fresh air flow is first compressed by the low pressure stage. In the
high pressure stage, it is compressed further and then the charging air is
cooled. Due to the precompression process, the relatively small HP
compressor can reach a high pressure level so that it can force the required
amount of air to flow through the system.
5. At low engine speeds, i.e. when the exhaust mass flow rate is low, the bypass
remains completely closed and the entire exhaust mass flow is expanded by
the HP turbine. This results in a very quick and high boost pressure rise. As
the engine speed increases, the job of expansion is continuously shifted to
the LP turbine by increasing the cross-sectional area of the bypass
accordingly.
4. VARIABLE GEOMETRY TURBO CHARGER

1. A Variable Turbine Geometry turbocharger is also known as a variable
geometry turbocharger (VGT), or a Variable Nozzle Turbine (VNT). A
turbocharger equipped with Variable Turbine Geometry has movable vanes
which can direct exhaust flow onto the turbine blades. The vane angles are
adjusted via an actuator. The angle of the vanes vary throughout the engine
RPM range to optimize turbine behaviour.
2. Variable-geometry turbochargers (VGTs) are a family of turbochargers,
usually designed to allow the effective aspect ratio (A/R) of the turbo to be
altered as conditions change.
3. This is done because optimum aspect ratio at low engine speeds is very
different from that at high engine speeds. If the aspect ratio is too large, the
turbo will fail to create boost at low speeds; if the aspect ratio is too small,
the turbo will choke the engine at high speeds, leading to high exhaust
manifold pressures, high pumping losses, and ultimately lower power output.
4. At low rpm : The vanes are partially closed, reducing the area hence
accelerating the exhaust gas towards the turbine. Moreover, the exhaust flow
hits the turbine blades at right angle. Both makes the turbine spin faster.
5. At high rpm : At high rpm the exhaust flow is strong enough. The vanes are
fully opened to take advantage of the high exhaust flow. This also release the
exhaust pressure in the turbocharger, saving the need of wastegate.
4. Question
What do you understand by unseaworthy vessel within the meaning of the
MSA 1958 as amended?
What according to you is the difference between unseaworthy and unsafe
ship
What are the obligation of the owner to crew with respect seaworthiness.
ANSWER :-
In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship and
unsafe ship is as follows:-
Under section 334 a ship is said to be unseaworthy "when the materials of
which she is made, her construction, the qualification of master, the number,
description and qualification of the crew including officers, the weight,
description and stowage of the cargo and ballast, the condition of her hull and
equipment, boilers and machinery are not such as to render her in every respect
fit for the proposed voyage or service."
Under section 336, unsafe ship may be defined an unsafe ship, that is to say, is
by reason of the defective condition of her hull, equipment or machinery, or by
reason of overloading or improper loading, unfit to proceed to sea without
serious danger to human life, having regard to the nature of service for which
she is intended.
Now we will discuss the difference of unseaworthy ship and unsafe ship in
details. First we will see the unseaworthy ship:-
1) A ship is unseaworthy, when the material which she is made and her
construction and design is faulty and not as per laid down regulation.
2) A ship is unseaworthy when its master, officers and crew are not qualified
and are not as per safe manning of the ship.
3) Not having enough certificates according to law make the ship unseaworthy.
4) A ship is said to be unseaworthy when the machinery or equipment is
missing which should have been installed as per any regulation.
5) An unseaworthy ship poses serious threat to human life.
6) A ship is said to be unseaworthy when its machinery or equipment is not able
to perform its duties for the intended voyage.
7) Wrong weight, description and stowage of cargo and ballast make the ship
unseaworthy for the voyage.
Now take the case of Unsafe ship:-
1) A ship is said to be unsafe, when the hull and equipment is temporarily
defective and the ship is unsafe for that proposed voyage.
2) A ship is said to be unsafe when its master, officers and crew are qualified
but do not follow the safe working practices.
3) Not maintaining the required provisions laid down in certificates can make
the ship unsafe during the voyage.
4) A ship is said to be unsafe if the machinery or equipment is placed on board
but found not working or the maintenance plan is not being followed.
5) An unsafe ship does not pose serious threat to human life.
6) A ship is said to be unsafe when its machinery or equipment is operated
wrongly at any instance by the ship's crew in the voyage.
7) Wrong procedure of ballasting, deballasting or negligence of crew towards
stowage of cargo makes the ship unsafe an any instance during voyage.
In broad perspective or loosely we can say that unseaworthiness depends on
design factors and physical factors. Also unseaworthy is a condition.
But ship becomes unsafe due to human factors. It is an act.
Obligation of owner to crew with respect to seaworthiness
1. In every contract of service, express or implied between the owner of an
Indian ship and the master or any seaman thereof, and in every contract of
apprenticeship whereby any person is bound to serve as an apprentice on board
any such ship, there shall be implied, notwithstanding any agreement to the
contrary, an obligation on the owner that such owner and the master, and every
agent charged with the loading of such ship or the preparing thereof for sea, or
the sending thereof to sea, shall use all reasonable means to ensure the
seaworthiness of such ship for the voyage at the time when such voyage
commences, and to keep her in a seaworthy state during the voyage.
2. For the purpose of seeing that the provisions of this section have been
complied with, the Central Government may, either at the request of the owner
or otherwise, arrange for a survey of the hull, equipment or machinery of any
sea-going ship by a surveyor.
5. Question
What is the definition of company as per ism code and list out the safety
management objectives of the company as per ism code? How the company
verifies the satisfactory implementation of the ism code requirement
As a Chief Engineer you have joined a vessel which is about to undertake a
six month round ... voyage. Underline and describe the key issues that you
will inspect, check, prepare, establish and maintain towards proper
Planned Maintenance of Engine Room and associated areas under ISM
Codes.
ANSWER :-
The ISM code is adopted under Solas Chapter IX with reference the IMO
resolution A.741(18)
As per ISM code A "Company" means the Owner of the vessel or any
other organization or person such as the Manager, or the bareboat charterer,
who has assumed the responsibility for operation of the vessel from the Vessel
owner and who on assuming such responsibility has agreed to take over all the
duties and responsibilities imposed by this regulation.
Safety Management objectives of the company are as follows .
1. provide for safe working practices and a safe working environment
2. establish safeguards against possible risks to its ships, personnel and the
environment.
3. continuously improve safety management skills of personnel ashore and
aboard ships, including preparing for the emergencies related both to
safety and environmental protection.
Items to be inspected on a vessel scheduled to make a six month round voyage

are:-
1. Confirm that there is a Company Safety & Environment Protection Policy on
board and that all the key personnel are familiar with the Safety Management
System(SMS) .
2. Go through the contents of handing over report of the outgoing chief
engineer.
3. FO,DO,LO and Chemical ROB should be checked , tallied and ensure
sufficient quantity on board for the upcoming voyage.
4. Check the consumables stores ROB and make a list of critical shore items
needed.
5. Check the oil record book entries and ensure that they match with the tank
content.
6. An estimation of fuel oil, LO, DO chemicals and stores should be made ,
upon discussion with subordinates , voyage plan and futute consumptions a
requisition for required consumables should be raised.
7. Ensure the Safety Management documentation and manuals are up to date
and readily available.
8. Check the status of surveys of the ship and ensure that there are no surveys
overdue.
9. All personnel should be able to give the identity of the DPA(Designated
Person Ashore), who is the sole contact point for any emergency. Ensure
procedures are in place for establishing and maintaining contact with shore
management through the DPA in an emergency.
10. Ensure that you are familiar with any non-conformities which have been
reported to the company and what corrective action is being taken.
11. Check the condition and maintenance status of main and auxiliary
machineries.
12. Check the running hours record of all machineries and make sure these are
updated.
13. Check the spare part inventory, ensure it is updated and ensure enough
spare parts are available to carry out routine maintenance/ breakdown
maintenance.
14. Check the critical spares on board, raised requisition if required.
15. Check Operation of Machinery:
a) The dead man alarm working properly.
b) No alarms are bypassed and all are tried out regularly and record of
testing dates entered. There is no fuel oil or lube oil leakage.
c) All the fire alarms are tested regularly and all in good condition.
d) All quick closing valves are in good condition.
e) Emergency and standby sources of electrical power to be tested, that
they are readily available, especially in a blackout condition, stand-by
generator engines automatic start to be tried out.
f) Check that the load sharing system of generators is tested and is
functioning correct.
g) Emergency Generator, Emergency Air Compressor, Emergency
Steering arrangement, Emergency Bilge suction and bilge pumps to be
in working condition with records of all maintenance carried out up-to-
date.
h) Try out main engine, start from local control station.
i) Check life-boat / rescue-boat engines are running properly.
j) Check proper functioning of safety cut-outs for main engine / aux
engine / boilers.
k) Confirm ―emergency stops for pumps & blower function properly.
16. Ensure bunkering procedures are posted, understood by all personnel &
spill equipment is readily available. Test the means of communication,
between ship‘s bunkering personnel & shore / barge. SOPEP & ISM
procedures to report and deal with oil spills should be understood by all.
17. Ensure that all the operational requirements of MARPOL as applicable have
been complied with taking into account ;
a. quantity of sludge/oil residues being generated daily
b. the capacity of sludge & bilge water holding tanks
c. capacity of oily water separator, incinerator, etc.
18. Ensure oily water separator, incinerator, sewage treatment plant, primary
and/or secondary NOx treatment systems are functioning properly.
19. Ensure the responsible personnel are familiar with the procedures for
handling sludge and bilge water.
20. Check the inventory of special tools and equipments.
21. Check the PSC inspection record and ensure the vessel is ready for PSC
inspections at times.
22. Ensure all E/R personals are familiar with the PMS and safety and
environmental policies of the company.
23. Confirm that all crew members can activate the fire alarm and know the
locations of switches and are familiar with the documented procedures for
reporting a fire to the bridge and actions to be taken.
24. Confirm that all crew members are able to demonstrate the correct use of
the appropriate fire fighting equipment
25. Ensure the following items are functioning correctly:-
a. fire doors, including remote operation
b. fire dampers and smoke flaps
c. quick closing valves
d. emergency stops of fans and fuel oil pumps
e. fire detection and fire alarm system
f. main & emergency fire pumps
26. Ensure that all key personnel are able to communicate & understand each
other‘s signals during drills.
27. Take a through round of engine and check general appearance and note any
defect noted.
28. On the basis of incident report, maintenance schedule and observation area
of concern to be noted down. A planning to be carried out for tackling the
issues. Machineries requiring attention and history of breakdown of
particular equipment and machinery to be checked and same rectified.
29. Engine room operations, procedures and system to be assessed and
evaluated from time to time. The need for up gradation and improvement to
be brought to the notice of the company.
Reviews, guidelines and advices to be implemented. Feedback for company
orders and requests to be given on time.
6. Question
State the applicable regulation of solas and marpol under which it is
mandatory for a flag state to conduct an investigation into any casualty.
Write briefly the salient points of casualty investigation code and the
recommended practices for a safety investigation into a marine casualty or
marine incident What do you understand by the term very serious marine
casualty
ANSWER :-
Every flag state has to carry out investigation in any casualty occurring
on board the ship flying its flag. This responsibility is laid down in various
conventions of IMO. Following are the conventions and articles under which
above responsibility is laid down:-
1) UNCLOS:- Article 94(7) states that " each state shall cause an inquiry to be
held by a suitably qualified person/persons into every marine casualty or
incident of navigation on the high seas involving a ship flying its flag and
causing loss of life or any other incident involving another state or marine
environment."
2) SOLAS 74:- Chapter 1, part C, Regulation 21 states that " Each
Administration undertakes to conduct an investigation of any casualty occurring
to any of its ships subject to the provisions of the present convention when it
judges that such an investigation may assist in determining what changes in the
present regulations might be desirable."
3) Article 12 of MARPOL73/78 and article 23 of ILLC also states more or less
same as stated in above conventions.
To harmonize the casualty investigation a code was adopted on 27th
November 1997 in IMO resolution A849(20) called casualty investigation
code.
The salient features of the code.
1) Necessity of code:- It was acknowledged that the investigation and proper
analysis of marine casualties and incidents can lead to greater awareness of
casualty causation and result in remedial measures including better training to
enhance safety of life at sea and protection of environment.
It was also recognized that a standard approach and
cooperation between governments, to marine casualty and incident investigation
is necessary to correctly identify the cause.
2) Objective:- Objective to any marine casualty investigation is to prevent

similar casualties in future. Investigations identify the circumstances of the
casualty under investigation and establish the cause.
3) Who will do the investigation:-
a) Flag state has to carry investigation in all casualties occurring to its ship.
b) If casualty occurs in territorial sea of a state, then flag state and coastal state
should cooperate to maximum extent and mutually decide who will be the lead
investigating state.
c) If casualty occurs at high seas then flag state has to carry out investigation.
But if the casualty involves other other parties or affects environment of other
state, then all substantially interested state should work together and decide who
will be the lead investigating state.
4) Consultation and cooperation between states:- If casualty has taken place

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

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

circulate draft report to coastal state and substantially interested state for
comments. If no comment is received within 30 days lead state should send the
final report to IMO.
Very serious marine casualty means a ship casualty which involves total loss
of ship, loss of life or severe pollution.
7. Question
Explain the influence of a charter on operation of propulsion and other
ship board machineries during a voyage. After taking over ship as C/E you
have informed that ship is on time charter and has a history of unforeseen
auxiliary machinery breakdown at sea, state the different options you have
and actions you would take as C/E prior to the commencement of voyage.
ANSWER :-
1. The different types of charter parties are :-

a) Voyage Charter
b) Time Charter
c) Bareboat Charter
2. In case of a voyage charter and time charter, it is the responsibility of owner
to take care of ships propulsion machinery and other machineries on board.
3. Prior taking a ship on charter following things (but not limited to ) are taken
in to consideration by the charterer:
a) Description of the vessel name, flag, ownership, class, gross and net
tonnage, cargo capacity and horsepower etc.
b) Speed and fuel consumption in function of determined weather
conditions (in good weather & smooth water).
4. Apart from propulsion machinery the charterer can also ask for following
reports:
a) Aux. eng. fuel consumption per day
b) Conditions of hatches/tanks
c) Boiler fuel consumption
d) DO cons. in IGG (gas ships)
e) Cargo machinery
f) Mooring & windlass
g) Navigation
h) General condition of vessel
i) Vetting inspection defect list
j) CAP survey reports of hull and machinery
5. Time charter has a major concern in speed of the ship and fuel consumption
as it determines the time period between ports and also the expenses to be
incurred on fuel in the voyage.
6. Time Charter means a vessel is to be operated for a period of time under
charter without undertaking either the financial commitments of ownership
or responsibilities of navigation and management of vessel.
7. Minimum speed agreed in charter party has to be achieved and any deviation
in case of speed or fuel consumption if any, then the owner has to pay
compensation to the charterer.
8. Voyage charter has stipulated laycan so in order to meet that a minimum
agreed speed has to be achieved/maintained during the voyage otherwise
charterer is entitled to reject the vessel and cancel the charter.
9. In case of any breakdown :

(a) In case of voyage charter in breakdown if laycan is not met i.e. at agreed
time if the vessel is not presented at agreed port or place, the charterers are
entitled to reject the vessel and cancel the charter.
(b) In case of time charter, loss of time is governed by the so called off hire
clause. This clause provides that time charter shall not be required to pay
hire for such time as is caused by breakdown of machinery or repairs.
(c) In case of bareboat charter all responsibilities regarding navigation,
propulsion and maintenance of shipboard machinery remains with charterer
itself.
10.For delivering the cargo at agreed terms and conditions in charter party,
other machinery also play vital role.
If too much unforeseen machinery breakdown have occurred and ship
cannot meet with the scheduled date, a chief engineer on board should
undertake following options and actions:
1. In case of time charter a period of 48 hrs is allowed for the ship owner per
year to carry out maintenance jobs on boiler and main engine. So in case the
breakdown is on ME or boiler, the C/E must ensure that maintenance is
carried out within the stipulated time by charter party.
2. To expedite the work, the option of making two teams to work on ME can be
considered in that when one group is working the other can take rest and
work goes on continuously till the job is over, to ultimately avoid the
possibility of off-hire vessel.
3. Motivate the crew and engineers and be a part of team. This will be an
encouraging factor to all and work can be done efficiently and effectively.
4. Appreciate and encourage the crew and engineers.
5. If the breakdown is not over within time
a) Speed of ship may be increased within safe limits. This should be done in
consultation with the company because increase in speed increases fuel
consumption which may deviate from that mentioned in charter party.
b) The load on diesel generator should be reduced if possible to compensate
for increase in fuel consumption.
c) After discussion with master the course of ship may be altered keeping in
mind the safety of ship.
A more vigilant watch must be kept on the machinery to avoid further
breakdowns and engine room to be manned at all times.
8. Question
What is bill of lading? What precautions are to be observed before signing
a B/L under voyage charter and time charter? Differentiate the salient
considerations taken during Survey of a ship under 1) Bare-boat charter, 2)
Voyage charter & 3) Time charter. As the Chief Engineer on board,
explain with reasons, which of the three Surveys is most demanding and
exhaustive and why?
ANSWERS :-
1. The bill lading is the declaration of the master of the vessel by which he
acknowledges that he received the goods on board of his ship and assures that
he will carry the goods to the place of destination for delivery, in the same
condition as he received them against handing of the original bill of lading.
2. The definition of a bill of lading given in the ―HAMBURG RULES is
the following.
BILL OF LADING means a document which evidence a contract of
carriage by sea and the taking over of loading of the goods by the carrier,
and by which the carrier undertakes to deliver the goods against surrender of
the document.
3. A provision in the document that the goods are to be delivered to the order
of a named person, or to order or o bearer, constitutes such an undertaking.
4. The bill of lading serves as a
a) A receipt of the goods by the ship-owner acknowledging that the goods of the
stated species, quantity and conditions are shipped to a stated destination in a
certain ship or at least received in custody of the ship owner for the purpose of
shipment.
b) A memorandum of the CONTRACT OF CARRIAGE by which the master
agrees to transport the goods to their destinations all terms of the contract which
was in fact concluded prior to signing of the bill of loading are repeated on the
back of this document
c) A document of little to the goods enabling the consigner to dispose of the
goods by endorsement and delivery of the bill of lading.
Types of Bill of Lading
1. Long Term B/L
2. Short Term B/L
3. Direct B/L
4. Combined transport B/L
5. Through B/L
6. Received for Shipment B/L
7. Straight B/L
Hague Visby rule apply to every type of bill of lading.
The precautions to be observed by the master or his deputy when signing

the bill of lading are as follows
1. The goods have actually been shipped (compared with mate’s receipt).
2. The date of shipment is correct.
3. That the bill of lading is not marked “freight paid” or “freight not paid” if
not true.
4. Check that any “clause” of mates receipt is also contained in B/L
5. Check that reference is made to the charter party where one exists
6. Check that any charter party terms not conflict with B/L terms
7. Check that the number of original bills in the set is stated.
8. In any case, master is in doubt he should contact his P&I club correspondent.
9. If in case damaged or otherwise defective cargo is presented for loading –
reject goods, accept goods as on condition that he will issue a clause bill of
lading call P&I.
10.if ship and shore figures differ
 If less cargo is loaded, demurrage, contact owner in voyage charter
 Letter of protest
11.If number of original B/L shown on the face of the bill not the same as the
number of negotiable B/L
1. call P &I
2. refuse to sign the bills until correct number is assigned
12.If B/L is in foreign language – translator, call P&I master should issue B/L
in English.
13.If master is asked to sign blank or partially completed B/L
1. call P&I
2. if early departure procedure (EDP) is used on tanker routes, agent signs
behalf ofmaster
14.if B/L have to be re-issued or amended
1. call P&I
2. if B/L have to be reissued, ensure that first set is cancelled /returned /
destroyed if master is asked to sign predate of post date B/L -- refuse to sign.
Bareboat charter:
1. Is a contract for the hire of a vessel for an agreed period during which the
charterers acquire most of the rights of the owners.
2. In essence the vessel owners put the vessel at the complete disposal of the
charters and pay the capital costs, but no other costs.
3. The charters have commercial and technical responsibility for the vessel, and
pay all costs except capital costs.
4. There will be an agreement, that there will be an on hire survey. In the case
of new ship building the survey procedures can be done in the yard itself
according to the agreement. In other cases there is a thorough examination
considering the following points.
 Bunkers on board
 Stores & spares on board.
 General condition of the vessel.
 Certificates validity
 Tanks condition
 Sea worthiness.
5. As a Chief engineer, you are responsible for maintaining the equipment in
good condition. Bunker on board to be properly calculated and kept ready
for the surveyors to check.
6. Cleanliness and proper P.M.S. system has to be maintained in view of
seaworthiness.
7. It is a more stringent survey since the charter takes the responsibility of the
vessel in full respect except capital cost.
8. All crew members to be aware of the safety procedure and safe working
practices according to the company's quality management system. In this
regard proper training and briefing to be given before surveys.
9. If a second hand ship is taken over by a chief engineer and is being put on a
bareboat charter he should check following with respect to ship:-
a. Visual inspection of vessel
b. Seaworthiness
c. Documentation
d. Machinery condition
e. Pipeline condition
f. Underwater part
g. LSA and FFA items
h. Sounding of all tanks and calculate bunker, lub oil
i. Navigation equipment condition
j. Critical machineries inventory
k. Inventory of spares and stores
l. ORB ( last 3 years )
m. Master and Chief engineer log book
n. Ship sea trial if possible
o. Machinery survey records and PMS
p. Cargo hold condition
q. Insulation check of all motors and alternators.
Voyage Charter:
1. Is a contract for the carriage by a named vessel of a specified quantity of
cargo between named posts or places.
2. The ship owner basically agrees that he will present the named vessel for
loading at the agreed place within an agreed period of time a following
loading, will carry the cargo to the agreed place, where he will deliver the
cargo.
3. The charter agrees to provide for loading, within the agreed period of time,
the agreed quantity of the agreed commodity, to pay the agreed amount of
freight, and to take delivery of the cargo at the destination place.
4. In effect the charterers hire the cargo capacity of the vessel and not the entire
vessel.
5. The owner must provide the master and crew, act as carrier and pay all
running and voyage costs, unless the charter party specifically provides
otherwise.
6. The survey under voyage charter is not very strict as compared to other
charter party.
7. The charter mainly interested in sea worthiness and condition of the cargo
space. The surveyor checks for whether the vessel can carry the cargo of
particular quantity and to be able to discharge within an agreed period of
time.
8. As a Chief Engineer one should take care of cargo hold/ tank, cargo gear
condition. If any repairs are necessary to keep the same in good condition
that has to be carried-out. He has to prove that the ship is able to carry the
cargo safely and vessel able to reach in proper time which is agreed.
Time charter:
1. Is a contract for the hire of a named vessel for a specified period of time.
(The charters agree to hire from the ship owner a named vessel, of specific
technical characteristics, for an agreed period of time, for the chatterers
purposes subject to agreed restrictions. The hire period of time, for the
charters purposes subject to agreed restrictions. The hire period may be the
duration of one voyage (a "trip charter") or anything up to several years
("period charters")).
2. The ship owner is responsible for vessels running expenses i.e., manning
repairs and maintenance, stores, masters and crew‘s wages, hull and
machinery insurance, etc. He operates the vessel technically, but not
commercially.
3. The owner bears no cargo handling expenses and do not normally appoint
stevedores. The charters are responsible for the commercial employment of
the vessel, bunker fuel purchase and insurance, port and canal dues
(including pilot age, towage, linesmen etc.), and all loading stowing /
trimming / discharging arrangements and costs.
4. On-hire survey and delivery certificate:
There will be usually agreements that there will be an on-hire survey or
delivery survey to establish. –
 Bunkers remaining on board (R.O.B.) in order to determine the quantity
the chatterers will have to pay the owners for.
 The general condition of the vessel.
 Tanks or holds are fit for the carriage of the contemplated cargoes.
 Holds of a dry cargo vessel must be dry and swept clean, etc. and tanks
for oil or chemicals must pass survey and be certified fit.
5. The on-hire survey is usually carried out by jointly approved surveyors, paid
for 50/50 by the owners and the chatterer. Time spent on the survey is
normally at the owner's risk, i.e., the vessel is not on -hire until passing of
the survey.
6. As a Chief Engineer, one should calculate the bunker on board correctly and
to keep all machinery in good condition. He has to prove that ship is able to
satisfy charter party requirement regarding fuel consumption and speed. Any
maintenance required for cargo holds or tanks to be carried-out prior survey
to keep them in good condition.
9. Question
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 equipment’s 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
1. Resistance as most of us avoid in our daily life is also true for a ship.
Resistance on a ships movement comprises of frictional resistance and
residual resistance.
2. In general ships frictional resistance is a function of density of water, hull
roughness and length of the ship.
3. Other resistance is residual resistance which is due to wake forming
tendency, caused due to the movement in water and shape of the ship.
4. Thus total resistance equals FRICTIONAL RESISTANCE + RESIDUAL
RESISTANCE. So as far as ship’s hull condition is concerned frictional
resistance plays a very important role. It could be up to 70% of total
resistance in a badly fouled ship.
5. Thus it is very important to keep the hull clean. Hull can be cleaned by
several methods while the ship is afloat but majority of these are not
effective in long term run. Hence regular dry docking is the best solution.
6. 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.
7. In order to meet the very stick charter party alarm a ship must have a very
good and smooth hull surface
8. Factors responsible for fouling of the hull are as follows:
Use of improper techniques in applying paints, Poor quality of applied paint,
Long port stays/or at rest, Damaged hull surface, Poor maintenance of hull
protecting system such as ICCP, Poor ship design increasing resistance in
water.
9. Thus appropriate measures should be taken for the above mentioned points
and a good surface should be prepared prior applying the approved quality of
paint. Speed and power graph also indicates that the engine may be
thermally overloaded with a badly fouled hull resulting in a decrease of the
operating life of machinery parts causing frequent breakdown and coating
very heavily on shipping companies.
10. Antifouling paints of approved type and a well maintained antifouling
system plays an important role in ships regular operating period between dry
docks.
Rr
Clean Foul
resistance speed
Rt
Rf
speed power
2)Weather Condition
1. Ships are designed and constructed to withstand the forces of nature up to a
certain extent for a certain time. Depending upon the area of trading weather
conditions keep changing and also the condition of the sea.
2. Seasons such as summer, winter or monsoons of extreme nature are very
common in the trade of shipping. If climatic conditions/weather conditions
are favourable it may result in a +ve slip i.e. the ship travels more than the
distance given by the engine and vice versa with a bad or heavy weather
condition it may result in a –ve slip resulting in a extra fuel consumption due
to higher power demands and overloading of engines.
3. Good judgement and regular updates regarding weather conditions help the
master in closing a route to avoid adverse weather condition. This may result
in less full consumption in long run.
4. Engine manufacturer guidelines should be strictly followed in severe
weather conditions. Governor load index, hunting, R.P.M, scavenging air
limit torque limits must be taken into account to avoid thermal and
mechanical overloading of the engine. Thus these guidelines can be kept in
mind for keeping fuel consumption within limit.
5. Effect of humidity plays a important role and is also important as it reduces

the NOx limit. Humidity effects the density of charge air, development of
power heat release more temperature in a unit and exhaust temperature.
3)Maintenance Of Different Elements In Fuel Oil System

1. Although the condition of the hull and weather play a significant role in
regulating fuel consumption, elements which directly control fuel have a
proportional relation to the consumption of fuel.
2. It is meant that if parts or equipments used are in good condition then lot of
fuel can be saved for example fuel injectors, fuel pipes, fuel pump and VIT
RACK shock absorber if maintained in a good way in regular inspection and
overhaul problems of fuel leakages can be minimized.
3. Similarly pipe joints, V/V glands booster pump section or any fuel oil
leakage in fuel oil system if attended immediately also improve the safety of
the ship.
4. Proper temperature of fuel supplied to the engine should be maintained for
optimum efficiency.
5. Operation of purifier and performance should be regularly checked resulting
in less over flow of oil.
6. V.I.T. mechanism and fuel control rack and its connection with governor
must be lubricated periodically to eliminate sluggishness and wear and tear.
4) Damage to the propeller blades

1. Propeller blades can be damaged/ rough for a number of reasons. They
invariably become rougher during service as a result of cavitations 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 ship’s 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 vessel’s fuel consumption is comparatively large.
3. 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.
6. Physical damage mostly causes vibration. The solution in this case is to trim
the blades equally to remove the damage and achieve proper balance, and
reduce excessive cavitations. But this should be done carefully as bad
trimming can result in even worse problem.
There are 3 types of modification:-
a) Diameter reduction:- Easily and inexpensively performed underwater, this is

the usual method for increasing RPM and balancing the ratio. The blade tips are
cropped and faired.
b) Pitch reduction:- This involves twisting of blades and can only be accurately
done in a workshop as blades need to be heated to prevent cracking. Although
more expensive this is most effective modification as there is no loss of blade
material. It is ideally suited to blades smaller than 4,000 mm diameter.
c) Trailing edge modification:- This is achieved by either bending the trailing
edges or by cutting them. Both operation can be performed in water and can
achieve an effect on the RPM of approximately 5%.
Nov 2012.
1. Question
You are the chief engineer of a vessel that has suffered a minor fire in the
engine room that burned off the wiring to essential pumps. Temporary
repairs were made to get the vessel underway. Write a letter to the
company head office describing the incident as to how the fire took place
and what corrective and preventive steps have you taken. What
arrangements do you suggest to affect a permanent repair at the next port
of call?
ANSWER :-
5TH Dec 2012

At Sea,
Subject :- Fire in Engine room
Respected Sir,
Further to the initial accident report, below is a detailed
report of the fire that occurred on 3rd Dec 2012.
Sequence of events
Engine room rating reported smelling smoke on the bottom platform. On
investigation, found smoke emanating from local panel containing breaker of
both ballast pump, condenser cooling sea water pump and both condensate
pump.
The panel was opened and smouldering fire within extinguished by use of a
local fire extinguisher. At that time, only # 2 ballast pump was in operation and
seat of fire was traced to wiring adjacent to the circuit of the pump.
Power to the panel was isolated and extent of damage studied. Wiring to # 2
condensate pump # 2 ballast pump and condenser cooling water pump were
severely damaged.
Probable cause
Single phasing resulted in over current being drawn, overheating and started
the fire on the wiring of the # 2 ballast pump.
Temporary arrangements and repairs
1. Ballasting operations are now being carried out by # 1 ballast pump. Pump is
being run with a throttled discharged valve to minimize current and
operation is being continuously monitored.
2. #1 condensate p/p : - Megger test has been carried out and found
satisfactory. The pump has been tried out.
3. #2 ballast pump wiring and the CB require renewal. The required 3 core
cable is not on board and is being immediately indented.
4. The wiring of the condenser cooling SW pump has also suffered significant
damage and rendered this pump inoperable for the forthcoming discharging
operation , main SW p/p # 3 will be used to provide water to the vacuum

condenser via the emergency supply line provide . Vacuum condenser water
level and temperature will be closely monitored during the discharging
operations.
Corrective and Preventive Action
1. This being an old vessel the insulation in few places has been found to be
hardened and cracking . An exhaustive study of all such wiring is presently
being done and will revert with plans for renewal and requisition.
2. In the interim the interval for logging of insulation reading has been reduced
from 3 months to 2 months.
3. The current drawn by all motors is also being monitored closely for early
detection of faults.
Permanent Repairs
The Requisition for the required 3 core wires and the CB is attached Will
renew this on priority basis on departure after discharge. The requisitions for
additional 3 core cables will be sent subsequently along with detailed plan of
effecting replacement.
Yours Sincerely
Chief Engineer
MT XYZ
2. Question
Explain the associated key factors and activities to ensure PMS on board
ships and ISM code with the following terms
Corrective action process
Developing and improving maintenance records
Systematic approach of maintenance
Maintenance intervals
Inspections
ANSWER :-
The ISM code is intended to improve the safety of shipping and to reduce
pollution from ships by impacting on the way the shipping companies are
managed and operated Element 10 of ISM code: maintenance of ship and
equipment
10.1 – The Company should establish procedures to ensure that ship is
maintained in conforming with the provisions of relevant rules and regulations
and with any additional requirements which may be established by the company
10.2 – in meeting these requirements the company should ensure that
.1 – inspections held at appropriate intervals
.2 – any non conformity is reported with its possible cause
.3 – appropriate corrective action taken and
.4 – records of these activities are maintained

10.3 – The Company should establish procedures in its safety management
system to identify equipment and technical systems the sudden operational
failure of which may result in hazardous situations
The SMS should provide for specific measures aimed at promoting the
reliability of such equipment or systems.
These measures should include the regular testing of standby arrangements and
equipments or technical systems that are not in continuous use
10.4 – (PMS)
The inspections and measures should be integrated into ship’s operational
maintenance routine procedures based on relevant conventions, flag state
instructions, classification societies guidance and company policy
The associated key factors and activities to ensure successful PMS on board
ship under ISM with following terms
a) Corrective action process
1. Chapter 9 of ISM code requires the company's SMS to include reporting and
analysis of accidents. Following the ISM audit non-conformities are
identified. The company is responsible for determining and initiating the
corrective action needed to correct a non-conformity or to correct the cause
of the non-conformity with the objective of improving safety and
establishing procedure for implementation of corrective action to prevent
recurrence.
2. Failure to correct the non-conformity with specific requirements of the ISM
code within the stipulated time period may affect the validity of the DOC
and related SMC’s issued to the vessel. Corrective action and possible
subsequent follow up audits should be completed.
3. Depending on the nature and degree of non-conformity the master and ship
staff to take corrective action by eliminating the cause of it.
4. Corrective action processes such as root cause analysis help identify and
eliminate the underlying reasons causing machinery failure, thereby
preventing recurrence.
5. Element 4 of ISM code ensures that designated person ashore provide a link
between company and those on board, ensuring adequate resources and
shore support.
6. Corrective action process can be shown in following flow chart:-
IDENTIFY THE PROBLEM
ESTABLISH THE CAUSE
PROPOSE SOLUTIONS
EVALUATE SOLUTIONS
ACCEPT ONE REJECT ALL( Go to propose solution)

IMPLEMENT SOLUTION
EVALUATE EFFECTIVENESS
EFFECTIVE INEFFECTIVE( Go to propose solution)
CHAPTER CLOSED
b) Systematic approach of maintenance

1. Systematic approach to maintenance should be based on relevant
conventions, flag state rules, classification society requirements and
company policy.
2. A systematic approach to maintenance should include
a. Equipment manufacturer’s recommendations, procedures and time
intervals between o-hauls.
b. Condition monitoring equipments and routine maintenance
c. The establishment of maintenance interval
d. The definition of method and frequency of inspection
e. Assignment of responsibility for inspection activities to appropriately
qualified personnel.
f. Availability of spares
g. Age of ship, equipment and condition
h. Risk analysis
i. Results of third party inspection
j. Related ISM procedures
k. Clear definition of reporting requirements and mechanisms.
c) Developing and improving maintenance procedures
1. With the improvement in technology and practical experience now some
classification societies allow condition based monitoring as a tool for
maintenance over routine maintenance based on time interval, running hours
etc.
2. Basis for this condition monitoring system is continuous monitoring of data,
data collection, recording and analyzing the trend over a period of time, this
has to be approved by class and might request the data relating to concerned
equipment to be send every month or once in 3 months for analysis. This
development of maintenance has led to increased intervals between o-hauls
reduced maintenance work on ship staff etc.
3. Maintenance related deficiencies are to be identified and corrective action
need to be taken. Preventive action will be by modifying the procedure of
maintenance and by reviewing the SMS concerning the same
4. The cumulative effect of identifying the non-conformity corrective actions
and preventive actions will help in developing and improving the
maintenance procedures
d) Maintenance interval
Should be based on the following:
1. Manufacturers recommendations and specifications.

2. Predictive maintenance determination techniques (Lub oil analysis, vibration
analysis)
3. Practical experience in operation and maintenance of ship and its machinery,
including historical trends in the results of the routine inspections and in
nature and rate of failures.
4. The use to which the equipment is put continuous, intermittent, stand by or
emergency.
5. Practical and operational restrictions e.g. inspection that can be only
performed in d/dock.
6. Intervals specified as part of class, convention, administration and company
requirements.
7. The need for regular testing of S/B arrangement.
e) Inspection
1. Element 10.2.1 of ISM code requires inspection to be carried out at
appropriate intervals to ensure conformance to regulations.
2. Routine inspection to be carried out to assess the performance of the
equipment and its operational readiness for the intended purposes
3. Same is to documented as per element 11 of ISM code
4. Procedure for planned inspection routines should be written to include the
following.
a. Acceptance Criteria
b. Use of suitable measuring and testing equipment.
c. Calibration of measuring and testing equipment.
5. Examples of inspection and test that may be employed.
a. Visual
b. Vibration
c. Pressure
d. Temperature
e. Electrical
f. Load
g. Water Tightness
6. Inspection methods:
Sometimes checklist should be developed to ensure that inspection, test and
maintenance are performed according to the procedures, and at the specified
intervals. These checklists can be developed from manufacturer‘s
recommendation or specifications.
3. Question
You as a Chief Engineer are asked by your company to carry out internal
audit of the deck-department under the ISM Code,
How would you carry out the audit & which areas would you lay emphasis
on during the audit?
ANSWER :-
Element 12.1 of Ism code says that internal safety audits have to be
carried out on board and ashore at intervals not exceeding 1 year. As we all
know internal audit can be carried by the auditor belonging to the department
other than the department being audited. So, as a chief engineer I can audit the
deck department provided I should have undergone the training required to be
an auditor.
For carrying out internal audit of deck department, first of all opening
meeting with master and other deck officer should be carried out. In the meeting
they should be briefed about the audit, so that Master and chief officer would be
ready with their documents and personnel. Following is the way how I will
carry out the audit:-
A) MASTER:- Audit will be started from Master’s cabin. Master is the overall
in charge of the vessel and implementation of ISM code lies on his shoulders.
He should clearly understand the policies of the company and should be fully
conversant with company’s safety management system. So, following things
should be checked with Master:-
1. He should know company’s responsibilities and authorities as per element 3
of Ism code
2. He should know how and when to contact DPA and the line of
communication
3. He should be well aware of his responsibilities and authority especially his
overriding authority as per element 5.2. Under same element, it should be
verified that master is evaluating the SMS periodically and sending its
deficiencies to the shore based management.
4. Master’s standing order/ night order book is available and should be sighted.
5. On board training schedule/planner should be sighted
6. Records of emergency drills should be checked. If possible drills can be
carried out.
7. It should be checked that debriefing is carried out after the drills.
8. Is change of command well documented or not
9. Does safety and management meetings being carried out or not.
10. Under element 9 of ISM code, near miss/ ACHO reports to be sighted.
11. All critical ship board operation and maintenance books should have been
sighted by master
12. All certificates to be checked for validity
13. Verification of last audit report and deficiencies if any
14. Passage planning briefing and debriefing to be checked.
B) AT BRIDGE:- Bridge audit to be carried out with second officer. As in

almost all companies second officer is the navigational officer on board the
ship. Following things to be checked on bridge:-
1. Check if navigational officers on watch understand function of ‘emergency
stop’ and ‘override’ switches on main engine console on bridge.
2. Check whether manoeuvring data is posted or not
3. Watch keeping schedule is posted or not
4. Emergency steering change over procedure posted on bridge. Also
instruction for change over from auto pilot to manual should be posted.
5. Carry out lamp test on main engine and steering console
6. Check all navigational lights are in working order from panel
7. Check both forward and aft horns are working
8. First aid kit to be available on the bridge
9. To check if any zone on fire panel is switched off or isolated and if duty
officer is aware of same.
10.To check whether window wiper is working or not
11.To check all navigational equipments are in working order
12.Check for pyrotechniques
13.Check whether general emergency alarm is working
14.Ventilator plan should be always posted on bridge
15.Emergency batteries should be checked for good order. Protective equipment
should be kept near the batteries.
C) AT DECK:- A complete round of deck should be taken and following items
should be checked:-
1. Company policy to be displayed prominently
2. Name of DPA and DO to be displayed prominently
3. All LSA and FFA items to be in place and in good condition
4. Use of PPEs on deck
5. Guardrails/ chains to be rigged around open hatches and walkway
6. Sounding pipe should be secured shut and marked to indicate compartment
7. Cargo and bunker drip trays to be free of oil
8. Flame screens on vent heads to be intact and of correct mesh size
9. Paint and thinners to be kept covered and secured in paint locker and eye
wash available
10. Paint locker to be fitted with a fixed fire fighting arrangement and should
be marked
11. Garbage to be stored in covered, marked, leak proof, non combustible bins.
12. Greasing of open gears to be verified
13. Operation of accommodation vent flaps
14. Galley vents and drip trays to be oil free
15. Condition of windlass/ winch brake lining
16. All deck crane maintenance to be checked. Cut outs to be checked
17. Is the forepeak valve free
18. Is hospital and provision store alarm tested as per policy
19. Remote stops for accommodation and engine room blower to try out.
20. First aid kit available in galley

21. All lubricating points to be clearly marked
D) CHIEF OFFICER:-
1. Check for knowledge and operation of deck hydraulics, steam system
fundamentals and emergency operation
2. Record of rest hour of crew
3. Operation and testing of gas detector
4. Garbage management record
5. Ballast management and record keeping
6. Inspection of deck PMS system and lubricating schedule
7. Inspection of permit to work file
8. Emergency stops for cargo pumps and tank level alarms to be tested
9. Record of continuity test of hoses and operation of P/V valves
10. Record of ODME and ORB part 2 on tankers
E) JUNIOR OFFICERS AND DECK CREW:-
1. Check medical log, resuscitator, medicine chest
2. Familiarity with cargo and MSDS
3. Maintenance on LSA/FFA
4. Lifeboat kits and SCBA bottles to be inspected
5. Flags to be sighted
6. Any person from crew can be called and could be interviewed regarding his
knowledge about company's basic SMS, DPA's name etc.
A closing meeting to be taken after the audit. Any observation or nonconformity
should be written in the report and to be told to the persons concerned. A copy
of the audit will be sent to the company’s ISM cell.
4. Question
What are the various statutory Certificates carried on board oil tanker,
and their validity?
Mention the Conventions, under which they are issued, giving the reference
of their Conventions.
Explain Harmonization of Statutory Certificates under the SOLAS 74/88
Convention.
If a period of a statutory Certificate has just expired and a port is having
inadequate survey facility, state the actions you will take, as per the
provision stated in the Protocol of 1998 relating to the International
Convention for the Safety of Life at Sea, 1974.
ANSWER :-
I. SOLAS
No Certificate Reference
1 Cargo Ship Safety Construction SOLAS 1974,regulation
Certificate I/12;1988 SOLAS Protocol,
Validity :- 5years regulation I/12,

2 Cargo Ship Safety Equipment SOLAS 1974,regulation
Certificate I/12;1988 SOLAS Protocol,
Validity :- 5years regulation I/12,
3 Cargo Ship Safety Radio Certificate SOLAS 1974, regulation
Validity :- 5years I/12, as amended by the
GMDSS amendments; 1988
SOLAS Protocol, regulation
I/12
4 Cargo Ship Safety Certificate 1988 SOLAS Protocol,
Validity :- 5years regulation I/12
5 Exemption Certificate SOLAS 1974, regulation
I/12; 1988 SOLAS Protocol,
regulation I/12
9 Minimum safe manning document SOLAS 1974, regulation
V/14.2
10 Safety Management Certificate SOLAS 1974, regulation
Validity :- 5years IX/4; ISM Code, Element
13.7
11 Document of Compliance SOLAS 1974, regulation
Validity :- 5years IX/4; ISM Code, Element
13.2
12 International Ship Security Certificate SOLAS 1974, regulation
Validity :- 5years XI-2/9.1.1; ISPS Code part
A, section 19.2
II. Marpol 73 / 78
1 International Oil Pollution Prevention MARPOL Annex I,
Certificate regulation 7
Validity :- 5years
2 Statement of Compliance MARPOL Annex I
Validity :- 5years regulations 20 and 21
3 International Sewage Pollution MARPOL Annex IV,
Prevention Certificate regulation 5;MEPC/Circ.408
Validity :- 5years
4 Garbage Management Plan MARPOL Annex V,
Validity :- regulation 9
5 Garbage Record Book MARPOL Annex V,
regulation 9
6 International Air Pollution Prevention MARPOL Annex VI,
Certificate regulation 6
7 Engine International Air Pollution Nox Tech code Reg 2.3/ 2.3
Prevention Certificate
8 International energy efficiency MARPOL Annex VI,
certificate wef. 01-01-2013 regulation 9
III. Load line 1966

1 International Load Line Certificate LL Convention, article 16;
Validity :- 5years 1988 LL Protocol, article 18
2 International Load Line Exemption LL Convention, article 16;
Certificate, Validity :- 5years
IV. International tonnage convention 69
1 International Tonnage Certificate (1969) Tonnage Convention,
Validity :- 5years article 7
V. AFS Convention
1 International Anti-fouling System AFS Convention
Certificate regulation 2(1) of
Validity :- 5years annex 4
2 Declaration on Anti-fouling System AFS Convention
Validity :- 5years regulation 5(1) of
annex 4
VI. STCW
1 Certificates for masters, officers or STCW 1978, article VI,
ratings regulation I/2;
Validity :- 5years STCW Code,
section A-I/2
2 Records of hours of rest STCW Code,
section A-VIII/1
The harmonization of survey and certification was adopted by the IMO

on 11th November 1988. It entered into force on 3rd feb 2000. The HSSC seeks
to standardize the period of validity and intervals between surveys for 9 main
convention certificates. Further IAPP, ISPP AND ISSC were added. So,
following are the certificates which come under HSSC.
1) PSSC
2) CARGO SHIP SSC
3) CARGO SHIP SEQ
4) CARGO SHIP RADIO
5) IOPP
6) IPPC
7) INTERNATIONAL CERTIFICATE FOR FITNESS FOR CARRIAGE OF
LIQUID GASES IN BULK
8) INTERNATIONAL CERTIFICATE FOR CARRIAGE OF DANGEROUS
CHEMICAL IN BULK
9) ILLC
10) IAPP
11) ISSC
12) ISPP
The maximum validity of all certificates except PSSC is 5 yrs. PSSC will
be renewed annually. Each full term of 5 years will follow directly from the
previous one. A renewal survey can be carried out up to 3 months before expiry
of existing certificates. The new certificates will still be dated from the expiry of
previous one. Every certificate will be subjected to an annual, intermediate and
renewal survey. External survey is required for every cargo ship. A minimum of
two such inspections are required every 5 yrs and interval between two such
inspections shall not exceed 3 yrs.
The harmonized system provides a system for extension of certificate limited
to 3 months to enable a ship to complete its voyage or 1 month for ships
engaged in short voyage. This extension is also granted if ship is at port where
adequate survey facilities are not available. A written request must be submitted
to administration or RO issuing the certificate on behalf of administration,
clearly stating reasons for extension.
When an extension is granted, period of validity of the new certificate will
start from the expiry date of existing certificate before extension.
In Indian waters, if vessel is in port with an expired statutory certificate and
the port has not adequate facility for survey the principal officer concerned may
permit the ship to proceed from that port to another port in India. Such
extension shall not exceed one month.
5. Question
Why does a ship require Marine Insurance cover? Explain Hull Claims
and Cargo Claims related with Marine Insurance. State the related
documents and information required from the ship in this regard
highlighting their validity.
ANSWER :-
1. Marine Insurance is a method where by one party called assuror or

underwriter, agrees for a stated consideration known as a premium, to
indemnify another party, called the insured or assured, against loss, damage
or expense in connection with the commodities at risk if caused by perils
enumerated in the contract known as a policy of insurance.
2. The policy pledge to compensate the insured but does not guarantee the
continued existence or the replacement of the good itself.
3. Insurance provides individuals and organisations with financial protection
against the outcome of events which involve monetary loss or liabilities
which could not be predicted or anticipated and over which they have no
effective control.
4. In the case of ship-owner or ship manager insurance is usually confined to
financial consequences of damage to its own ship, damage to the peoples
property or death or injury to people all ship-owner and shipping merchants
should insure this property against the loss or damage.
5. They are not legally bound to insure except for liability of oil pollution
claim. However the modern methods of financing trade and shipping makes
it essential that they do so.
6. The capital exposed to loss in modern ship is so huge that no company can
afford to bear the liability incurred.
7. Besides most of the tonnage is mortgaged to banks and other financial
institutions and they require insurance as collateral security.
Hull Insurance claims :
Following any cases of Hull damage e.g. collision, grounding etc. ship
owner/managers insurance dept. will normally immediately inform H & M lead
underwriter via broker. As per clause 49 of IHC 1.11.02, lead underwriter will
instruct a surveyor to ascertain the nature, cost and extent of the damage,
necessary repairs and fair and reasonable cost thereof and any other matter
which leading underwriter or surveyor considers relevant. The lead underwriter
will make decision in respect of any claim within 28 days of receipt of the
appointed average adjusters final adjustment or, if no adjuster is appointed, a
full document claim presentation sufficient to enable the underwriter to
determine their liability in relation coverage and quantum. The underwriter is
discharged from the liabilities of the claim if it is not notified within 180 days of
the assured becoming aware of accident or occurrence.
Documents generally required for processing of claims are:-
1. Policy/ underwriter documents
2. Survey reports with photographs
3. Claims intimation letter by the insured with respect to the claim
4. Log book
5. All applicable valid certificates
Apart from above standard documents some other documents based on the
nature of claim are as follows:-
1. Deck and engine room log books covering the casualty, and, if possible the
repair periods. Master/ Chief engineer detailed report and/or note of protest,
as relevant.
2. Underwriters’ surveyor report and account.
3. Class surveyor report and account
4. Superintendent’s report and account
5. Receipted accounts for repairs and/or any spare parts supplied by owner, in
connection with repairs, endorsed by underwriter surveyor as being fair and
reasonable.
6. Accounts covering any drydocking and general expenses.
7. Accounts for all incidental disbursements at the port of repair.
8. Details of fuel and engine room stores consumed during repair period
together with the cost of replacement.
9. Accounts of owner’s repairs effected concurrently with damage repairs.
10.Copies of faxes/ e-mails sent and details of long distance calls made in
connection with the casualty.
11.Details of dates of payments of all account.
Cargo Claims :
1) When cargo loss or damage is discovered a delivery note or consignment
note will be claused with a note of the loss or damage.
2) The cargo owners will immediately inform his insured if it is outside UK,
this is done thro’the local Lloyds’ agent in case of Lloyds’ policy.
3) If loss or damage is extensive underwriters will normally ask for a survey
report. This is arranged by Lloyd’s agent, who can appoint surveyor and pay
small claims locally.
4) After the claim is quantified and documented the underwriter settles the
claim thro Lloyd’ agents,
5) Underwriter then decides (under the doctrine of subrogation) whether or not
claim is worth pursuing against carrier.
6) If he decides to pursue the claim be immediately makes a written claim on
the carrier, failure to claim may prejudice his right of recovery.
7) The claim (including surveyor’s fee) is settled by the carrier in the currency
stated in the policy or on the certificate of insurance.
8) The carrier if a PI member then claims on his club policy.
Documents generally required to furnish the claims are:-
1. A proper duly filled claim form along with policy certificate.
2. Photographs and/or video film of insured damaged property showing the
extent of damage
3. Sale contract or commercial invoice for the entire shipment
4. Original bill of lading
5. Surveyor report together with a duly paid surveyor fee bill
6. Packing list for the entire shipment
7. An authentic certificate of origin
8. Custom transit declaration
9. Claim notification letter to company together with Xerox copy of the policy
and premium receipt
10.Letter of subrogation cum undertaking
11.Claim bill
After the claim is quantified and documented, the underwriter settles the claim.
The underwriter then decides (under the doctrine of subrogation) whether or not
the claim is worth pursuing against the carrier. If he decides to pursue the claim,
he immediately makes a written claim on carrier. The claim is settled by the
carrier in the currency stated in the policy. The carrier then claims on his P&I
club for reimbursement. But P&I club requires following documents from ship
to settle the claim by the claimants:-
1. Bilge, ballast and bunker sounding and pumping record
2. Cargo ventilation, humidity and temperature record
3. Records of any unusual weather condition
4. Records of hatch, access, hold and watertight doors check
5. Records of fire and safety equipment check
6. Records of cargo securing and lashing
7. Records of cargo temperature(heating or cooling) where applicable.
8. Records of inert gas and venting operation as applicable

P&I clubs stress the importance of keeping record in order to help defeat cargo
claims by cargo insurer.
6. Question
Emphasize the validity of "the statement that "Classification Societies are
Recognized Institutions"
In your view if the statement carries some limitation highlight them
with reason. List the statutory service undertaken by a classification body
on behalf of Administration,
ANSWER :-
Classification societies are organisations that establish and apply technical

standards in relation to the design, construction, and survey of marine related
facilities including ships and off shore structures. The vast majority of ships are
built and surveyed as per standards laid down by classification societies. These
standards are issued by classification societies as published rules. A vessel that
has been designed and built to the appropriate rules of a society may apply for a
certificate of classification from that society. Such certificate is an attestation
that a vessel is in compliance with the standards that have been developed and
published by the society issuing the classification certificate.
In UNCLOS convention of IMO responsibilities of flag state granting the
registration of a ship are outlined. Under article 94, the flag state must
―effectively exercise its jurisdiction and control in administrative, technical
and social matters over ships flying its flag. Many flag state countries in the
world don‘t have sufficient expertise, experience and technical manpower to
carry out the responsibilities of flag state nation regarding maintaining the
standards of ships flying their flag so SOLAS and other international
conventions permit the flag Administration to delegate the inspection and
survey of ships to ―Recognised Organisation.
Requirements for Recognised organisation are as follows:
1. R. O. must have established rules for design, construction and maintenance
of a ship.
2. Government representation is necessary.
3. Classification society organisation structure must include a representative
from flag state nation placed at higher level in organisational hierarchy.
4. R. O. should have adequate resources financial / personal.
5. Society must have internal audit equivalent to ISO 9001-2000.
6. Society must present itself to external audits by auditing body approved by
flag state govt.
The classification societies fulfilling above criteria‘s will be given status of
recognised organisation by flag state to do duties on their behalf.
Limitations to the role of classification societies as R. O.:
1. Though many flag states delegate their authority of surveys and certification
to classification societies, flag state may not delegate all its authority to class
what all authorities are to be given to class will be clearly mentioned in the
agreement between flag state and class.
2. In some cases for e.g. class may undertake the survey of vessels under
certain convention i.e. SOLAS (surveys for safety construction, safety radio
and safety equipment) but class is not authorised to give certificates to
vessels under that convention. But under other conventions like MARPOL,
L.L. or Tonnage class can give certificate as well as carry out surveys also.
This will be mentioned in the agreement between flag state and class.
3. When required repairs or corrective actions are not carried out or a survey is
not passed satisfactorily, RO's do not have the power to detain the ship. At
the most RO can withdraw the statutory certificate or declare them invalid,
and notify the ship's flag state or port state where vessel happens to be
located for further action.
4. Certain flag states e.g. India require that any statutory deficiency observed
by class surveyor during the survey of a vessel must be reported to flag state
and it‘s permission taken for issuing outstanding recommendation‘ to the
vessel for allowing the vessel to sail. Vessel will be given certain period of
time within that she has to fix that problem.
5. Many flag states don‘t allow class to carryout ISPS survey. As these are
country specific (port facilities are also involved in ISPS survey) And due to
security reasons flag state prefer to carry out ISPS survey themselves instead
of delegating it to class.
6. Acting as recognized organization, classification societies verify compliance
with national/ international regulations adopted by a flag state. The RO
cannot on its own interpret the regulation, nor without permission use
professional judgement to accept equivalent solutions.
STATUTORY SERVICES:-
1. Through their extensive resources of manpower, worldwide expertise and
technology, the classification societies have the capability to undertake
surveys, maintain records and conduct the technical review necessary to
fulfil the requirement of various IMO convention and codes based on
national standards imposed by individual flag states.
2. Classification society undertakes statutory work on behalf of individual IMO
member state.
3. Under the statutory services and activities, ROs may inspect and survey
design, construction, equipment and technical part and operation of ship. The
elements to be inspected or surveyed will depend on the specific requirement
of the flag state.
4. On successful completion of the pertinent survey, the classification society
will issue statutory certificate and attest that the ship complies with the legal
requirement of the flag state.
5. If delegated by the administration, class may also carry out certification of
the SMS according to ISM code.
7. Question
Detail the inspection that you as the new CE on an Oil Tanker/Gas carrier
would make on joining the ship with regard to (1) Stability (2) Damage
Control (3) Critical Machinery
ANSWER :-
As a New Chief Engineer on joining I will check w.r.t. to stability following

1. I will check if chief officer has the book called Trim and Stability which give
details of GM, GZ area under GZ curve and other parameter’s for different
conditions.
2. I will check whether the basic intact stability criterion is being complied with
.
3. I will double check that this important book is approved and endorsed by
Director General of Shipping or DGS surveyor.
4. Damage Stability ship has to comply with Solas Chapter II – 1 for adequate
stability in damaged condition from this I will know the numbers and
location of the transverse bulkhead’s which divide the hull.
5. Check the loading computer or software in use and also verify if it is class
approved i.e. a valid type approval certificate is present.
6. Stress and stability information to be included with the cargo plans.
7. All officer to familiar with operational restrictions .vessels having large with
tanks will be subject to reduction in intact stability due to free surface.
8. Operational manual to include procedure for restarting stability in the event
of unstable conditions developing during cargo operations.
9. Double hull spaces to be routinely monitored to ascertain integrity of inner
shell plating.
I will check w.r.t. to damage control following
1. As per solas regulation chapter II – 1 oil tanker must have a damage control
plan and damage control booklet.
2. These documents will contain boundaries of water tight compartment‘s
location of water tight doors, pumping out arrangement‘s cross flooding
arrangement‘s etc.
3. I will also test the bilge alarm in E/R and check that the Emergency bilge
suction is looking good order. Also I will confirm that the bilge pump in
engine room and pump room are in working order.
4. I will also ensure that damage control equipment for structure welding
equipment Nut‘s, bolt‘s studs, canvas are available for stopping any leaks
and carrying any damage repair.
5. The SOPEP plan to be checked and SOPEP locker to be inspected.
6. Loading manual to be checked.
7. Instruction manual for IGS to be checked.
8. The fire fighting equipments ( fixed and portable) to be checked and
maintenance records checked.
Critical machineries and Equipments :-
1. As per safety management system required by ISM Code E/R should have a
list of critical items of machinery and procedures for inspecting and
maintaining such machineries such as.
a) Steering gear
b) Emergency compressor
c) Emergency generator
d) Emerge Fire P/P
e) Breathing air comp
f) Anchor handling equipment
g) Cargo gear
h) Main & Aux machinery
i) All LSA / FFA items
j) SOPEP
k) Water tight door‘s
l) Anti pollution comp.
m) Bilge / ballast pumping & separator system
n) Navigational equipment‘s
o) Fire gas and heat detection system
p) I.G. System.
q) Communication equipment.
2. The Critical machineries to be tested and it is to be ensured that the operating

procedures are prominently displayed.
3. Check the availability of spares for critical equipments to be ensured.
4. IOPP equipments such as OWS, STP and STP and incinerator to be tested
and alarm tested.
5. Minimum required spare part list for equipments to be checked.
6. Familiarisation and training to be conducted for officers and crew with
respect to critical equipments.
8. Question
Differentiate the salient considerations taken during Survey of a ship under
1) Bare-boat charter, 2) Voyage charter & 3) Time charter.
As the Chief Engineer on board, explain with reasons, which of the three
Surveys is most demanding and exhaustive and why?
ANSWER:-
Charter party: is the contract between the ship owner and the charterer for the
use of a ship or her services for a particular voyage or for series of voyages, or
for a stipulated period of time.
Contracts for hire of specified vessels, includes
o Time charters
o Bare boat charters (also known as "demise charters).
o Voyage charter
Bareboat charter:
10.Is a contract for the hire of a vessel for an agreed period during which the
charterers acquire most of the rights of the owner.
11.In essence the vessel owners put the vessel at the complete disposal of the
12.The charters have commercial and technical responsibility for the vessel, and
pay all costs except capital costs.
13.There will be an agreement, that there will be an on hire survey. In the case
of new ship building the survey procedures can be done in the yard itself
according to the agreement. In other cases there is a thorough examination
considering the following points.
 Tanks condition
 Sea worthiness.
14.As a Chief engineer, you are responsible for maintaining the equipment in
15.Cleanliness and proper P.M.S. system has to be maintained in view of
seaworthiness.
16.It is a more stringent survey since the charter takes the responsibility of the
vessel in full respect except capital cost.
17.All crew members to be aware of the safety procedure and safe working
18.If a second hand ship is taken over by a chief engineer and is being put on a
bareboat charter he should check following with respect to ship:-
r. Visual inspection of vessel
s. Seaworthiness
t. Documentation
u. Machinery condition
v. Pipeline condition
w. Underwater part
x. LSA and FFA items
y. Sounding of all tanks and calculate bunker, lub oil
z. Navigation equipment condition
aa. Critical machineries inventory
bb.Inventory of spares and stores
cc. ORB ( last 3 years )
dd.Master and Chief engineer log book
ee. Ship sea trial if possible

ff. Machinery survey records and PMS
gg.Cargo hold condition
hh.Insulation check of all motors and alternators.
Voyage Charter:
cargo between named ports or places.
10.The ship owner basically agrees that he will present the named vessel for
cargo.
11.The charter agrees to provide for loading, within the agreed period of time,
12.In effect the charterers hire the cargo capacity of the vessel and not the entire
vessel.
13.The owner must provide the master and crew, act as carrier and pay all
otherwise.
charter party.
15.The charter mainly interested in sea worthiness and condition of the cargo
time.
Time charter:
purposes subject to agreed restrictions. The hire period may be the duration
of one voyage (a "trip charter") or anything up to several years ("period
charters")).
commercially.
10.On-hire survey and delivery certificate:

11.The on-hire survey is usually carried out by jointly approved surveyors, paid
the survey.
12.As a Chief Engineer, one should calculate the bunker on board correctly and
13.Off hire survey and redelivery certificate:
The chatterers must normally re-deliver the vessel in the "same good order
as when delivered to the chatterer, fair wear & tear excepted.
14.The off hire survey will normally be carried out by an independent surveyor
to ascertain the extent of damage done during the charter, bunkers R.O.B.
etc. The redelivery clause may provide that repairs necessary to make a
vessel sea worthy must be done immediately on redelivery, and any other
repairs at a more convenient time, e.g. at the next dry-docking.
15.The off-hire survey is similar in scope to the on-hire survey Bunkers r.o.b.
are measured so that they can be "brought back by the owners. The condition
of the vessel and her cargo spaces is examined for damage attributable to
charterers operations.
16.As a Chief Engineer, he should check the bunkers r.o.b. and condition of the
cargo spaces. If any repairs to be done has to be notified to the surveyor.
9. Question
What are the principal reasons responsible for compounding of machinery
vibration in connection with operation of a long stroke diesel engines and
associated machinery arrangements? What are the key factors for
excitations generated by the engines?
ANSWER :-
Excitations generated by the engine can be divided into two categories:

1. Primary excitations:
Forces and moments originating from the combustion pressure and the inertia
forces of the rotating and reciprocating masses. These are characteristics of the
given engine, which can be calculated in advance and stated as part of the
engine specification with reference to certain speed and power.
2. Secondary excitations:
Forces and moments stemming from a forced vibratory response in a ship sub-
structure. The vibration characteristics of sub-structures are almost independent
of the remaining ship structure.
Examples of secondary excitation sources from sub-structures could be
anything from transverse vibration of the engine structure to longitudinal
vibration of a radar or light mast on top of the deckhouse. Such sub-structures
of the complete ship might have resonance or be close to resonance conditions,
resulting in considerable dynamically magnified reaction forces at their
interface with the rest of the ship. Secondary excitation sources cannot be
directly quantified for a certain engine type but must be calculated at the design
stage of the specific propulsion plant.
The vibration characteristics of low-speed two-stroke engines, for
practical purposes, can be split into four categories that may influence the hull
1. External unbalanced moments
2. Guide force moments.
3. Axial vibrations in the shaft system.
4. Torsional vibrations in the shaft system.
External unbalanced moments:
a. These can be classified as unbalanced first- and second-order external
moments, which need to be considered only for engines with certain cylinder
numbers.
b. The inertia forces originating from the unbalanced rotating and reciprocating
masses of the engine create unbalanced external moments although the external
forces are zero.
c. Of these moments, only the first order (producing one cycle per
d. revolution) and the second order (two cycles per revolution) need to be
considered, and then only for engines with a low number of cylinders.
The inertia forces on engines with more than six cylinders tend, more or less, to
neutralize themselves.
First-order moments
These moments act in both vertical and horizontal directions and are of the
same magnitude. Resonance with a first-order moment may occur for hull
vibrations with two and/or three nodes. A resonance with the vertical moment
for the two-node hull vibration can often be critical, whereas the resonance with
the horizontal moment occurs at a higher speed than the nominal because of the
higher natural frequency of the horizontal hull vibrations.
Remedy for first order moment is provided by compensator which comprises
two counter-rotating masses rotating at the same speed as the crankshaft.
Second-order moments
The second-order moment acts only in the vertical direction and precautions
need to be considered only for four-, five- and six-cylinder engines. Resonance
with the second-order moment may occur at hull vibrations with more than
three nodes. A second-order moment compensator comprises two counter-
rotating masses running at twice the engine speed.
Several solutions are available to cope with the second-order moment (Figure
below) from which the most efficient can be selected for the individual case:
 No compensators, if considered unnecessary on the basis of natural
frequency, nodal point and size of second-order moment
 A compensator mounted on the aft end of the engine, driven by the main
chain drive
 A compensator mounted on the fore end, driven from the crankshaft through
a separate chain drive
 Compensators on both aft and fore end, completely eliminating the
external second-order moment.
Guide Force Moments

The so-called guide force moments are caused by the transverse reaction forces
acting on the crossheads due to the connecting rod/crankshaft mechanism.
These moments may excite engine vibrations, moving the engine top athwart
ships and causing a rocking (excited by H moment) or twisting (excited by X-
moment) movement of the engine.
Axial vibrations
a. The calculation of axial vibration characteristics is only necessary for low
speed two-stroke engines.
b. When the crank throw is loaded by the gas pressure through the connecting
rod mechanism, the arms of the crank throw deflect in the axial direction of
the crankshaft, exciting axial vibrations. These vibrations may be transferred
to the ship’s hull through the thrust bearing.
c. In order to counter the axial vibrations all engines are equipped with axial
vibration dampers
Torsional vibrations
a. The varying gas pressure in the cylinders during the working cycle and the
crankshaft/connecting rod mechanism create a varying torque in the
crankshaft.
b. It is these variations that cause the excitation of torsional vibration of the
shaft system.
c. Torsional excitation also comes from the propeller through its interaction
with the non-uniform wake field.
d. Torsional vibration causes extra stresses, which may be detrimental to the
shaft system. The stresses will show peak values at resonances: that is, where
the number of revolutions multiplied by the order of excitation corresponds
to the natural frequency.
e. Limiting torsional vibration is vitally important to avoid damage or even
fracture of the crankshaft or other propulsion system elements.
f. Taking a shaftline of a certain length, it is possible to modify its natural
frequency of torsional vibration by adjusting the diameter: a small diameter
results in a low natural frequency, a larger diameter in a high natural
frequency.
Oct 2012.
1. Question
Your vessel where you are posted as a Chief engineer is about to enter dry
dock. State the co-ordination and information exchange necessary with the
master of the vessel for successful entry. Also list the necessary preparation
you would make along with earmarking division of duties to the engineers
of the vessels. Enlist the inspection and co-ordinations you will make with
dry dock authorities for successful coming out of the dry dock.
ANSWER :-
Dry docking is one of the most important activities that a vessel may
come across. Hence a good planning and co-ordination will be vital towards
successful completion of dry dock.
The dry docking is governed by various factors:-
1) Classification society requirement
2) Statutory requirement
3) Condition of vessel
So for a successful dry dock there should be a good co-ordination
between master and chief engineer so that all the works are completed at time
without any casualty.
As a chief engineer following are the exchange of information which will
be necessary with the master:-
1. Class, survey and statutory requirement
2. Scope of work in dry dock categorizing especially time required, shore gang
required, work that is to be done by engine room and dock staff.
3. ROB of bunkers and L.O. to be shared by master
4. Any requirement for pumping of black water, oil sludge to reception
facilities and its arrangement.
5. Spare requirements as to what all spares have arrived and what will be
arriving.
6. List of survey items to be submitted to master.
7. Any special requirement like covering of vents, opening of tanks when grit
blasting is performed.
8. Co-ordination with master to required list and trim and put accordingly fuel
oil and fresh water tanks in use as advised by him.
9. Communicate with master as to be in touch with company regarding any
new requirements which ship will be fulfilling after dry dock. i.e. to fulfil
any compliance towards statutory requirements.
10.Any rules laid down by yard should be informed to ship personnel by master.
11.A pre docking tank cleaning and line washing plan to be informed by master
to chief engineer to mobilize the resources to carry out the operation.
12.All refit requirements to be submitted as stated with appropriate data e.g.

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

1. MARPOL Annex VI sets limits on NOx and SOx emissions from ship
exhausts, and prohibits deliberate emissions of ozone depleting substances.
2. The IMO emission standards are commonly referred to as Tier I...III
standards. The Tier I standards were defined in the 1997 version of Annex
VI, while the Tier II/III standards were introduced by Annex VI amendments
adopted in 2008, as follows:
2008 Amendments (Tier II/III)—Annex VI amendments adopted in October
2008 introduced
(a) new fuel quality requirements beginning from July 2010,
(b) Tier II and III NOx emission standards for new engines, and
(c) Tier I NOx requirements for existing pre-2000 engines.
3. The revised Annex VI enters int o force on 1 July 2010. By October 2008,
Annex VI was ratified by 53 countries (including the Unites States),
representing 81.88% of tonnage.
4. NOx emission limits are set for diesel engines depending on the engine
maximum operating speed (n, rpm), as shown in Table 1 and presented
graphically in Figure 1. Tier I and Tier II limits are global, while the Tier III
standards apply only in NOx Emission Control Areas.
Table 1. MARPOL Annex VI NOx Emission Limits
NOx Limit, g/kWh
Tier Date
n < 130 130 ≤ n < 2000 n ≥ 2000
Tier I 2000 17.0 45 · n-0.2 9.8
Tier II 2011 14.4 44 · n-0.23 7.7
Tier III 2016† 3.4 9 · n-0.2 1.96

† In NOx Emission Control Areas (Tier II standards apply outside ECAs).
Figure 1. MARPOL Annex VI NOx Emission Limits
5. Tier II standards are expected to be met by combustion process optimization.

The parameters examined by engine manufacturers include fuel injection
timing, pressure, and rate (rate shaping), fuel nozzle flow area, exhaust valve
timing, and cylinder compression volume.
6. Tier III standards are expected to require dedicated NOx emission control
technologies such as various forms of water induction into the combustion
process (with fuel, scavenging air, or in-cylinder), exhaust gas recirculation,
or selective catalytic reduction.
7. Pre-2000 Engines. Under the 2008 Annex VI amendments, Tier I standards
become applicable to existing engines installed on ships built between
1st January 1990 to 31st December 1999, with a displacement ≥ 90 liters per
cylinder and rated output ≥ 5000 kW, subject to availability of approved
engine upgrade kit.
Homogenizer for water emulsion.

1. In order to have the optimal spray into the combustion chamber, it is
recommended that the water droplets in the fuel oil after emulsification are
as small as possible. Both ultrasonic and mechanical types of homogeniser
can be used to obtain the same level of NOx reduction per water unit added
without penalising the total engine performance. However, if the engine is to
be operated on diesel oil, it may be necessary to add additives to stabilise
the emulsion.
2. When this emulsified fuel is injected into the combustion chamber, NOx
reduction is achieved due to the following reasons:
a. The injection time of the emulsified fuel is greater than with fuel for the
same load on the engine. Due to this the flame temperatures are lower
and thus lower NOx formation.
b. The water that is present within the plume of the injected spray creates
secondary micro explosions thereby atomizing the injected fuel
thoroughly. This relates to a better and a more complete combustion of
the fuel and in turn reduces the peak flame temperatures.
3. Attainable values for NOx reduction is approximately 1 percent reduction of
for every percent of water added to the fuel. Some installations have
successfully tested up to 50% water without any signific ant operational
difficulties. In general 25-30% of water is sustainable throughout the load
range of the engine and returns a 25-30% reduction in NOx emissions.
4. Various types of homogenizers have been employed for fuel emulsification.
a. Mill pump homogenizer comprising of a grinding wheel impeller that
physically grinds the fuel as it passes through the unit.
b. Ultrasonic homogenizer employing high power ultrasonic transducers to
homogenize the fuel passing through the unit.
c. High pressure homogenizer comprising of a piston pump to raise the
pressure of the fluid to about 100 bar and releasing it through a
homogenizing valve that physically pulverizes the fluid passing through.
5. The added benefit of a homogenizer for residual fuels is that in the process
of homogenization, the asphaltenes in the fuel, which can vary widely in
size and can be as large as 70-100 microns in size is broken down to about 3-
5 microns. This relates to better combustion and thus less deposits in the
combustion chamber.
6. Aside from the NOx reduction benefits derived from a homogenized fuel
emulsion, there is marked decrease in particulate matter emissions largely
due to the fact that the combustion process is more complete.
SCR for Nox emission reduction.

1. An SCR (Selective Catalytic Reduction) unit is an effective means of
conditioning the exhaust gas after the combustion process for reducing NOx
already formed in the combustion process.
2. SCR is the method for NOx reduction on diesel engines today that can give
the largest reductions.
3. The process essentially involves injecting ammonia in the exhaust stream
and in the presence of a catalyst the NOx reacts with the ammonia and forms
water vapour and nitrogen. Due to the hazardous properties of ammonia,
urea solution is generally used to provide the required ammonia.
4. With the SCR technique, the exhaust gas is mixed with ammonia NH3 or
urea (as NH3 carrier) before passing through a layer of a special catalyst at a
temperature between 300 and 400°C, whereby NOx is reduced to N2 and
H2O.
5. The reactions are, in principle, the following
4NO + 4NH3 + O2 → 4N2 + 6H2O
6NO2 + 8NH3 → 7N2 + 12H2O

6. NOx reduction by means of SCR can only be carried out in this specific tem-
perature window:
If the temperature is too high, NH3 will burn rather than react with the
NO/NO2.
If the temperature is too low, the reaction rate will also be too low, and con-
densation of ammonium sulphates will destroy the catalyst.
7. When engine exhaust gas is released from the exhaust gas receiver, urea or
ammonia is supplied to the pipeline via double-wall piping into a mixer. The
engine exhaust gas is mixed with the agent and led into the turbocharger in
the turbine side.
8. To compensate for the pressure loss across the SCR system, high-efficiency
turbochargers and high performing auxiliary blowers are mandatory. Due to
the ammonia/urea heat release in the SCR process, the exhaust gas
temperature from the turbocharger is slightly higher than the exhaust gas
temperature in engines without SCR.
The overall SCR system layout is shown schematically in Figure 6. It

consists of the following main components: A reducing agent storage tank, a
reducing agent feeding and dosing unit, the reducing agent injection
and mixing element, a reactor with catalyst elements, a soot blowing system
for keeping the catalyst elements clean and the control
system. A pump unit transfers urea from the storage tank to the dosing unit,
which regulates the flow of urea to the injection system based on the
operation of the engine. The dosing unit also controls the compressed air
flow to the
injector. The urea injector sprays reducing agent into the exhaust gas duct.
After the injection of reducing agent, the exhaust gas flows through the
mixing duct to the reactor, where the catalytic reduction takes place.
3. Question
Differentiate between official logbook, deck and engine room log book high
light 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

1. An official log shall be kept in the prescribed form in every Indian ship
except a home-trade ship of less than two hundred tons gross.
2. The official log may, at the discretion of the master or owner, be kept
distinct from or united with the ordinary ship’s log so that in all cases the
spaces in the official log book be duly filled up.
3. Must be kept on every ship unless exempted it is available with engagement
and discharge documents from concerned flag state officer.
4. Must be completed in accordance with M.S. act (official log book)
regulation 1981 as amended
5. Must be kept in one book covering all seamen onboard and remains in force
from time of opening crew agreement until closure of crew agreement.
6. It must be delivered on closure to flag state concerned.
7. It must be produced by master if demanded to the superintendent /surveyor,
port authorities etc.
8. Each entry must be dated and signed, witnessed in accordance with the
regulations and the schedule.
Supplementary Official Logs and Records
a) Official log book (part II passenger ships)
It maintains recording of the opening and closing of water tight doors, closing
and opening in hulls and water tight bulkheads.
b) Radio telegraph log
In includes routine test, particulars of messages transmitted and received.
c) Radio telephone log
It records details of operators, battery condition, battery charging, messages
transmitted and received.
d) GMDSS log
It records distress signals, safety traffic communication
n the position of the ship at least once a day.
e) Oil record books
Under regulation 10 of MS regulations 1996, must be kept on board all tankers

above 150 GT and all non tankers above 400 GT for machinery space
operations ( all ships ) every oil tanker of 150 GT and above must also have an
oil record book ( part 2 ) for cargo and ballast operations.
Deck log book

1. The deck log book of a ship is an important document that is used to record
various data, scenario and situations (including emergency situation and
action) which is later used for reference, case study and
for insurance purpose in case of damage to the ship or loss of ship’s
property.
2. The deck log may, at the discretion of the master or owner, can be kept
united with the ship’s official log book log so that in all cases the spaces in
the official log book be duly filled up. For this reason the log book of a ship
should be properly filled without any errors.
3. Following are the entries which must be filled up by the Deck officer during
his/her watch:
a) Position of the ship in Latitude and Longitude at different intervals
b) Time to be noted when Navigation marks are passed
c) Time, details and reason if there is any course alteration
d) Condition of weather and changes if any
e) Movement of the ship at sea including rolling, pitching, heaving etc
f) Details of any abnormal condition
g) Speed of the propulsion engine and speed of the ship in knots
h) If involved in any kind of accidents like stranding, grounding etc. then
details for the same
i) Entry to be made if any physical contact with floating object or vessel is
made
j) Details of the distress signal received
k) Entry for what kind of assistance is given to the distress signal sender
l) If salvage operation is performed, complete details to be entered
m) If there is an oil spill or other pollution accident, position of the ship, time
and complete incident to be recorded
n) Record of general watch routines performed including fire watch
o) Time of arrival and departure and ETA.
p) If berthing or anchoring is planned, time for the same to be noted.
Other entries as required by master, company and administration should also be
recorded in the log book without fail.
Engine room log book

1. An engine room log book is a track record of all ship machinery parameters,
performance, maintenance, and malfunctions. The recorded values and
information are used as a reference, to compare and record data that can be
used for insurance claim if some accidents take place.
2. A responsible watch keeping engineer has to fill the log book for his/her
own watch period without fail, along with the signature of all watch keepers
for their concerned watch timings.
3. Chief engineer also must counter sign this book every day to make sure all
the entries are being filled in it as per the company requirement. In this
article, we will discuss the important things that are to be mentioned in the
engine room log book.
4. Following entries must be filled in the engine room Log Book:
a) Date and voyage where the ship is heading
b) The position of the ship ( at sea, at port or at anchorage)
c) Readings and Parameters of Main Propulsion Engine
d) Readings and Parameters of Auxiliary Engine (Generators)
e) Readings and Parameters of Other running Machineries
f) Main engine RPM and Load on the Engine
g) Speed of the ship in knots
h) Daily Entry for all the lube oil ROB ( Rest or Remaining onboard)
i) Daily entry for all grade of Fuel Oil Remaining onboard
j) Remaining onboard value of Sludge and Bilge
k) Running Hour Counter for important machinery
l) Running details of Oil Pollution Prevention Equipment (Time and
Position)
m) Record of any Major Breakdown and reason for the same
n) Record of Incident or accident in the engine room (Fire, Flooding etc)
o) Record of grounding, collision and other accidents
p) Record of Major overhauling of important machineries
q) Record of all Bunkering operation ( Time, Place and quantity)
r) Record of all Sludge and garbage disposal operation
s) Remarks for additional work done in a watch
t) Remarks for Surveys and PSC inspection
u) Signature of the concerned watch keeper
v) Signature of Chief engineer to make sure all entries are in position
Number of documents which are handed over
a. list of status of surveys/certificates, quarterly listings
b. condition of class stated if any
c. handing over report
d. fuel oil/ diesel oil/ lube oil soundings confirm actual figures
e. voyage requirements for fuel/lubes
f. oil record book
g. bunker consumption record and charter party requirements
h. PMS status of main/auxiliary/ electrical machineries
i. spares on board
j. stores on board
k. alarm checklist
l. critical equipment check list
m. list of precision instruments on board

n. records of PSC inspection
o. cargo equipments maintenance records
p. NOx technical file
q. Bunker delivery notes
r. special tools list
s. list of manuals / drawings available on board
t. training records
u. any other documents pertaining to the particular type of ship
4. Question
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 :-
she is intended.
apprenticeship whereby any person is bound to serve as an apprentice on
board any such ship, there shall be implied, notwithstanding any agreement
to the contrary, an obligation on the owner that such owner and the master,
and every agent charged with the loading of such ship or the preparing
thereof for sea, or the sending thereof to sea, shall use all reasonable means
to ensure the seaworthiness of such ship for the voyage at the time when
such voyage commences, and to keep her in a seaworthy state during the
voyage.
complied with, the Central Government may, either at the request of the
owner or otherwise, arrange for a survey of the hull, equipment or machinery
of any sea-going ship by a surveyor.
5. Question
A ship on which you have joined as chief engineer is scheduled to be put in
active service after major lay up and necessary repairs state the
preparation and trial you would conduct prior offering the ship to the
surveying authorities for survey and inspection
ANSWER:-
1. A reactivation survey is to be carried out to restore a laid up vessel to active

class status.
2. The primary objective of the reactivation survey is to ensure that the vessel
is fit as per requirements to proceed on intended voyage.
3. Hull and outfit :- A dry dock survey is required depending on the date of last
DD survey and period and condition of lay up an under water inspection
may be permitted in lieu of the DD.
4. If the following significant repair are carried out to main or auxiliary
machinery or steering gear, consideration is to be given to a sea trial
a. The welding works for cracks of frame or bed plate of main engine and/or
prime mover for main generator.
b. Renewal or repair of crankshaft of main engine as well as D.G.
c. Repairing work done for camshaft/camshaft driving device of main
engine as well as D/G.
d. Renewal or repair works of main parts of main engine and/or D/G.
e. Repairing work for power transmission system of propulsion shafting
system.
f. Repairing work done for propellers.
g. Repairing work done for boiler plates.
h. Any other significant repairs done
The extent of sea trail and survey items depend on the discretion of attending
surveyor in addition to consideration of contents of the repairing work.
5. In addition , the items to be inspected includes
a. Anchor and chain cables, chain stopper , chain locker pumping
arrangements.
b. Anchor windlass and mooring winches load tested and roller fairleads.
c. Cargo and machinery space bilges and their pumping arrangements.
d. Random cargo tanks, pump room, cargo piping.
e. Water tight doors, E/R sky light, fire dampers, ventilators and their
closing devices.
f. Peak tanks, random ballast tanks and their s pumping system.
g. General examination and testing of ships whistle, internal communication
system, general alarms systems, steering arrangements and control and
navigational lights.
h. Examination of fire protection and fire extinguishing system.
i. Examination and servicing of ship radio installations, gyro, radar,
navigational aids etc.
j. Tank ventilation arrangements including closing devices, flame arresters

and PV valves.
6. Machinery inspections
a. Boilers, heat exchangers and piping systems to be drained and cleaned of
inhibitors and then inspected and tested under operating conditions.
b. Engine LO, Stern tube LO and S/G hyd oil to be tested for contamination
or chem. Degradation and flushed and renewed if required.
c. Thrust bearing , intermediate bearing and their lubrication arrangements
to be checked.
d. Diesel engine and associated gears and their lubrication arrangements to
be opened and examined for corrosion, wear, damage, tensioning etc.
Crank shaft deflection to be recorded and protective trips/ alarms to be
tested.
e. All essential auxiliary machineries to be tested and their protective
devices verified.
f. All piping systems to be examined under pressure and pressure relieving
arrangements verified.
g. All connections to sea and their valves and stub pieces examined.
h. All Fire fighting arrangements including fire pumps to be tested.
i. Emergency generator to be tested and load test verified.
7. Electrical and control circuits
a. Insulation resistance of all power and lighting circuits with generators ,
motors and switchgears to be tested and dealt with if necessary.
b. Generator to be tested under operating condition ,switches Circuit
breakers and protective De vices such at reverse power, OC relay,
Preferential trip s etc verified.
c. All Essential control system and monitoring instruments and Emergency
shut off to be verified.
8. Documentations and Certifications:-The validity of the various Trading and
Statutory certificates to be checked and updated or renewal survey to be
carried out, as necessary.
9. Additional items to be considered
a. Possible corrections or revisions in international conventions
requirements.
b. Necessary supplies, spares and consumables.
c. Internal corrosion removal and recoating.
d. Mooring lines and Cargo gears.
e. Gangways and Boarding ladders.
6. Question
State the applicable regulation of solas and marpol under which it is
mandatory for a flag state to conduct an investigation into any casualty
Write briefly the salient points of casualty investigation code and the
recommended practices for a safety investigation into a marine casualty or
marine incident
What do you understand by the term very serious marine casualty?
ANSWER :-
Every flag state has to carry out investigation in any casualty occurring
on board the ship flying its flag. This responsibility is laid down in various
conventions of IMO. Following are the conventions and articles under which
above responsibility is laid down:-
1) UNCLO S:- Article 94(7) states that " each state shall cause an inquiry to be
held by a suitably qualified person/persons into every marine casualty or
incident of navigation on the high seas involving a ship flying its flag and
causing loss of life or any other incident involving another state or marine
environment."
2) SOLAS 74:- Chapter 1, part C, Regulation 21 states that " Each
Administration undertakes to conduct an investigation of any casualty occurring
to any of its ships subject to the provisions of the present convention when it
judges that such an investigation may assist in determining what changes in the
present regulations might be desirable."
3) Article 12 of MARPOL73/78 and article 23 of ILLC also states more or less
same as stated in above conventions.
To harmonize the casualty investigation a code was adopted on 27th
November 1997 in IMO resolution A849(20) called casualty investigation
code.
The salient features of the code.
1) Necessity of code:- It was acknowledged that the investigation and proper
analysis of marine casualties and incidents can lead to greater awareness of
casualty causation and result in remedial measures including better training to
enhance safety of life at sea and protection of environment.
It was also recognized that a standard approach and
cooperation between governments, to marine casualty and incident investigation
is necessary to correctly identify the cause.
2) Objective:- Objective to any marine casualty investigation is to prevent
similar casualties in future. Investigations identify the circumstances of the
casualty under investigation and establish the cause.
3) Who will do the investigation:-
a) Flag state has to carry investigation in all casualties occurring to its ship.
b) If casualty occurs in territorial sea of a state, then flag state and coastal state
should cooperate to maximum extent and mutually decide who will be the lead
investigating state.
c) If casualty occurs at high seas then flag state has to carry out investigation.
But if the casualty involves other parties or affects environment of other state,
then all substantially interested state should work together and decide who will
be the lead investigating state.
4) Consultation and cooperation between states:- If casualty has taken place
in territorial water of any state then the coastal state should without delay report
the matter to flag state. Also if the casualty involves other parties all
substantially interested parties to be informed by investigating state. When two
or more states have agreed to the procedure for a marine casualty investigation,
the state conducting the investigation should allow representative of the other
state to:-
a) Question witness
b) view and examine documents and evidence
c) Produce witness and other evidence
d) Comment on and have their views properly reflected in final report.
e) Be provided with transcripts statement and final report relating to
investigation.
5) Recommended practice for safety investigation:-
a) Investigation should be thorough and unbiased.
b) Cooperation between substantially interested states.
c) It should be given same priority as criminal or other investigation.
d) Investigator should have ready access to relevant safety information
including survey records held by flag state , owner, class etc.
e) Effective use should be made of all recorded data including VDR in the
investigation of casualty.
f) Investigator should have access to government surveyors, coastguard officers,
pilot or other marine personnel of respective states.
g) Investigator should take account of any recommendation published by IMO
or ILO regarding human factor.
h) Reports of investigation are most effective when circulated to shipping
industry and public.
6) Reporting to IMO:- After investigation the lead investigating state should
circulate draft report to coastal state and substantially interested state for
comments. If no comment is received within 30 days lead state should send the
final report to IMO.
Very serious marine casualty means a ship casualty which involves total loss
of ship, loss of life or severe pollution.
7. Question
and actions you would take as C/E prior to the commencement of voyage
ANSWER :-
CHARTERER:- It is a person or company who hires a vessel for a specified

voyage or a specified period of time.
There are three types of charters:-
1) Voyage charter
2) Time charter
3) Bareboat charter
In all above cases influence of charterer on operation of propulsion and other
shipboard
Machineries during a voyage will be :-
1) VOYAGE CHARTER:- In a voyage charter laycan days are given to owner.
Laycan days means a specified time period in which a vessel has to reach to the
given port for loading and after loading it has to reach within a specified time
period to discharge port. In case of any machinery breakdown takes place
during voyage and because of that if vessel is not present at agreed port or
place, the charterers are entitled to reject the vessel and cancel the charter. So It
is the duty of chief engineer to check the main engine rpm so that vessel should
be present at the port or place as specified in charter party and between laycan
days. Master can take appropriate route to reach the port without the permission
of charterer.
2) TIME CHARTER:- In time charter vessel speed and fuel consumption is
mentioned and agreed in charter party. As fuel is supplied by charterer, so any
deviation in case of fuel or speed, the owner has to pay the compensation to the
charterer. So, chief engineer has to maintain charterer required rpm to get the
speed as specified in charter party. Master has to take permission from charterer
before diverting the route. Route of the voyage should be approved by charterer.
Similarly cargo operation time is also mentioned in the charter party. And if it
deviates from this, the vessel will be off hired for that particular period of time.
3) BAREBOAT CHARTER:- In case of bareboat charter all responsibilities
regarding navigation, propulsion and maintenance of ship board machineries
remain with the charterer itself.
If a ship is on a time charter and has a history of

unforeseen auxiliary machine breakdown at sea, I, as a chief engineer of the
vessel, will check the nature and cause of breakdown. If the breakdowns are not
severe and do not deter the cargo operation, there is a maintenance clause in the
carter party in a time charter. For e.g. standard BIMCO charter party, it is 48
hrs/ year. So, I will plan and mobilize the engine room staff, so that
maintenance is carried out in stipulated time as given in charter party. All
efforts to be made to avoid the vessel becoming off hire.
But if the nature of breakdowns is severe and can cause delay of the ship
during voyage or during cargo operation, then:-
1) Company must be informed regarding the breakdown and proposed
maintenance.
2) Any special assistance required like some spare parts/ stores or technicians.
3) Anticipated time for carrying out the maintenance.
All the maintenance should be carried out before the commencement of voyage,
so that vessel should not get delayed and off hired.
8. Question
Write a brief overview of the emerging alternative method of BWM.
Sept 2012
1. Question
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 ?
ANSWER :-
1. Air pipes are to be fitted to all tanks, double bottoms, cofferdams, tunnels
and other compartments which are not fitted with alternative ventilation
arrangements, in order to allow the passage of air or liquid so as to prevent
excessive pressure or vacuum in the tanks or compartments, in particular in
those which are fitted with piping installations. Their open ends are to be so
arranged as to prevent the free entry of sea water in the compartments.
2. Air pipes are to be so arranged and the upper part of compartments so
designed that air or gas likely to accumulate at any point in the
compartments can freely evacuate.
3. Air pipes are to be fitted opposite the filling pipes and/or at the highest parts
of the compartments, the ship being assumed to be on an even keel.
4. In general, two air pipes are to be fitted for each compartment, except in
small compartments, where only one air pipe may be accepted. When the top
of the compartment is of irregular form, the position of air pipes will be
given special consideration by the Society.
5. Air pipes of double bottom compartments, tunnels, deep tanks and other
compartments which can come into contact with the sea or be flooded in the
event of hull damage are to be led to above the bulkhead deck or the
freeboard deck.
6. Air pipes of tanks intended to be pumped up are to be led to the open above
the bulkhead deck or the freeboard deck.
7. Air pipes other than those of fuel oil tanks may be led to enclosed cargo
spaces situated above the freeboard deck, provided that such spaces are fitted
with scuppers discharging overboard, which are capable of draining all the
water which may enter through the air pipes without giving rise to any water
accumulation.
8. Unless otherwise specified, in passenger ships the open end of air pipes
terminating within a superstructure shall be at least 1 m above the waterline
when the ship heels to an angle of 15°, or the maximum angle of heel during
intermediate stages of flooding, as determined by direct calculation,
whichever is the greater. Alternatively, air pipes from tanks other than oil
tanks may discharge through the side of the superstructure.
9. The air pipe of the scupper tank is to be led to above freeboard deck.
10.The height of air pipes extending above the freeboard deck or superstructure
deck from the deck to the point where water may have access below is to be
at least:
o 760 mm on the freeboard deck, and

o 450 mm on the superstructure deck.
This height is to be measured from the upper face of the deck, including
sheathing or any other covering, up to the point where water may
penetrate inboard.
Special arrangements for air pipes of flammable oil tanks
1. Air pipes from fuel oil and thermal oil tanks are to discharge to a safe
position on the open deck where no danger will be incurred from issuing oil
or gases.
2. Air pipes of lubricating or hydraulic oil storage tanks not subject to flooding
in the event of hull damage may be led to machinery spaces, provided that in
the case of overflowing the oil cannot come into contact with electrical
equipment, hot surfaces or other sources of ignition.
3. The location and arrangement of vent pipes for fuel oil service, settling and
lubrication oil tanks are to be such that in the event of a broken vent pipe
there is no risk of ingress of seawater or rainwater.
4. Air pipes of fuel oil service, settling and lubrication oil tanks likely to be
damaged by impact forces are to be adequately reinforced.
5. Where seawater or rainwater may enter fuel oil service, settling and
lubrication oil tanks through broken air pipes, arrangements such as water
traps with:
o automatic draining, or
o alarm for water accumulation
are to be provided.
Construction of air pipes
1. Where air pipes to ballast and other tanks extend above the freeboard deck or
superstructure deck, the exposed parts of the pipes are to be of substantial
construction, with a minimum wall thickness of at least:
o 6,0 mm for pipes of 80 mm or smaller external diameter
o 8,5 mm for pipes of 165 mm or greater external diameter,
Intermediate minimum thicknesses may be determined by linear

interpolation.
2. Air pipes with height exceeding 900 mm are to be additionally supported.

3. In each compartment likely to be pumped up, and where no overflow pipe is

provided, the total cross-sectional area of air pipes is not to be less than 1,25
times the cross-sectional area of the corresponding filling pipes.
4. The internal diameter of air pipes is not to be less than 50 mm, except for
tanks of less than 2 m3.
5. Air pipes from several tanks or spaces may be led into a common main line,
provided that:
o the tanks or spaces are not intended for liquids which are not compatible
and that the arrangement could not effect unacceptable condition for the
ship
o the cross-sectional area of the air pipes main is generally not less than the
aggregate cross-sectional area of the two largest pipes discharging into
the main. However, a reduced value may be considered for acceptance in
each particular case on the basis of back pressure calculation submitted
for all normal working conditions
o as far as practical, each separate air pipe is fitted to the common air pipe
from the top side
o where no overflow pipes are provided, the cross-sectional area of a
common air pipe from several tanks is not less than 1,25 times the area
of the common filling pipeline for these tanks
o where the tanks or spaces are situated at the shell side, the connections to
the air pipes main are to be above the freeboard deck. Where it is not
practical, different position proposed as far as possible above the deepest
load waterline may be considered for acceptance. For vessels subject to
damage stability requirements these connections should be above final
water line at any damaged condition.
6. Vents acting also as overflows may be accepted provided all the
requirements applicable to both vents and overflows are complied with.
7. Where tanks are fitted with cross flooding connections, the air pipes are to be
of adequate area for these connections.
Fitting of closing appliances
1. Satisfactory appliances which are permanently attached are to be provided

for closing the openings of air pipes in order to prevent the free entry of
water into the spaces concerned, except for pipes of tanks fitted with cross-
flooding connections.
2. Automatic closing appliances are to be fitted in the following cases:
o where air pipes to ballast and other tanks extend above the freeboard or
superstructure decks
o where, with the ship at its summer load waterline, the openings are
immersed at an angle of heel of 40° or, at the angle of down-flooding if
the latter is less than 40°
o where, air pipes terminate in enclosed spaces
o where, air pipes have a height lower than that required.
oand for ships assigned timber freeboard.

3. Automatic closing appliances are to be of a type approved by the Society.
Requirements for type tests are given in [20.2.2].
4. For ships subject to specific buoyancy or stability requirements, the fitting of
closing appliances to air pipes will be given special consideration.
5. Pressure/vacuum valves installed on cargo tanks, can be accepted as closing
appliances.
Cargo tank venting arrangements
1. The cargo tank venting arrangements shall -

a. be so designed and constructed as to ensure that the pressure, above or
below that of the atmosphere, within the tanks does not exceed the
design pressures;
b. include pressure-vacuum valves capable of providing for the flow of
vapour, air or inert gas mixtures caused by thermal variations within
the cargo tank; and
c. be capable of providing for the flow of vapour, air or inert gas
mixtures whilst the tank is being loaded, ballasted or discharged at the
highest rate.
2. Every vent system outlet to atmosphere from a valve required by paragraph
1.b shall be located as high and at the furthest distance from a source of
ignition as is practicable and in no case shall it be located less than 2 metres
above the cargo tank deck or less than 5 metres from air intakes or openings
to enclosed spaces containing a source of ignition or from machinery and
equipment which may constitute an ignition hazard. Anchor windlass and
chain locker openings constitute and ignition hazard.
3. By-pass arrangements for the pressure-vacuum valves required by paragraph
1.b may be fitted if the valves are located in a vent main or masthead riser.
Indicators showing whether the by-pass is open or shut shall be provided.
4. Every vent system outlet to atmosphere provided in accordance with
paragraph 1.c shall -
a. permit the free flow of vapour mixtures, or be so designed that the
discharge velocity of the vapour mixtures is at least 30 metres per
second;
b. be so arranged that the vapour mixture is discharged vertically
upwards;
c. where the system permits the free flow of vapour mixtures, be such
that the outlets to atmosphere are located at least 6 metres above the
cargo tank deck and at least 10 metres measured horizontally, from the
nearest air intake or opening to an enclosed space containing a source
of ignition and from machinery and equipment which may constitute

an ignition hazard; such deck machinery may include anchor windlass
and chain locker openings. Any outlet less than 4 metres, measured
horizontally, from a fore and aft gangway shall be located at least 6
metres above the gangway;
d. where the system is so designed that the discharge velocity of the
vapour mixtures is at least 30 metres per second, be such that the
outlets to atmosphere are located at least 2 metres above the cargo
tank deck and at least 10 metres, measured horizontally, from the
nearest air intake or opening to an enclosed space containing a source
of ignition and from machinery and equipment which may constitute
an ignition hazard. Such outlets shall be provided with high velocity
vents designed and constructed in accordance with Schedule 5; and
e. be so arranged as to prevent the design pressure of any cargo tank
being exceeded. For the purposes of this Schedule the system shall be
designed on the basis of the maximum designed cargo loading rate of
any tank or group of tanks multiplied by a factor of at least 1.25.
f. On ships constructed on or after 1 July 2002, the arrangements for
the venting of vapours displaced from the cargo tanks during loading
and ballasting shall comply with this schedule and shall consist of
either one or more mast risers, or a number of high velocity vents. The
inert gas supply main may be used for such venting.
5.
a. The venting arrangement of each cargo tank may be independent or
combine with other cargo tanks and may be connected to the inert gas
piping required by the Merchant Shipping (Fire Protection: Large
Ships constructed before 1 July 2002) Rules 2003 or the Merchant
Shipping (Fire Protection: Large Ships constructed on or after 1 July
2002) Rules 2003 .
b. Where the arrangements are combined with other cargo tanks, stop
valves or other effective means of isolating each cargo tank shall be
provided.
c. Stop valves shall be provided with locking arrangements to permit
control of their operation. Any cargo tank isolation arrangement
provided in accordance with this paragraph shall not prevent the flow
of vapour, air or inert gas caused by thermal variations within the
tank. In addition, the following requirements shall apply to ships
constructed on or after 1 July 2002-
d. The locking arrangements for the stop valves shall be under the
control of the responsible ship's officer.
e. There shall be a clear visual indication of the operational status of the
valves or other acceptable means.
f. Where tanks have been isolated, it shall be ensured that relevant

isolating valves are opened before cargo loading or ballasting or
discharging of those tanks is commenced.
g. Where cargo loading and ballasting or discharging of a cargo tank or
cargo tank group which is isolated from a common venting system is
intended, that cargo tank or cargo tank group shall be fitted with a
means for over-pressure or under-pressure protection.
6. The vents shall be connected to the top of each cargo tank and be self-
draining to the cargo tanks. Other permanently installed drainage
arrangements may be permitted where it is not possible to provide self-
draining vent lines.
7. Vent outlets for cargo loading, discharging and ballasting shall be designed
on the basis of the maximum designed loading rate multiplied by a factor of
at least 1.25 to take account of gas evolution, in order to prevent the pressure
in any cargo tank from exceeding the design pressure.
8. The master shall be provided with information regarding the maximum
permissible loading rate for each cargo tank and, in the case of combined
venting systems, for each group of cargo tanks.
2. Question
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 :-
a) Dry docking is a process whereby a ship is brought into a dock which is then
emptied of sea water so that work can be performed on the exterior part of
the ship below the waterline.
b) The purpose of dry docking is to examine underwater hull and fittings,
assess their condition and carry out required repair and maintenance.
c) As per M.S. cargo ship construction and survey rules (INDIA) 1991, every
vessel has to dry dock twice in 5 years in which the intermediate dry dock
should be at two and half years but can be extended up to 3 years.
Intermediate dry dock can be replaced by in water survey but ship has to be
dry docked at 5 years interval.
d) M.S. cargo ship construction and survey rules 1991 also states that propeller
shaft and the tube shaft driving screw propellers shall be withdrawn and
surveyed at intervals not exceeding two and half years, but Principal officer
can extend it up to 3 years. However, depending upon the tail shaft system
like oil bath or water bath, keyless propeller or keyed propeller, the survey
requirement can be extended. One of the dry dockings has to coincide with
the special survey, which is done once in 5 years.
e) Dry-docking is referred to as a major event in the maintenance of a ship
because of reason that without it the underwater portion of ship cannot be
assessed and due to the extent of survey/items to be examined during dry
docking. Following checks and repairs are carried out in dry dock: : -
1. Condition of underwater hull up to load water line i.e., bottom and side
shell for damages, shell-opening edges for wasted and corners for possible
cracks.
2. Rudder for damage and leakage, drain plugs to be opened to find evidence
of leakage, locate the leak by air/hydro-test, repair and retest, rudder
bearing condition including pintles, lock nut tightness and pintle clearance
and smoothness of rudder movements to ascertain if rudder is required to
be removed for necessary repairs. Rudder trunk and stern frame for
general condition and possible damages/cracks.
3. Condition of oil seals for stern glands, rope guards, extent of shaft drop and
condition of propeller blades, condition of storm valves, sea tubes, sea inlet
and outlet tubes and valves (if sea connections due for survey now or
before the next docking survey).
4. Condition of sea chest gratings, compressed air/steam pipe condition should
be checked and condition of sacrificial anodes in sea chests should be
checked.
5. Condition of forward part of the vessel for chaffing with chains/damages
with anchors including those on bulbous should be verified.
6. Condition of bilge keel for damages, possible cracks in way of bilge keel
butts and anodes should be verified.
7. Chain cables if ranged and anchors if lowered should be examined.
8. If docking coincides with the special survey (i.e. within 15 months of due
date of Special Survey) the following SS items normally examined in dry
dock should be surveyed and credited towards special survey:
9. Shell plating and TM (thickness measurement) of bottom shell if required.
10.Anchors & chains including calibration of cables.
11.Chain lockers.
12.Scuppers, sanitary discharges and valves.
13.No hot work is permitted in tankers and gas carriers without gas freeing the
tanks and vessels are clear from ports. As such repair list for docking for
these kind of ships should not only reflect defective items but also items
which are likely to be defective before next DS (Docking Survey), i.e.
within the next two and half years to avoid the vessel operating with a large
numbers of condition of class.
14.It is essential that not only dates for docking are planned, but also details of
repairs should be completed well before docking is due, discussed with
repair workshops. Materials ordered and made available before repairs
commenced.
15.A properly planned docking would not only reduce the docking and repair
time but would also ensure proper repair at a lower cost.
 Each classed vessel is subject to a specified programme of periodic surveys

after delivery. These are based on a five-year cycle and consist of annual
surveys, an intermediate survey and a class renewal/special survey.
 Special Survey which must take place every five years is a far more
thorough inspection of the ship, its machinery and fabric.
 The Special Survey will see machinery dismantled to examine it for wear
and tear, the thickness of the plate checked for corrosion to ensure that it
remains within acceptable limits. The opportunity will be taken to examine
parts of the ship that cannot be inspected in normal circumstances. All the
ship’s systems like refrigeration, electrical, control engineering and main
and auxiliary machinery will be examined. If the ship is a tanker or gas
carrier, the special items of equipment appertaining to the ship’s type, such
as cargo pumps and inert gas systems will be examined. In short, the
Special Survey may be likened to a major health check for a ship, as it gets
older.
 As dry dock is very important event in the ship’s life. It is very costly affair
too. So dry dock planning to be carried out in advance.
Chief engineer should consider following things while planning for dry
dock:-;
i) Prepare an official repair list; include proper photocopies of plans or
diagrams of parts to repair. Send the repair list to office.
ii) Ensure all plans are onboard.
a) dry dock plan
b) propeller push graph and plan
c) Rudder fitting diagram and plan
d) Tail shaft arrangement and plan
e) Steel plans (shell expansion plans, mid ship section plan, scantlings
and frame plan)
iii) Check painting requirement for hull and advise master accordingly for
raising requisition for paints.
iv) Check the; last anchor chain report and accordingly prepare for anchor
and anchor chain inspection.
v) Make a complete list of items to be surveyed and send it to
superintendent for arranging surveyor for this.
vi) Carry out a gauging inspection / thickness measurement and establish the
scope of steel repairs.
vii) Make a complete list of all certificates expiring; list of conditions of class
to be dealt with is clear, list of new applicable regulations to be attended
to is available.
viii) Modifications /fabrications if any as per new regulations should be
prepared.
ix) Make up to date list of spare parts available on board. Raise requisition
accordingly.
x) Take inventory of stores. Raise requisition accordingly.
xi) Job allotment
xii) Job timing schedule
xiii) Safety
xiv) Check last tail shaft survey report. Check recent water content in stern
tube lub oil. If stern tube shaft liners (spare) or seals are required, then
inform superintendent and raise requisition accordingly.
xv) CE has to check precision tools inventory. He should have poker gauge in
his custody. Any short coming should be reported to superintendent.
3. Question
In an unfortunate incident of Main Engine Crank case explosion on your
vessel, the main engine was badly damaged and two engine room personnel
suffered serious injuries. Explain how you will present the vessel for
subsequent inspections by P&I and H&M insurance companies with
special emphasis on the records and documents required in each case to
ensure that only genuine claims are honoured.
ANSWER :-
1) In spite of taking all safety measures and following all correct procedures,
sometimes unfortunate incidents do occur on board a ship. These result in
personal injuries and machinery damage.
2) After every incidence, investigations take place and insurance claims are
raised. The insurance underwriters appoint damage surveyors who come on
board and do their investigation. In the process of doing it, they ask for all
the relevant documents.
3) Suppose a main engine crankcase explosion has taken place on your ship in
which main engine was badly damaged and two engine room personnel
suffered serious injuries.
4) Now, you will have to present your vessel for subsequent inspections by P&I
and H&M insurance companies. We will see step by step what all should be
done after the incidence:-
a. Take care of persons injured:-
Since persons are seriously injured, give them first aid and ask for medical
advice from a rescue centre. Give the information to owner and charterer and
seek their advice. If the vessel needs to divert and make a emergency port of
call take permission from owner and charterer. But since main engine is also
badly damaged the vessel will need emergency towing. Give notice to agent
and P&I correspondent at the nearest port. They will arrange for the salvage
assistance. Enter in the port. Injured personnel to be transported to hospital
and later on they can be repatriated. All the medical treatment given to the
personnel should be chronologically documented in the medical book.
b. Reporting of incidence to:-
The incident should be reported to following without delay
Administration, Owner, Class, P&I correspondent, H&M broker & MAS
centre
c. Record keeping:-
Time, date, place and cause of injury should be recorded. The evidence
should be preserved and a witness statement should be taken. Write down all
important medical condition and drugs that were given to the person. The
persons injured were wearing PPEs or not. Take the statement of injured
personnel as soon as possible if they are in position of giving one. The most
important report in case of personnel injuries is Master’s report. It is an
important evidence to judge whether the injury is work related or not. Photos
of sites and other evidence should be preserved.
d. Necessary documents and records required to honor only genuine
claims
In case of P&I surveyor following documents should be kept ready:-
i. Master statement of fact
ii. Witness report
iii. Injured person statement
iv. Communication with the owners, managers, medical advisors and
authorities.
v. Deviation report
vi. Photos of place of evidence
vii. Medical report book relating to important medical condition and all the
drugs that were given to personnel
viii. Evidence showing personnel wearing PPEs
ix. Injured personnel familiarization with machinery form duly signed by
him.
x. Safety instructions explained.
In case of H&M surveyor following documents should be kept ready:-

i. Chief engineer log book and official log book entry.
ii. Master’s and chief engineer’s statement
iii. Witness statement
iv. Engine room crew statements
v. Main engine PMS records
vi. Main engine bearings last renewal and evidence showing that only
genuine bearings were used.
vii. Main engine crankcase lubricating oil report
viii. Engine parameters at the time of incidence ( from log book or data
logger)
ix. Records showing last alarms and trips tried out ( from alarm logger)
x. Compliance with manufacturer or service letter received recently
All the above documents will be required by the surveyor appointed by H&M
underwriter. After the survey a damage survey report will be made. Now the
main engine will be repaired. And after that claims will be settled. Depending
upon the nature of insurance and the clauses inducted repairs can either be
carried out by owner and later the claims can be settled or repair tender can be
floated by H&M underwriter only and they can carry out the repairs.
4. Question
Explain the different machinery related emergency situations that are dealt
as documented procedures under "emergency preparedness". Underline
the salient actions that are documented in dealing with (i) Main Engine
Failure (ii) Steering failure (iii) Boiler automation failure (iv) Scavenge fire
(v) electrical failure ( vi ) automation failure.
ANSWER :-
The international management code for the safe operation of ships and for
pollution prevention ( ISM Code ) gives the guide lines for “ emergency
preparedness ” under Element 8. According to this
a) The company should establish procedures to identify, describe and respond
to potential emergency shipboard situations.
b) The Company shall establish programmes for drills and exercises to prepare
for emergency actions.
c) The safety management system should provide for measures ensuring that
the Company's organization can respond at any time to hazards, accidents
and emergency situations involving its vessels.
The different machinery related emergency situations under emergency
preparedness are
1. Main engine Failure :-
This is a very dangerous situation as it results in immobilisation of the
vessel. It is further dangerous if the vessel is under manoeuvring or in
restricted area or facing a rough weather. Personal especially E/R staff has to
be very alert and reactive to this situation. Communication between Wheel
house and E/R is of utmost importance. Depending upon the situation the
damage to the machinery should be avoided but giving safety of the ship the
most importance.
It can be divided into various categories which forms emergencies such as
Scavange fire, Uptake fire, crankcase explosion, etc
2. Steering Failure :-
This is a situation which endangers the manoeuvrability of the vessel, which
can be dangerous situation during manoeuvring, river passage, shallow
water passage, restricted and heavy traffic zones and bad weathers. This
situation is best tackled by proper emergency preparedness and response

through proper training and drills. Again communication with bridge is very
important.
3. Electrical /Power Failure :-
This is the most dangerous situation if the standby auxiliaries do not supply
power fast. This situation not only causes immobilization of the vessel and
lost manoeuvrability but also safety concerns to people on board which may
lead to injury.
4. Automation Failure :-
The emergency can be of many types from failure of parameters monitoring
and control to the M/E control and failure from bridge and / or ECR and the
failure of auto pilot and remote steering . The procedures can be
documented depending upon the situations and people trained through
training drills.
Salient Actions in Dealing with
A ) Main engine Failure :-
1. Inform bridge and take controls to ECR.
2. Raise engineers alarm and inform C/E
3. Start Aux engine which is in standby.
4. Record time of failure / Maintain timings of events.
5. Assess the situation and if the repair / restarts need considerable time then
prepare for anchorage if depth permits.
6. Ascertain cause of failure.
7. Ascertain if Shore assistance is required.
8. Ascertain time required to repair start repair and inform bridge of the
progress and expected time of completion.
9. Inform company’s technical department.
10. After rectifying the fault ,start M/E and try out in ahead and astern direction
11.Make a report of the failure and damage.
B ) Steering Failure :-
1. Engage alternate or emergency steering system.
2. Advise Engine Room.
3. Call Master.
4. Check vessels in vicinity.
5. Check navigational hazards in vicinity.
6. Use Engines as required.
7. Make appropriate sound signals as required.
8. Exhibit shapes / lights as required.
9. Use VHF Channel 16 / 70 (DSC) as required.
10.Consider anchoring if necessary and suitable depth is available.
11.Fix position of vessel.
12.Record time of failure.
13.Ascertain cause of failure.
14.Ascertain time required to repair.
15.Ascertain if shore assistance is required.

16.Make entry of all facts in log book.
17.Forward initial report to all concerned.
C ) Electrical Failure
1. In the event of loss of main power, there would be an immediate shut down
of main propulsion, which would lead to dangerous situation, if they were
to be manoeuvring in narrow congested water or near coast line.
2. Although the emergency generator would start and come on load it is not
possible to restart the main engine till the main alternators are restarted and
taken on load.
3. Communicate with bridge and if vessel is under manoeuvring in high traffic
zone then exhibit the "NUC" signal.
4. Raise engineers call alarm. All engineers to proceed to E/R.
5. If stand by generator has not started, start same and take on load.
6. Confirm sequential start of all essential M/C or start same.
7. Change over M/E control to ECR & reset trips.
8. Restart the plant and confirming all in order, restart M/E after confirming
from bridge.
9. Make report of failure and log in E/R log book.
10.Check continuously for the running generators parameters.
D) AUTOMATION FAILURE :
a. Inform C/E and if failure relating to M/E automation then inform
bridge.
b. Man the E/R if UMS ship.
c. If M/E automation failure from bridge, change over control to
ECR.
d. If total automation failure of M/E change over to emergency man.
e. If automation failure is to parameters monitoring and control, man
the E/R till fault is rectified.
f. Carryout necessary repairs in case of M/E automation failure and
then only change over controls to bridge. M/E must be tried out in
Ahead & Astern from ECR & bridge.
5. Question
List the objectives of an ISM code ? How an internal audit helps
in External Audit of a vessel? You have been asked to carry out an
internal audit of the deck department on board your vessel, explain how
will you proceed in carrying out effective internal audit.
ANSWER :-
“International Safety Management (ISM) Code” means the International

Management Code for the Safe Operation of Vessels and for Pollution
Prevention.
The Code establishes a safety management objective and requires a safety
management system to be established by the company, which is defined as the
ship’s owner or any person such as the manager or bareboat charterer who has
assumed the responsibility for operating the ship.
The Objectives of ISM code are
a) To ensure safety at sea, prevention of human injury or loss of life, and
avoidance of damage to the environment, in particular to the marine
environment and to the property.
b) Provide for safe practices in vessel operation and a safe working
environment.
c) Establish safeguards against all identified risks.
d) Continuously improve safety management skills of personnel ashore and
aboard vessels, including preparing for the emergencies related both to
safety and environmental protection.
The internal Audit helps in external audit in following ways:-
1. It is carried out to ensure / verify that the various elements of the safety
management system of the organisation are effective and suitable in
achieving the stated management objectives.
2. Internal audits are conducted for self evaluation of the SMS system on
board.
3. It helps in rectifying the faults before hand and helps company in Self
healing process.
4. Any deficiency found can be corrected as per procedure laid down in
company’s SMS.
5. If any deficiency found, concerned responsible person is informed.
6. It helps in confirmation of preventive /corrective actions to previous
unattended or unaddressed deficiencies.
7. By this all documents, displays, procedures, emergency equipments etc., are
checked for proper order.
The Purpose of the audit is not to find faults or blame personal onboard
but to make sure safety management system is implemented effectively on
board in compliance with various rules and regulations.
While carrying out an internal audit a Auditor should check :-
1. Plans / procedures are being followed.
2. Laws and regulations are being followed.
3. Records / Documentations are being maintained to provide adequate and
accurate information.
4. Deficiencies are identified and corrective action taken.
5. Personnel are familiar with the use of SMS.
Prior the audit will collect following information
1. Previous ISM audit report findings and non conformity list, which has been
closed by implementation of corrective action given by the company.
2. Reports of incident and accidents on board, since last survey.
3. Ship specific SMC requirement and Company DOC requirements.
4. Type of the vessel, age of the vessel and flag state history.
5. Crew list with senior officer’s confidential Report history.
After carry out homework, a guidelines or checklist to be followed to
carry out the Audit.
1. Will take a general round of the Deck and assess the general condition of the
vessel.
2. Will conduct a opening meeting of audit with the top management.
3. A General Audit to be started by checking the Documents and Certificates
with the Master.
4. Will Check the SMS Manual and Checklists .
5. Check with the Master that the company policies, SMS system, Masters
responsibility etc is well understood.
6. Will Check the Documents such as Official Log Book , cargo log book, ship
management System, Manning certificate, Bridge equipments and
procedures, Cargo ballast Equipments and procedures, Mooring equipments
and procedures,
7. Will check the procedures, records for Shipboard operations life saving
appliances and fire fighting equipment.
8. Emergency preparedness issues are checked by verifying the records and
checklists of drill and training. Drill is be carried out with emergency
situations and same observed. Observation to be shared with ships staff
during closing of drill.
9. Will check if the companies objectives with respect to Element 9 -Reports ,
Review , Analysis and corrective actions , Element 10- Maintenance and
critical equipment, spare part and test procedures, Element 11-
Documentation are beings implemented or not.
10.After carrying out all checks will carry out a general round on Deck and
Pump room, Emergency head quarter, paint locker etc. and check if all
locations are clearly identified and test procedures displayed.
11.Will carry out personal interview with ships staff to check if the crew on
board are aware with the safe shipboard working procedures, the crew has
awareness of ISM , company policies, safeties on board etc.
12.After the Audit a meeting is conducted with the staff and various issues
observed are discussed with corrective actions required.
6. Question
The vessel where you are posted as Chief Engineer is undergoing dry-
docking and a serious fire occurs on the deck because of welding work.
Illustrate the documented procedures to deal with such emergency and its
advantage over non-documented actions? Explain the different ship related
contingencies against which document procedures are maintained under
eme rgency preparedness of ISM Codes.
ANSWER :-
1. According to the ISM code the company should make documented

procedures to identify describe and respond to potential emergency
shipboard situations.
The company should establish
programme for drills and exercises to prepare for emergency actions. The
safety Management System (SMS) should provide for measures ensuring
that the company’s organization can respond at any time to hazards accidents
and emergency situations involving its ships.
2. As the fire fighting is to carried out on the deck of a ship in dry dock there
are several hurdles to fire fighting. Major jobs are being carried out, thus
most primary muster stations may not be suitable for muster log. Also, some
repairs may be in progress on the vessels general emergency alarm system
and thus alarm may not be available there is a possibility that some ships
crew have availed of shore leave. Also, several shore gangs are working at
different locations ships fire fighting appliances may have gone ashore for
pr. Testing/recharging. Hence above points to be taken into account whilst
devising a suitable plan.
3. It is also stated in SMS manuals documentation that the master make it clear
to the ship repairer that its his responsibility for taking suitable precautions
against fire, testing and certification of spaces prior to any hot work. There
has to be in place a clear written agreement to the effect and an
acknowledgement of the acceptance of their responsibility to be provided to
the ship owner/master.
4. To ensure proper safety against fire and fire fighting to be effective the
vessel management must also familiarize/acquaint with the Dock employers
fire safety plan, equipment and abilities which must include the following
information.
Identification of significant fire hazards
Procedures for recognizing and reporting unsafe conditions (fire patrols,

designated and non designated areas for hot work checklist etc).
Alarm procedures
Procedures for notifying employees of a fire emergency
Procedure for notifying fire response department of a fire emergency
Procedure for evacuation.
Procedure to account for employees after evacuation
Fire response policy- Information Whether (i) Initial fire response
(ii) Outside fire response (iii) A combination of both above required during a
particular type of fire.
Rescue and Emergency response.
5. And also following points to be considered while developing a contingency
plan to fight fire on board.
a) Suitable muster station for all teams to be declared made aware at the
beginning of day along with planning and allocation of other jobs.
b) Status of general emergency alarm to be checked and declared/made aware/
familiarize to ship staff and shore employees.
c) Equipment for communication with dock (telephone) to be conspicuously
marked and numbers for emergency services and fire department to be
highlighted.
d) Officers at management level to be familiar with dock evacuation procedure,
shore fighting abilities, fire fighting plan equipment and dock emergency
alarm.
e) Logs of attendance 1 each for vessel and yard employees to be maintained
specifying names of employees with jobs, location and in out times to avoid
chaos during head count.
6. Considering the above underlying concepts a suitable fire fighting plan
would be as follows:
 Personnel witnessing the fire to shout fire, fire and raise general alarm
and inform and relay to command team of nature and location of fire and
whatever information available.
 If possible also inform/alert clock fire department personnel muster at
suitable muster station command team/Technical team to inform Dock
fire department. (if not already informed)
 Take head count, check logs (Attendance) stop all work.
 In case of fire on Deck Emergency team I (headed by C/officer) to lead
fire fighting and in case of E/R fire Emergency Team II to lead fire
fighting Emergency Team II to lead fire fighting while other emergency
team will back up.
 Emergency Team I to lead fire fighting to check fire line pressure,
contain extinguish fire.
 To evacuate casualties if any.
 To liase with Dock fire fighting department if already present and to

assist them in fire fighting with logistics and shipboard plans etc. asses
damage and possibility of secondary fire.
 Back up team: To provide boundary cooling where required.
 Provide equipment back up.
 Restrict flame by removing flammable item.
 Evacuate casualties and shore personnel.
 Support team: To evacuate personnel and to provide first aid to injured.
Assist as directed.
 Technical team: To cut of necessary electrical supplies to cut of shore
pneumatic lines. Stop vents oils valves drain oil lines etc.
The advantages of documented procedures over the non-documented

procedures for fire fighting
1. The plans are ship specific and devised by experts hence they are readily
executable and effective.
2. All personnel are accounted and resources can be mobilized in a very short
time.
3. Absence of key person may not affect fire fighting as jobs/duties and deputy
leader are assigned and well defined.
4. New joining crew can easily familiarize with procedure.
5. Documentation and availability of shipboard plans enable shore expertise to
access situation and give proper assistance.
6. Avoids duplication of effort, confusion/chaos.
7. Simplified instructions/complexity reduction
8. Documented procedure have been devised with an aim to quickly regains
control and restore.
9. Considerable damage to property loss of life and injury can be avoided.
10.Proper reporting and documentation helps in insurance claims.
11.Documentation enables to analyse effectiveness of procedures employed and
thus enable improvisation.
12.Human error due to poor decision making is minimized.
13.Responsible persons with help of well documented procedures and clear
definition of duties and regular exercise drills can quickly arrive at correct
decision under stressful and life threatening environment.
Contingencies against which documented procedures are required to be

maintained as per ISM Code are:
Structural failure
Main Engine failure
Steering failure
Electrical power failure
Collision
Grounding / Stranding
Shifting of cargo
Cargo spillage and contamination
Fire
Cargo Jettisoning
Flooding
Machinery Room Casualty
Abandon Ship Drill
Man over board/Search and Rescue
Permit to work systems
Serious injury
Helicopter operation
Terrorism and piracy
Heavy Weather Damage
Sopep
7. Question
Explain PSC inspection underline its authority for exercising basis of such
inspection – Enumerate relevant regulations, articles and annexes of
SOLAS 74, load line 66, MARPOL 73/78, STCW 95 and tonnage 69 which
form provision for PSC
ANSWER :-
1. All ships engaged in commercial trading need to be registered on country

which identifies its owners. The country of registration is known as “flag
state” it is the duty of the flag state to ensure all its ships flying their flag is
safely constructed, equipped and maintained as per relevant regulations of
IMO and ILO.
2. But ship trade internationally and have to call at various ports all over the
world and many ships may not call their flag state ports, so it makes
inspection of ships by flag state to ensure compliance with rules regarding
safety, maintenance, manning etc impossible so it is imperative that ships
must be inspected at various ports to ensure compliance. This is termed as
port state control (PSC).
3. Port state control inspection is an inspection program under which all
countries work together to ensure that all vessels entering their waters are in
compliance with strict international safety and Anti-pollution standards.
4. All countries involved in inspecting ships will share their findings with each
other. The ships that are found to be in violation of laid down standards are
detained in port, until their deficiencies have been rectified.
5. PSC inspection helps to minimize the threat to life, properly and the
environment by disallowing substandard shipping.
6. The fundamental aim of the PSC is to supplement the inspections by the flag
state and eliminate sub-standard ships in order to ensure safer ships and
cleaner oceans it includes boarding, inspection, remedial action and possible

detention under the applicable conventions.
7. The key elements of PSC are
a) Ensuring compliance with international rules regarding safety, marine
pollution and working environment
b) Detaining substandard ships until deficiencies are rectified
c) Implementing a mutually agreed inspection rate of all visiting vessel
(normally 25 %)
d) Applying a targeting system for back-list vessels.
e) Mutual agreement with various neighbouring states for better surveillance.
f) Providing technical assistance and training if required.
8. Port state control can be applied not only to those countries, who are party
to the convention but also to the ships that fly the flag of a state that has not
rectified a convention. Thus no ships are exempted from inspection because
the principle of no more favourable treatment applies.
9. Any state may also in act its own domestic laws and impose additional
national rules and regulations on foreign ships entering its water USA for
example has enacted the oil pollution act 1990 (OPA 90) which makes it
mandatory for tankers to have double hull or equivalent protection against
spillage for entry into any us port.
The relevant regulations Articles and annexes which form the provision for PSC
are as follows.
SOLAS 74
Regulation I/19:- General Provisions/ Control
Regulation IX/6:- Management of safe operation of ship/ verification and
control
Regulation XI-1/4:- Special measure to enhance maritime safety / PSC on
operational requirement
Chapter XI-2:- Special measures to enhance maritime securities (ISPS code)
MARPOL 73/78
Article 5:- Certificate and special rules and inspection of ships
Article 6:- Detection of violation and enforcement of the conventions
Annex I ,Regulation 11:- Regulation for prevention of pollution by oil/ PSC
on operational requirement.
Annex II, Regulation 16:- Regulation for prevention of pollution by
NLS/Measures of control/ PSC on operational requirement.
Annex III, Regulation 8:- Prevention of pollution by packaged harmful
substances/ PSC on operational requirement.
Annex IV, Regulation 13:- Regulations for the Prevention of Pollution by
Sewage / PSC on operational requirement.
Annex V, Regulation 8:- Regulation for prevention of pollution by garbage/
PSC on operational requirement.
Annex VI, Regulation10:- Regulation for prevention of air pollution/ PSC on
operational requirement.
LOAD LINES 1966

Article 21:- International load line convention with the port state control.
a) Limitation on the draft, to which a ship on its international voyages is to
be loaded.
b) Ensure adequate stability.
c) Provisions to determine freeboard of tankers.
STCW 95
Article X:- Control regulation (rights of PSCO to ensure all seafarers have
appropriate certificate)
Regulation 1/4:- Control Procedure
Tonnage 1969
Article 12:- Verification of Tonnage certificate
Although the tonnag =e convention is not a safety convention the revision
A787 (19) has laid down the guidelines for port state control However, the
control huy ships.
8. Question
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.
9. Question
Detail the inspection that you as the new Chief Engineer of a passenger
ship, would make on joining the ship with regard to (i) Documentation (ii)
Damage control (iii) Fire fighting (iv) Critical Machinery and equipment
installed.
ANSWER :-
Documentation :-
The Following documents to be inspected
1. Go through the Handing over reports of the outgoing Chief Engineer.
2. List of status of surveys/certificates, quarterly listings. Ensure that there are no
surveys overdue.
3. Condition of class stated if any.
4. Check the port state control inspection record and readiness for PSC inspection.
5. Ensure the Safety Management documentation and manuals are up to date and
readily available
6. Fuel oil/ diesel oil/ lube oil soundings to be checked, tallied and ensure
sufficient stock on board for the next voyage.
7. Check the bunker consumption record and charter party requirements
content.
9. Check the engine log book. Check all entries updated till date.
10.Check the PMS status of main/auxiliary/ electrical machineries.
11.Check the running hours record of all machineries and make sure that these are
updated.
12.Check the maintenance record carried out by ships staff/ workshop
13.Check the List of spares, stores, special tools on board.
14.Check the critical equipment list and critical equipment spares list.
15.Check the list and testing records of alarms and critical safety devices. Random
testing of alarms and critical equipment to be done.
16.Check if all the procedure of starting/stopping and operating of equipments are
well defined and posted respectively.
17.Check the various certificates/Documents such as
a) Passenger ship safety Certificate
b) Minimum safe manning certificate
c) Safety management certificate
d) Document of compliance
e) Intact Stability booklet
f) Damage control plan
g) Damage control booklet
h) Ship board oil pollution emergency plan.
i) IOPP certificate.
j) International sewage pollution prevention certificate

k) IAPP certificate
l) NOx technical file
m) Ozone depleting substances record book.
n) Records of rest hour.
18.Check the list of manuals / drawings available on board.
19.Check the Training records.
Damage Control:-
9. As per solas regulation chapter II – 1 a passenger ship must have a damage
control plan and damage control booklet.
10.These documents will contain boundaries of water tight compartment‘s
location of water tight doors, pumping out arrangement‘s cross flooding
arrangement‘s etc.
11.I will check that all the water tight door‘s in water tight bulkhead‘s are in
good working order & check the controlling and indicating panel‘s which
will be found in central control station.
12.In addition, I will also test the bilge alarm in E/R and check that the
Emergency bilge suction is looking good order. Also I will confirm that the
bilge pump (Emergency bilge P/P) require on passenger ship are in good
working order.
13.I will also ensure that damage control equipment for structure welding
equipment Nut‘s, bolt‘s studs, canvas are available for stopping any leaks
and carrying any damage repair.
Fire fighting:-
1. As per SOLAS Chapter II – 2 FSS – fire safety system & FTP – Fire Test
Procedure are mandatory w.e.f. 1.7. 2002. I will ensure that Training Manual
and Training booklet for fire fighting are available in officer & crew mess
room and that all people are well aware the content‘s of these Manual.
2. Will ensure following safety and fire fighting items and working
satisfactory and ready to use and check test records
a. Sprinkler system
b. CO2 flooding System
c. Foam System.
3. Inspect and confirm that the fire control plans are properly posted.
4. An Examination of fire main system and confirming that each fire pump
including emergency fire pump can be operated separately so that the
required jet of water can be produced simultaneously from different hydrants
and different pumps.
5. Will check the location of SCBA , fireman outfit EEBD, portable fire
extinguishers and confirm test and maintenance records.
6. Will Inspect fire hoses and fire hydrants and its test records.
7. An examination as far as possible and testing of the fire and smoke detection
system.
8. Confirming as far as that the remote control for stopping fan, fuel pump and
for shutting of the fuel supplies in machinery spares are in working order.
9. An examination for closing arrangement for ventilator funnel flaps, skylights
door ways etc.
Critical machineries and Equipments :-
7. As per safety management system required by ISM Code E/R should have a
list of critical items of machinery and procedures for inspecting and
maintaining such machineries such as.
r) Steering gear
s) Emergency compressor
t) Emergency generator
u) Emerge Fire P/P
v) Breathing air comp
w) Anchor handling equipment
x) Cargo gear
y) Main & Aux machinery
z) All LSA / FFA items
aa) SOPEP
bb) Water tight door‘s
cc) Anti pollution comp.
dd) Bilge / ballast pumping & separator system
ee) Navigational equipment‘s
ff) Fire gas and heat detection system
gg) I.G. System.
hh) Communication equipment.
8. The Critical machineries to be tested and it is to be ensured that the operating

procedures are prominently displayed.
9. Check the availability of spares for critical equipments to be ensured.
10.IOPP equipments such as OWS, STP and incinerator to be tested and alarm
tested.
11.Minimum required spare part list for equipments to be checked.
12.Familiarisation and training to be conducted for officers and crew with
respect to critical equipments.
Aug 2012
1. Question
Describe a procedure to establish a training programme appropriate for
the training need of engine room personal on board, where you have joined
as chief engineer.
Illustrate the measure you will under take in view of a section of engine
room personnel not adept in attaining the standard with in a specified time
period.
ANSWER :-
1. Programs that can be implemented for training of E/R staff shall be in

accordance with chater VI of STCW code, which deals with Standards
regarding emergency, occupational safety, security, medical care and
survival functions.
2. The purpose of such training should be to provide basic knowledge, increase
their proficiency and the same time enhancing their skills by subjecting them
to simulated emergency situations i.e. drills and exercises so that the
personnel identifies the potentially hazardous situation that may result in
threat to life or the pollution of marine environment.
3. These not only reduce the response time but also increase the confidence.
4. Before being assigned to any shipboard duties seafarer should receive
appropriate approved basic training or instruction in
a) Personal survival techniques as set out in table A-VI/1-1, whereby the
Specification of minimum standard of competence in personal survival
techniques are laid down. This should include knowledge and
understanding and proficiency in matter pertaining to :
i. Types of emergency situations which may occur, such as collision,
fire, foundering, etc.
ii. Types of life-saving appliances normally carried on ships
iii. Equipment in survival craft
iv. Location of personal life-saving appliances
b) Fire prevention and fire fighting as set out in table A-VI/1-2,
whereby specification of minimum standards of competence in fire
prevention and fire fighting are laid down. This should include the
knowledge understanding and proficiency in matter pertaining to :
i. Elements of fire and explosion – fire triangle – types and sources of
ignition – flammable material – fire hazards and spread of fire –
extinguishers etc.
ii. All E/R personnel must be made well aware of fire plan on board
ship, their duties should be explained importance of the same w.r.t
emergency situation should be explained.
iii. Classification of fire – applicable extinguisher, location of FFA in

engine room ,emergency escape routes, internal communication,
fire and smoke detection system, automatic fire alarm system,
manual fire-call points etc.
iv. Donning of fire man suits, use of SCBA, ventilation quick closing
valves, fire control stations and places where emergency fire pump
can be started remotely. Brief description and operation of fixed fire
fighting installations, rescue procedures of casualty, under what
conditions engine room should be evacuated etc.
v. Fire drills to be conducted weekly, assessment of performance,
improvement etc.
c) elementary first aid as set out in table A-VI/1-3, whereby specification of
minimum standards of competence in elementary first aid are laid. This
should include knowledge and Understanding of immediate measures to
be taken in cases of emergency, including the ability to:
i. position casualty
ii. apply resuscitation techniques
iii. control bleeding
iv. apply appropriate measures of basic shock management
v. apply appropriate measures in event of burns and scalds,including
accidents caused by electric current
vi. rescue and transport a casualty
vii. improvise bandages and use materials in the emergency kit.
d) Personal safety and social responsibilities as set out in table A-VI/1-4;
where by Specification of minimum standard of competence in personal
safety and social responsibilities. This should include knowledge and
understanding of emergency procedures, pollution prevention and
protection, safe working practises, effective communication and human
relation on board.
5. Chief engineer plays a important role towards satisfactory training of engine
room personnel.
6. Chief engineer must establish a training program onboard ship. He should:
a) Break down various jobs into duties, tasks, and sub tasks.
b) Establish priorities of tasks.
c) Define performance standards for each task.
d) Identify preferred mode of learning.
e) Collect data on profile of trained personnel.
f) Give trainee independence of doing job and at the same time supervise
the work constantly.
g) Identify constraints like language, lack of training, etc.
7. The training program can be structured for an engine room personnel on
board, in following manner:-
Emphasis on safe working practices
a) Importance o f safety
b) Ship familiarisation hazards

c) Nature of shipboard hazards
d) Use and importance of PPE
e) Use and demonstration of LSA
f) List & familiarise with hazardous operations. Eg; hot work, enclosed
space entry etc., & awareness regarding company’s(SMS) procedures.
g) Loading and unloading of cargoes
h) Handling of deck machineries, cranes, mooring winch.
i) Portable and fixed fire fighting systems
j) Emergency alarms, muster points & duties.
k) Escape routes
Operation and maintenance of machinery
a) Starting and stopping of Main Engine
b) Starting and paralleling of generators
c) Operation and maintenance of auxiliary machinery including pumping
and piping systems, auxiliary boiler plant, steering gear, A/C & refrigeration
systems.
d) Manage fuel oil and lub oil operations so as to meet operational
requirements and to prevent marine pollution
e) Manage ballast operations, should meet operational requirements,
ensuring safety and stability of ship
f) Operation of all internal communication system on board
g) Methods of pollution prevention, and containment of pollutants
h) Methods of garbage, oil, sludge, bilge, sewage disposal & relevant
regulations
i) Contents and maintenance of log books, records of spare parts, PMS
Compliance with Emergency procedures
1. Explain the term ‘emergency’ as any situation which is threat to life,
property or environment
2. Types of emergencies
3. Shipboard contingency plan for corresponding emergencies
4. Importance of drills pertaining to combat emergency situations
Communication and human relationship on board
a. Importance of communication, consequence of wrong communication
b. Interpersonal relationship
c. Team building & importance of teamwork
d. Health and hygiene on board
8. If trainee is found to be lacking in knowledge in some areas the chief
engineer must discuss his weakness with him and must try to give him a
chance to improve upon.
9. If the trainee needs formal training in some fields then chief engineer must
request for shore based training of the person concerned.
10.The most important step before trying to develop an individuals attitude & to
motivate him is understanding. Only after understanding him & realizing his
needs, aims etc. can one go about trying to improve his attitude & motivate
him.
11.Introducing incentive programme. This is one of the methods of motivation.
This can be effective in the sense that people will work hard, thereby
improving the performance of the team, due to either greed or some need.
2. Question
As a Chief Engineer you have joined a vessel which is about to undertake a
six month round ... voyage. Underline and describe the key issues that you
will inspect, check, prepare, establish and maintain towards proper
Planned Maintenance of Engine Room and associated areas under ISM
Codes.
ANSWER:-
The ISM code is adopted under Solas Chapter IX with reference the IMO
resolution A.741(18).. Items to be inspected on a vessel scheduled to make a six
month round voyage are:-
1. Confirm that there is a Company Safety & Environment Protection Policy on
board and that all the key personnel are familiar with the Safety Management
System(SMS) .
2. Go through the contents of handing over report of the outgoing chief
engineer.
3. FO,DO,LO and Chemical ROB should be checked , tallied and ensure
sufficient quantity on board for the upcoming voyage.
4. Check the consumables stores ROB and make a list of critical shore items
needed.
content.
6. An estimation of fuel oil, LO, DO chemicals and stores should be made ,
upon discussion with subordinates , voyage plan and futures consumptions a
requisition for required consumables should be raised.
7. Ensure the Safety Management documentation and manuals are up to date
and readily available.
8. Check the status of surveys of the ship and ensure that there are no surveys
overdue.
9. All personnel should be able to give the identity of the DPA(Designated
procedures are in place for establishing and maintaining contact with shore
management through the DPA in an emergency.
10.Ensure that you are familiar with any non-conformity which have been
reported to the company and what corrective action is being taken.
11.Check the condition and maintenance status of main and auxiliary

machineries.
12.Check the running hour’s record of all machineries and make sure these are
updated.
13.Check the spare part inventory, ensure it is updated and ensure enough spare
parts are available to carry out routine maintenance/ breakdown
maintenance.
14.Check the critical spares on board, raised requisition if required.
15.Check Operation of Machinery:
l) The dead man alarm working properly.
m) No alarms are bypassed and all are tried out regularly and record of
testing dates entered. There is no fuel oil or lube oil leakage.
n) All the fire alarms are tested regularly and all in good condition.
o) All quick closing valves are in good condition.
p) Emergency and standby sources of electrical power to be tested, that
they are readily available, especially in a blackout condition, stand-by
q) Check that the load sharing system of generators is tested and is
functioning correct.
r) Emergency Generator, Emergency Air Compressor, Emergency
Steering arrangement, Emergency Bilge suction and bilge pumps to be
in working condition with records of all maintenance carried out up-to-
date.
s) Try out main engine, start from local control station.
t) Check life-boat / rescue-boat engines are running properly.
u) Check proper functioning of safety cut-outs for main engine / aux
engine / boilers.
v) Confirm ―emergency stops for pumps & blower function properly.
16.Ensure bunkering procedures are posted, understood by all personnel & spill
equipment is readily available. Test the means of communication, between
ship‘s bunkering personnel & shore / barge. SOPEP & ISM procedures to
report and deal with oil spills should be understood by all.
17.Ensure that all the operational requirements of MARPOL as applicable have
been complied with taking into account ;
d. quantity of sludge/oil residues being generated daily
e. the capacity of sludge & bilge water holding tanks
f. capacity of oily water separator, incinerator, etc.
18.Ensure oily water separator, incinerator, sewage treatment plant, primary
19.Ensure the responsible personnel are familiar with the procedures for
20.Check the inventory of special tools and equipments.
21.Check the PSC inspection record and ensure the vessel is ready for PSC
inspections at times.
22.Ensure all E/R personals are familiar with the PMS and safety and
environmental policies of the company.
23.Confirm that all crew members can activate the fire alarm and know the
reporting a fire to the bridge and actions to be taken.
24. Confirm that all crew members are able to demonstrate the correct use of the
appropriate fire fighting equipment
25.Ensure the following items are functioning correctly:-
g. fire doors, including remote operation
h. fire dampers and smoke flaps
i. quick closing valves
j. emergency stops of fans and fuel oil pumps
k. fire detection and fire alarm system
l. main & emergency fire pumps
26.Ensure that all key personnel are able to communicate & understand each
27.Take a through round of engine and check general appearance and note any
defect noted.
28.On the basis of incident report, maintenance schedule and observation area
of concern to be noted down. A planning to be carried out for tackling the
issues. Machineries requiring attention and history of breakdown of
particular equipment and machinery to be checked and same rectified.
29.Engine room operations, procedures and system to be assessed and evaluated
from time to time. The need for up gradation and improvement to be brought
to the notice of the company.
30.Reviews, guidelines and advices to be implemented. Feedback for company
orders and requests to be given on time.
31.Check the records of CSM(Continuous Survey of Machinery) & equipment
certificates as well as original makers certificates as per thacceptance
protocol. C/E should make sure that all the certificates under his charge are
in order and valid. If any deficiency is found, it should be reported to the
superintendent.
3. Question
What are the UNCLOS provisions concerning ship’s flag and nationality?
In observation of UNCLOS what the duties are` of flag States and how is it
enforced?
ANSWER:-
UNCLOS stands for United Nations conventions on laws of sea. It was outcome
of the third UN conference in 1982 and came into force internationally on 16th
November 1994.
The UNCLOS provides a universal legal frame work for the National
management of marine resources and their conservation. The treaty document
consists of 446 articles grouped under 17 part headings and 9 Annexes.
UNCLOS provisions concerning ship’s flag and nationality
Part VII High seas
Article 90 :- Right of navigation
Every state coastal or land locked has the right to have its ship flying its flag on
high seas
Article 91:- Nationality of ships
Every State should lay down conditions / requirements for granting its
nationality, registration and the right to fly its flag. Ship’s have the nationality
of the state whose flag they are entitled to fly
State must issue to ship’s flying its flag, documents to that effect
There should be a genuine link between the state and the ship
Article 92:- Status of ships
Ships must sail under the flag of one state and are subject to the jurisdiction of
the flag state on high seas
The permission for the change of flag is given only in the case of transfer of
ownership or change of registry
It also deems that a ship which uses two or more flags according to convenience
will be treated as a ship with no nationality
Article 93:- Ships flying the flag of the United Nations, its specialized agencies
and the International Atomic Energy Agency
It gives provisions for ships to fly the flag on UN or its agencies and
IAEA(International Atomic Energy Agency)
Duties of flag state
Article 94:- Duties of the flag State
1. Each flag state to effectively exercise its jurisdiction and control in
administrative, technical and social matters over ship’s flying its flag.
2. Maintain a register of the ships.
3. Assume jurisdiction under its internal law over each ship flying its flag and
its master, officers and crew in respect to administrative, technical and social
matters concerning the ship.
4. Take such measures for ships flying its flag as are necessary to ensure safety
of sea with regards to:
a) Construction, equipment and sea worthiness of ship
b) Manning of ships, labour conditions, training of crew (STCW & ILO
convention)
c) Use of signals, the maintenance of communications and preventions of
collisions such measures include
i. each ship is surveyed before and after registration by a qualified surveyor
of ships and has on board such charts, nautical publications, navigational
equipments and instruments for safe navigation of the ship
ii. each ship is in charge of master and officers who posses appropriate
qualifications in seamanship, navigation, communications and marine
engineering and the crew is appropriate in qualification and numbers for

the type, size, machinery and equipment of the ship.
iii. The master, officers, crew are fully conversant with and required to
observe the applicable international conventions like MARPOL, SOLAS,
COLREG, GMDSS etc.
5. In taking above measures, each state is required to confirm to generally
accepted international regulations, procedures and practices and to take any
steps which may be necessary to secure their observance.
6. A state which has clear grounds to believe that proper jurisdiction and
control w.r.t a ship is not exercised may report the facts to the flag state,
upon receiving such report flag state may investigate that matter and if
necessary to take remedial action.
7. Every state must cause an enquiry by a qualified person/s into every marine
casualty/incident of navigation and caused loss of life/damage to other
nationals or to a marine environment. The flag state and other states must co-
operate in the conduct of enquiry.
Enforcement by flag state

Article 217
1. Every state must adopt laws / regulations to ensure compliance of
international laws by ships flying its flag.
2. State must take appropriate measures to prevent vessel from sailing unless
they are complying with international rules and standards regarding design,
construction, equipment and manning.
3. States must ensure that their vessels are carrying onboard all certificates
required by as per international requirements and must ensure periodical
inspection of ships for compliance.
4. State must provide a investigation when its vessel commits a violation of
international rules and regulations.
5. State should enforce its national laws if sufficient evidence is there against
its vessel.
6. It should be prompt in responding to any request for information by any
other state and it should inform competent international organization about
action taken.
7. Flag state must fix adequate penalty for any vessel which violates the law
and the penalty must be adequate in severity to discourage future violation.
8. Flag states should cooperate with other flag states if assistance is requested.
4. Question
With respect to engine room man management enlist the key issues you will
address with proper justification in the following areas,
(a) Training programs (b) Long term personnel development concept (c)
Attitude and motivation development (d) Emergency response (e) Coping
with stress
ANSWER:-
As a chief engineer, following issues will be addressed with an objective of

safe, efficient & effective team management in consideration with relevant
compliance with international regulations.
a. Training Program:-
1. The drills conducted on board should be as realistic as possible. The
response of personnel is assessed and any need of training is considered.
2. Training programs make people more confident in all aspects of their jobs
and enhances their competence.
3. Different techniques adopted for training may include videos, lifetimes,
demonstrations, computer based training programs etc.
5. These not only reduce the response time but also increase the confidence.
b. Long term personal development concept

1. An individual is judged for his skill and special work in a particular field or
an innovative job performed by him should be recognized & the same can be
entered in his appraisal report for further deployment without delay & can be
recommended for promotion.
2. By developing such a transparent atmosphere, an individual will look at a
long term personal development concept as beneficial to his own needs.
3. It is gaining attentions in all industries and service provider sectors. In
shipping personnel are working on contract basis and once the contract is
finished, company has nothing to do financially with seafarers.
4. Also it is difficult to retain good people as they can easily attract by the
benefits offered by other companies. It is required to retain seafarers for long
term for the benefit of the company. Different methods and means are
employed by companies to retain the seafarers.
5. Many companies employ the seafarers by paying through out the year. By
putting the seafarers on the same ship or sister vessels in routine he will have
no problem in familiarisation of ship and his job performance will be better.
6. Conducting value added courses helps seafarers in updating their knowledge

and skills this helps him in gaining significant skills and makes him
honoured with the company.
7. Small favours done by company towards seafarers can go a long way in
developing long term personnel relationship between the company and
seafarers.
c. Attitude and motivation development

1. Shipping companies are trying various theories to develop an individuals
attitude and ways to motivate him to perform better by applying techniques
like positive reinforcement, behaviour modification, stress relief etc.
2. It may be in manner of continuous employment in company and on rotation
basis, so that the individual can plan his leave and come back on finishing
his leave, for better prospect and need of money, self esteem, security etc.
3. A persons attitude is influenced by various factors such as his needs, his state
of mind i.e. stress levels, feeling of security, self esteem etc.
4. The most important step before trying to develop an individuals attitude & to
him.
5. The feeling of belonging / incentives, both promotion & monetary wise /
recognition of a job well done etc. go a long way in improving an individuals
attitude & thereby also motivating him to give more to the team.
d. Emergency response
1. By assigning every person on board a particular duty for different
emergencies & also responsibilities, every individual will know exactly what
to do in a given situation.
2. Drills & pre & post drills briefing/debriefings also help the crew members
understand what is expected of them & where they could improve.
3. Drills should be made as realistic as possible & not made a routine that
persons labour through. Different emergencies at different locations should
be practiced so that crew members are exposed to as far as possible all the
emergencies they may be faced with.
4. By doing this the response of the crew members will be swift as they will
know what is expected of them in any given emergency.
5. Also during drills the important of team work is emphasized which
motivates people in acting faster and in an organized manner in any kind of
emergency.
e. Coping With Stress

1. The personnel on board a ship are burned with the magnitude of work due to
reduced crew strength on ships.
2. This along with the fear of doing something wrongly, differences among
various people and lack of sleep may lead to tremendous amount of stress in
the personnel living a way from home for months together compounds this
problem many folds.
3. It is the duty of C/E to ensure that his staffs do not get over stressed. This
can be done by encouraging better in the personnel relations, praising
persons for good jobs done, briefing them how to avoid mistakes and
delegating work so that nobody is overburdened.
4. In addition to all these, talking personally to people, engaging about their
family and other personal matters sometimes helps in keeping the
environment cool and thereby reducing the chance of over stressing.
5. Question
With reference to record keeping onboard, discuss (i) the necessity of
proper filing (ii) efficient control of follow up and verification activities (iii)
accident investigation. Describe a situation onboard, which will highlight
the importance of record keeping of above three cases.
ANSWER:-
a. The necessity of proper filing:-

1. Proper filling and upkeep of records, files and data is very important on
board . Proper filing of a document on board means it should go in a proper
files with proper number and order at proper time.
2. Well maintained , located and arranged system for data, manual, files and
records reflects the officers responsibility and sincerity.
3. To some extent the necessity for proper filling has been very well stated
and forced under various rules, conventions and regulations, i.e. Merchant
Shipping Act 1958 (Part VII, Seaman and Apprentice), ISM code as
amended by July 2010 ( part A, Section 11), Marpol and Solas.
4. The files can be stowed according to the date / month and year concerned.
5. Once a file is maintained in proper order it :-
a) Ensures quick retrieval when required for future reference.
b) Avoids confusion and irritation of work and helps in dealing with PSC,
auditors and Surveyors.
c) Proper filing system look impressive and shows a system in organised.
d) Makes it easy to find quick reference for different works like dry
docking, spares , stores, etc.
b. The Effective control of follow up and verification

1. Follow ups means keeping oneself updated regarding the queries,
requirements, etc and to ascertain the progress of the process.
2. It is very important to keep the initial letter number in case of
correspondence in paper.
3. While using electronic means of communication eg. Email, it is always

beneficial to send all the previous communication s in the present contents
which makes follow ups easier on both sides.
4. When you receive any correspondence it is equally important to verify it by
sending a small note that you have received so and so. If follow up for
queries are kept it makes easy for the replying person and it helps in quick
decision and is time saving.
5. Recording of follow up and verification activities serve as evidence for
closure of a finding in an audit or inspection.
6. Such evidences may be in the form of a record or photographic evidence
and must not only be sent to the party concerned as follow up to their
inspection but also a copy to be maintained on board.
c. Accident / Incident investigation

1. Again , Solas, Marpol 73/78, ISM code and Merchant Shipping Act 1958
has stressed on Accident circumstances and reasons for accidents to be
logged duly, mandatorily and correctly in various logs, records books and
official log book.
2. Accidents/ incidents recorded in various forms acts as evidence in an
investigation .
3. Reporting and recording accident, impacts, losses, circumstances, and
reasons gives a true picture to the third party other than person/equipment /
pollution extent involved.
4. Various question arising from situations are answered effectively in short
time and helps in better planning and control of situation.
5. Following an accident records can be used as means for reconstructing the
series of incidents that led to the accident and helps in future development
and obstructs reoccurrence.
Consider a case of a connecting rod bolt failure on A/E

1. Records have been maintained on board w.r.t. various maintenance
carried out on A/E such as Decarb, date of last renewal of connecting
rod bolts, last crank case inspection . Decarb report ,calibration report
etc.
2. In addiction manufactures recommendation of connecting rod bolt
renewal of connecting bolts at 20000 hrs and service report for
tightening bolts by angle instead of torque wrench have been filed and
complied with.
3. Now, in the event of such accident occurring, all maintenance records
will serve as evidence towards the action taken by ships staff and good
shipboard working practices.
The final investigation report to be filed and maintained on board for the
training and as reference to crew.
6. Question
You as a Chief Engineer are asked by your company to carry out internal
audit of the deck-department under the ISM Code,
How would you carry out the audit & which areas would you lay emphasis
on during the audit?
ANSWER:-
Element 12.1 of Ism code says that internal safety audits have to be
carried out on board and ashore at intervals not exceeding 1 year. As we all
know internal audit can be carried by the auditor belonging to the department
other than the department being audited. So, as a chief engineer I can audit the
deck department provided I should have undergone the training required to be
an auditor.
The Purpose of the audit is not to find faults or blame personal onboard
but to make sure safety management system is implemented effectively on
board in compliance with various rules and regulations.
While carrying out an internal audit a Auditor should check :-
a. Plans / procedures are being followed.
b. Laws and regulations are being followed.
c. Records / Documentations are being maintained to provide adequate and
accurate information.
d. Deficiencies are identified and corrective action taken.
e. Personnel are familiar with the use of SMS.
Prior the audit will collect following information
a. Previous ISM audit report findings and non conformity list , which has
been closed by implementation of corrective action given by the
company.
b. Reports of incident and accidents on board ,since last survey.
c. Ship specific SMC requirement and Company DOC requirements
familiarisation.
d. Type of the vessel, age of the vessel and flag state history.
e. Crew list with senior officers confidential Report history.
After carrying out homework, a guidelines or checklist to be followed to
carry out the audit.
For carrying out internal audit of deck department, first of all opening meeting
with master and other deck officer should be carried out. In the meeting they
should be briefed about the audit, so that Master and chief officer would be
ready with their documents and personnel. Following is the way how I will
carry out the audit:-
A) MASTER:- Audit will be started from Master’s cabin. Master is the overall
in charge of the vessel and implementation of ISM code lies on his shoulders.
He should clearly understand the policies of the company and should be fully
conversant with company’s safety management system. So, following things

should be checked with Master:-
1. He should know company’s responsibilities and authorities as per element 3
of Ism code.
2. He should know how and when to contact DPA and the line of
communication
3. He should be well aware of his responsibilities and authority especially his
overriding authority as per element 5.2. Under same element, it should be
verified that master is evaluating the SMS periodically and sending its
deficiencies to the shore based management.
4. Master’s standing order/ night order book is available and should be sighted.
5. On board training schedule/planner should be sighted.
6. Records of emergency drills should be checked. If possible drills can be
carried out.
7. It should be checked that debriefing is carried out after the drills.
8. Is change of command well documented or not
9. Does safety and management meetings being carried out or not.
10.Under element 9 of ISM code, near miss/ ACHO reports to be sighted.
11.All critical ship board operation and maintenance books should have been
sighted by master
12.All certificates to be checked for validity
13.Verification of last audit report and deficiencies if any
14.Passage planning briefing and debriefing to be checked.
B) AT BRIDGE:- Bridge audit to be carried out with second officer. As in
almost all companies second officer is the navigational officer on board the
ship. Following things to be checked on bridge:-
1. Check if navigational officers on watch understand function of ‘emergency
stop’ and ‘override’ switches on main engine console on bridge.
2. Check whether maneuvering data is posted or not
3. Watch keeping schedule is posted or not
4. Emergency steering change over procedure posted on bridge. Also
instruction for change over from auto pilot to manual should be posted.
5. Carry out lamp test on main engine and steering console
6. Check all navigational lights are in working order from panel
7. Check both forward and aft horns are working
8. First aid kit to be available on the bridge
9. To check if any zone on fire panel is switched off or isolated and if duty
officer is aware of same.
10. To check whether window wiper is working or not
11. To check all navigational equipments are in working order
12. Check for pyrotechniques
13. Check whether general emergency alarm is working
14. Ventilator plan should be always posted on bridge
15. Emergency batteries should be checked for good order. Protective
equipment should be kept near the batteries.
C) AT DECK:- A complete round of deck should be taken and following items

should be checked:-
1. Company policy to be displayed prominently
2. Name of DPA and DO to be displayed prominently
3. All LSA and FFA items to be in place and in good condition
4. Use of PPEs on deck
5. Guardrails/ chains to be rigged around open hatches and walkway
6. Sounding pipe should be secured shut and marked to indicate compartment
7. Cargo and bunker drip trays to be free of oil
8. Flame screens on vent heads to be intact and of correct mesh size
9. Paint and thinners to be kept covered and secured in paint locker and eye
wash available
10.Paint locker to be fitted with a fixed fire fighting arrangement and should be
marked
11.Garbage to be stored in covered, marked, leak proof, non combustible bins.
12.Greasing of open gears to be verified
13.Operation of accommodation vent flaps
14.Galley vents and drip trays to be oil free
15.Condition of windlass/ winch brake lining
16.All deck crane maintenance to be checked. Cut outs to be checked
17.Is the forepeak valve free
18.Is hospital and provision store alarm tested as per policy
19.Remote stops for accommodation and engine room blower to try out.
20.First aid kit available in galley
21.All lubricating points to be clearly marked
D) CHIEF OFFICER:-
1. Check for knowledge and operation of deck hydraulics, steam system
fundamentals and emergency operation
2. Record of rest hour of crew
3. Operation and testing of gas detector
4. Garbage management record
5. Ballast management and record keeping
6. Inspection of deck PMS system and lubricating schedule
7. Inspection of permit to work file
8. Emergency stops for cargo pumps and tank level alarms to be tested
9. Record of continuity test of hoses and operation of P/V valves
10. Record of ODME and ORB part 2 on tankers
E) JUNIOR OFFICERS AND DECK CREW:-
1. Check medical log, resuscitator, medicine chest
2. Familiarity with cargo and MSDS
3. Maintenance on LSA/FFA
4. Lifeboat kits and SCBA bottles to be inspected
5. Flags to be sighted
6. Any person from crew can be called and could be interviewed regarding his
knowledge about company's basic SMS, DPA's name etc.
A closing meeting to be taken after the audit. Any observation or nonconformity
should be written in the report and to be told to the persons concerned. A copy
of the audit will be sent to the company’s ISM cell.
7. Question.
What are the ongoing developments at the IMO with resapect to the
technical and operational measures to be invoked on board ships for
combating green house gas emissions from ships?
ANSWER :-
Mandatory measures to reduce emissions of greenhouse gases (GHGs)

from international shipping were adopted by Parties to MARPOL Annex VI
represented in the Marine Environment Protection Committee (MEPC) of the
International Maritime Organization (IMO), when it met for its 62nd session
from 11 to 15 July 2011 at IMO Headquarters in London, representing the first
ever mandatory global greenhouse gas reduction regime for an international
industry sector.
The amendments to MARPOL Annex VI Regulations for the prevention
of air pollution from ships, add a new chapter 4 to Annex VI on Regulations on
energy efficiency for ships to make mandatory the Energy Efficiency Design
Index (EEDI), for new ships, and the Ship Energy Efficiency Management Plan
(SEEMP) for all ships. Other amendments to Annex VI add new definitions and
the requirements for survey and certification, including the format for the
International Energy Efficiency Certificate.
EEDI and SEEMP are the two major instruments that form IMO’s
package of technical and operational measures for the reduction of the GHG
emissions for shipping.
TECHNICAL MEASURES:-
The most important technical measure is Energy efficiency design index
(EEDI) for new ships and it aims at promoting the use of more energy efficient
(less polluting) equipment and engine.
EEDI is a number accounting for the amount of CO2 generated per tonne-mile
of cargo carried. The EEDI requires a minimum energy efficiency level per
capacity mile (e.g. tonne mile) for different ship type and size segments. It is
expressed in grams of CO2 per ship's capacity mile. A smaller EEDI means a
more energy efficient ship design.
CO2 emission
EEDI = -------------------
Transport work
The CO2 emission represents total CO2 emission from combustion of fuel at
design stage, including propulsion and auxiliary engine taking into account the
carbon content of the fuel in question. If some innovative energy efficient

technology or non conventional source of energy is used on board, the energy
saved by these means will be deducted from total CO2 emission, based on
actual efficiency of system.
Transport work is calculated by multiplying the ship's capacity as designed (
dead wt. for cargo ship and gross tonnage for passenger ship) with the ship's
design speed measured at maximum design load condition.
OPERATIONAL MEASURES:-
Ship energy efficiency management plan ( SEEMP) is an operational measure
that establishes a mechanism to assist a shipping company and/or a ship to
improve the energy efficiency of its ship operation in a cost effective manner.
The success can be achieved by 4 steps:-
1) Step 1- Establish a baseline. It is important to examine data, tools and
processes in order to determine a credible baseline from which goals, plans and
actions all grow.
2) Step 2-- Identify improvement potential. Identify how much you can save.
What initiatives you need to take to realize the improvements.
3) Step 3- Implement and monitor. Put the plan into action and track
performance using variety of established system.
4) Step 4- Evaluate and update. The progress of the different improvement
initiatives should be regularly followed up by responsible person with the
assessment of performance used to modify future goals.
The IMO has set target for the reduction of GHG emission in different
phases. The CO2 reduction level for first phase is set to 10% and it will be
tightened every 5years.IMO has set reduction rates until the period 2025 to
2030 when a 30% reduction is mandated for most ship types calculated from a
baseline representing the average
8. Question
The vessel of which you are Chief Engineer suffers grounding. Write a
report to be forwarded to the Superintendent of the company about the
surveys and inspections subsequently carried out when the vessel was dry-
docked in a foreign port.
9. Question
Explain in detail the significance of propeller curves to a chief engineer
Enumerate the propeller safety margins in relation to the chief engineer.
July 2012
1. Question
Your vessel where you are posted as a Chief engineer is about to enter dry
dock. State the co-ordination and information exchange necessary with the
master of the vessel for successful entry. Also list the necessary preparation
you would make along with delegation of duties to the engineers of the
vessels. Enlist the inspection and co-ordinations you will make with dry
dock authorities for successful coming out of the dry dock.
ANSWER :-
Dry Docking is one of the most important activity that a vessel may come
across. It is very costly affair too. Hence good planning to be carried out in
advance.
Prior entering the dry dock the chief engineer should co-ordinate and
exchange the following information for successful entry
1. Class, survey and statutory requirement
2. ROB of bunker and lubes fresh water, etc to the informed to the master.
3. Scope of work in Dry dock categorising especially time required , shore
gang required, work that is to be done by engine room and dock staff.
etc.
4. Any requirement for pumping of black water, oil sludge to reception
facility and its arrangements.
5. Will check for basic requirements such as Dock's planning, Water supply
Air supply, Electric Power supply.
6. Spare requirements as to what all spares have arrived and what will be
arriving.
7. List of survey items to be submitted.
8. Will Provide the necessary information with regards to Dry dock plan and
steel plans
9. Check painting requirement for hull and advise master accordingly for
10.Any special requirements like , covering of vents , opening of tanks when
grit blasting is performed.
11.Communicate with master as to be in touch with company regarding any
new requirements which ship will be fulfilling after dry dock. i.e. to fulfil
any compliance towards statutory requirements.
12.Coordinate with the master as to required Trim and list and put across
necessary FO and FW tank in use as advised by him.
13. A pre docking tank cleaning and line washing plan to be informed by
master to Chief engg who in turn will co ordinate with the 2nd engg. to
mobilise the resources to carry out the operation.
14.Any rules laid down by yard should be informed to ship personnel by
master.
15.All refit requirements to be submitted as stated with appropriate data e.g.

pipe repair material, location, staging required etc.
16.If any changes to be made in the emergency teams in the dry dock should
be well consulted before dry dock.
17.To enhance the positive stability all slack tanks, and subsequent free
surface effects should either 'pressed up' or alternatively pumped out if
possible.
18.Any repair list should be completed and kept readily available to hand
over to the dock authorities.
Delegation of duties to engine room staff
1. C/E and 2/E who are the management personal of the E/R dept to make
rough plan to delegate responsibilities of various job to be carried out to
personal considering the ability.
2. The preparedness will include training session as to how to change over
the machines for long lay off, eg. Changing over to M/E , A/E and boiler
to DO, changing over to shore power, SW for fridge and A/C plant .
Method of sewage disposal.
3. Delegate responsibilities of arranging the spares as they arrive
4. Personal to prepare tags for various valves with job nos. And fix them on
the valves.
5. All safety aspects discussed and safety precautions to be followed. Ensure
safety standards of dock workers and request them to stop when you feel
something they are doing is unsafe, correct them if required.
6. A day to day work report to be made and discussed to check weather all
jobs proceeding as per schedule or there is some delay, if so then look
into the same.
7. C/E and 2/E to coordinate and divide various surveys which they will
oversea.
8. Train staff towards interpersonal conflicts among themselves shore staff
at any time.
9. 2/E to check and prepare required special tool and calibration
equipments.
It is extremely important to maintain a checklist of things and procedure to

be done before undocking and not to miss any vital point which will lead to
delay in undocking. Following things must be checked by a responsible
engineer and deck officers before water is filled up in the dock:
1. Check about plan of dry dock and ensure that the repairs assigned under
their departments are completed successful with tests and surveys are carried
out.
2. Check rudder plug and vent and also check if anode are fitted back on
rudder.
3. Check hull for proper coating of paint; make sure no TBT based paint is
used.
4. Check Impressed Current Cathodic Protection system (ICCP) anodes are
fitted in position and cover removed.
5. Check Anodes are fitted properly on hull and cover removed (if ICCP is not
installed).
6. Check all double bottom tank plugs are secured.
7. Check all sea inlets and sea chests gratings are fitted.
8. Check echo sounder and logs are fitted and covers removed.
9. Check of propeller and rudder are clear from any obstruction.
10.Check if anchor and anchor chain is secured on board.
11.Check all external connection (shore water supply, shore power cables) are
removed.
12.Check inside the ship all repaired overboard valve are in place.
13.Secure any moving item inside the ship.
Check sounding of all tank and match them with the value obtain prior entering
the dry dock.
14.Check stability and trim of the ship. Positive GM should be maintained at all
time.
15.If there is any load shift or change in stability, inform the dock master.
16.Go through the checklist again and satisfactory checklist to be signed by
Master.
17.Master to sign authority for Flood Certificate.
18.When flooding reaches overboard valve level, stop it and check all valves
and stern tube for leaks.
19.Instruction to every crew member to be vigilant while un-docking.
2. Question
With respect to survey and certification state the circumstance which may
lead to suspension or withdrawal of class and explain the following terms
used by the classification societies.
Anniversary date.
Condition of class.
Window period for survey.
Memoranda.
Addition note.
Statutory recommendation.
ANSWER:-
The class may be suspended either automatically or following the decision of

the Society under any of the following circumstances
1. The class of a vessel will be automatically suspended from the expiry date of
the Certificate of Class if the special survey has not been completed by the
due date and an extension has not been agreed to, or the vessel is not under
attendance by the Surveyor with a view to complete the surveys prior to
resuming service.
2. The class of a vessel will also be automatically suspended if the annual,
Intermediate survey becomes overdue.
3. When the surveys relating to specific additional notations of hull or
equipment or machinery have not been complied with and thereby the ship is
not entitled to retain that notation, then the specific notation will be
suspended till the related surveys are completed.
4. The class of a vessel will be subject to a suspension procedure if an item of
continuous survey is overdue at the time of annual survey, unless the item is
dealt with or postponed by agreement.
5. The class of the vessel will also be subject to a suspension procedure if
recommendations and/or conditions of class are not dealt with by the due
date or postponed by agreement, by the due date.
6. The class of a ship is liable to be withheld or, if already granted, may be
with drawn in case of any non-payment of fees or expenses chargeable for
the service rendered.
7. The class may be automatically suspended when it is found that a ship is
being operated in a manner contrary to that agreed at the time of
classification, or is being operated in conditions or in areas more onerous
than those agreed.
8. The class may be automatically suspended when a ship proceeds to sea with
less freeboard than that assigned, or has the freeboard marks placed on the
sides in a position higher than that assigned, or, in cases of ships where
freeboards are not assigned, the draught is greater than that assigned
9. The class may be automatically suspended when the Owner fails to inform
the Society in order to submit the ship to a survey after defects or damages
affecting the class have been detected
10.The class may be automatically suspended when repairs, alterations or
conversions affecting the class are carried out either without requesting the
attendance of the Society or not to the satisfaction of the Surveyor.
The Society will withdraw the class of a ship in the following cases:
1. at the request of the Owner

2. when the causes that have given rise to a suspension currently in effect have
not been removed normally within six months after due notification of
suspension to the Owner
3. when the ship is reported as a constructive total loss

4. when the ship is lost
5. when the ship is reported scrapped.
Anniversary date :-
Anniversary date means the day and month of each year corresponding to the
expiry date of the classification certificate.
Condition of class.
Possible deficiencies shall normally be rectified before the renewal survey is
regarded as completed.
The Society may accept that minor deficiencies, recorded as condition of class,
are rectified within a specified time limit, normally not exceeding 3 months
after the survey completion date.
The survey time window is the fixed period during which the annual and
intermediate surveys are to be carried out.
Memoranda.
Other information of assistance to the surveyor and owners may be recorded as
‘memoranda’ or a similar term. They may, for example, include notes
concerning materials and other constructional information. A memorandum
may also define a condition which, though deviating from the technical
standard, does not affect the class (e.g. slight indents in the shell which do not
have an effect upon the overall strength of the hull or minor deficiencies, which
do not affect the operational safety of the machinery).
In addition, memoranda could define recurring survey requirements, such as
annual survey of specified spaces, or retrofit requirements, which have the de-
facto effect of conditions of class.
Addition note.
Each of the Classification Societies has developed a series of notations that may
be granted to a vessel to indicate that it is in compliance with some additional
voluntary criteria that may be either specific to that vessel type or that are in
excess of the standard classification requirements.
Class notations are assigned to vessels in order to determine applicable rule
requirements for assignment and retention of class.
‘Recommendation’ and ‘Condition of Class’ are different terms used by IACS
Societies for the same thing, i.e. requirements to the effect that specific
measures, repairs, surveys etc. are to be carried out within a specific time limit
in order to retain class.
3. Question
A ship on which you have joined as chief engineer is scheduled to be put in
active service after major lay up and necessary repairs state the
preparation and trial you would conduct prior offering the ship to the
surveying authorities for survey and inspection.
ANSWER:-
1. Since the ship was in major lay up and necessary repair have been done, to
put it in active service, a reactivation survey is to be carried out to restore a
laid up vessel to active class status.
2. The primary objective of the reactivation survey is to ensure that the vessel
is fit as per requirements to proceed on intended voyage.
3. Hull and outfit :- A dry dock survey is required depending on the date of last
DD survey and period and condition of lay up an underwater inspection may
be permitted in lieu of the DD.
4. If the following significant repair are carried out to main or auxiliary
machinery or steering gear, consideration is to be given to a sea trial
a) The welding works for cracks of frame or bed plate of main engine and/or
prime mover for main generator.
b) Renewal or repair of crankshaft of main engine as well as D.G.
c) Repairing work done for camshaft/camshaft driving device of main engine
as well as D/G.
d) Renewal or repair works of main parts of main engine and/or D/G.
e) Repairing work for power transmission system of propulsion shafting
system.
f) Repairing work done for propellers.
g) Repairing work done for boiler plates.
h) Any other significant repairs done
The extent of sea trail and survey items depend on the discretion of attending
surveyor in addition to consideration of contents of the repairing work.
5. In addition , the items to be inspected includes
a. Anchor and chain cables, chain stopper , chain locker pumping

arrangements.
b. Anchor windlass and mooring winches load tested and roller fairleads.
c. Cargo and machinery space bilges and their pumping arrangements.
d. Random cargo tanks, pump room, cargo piping.
e. All items under load line such as water tight doors, E/R sky light, fire
dampers, ventilators and their closing devices, etc.
f. Peak tanks, random ballast tanks and their s pumping system.
g. General examination and testing of ships whistle, internal communication

system, general alarms systems, steering arrangements and control and
navigational lights.
h. Examination of fire protection and fire extinguishing system, examination
of life saving appliances.
i. Examination and servicing of ship radio installations, gyro, radar,
navigational aids etc.
j. Tank ventilation arrangements including closing devices, flame arresters
and PV valves.
6. Machinery inspections
a. Boilers, heat exchangers and piping systems to be drained and cleaned of

inhibitors and then inspected and tested under operating conditions.
b. Engine LO, Stern tube LO and S/G hyd oil to be tested for contamination
or chem. Degradation and flushed and renewed if required.
c. Thrust bearing , intermediate bearing and their lubrication arrangements to
be checked.
d. Diesel engine and associated gears and their lubrication arrangements to
be opened and examined for corrosion, wear, damage, tensioning etc.
Crank shaft deflection to be recorded and protective trips/ alarms to be
tested.
e. All essential auxiliary machineries to be tested and their protective devices
verified.
f. All piping systems to be examined under pressure and pressure relieving
arrangements verified.
g. All connections to sea and their valves and stub pieces examined.
h. All Fire fighting arrangements including fire pumps to be tested.
i. Emergency generator to be tested and load test verified.
7. Electrical and control circuits
a. Insulation resistance of all power and lighting circuits with generators ,

motors and switchgears to be tested and dealt with if necessary.
b. Generator to be tested under operating condition ,switches Circuit
breakers and protective devices such at reverse power, OC relay,
Preferential trip s etc verified.
c. All Essential control system and monitoring instruments and Emergency
shut off to be verified.
8. Documentations and Certifications:-The validity of the various Trading and

Statutory certificates to be checked and updated or renewal survey to be
carried out, as necessary.
9. Additional items to be considered
a. Possible corrections or revisions in international conventions

requirements.
b. Necessary supplies, spares and consumables.
c. Internal corrosion removal and recoating.
d. Mooring lines and Cargo gears.
e. Gangways and Boarding ladders.
4. Question
form provision for PSC.
ANSWER :-
a. All ships engaged in commercial trading need to be registered on country

state” it is the duty of the flag state to ensure all its ships flying their flag
is safely constructed, equipped and maintained as per relevant regulations
of IMO and ILO.
b. But ship trade internationally and have to call at various ports all over the
inspection of ships by flag state to ensure compliance with rules
regarding safety, maintenance, manning etc impossible so it is imperative
that ships must be inspected at various ports to ensure compliance. This is
termed as port state control(PSC).
c. Port state control inspection is an inspection program under which all
countries work together to ensure that all vessels entering their waters are
in compliance with strict international safety and Anti-pollution
standards.
d. All countries involved in inspecting ships will share their findings with
each other. The ships that are found to be in violation of laid down
standards are detained in port, until their deficiencies have been rectified.
e. The objective of PSC is to detect and discourage owners from operating
substandard ships that endanger not only the ships crew and the port, but
also the environment.
f. PSC inspection helps to minimize the threat to life, properly and the
g. The fundamental aim of the PSC is to supplement the inspections by the
flag state and eliminate sub-standard ships in order to ensure safer ships
and cleaner oceans it includes boarding, inspection, remedial action and
possible detention under the applicable conventions.
h. The key elements of PSC are

(normally 25 %).
e) Mutual agreement with various neighbouring states for better
surveillance.
i. Port state control can be applied not only to those countries, who are
party to the convention but also to the ships that fly the flag of a state that
has not rectified a convention. Thus no ships are exempted from
inspection because the principle of no more favourable treatment applies.
j. Any state may also in act its own domestic laws and impose additional
nation al rules and regulations on foreign ships entering its water
USA for example has enacted the oil pollution act 1990 (OPA 90) which
makes it mandatory for tankers to have double hull or equivalent
protection against spillage for entry into any us port.
are as follows.
SOLAS 74
control
MARPOL 73/78
LOAD LINES 1966

d) Limitation on the draft, to which a ship on its international voyages is to
be loaded.
e) Ensure adequate stability.
f) Provisions to determine freeboard of tankers.
STCW 95
Tonnage 1969
Ar ticle 12:- Verification of Tonnage certificate
Although the tonnage convention is not a safety convention the revision A787
(19) has laid down the guidelines for port state control.
5. Question
Illustrate the salient features factors for on board training and standards of
competence as laid down on STCW 95 chapter III. Under line the specific
roles a chief engineer needs to perform towards necessary satisfactory
training of engine room personnel. Under these parameters what will be
criteria for evaluating competence for on board training by a chief
engineer.
ANSWER:-
STCW 95 chapter III deals with standards required for engine room personnel
under different capacities
 Chapter III/1 deals with mandatory minimum requirements for certification
of officers in charge of an engineering watch in a manned engine-room or
designated duty engineers in a periodically unmanned engine-room.
 Chapter III/2 and III/3 deals with minimum standards required for chief
engineer and second engineer officer for main propulsive power of 3000 KW
or more and between 750 KW and 3000 KW respectively.
 Chapter III/4 deals with standards required for serving as engine room rating.
As per STCW 2010
 Regulation III/5 deals with minimum requirements for certification of ratings
as able seafarer engine in a manned engine-room or designated to perform
duties in a periodically unmanned engine-room.
 Regulation III/6 deals with minimum requirements for certification of
electro-technical officers
 Regulation III/7
Mandatory minimum requirements for certification of electro-technical

ratings
On Board Training
Every candidate shall follow a approved onboard training which:
a) Ensures that during the required period of seagoing service the candidate
receives a systematic practical training and experience in the tasks, duties
and responsibilities of an officer in charge of an engine room.
b) Is closely supervised and monitored by an qualified and certified engineer
officer on board the ships in which the approved seagoing service is
performed.
c) Is adequately documented in a training record book.
Standards Of Competence
STCW 95 has very clearly specified the standards required under various
capacities CH-III has divided the competency into four functions
Chapter III / 1
Every candidate requires to demonstrate the ability to undertake various tasks,
duties and responsibilities in the following field at the operational level.
 Marine engineering
 Electrical, electronics and control engineering
 Maintenance and repair
 Controlling the operation of ship and care for persons onboard
Chapter III/2 and chapter III/3
These gives the standards required by chief engineer and second engineer
officer under different range of propulsive power, it basically gives the standard
to be followed at management level with more importance given to
 planning of job
 making sure all safety procedures are followed
 trouble shooting
 developing emergency and damage control plans
 organizing and managing crew
Chapter III / 4
This gives the basic standards of competency expected of engine rating
 Their strength to understand orders.
 Basic knowledge of common terms used in engine room.
 Engine room alarm systems especially fire alarms.
 knowledge of emergency duties.
 Emergency escape routes etc.
Chapter III / 6
Every candidate for certification as electro-technical officer shall be required to
demonstrate the ability to undertake the tasks, duties and responsibilities in the following
field at the operational level.
a. Electrical, electronic and control engineering
b. Maintenance and repair
c. Controlling the operation of the ship and care for persons on board
Chapter III / 7
Every electro-technical rating serving on a seagoing ship powered by main
propulsion machinery of 750 kW propulsion power or more shall be required to
demonstrate the competence to perform the functions at the support level.
Role of C/E towards satisfactory training of engine room personnel

Chief engineer must establish a training programme on board ship, he should
1. Break down various jobs into duties, tasks subtasks
2. Establish priority of tasks.
3. Define performance standards for each task.
4. Identify preferred mode of learning.
5. Collect date on profile of trained personnel.
6. Give trainee a chance to work independently at the same time supervise his
work constantly.
7. Identify constraints like language, lack of training etc.
If trainee is found to be lacking in knowledge in some areas the chief
engineer must discuss his weakness with him and must try to give him a chance
to improve upon. If the trainee needs formal training in some fields then chief
engineer must request for shore based training of the person concerned.
Evaluating competence for onboard training

The criteria for evaluating competence for onboard training of engine room
personnel is given in column 4, of tables A-III/1, III/3, III/4. Some of the
criteria are:
1. Identification of important parameters and selection of material is
appropriate.
2. Use of equipment and machine tool is appropriate and safe.
3. Selection of tools and spares is appropriate.
4. Dismantling, inspecting, repairing, and re-assembling are in accordance with
manuals and good working practices.
5. The conduct, handover and relieving of ‗watch‘ confirm with the accepted
principles and procedures.
6. Safety measures for working are appropriate
7. A proper record is maintained of the movement and activities relating to the
ships engineering systems.
8. Communications are clearly and well understood in accordance with
established rules and procedures to ensure safety of operations and to avoid
environment pollution.
9. The causes of machinery malfunctions are properly identified and actions are
designed to ensure overall safety of the ship and plant.
10.Procedures for monitoring shipboard operations and ensuring compliance

with MARPOL requirements are fully observed.
11.The type and scale of emergency is properly identified and emergency
procedures are followed as per plan.
12.Actions in responding to abandon ship and survival situations are
appropriate.
13.Legislative requirements, relating to SOLAS and MARPOL are correctly
identified.
On the basis of these guidelines and evaluation criteria, the competency of
onboard training can be evaluated.
6. Question
As a chief engineer describe the procedure you employ for bunkering at
a port for ascertaining and receiving correct grade and quantity of oil
from shore supplies. In case of dispute regarding L.O/F.O received,
describe the actions you would take in these circumstances. What are the
applicable provisions under MARPOL 73/78 annex VI regulations.
ANSWER:-
Before bunkering operation chief engineer should plan in the following

way:-
1. He should calculate and check which tanks are to be filled once he receives
confirmation from the shore office about the amount of fuel to be received.
2. Ensure bunker checklist is complied with before the operation.
3. Pre-bunker meeting between members of bunker team is conducted prior the
operation and the whole process regarding tanks to be filled, sequence of
filling, contingency plan etc. should be discussed about
4. When accepting the bunkers from a barge or terminal, the C/E should always
check the local suppliers documents to make certain that the bunkers supply
confirms in terms of quantity/fuel specification what has actually been
ordered.
5. The flash point, viscosity and other characteristics of fuel supplied should be
checked to ensure that fuel is suitable for the vessel and the specification of
bunker to be supplied is as per ISO 8217.
6. The C/E or his representative should check the bunkers do not contain
unacceptable percentage of water contamination the maximum allowed
water content is 0.05% for gas oil,0.25% for L.O and 1.0% for fuel oil.
7. The chief engineer and barge master should check the security of hose
coupling on the bunker barge and receiver’s vessel and should agree upon
pumping rate.
8. Barge master should show valid hose pressure testing certificate to the chief
engineer.
9. New bunkers should be segregated from the old bunkers on board as far as
possible, if bunkers have to be mixed a compatibility test to be done.
10.The sampling flange should be correctly fitted in place and sample should be
a representative sample of the total delivery and ideally taken from by drip
feed.
11.After bunkering sample bottles to be sealed, dated and signed by both
parties, four samples to be taken – one each for ship, barge, lab analysis and
MARPOL sample.
Ensuring correct/delivery
1. It is the ship staff responsibility to ensure that the actual received quantity is
as per the ordered quantity. C/E or his representative should check barge
sounding before and after pumping, then have to verify that actual quantity is
received after using calibration tank tables with taking account of
temperature variations.
2. Flow meters should be checked before and after bunkering, flow meter
reading can be converted into metric tones by using product’s specific
gravity and adjusting for temperature corrections.
3. At the same time all records of volume, temperature, trim, list no. of tanks on
ship which are full or empty should be recorded and total quantity on ship
should be noted before and after bunkering.
4. Normally up to 1% discrepancy in quantity is tolerated and if exceeds ‘letter
of protest’ must be written by master and an independent surveyor to be
called for investigation. The letter of protest should be called by both the
parties.
5. This letter of protest should be delivered to supplier at the time or
immediately after completion of bunker, in the absence of which, any claim
or complaint shall be deemed absolutely waived.
6. The master of bunker barge can also raise a letter of protest if he disagrees
with the alleged shortage. As per standard BIMCO bunker clause, within 15
days of delivery of such fuel and letter of protest handed over to supplier as
aforesaid, the customer must submit to the company a formal claim in
writing specifying precisely the extent of short delivery.
7. If bunker figure received are satisfactory the bunker delivery note(BDN)
should be checked to ensure that the information is included as per
MARPOL annex VI regulation 18
a) Name and IMO number of receiving ship
b) Port
c) Date and time of commencement of delivery
d) Name address and telephone number of marine fuel oil supplier
e) Product name
f) Sulphur content ISO 8217
g) Quantity in M.T ISO 3675
h) Density at 15 deg centigrade
Bunker quantity disputes can arise due to

1. Measured volume of barge is different from BDN
2. Measured volume for barge is different from ship’s figure
3. Weight of bunkers delivery note calculated with incorrect density
4. High water content
5. Cappuccino bunker (air foam in bunkers)
Bunker quality disputes

1. C/E should take care to ensure that bunkers supplied matches with
specifications as per ISO 8217
2. To ascertain about the quality of bunker, it is necessary to take the samples
in prescribed manner. The sample should be divided into 4 or 5 subsamples.
Out of these one should be sent to laboratory for analysis by the ship. The
supplier has the duty to provide ship with MARPOL sample and the seal
number of this must be recorded in the BDN, along with seal numbers of
other samples.
3. If the ship’s sample report comes and it shows bunker to be of lower quality
or not as per specification, ship staff should tender a complaint regarding
quality.
4. As per BIMCO standard bunker clause this complaint should be tendered
within 30 days of delivery. After receiving the complaint the supplier will
send their sample to laboratory and will match its result with ship’s one.
Otherwise both can choose an independent laboratory for testing the sample.
5. BDN should be maintained for 3 years
6. C/E should record all relevant information that can lead to machinery
damage due to poor quality fuel
7. One set of ship’s sample should be retained on board for further
investigation and litigation.
8. If there is dispute with regard to quantity and quality following should be
done
a) Records of initial tank soundings, oil transfer details final tank
sounding should be maintained
b) Location of tanks where suspected bunkers have been used
c) Ullage sheets and bunker delivery receipts to be preserved.
d) Bunker samples to be preserved
e) ‘Note of protest’ deck and engine logs must be preserved
f) A record of chief engineer and crew members involved in bunkering
operations to be maintained
g) Name of those present at the time when bunkers samples have been
taken
h) The crew members involved in correcting any problems with
substandard bunkers
i) Owners must be notified promptly
Applicable provisions under MARPOL annex VI are

Regulation 13 – nitrogen oxides (NOx)
For each diesel engine of 130 KW or more shall be complied with NOx
emission criteria
The NOx limits(as calculated as NO2) as follows
i. 17.0 gm/KW-h when n< 130 rpm
ii. 45.0 X n -0.2 gm/KW-h when n>130 and less than 2000 rpm
iii. 9.8 gm/KW-h when n> or equal to 2000 rpm (n= rated engine speed)
The fuel contains more nitrogen can attribute to exceed such limit when using
fuel composed of blends from hydrocarbons derived from petroleum refining
test procedure and measurement methods shall be in accordance with the NOx
technical code
Regulation 14 – sulphur oxides(SOx)
a) The sulphur content of any fuel used on board ship shall not exceed 3.5 %
m/m
b) In SECA areas, sulphur content of the fuel used does not exceed 1% m/m
Regulation 18 – fuel oil quality
The fuel oil used on board for combustion purposes shall be
i. Free from inorganic compounds
ii. Free from added chemicals substances
a) Which are harmful to personnel
b) Jeopardizes the safety of ships/machinery
c) Contributes to additional air pollution
 BDN – to be retained for 3 years
 MARPOL sample – to be retained for one year
 Local supplier – register
7. Question
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 equipment’s 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
a. Resistance as most of us avoid in our daily life is also true for a ship.
Resistance on a ships movement comprises of frictional resistance and
residual resistance.
b. In general ships frictional resistance is a function of density of water,
hull roughness and length of the ship.
c. Other resistance is residual resistance which is due to wake forming
tendency, caused due to the movement in water and shape of the ship.
d. Thus total resistance equals FRICTIONAL RESISTANCE + RESIDUAL
RESISTANCE. So as far as ship’s hull condition is concerned frictional
resistance plays a very important role. It could be up to 70% of total
resistance in a badly fouled ship.
e. Thus it is very important to keep the hull clean. Hull can be cleaned by
several methods while the ship is afloat but majority of these are not
effective in long term run. Hence regular dry docking is the best solution.
f. It is found that ship fouling pattern is not very regular. As shown in
(speed/power) graph, it may be very slow in initial stages or may be very
standardized in the initial years but in over a period of time it becomes
very ―stiff are very fast.
g. In order to meet the very stick charter party alarm a ship must have a very
good and smooth hull surface
h. Factors responsible for fouling of the hull are as follows:
Use of improper techniques in applying paints, Poor quality of applied paint,
Long port stays/or at rest, Damaged hull surface, Poor maintenance of hull
protecting system such as ICCP, Poor ship design increasing resistance in
water.
i. Thus appropriate measures should be taken for the above mentioned
points and a good surface should be prepared prior applying the approved
quality of paint. Speed and power graph also indicates that the engine
may be thermally overloaded with a badly fouled hull resulting in a
decrease of the operating life of machinery parts causing frequent
breakdown and coating very heavily on shipping companies.
j. Antifouling paints of approved type and a well maintained antifouling
system plays an important role in ships regular operating period between
dry docks.
Rr
Clean Foul
resistance speed
Rt
Rf
speed power
2)Weather Condition
1. Ships are designed and constructed to withstand the forces of nature up to a
certain extent for a certain time. Depending upon the area of trading weather
conditions keep changing and also the condition of the sea.
2. Seasons such as summer, winter or monsoons of extreme nature are very
common in the trade of shipping. If climatic conditions/weather conditions
are favourable it may result in a +ve slip i.e. the ship travels more than the
distance given by the engine and vice versa with a bad or heavy weather
condition it may result in a –ve slip resulting in a extra fuel consumption due
to higher power demands and overloading of engines.
3. Good judgement and regular updates regarding weather conditions help the
master in closing a route to avoid adverse weather condition. This may result
in less full consumption in long run.
4. Engine manufacturer guidelines should be strictly followed in severe
weather conditions. Governor load index, hunting, R.P.M, scavenging air
limit torque limits must be taken into account to avoid thermal and
mechanical overloading of the engine. Thus these guidelines can be kept in
mind for keeping fuel consumption within limit.
5. Effect of humidity plays a important role and is also important as it reduces
the NOx limit. Humidity effects the density of charge air, development of
power heat release more temperature in a unit and exhaust temperature.
3)Maintenance Of Different Elements In Fuel Oil System

1) Although the condition of the hull and weather play a significant role in
regulating fuel consumption, elements which directly control fuel have a
proportional relation to the consumption of fuel.
2) It is meant that if parts or equipments used are in good condition then lot of
fuel can be saved for example fuel injectors, fuel pipes, fuel pump and VIT
RACK shock absorber if maintained in a good way in regular inspection and
overhaul problems of fuel leakages can be minimized.
3) Similarly pipe joints, V/V glands booster pump section or any fuel oil
leakage in fuel oil system if attended immediately also improve the safety of
the ship.
4) Proper temperature of fuel supplied to the engine should be maintained for
optimum efficiency.
5) Operation of purifier and performance should be regularly checked resulting
in less over flow of oil.
6) V.I.T. mechanism and fuel control rack and its connection with governor
must be lubricated periodically to eliminate sluggishness and wear and tear.
4) Damage to the propeller blades

a. Propeller blades can be damaged/ rough for a number of reasons. They
invariably become rougher during service as a result of cavitations damage
to the metal surface itself, calcium deposits, mechanical damage and marine
fouling, including slime, algae, barnacles, tube worms and other marine
organisms as with the ship’s hull in general.
b. Although the surface area of the propeller is minuscule when compared to
that of the entire hull, the effect of a rough propeller or Damaged propeller
on the vessel’s fuel consumption is comparatively large.
c. On the other hand, the cost of remedying a rough propeller compared to that
of remedying a rough hull is very slight. Thus remedies for a rough propeller
are not only simple and quick to execute, they also represent a fast, high
return on investment.
d. Propellers can be cleaned or polished in the water or in dry dock.
e. Economically, the fuel saving from the more frequent cleaning of a propeller
before it has become seriously fouled and rough greatly outweighs the cost
of the cleaning itself. This propeller cleaning can be combined with a general
hull inspection by divers making it even more economically viable.
f. Physical damage mostly causes vibration. The solution in this case is to trim
the blades equally to remove the damage and achieve proper balance, and
reduce excessive cavitations. But this should be done carefully as bad
trimming can result in even worse problem.
There are 3 types of modification:-
a) Diameter reduction:- Easily and inexpensively performed underwater, this is
the usual method for increasing RPM and balancing the ratio. The blade tips are
cropped and faired.
b) Pitch reduction:- This involves twisting of blades and can only be accurately
done in a workshop as blades need to be heated to prevent cracking. Although
more expensive this is most effective modification as there is no loss of blade
material. It is ideally suited to blades smaller than 4,000 mm diameter.
c) Trailing edge modification:- This is achieved by either bending the trailing
edges or by cutting them. Both operation can be performed in water and can
achieve an effect on the RPM of approximately 5%.
8.Question
and actions you would take as C/E prior to the commencement of voyage
ANSWER:-
i. The different types of charter parties are :-
a) Voyage Charter
b) Time Charter
c) Bareboat Charter
ii. In case of a voyage charter and time charter, it is the responsibility of

owner to take care of ships propulsion machinery and other machineries
on board.
iii. Prior taking a ship on charter following things (but not limited to ) are
taken in to consideration by the charterer:
c) Description of the vessel name, flag, ownership, class, gross and net
tonnage, cargo capacity and horsepower etc.
d) Speed and fuel consumption in function of determined weather
conditions (in good weather & smooth water).
iv. Apart from propulsion machinery the charterer can also ask for
following reports:
k) Aux. eng. fuel consumption per day
l) Conditions of hatches/tanks
m) Boiler fuel consumption
n) DO cons. in IGG (gas ships)
o) Cargo machinery
p) Mooring & windlass
q) Navigation
r) General condition of vessel
s) Vetting inspection defect list
t) CAP survey reports of hull and machinery
v. Time charter has a major concern in speed of the ship and fuel
consumption as it determines the time period between ports and also the
expenses to be incurred on fuel in the voyage.
vi. Time Charter means a vessel is to be operated for a period of time
under charter without undertaking either the financial commitments of
ownership or responsibilities of navigation and management of vessel.
vii. Minimum speed agreed in charter party has to be achieved and any
deviation in case of speed or fuel consumption if any, then the owner
has to pay compensation to the charterer.
viii. Voyage charter has stipulated laycan so in order to meet that a
minimum agreed speed has to be achieved/maintained during the
voyage otherwise charterer is entitled to reject the vessel and cancel the
charter.
ix. In case of any breakdown :
(a) In case of voyage charter in breakdown if laycan is not met i.e. at agreed
time if the vessel is not presented at agreed port or place, the charterers are
entitled to reject the vessel and cancel the charter.
(b) In case of time charter, loss of time is governed by the so called off hire
clause. This clause provides that time charter shall not be required to pay
hire for such time as is caused by breakdown of machinery or repairs.
(c) In case of bareboat charter all responsibilities regarding navigation,
propulsion and maintenance of shipboard machinery remains with charterer
itself.
x. For delivering the cargo at agreed terms and conditions in charter party,
other machinery also play vital role.
If too much unforeseen machinery breakdown have occurred and ship
cannot meet with the scheduled date, a chief engineer on board should
undertake following options and actions:
6. In case of time charter a period of 48 hrs is allowed for the ship owner per
year to carry out maintenance jobs on boiler and main engine. So in case the
breakdown is on ME or boiler, the C/E must ensure that maintenance is
carried out within the stipulated time by charter party.
7. To expedite the work, the option of making two teams to work on ME can be
considered in that when one group is working the other can take rest and
work goes on continuously till the job is over, to ultimately avoid the
possibility of off-hire vessel.
8. Motivate the crew and engineers and be a part of team. This will be an
encouraging factor to all and work can be done efficiently and effectively.
9. Appreciate and encourage the crew and engineers.
10.If the breakdown is not over within time
d) Speed of ship may be increased within safe limits. This should be done in
consultation with the company because increase in speed increases fuel
consumption which may deviate from that mentioned in charter party.
e) The load on diesel generator should be reduced if possible to compensate
for increase in fuel consumption.
f) After discussion with master the course of ship may be altered keeping in
mind the safety of ship.
g) A more vigilant watch must be kept on the machinery to avoid further
breakdowns and engine room to be manned at all times.
JUNE 2012
1. Question
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:-
To,
Mr. ………..
The superintendent
……….. company
Subject:- Major NC awarded during SMC audit
Good day sir,
This is in reference to earlier report number ………….. in which
you have received the list of major NCs awarded to this good vessel during
SMC audit. I would like to suggest the steps which should be taken for early
sailing of vessel. Following are the list of NCs and their remedial :-
1) LIST OF UP TO DATE VERSION OF NAVIGATIONAL CHART FOR
INTENDED VOYAGE NOT FOUND ON BRIDGE.
CORRECTIVE ACTION:- Please ask the local agent to provide the up to date
version of above said chart as soon as possible.
PREVENTIVE ACTION:- Company should provide the schedule of vessel well
in advance so that master can ask for the relevant chart in time.
2) PORT LIFE BOAT ENGINE NOT STARTING
Port life boat engine was not starting in front of auditor. Later discovered that
there was water in the fuel tank. Since the ship has open life boat it was
suspected that water entered in the tank while washing the bridge wing with
deck water.
CORRECTIVE ACTION:- complete fuel oil tank drained and cleaned.
Fuel oil line opened up and water removed. Fresh oil was taken in the
tank. Complete fuel line purged and engine tried out satisfactorily.
PREVENTIVE ACTION:- The crew members were briefed about the danger
related with water entering in the fuel tank. Clear instruction is given to them
that that bridge wing washing to be carried out in supervision of a responsible
officer.
3) OIL MIST DETECTOR OF MAIN ENGINE FOUND FAULTY
CORRECTIVE ACTION:- The OMD needs overhauling by workshop as its
printed ckt. board is faulty. Sensors were cleaned but found no improvement. It
was explained to the auditor that engine room will be manned and temperature
of crankcase will be monitored during watch by watch keepers. He allowed the

vessel to go to next port.
PREVENTIVE ACTION:- OMD needs five yearly servicing by an authorized
workshop approved by the maker. It is also prescribed in the manual. Hence,
this has to be followed so that in future the recurrence of the same can be
avoided.
Please see the attached requisition to arrange the servicing of OMD at next
port.
Thank you
Yours sincerely
…………………….
Chief engineer officer
2. Question
(i) Define the'-meaning of the term "conditions of assignment" as
applied to ships.
(ii) State how conditions of assignmsent contribute towards the
watertight integrity of ships.
(iii) Give reasons why conditions of assignment need periodic inspection,
giving specific instances where they can be found to be less than fully
effective.
ANSWER:-
a. This are the conditions which must be met before freeboard is assigned to a
ship and this enables the load lines and mark to be engraved on the ship. This
conditions are as follows
a. Enough structural strength should be possessed.
b. Enough reserve buoyancy should be possessed.
c. Safety and protection of the crew.
d. Prevent entry of water into the hull.
Ships are to be surveyed annually to ensure that they fulfil the condition of
assignment.
b. Contribution of condition of assignment towards water tight integrity of
ship
Most of the condition of assignment are concerned with the water tight integrity
of the ship.
Hull construction shall meet the highest standards laid down by the
classification society. This ensures protection against flooding of the ship.i
Superstructures and bulkhead must be strengthened sufficiently.
Hatchways- coaming heights should be as per Solas chapter II -1. Hatch cover
construction , thickness of the plating and approved means of securing.
Machinery space opening,
Details of openings in freeboard and superstructure decks, ventilators and air
pipes on freeboard and superstructure decks, scuppers, inlets and discharges,
side scuttles and cargo ports.
All the above parameters ensures water tight integrity and protection against
flooding of compartments.
c. Need for Periodic Inspections:-
“Condition of Assignments” need periodic inspection to ensure that ships
conditions are such that the above mentioned are maintained in good order.
During periodic inspection surveyor shall ensure that no material alteration have
been made to the hull or superstructure that would affect the calculation
determining the position of the load line. This can be found out by reviewing
the condition of assignment. Example of items that may no longer fulfil
conditions of assignments could be in hatch covers, cargo ports, water tight
doors, scuttles, and other closing appliances.
Corrosion, reduced resistance or damage of seals, locking arrangements
damaged.
In coaming of hatches, ventilators, air pipes, especially at weather deck level.
Gangways, rails, bulwarks, damaged or not secured property.
3. Question
Discuss the influence the following properties / contents have on fuel
characteristics and its economic use: (i) viscosity (ii) density (iii) ignition
quality (iv) VI (v) compatibility (vi) carbon residue (vii) control of
combustion period.
ANSWER:-
Fuel remains one of the highest single cost factors in running a ship and also the
source of the most potent operating problems. Fuel contributes to 30% to 55%
of the total operating cost of a ship. Fuel oil characteristic changes with change
in its properties and its content. Influence of following properties/ contents on
fuel characteristic and economy are:-
1) VISCOSITY:-
Fuel grades are based on viscosity. High viscosity fuels are generally less
expensive than lower viscosity fuel. But high viscosity fuel will require more
preheating prior to centrifuging and fuel injection in order to lower the
viscosity. This increased heating will cause more steam to be consumed
resulting in more fuel to be burnt to get that steam. Caution must be exercised
when heating prior to injection to temperature above 135 degree Celsius
because cracking may occur, gases may be given off and water may vaporize
forming steam pockets in fuel line. Also if correct viscosity of oil will not be
injected then there will be injection problem including less fuel atomization.
Poor atomization and delayed burning may lead to higher thermal loading,
scuffing problems, possible piston and piston ring failure and to an increase in
fuel consumption.
2) DENSITY:-
Fuel is sold by weight; therefore density must be known to determine the mass
of fuel received. The importance of density relative to diesel engine operation
lies in the fact that today’s standard fuel/ water separating techniques are based
upon the difference in density between the two substances. Therefore, as the
specific gravity of the fuel approaches 1.0, centrifuging becomes less effective.
Since diesel engine fuels should be free from water and the salts normally
dissolved there in, extra centrifuging will be required for high gravity fuel. High
specific gravity indicates a heavily cracked, aromatic fuel with poor combustion
qualities which can cause abnormal liner wear.
3) IGNITION QUALITY:-
Ignition quality is indicated by cetane number. The lower the cetane number of
fuel, the greater ignition delay and the longer the period of time between fuel
injection and the beginning of rapid pressure rise associated with fuel ignition
and combustion. This ignition delay can result in hard knocking or noisy engine
running, which is undesirable over long period of time. The result could be poor
fuel economy, loss of power and possibly even engine damage.
4) VIT:-
Variable injection timing of marine engine greatly applies on the quality of fuel
oil characteristics. Accordingly the timing of fuel pump can be advanced or
retarded as per quality of fuel oil. As all fuels are different they differ in their
ignition quality. Some fuels have a reduced ‘ignition delay’ period and are
considered to have a better ignition quality.
5) COMPTIBILITY:-
Compatibility problems occur when heavy fuel oil with a high asphaltene
content are mixed with lighter fraction with a predominance of aliphatic
hydrocarbons. The mixing can cause precipitation of the asphaltene. It occurs
when fuel oil suppliers blend in order to reduce final fuel oil viscosity, specific
gravity, or other fuel property. Incompatible fuel oils result in rapid strainer and
separator plugging with excessive sludge. In the diesel engine, incompatible
fuel oil can cause injection pump sticking, injector deposits, exhaust valve
deposits and turbocharger turbine deposits.
6) CARBON RESIDUE:-
CCR is a measure of the tendency of a fuel to form carbon deposits during
combustion and indicates the relative coke forming tendencies of a heavy oil.
Carbon rich fuels are more difficult to burn and have combustion characteristics
which lead to the formation of soot and carbon deposits. Since carbon deposits
are a major source of abrasive wear, the CCR value is an important parameter
for a diesel engine. A high CCR level denotes a high residue level after
combustion and may lead to ignition delay as well as after burning of carbon
deposits leading to engine fouling and abrasive wear. Fuels with high CCR
values have an increasing tendency to form carbon deposits on injection
nozzles, pistons and in the ports of 2-stroke engines. This causes reduction in
the efficiency and performance of those components and increased wear.
7) VANADIUM AND ASH CONTENT:-
Vanadium is a metallic element that chemically combines with sodium to
produce very aggressive low melting point compounds responsible for
accelerated deposit formation and high temperature corrosion of engine
components. Vanadium itself is responsible for forming slag on exhaust valves
and seats on 4-stroke engines, and piston crowns on both 2-stroke and 4-stroke
engines, causing localized hot spot leading eventually to burning away of
exhaust valve, seat and piston crown. As the vanadium content increases, so
does the relative corrosion rate.
The ash contained in heavy oil includes the inorganic metallic content, other
non-combustibles and solid contamination. Ash deposits can cause localized
overheating of metal surfaces to which they adhere and lead to the corrosion of
the exhaust valve. Excessive ash may also result in abrasive wear of cylinder
liner, piston rings, valve seats, injection pumps and deposits which can clog fuel
nozzles and injectors.
4. Question
State the circumstances which may lead to suspension or withdrawal of
class explain the terms (i) period of class (ii) anniversary date (iii) survey
time window (iv) memoranda (v) recommendations
ANSWER:-

a) The class of a vessel will be automatically suspended from the expiry date of
the Certificate of Class if the special survey has not been completed by the
due date and an extension has not been agreed to, or the vessel is not under
attendance by the Surveyor with a view to complete the surveys prior to
resuming service.
b) The class of a vessel will also be automatically suspended if the annual,
intermediate survey become overdue.
c) When the surveys relating to specific additional notations of hull or
equipment or machinery have not been complied with and thereby the ship is
not entitled to retain that notation, then the specific notation will be
suspended till the related surveys are completed.
d) The class of a vessel will be subject to a suspension procedure if an item of

continuous survey is overdue at the time of annual survey, unless the item is
dealt with or postponed by agreement.
e) The class of the vessel will also be subject to a suspension procedure if
f) The class of a ship is liable to be withheld or, if already granted, may be
withdrawn in case of any non-payment of fees or expenses chargeable for the
service rendered.
g) The class may be automatically suspended When it is found that a ship is
than those agreed.
h) The class may be automatically suspended when a ship proceeds to sea with
less freeboard than that assigned, or has the freeboard marks placed on the
sides in a position higher than that assigned, or, in cases of ships where
freeboards are not assigned, the draught is greater than that assigned
i) The class may be automatically suspended when the Owner fails to inform
the Society in order to submit the ship to a survey after defects or damages
affecting the class have been detected
j) The class may be automatically suspended when repairs, alterations or
conversions affecting the class are carried out either without requesting the
attendance of the Society or not to the satisfaction of the Surveyor.

7. when the causes that have given rise to a suspension currently in effect have
not been removed normally within six months after due notification of
suspension to the Owner
10.when the ship is reported scrapped.
Anniversary date :-
Condition of class.
Memoranda.
Addition note.
5. Question
What are P&I clubs? How P&I clubs collect funds from ships what are the
risks covered under P&I. What is the minimum a ship owner / shipping
company has to do for its ship to get coverage under P&I club.
ANSWER:-
1. A Protection and Indemnity or P&I club is a nongovernmental, non

profitable mutual or co operative association of marine insurance providers
to its members which consists of ship owners, operators, charterers and
seafarers under the member companies for the purpose of mutual insurance
against third party liabilities arising in connection with ship operation.
2. P&I mean Protection and Indemnity. The protection refers to ship owner‘s
protection from risks which involve personnel injury, collision liability
which is not covered by H&M policy and indemnity refers to the clubs
indemnity or compensation for liability to cargo under a contract of carriage.
3. The P & I club membership is comprised of common interest group who

wish to pool their risks together in order to obtain “ at cost” insurance cover.
4. It is governed by a board of directors (a committee elected). It has managers
for underwriting and claim sections and has correspondents, lawyers and
surveyors at various ports of the world. There are 13 major P&I clubs world
wide which covers almost 90% of the world fleet. Some of them are
SKULD, GARD, BRITANIA, AMERICAN CLUB, STEAM SHIP
MUTUAL, NORTH OF ENGLAND, WEST OF ENGLAND Etc.
5. Each P&I club sets a premium rating for an individual owner reflecting the
risk against which he requires cover on the basis of his fleet‘s gross tonnage,
his fleet‘s exposure to risk, type of ships, etc.
6. The member is advised of his total estimated call (premium) for next 12
months. This comprises of an advanced call and a supplementary call.
Advance call is levied from all the members at the start of the P&I year.
7. Later in the year if the claims have been heavier than expected, the managers
will ask the members for a supplementary call.
8. The clubs aim to be as much accurate in their prediction for future claims, so
that they do not burden ship owners with supplementary calls. Surplus
refunds are made if income (call + investments) exceeds outgoings (claims +
expenditure).
The protection and indemnity covers the following risks of an ―Entered Ship‖
 Crew related
 Injury/ hospitalization
 Deviation
 Death, repatriation of body
 Repatriation of injured crew and for his reliever
 Personal effects, in case of fire
 Crew wages, if the vessel lost and passenger saved.
 Passenger claims
 Third party people
 Injury to Supplier, Agents, stevedores etc.
 Cargo related
 Damage to cargo( Wet)
 Collapsing of twin deck
 Cargo shifting and damaging the hull- In this case the H&M insurance
will pay first but later they will charge from the ship owner as it may be
due to lack of lashing arrangement or improper lashings. That will be
paid by the ship owner
 Damage to fixed and floating objects/ installations

 S.P.M, Buoys, shore crane etc.
 Wreck removal
 Sometimes ship wrecks has to be removed, marked or destroyed if it is in

a channel.
 Pollution of any nature
 Sometimes the claims will be so high and the individual clubs have
limitations. Those cases it will be paid by clubs, pools and reinsurance.
Reinsurance is available up to 2030B$
 Fine
 Customs, immigration cordaband etc.
 Piracy
 For Crew and cargo.
 Stoways
 Fines and cost for repatriation.
 Deserter
 Fines and cost for repatriation.
 Salvage
 Which is not a part of GA(Salvage for oil pollution)
 GA unrecoverable for cargo.
 GA unrecoverable for H&M.
9. If a ship owner or charterer requires P&I insurance in connection with the
operation of a vessel, he may contact a P&I association.
10.When a ship owner requires P&I insurance for a ship, the club underwriter
will ask for information which the ship owner has to furnish. Information he
will require is:
 The tonnage of the ship in GT,
 Year of build, Number of crew members,
 Type of vessel (tanker, dry bulk, reefer, heavy-lift, container, passenger,
ro-ro etc),
 Type of cargoes to be carried (if a tanker is clean or dirty), Areas of
trading,
 Liner trade or tramp,
 Classification society,
 Management expertise,
 Compliance with national and international legal requirements,
 How many ships in the company,
 Previous P&I history.
k) The club will often make a company audit with the management company of
the ship.
l) In addition, the club will often require a survey of one or more ships in the
new ﬂeet to ensure the quality and technical standard of the ships. Entry into
the club is often dependent upon the ship being found satisfactory on
inspection.
6. Question
What are the principal reasons responsible for compounding of machinery
vibration in connection with operation of a long stroke diesel engines and
associated machinery arrangements? What are the key factors for
excitations generated by the engines?
ANSWER:-
COMBUSTION PRESSURE
P/2 P/2
P
GUIDE
FORCE N
α
N T
S
P S
P/2
P/2 MAIN
BEARING FORCE
Excitations generated by the engine can be divided into two categories:

1. Primary excitations:
Forces and moments originating from the combustion pressure and the inertia
forces of the rotating and reciprocating masses. These are characteristics of the
given engine, which can be calculated in advance and stated as part of the
engine specification with reference to certain speed and power.
2. Secondary excitations:
Forces and moments stemming from a forced vibratory response in a ship sub-
structure. The vibration characteristics of sub-structures are almost independent
of the remaining ship structure.
Examples of secondary excitation sources from sub-structures could be
anything from transverse vibration of the engine structure to longitudinal
vibration of a radar or light mast on top of the deckhouse. Such sub-structures
of the complete ship might have resonance or be close to resonance conditions,
resulting in considerable dynamically magnified reaction forces at their
interface with the rest of the ship. Secondary excitation sources cannot be
directly quantified for a certain engine type but must be calculated at the design
stage of the specific propulsion plant.
The vibration characteristics of low-speed two-stroke engines, for
practical purposes, can be split into four categories that may influence the hull
1. External unbalanced moments
2. Guide force moments.
3. Axial vibrations in the shaft system.
4. Torsional vibrations in the shaft system.
External unbalanced moments:
e. These can be classified as unbalanced first- and second-order external
moments, which need to be considered only for engines with certain cylinder
numbers.
f. The inertia forces originating from the unbalanced rotating and reciprocating
masses of the engine create unbalanced external moments although the external
forces are zero.
g. Of these moments, only the first order (producing one cycle per
h. revolution) and the second order (two cycles per revolution) need to be
considered, and then only for engines with a low number of cylinders.
The inertia forces on engines with more than six cylinders tend, more or less, to
neutralize themselves.
First-order moments
These moments act in both vertical and horizontal directions and are of the
same magnitude. Resonance with a first-order moment may occur for hull
vibrations with two and/or three nodes. A resonance with the vertical moment
for the two-node hull vibration can often be critical, whereas the resonance with
the horizontal moment occurs at a higher speed than the nominal because of the
higher natural frequency of the horizontal hull vibrations.
Remedy for first order moment is provided by compensator which comprises
two counter-rotating masses rotating at the same speed as the crankshaft.
Second-order moments
The second-order moment acts only in the vertical direction and precautions
need to be considered only for four-, five- and six-cylinder engines. Resonance
with the second-order moment may occur at hull vibrations with more than
three nodes. A second-order moment compensator comprises two counter-

rotating masses running at twice the engine speed.
Several solutions are available to cope with the second-order moment (Figure
below) from which the most efficient can be selected for the individual case:
 No compensators, if considered unnecessary on the basis of natural
frequency, nodal point and size of second-order moment
 A compensator mounted on the aft end of the engine, driven by the main
chain drive
 A compensator mounted on the fore end, driven from the crankshaft through
a separate chain drive
 Compensators on both aft and fore end, completely eliminating the
external second-order moment.
Guide Force Moments

The so-called guide force moments are caused by the transverse reaction forces
acting on the crossheads due to the connecting rod/crankshaft mechanism.
These moments may excite engine vibrations, moving the engine top athwart
ships and causing a rocking (excited by H moment) or twisting (excited by X-
moment) movement of the engine.
Axial vibrations
d. The calculation of axial vibration characteristics is only necessary for low
speed two-stroke engines.
e. When the crank throw is loaded by the gas pressure through the connecting
rod mechanism, the arms of the crank throw deflect in the axial direction of
the crankshaft, exciting axial vibrations. These vibrations may be transferred
to the ship’s hull through the thrust bearing.
f. In order to counter the axial vibrations all engines are equipped with axial
vibration dampers
Torsional vibrations
g. The varying gas pressure in the cylinders during the working cycle and the
crankshaft/connecting rod mechanism create a varying torque in the
crankshaft.
h. It is these variations that cause the excitation of torsional vibration of the
shaft system.
i. Torsional excitation also comes from the propeller through its interaction
with the non-uniform wake field.
j. Torsional vibration causes extra stresses, which may be detrimental to the
shaft system. The stresses will show peak values at resonances: that is, where
the number of revolutions multiplied by the order of excitation corresponds
to the natural frequency.
k. Limiting torsional vibration is vitally important to avoid damage or even
fracture of the crankshaft or other propulsion system elements.
l. Taking a shaftline of a certain length, it is possible to modify its natural
frequency of torsional vibration by adjusting the diameter: a small diameter
results in a low natural frequency, a larger diameter in a high natural
frequency.
7. Question
Differentiate between static and dynamic stability? Can a ship, high on
GM, be low on stability? Justify your answer with reasoning. Enlist the
governing factors you will inspect, while taking over a new ship in shipyard
as Chief Engineer for having optimum stability in both categories.
Substantiate your answer with reasons.
ANSWER:-
STATIC STABILITY:-
1) It is defined as the ability of a ship to regain its upright equilibrium position,
after the removal of external factor which caused the vessel to heel at an angle.
2) It gives the stability information of a vessel under the condition that the
outside water is static.
3) It is expressed in terms of metacentric height. i.e. GM ( for angle of heel up
to 10 degree) and righting lever GZ ( for angle of heel above 10 degree)
4) It’s unit is meter
5) Static stability at two different angle of heel can be the same.
DYNAMIC STABILITY:-
1) It is defined as the energy required heeling the ship from upright equilibrium
till the angle of heel in question.
2) It gives the stability information of a vessel considering dynamic behavior of
the sea.
3) It is expressed in terms of the area under righting moment curve. ( or GZ
curve multiplied by displacement of the ship in tons)
4) It’s unit is ton-meter-radian
5) The dynamic stability at two different angle of heel cannot be the same
A value of metacentric height gives accurate measure of stability only for

small disturbances i.e. angle not beyond 10 degree. For larger angle of heel, the
righting lever GZ is used to measure stability. In any stability analysis, the value
of GZ is plotted over the entire range of heel angles for which it is positive or
restoring.
So, as a thumb rule we say that vessel stability is decided on its value of GM up
to 10 degree of heel. But is it possible that a vessel high on GM can be low on
stability?
Yes, a ship high on GM can be low on stability. Let us consider the vessels
which are built with high forc’le and low working aft for e.g. offshore supply
vessels. These vessels possess a large upright GM value due to generous beam
to length ratio. But these boats tend to tolerate less heel angles than narrower
boats. Also the vanishing stability of these vessels is relatively low.
The hull form of a vessel is an important factor in determining the
characteristics of its stability. Increased beam will result in higher value of GM
and righting lever(GZ). However the point of vanishing stability will be less.
This is due to free trim effect. i.e. heeling of these vessels produces a trimming
moment by astern.
While taking over a new ship in shipyard as chief engineer the following
governing factors for having optimum stability in both the static and dynamic
categories should be inspected:-
1) The new ship must fulfill six criteria of intact stability as follows –
a) The area under righting lever curve is not to be less than 0.055 m.rad up to 30
degree heel
b) Area under GZ curve not less than 0.09 m-rad up to 40 degree heel
c) Area under GZ curve between 30 degree and 40 degree heel should not be
less than 0.03 m-rad
d) The righting lever GZ should be at least 0.2 meter at an angle of heel greater
than or equal to 30 degree
e) The angle of heel for max GZ must be at least 25 degree and preferably
greater than 30 degree.
f) Initial GM should be minimum 0.15 meter.
2) Elements affecting stability should be taken into account like beam wind of
ships with large windage area, icing of top side, water trapped on deck, rolling
characteristics, following seas etc.
3) Safe margin should be there for elements which reduce stability during
voyage, regarding being given to addition of weight, such as those due to
absorption of water and icing and to losses of weights such as those due to store
and fuel.
4) For Ships carrying passengers, in addition to the general intact stability
criteria, the angle of heel on account of turning of the ship through rudder
should not exceed 10 degree. Also the angle of heel on account of crowding of
passengers to one side should not exceed 10 degree.
5) Apart from above, watertight integrity should also be checked. The reserve
buoyancy of a vessel is the measure of her stability.
8. Question.
Give the history of requirements for load line regulations, leading towards
the International convention on Load Line.
What were the dates of adoption and entry into force?
What special provisions are included in the said convention, in comparison
with the first International Convention on Load line, 1930?
ANSWER:-
1. It has long been recognized that limitations on the draught to which a ship
may be loaded make a significant contribution to her safety.
2. The first loading recommendations were introduced by Lloyd's Register of
British and Foreign Shipping in 1835, following discussions between ship
owners, shippers and underwriters. Lloyds recommended freeboards as a
function of the depth of the hold (three inches per foot of depth). These
recommendations, used extensively until 1880, were known as "Lloyd's
Rule".
3. In the 1860s, after increased loss of ships due to overloading, a British
MP, Samuel Plimsoll, took up the load line cause. A Royal Commission on
unseaworthy ships was established in 1872, and in 1876 the United Kingdom
Merchant Shipping Act made the load line mark compulsory.
4. In 1894 the hull mark comprising of circle cut in half by a horizontal line
was adopted . In 1906, laws were passed requiring foreign ships visiting
British ports to be marked with a load line.
5. In 1930 (The 1930 Load Line Convention) that there was international
agreement for universal application of load line regulations.
6. In 1966 a Load Lines Convention was held in London which re-examined
and amended the 1930 rules. The 1966 Convention has since seen
amendments in 1971, 1975, 1979, 1983, 1995 and 2003.
7. The international Convention on Load Lines was adopted on 5 April 1966

and Entered into force: 21 July 1968.
Provision included in Load Lines Conventions 1966
1. Like the 1930 Convention, the 1966 Load Lines Convention sets out rules
for calculation and assignment of freeboard and takes into account the
potential hazards present in different zones and different seasons.
2. The technical annex contains several additional safety measures concerning
doors, freeing ports, hatchways and other items. The main purpose of these
measures is to ensure the watertight integrity of ships' hulls below the
freeboard deck.
3. All assigned load lines must be marked amidships on each side of the ship,
together with the deck line.
4. Ships intended for the carriage of timber deck cargo are assigned a smaller
freeboard as the deck cargo provides protection against the impact of waves.
The 1966 Convention is made up of:
 Articles - cover matters of contract between governments, survey and
certification.
 Annex I - Regulations for determining load lines, is divided into four
chapters.
 Chapter I - General -for example, strength of hull, types of ships,
definitions, markings.
 Chapter II - Conditions of assignment of freeboard.
 Chapter III - Freeboards - evaluation of freeboard in terms of geometrical
and physical characteristics of any ship.
 Chapter IV - Special requirements for ships assigned timer freeboards.
 Annex II - Defines zones, areas and seasonal periods appropriate to the
various load line markings.
 Annex III - Prescribes the form and scope of certificates, including the
International Load Line Certificate and the International Load Line
Exemption Certificate .
9. Question
with reference to ship repair/ ship building, and engineering economics
explain the terms (i) Risk analysis, Brake even analysis, Sensitivity analysis,
Multi stage sequential analysis, Multi attribute decision making.
ANSWER:-
RISK ANALYSIS:-
Risk analysis comprises of risk assessment , risk management and risk

communication
Risk assessment – involves identifying source of potential harm ,assessing the
likelihood of harm occurring and its consequences.
Risk Management- evaluates the identified risk requiring attention and
implement plans and actions required to address the risk.
Risk Communication- involves interactive dialogue between risk assessors, risk
managers and stake holders.
Risk Analysis is frequently used for both routine as well as non routine jobs or
those with potential to cause accidents or harms.
Eg. – carrying out ship side painting in a dry dock a risk analysis is carried out
to identify the hazards i.e. hazard to humans and environment and plan and
actions are put in place to address the identified risks.
BREAK EVEN ANALYSIS
It is technique wide used in production management. The Cost are categorised
as VARIABLE Cost and FIXED Cost.
The Total V and F cost are compared with sales revenue to determine the level
of sales volume or production at which the venture “ break even” i.e. makes
neither a profit nor a loss.
I Income
P
Cos t and Income
Break Even Point Variable Cost
LOSS PROFIT
Fixed Cost
O Q
Output
OI – Variation of income with production
OA - Total of Fixed Cost.
As the Output increases , variable cost are incurred and increases. At levels of
output, cost are greater than income . At point P, Total Cost = Income and is the
Break even point.
Break even analysis is frequently used for the capacity planning of a new port or
terminal and for a service capacity planning such as number of ships that can
be simultaneously attended to.
SENSITIVITY ANALISIS
It measures the impact on project outcomes of changing one or more key input
valves about which there is uncertainty.
It revels how profitable or unprofitable the project might be if the input value to
the analysis turn out to be different from the assumed.
Eg: - If a pessimistic , Expected and optimistic valve be selected for a variable ,
a sensitivity analysis can be performed to see how the outcome changes with the
change to each of the three selected valves , in turn. It helps identify the critical
inputs in order to facilitate choosing where to spend extra recourses. It also
helps in anticipation and preparing for questions asked when defending a
project.
It is a measure of project worth such evaluation can be used as a tool for ships
construction where raw material price is a variable.
MULTISTAGE SEQUENSIAL ANALYSIS
Managing today s organisation require continuous decision making. The result
from these decision must be continuously monitored and the original decision
may need to be revised or new alternatives sought.
The sequence of decision and uncertain events link the initial decision to the
final outcome.
A Multistage sequential analysis involves starting at the end and roll back
towards the initial decision.
Decision trees then display the effect of successive decision over a time horizon
where outcomes are uncertain.
Capital budgeting for new ventures , productions scheduling and inventory
management / Replacement policies use multi stage sequential analysis.
MULTI ATTRIBUTE DECISION
The decision Problem is decomposed into smaller, less complex , sub problems
Such sub problems are represented by a set of attributes. Each sub problem
alternative is then measured and evaluated and alternatives are finally ranked
according to total utility.
The alternatives and their criteria are represented in a decision matrix for
ranking
It is Concerned with a finite set of alternative and results are expressed in the
form of ranking or classification into performance classes.
Eg. Select of a Dry dock
APRIL 2012
i) Question
How will you prepare your ship for a renewal survey of IAPPC
International Air Pollution Prevention Certificate.
Explain with specific emphasis on the records and documents to be
maintained, Enumerate general requirements for shipboard incinerators,
as mentioned in Annex VI of MARPOL 73/78.
ANSWER :-
MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from
ships applies to all ships greater than or equal to 400 gross tonnage and to have
an IAPP ( For renewal survey of IAPP certificate the following things as per
Annex VI should be considered.Prior to issuance of certificate the flag state or
RO will need to confirm compliance with the applicable regulations contained
within the annex. The certificate continuity validity will require annual,
intermediate and renewal surveys to be satisfactorily carried out.
For renewal of IAPP certificate preparation will lie in the fact that
vessel is complying with the regulations of annex VI. So, preparation regarding
to different regulations under annex VI will be :-
a. Regulation 12:- Ozone Depleting Substances (ODS)

This regulation does not apply to permanently sealed equipment where there is
no refrigerant charging connection. Subject to this regulation any deliberate
emission of ODS shall be prohibited.
Also, after 19 may 2005 any installation which contains ODS other that
HCFC is prohibited. Installation containing HCFC is permitted till 1st January
2020.
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.
substance in respect of—
b. Regulation 13: – Nitrogen Oxides (NOx)
a. Check all engines are certified and have the necessary documents.
b. Sight the EIAPP certificate and Check that a approved Technical file is
maintained and include onboard verification procedure for all applicable
diesel engine on board.
c. Verify Record book of engine parameters for all diesel engines is
updated. Check that the following is updated in the file:
- changes to NOx emission related adjustable engine settings
- changes to NOx emission related engine components.
d. Confirm that NOX influencing components for diesel engines are
provided with manufacturer's identification code.
e. Confirm NOx emission related engine settings for diesel engines in order.
c. Regulation 14:- Sulphur Oxides SOx
1. Verify that the sulphur content of fuels is not above 4.5%, m/m and for fuels
to be used inside SECAs is not above 1%.m/m
2. Confirm satisfactory installation and documentation for fuel switching
arrangements between low and normal sulphur content fuel.
3. Verify the log-book for operation of fuel oil systems with low-sulphur fuel
oils (SECA), is updated and in compliance.
4. Verify operation of Exhaust gas cleaning system, if fitted.
d. Regulation 15 :- VOC
1. Applicable for tankers only when entering ports where this is
required.Verify VOC return system certification and Vapour emission
control system manual on board.
2. Confirm condition of vapour collection system. Check Vapour collecting
piping including drains and valves, marking and flanges at manifold.
Test level gauging system, overflow control systems including visual and
audible alarms, and high and low pressure alarms.
5. Regulation 16:- Shipboard Incineration
1. Get an overview of Incinerators requiring type approval Incinerator installed
after 2000-01-01to be approved according to resolution MEPC 76(40),
2. Check the Certificate and operation manual on board.
3. Verify satisfactory operation Check proper functioning of Alarm and Trips
4. Verify instruction for operation posted, warning and instruction plates, and
that manufacturers name, incinerator model number/type and capacity in
heat units per hour is permanently marked on the incinerator.
5. Check drip trays under burners, pumps and strainers should be free of oil
deposits.
6. Check list of materials not to be incinerated is posted near the incinerator.
6. Regulation 18 : – Fuel Oil Quality
a) Verify bunker delivery notes onboard and with correct content.
b) Verify that each bunker delivery note is accompanied by a representative
sample.
c) Samples to be kept onboard until the fuel oil is substantially consumed,
and for minimum 12 months. Every BDN is to be accompanied by a
representative MARPOL sample of min.400 ml. The label of the sample
should be traceable to the BDN.
d) Sampling shall be drawn continuously throughout the bunker period as

per MEPC.96(47).
e) Confirm satisfactory storage of fuel oil samples in a safe storage location,
outside the ship’s accommodation, where personnel would not be
exposed to vapours which may be released from the sample.
f) The BDN must be stored onboard for three years after the delivery. It is
advised that an inventory is made to help finding sample bottles and
BDNs.
g) Verify that BDN's are provided for all bunker operations, recorded in E/R
log. book and or Oil Record book, and that content of sulphur is below
the required limits of 3.5% (worldwide) and 1% (SECA).
General Requirements for Enumerate general requirements for

shipboard incinerators, as mentioned in Annex VI of MARPOL
73/78.
· Onboard incineration outside an incinerator is prohibited except that
sewage sludge and sludge oil from oil separators may be incinerated in
auxiliary power plants and boilers when the ship is not in ports, harbours
and estuaries.
· Incineration of Annex I, II and III cargo residues, of PCB's
(Polychlorinated
biphenyls), of garbage containing more than traces of heavy metals and of
refined petroleum products containing halogen compounds is always
prohibited.
· Incineration of PVC’s (polyvinyl chlorides) is prohibited except in
shipboard
incinerators type approved according to resolutions MEPC 59(33) or MEPC
76(40).
· Monitoring of combustion flue gas outlet temperature shall be required at
all times and waste shall not be fed into a continuous-feed shipboard
incinerator when the temperature is below the minimum allowed
temperature of 850°C.
· For batch-loaded shipboard incinerators, the unit shall be designed so that
the temperature in the combustion chamber shall reach 600°C within 5
minutes after start-up. It must be ensured that the incinerators' flue gas
outlet temperature monitoring system is operational.
· All incinerators installed on or after 1 January 2000 shall be type
approved in accordance with Resolution MEPC 76(40) giving the IMO
standard specification for shipboard incinerators. For such incinerators a
manufacturer's operating manual is required.
2. Question
With respect to engine room man management enlist the key issues you will
address with proper justification in the following areas,
(a) Training programs (b) Long term personnel development concept (c)
Attitude and motivation development (d) Emergency response (e) Coping
with stress
ANSWER:-
As a chief engineer, following issues will be addressed with an objective of

safe, efficient & effective team management in consideration with relevant
compliance with international regulations.
a. Training Program:-
6. The drills conducted on board should be as realistic as possible. The
response of personnel is assessed and any need of training is considered.
7. Training programs make people more confident in all aspects of their jobs
and enhances their competence.
8. Different techniques adopted for training may include videos, lifetimes,
demonstrations, computer based training programs etc.
10.These not only reduce the response time but also increase the confidence.
b. Long term personal development concept

8. An individual is judged for his skill and special work in a particular field or
an innovative job performed by him should be recognized & the same can be
entered in his appraisal report for further deployment without delay & can be
recommended for promotion.
9. By developing such a transparent atmosphere, an individual will look at a
long term personal development concept as beneficial to his own needs.
10.It is gaining attentions in all industries and service provider sectors. In
shipping personnel are working on contract basis and once the contract is
finished, company has nothing to do financially with seafarers.
11.Also it is difficult to retain good people as they can easily attract by the
benefits offered by other companies. It is required to retain seafarers for long
term for the benefit of the company. Different methods and means are
employed by companies to retain the seafarers.
12.Many companies employ the seafarers by paying through out the year. By
putting the seafarers on the same ship or sister vessels in routine he will have
no problem in familiarisation of ship and his job performance will be better.
13. Conducting value added courses helps seafarers in updating their knowledge
and skills this helps him in gaining significant skills and makes him
honoured with the company.
14. Small favours done by company towards seafarers can go a long way in
developing long term personnel relationship between the company and
seafarers.
c. Attitude and motivation development

6. Shipping companies are trying various theories to develop an individual’s
attitude and ways to motivate him to perform better by applying techniques
like positive reinforcement, behaviour modification, stress relief etc.
7. It may be in manner of continuous employment in company and on rotation
basis, so that the individual can plan his leave and come back on finishing
his leave, for better prospect and need of money, self esteem, security etc.
8. A persons attitude is influenced by various factors such as his needs, his state
of mind i.e. stress levels, feeling of security, self esteem etc.
9. The most important step before trying to develop an individuals attitude & to
him.
10.The feeling of belonging / incentives, both promotion & monetary wise /
recognition of a job well done etc. go a long way in improving an individuals
attitude & thereby also motivating him to give more to the team.
d. Emergency response
6. By assigning every person on board a particular duty for different
emergencies & also responsibilities, every individual will know exactly what
to do in a given situation.
7. Drills & pre & post drills briefing/debriefings also help the crew members
understand what is expected of them & where they could improve.
8. Drills should be made as realistic as possible & not made a routine that
persons labour through. Different emergencies at different locations should
be practiced so that crew members are exposed to as far as possible all the
emergencies they may be faced with.
9. By doing this the response of the crew members will be swift as they will
know what is expected of them in any given emergency.
10.Also during drills the important of team work is emphasized which
motivates people in acting faster and in an organized manner in any kind of
emergency.
e. Coping With Stress

5. The personnel on board a ship are burned with the magnitude of work due to
reduced crew strength on ships.
6. This along with the fear of doing something wrongly, differences among
various people and lack of sleep may lead to tremendous amount of stress in
the personnel living a way from home for months together compounds this
problem many folds.
7. It is the duty of C/E to ensure that his staffs do not get over stressed. This
can be done by encouraging better in the personnel relations, praising
persons for good jobs done, briefing them how to avoid mistakes and
delegating work so that nobody is overburdened.
In addition to all these, talking personally to people, engaging about their family
and other personal matters sometimes helps in keeping the environment cool
and thereby reducing the chance of over stressing.
3. Question
form provision for PSC.
ANSWER:-
1. All ships engaged in commercial trading need to be registered on country

state” it is the duty of the flag state to ensure all its ships flying their flag sate
to ensure all its ships flying their flag is safely constructed, equipped and
maintained as per relevant regulations of IMO and ILO.
2. But ship trade internationally and have to call at various ports all over the
inspection of ships by flag state to ensure compliance with rules regarding
safety, maintenance, manning etc impossible so it is imperative that ships
must be inspected at various ports to ensure compliance. This is termed as
port state control(PSC).
3. Port state control inspection is an inspection program under which all
countries work together to ensure that all vessels entering their waters are in
compliance with strict international safety and Anti-pollution standards.
4. All countries involved in inspecting ships will share their findings with each
other. The ships that are found to be in violation of laid down standards are
detained in port, until their deficiencies have been rectified.
5. The objective of PSC is to detect and discourage owners from operating
substandard ships that endanger not only the ships crew and the port, but also
the environment.
6. PSC inspection helps to minimize the threat to life, properly and the
7. The fundamental aim of the PSC is to supplement the inspections by the flag
state and eliminate sub-standard ships in order to ensure safer ships and
cleaner oceans it includes boarding, inspection, remedial action and possible
detention under the applicable conventions.
8. The key elements of PSC are

(normally 25 %)
e) Mutual agreement with various neighboring states for better
surveillance.
9. Port state control can be applied not only to those countries, who are party
to the convention but also to the ships that fly the flag of a state that has not
rectified a convention. Thus no ships are exempted from inspection because
the principle of no more favourable treatment applies.
10.Any state may also inact its own domestic laws and impose additional
national rules and regulations on foreign ships entering its water USA for
example has enacted the oil pollution act 1990 (OPA 90) which makes it
mandatory for tankers to have double hull or equivalent protection against
spillage for entry into any us port.
are as follows.
SOLAS 74
control
MARPOL 73/78
LOAD LINES 1966

g) Limitation on the draft, to which a ship on its international voyages is to
be loaded.
h) Ensure adequate stability.
i) Provisions to determine freeboard of tankers.
STCW 95
Tonnage 1969
Article 12:- Verification of Tonnage certificate
Although the tonnag =e convention is not a safety convention the revision
A787 (19) has laid down the guidelines for port state control However, the
control huy ships.
4. Question
ANSWER:-
Charter party: is the contract between the ship owner and the charterer for the
use of a ship or her services for a particular voyage or for series of voyages, or
for a stipulated period of time.
Contracts for hire of specified vessels, includes
o Time charters
o Bare boat charters (also know as "demise charters).
o Voyage charter
Bareboat charter:
i) Is a contract for the hire of a vessel for an agreed period during which the
ii) In essence the vessel owners put the vessel at the complete disposal of the
iii) The charters have commercial and technical responsibility for the vessel,
and pay all costs except capital costs.
iv) There will be an agreement, that there will be an on hire survey. In the
case of new ship building the survey procedures can be done in the yard
itself according to the agreement. In other cases there is a thorough

examination considering the following points.
 Tanks condition
 Sea worthiness.
v) As a Chief engineer, you are responsible for maintaining the equipment in
vi) Cleanliness and proper P.M.S. system has to be maintained in view of
seaworthiness.
vii) It is a more stringent survey since the charter takes the responsibility of
the vessel in full respect except capital cost.
viii) All crew members to be aware of the safety procedure and safe working
ix) If a second hand ship is taken over by a chief engineer and is being put on
a bareboat charter he should check following with respect to ship:-
1. Visual inspection of vessel
2. Seaworthiness
3. Documentation
4. Machinery condition
5. Pipeline condition
6. Underwater part
7. LSA and FFA items
8. Sounding of all tanks and calculate bunker, lub oil
9. Navigation equipment condition
10.Critical machineries inventory
11.Inventory of spares and stores
12.ORB ( last 3 years )
13.Master and Chief engineer log book
14.Ship sea trial if possible
15.Machinery survey records and PMS
16.Cargo hold condition
17.Insulation check of all motors and alternators.
Voyage Charter:
cargo.
3. The charter agrees to provide for loading, within the agreed period of time,
4. In effect the charterers hire the cargo capacity of the vessel and not the entire
vessel.
otherwise.
charter party.
time.
Time charter:
purposes subject to agreed restrictions. The hire period of time, for the
charters purposes subject to agreed restrictions. The hire period may be the
duration of one voyage (a "trip charter") or anything up to several years
("period charters")).
commercially.
5. The on-hire survey is usually carried out by jointly approved surveyors, paid
the survey.
6. As a Chief Engineer, one should calculate the bunker on board correctly and
7. Off hire survey and redelivery certificate:
8. The off hire survey will normally be carried out by an independent surveyor
to ascertain the extent of damage done during the charter, bunkers R.O.B.
etc. The redelivery clause may provide that repairs necessary to make a
vessel sea worthy must be done immediately on redelivery, and any other
repairs at a more convenient time, e.g. at the next dry-docking.
9. The off-hire survey is similar in scope to the on-hire survey Bunkers r.o.b.
are measured so that they can be "brought back by the owners. The condition
of the vessel and her cargo spaces is examined for damage attributable to
charterers operations.
10.As a Chief Engineer, he should check the bunkers r.o.b. and condition of the
cargo spaces. If any repairs to be done has to be notified to the survey.
5. Question
State the requirement and responsibility of the office in enforcing
“emergency preparedness” procedures for a ship and its personnel, as
required under ISM Codes? Describe the duties of the office in: (i)
Formation of the emergency team (ii) During emergency situations (iii)
Maintaining contact between ship and office.
ANSWER :-
i. “ Emergency Preparedness” as stated under Clause 8 of ISM code is to
make sure that the company has an integrated system with ship and shore
during an emergency.
ii. The office should be prepared at all times to efficiently handle an emergency
situation which might occur on any of the company’s vessels.
iii. Clause 8.3 also states that the Safety management system should provide for
measures ensuring that a company’s organisation can respond at any times to
hazards accidents and emergency situations.
iv. This will be achieved by developing and maintaining contingency,
emergency and marine pollution prevention plans and by training and drills
of the personnel involved both on board and also when a vessel is in, or
reports an emergency situation.
v. The contingency team shall as soon as possible, assist the master to initiate,
engage, command and co-ordinate the appropriate action as the situation
may require in order to primarily, mitigate injuries or damage to:-
1. The people
2. The environment
3. The cargo
4. The vessel
vi. The contingency team consists of the following persons:-
1. Leader of contingency team
2. Technical
3. Operation
4. Manning
5. Insurance
6. Legal
7. Administration
8. Designated Person Ashore
9. Safety Officer
10.Security Officer
vii. The company has to set up above mentioned persons such that everybody is
prepared & know their duties in case an emergency is called.
viii. The company has to lay down a policy in which the contingency team shall
be ready at any time. This must be assembled within 2hr notice. Vacations
must be planned in accordance with the requirement & persons with
operational knowledge should be available at all times.
ix. Also the contingency team shall be tested & drilled twice a year; provided
the team has not been actually mobilised during that period. The drill plan
shall be as realistic as possible; starting with a drill message released from
one of the vessels and followed up by messages of the accident development.
x. The exercise plan of the company audit system shall be worked out.The
actions of the contingency team shall be monitored and written records
maintained. When the drill is finished, a briefing shall take place.
The company has the duties as per the policy during every instance such as :-
1. Formation of Emergency Team :-
The company has to form a contingency or emergency team which has the
level and leadership, also have the planned and well known duties of each
person. The Emergency team consists of members which have the duties in
them. The situation is divided in two levels; Red Level Mobilisation &
Green Level Mobilisation. The Red Mobilisation is incidents of catastrophic
nature such as explosions, major fire, collision, grounding, major oil or NLS
spill and missing vessel. The Green Mobilisations are serious breakdowns,
loading/discharging problems, heavy weather problems, minor oil or NLS
substance spill etc. Where necessary assistance to the ship can be arranged
by the ships technical superintendent or member of the relevant company
department. Also the team consists of following persons:-
Level of Mobilisation
Red Green
1. Leader of the Emergency team X
2. Maritime/Safety X
3. Technical X X
4. Operation X X
5. Manning X
6. Insurance X
7. Legal X
8. Administration X
The head of the technical and marine division will normally serve as leader
of the team, & in his absence the leadership is passed down in the order
of hierarchy. The actions taken are on behalf of the company as they deem
necessary in an emergency situation.
The leader has power to contact Board of Management after a red
mobilisation & keep managing director duly informed of the occurrence &
development.
2. During Emergency Situation :- Whenever there is an emergency situation,
the vessel calls the company & the one who gets the message first is
responsible for contacting the head of the Technical & Marine division and
they will agree on the level of Mobilisation & if the head is not available, the
one who gets the message first shall use his own judgement decide the level
of mobilisation, & he shall then inform the Emergency team members.
Company should know the development of the situation and master may
seek advice from the Emergency team & discuss further action to be taken ·
During action, each member of the team shall evaluate the condition under
his responsibility.
The team leader shall be kept fully informed about any action suggested or
executed by the member of the team.
Also during action the person –in-charge and his assistant is appointed for
the following job:-
1. Appoint the Emergency team
2. Keep the Emergency room equipped and in good order
3. Keep the relevant charts available
4. Keep track of members
5. Receive the alarm report / mobilise the team
6. Call the Tech superintendent’s & fleet manager
7. Notify the owner, charterer, cargo owner, Class and D.G.Shipping
8. Hire of Salvage
9. Inform the relatives
10. Call press conference & inform the media
11. Set up communication
12. Logging & secretarial duties
The team has to go through the situation & evaluate a most probably and
worst case development scenario, and during the situation analysis, priorities
should be life-safety environment & property, when decisions are made.
The team evaluating the situation & making the action plan which are based
on a worst case development scenario. The action plan shall be updated
continuously as soon as new information is received. Also the team shall not
diminish the masters’ over riding responsibility and discretion to take
whatever action he considers to be in the best interest of the crew, vessel and
environment. Also the team has to decide to have an assistance from the
specialists who may be able to provide information, contribution to solve the
actual problem. Also the information to media & relatives of the crew must
be given when things are confirmed & only a spokesman should speak to
media & fleet personnel to the relatives & both should be updated as the
news gets confirmed
3. Maintaining Contact between Ship & Office :- As described earlier, the
contact between ship and office is to be maintained through out the action so
that the advice is given to the master or person-in-charge on board, what is to
be done, & what may be the further action. Also the company knows the
latest developments & cam plan accordingly.
6. Question
What are the UNCLOS provisions concerning ship’s flag and nationality?
In observing the provisions of UNCLOS, what are the duties of the flag
state and how they are enforced.
ANSWER :-
UNCLOS stands for United Nations conventions on laws of sea. It was outcome
of the third UN conference in 1982 and came into force internationally on 16th
November 1994
UNCLOS provisions concerning ship’s flag and nationality
Part VII High seas
Article 90 :- Right of navigation
Every state coastal or land locked has the right to have it’s ship flying its flag on
high seas
Article 91:- Nationality of ships
Every state must fix condition of ships for the grant of nationality of the
registration and for the right to fly its flag
Ship’s have the nationality of the state whose flag they are entitled to fly
State must issue to ship’s flying its flag, documents to that effect
There should be a genuine link between the state and the ship
Article 92:- Status of ships
Ships must sail under the flag of one state and are subject to the jurisdiction of
the flag state on high seas
The permission for the change of flag is given only in the case of transfer of
ownership of change of registry
It also deems that a ship which uses two or more flags according to convenience
will be treated as a ship with no nationality
Article 93:- Ships flying the flag of the United Nations, its specialized agencies
and the International Atomic Energy Agency
It gives provisions for ships to fly the flag on UN or its agencies and
IAEA(International Atomic Energy Agency)
Duties of flag state
Article 94:- Duties of the flag State
a. Each flag state to effectively exercise its jurisdiction and control in
administrative, technical and social matters over ship’s flying its flag.
b. Maintain a register of the ships.
c. Assume jurisdiction under its internal law over each ship flying its
flag and its master, officers and crew in respect to administrative,
technical and social matters concerning the ship.
d. Take such measures for ships flying its flag as are necessary to ensure
safety of sea with regards to:
1. Construction, equipment and sea worthiness of ship
2. Manning of ships, labour conditions, training of crew (STCW & ILO
convention)
3. Use of signals, the maintenance of communications and preventions of
collisions such measures include
1. each ship is surveyed before and after registration by a qualified surveyor of
ships and has on board such charts, nautical publications, navigational
equipments and instruments for safe navigation of the ship’
2. each ship is in charge of master and officers who posses appropriate
qualifications in seamanship, navigation, communications and marine
engineering and the crew is appropriate in qualification and numbers for the
type, size, machinery and equipment of the ship.
3. The master, officers, crew are fully conversant with and required to observe
the applicable international conventions like MARPOL, SOLAS, COLREG,
GMDSS etc.
e. In taking above measures, each state is required to confirm to
generally accepted international regulations, procedures and practices
and to take any steps which may be necessary to secure their
observance.
f. A state which has clear grounds to believe that proper jurisdiction and
control is not exercised by flag state may report to t he flag state, upon
receiving such report flag state may investigate that matter and if
necessary to take remedial action.
g. Every state must cause an enquiry by a qualified person/s into every
marine casualty/incident of navigation and caused loss of life/damage
to other nationals or to a marine environment. The flag state and other
states must co-operate in the conduct of enquiry.
Enforcement by flag state

Article 217
1. States must ensure compliance of international laws such as UNCLOS for
the protection of marine environment and must adopt regulations to ensure
their compliance to all ships flying its flag.
2. State must take appropriate measures to prevent vessel from sailing unless
they are complying with international rules and standards regarding design,
construction, equipment and manning.
3. States must ensure that their vessels are carrying onboard all certificates
required by asper international requirements and must ensure periodical
inspection of ships for compliance.
4. State must provide a investigation when its vessel commits a violation of
international rules and regulations.
5. State should enforce its national laws if sufficient evidence is there against
its vessel.
6. It should be prompt in responding to any request for information by any
other state and it should inform competent international organization about
action taken.
7. Flag state must fix adequate penalty for any vessel which violates the law
and the penalty must be adequate in severity to discourage future violation.
7. Question
Develop a training program for activities of a vessel, where you have joined
recently as a Chief Engineer highlighting the specific training needs for
engine room personnel in case of (i) use of life saving appliances (ii) fire in
accommodation (iii) explosion in engine room, when the ship is in dry
dock.
ANSWER :-
1. Use of Life saving appliances :-

1. C/E should ensure that the entire crew is trained on the use of personal life
saving appliances.
2. The Training program is to comprise of drill, training sessions,
demonstrations and lectures.
3. Abandon ship drills to be conducted highlighting lowering and raising
procedure for lifeboat, knowledge of individual responsibilities to be verified
during these drill.
4. Procedure for lowering of lifeboat and life raft to be prominently displayed.
5. Training session to be held for donning of life jacket, use of lifebuoys, use
of immersion suit.
6. Demonstration to be conducted for the purpose of training crew in use of
pyrotechnics and LTA.
7. Use of EPIRB and SART to be demonstrated and their utility explained.

8. During safety familiarisation personnel are to effectively briefed on their
muster station location, designated lifeboat and emergency duties.
2. Fire in accommodation :-
a) Drills, basic fire fighting training are the effective means to carry out a
training exercise for fighting fire in accommodation.
b) During basic familiarisation, personal must be briefed about the nearest
exit/escape routes from their cabin, location of closest fire extinguisher
and hydrant. Emphasis should be given on training of classification of fire
and applicable extinguisher.
c) Drill to be conducted in as realistic manner as possible including
additional contingencies such as injured / incapacitated person.
d) Training sessions must address the location of the hydrant and hose and
the preferred point of entry.
e) Fire plan to be discussed to enable better understanding of the layout of
extinguishers.
f) Galley specific fire fighting measure to be dealt with in separate drill.
g) The importance of NO SMOKING IN BED and tzhe use of designated
smoking room with two door separation from open deck to be
highlighted.
h) Demonstration showing operation of fire doors and the importance of not
having any external holding back arrangement to be conducted.
3. Explosion in engine room when the ship is in Dry dock.
1. A Training program for dealing with an explosion in the E/R must cater not
only to mitigating consequences but also to prevent recurrence.
2. Personnel to be involved in carrying out a risk assessment towards such an
eventuality prior entry into the dry dock.
3. The potential hazards to be indentified and corrective measures taken.
4. The importance of a documented “ HOT WORK PERMIT ” procedure to be
highlighted.
5. Training program must also encompass co ordination with shore authorities
towards the fore fighting .
6. The shore contact number for emergencies displayed.
7. The primary and secondary muster stations are to be identified and the
response teams to assist shore action mobilized.
8. The procedure for evacuation and subsequent lock down are to be
explained.
9. Training sessions to be held showing location of ventilators and dampers and
their means of closure.
10.The location of the ISSC and its utility to be explained.
8. Question.
Your vessel, which had recently been dry docked, is showing a significant
increase in fuel oil consumption. Frame a report, in the format of an e-mail
message, addressed to the Engineer Superintendent. Discuss the related
inspections made, findings established and suggestions for repair, if any.
ANSWER :-
9. Question
(i) Define the'-meaning of the term "conditions of assignment" as
applied to ships.
(ii) State how conditions of assignment contribute towards the
watertight integrity of ships.
(iii) Give reasons why conditions of assignment need periodic inspection,
giving specific instances where they can be found to be less than fully
effective.
ANSWER :-
a. This are the conditions which must be met before freeboard is assigned to a
ship and this enables the load lines and mark to be engraved on the ship. This
conditions are as follows
e. Enough structural strength should be possessed.
f. Enough reserve buoyancy should be possessed.
g. Safety and protection of the crew.
h. Prevent entry of water into the hull.
Ships are to be surveyed annually to ensure that they fulfil the condition of
assignment.
b. Contribution of condition of assignment towards water tight integrity of
ship
Most of the condition of assignment are concerned with the water tight integrity
of the ship.
Hull construction shall meet the highest standards laid down by the
classification society. This ensures protection against flooding of the ship.i
Superstructures and bulkhead must be strengthened sufficiently.
Hatchways- coaming heights should be as per Solas chapter II -1. Hatch cover
construction , thickness of the plating and approved means of securing.
Machinery space opening,
Details of openings in freeboard and superstructure decks, ventilators and air

pipes on freeboard and superstructure decks, scuppers, inlets and discharges,
side scuttles and cargo ports.
All the above parameters ensures water tight integrity and protection against
flooding of compartments.
c. Need for Periodic Inspections:-
“Condition of Assignments” need periodic inspection to ensure that ships
conditions are such that the above mentioned are maintained in good order.
During periodic inspection surveyor shall ensure that no material alteration have
been made to the hull or superstructure that would affect the calculation
determining the position of the load line. This can be found out by reviewing
the condition of assignment. Example of items that may no longer fulfil
conditions of assignments could be in hatch covers, cargo ports, water tight
doors, scuttles, and other closing appliances.
Corrosion, reduced resistance or damage of seals, locking arrangements
damaged.
In coaming of hatches, ventilators, air pipes, especially at weather deck level.
Gangways, rails, bulwarks, damaged or not secured property.
March 2012
1. Question
In relation to sea worthiness of a ship discuss the responsibility and
authority of the following stake holder.
Maritime administration
Recognized organization
Ship owner
Insurance company
ANSWER:-
A. MARITIME ADMINISTRATION:-
AUTHORITY:- According to UNCLOS, flag state is completely responsible for
the administrative, technical and social matter of the ship, which also includes
seaworthiness. Article 94 of UNCLOS states that every state has to bring all the
international conventions, to which they are parties, into their national laws. In
India MS act 1958 as amended, it is written that for all Indian flagged ship,
India is responsible and dedicated to ensure the safety of the ship, the protection
of life and property at sea and the marine environment.
RESPONSIBILITY:-
1) To make ship construction rules
2) Various IMO conventions to include in national legislation
3) Monitoring the vessel during construction
4) Do initial survey of vessel before registration
5) Do periodic surveys to check ship standards
6) Do investigation involving ship accidents
7) Impose penalty to owners who are not maintaining ship seaworthy
B. RECOGNIZED ORGANISATION:-
AUTHORITY:- These are independent organizations which do not benefit from
ship owners, builders etc. Flag state often authorizes these recognized
organization some responsibilities by issuing official gazettes, notices or orders.
In India section 7(3) and section 9(1A) of MS act 1958, as amended states that
DG shipping can delegate some responsibilities as he think fit to recognized
organizations. So, RO is only working on behalf of flag state.
RESPONSIBILITY:-
1) Make construction rule book and get it verified by administration
2) Monitor the vessel construction in yard
3) Ensure that ship’s equipments are in sound and reliable condition
4) Ensure that ship’s various system comply with flag state rules and various
international convention
5) Survey the vessel. All survey reports to be submitted to flag state
6) Advice and give necessary technical guidance to owners for maintaining
seaworthiness of ship
7) Responsibility of ROs in today shipping world has increased as port states,

charterers, P&I clubs rely on them to confirm that vessel is classed all time and
complies with international conventions and safety standards
C. SHIP OWNER:-
AUTHORITY:- To carry out his responsibilities the ship owner is free to
choose any state where his ship can be registered and to choose any
classification society recognized by that flag state.
RESPONSIBILITY:-
1) He has to maintain the condition of hull, m/c, cargo holds, cargo handling
gears, safety etc. in highest grade.
2) He has to maintain class notification assigned to him
3) He has to follow all the flag state’s regulation and the local regulations
where his ship is visiting
4) Call the surveyors to carry out different surveys and to revalidate the
certificates
5) Report to flag state if any deficiency is developed on the ship which affects
seaworthiness.
D. INSURANCE COMPANIES:-
AUTHORITY:- According to MS act 1958 as amended vessel has to only cover
civil liability for oil pollution.( Part X B of MS act). No other insurance like
H&M and P&I is required according to law. Owners require insurance for
commercial purpose, otherwise they will not get business. So, authority of
insurance companies is limited to their own benefit that if unseaworthy vessels
are covered by them, they will have to pay more claims.
RESPONSIBILITY:-
1) Ensure that vessel is seaworthy before issuing insurance policy
2) Ensure vessel is under class and class condition is maintained
3) Ensure ship owners have good management expertise
4) Ensure ship owner is doing legal business.
2. Question
Now days there is a global trend substituting prescriptive based standards
into functional based standards [e.g. part f of solas chapter ii – 2]
Describe the advantages and disadvantages of functional phase approach in
comparison with prescriptive approach
ANSWER:-
a) The maritime safety committee at its 74th session and 82nd session,
approved guidelines on alternative design and arrangement for SOLAS CH-
II-2 and SOLAS CH II-1 and III respectively.
b) MSC issued guidelines, which serve to outline the methodology for
engineering analysis required by above SOLAS chapters on alternative
design and arrangements for which the approval of an alternative design
c) Alternative design and arrangement means measures which deviate from the
prescriptive requirement of SOLAS CH II-1, CH-II-2 or CH-III, but are
suitable to satisfy the intent of that chapter.
d) For this first of all engineering analysis is carried out. It shows that
alternative design and arrangements provide the equivalent level of safety to
the prescriptive requirements of SOLAS CH II-1, CH II-2 and CH-III.
e) This approach should be based on sound science and engineering practice
incorporating widely accepted methods, empirical data, and calculation,
correlation and computer models as contained in engineering textbooks and
technical literature.
f) A design team acceptable to the Administration should be established by the
owner, builder or designer and may include a representative of owner,
builder or designer and experts having the necessary knowledge and
experience in safety, design and/or operation as necessary for the specific
evaluation at hand.
The design team should:-
1) Appoint a coordinator serving as primary contact.
2) Communicate with the administration for advice on the acceptability of the
engineering analysis of the alternative design and arrangement throughout the
entire process.
3) Determine the safety margin at the outset of design process and review and
adjust it as necessary during the analysis.
4) Conduct a preliminary analysis to develop the conceptual design in
qualitative terms.
5) Conduct quantitative analysis to evaluate possible trial alternative designs
using quantitative engineering design.
6) Prepare documentation, specification, and a life cycle maintenance
programme.
To understand it better let us take the example of part F of SOLAS II-2 :-
PRELIMINARY ANALYSIS
FIRE SCENARIO INFORMATION
QUANTIFY PRESCRIPTIVE SYSTEM PERFORMANCE
QUANTIFY PROPOSED SYSTEM PERFORMANCE
EVALUATE PERFORMANCE OF PRESCRIPTIVE VS PERFORMANCE
PERFORMANCE OF PROPOSED DESIGN ACCEPTABLE
ALL SCENARIOS EVALUATED
SELECT FINAL DESIGN
But performance based design is not about:-
1) This approach should not be used to justify the use of material or equipment,
where material or type approval exists.
2) This approach should be used to demonstrate equivalent or higher level of
safety.
Advantage of functional based design:-
1) Cost effective design
2) Design for unique application
3) Formal method for incorporating novel designs.

4) Greater understanding of loss potential.
5) Allows designs to be assessed which are too complex to have relevant
regulations applied.
6) Conventional guidance can restrict design flexibility.
7) Can address issues beyond life safety e.g. protection of assets.
Disadvantages of functional based design:-
1) More time consumed.
2) More cost.
3) Greater documentation.
4) Special training will be required for the employees to understand new
system.
3. Question
International Air Pollution Prevention Certificate!
maintained,
Exnumerate general requirements for shipboard incinerators, as
mentioned in Annex VI of MARPOL 73/78
ANSWER:-
Annex VI should be considered.Prior to issuance of certificate the flag state or
1. Regulation 12:- Ozone Depleting Substances (ODS)

Also, after 19 may 2005 any installation which contains ODS other that HCFC
is prohibited. Installation containing HCFC is permitted till 1st January 2020.

administration.
substance in respect of
2. Regulation 13: – Nitrogen Oxides (NOx)
1. Check all engines are certified and have the necessary documents.
2. Sight the EIAPP certificate and Check that a approved Technical file is
3. Verify Record book of engine parameters for all diesel engines is updated.
Check that the following is updated in the file:
4. Confirm that NOX influencing components for diesel engines are provided
with manufacturer's identification code.
5. Confirm NOx emission related engine settings for diesel engines in order.
3. Regulation 14:- Sulphur Oxides SOx
a. Verify that the sulphur content of fuels is not above 4.5%, m/m and for
fuels to be used inside SECAs is not above 1%.m/m
b. Confirm satisfactory installation and documentation for fuel switching
c. Verify the log-book for operation of fuel oil systems with low-sulphur
fuel oils (SECA), is updated and in compliance.
d. Verify operation of Exhaust gas cleaning system, if fitted.
4. Regulation 15 :- VOC
a. Applicable for tankers only when entering ports where this is
required.Verify VOC return system certification and Vapour emission
control system manual on board.
b. Confirm condition of vapour collection system. Check Vapour collecting
a. Get an overview of Incinerators requiring type approval Incinerator
installed after 2000-01-01to be approved according to resolution MEPC
76(40),
b. Check the Certificate and operation manual on board.
c. Verify satisfactory operation Check proper functioning of Alarm and
Trips
d. Verify instruction for operation posted, warning and instruction plates,

and that manufacturers name, incinerator model number/type and
capacity in heat units per hour is permanently marked on the incinerator.
e. Check drip trays under burners, pumps and strainers should be free of oil
deposits.
f. Check list of materials not to be incinerated is posted near the
incinerator.
a. Verify bunker delivery notes onboard and with correct content.
b. Verify that each bunker delivery note is accompanied by a representative
sample.
c. Samples to be kept onboard until the fuel oil is substantially consumed,
d. Sampling shall be drawn continuously throughout the bunker period as
per MEPC.96(47).
e. Confirm satisfactory storage of fuel oil samples in a safe storage location,
f. The BDN must be stored onboard for three years after the delivery. It is
BDNs.
g. Verify that BDN's are provided for all bunker operations, recorded in E/R

73/78.
a. Onboard incineration outside an incinerator is prohibited except that
sewage sludge and sludge oil from oil separators may be incinerated in
auxiliary power plants and boilers when the ship is not in ports, harbours
and estuaries.
b. Incineration of Annex I, II and III cargo residues, of PCB's
(Polychlorinated
prohibited.
c. Incineration of PVC’s (polyvinyl chlorides) is prohibited except in
shipboard
76(40).
d. Monitoring of combustion flue gas outlet temperature shall be required at
all times and waste shall not be fed into a continuous-feed shipboard
incinerator when the temperature is below the minimum allowed

temperature of 850°C.
e. For batch-loaded shipboard incinerators, the unit shall be designed so that
minutes after start-up. It must be ensured that the incinerators' flue gas
outlet temperature monitoring system is operational.
f. All incinerators installed on or after 1 January 2000 shall be type
4. Question
ANSWER:-
1. In spite of taking all safety measures and following all correct procedures,
2. After every incidence, investigations take place and insurance claims are
3. Suppose a main engine crankcase explosion has taken place on your ship in
4. Now, you will have to present your vessel for subsequent inspections by P&I
and H&M insurance companies.We will see step by step what all should be
A. Take care of persons injured:-
B. Reporting of incidence to:-

Administration
Owner
Class
P&I correspondent
H&M broker
MAS centre
C. Record keeping:-
D. Necessary documents and records required to honor only genuine
claims
1) Master statement of fact
2) Witness report
3) Injured person statement
4) Communication with the owners, managers, medical advisors and
authorities.
5) Deviation report
6) Photos of place of evidence
7) Medical report book relating to important medical condition and all the
8) Evidence showing personnel wearing PPEs
9) Injured personnel familiarization with machinery form duly signed by him.
10) Safety instructions explained.

xi. Chief engineer log book and official log book entry.
xii. Master’s and chief engineer’s statement
xiii. Witness statement
xiv. Engine room crew statements
xv. Main engine PMS records
xvi. Main engine bearings last renewal and evidence showing that only
xvii. Main engine crankcase lubricating oil report
xviii. Engine parameters at the time of incidence ( from log book or data
logger)
xix. Records showing last alarms and trips tried out ( from alarm logger)
xx. Compliance with manufacturer or service letter received recently
5. Question
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:-
a. Dry docking is a process whereby a ship is brought into a dock which is then
emptied of sea water so that work can be performed on the exterior part of
the ship below the waterline.
b. The purpose of dry docking is to examine underwater hull and fittings,
assess their condition and carry out required repair and
c. As per M.S. cargo ship construction and survey rules (INDIA) 1991, every
vessel has to dry dock twice in 5 years in which the intermediate dry dock
should be at two and half years but can be extended up to 3 years.
Intermediate dry dock can be replaced by in water survey but ship has to be
dry docked at 5 years interval.
d. M.S. cargo ship construction and survey rules 1991 also states that propeller
shaft and the tube shaft driving screw propellers shall be withdrawn and
surveyed at intervals not exceeding two and half years, but Principal officer
can extend it up to 3 years. However, depending upon the tail shaft system
like oil bath or water bath, keyless propeller or keyed propeller, the survey
requirement can be extended.
e. Dry-docking is referred to as a major event in the maintenance of a ship due
to the Extent of survey/items to be examined during drydocking : -
i. Underwater hull up to load water line i.e., bottom and side shell for
damages, shell-opening edges for wasted and corners for possible
cracks.
ii. Rudder for damage and leakage, drain plugs to be opened to find evidence
of leakage, locate the leak by air/hydro-test, repair and retest, rudder
bearing condition including pintles, lock nut tightness and pintle clearance
and smoothness of rudder movements to ascertain if rudder is required to
be removed for necessary repairs. Rudder trunk and stern frame for
general condition and possible damages/cracks.
iii. Condition of oil seals for stern glands, rope guards, extent of shaft drop
and condition of propeller blades, condition of storm valves, sea tubes, sea
inlet and outlet tubes and valves (if sea connections due for survey now or
before the next docking survey).
iv. Condition of sea chest gratings, compressed air/steam pipe condition
should be checked and condition of sacrificial anodes in sea chests should
be checked.
v. Condition of forward part of the vessel for chaffing with chains/damages
with anchors including those on bulbous should be verified.
vi. Condition of bilge keel for damages, possible cracks in way of bilge keel
butts and anodes should be verified.
vii. Chain cables if ranged and anchors if lowered, should be examined.
viii. If docking coincides with the special survey (i.e. within 15 months of due
date of Special Survey) the following SS items normally examined in dry
dock should be surveyed and credited towards special survey:
ix. Shell plating and TM (thickness measurement) of bottom shell if required.
x. Anchors & chains including calibration of cables.
xi. Chain lockers.
xii. Scuppers, sanitary discharges and valves.
xiii. No hot work is permitted in tankers and gas carriers without gas freeing
the tanks and vessels are clear from ports. As such repair list for docking
for these kind of ships should not only reflect defective items but also
items which are likely to be defective before next DS (Docking Survey),
i.e. within the next two and half years to avoid the vessel operating with a
large numbers of condition of class.
xiv. It is essential that not only dates for docking are planned, but also details
of repairs should be completed well before docking is due, discussed with
repair workshops. Materials ordered and made available before repairs
commenced.
xv. A properly planned docking would not only reduce the docking and repair
time but would also ensure proper repair at a lower cost.
 Each classed vessel is subject to a specified programme of periodic surveys
after delivery. These are based on a five-year cycle and consist of annual
surveys, an intermediate survey and a class renewal/special survey.
 Special Survey which must take place every five years and is a far more
thorough inspection of the ship, its machinery and fabric. Special Surveys
are costly, invariably requiring time in a drydock with the ship out of service
for some time, depending on what the classification surveyor discovers in his
inspection.
 The Special Survey will see machinery dismantled to examine it for wear
and tear, the thickness of the plate checked for corrosion to ensure that it
remains within acceptable limits. The opportunity will be taken to examine
parts of the ship that cannot be inspected in normal circumstances. All the
ship’s systems like refrigeration, electrical, control engineering and main and
auxiliary machinery will be examined. If the ship is a tanker or gas carrier,
the special items of equipment appertaining to the ship’s type, such as cargo
pumps and inert gas systems will be examined. In short, the Special Survey
may be likened to a major health check for a ship, as it gets older.
 As dry dock is very important event in the ship’s life. It is very costly affair
too. So dry dock planning to be carried out in advance.
Chief engineer should consider following things while planning for dry
dock:-;
i. Prepare an official repair list, include proper photocopies of plans or
diagrams of parts to repair.Send the repair list to office. Also send the
list of repairs to be done by ship’s personnel.
ii. Ensure all plans are onboard.
a. dry dock plan
b. propeller push graph and plan
c. Rudder fitting diagram and plan
d. Tail shaft arrangement and plan
e. Steel plans (shell expansion plans, mid ship section plan,
scantlings and frame plan)
iii. Check painting requirement for hull and advise master accordingly for
iv. Check the; last anchor chain report and accordingly prepare for anchor
and anchor chain inspection.
v. Make a complete list of items to be surveyed and send it to
superintendent for arranging surveyor for this.
vi. See the enhanced survey report file and assess steel plate requirement
and report to superintendent.
vii. Carry out a gauging inspection / thickness measurement and establish
the scope of steel repairs.
viii. 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.
ix. Modifications /fabrications if any as per new regulations should be
prepared.
x. Make up to date list of spare parts available on board. Raise requisition
accordingly.
xi. Take inventory of stores. Raise requisition accordingly.
xii. Check last tail shaft survey report. Check recent water content in stern
tube lub oil. If stern tube shaft liners (spare) or seals are required, then
inform superintendent and raise requisition accordingly.
CE have to check precision tools inventory. He should have poker gauge in his
custody. Any short coming should be reported to superintendent.
6. Question
Differentiate between third party liability and contractual liability. When
may the ship seek to limit his liability? List the persons entitled to limit
liability and claims entrusted.
ANSWER:-
Third party liabilities:

a) Third party liabilities are those liabilities which are caused to any other
persons or his property not included in any contract.
b) Contract takes place between two parties hence any third person not a
member of this contract is a third party or person.
c) A ship owner also possess the third party liability, which is caused by his
during the maritime adventure, hence he would like to limit his liability
(third party) with regard to
a) Collision liability which is not covered in the H&M policy
b) Liability of the damage & its cargo of the vessel it collided
c) Damage done by ship to other fixed and floating installations
d) Pollution damage caused by his ship and the cost involve in oil clean up
and other persons property
e) Third party injuries and death claims
f) Cost involved in deviation to save distress personnel
g) Expense incurred in landing refugees, stoways and sick persons
h) Any other claim made by third party
i) Innocent breach of regulation
j) Uncoverable GA contributions etc.
d) He may take cargo insurance while his goods are in transit. Insurance
policies are available to cover almost all perils.
e) For each defined peril there is fixed premium. More cover means more
premium required by the parties.
f) There is no mandatory requirement for the party to take any type of
policy except Liabilities for pollution damage. Rest is left to the ship
owner and cargo owner or any other party involved in the maritime
adventure to take cover for various liabilities and bear themselves.
Contractual liability:
a) Contractual liabilities for a ship owner are those by which he winds
himself under some contract with second party. The following are some
typical contracts that a ship owner undertakes and shows how he limits
his liabilities under each contract.
i. Contract with employees: undertakes that he will provide
the safe plant, equipments and safe environment and their
due care, hence he would like to limit the liabilities with
regards to
a) Their medical expenses
b) Compensations to be paid in case of injury or death
c) Breaches to any thing intentionally or unintentionally caused by his

employees which could land him in trouble.
ii. Contract with flag State administration: He register his
vessel under flag state administration, hence he undertakes
the responsibility for safe operation and compliances with
relevant conventions rules and regulations. Hence he will
like to limit his liabilities with regards to
a) Any breaches caused by the ship
b) Any fines imposed for non-compliance with regards to documents or
violation of rules & regulations
c) Oil pollution caused in their territory
d) Other expenses involved in landing people and stoways.
e) Expenses occurred for rendering those states service to ship and its
complements
iii. Contract with local agents and agency: He himself land up
in this contract in order to meet local requirement at port of
call. He takes their service, which a ship requires at port of
call. He would like to limit his liabilities with regards to
a) Agency fees
b) Claims by agents
c) Claim arises when agent breaches the contract
d) Any dame injury caused to their personnel
iv. Contract with salver or tug hire: These services are
required by a ship owner during a port of call to assist their
ship and during distress when the ship looses its main
propulsion plants. Hence he would like to limit his liabilities
with regard to
1) The hire rate
2) Damage cause3d to the tug and their personnel
3) Salver‘s award
4) Any other claims made by salver in rendering his service
v. Contract with stevedores and work shops: In case the ship
requires shore personnel services then ship owner land up in
these service contract and would like to limit his liabilities
with regards to
1. Their hire rate
2. Injury medical expenses etc
3. Damage or loss to their equipments
4. Any other claims placed by them
vi. Contract with the cargo owner (shipper): He undertakes
this ―contract of carriage that will carry the goods in a
manner received to the agreed destination within the agreed
time frame. During such contracts he would like to limit his
liabilities with regards to
a) Loss/ leakage/ damaged caused due the negligence of his employees
b) Losses caused to the cargo owner due to delay

c) Losses caused to the cargo owner due to delivering the cargo other than
agreed destination
d) Any other claim made by cargo owner in this regard. i.e, damage/ loss/
delay to cargo during the duration when it was under the custody of ship
owner.
b) The ship owner makes contract with others such as class, charterer,
pilotage, repair contract etc. In all the cases he will limit his liabilities.
Apart from these he has to take care of himself. i.e,
i. Damaged caused to his own ship
ii. Total or constructive total loss of his vessel
iii. Freight not paid.
7. Question
What are the principles of modern salvage law? What is G.A, explain in
context of G.A
a) Entitlement
b) Artificial adjustment
c) Contestation
ANSWER:-
a) Salvage is the services rendered by a person who saves or helps to save a
maritime property in danger. A salvage operation will be a salvage operation
if and only if
a) The salvage service must be voluntary
b) The salvage service must be rendered to recognized subject of salvage
c) The subject of salvage must be in danger
d) The salvage service must be successful.
b) Modern salvage law is based on INTERNATIONAL CONVENTION ON
SALVAGE 1989, which replaced the 1910 convention which incorporated
the ‘no cure – no pay’ principle.
c) This means the salver was only awarded for his services when the operation
was successful. Although this basic philosophy worked in most cases, it did
not take pollution into account. A salver who prevented a major pollution
incident ( by towing a damaged tanker away from a environmentally
sensitive area) but did not managed to save the ship or cargo got nothing.
d) The 1989 convention seeks to remedy this deficiency by making provision
for an enhanced salvage award taking into account the skills and efforts of
salvers’ in preventing or minimizing damage to environment.
e) Article 14 of convention introduced a special compensation to be paid to
salvers who have failed to earn a reward in the normal way which is listed in
article 13.
f) If the salver by his salvage operation has prevented or minimized damage to
the environment, the special compensation payable by the owner to the
salver may be increased up to maximum of 30% of the expenses incurred by

the salver. It can be increased in special cases but cannot exceed 100% of the
expenses incurred by the salver.
General average
General average is an ancient form of spreading the risk of sea transport and
existed long before marine insurance. General average means general loss‘, as
opposed to a particular loss under marine insurance.
It is defined in the rule A of York- Antwerp rules 1994 as ― There is a general
average act when and only when any extraordinary sacrifice or expenditure is
intentionally and reasonably made or incurred for the common safety for the
purpose of preserving from peril, the property involved in a common maritime
adventure.
1. Entitlement to general average
I. The G.A. act was usually ordered by the master originally, but now York –
Antwerp rules does not restrict this power to master alone but ship owner / agents
on behalf of owners can order G.A act.
II. The carrier must not have been at fault in law other wise claimant is not entitled
to obtain contribution from other parties.
III. There must be a casual connection between the loss and the general average act
i.e. losses occurred due to direct consequences of the general average act shall be
allowed as general average.
IV. The onus of proof is upon the party claiming in general average to show that the
loss or expense claimed is properly allowable as general average.
2. Artificial General Average
1. Artificial general average is the granting of a claim for general average even when
one of the five basic principles of general average found in rule A of York –
Antwerp rules of 1994 is not present.
2. The creation of artificial G.A. was a part of the slow evolution favouring ship
owners.
3. Peril did not have to be immediate, but real and not imaginary.
4. Claims for G.A were originally for jettison of cargo cutting away of masts/anchors
carried out for the common safety in order to avoid imminent ship wreck caused
by the peril.
5. In 1890, the expenses for which the carrier could claim were expanded by rule
X(b) to include cost of discharging cargo at a port of refuge when the discharge
was necessary for the common safety or to permit repairs necessary for safe
prosecution of voyage.
3. Adjustment Of General Average

 The lettered rules and numbered rules of York – Antwerp rules to be
apply for the adjustment of G.A. Except as provided by the numbered
rules, G.A. shall be adjusted according to the lettered rules.
 The process of adjusting a general average sacrifice or expenditure
begins with the declaration of G.A which is made by the ship owner
through the underwriters.
 G.A claims must be submitted in writing to the G.A adjuster with in 12
months of the date of termination of the common maritime adventure.
 If cargo has been sacrificed, ship owner must obtain security form other
cargo owners before discharging. The security may be in the form of
‘G.A bond’ or an under taking from the cargo under writer.
 G.A is adjusted at the place where voyage terminates according to the
law applicable there, if there is no clause on general average in the
contact of carriage. The contract usually provides for G.A adjustment as
per rule G of York – Antwerp rules, 1994.
 The adjustment is made by ‘average adjuster’ who is appointed by the
ship owner to collect all facts regarding incidents, collect guarantee from
various parties before cargo is discharged and to ensure payments of the
contributions.
 The value of property scarified for the common safety and the
corresponding contributory values of the ship and remaining cargo are
measured as at the date of discharge or at the port of destination
i.e. a fraction x = G.A. expenses __________________________
total value of property saved at destination
Each contribution from party is calculated as the ‘fraction X’ multiplied by each
value of property saved.
4. CONTESTATION OF G.A
The principle and calculation of G.A has been the subject of dissatisfaction in
recent years for six main reasons.
1) Exoneration of carriers for fault of the crew as in regarding civil liability carriers
are liable for all damages due to fault of crew
2) The interpretation rule – gives numbered rules precedence over lettered rules, thus
four of the five basic principles of G.A in rule A has no effect if a lettered rule
contradicts any one of them
3) Emergence of marine insurance – all parties insure against G.A. contribution as the
risk involved is high
4) Expenses and delay in G .A. adjustments
5) Contribution collection problems
6) In case of small G.A – adjusters found it quite un-remunerable
8. Question
Apart from statutory surveys, what all other surveys can be undertaken by
a classification body for a ship? What are the limitation for limitation for
the society in these cases? Enlist them and emphasize how these cases are
taken care of.
ANSWER:-
1) Classification societies are neutral third party survey organisations under

taking ship survey in support of insurers.
2) The societies are the primary means by which the shipping industry regulates
itself and verifies the maintenance of ship safety.
3) Classification society establishes and apply technical standards for the

design, constructions and survey of marine related facilities. The
requirements are published as classification rules.
4) Classification societies carry out statutory surveys on behalf of the
administration, as recognised organisation.
5) These are basically in requirements of fulfilling Solas and various
international convention provisions. Apart form statutory surveys the
following surveys are carried out by classification societies.
 Survey for classification :-
As Per rules and regulations pertaining to safety and operational
requirements of the ship and its equipments the classification societies
inspect the hull standard design for ensuring proper strength standards, hull
equipment and appendages , such as stern frames, rudders and steering
gear, stability aspects, different equipments and machinery, navigational
aids, etc.
 Appraisal Survey :-
This inspection the fair market value of the vessel and is used for variety of
purpose such as collateral, estate assessment, litigation, etc. the focus is
upon the condition and valve of the vessels structure and its accessories/
equipments.
 Installation Survey :-
Following installations are surveyed
Refrigeration machineries
Centralised control and monitoring system for machineries.
Operating system for periodically ums vessel
Safety equipments
Safety radio equipments
Marine pollution prevention equipments
Cargo gear
Electrical installations
 Damage Survey :-
If invited by ship owners in case of any accident to access the cause and
extent of the damage and nature of the damage. If invited by the third party
in case of collision to determine the repair recommendations.
6) While the authority to carry out statutory surveys and inspections on behalf
of administration may be delegated to the RO , the powers of the
enforcement of RO are limited when repairs or corrective actions are not
carried out or survey is not passed satisfactorily.
7) RO do not have the power to detain the ship . At the most he can withdraw
the statutory certificate or declare them invalid and notify the ships flag state
and the port state where vessel happen to be located for further action.
8) Also classification societies are not the guarantors of safety of life at sea or
the seaworthiness of the vessel because classification society has no control
over how the vessel is operated and maintained in between the between the
periodic surveys which it conducts. Therefore responsible ship owners
employ highly qualified superintendent to carry out vessel maintenance on

regular basis and ensure that their ships undergo all class surveys and retain
class.
9) The classification societies keep complete files of all files of all ships
covering the documentation required by the rules. Repairs will not be
disclosed to any party, apart from the national authorities involved. Without
the owner’s consent. The society also undertakes all reporting to national
authorities required in connection with the safety certificates. Based on the
reports of the verification the national authorities / flag state can issue the
required certificates or detain the ship as the case may be.
9. Question
The Paris MOU committee adopted a new inspection regime NIR in 2009
by which a risk profile would be established for each ship based on type age
flag company history and psc detainment record. As chief engineer visiting
a port under Paris MOU how would you prepare your ship for the visit.
ANSWER:-
 As on 1 January 2011, the Paris MOU initiated a new port state control
inspection regime.This inspection regime commits the Paris MOU States
to inspect all ships visiting ports and anchorages in the Paris MOU over a
three year period with increased inspection of High Risk Ships (HRS).
HRSs will be subject to expanded inspections every 6 months.
 Ships with 3 or more Port State Control (PSC) detentions in the Paris
MOU region during a three year period will be banned. Under the New
Inspection Regime (NIR), quality ships will be rewarded with longer
inspection intervals.
 The existing Paris MOU Target Factor system was replaced by the Ship
Risk Profile.
 The Ship Risk Profile classifies ships as Low Risk Ships (LRS), Standard
Risk Ships (SRS), or High Risk Ships (HRS), depending on the Ship Risk
Profile.
 The Ship Risk Profile is based on the following criteria, using information
from previous inspections of ships by Port States participating in the Paris
MOU over the last 3 years:
- type of ship (Passenger Ships, Bulk Carriers, Oil Tankers, Gas or Chemical
Tankers are given a higher risk number);
- age of ship (vessels over 12 years of age);
- performance of the flag of the ship, including undertaking Voluntary IMO
Member State Audit Scheme (VIMSAS); (Liberia is a low risk flag);
- performance of the recognized organization(s);
- performance of the company responsible for the ISM Management;
- over the last 36 Months:

1. number of Paris MOU inspections;
2. number of deficiencies per inspection; and
3. number of detentions.
 Low risk ships will be awarded with intervals between Port State Control
inspections of up to 36 months, compared to 6 months in the current
system. All operators and Masters of vessels calling on ports participating
in the Paris MOU must determine their ship’s risk profile.
 Prior visiting a port under Paris MOU a pre arrival compliance check list
is to be filled up which checks all the point which are inspected by the
PSC officer.
1. Ships Certificates/Documents to be checked for validity.
2. Crew Certification / documentation to be checked.
3. Certificates are in a common place (binder or folder) and available for
review.
4. Life saving appliances to be checked i.e.
a. Lifeboats in good condition, proper inventory of rations and equipment,
engines start easily. Davits, structure and brakes, well maintained. Crew
trained/exercised.
b. Lifeboat on load release mechanism properly set.
c. Life rafts in good condition, hydrostatic releases and service dates valid.
d. Lifejackets/Immersion suits, required number, properly stowed, lights.
e. Life buoys, number, condition, marking, lights, quick release, lifelines, as
required.
f. Embarkation ladders in good condition, deck area clear of obstructions,
lighting.
5. Fire fighting equipments and fire protection structures to be checked i.e.
a. Main & emergency fire pumps start easily, acquire suction, regardless of
vessel draft.
b. Fire main charged using main and emergency fire pumps and provide
adequate pressure to the highest and most remote stations.
c. No leaks in fire main and stations. No missing or damaged equipment.
d. Fixed fire fighting system in good condition, servicing not overdue and
record available.
e. Portable fire extinguishers in good condition, proper location, servicing not
overdue, service record available.
f. Fireman’s outfits good condition, complete, servicing not overdue and
record available. Crew trained/exercised.
g. All local and remote fire doors, vent closures and no hold backs.
h. Fire detections system operating properly.
i. Fire dampers, flaps tested, operate properly, not seized, wasted or rusted,
clearly marked.
j. All closures have a good seal.
6. Engine room, machinery spaces, bilges clean of excessive oil, oil residue and
oily rags.
7. High pressure FO piping is jacketed.

8. Bilge pump and bilge high level alarm working properly.
9. Spaces have adequate lighting and ventilation.
10.Remote stops for ventilation, F.O. pumps tested and working properly.
11.Equipment, instruments, gages intact and working.
12.Controls clearly identified and working.
13.Emergency generator starts easily and takes emergency electrical load as
required.
14.Remote and quick closing valves tested and working properly
15.Oil record book available, entries in good order, up-to-date and signed by
officer in charge and Master.
16.OWS equipment tested and operating properly, certificate available.
17.15 PPM monitor alarm, auto-stop, calibrated, tested and operating properly,
as required.
18.No pipes or hoses that could be used as illegal bypass to OWS/15 PPM
monitor.
19.No evidence of disassembling pipe flanges.
20.No blocks, or valves connected to any overboard systems without
justification.
21.Connection for discharge to reception facility available.
22.Sewage treatment plant approved.
23.Garbage management plan and record book entries up to date, receipts
available.
24.Incinerator, acceptable substances incinerated, crew familiar with operating
procedures.
25.Fuel-changeover operations in Special Emission Control Areas are recorded
in logbook.
26.Loading/stability manual approved, latest intact stability information
available.
27.Exterior doors and hatches, sounding tubes, and other opening are in
good condition and provide an adequate seal.
28.Loadline and Freeboard marks properly arranged (P&S) and readable.
29.The galley range is clean, vents are clean of grease.
30.Sanitary systems, sinks, toilets, showers are in good working order.
31.Hospital room is properly stocked, controlled substances are properly
secured.
32.No one living in the Hospital Room.
33.Lighting is sufficient.
34.Cargo hatchways/covers in good order, no cracks, buckling to coamings,
stays.
35.Anchoring/mooring devices, winches/capstans in good operating
condition.
36.Railings/cat walks in good condition no wastage, cracks, buckling, missing
parts.
37.Ventilators, air pipes, casings tight, in good operating condition and

clearly marked.
38.Electrical fittings, insulation, cables in good condition.
39.No leaking hydraulic lines.
40.Pilot/ accommodation ladder in good condition for safe access.
41.Means of escape marked and no obstructions.
42.Radars are required size, number, and operational.
43.Gyro in good operating condition.
44.Magnetic compass readable, calibrated, deviation card available
45.Echo sounder operating properly.
46.Radio /GMDSS main, MF, MF/HF operating condition, tools & spare
parts.
47.VHF fixed/portable equipment working properly, including DSC
performance.
48.EPIRB battery and hydrostatic release valid, maintenance records.
49.All charts and publications are up-to-date.
50.All required charts and publications are available on board and up-to-
date.
51.Lights, shapes, sound-signals working properly.
52.Emergency source of power adequate and available.
53.Official log book and ORB are complete and have all of the required
entries.
54.Other log books maintained: Engine, Radio (GMDSS), Medical and
visitors logs.
55.Fire and abandon ship drills/exercises/training held regularly and properly
recorded.
56.Fire control plan posted as required.
57.Records of security training, drills and exercises up to date.
58.Training records up to date.
59.All required markings are evident.
60.Fire control plan posted as required.
61.Muster list up to date.
62.Alarms tested and working properly.
63.Master, SSO & applicable crew are familiar and have understanding of the
Safety Management System (ISM Code) and Ship & Port Security Code
(ISPS).
64.All documents up to date & available.
65.Evidence available of maintenance schedule, testing, records documented
& implemented. Records of internal audits.
66.Ship Security Plan approved & protected from unauthorized access.
67.Ship Security Officer documented and familiar with his duties.
68.Access to vessel is controlled, photo identification and purpose of visitors
is verified.
69.Restricted areas are clearly marked to indicate restricted status.
Feb 2012.
1. Question
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 :-
she is intended.

apprenticeship whereby any person is bound to serve as an apprentice on
board any such ship, there shall be implied, notwithstanding any
agreement to the contrary, an obligation on the owner that such owner
and the master, and every agent charged with the loading of such ship or
the preparing thereof for sea, or the sending thereof to sea, shall use all
reasonable means to ensure the seaworthiness of such ship for the voyage
at the time when such voyage commences, and to keep her in a seaworthy
state during the voyage.
complied with, the Central Government may, either at the request of the
owner or otherwise, arrange for a survey of the hull, equipment or
machinery of any sea-going ship by a surveyor.
2. Question
(a) List the objective of an ISM Internal Audit of a ship? How an internal
audit helps in Satisfactory External Audit of a vessel? What are dynamic
elements of the ISM Code which envisages continuous improvement of
safety management and pollution prevention?
(b) What do you understand by "Non-conformance". What is the
difference between a corrective action and preventive action?
ANSWER :-
The ISM code , element 12 (company verification, review and evaluation )

makes it mandatory to maintain and control the shore and ship based
management.
Objectives of the internal Audits are.

I. Internal audits are conducted for self evaluation of the safety management
system on board
II. It is a tool to monitor how well the SMS system is implemented on board
regarding the safety practices and pollution prevention activities, whether
companies safety and environmental policy is continually in requirement of
the ISM code.
III. To check whether plans and procedures are being followed.
IV. To check whether laws and regulation are being followed.
V. Any deficiencies as regards to below can be corrected :-
1. Procedure :- testing procedures for lifeboat engines, arrival / departure
procedure etc.
2. Personal :- Maintaining of training records , familiarisation with equipments
and their duties etc.
3. Documents :- Update for any recent changes incorporated like deletion of
concerned sections from ORB as regards to discharge through 15 PPM
equipment kept with concerned book, permit to work etc.
4. Corrective Action :- Reporting of near misses and SMS incorporated the
change etc.
5. Non – Conformities as per above.
The internal Audit helps in external audit in following ways :-

1. It is carried out to ensure / verify that the various elements of the safety
management system of the organisation are effective and suitable in
achieving the stated management objectives.
2. Internal audits are conducted for self evaluation of the SMS system on
board.
3. It helps in rectifying the faults before hand and helps company in Self
healing process.
4. Any deficiency found can be corrected as per procedure laid down in
company’s SMS.
5. If any deficiency found, concerned responsible person is informed.
6. It helps in confirmation of preventive /corrective actions to previous
unattended or unaddressed deficiencies.
7. By this all documents, displays, procedures, emergency equipments etc.,
are checked for proper order.
The Purpose of the audit is not to find faults or blame personal onboard but to
make sure safety management system is implemented effectively on board in
compliance with various rules and regulations.
The Dynamics of the ISM code which enable continuous improvement are
1. Personal: - Master Properly qualified and trained, ship is manned by
qualified, certified and medically fit seafarers, New personal are given
proper familiarisation with their duties. Personal involved in SMS should
have adequate understanding of relevant rules, regulations codes and
guidelines. Training safety drills, critical and emergency operation to be
given.
2. Procedures:- Procedures are instruction written in simple and clear language

and understood by the personal. Ship personal are able to communicate
effectively with passenger and other crew.
3. Documentation :- Documentation control, validity of documents, change and
amendment, obsolete documents and safety management manual.
Any noncompliance of the above with regard to applicable rules and regulations
will incorporate a Non – compliance. Reporting to a responsible person , who in
turn be responsible for corrective action as regards to the same.
The company is responsible for maintaining the SMS up to date, it will also
incorporate changes to the SMS as per the data received through the internal
and external audit and also being in constant touch with the latest amendments
and legislations which may need to be addressed in SMS in the form of “
corrective Action ”.
Non Conformance means an observed situation where objective evidence
indicates non fulfilment of a specified requirement. This may be classed into 2
categories
1. Minor Non Conformity:- The threat to the safety of the ship, personal ans
environment is very small.
2. Major Non Conformity:- Any Deviation which possess a serious a serious
threat to personnel, ship or environment and requires action.
The Difference between Corrective action and preventive action.
Any procedure / measure or change incorporated in the SMS of the company ,
in response to the reporting of the Non conformity is classified as a corrective
action. Like SMS incorporating the noting down of pre arrival testing of
steering gear in relevant sections of the log and/ or movement book.
A “ preventive action ” on the other hand is any action which is generally
performed in order to prevent occurrence of any accident.
The preventive action list may be judiciously formulated by reading /
understanding of a job and/ or reading of code of safe working practices.
The occurrence of preventive action may be helpful for one’s safety.
3. Question
ANSWER :-
Bareboat charter:
1. Is a contract for the hire of a vessel for an agreed period during which the
2. In essence the vessel owners put the vessel at the complete disposal of the
3. The charters have commercial and technical responsibility for the vessel,
and pay all costs except capital costs.
4. There will be an agreement, that there will be an on hire survey. In the
case of new ship building the survey procedures can be done in the yard
itself according to the agreement. In other cases there is a thorough
examination considering the following points.
 Tanks condition
 Sea worthiness.
5. As a Chief engineer, you are responsible for maintaining the equipment in
6. Cleanliness and proper P.M.S. system has to be maintained in view of
seaworthiness.
7. It is a more stringent survey since the charter takes the responsibility of
the vessel in full respect except capital cost.
8. All crew members to be aware of the safety procedure and safe working
9. If a second hand ship is taken over by a chief engineer and is being put on
a bareboat charter he should check following with respect to ship:-
1. Visual inspection of vessel
2. Seaworthiness
3. Documentation
4. Machinery condition
5. Pipeline condition
6. Underwater part
7. LSA and FFA items
8. Sounding of all tanks and calculate bunker, lub oil
9. Navigation equipment condition
10. Critical machineries inventory
11. Inventory of spares and stores
12. ORB ( last 3 years )
13. Master and Chief engineer log book
14. Ship sea trial if possible
15. Machinery survey records and PMS
16. Cargo hold condition
17. Insulation check of all motors and alternators.
Voyage Charter:
cargo.
3. The charter agrees to provide for loading, within the agreed period of
time, the agreed quantity of the agreed commodity, to pay the agreed
amount of freight, and to take delivery of the cargo at the destination
place.
4. In effect the charterers hire the cargo capacity of the vessel and not the
entire vessel.
otherwise.
charter party.
time.
Time charter:
(The charters agree to hire from the ship owner a named vessel, of
specific technical characteristics, for an agreed period of time, for the
chatterers purposes subject to agreed restrictions. The hire period of time,
for the charters purposes subject to agreed restrictions. The hire period
may be the duration of one voyage (a "trip charter") or anything up to
several years ("period charters")).
commercially.
stevedores. The charters are responsible for the commercial employment
of the vessel, bunker fuel purchase and insurance, port and canal dues

5. The on-hire survey is usually carried out by jointly approved surveyors,
paid for 50/50 by the owners and the chatterer. Time spent on the survey
is normally at the owner's risk, i.e., the vessel is not on -hire until passing
of the survey.
6. As a Chief Engineer, one should calculate the bunker on board correctly
and to keep all machinery in good condition. He has to prove that ship is
able to satisfy charter party requirement regarding fuel consumption and
speed. Any maintenance required for cargo holds or tanks to be carried-
out prior survey to keep them in good condition.
7. Off hire survey and redelivery certificate:
8. The off hire survey will normally be carried out by an independent
surveyor to ascertain the extent of damage done during the charter,
bunkers R.O.B. etc. The redelivery clause may provide that repairs
necessary to make a vessel sea worthy must be done immediately on
redelivery, and any other repairs at a more convenient time, e.g. at the
next dry-docking.
9. The off-hire survey is similar in scope to the on-hire survey Bunkers
r.o.b. are measured so that they can be "brought back by the owners. The
condition of the vessel and her cargo spaces is examined for damage
attributable to charterers operations.
10. As a Chief Engineer, he should check the bunkers r.o.b. and condition of
the cargo spaces. If any repairs to be done has to be notified to the
surveyor.
4. Question
State the circumstances which may lead to suspension or withdrawal of
class explain the terms (i) period of class (ii) anniversary date (iii) survey
time window (iv) memoranda (v) recommendations
ANSWER :-

1. The class of a vessel will be automatically suspended from the expiry
date of the Certificate of Class if the special survey has not been
completed by the due date and an extension has not been agreed to, or
the vessel is not under attendance by the Surveyor with a view to
complete the surveys prior to resuming service.
2. The class of a vessel will also be automatically suspended if the annual,

intermediate survey become overdue.
3. When the surveys relating to specific additional notations of hull or
equipment or machinery have not been complied with and thereby the
ship is not entitled to retain that notation, then the specific notation will
be suspended till the related surveys are completed.
4. The class of a vessel will be subject to a suspension procedure if an item
of continuous survey is overdue at the time of annual survey, unless the
item is dealt with or postponed by agreement.
5. The class of the vessel will also be subject to a suspension procedure if
6. The class of a ship is liable to be withheld or, if already granted, may be
withdrawn in case of any non-payment of fees or expenses chargeable for the
service rendered.
7. The class may be automatically suspended When it is found that a ship is
than those agreed.
8. The class may be automatically suspended when a ship proceeds to sea
with less freeboard than that assigned, or has the freeboard marks placed
on the sides in a position higher than that assigned, or, in cases of ships
where freeboards are not assigned, the draught is greater than that
assigned
9. The class may be automatically suspended when the Owner fails to
inform the Society in order to submit the ship to a survey after defects or
damages affecting the class have been detected
10. The class may be automatically suspended when repairs, alterations or
conversions affecting the class are carried out either without requesting
the attendance of the Society or not to the satisfaction of the Surveyor.

2. when the causes that have given rise to a suspension currently in effect
have not been removed normally within six months after due notification
of suspension to the Owner
5. when the ship is reported scrapped.
Anniversary date :-
Condition of class.

Memoranda.
Addition note.
‘Recommendation’ and ‘Condition of Class’ are different terms used by IACS
Societies for the same thing, i.e. requirements to the effect that specific
measures, repairs, surveys etc. are to be carried out within a specific time limit
in order to retain class.
5. Question
How many types of warranties are there in Marine Insurance? Give an
example of each type with reference to a hull and machinery policy of
insurance [Express, Disbursement, Seaworthiness, warranty of Legality]
ANSWER :-
The marine insurance act Section 35(1) defines a warranty as a promissory

warranty, i.e., to say the warranty by which the assured undertakes that some
particular things shall or shall not be done, or that some condition shall be
fulfilled, or whereby he affirms or negatives the existence of a particular matter
of facts
A warranty, as above defined, is a condition which must be exactly complied
with, whether it be material to the risk or not. If it be not so complied with, then,
subject to any express provision in the policy, the insurer is discharged from
liability as from the date of the breach of warranty, but without prejudice to any
liability incurred by him before that date. There are two types of warranties:-
Express Warranty:
An expressed warranty must be written into the policy in any form of words or
contained in some document incorporated by ref. into the policy. ( eg.:-
institute policies).
An express warranty does not override an implied warranty unless the two
conflict.
Express warranty is basically based upon the agreed condition of the contract/
policy. Only if the conditions agreed are not met, any claim against the express
warranty comes into picture.
The types of express warranties are limited only be the imaginations and
ingenuity of the underwriter. Almost any thing can be made to be an express
warranty Provide that he proper word are used.
There are a number of express warranty in marine insurance like warranty of
neutrality during war, institute warranty etc. But a common example with
reference to H&M policy being a warranty that the vessel is classed with a
particular society and that her class will be maintained. The wording is likely to
be, for example " warranted LR classed and class maintained"
Some of the common express warranties are
Navigation / trading warranty, private pleasure, towing warranties, ice zones,
war zones.
Implied warranty:
There are not written in the policy but are implied by law to exist in the
contract.
They must be strictly complied with in the same way as expressed warranties.
There are 2 major important warranties in marine insurance policy.
(a) Seaworthiness:
With reference to H&M policy, if the policy is voyage policy, there is an
implied warranty that at the commencement of the voyage, the ship shall be
seaworthy for the purpose of particular adventure. A ship is deemed to be
seaworthy when reasonably fit in all respects to encounter the ordinary perils of
the sea of the adventure insured.
But if it is a time policy, there is no implied warranty that the ship shall be
seaworthy at any stage of adventure but where, with the privity of the assured ,
the ship is sent to the sea in an unseaworthy state, the insurer is not liable for
any loss attributable to unseaworthiness.
(b) Legality: There is an implied warranty that the adventure insured (voyage
time are mixed policy) is lawful and that so far as the assured can control it. The
adventure will be carried out in a lawful manner. If the adventure is illegal at the
time of the insurance is affected, the policy will be void.
6. Question
Write short notes on the following:
(a) Lloyd's Open Form (b) General Average (c) Particular Average. (d)
BILL OF LADDING. (e) Treaty, Convention and Protocol.
ANSWER :-
(a) Lloyd’s Open form.

 It is a standard legal document for a proposed salvage operation.
 It should be used when a marine environment is at risk and master has
insufficient time to request the owner to arrange salvage services on a
pre-agreed rate of sum.
 It is single sheet(2 page) document in a simple format(LOF 2000 form)
 LOF 2000 form contains numbered boxes as below
i. Name of the salvage contractors
ii. property to be salved (vessel name)
iii. agreed place of safety
iv. agreed currency
v. date of agreement place of agreement
vi. Is SCOPIC clause is incorporated-- yes/no
vii. name and signature of contractor
viii. name and signature of master / on behalf of property
 Lloyd‘s open Form of Salvage Agreement or ―LOF , as it is more
commonly known, has been revised ten times since it was first introduced
in 1892.
 The latest revision of the form is regarded as one of the more radical
revisions which have so far occurred. It comprises a single sheet of paper
incorporating a box lay-out in which essential information such as the
name of the ship and the identity of the salvage contractors is to be
inserted.
 Below the box lay-out and on to the reverse side of the document, there
are 12 lettered clauses and 2 information notices. Therefore the LOF 2000
is a more manageable document and easier to read and understand.
 The LOF is basically ―No Cure No Pay‖ agreement. Article 13 deals
with the criteria for the claims. The claims depends upon
 Saved value
 Skill and Effort applied
 Measure of success
 Nature and degree of danger
 Time / Expense
 Risk / Liabilities
 Promptness of service
 State of readiness
 If any other vessels in operation Etc.
 Article 14 talks about the special compensations to be paid to the salver
even if they are not successful in their operation, as a measure of saving
the environment. As per the article 14 the minimum special compensation
will be ―out of pocket expenses plus 30% of that.
 In any case article 13 can be duplicated, i.e, Award as per article 14 is
more than article 13, and then the total award will be article 13 plus the
difference between two. Claims as per article 13 is a part of GA and
article 14 will be paid by P&I.
 LOF -2000 has a supplementary clause called SCOPIC. SCOPIC is done
as per tariff. It is a choice to the salver, but owner can deny. As per the
SCOPIC when salver gives a notice, owner has to give a bank guarantee
to the salver to perform. The owner will appoint a Ship casualty
representative (SCR) at the location for logging down all the day to day
works and machinery operations done under SCOPIC.
(b) General Average

 General average is an ancient form of spreading the risk of sea transport
and existed long before marine insurance. General average means general
loss‘, as opposed to a particular loss under marine insurance.
 It is defined in the rules of YORK-ANTWERP rule as ― There is a
general average act when and only when any extraordinary sacrifice or
expenditure is intentionally and reasonably made or incurred for the
common safety for their purpose of preserving from peril, the property
involved in a common maritime adventure.
 The general average loss are shared by all parties to the common
maritime adventure, each parties contributing proportions depends to his
share of total value saved. The parties involved in common maritime
adventure are
1. Ship owner
2. Each consignee
3. The recipient of the freight (Ship owner/ Charterer)
4. When any equipment is installed on the vessel by a third party, he also a
party
 The five major component of a general average loss are therefore
1. An extraordinary sacrifice or expenditure

2. Which action taken was intentional or voluntary and not inevitable
3. And reasonably made
4. Against a peril
5. In order to benefit the common venture
e.g., Damage done when over working a ships engine while afloat to prevent
grounding in ordinary‘, whereas damage done to engines, when already
aground, in attempting to re-float the vessel is a GA‘, since this is an
extraordinary Act.
(c) Particular Average

It is a partial loss, proximately caused by a peril insured against and which is
not a General average loss. Thus, structural damage proximately caused by
collision, grounding, heavy weather etc. (perils of the seas) would normally be
caused as a PA‘ loss.
(d) Bill Of Ladding

 The bill lading is the declaration of the master of the vessel by which he
acknowledges that he received the goods on board of his ship and assures
that he will carry the goods to the place of destination for delivery, in the
same condition as he received them against handing of the original bill of
lading.
 The definition of a bill of lading given in the ―HAMBURG RULES‖ is
the following.
BILL OF LADING means a document which evidence a contract of
carriage by sea and the taking over of loading of the goods by the carrier,
and by which the carrier undertakes to deliver the goods against surrender of
the document.
 A provision in the document that the goods are to be delivered to the
order of a named person, or to order or o bearer, constitutes such an
undertaking.
 The bill of lading serves as a
a) A receipt of the goods by the ship-owner acknowledging that the goods of the
stated species, quantity and conditions are shipped to a stated destination in a
certain ship or at least received in custody of the ship owner for the purpose of
shipment.
b) A memorandum of the CONTRACT OF CARRIAGE by which the master
agrees to transport the goods to their destinations all terms of the contract which
was in fact concluded prior to signing of the bill of loading are repeated on the
back of this document
c) A document of little to the goods enabling the consigner to dispose of the
goods by endorsement and delivery of the bill of lading.
Types of Bill of Lading
1. Long Term B/L
2. Short Term B/L

3. Direct B/L
4. Combined transport B/L
5. Through B/L
6. Received for Shipment B/L
7. Straight B/L
Hague Visby rule apply to every type of bill of lading.
(e) Treaty
1. A treaty is a written international agreement between two states (a bilateral
treaty) or between a number of states (a multilateral treaty), which is binding
in international law.
2. In relation to shipping matters, the chief international treaty-making bodies
are an internationally accepted organization such as the United Nations or
one of its agencies, such as IMO, ILO, WHO or ITU.
3. A treaty normally enters into force in accordance with criteria incorporated
into the treaty itself, e.g. 1 year after a stipulated number of states have
acceded to it (by signature of a government representative).
4. A treaty signed by a state government generally has no effect in the national
law of the state until there has been an act of ratification or accession and the
treaty has been incorporated by statute into the national law of the state.
Conventions:
a. Means coming together for a common objective
b. Earlier convention was regularly employed for bilateral agreements.
Now convention are multilateral treaty documents and are the chief
instruments of IMO being binding legal instrument regulating some
aspects of maritime affairs of major concern of IMO.
c. Conventions are identified by the name and year of adoption by the
assembly. Eg: Marpol 73.
d. They have technical/ provisions attached in annexes. Eg: Annexes in
Marpol.
e. They have technical provisions in an associated code. Eg: LSA code.
Protocol:
They are important treaty instruments made where major amendments are
required to be made to a convention which, although already adopted has not
yet entered in to force. Eg: Marpol 73/78. i.e, Marpol convention adopted in
1973 and protocol made on 1978 before it came into force.
7. Question
Give a brief history and necessity towards formation of UNCLOS? What
are its important highlights? Under context explain (i) Territorial sea (ii)
Contiguous Zone (iii) Exclusive Economic Zone (iv) Continental Self (v)
High Seas
ANSWER :-
Oceans always have been a prime source of nourishment for life. Climate
and weather changes depend on the interplay between oceans and the
atmosphere. They also serve as a convenient medium for trade, commerce,
exploration, adventure and discovery.
Attempts were made to regulate the use of ocean by conventions acceptable to
all nations. The UN has made considerable progress in developing and
codifying the laws of the sea. There UNCLOS (United Nations Convention on
the Law of the Seas) have been convened.
UNCLOS I at Geneva in 1958
UNCLOS II at Geneva in 1960
UNCLOS III was at GENEVA in 1974 which discussed issues on navigation,
pollution and the breadth of territorial waters. It entered into force on 16th Nov
1994. UNCLOS provides a universal frame work for the management of marine
resource such as environmental control, marine scientific research, economic
and commercial activities, transfer of technology and settlement of disputes
relating to ocean matters. UNCLOS is a treaty of 446 articles grouped under17
part heading and 9 annexes.
The pollution of a marine environment may be defined as the introduction
of substances directly or indirectly which results in the effects such as harm to
the living resources and maritime life, hazard to the health of any legitimate
user or sea changing the quality of sea water and reduction in amenities. The
marine pollution may originate and cause damage to any geographic area, from
land to mid sea. One of the functions of UNCLOS is to allocate responsibility to
states for setting some standards and enforcing the same standards in various
maritime zones to reduce/control the sources of pollution.
UNCLOS deals with six sources of pollution.
1. Land Based Sources: States are placed under the obligation to tackle
pollution from land based sources to rivers. Although the adoption of national
legislation for the establishment of the global and regional rules, taking into
account, never the economy of a developing country and the need for economic
development will not have hundred percent control.
2. Pollution from Sea bed activities: This section deals with marine pollution
resulting from the exploration and exploitation of the continental shelf. The
coastal state should lay some measures to safeguard the living resources from
harmful substances in the area surrounding their offshore platforms and
structures.
3. Pollution from the ―activities in the Area‖: The ―area‖ refers to the sea bed
beyond the continental shelf where exploration and exploitation can takes place.
States should enforce some rules to control the activities of the vessels and
installations flying their flag.
4. Pollution by dumping: It is the deliberate disposal of waste from ships and air
crafts or any man made structure at sea. UNCLOS envisage a combination of
national and international legislation to prevent pollution from dumping.
National legislation should ensure that no dumping is occurred without the prior
permission of competent national authority. Dumping in the territorial sea,
contiguous zone and EEZ may not be carried out with out the permission of
coastal state.
5. Pollution through Atmosphere: This deals with the pollution of atmosphere
from ships and aircrafts.
6. Pollution from vessels: This deals with the pollution of sea by discharge of
oily water and also more harmful pollution caused by sewage, garbage,
insecticides, herbicides, radioactive wastes etc.
TERRITORIAL SEAS: Extends to 12 Nautical miles from the baseline.

Foreign flag vessels have a Right of Innocent Passage through it. The passage is
considered innocent as long as it is not prejudicial to peace, good order or
security of the coastal state.
Right of innocent passage can be suspended if it is essential for the protection of
the coastal state its security or for weapons exercise.
The internal waters the coastal state can exercise jurisdiction over all vessels. In
territorial seas, it should not exercise criminal jurisdiction except.
a) If the consequences of crime extend to the coastal state
b) If crime disturbs the peace of the country or good order of the sea
c) It master of a vessel or an agent of the Flag State requests the coastal state to
exercise jurisdiction
d) If jurisdiction is necessary to suppress traffic of narcotic drugs.
CONTIGUOUS ZONE: Extends 12 nautical miles beyond the territorial sea
limit. Coastal states must exercise control necessary to prevent infringement of
its customs, fiscal, immigration or sanitary laws and regulations within its
territories. Vessel carrying noxious or dangerous substances or wastes may be
turned away on public health or environmental grounds.
EXLUSIVE ECONOMIC ZONE (EEZ)
It extends to a maximum of 200 nautical miles from the base line, covering and
managing the natural resources whether living or non living of the waters
adjacent and of the sea bed and its subsoil.
State has jurisdiction, with regard to installation marine scientific research and
protection and preservation of the marine environment.
All other states enjoy the freedom of navigation, laying of submarine cables
and pipelines
CONTINENTAL SHELF:
The outer limit of the continental shelf shall not exceed 350 nautical miles from
the base line or shall not exceed 100 nautical miles from 2500 meters isobaths.
Coastal states have exclusive rights for exploring and exploiting its natural
resources. The state also has the exclusive right o authorize and regulate drilling
on the shelf or all purposes.
HIGH SEAS:
These are all part of the sea that are not included in the exclusive economic
zone, territorial sea or in the internal waters of a state or in the archipelagic
waters of an archipelagic state.
High seas are open to all states for freedom of navigation, freedom of over
flight, freedom to lay submarine cables and pipelines, freedom to construct
artificial islands and installations, freedom of fishing freedom of scientific
research.
High seas shall be reserved for peaceful purposes. Other high seas precautions
are prevention of slave trade, piracy, seizure of ships, illicit narcotics,
trafficking and unauthorized broad casting
For enforcement purposes, there are provisions for relevant rights of visit,
seizure, arrests and hot pursuits.
8. Question
As Chief Engineer on board stress the issues you will address for lack of
motivation, differences in attitude and to increase sense of competitiveness
for better management and effective control?
Also formulate a flow chart for a work programme to be availed within a
target date from a group of Engine Room Personnel of above mentioned
mixed thought processes.
ANSWER :-
Man is a social animal and to make him work in isolation will lead to
dissatisfaction and unnecessary stress. Companies often employ multinational
crew, which may lead to potential conflicts. In order to improve profitability,
companies try to reduce the number of crews on board to a minimum. In case
everything works properly, there is no perceived problem. In case something
should go wrong, the manpower available is not sufficient to deal
with the problem. This is one of the main reasons leading to stress, which would
either be physical or psychological.
Reasons leading to physical stress & then to lack of motivation could be
reduction in manpower on ships to reduce costs or frequent calling at ports. This
leads to an imbalance in the human biological clock, when working/rest hours
(in port) are different from those at sea...
Duties in ports may require far more physical effort and longer working hours
due to the work load – completing the work to sail.
Therefore officers and crew members, working in above environment, will
reveal typical symptoms of fatigue. Reasons leading to de-motivation could be:-
I. Problems at home/family end
II. Not being relieved on time which could lead to home sickness.
III. Differences of opinion among colleagues
IV. Job pressures
V. Dissatisfaction due to company’s policy; arguments with regards to

salaries/promotion/leave etc.,
Issues and reasons related to differences in attitude:-
INTEREST: - Different people have different interests in a work organisation.
In ships environment different people like different jobs. Some people are
expert in finding out solutions to a problem, some are very good in
workmanship, and some are good in planning.
But, the problem is usually confronted when these interest are not met. Thus
attitude of a person changes. KEITH DAVIS (professor of management in the
School of Business Indiana University) said, “Human relations, an area of
management practise, are the integration of people in to work situation in a way
that motivates them to work together productively, cooperatively and with
economic, psychological and social satisfaction.” It simply means that there
should be no diversity in interest; but an attempt should be made to integrate the
interest of each person with the interest of all others in the organisation.
COOPERATION: - No objective can be achieved without cooperation among
people. In shipboard management also if subordinates are not satisfied with
cooperation of their superiors, attitude of a person is bound to change as a
result, a problem of disobedience, lack of interest or even confrontational
behaviour itself will be evident. In KEITH DAVIS’ definition; secondly,
principal objectives of integration should be to secure the willing cooperation of
the employees. As a result of sincere efforts on the part of management, the
workman can be motivated to offer their willing cooperation for achieving the
targets of greater, better and cheaper production. In ships, an environment of
cooperation is essential due to diversity in kind of work/jobs required on board
at a given time. To do this, personnel have to understand each others comfort
and care for their help in any situation.
9. Question
As a Chief Engineer on a UMS vessel scheduled to make a voyage from
India to the U.S. Coast; list the salient items you will inspect including
propulsion machinery to ensure making a satisfactory voyage. Also list the
documents the ship will keep handy to successfully undergo port State
control inspection on arrival.
ANSWER:-
The salient items to be inspected on a vessel scheduled to make a voyage from

India to US West Coast are:-
1. ISM Code:
a. Confirm that there is a Company Safety & Environment Protection Policy
on board and that all the key personnel are familiar with the Safety
Management System(SMS).
b. Ensure the Safety Management documentation and manuals are up to

date and readily available.
c. All personnel should be able to give the identity of the DPA(Designated
procedures are in place for establishing and maintaining contact with
shore management through the DPA in an emergency.
d. Records for maintenance, periodic testing, training drills, log book &
safety registers are to be updated.
e. Ensure that you are familiar with any non-conformities which have been
reported to the company and what corrective action is being taken
2. Operation of Machinery:
a. The dead man alarm working properly.
b. No alarms are bypassed and all are tried out regularly and record of
testing dates entered.
c. There is no fuel oil or lube oil leakage.
d. All the fire alarms are tested regularly and all in good condition.
e. All quick closing valves are in good condition.
f. Emergency and standby sources of electrical power to be tested, that they
are readily available, especially in a blackout condition, stand-by
g. Check that the load sharing system of generators is tested and is
functioning correctly.
h. Emergency Generator, Emergency Air Compressor, Emergency Steering
arrangement, Emergency Bilge suction and bilge pumps to be in working
condition with records of all maintenance carried out up-to-date.
i. Try out main engine, start from local control station .
j. Check life-boat / rescue-boat engines are running properly.
k. Check proper functioning of safety cut-outs for main engine / aux engine
/ boilers.
l. Confirm ―emergency stops‖ for pumps & blower function properly.
3. Bunkering Operations:
Ensure bunkering procedures are posted, understood by all personnel & spill
equipment is readily available. Test the means of communication, between
ship‘s bunkering personnel & shore / barge. SOPEP & ISM procedures to report
and deal with oil spills should be understood by all.
4. Control of oily mixture, sludge, sewage, garbage & air pollution:
1. Ensure that all the operational requirements of MARPOL as applicable have
been complied with taking into account .
2. Quantity of sludge/oil residues being generated daily.
3. the capacity of sludge & bilge water holding tanks.
4. capacity of oily water separator, incinerator, etc .
5. Ensure oily water separator, incinerator, sewage treatment plant, primary
6. Check and update all entries made in the ORB.
7. Ensure the correct use of reception facilities; inadequate facilities noted and
reported by the master to the flag state.
8. Ensure the responsible personnel are familiar with the procedures for
5. Fire drills and Fire equipment:
 Confirm that all crew members can activate the fire alarm and know the
reporting a fire to the bridge and actions to be taken
 Check whether all the fire fighting parties promptly muster at the
designated stations when the alarm is sounded, during a ‗simulated‘ fire
drill. Confirm that all crew members are able to demonstrate the correct
use of the appropriate fire fighting equipment
 Ensure the following items are functioning correctly:-
a. fire doors, including remote operation
b. fire dampers and smoke flaps
c. quick closing valves
d. emergency stops of fans and fuel oil pumps
e. fire detection and fire alarm system
f. main & emergency fire pumps
6. Communication:
Ensure that all key personnel are able to communicate & understand each
7. Documents to keep ready for USCG inspection at arrival:
1. Oil record book
2. garbage record book
3. All relevant certificates as per the conventions
4. All certificates related to the competency of crew
5. Cargo related certificates
6. SMC and copy of DOC
7. Ballast water management plan
JAN 2012
1. Question
International Air Pollution Prevention Certificate!
maintained, Enumerate general requirements for shipboard incinerators,
as mentioned in Annex VI of MARPOL 73/78
ANSWER :-
Annex VI should be considered. Prior to issuance of certificate the flag state or
1. Regulation 12:- Ozone Depleting Substances (ODS)

Also, after 19 may 2005 any installation which contains ODS other that HCFC
is prohibited. Installation containing HCFC is permitted till 1st January 2020.
administration.
substance in respect of
2. Regulation 13: – Nitrogen Oxides (NOx)
f. Check all engines are certified and have the necessary documents.
1. Sight the EIAPP certificate and Check that a approved Technical file is
2. Verify Record book of engine parameters for all diesel engines is updated.
Check that the following is updated in the file:
3. Confirm that NOX influencing components for diesel engines are provided
with manufacturer's identification code.
4. Confirm NOx emission related engine settings for diesel engines in order.
5. Regulation 14:- Sulphur Oxides SOx
1. Verify that the sulphur content of fuels is not above 4.5%, m/m and for fuels
to be used inside SECAs is not above 1%.m/m
2. Confirm satisfactory installation and documentation for fuel switching
3. Verify the log-book for operation of fuel oil systems with low-sulphur fuel
oils (SECA), is updated and in compliance.
4. Verify operation of Exhaust gas cleaning system, if fitted.
5. Regulation 15 :- VOC
1. Applicable for tankers only when entering ports where this is required.Verify
VOC return system certification and Vapour emission control system manual
on board.
2. Confirm condition of vapour collection system. Check Vapour collecting
1. Get an overview of Incinerators requiring type approval Incinerator installed
after 2000-01-01to be approved according to resolution MEPC 76(40),
2. Check the Certificate and operation manual on board.
3. Verify satisfactory operation Check proper functioning of Alarm and Trips
4. Verify instruction for operation posted, warning and instruction plates, and
that manufacturers name, incinerator model number/type and capacity in
heat units per hour is permanently marked on the incinerator.
5. Check drip trays under burners, pumps and strainers should be free of oil
deposits.
6. Check list of materials not to be incinerated is posted near the incinerator.
1. Verify bunker delivery notes onboard and with correct content.
2. Verify that each bunker delivery note is accompanied by a representative
sample.
3. Samples to be kept onboard until the fuel oil is substantially consumed,
4. Sampling shall be drawn continuously throughout the bunker period as

per MEPC.96(47).
5. Confirm satisfactory storage of fuel oil samples in a safe storage location,
6. The BDN must be stored onboard for three years after the delivery. It is
BDNs.
7. Verify that BDN's are provided for all bunker operations, recorded in E/R

73/78.
1. Onboard incineration outside an incinerator is prohibited except that sewage
sludge and sludge oil from oil separators may be incinerated in auxiliary
power plants and boilers when the ship is not in ports, harbours and
estuaries.
2. Incineration of Annex I, II and III cargo residues, of PCB's (Polychlorinated
prohibited.
3. Incineration of PVC’s (polyvinyl chlorides) is prohibited except in shipboard
76(40).
4. Monitoring of combustion flue gas outlet temperature shall be required at all
times and waste shall not be fed into a continuous-feed shipboard incinerator
when the temperature is below the minimum allowed temperature of 850°C.
5. For batch-loaded shipboard incinerators, the unit shall be designed so that
minutes after start-up. It must be ensured that the incinerators' flue gas outlet
temperature monitoring system is operational.
6. All incinerators installed on or after 1 January 2000 shall be type
2. Question
What are the significant SOLAS amendments coming into force in 2012?
With reference to SOLAS 2010 amendment, discuss "International Goal
Based Ship Construction standards?
ANSWER:-
1. 1 January 2012: Entry into force of May 2010 amendments to SOLAS
Goal-based standards
International Goal based Ship Construction Standards for Bulk Carriers and
Oil Tankers, along with amendments to Chapter II-1. The new SOLAS
regulation II-1/3-10 will apply to oil tankers and bulk carriers of 150m in
length and above. It will require new ships to be designed and constructed
for a specified design life and to be safe and environmentally friendly, in
intact and specified damage conditions, throughout their life. Under the
regulation, ships should have adequate strength, integrity and stability to
minimize the risk of loss of the ship or pollution to the marine environment
due to structural failure, including collapse, resulting in flooding or loss of
watertight integrity.
Corrosion and fire protection
A new SOLAS regulation II-1/3-11 on Corrosion protection of cargo oil
tanks of crude oil tankers, to require all such tanks to be protected against
corrosion, with related performance standards also adopted.
Amendments to SOLAS regulation II-2/4.5.7 on Gas measurement and
detection and to SOLAS regulation II-2/7.4.1 relating to fixed fire detection
and fire alarm systems. Amendments to the International Code for Fire
Safety Systems (FSS Code).
2. 1 July 2012 Entry into force of 2010 amendments to SOLAS

Amendments to SOLAS to make mandatory the International Code for the
Application of Fire Test Procedures (2010 FTP Code).
The 2010 FTP Code provides the international requirements for laboratory
testing, type-approval and fire test procedures for products referenced under
SOLAS chapter II-2. It comprehensively revises and updates the current
Code, adopted by the MSC in 1996.
Other amendments entering into force:
• Amendments to SOLAS regulation V/18 to require annual testing of
automatic identification systems (AIS);
• Amendments to SOLAS regulation V/23 on pilot transfer arrangements, to
update and to improve safety aspects for pilot transfer.
• Amendments to safety certificates in the SOLAS appendix and SOLAS
Protocol of 1988, relating to references to alternative design and
arrangements.
GOAL BASED SHIP CONSTRUCTION:----
1. Goal based ship design and structure was first presented in 2002 in MSC 76
after a proposal was given by BAHAMAS and GREECE in 89th session of
council. They suggested that IMO should play a larger role in determining
the standard to which new ships are built, traditionally the responsibility of
classification society and shipyards.
2. It was adopted in 2010 at MSC 87. It will be applied to oil tankers and bulk
carriers starting in 2016. It means whose building contract is placed on/after
1st July 2016. In the absence of building contract keel laid on/after 1st July
2017. And whose delivery is on/after 1st July 2020.
3. IMO Goal based standards are:-
a. Broad, overarching safety, environmental and/or security standards
that ships are required to meet during their lifecycle.
b. The required level to be achieved by the requirements applied by
classification societies, other RO, administration and IMO.
c. Clear, demonstrable, verifiable, long standing, implementable and
achievable, irrespective of ship design and technology.
d. Specific enough in order not to be open to differing interpretation.
4. These basic principles were developed to be applicable to all goal based new
ship construction standard. In the near future IMO may develop goal based
standards for other areas e.g. machinery, equipment, fire protection etc.
5. The committee agreed in principle on a five tier system.
 TIER 1 :- GOALS –
Ships are to designed and constructed for a specified design life to be safe
and environmentally friendly when properly operated and maintained under
the specified operating and environmental condition, in intact and specified
damage condition, throughout their life.
Here safety also includes the ship structure being arranged to
provide safe access, escape, inspection and proper maintenance.
 TIER 2:- FUNCTIONAL REQUIRMENT ----
A set of requirements relevant to the functions of the ship structure is to be
complied with in order to meet the above mentioned goals. It consists of:-
a)DESIGN:--
a. Design life :- 25 years design life
b. Environmental condition:- North Atlantic environment
c. Structural strength:- Suitable safety margin at net scantling
d. Fatigue life:- 25 years fatigue life in north Atlantic
e. Residual strength:- Sufficient
f. Protection against corrosion:- Coating design life specified.
g. Structural redundancy
h. Water tight and weather tight integrity
i. Human element consideration
j. Design transparency
b) CONSTRUCTION:-
k. Construction quality procedures
l. Survey
c) IN SERVICE CONSIDERATION:-
13) Survey and maintenance
14) Structural accessibility
d) RECYCLING CONSIDERATION:-
15) Recycling
 TIER 3:- VERIFICATION OF COMPLIANCE
It provides the instruments necessary for demonstrating that the
detailed requirement in TIER 4 and TIER 5 comply with TIER 1 goals and
TIER 2 functional requirements. Verification process is:-
1) RO or administration submits request for verification of its rule.
2) IMO appointed audit teams review.
3) Report of audit team goes to MSC
4) MSC takes decision on conformity with GBS
 TIER 4:- Technical procedures and guidelines, including national and
international guidelines.
 TIER 5:- Industry standard, codes of practices and safety and quality
systems for ship building, operation, maintenance, training etc.
SHIP CONSTRUCTION FILE:- it will contain the specific information on
how the functional requirements of the GBS have been applied in ship design
and construction. It shall be provided upon delivery of a new ship, and kept
on board a ship and/or ashore. It should be updated as appropriate throughout
ship’s life. Contents of SCF shall at least conform to the guidelines.
3. Question
Any capital acquisition activity, like a ship acquisition, may be regarded as
a four step process. Identify the four Steps and briefly explain the activities
found in each of these steps.
Also, there are six methods of ship acquisition. Name them and briefly
describe them.
ANSWER :-
As ship owner forecast the growth of their business to accomplish this they
order ship or ships. The building of ships involves the expenditures of enormous
amounts of money. Ships are usually built in lot sizes of several or more.
The individual cost of ships drops dramatically with the first seven to ten
identical ships. Ship owners often order ships 4, 8, 10, 12 or even 20 at a time.
Hence if each ship costs tens or hundreds of millions of dollars, an order for a
fleet of ships can be monumental.
It is therefore necessary that the acquisition be carried out in a very disciplined,
businesslike and well planned manner, using all the best practices of project and
program management.
The ship acquisition process consists of four distinct steps or phases, namely
a. Planning
b. Design
c. Commercial
d. Production (and post production)
1. Planning:-
Planning is the starting place. This is not just planning but more popular
management term “ strategic planning ”. This phrase involves defining the
goals and the methods the methods to achieve the goals . The planning
process would involve
Analysis of environment
Strategy development
Implementation of strategy.
Applying it business of shipping, the team dedicated to planning should
conduct rates, global economical issues. At the end of planning phase the
owner should have a clear knowledge of fleet size required, ship type and
size required and time frame to acquire the same. The demand forecasting
must be accomplished.
2. Design :-
The second major phase in a ship acquisition program relates to DESIGN.
Design, while having many meanings, in this context means to prepare
engineering drawings, specifications and to support these with calculations and
experimental testing as required. The design phase forms a transition from the
requirements of the planning phase.
It is the point at which the center of effort shifts from management science to
engineering, particularly, naval architecture and marine engineering.
The engineering phase of the ship acquisition process progresses through
distinct and increasingly more definitive stages.
Design Includes
• Industry standards
• Classification society rules
• Governmental regulations
• Manufacturers’ specifications
• Shipbuilder’s design detail standards
The engineering phase of the ship acquisition process progresses through
distinct and increasingly more definitive stages.
The CPCD Design Sequence
• Concept
• Preliminary
• Contract
• Detailed
3. Commercial :-
The third phrase in the ship acquisition process mainly involves commercial
activity. It includes bidding, negotiating, contracting and financing. This third
phase requires the expertise of professionals in these areas.
The commercial phase essentially consists of the following steps:
COMMERCIAL
• Selection of yards for invitation
• Request for expression of interest
• Invitation to bid
• Bid analysis invitation to bid
• Pro-forma contact invitation to bid
• Negotiations
• Financing
• Contracting
[ Factors in Selecting Yards for Invitation ]
• Physical characteristics
• Technical capabilities
• Experience
• Order book
• Employment
• Location
• Ability to assist financing
• Reputation
• References
In this phase two factors must be carefully calculated and monitored namely
IRR ( internal rate of return )
NPV ( net present valve )
The project would be feasible only if the rate of return of the invested capital is
more than the rate of investment.
4. Production :-
The fourth phase in the ship acquisition process involves the owner’s activities
during PRODUCTION. Immediately following the signing of the contract, the
initiative in the process shifts from the buyer (ship owner) to the seller
(shipyard). While the center of effort lies with the yard, nevertheless, there are a
number of important tasks, which a prudent ship owner must carry out or
participate in during construction and immediately after delivery. These require

good project management skills.
This phase involves
• Specialized management technique
• To plan and control projects
• To complete defined work
• On schedule
• Within budget
• Meet quality constraints
Method of ships acquisition
a. New building ( yard delivery )
b. Second hand purchase
c. Lease or chartering
d. Ship conversion
e. Contract of freightment
f. Ship sharing or pooling tonnage
4. Question
Discuss the peculiar working environments in which ships operate and how
they influence decisions on ships maintenance policies.
ANSWER :-
5. Question
Differentiate between third party liability and contractual liability. When
may the ship seek to limit his liability? List the persons entitled to limit
liability and claims entrusted.
ANSWER :-
An insurance policy is a contract. The insured is referred as first party to the

NM,Mcontract. The insurer i.e. the insurance company is who issues the
contract is the second party. A stranger to the contract who makes a claim
against insured is known as third party.
THIRD PARTY LIABILITY:-
1. It is obligation to compensate the another person harmed or injured or
suffered a loss due to negligence or mistake or wrongful act of first party.
2. When the insured – first party causes a loss then the second party assumes
the insured liability up to the policy limit. Examples of third party liabilities
are collision, third party injury or death claim, oil pollution liability, cargo
claim, crew claim, unrecoverable general average contribution etc.
3. When the agreement is signed by the parties, they agree on certain
conditions and goals written in the agreement. They also get certain liability
towards each other for successful achieving of the goals. But by any reason a
third party gets affected, then liability towards the third party is called third
party liability. E.g. compensation required to pay the affected coast during
oil pollution becomes third party liability.
4. There is no such agreement between ship owner and coast, but coast gets
affected due to pollution. So, ship owner takes P&I insurance cover in
respect to third party liability during ship operation.
CONTRACTUAL LIABILITY:-
1. During any agreement both parties agree for certain terms and conditions for
achieving particular goals and interests. So some liabilities are set towards
achieving goals. As agreement is signed by them, the liabilities are called
contractual liability.
2. Liability does not come in picture if everything runs smoothly but if
anything goes wrong, then liability comes into picture. Hence contractual
liability is because of a contract, where involved parties agree usually in
writing, to take on the liability of someone else, otherwise there would not
have been a liability.
3. This form of agreement where one party takes on the liability of another by
contract is commonly termed as “Holder harmless” or indemnity agreement.
Contractual liability is the express liability namely charter party, bill of
lading, cargo insurance, contractual salvage, charterer agreement, towage
e.t.c.
4. Here the liability is documented for specific occasion and specific time.
Contractual liability claim settlement takes place in a judiciary, arbitration,
tribunal as in agreement.
LIMITATION OF LIABILITY:-
a. A ship owner who as unlimited liability might be faced with a claim of
such magnitude that it would bankrupt him and discourage him ( and
other owner) from further participation in international trade.
b. In respect of various maritime claim brought against ship owner,
therefore, the ship owner, if found liable is entitled to limit his liability to
the claimant.
c. This right has been enshrined in ‘CONVENTION ON LIMITATION OF
LIABILITY FOR MARITIME CLAIMS 1976’. A ship owner may seek
to limit his liability under article 2 of 1976 convention and this includes:-
1) Claims in respect of loss of life or personal injury or loss of or damage to
property, occurring on board or in direct connection with the operation of the
ship or with salvage operation.
2) Claims in respect of loss resulting from delay in carriage by sea of cargo,
passenger or their luggage.
3) Claims in respect of other loss resulting from infringement of rights other
than contractual rights, occurring in direct connection with the operation of ship
or salvage operation.
4) Claims in respect of raising, removal, destruction or rendering harmless of a
ship which is sunk, wrecked, stranded or abandoned, including anything that is
or has been on board such ships.
5) Claims in respect of removal, destruction or the rendering harmless of the

cargo of the ship.
6) Claims of a person, other than the person liable in respect of measures taken
in order to avert or minimize loss for which the person liable may limit his
liability in accordance with convention and further loss caused by such
measures.
6. Question
Illustrate the provision kept towards establishing procedures for
identification and testing of "critical" equipment under ISM Code. How
the list of critical equipment and systems are made and on what factors are
they dependent?
ANSWER :-
1. A new chapter management for the safe operation of ships was added to
SOLAS and the amendments introducing the new chapter IX entered into
force on 1st July 1998. The chapter made mandatory the International
Safety Management Code which established the following objectives:
a. to provide for safe practices in ship operation and a safe working
environment
b. to establish safeguards against all identified risks
c. to continuously improve safety management skills of personnel, including
preparing for emergencies
2. Critical equipment/system is that, the sudden failure of which may result

in hazardous situation. These are the equipments, whose failure can cause
an accident or result in a hazardous situation, thereby causing injury to
personnel or loss of life or damage to the marine environment or
property.
3. As per, Element 10 of the ISM code, Maintenance of the ship and
equipment It is the responsibility of the company to establish procedures
in the Safety management System to identity such systems and/or
equipments. The Safety management System must, with respect to critical
technical system/equipments:
a. Have procedures to identify them
b. Have procedures to ensure their tests and functional reliability
c. Have procedures to establish and use alternative arrangements on
sudden failure
d. Have procedures to test stand by equipment
e. Have procedure to ensure that single failure does not cause of
Critical‘ ship functions‘ that could lead to accident
f. Have procedures to ensure that system/equipment inactive for

some time is tested regularly and prior to conducting critical
operations.
4. As per Element 7‘ of the ISM Code‘ the company must establish
procedures for the preparation of plans and instructions including
checklists if any for key shipboard operations related to the safety of the
ship and the prevention of pollution.
5. It is recognised that all equipments are important for the proper operation
of the vessel. If most of the equipments on board the ship are considered
as critical, the usefulness of the actual critical equipments becomes
limited.
6. The risk assessment and root cause analysis of various past accidents,
near-miss/hazardous occurrence method have been adopted for
identifying the critical equipment and the list made to meet ISM Code
criteria and limited to safety and environmental protection.
7. Hence, in combination with Element 10‘ the following shipboard
operations/items are subjected to inspection and test:
a. Securing water tight integrity
b. Navigation safety, including corrections to charts and publications
c. Oil transfer operations
d. Maintenance operations related to
e. Hull and super structure steel work
f. Safety, fire-fighting, life saving equipment
g. Navigation equipment
h. Steering gear
i. Anchoring and mooring gear
j. Main engine and auxiliary engine
k. Pipelines and values
l. Cargo handling equipment
m. I.G. System
n. Electrical installations
o. Fire detection and alarm system
p. Bunkering operations
q. Navigation in restricted visibility/high density traffic area
r. Operation in heavy weather
s. Critical machinery system
8. SHIPBOARD OPERATIONS can be categorized into:
(a) Normal Operations: Error becomes apparent, only after occurrence of a
hazardous situation
(b) Critical Operations: Error directly leads to accident.
Critical Operations would include (but not limited to)
1. Navigation in restricted visibility
2. Navigation in high density traffic area
3. Navigation in restricted/narrow area
4. Heavy weather operations

5. Handling of hazardous cargo and noxious substances
6. Bunkering and oil transfer operation at sea
7. Cargo operations on Gas/Oil/Chemical tankers
8. Critical machinery operations
7. Question
With reference to port PSC enumerate on the following (i) Regional co-
operation/ agreements (ii) Future of PSC (iii) Is PSC an effective tool for
ship safety?
ANSWER :-
(i) Regional co-operation/ agreements

1. When the national port state control enhances the safety of ships and thereby
protection of Marine environment only a regional approach then ensures that
substandard ships and operations have fewer places to conceal/hide facts.
2. Unless a regional approach is adapted, operator will just divert their ships to
ports in the region where no PSC‘ or less stringent PSC‘ inspections are
conducted.
3. Regional Agreement covers the exchange of information about ships their
records and the results of inspections carried out. This information is vital as
it enables subsequent ports of call, to target only ships that have not been
recently inspected.
4. In general, ships inspected within the period of previous 6 months from the
visiting date of port are not re-inspected, unless there are clear grounds to do
so.
5. Secondly, it is only by cooperation with the port of region, that it is possible
to monitor substandard ship in the region. This applies to ships that have
been allowed to sail with minor deficiencies on the condition that there are to
be rectified is the next port of call to monitor such ships constant exchange
of information between ports is necessary.
6. Thirdly, it is important for countries to achieve uniformity in the manner and
methodology of port state inspections and ultimately in their region so that
similar standards are applied with regards to the detention of ship and
training standards of port state control officers.
7. To achieve this it is common practice of many existing agreements to
conduct joint seminars for PSC officers to harmonize procedures. Therefore,
post State Control regimes were set up under a memorandum of
understanding (MoU).
8. Harmonized inspection procedures are designed to target substandard ships
with the main objective being to eventually eliminate them from the region
covered by MoU‘s participating states.
(ii) Future of PSC
1. The impact of PSC on ship‘s and ship owners has grown with concern
members of regional PSC group are becoming more organized and
professional in this approach to inspections investigations. When detention
occurs the name of the ship is publicly announced and quoted in their
regional shipping magazines.
2. Ships with history of detention will find it increasingly difficult to trade
unless they & their companies gear up fully to the inspection criteria laid by
PSC.
3. There is a prospect of a Global Post State Control being formed, wherein the
exchange of information harmonization of procedures as well as training will
take place worldwide.
4. As more and more statistics and data are gathered and exchanged, by
different PSC secretariats, substandard shipping operations all over the
world will reduce.
5. These experiences will also provide maritime community with the
opportunity to analyze better the reasons of accidents and causalities so that
they can be prevented from occurring again.
6. In the shipping industry, there has been a long tradition of secrecy resulting
in problems being hidden and ignored than revealed and solved. As a result
of the above developments in the PSC, it is possible that there may be slow
change from the attitude of secrecy to transparency and openness.
(iii) Is PSC an effective tool for ship safety
1. PSC is exercised for the purpose of verifying that the condition of ship and
its equipments comply with the requirement of certain international maritime
conventions and the ship is manned and operated in compliance with the
applicable national law.
2. By provision of UNCLOS flag state has been given the primary
responsibility for ensuring that a ship is equipped, operated, maintained and
manned in accordance with Maritime International conventions. However,
some flag states have been unwilling or unable to carry out their
international conventions. A PSC inspection is thus, the second line of
defence to prevent substandard ships from operating.
3. Port states control is an international initiative for reduction of substandard
ships.
4. YES, it can be an effective tool. Most IMO conventions like STCW, ISM,
LOADLINE, SOLAS, MARPOL etc, come under the ambit of Port State
Control. Their inspectors have the authority as deputed by IMO to ensure
that vessels visiting their ports are compliant w.r.t. the various IMO
conventions. Hence they can definitely ensure that ships are safe and
environment friendly. Their powers to detain or threaten to detain ships on
various grounds, forces ships to be safe.
8. Question
ANSWER :-
1. In spite of taking all safety measures and following all correct procedures,
2. After every incidence, investigations take place and insurance claims are
3. Suppose a main engine crankcase explosion has taken place on your ship in
4. Now, you will have to present your vessel for subsequent inspections by P&I
and H&M insurance companies.We will see step by step what all should be
1. Take care of persons injured:-
2. Reporting of incidence to:-
Administration
Owner
Class
P&I correspondent
H&M broker
MAS centre
3. Record keeping:-
4. Necessary documents and records required to honor only genuine
claims
1. Master statement of fact
2. Witness report
3. Injured person statement
4. Communication with the owners, managers, medical advisors and
authorities.
5. Deviation report
6. Photos of place of evidence
7. Medical report book relating to important medical condition and all the
8. Evidence showing personnel wearing PPEs
9. Injured personnel familiarization with machinery form duly signed by him.
10.Safety instructions explained.

1. Chief engineer log book and official log book entry.
2. Master’s and chief engineer’s statement
3. Witness statement
4. Engine room crew statements
5. Main engine PMS records
6. Main engine bearings last renewal and evidence showing that only
7. Main engine crankcase lubricating oil report
8. Engine parameters at the time of incidence ( from log book or data logger)
9. Records showing last alarms and trips tried out ( from alarm logger)
10.Compliance with manufacturer or service letter received recently

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MEO CLASS I DEEPESH MERCHANT

7. One set of ship’s sample should be retained on board for further

4. Ozone is a gas composed of three bonded oxygen atoms (O3). In the

ALTERNATIVES REFRIGERANT GASES TO ODS

R134A is a single hydrofluorocarbon or HFC compound. It has no chlorine

R407C is a ternary blend of hydrofluorocarbon or HFC compounds, comprising

R410A is a binary blend of hydrofluorocarbon or HFC compounds, comprising

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

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

1. PULSE CONVERTER SYSTEM :-

2. SEQUENTIAL TURBO CHARGING SYSTEM

Schematic diagram of the ST system with two unequal-size turbochargers.

3. STAGE TURBO CHARGING

4. VARIABLE GEOMETRY TURBO CHARGER

Items to be inspected on a vessel scheduled to make a six month round voyage

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

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

5) Recommended practice for safety investigation:-

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

1. The different types of charter parties are :-

9. In case of any breakdown :

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

5. Effect of humidity plays a important role and is also important as it reduces

3)Maintenance Of Different Elements In Fuel Oil System

4) Damage to the propeller blades

a) Diameter reduction:- Easily and inexpensively performed underwater, this is

5TH Dec 2012

operation , main SW p/p # 3 will be used to provide water to the vacuum

.4 – records of these activities are maintained

ESTABLISH THE CAUSE

ACCEPT ONE REJECT ALL( Go to propose solution)

EFFECTIVE INEFFECTIVE( Go to propose solution)

b) Systematic approach of maintenance

1. Manufacturers recommendations and specifications.

B) AT BRIDGE:- Bridge audit to be carried out with second officer. As in

20. First aid kit available in galley

Validity :- 5years regulation I/12,

III. Load line 1966

The harmonization of survey and certification was adopted by the IMO

1. Marine Insurance is a method where by one party called assuror or

8. Records of inert gas and venting operation as applicable

Classification societies are organisations that establish and apply technical

As a New Chief Engineer on joining I will check w.r.t. to stability following

2. The Critical machineries to be tested and it is to be ensured that the operating

ee. Ship sea trial if possible

10.On-hire survey and delivery certificate:

Excitations generated by the engine can be divided into two categories:

Guide Force Moments

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

Tier 2 and 3 emission regulation on main engine.

Tier I 2000 17.0 45 · n-0.2 9.8

Tier II 2011 14.4 44 · n-0.23 7.7

Tier III 2016† 3.4 9 · n-0.2 1.96

Figure 1. MARPOL Annex VI NOx Emission Limits

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

Homogenizer for water emulsion.

SCR for Nox emission reduction.

6NO2 + 8NH3 → 7N2 + 12H2O

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