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 :1. 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. 2. 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. 3. 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. 4. In some cases the fuel quality appears to have met the relevant fuel specification but further extensive testing reveals the presence of unusual contaminants. 5. 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. 6. 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. 7. 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 :1. The most common and most economic means of obtaining a representative sample is by using a drip type sampler. 2. After the checks of documents and bunker quantity on barge, chief engineer should ensure that sampling points are fixed. Sampling should be taken at

MEO CLASS I

DEEPESH MERCHANT

one point only. All sampling should be carried out either at barge manifold or ships manifold. The sample must be representative of the total delivery and ideally taken by drip feed at the discharge side of manifold, during the course of pumping. 3. Sampling equipment should be used in accordance with the manufacturers instructions, or guidelines, as appropriate. 4. A means should be provided to seal the sampling equipment throughout the period of supply. 5. 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. 6. The tube within the sampler and sample valve should always be cleaned before use. 7. When bunkering starts, place a container under the sampler, open the sampler valve fully and flush the sampler with fuel. 8. 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. 9. On completion of bunkering, mix together the samples from both containers to ensure you have a good, representative sample from the bunkering operation. 10.After bunkering sample bottles to be sealed, dated and signed by both parties, four samples to be taken one each for ship, barge, lab analysis and MARPOL sample. Bunker quality disputes 1. C/E should take care to ensure that bunkers supplied matches with specifications as per ISO 8217 2. To ascertain about the quality of bunker, it is necessary to take the samples in prescribed manner. The sample should be divided into 4 or 5 subsamples. Out of these one should be sent to laboratory for analysis by the ship. The supplier has the duty to provide ship with MARPOL sample and the seal number of this must be recorded in the BDN, along with seal numbers of other samples. 3. If the ships sample report comes and it shows bunker to be of lower quality or not as per specification, ship staff should tender a complaint regarding quality. 4. As per BIMCO standard bunker clause this complaint should be tendered within 30 days of delivery. After receiving the complaint the supplier will send their sample to laboratory and will match its result with ships one. Otherwise both can choose an independent laboratory for testing the sample. 5. BDN should be maintained for 3 years 6. C/E should record all relevant information that can lead to machinery damage due to poor quality fuel

MEO CLASS I

DEEPESH MERCHANT

7. One set of ships sample should be retained on board for further investigation and litigation. 8. If there is dispute with regard to quantity and quality following should be done a) Records of initial tank soundings, oil transfer details final tank sounding should be maintained b) Location of tanks where suspected bunkers have been used c) Ullage sheets and bunker delivery receipts to be preserved. d) Bunker samples to be preserved e) Note of protest deck and engine logs must be preserved, f) A record of chief engineer and crew members involved in bunkering operations to be maintained g)Name of those present at the time when bunkers samples have been taken h)The crew members involved in correcting any problems with substandard bunkers i) Owners must be notified promptly

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.

MEO CLASS I

DEEPESH MERCHANT

4. Ozone is a gas composed of three bonded oxygen atoms (O3). In the Earths atmosphere, ozone is formed from molecular oxygen (O2) in the reactions initiated by the UV light. 5. Ozone can be found in two levels, at ground level and in the Earths upper atmosphere, referred to as the stratosphere. At ground level, ozone is a significant air pollutant, forming smog. In the stratosphere it is referred to as the ozone layer. 6. The ozone layer encircles the stratosphere at approximately 10 km above ground level. It filters ultraviolet (UV) radiation reducing the amount of radiation reaching ground level. The depletion of the ozone layer exposes living organisms to high levels of the harmful UV-B radiation. Most importantly, this negatively impacts human health causing increased occurrence of skin cancers, cataracts and weakened immune system. Other negative impacts of depletion of the ozone layer are: a. High levels of UV-B radiation causes sunburn and can potentially damage DNA, b. Changes in plant growth, c. Degradation of building materials, particularly paints, rubbers, woods and plastics. ALTERNATIVES REFRIGERANT GASES TO ODS There are numerous refrigerants on the market that have been developed asalternatives to CFCs and HCFCs. These fall into three main groups: HCFC blends, HFCs and HFC blends, Ammonia and Hydrocarbons (HCs) R134A is a single hydrofluorocarbon or HFC compound. It has no chlorine content, no ozone depletion potential, and only a modest global warming potential. - ODP = 0, GWP = 1300 R407C is a ternary blend of hydrofluorocarbon or HFC compounds, comprising 23% of R32, 25% of R125 and 52% of R134a. It has no chlorine content, no ozone depletion potential, and only a modest direct global warming potential. ODP = 0, GWP = 1610 R410A is a binary blend of hydrofluorocarbon or HFC compounds, comprising 50% of R32 and 50% of R125) it has no chlorine content, no ozone depletion potential, and only a modest global warming potential. - ODP = 0, GWP 1890 R417A is the zero ODP replacement for R22 suitable for new equipment and as a drop-in replacement for existing systems. As per Annex VI , Regulation 12:- Ozone Depleting Substances (ODS)

MEO CLASS I

DEEPESH MERCHANT

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 :a. 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.

MEO CLASS I

DEEPESH MERCHANT

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 nozzles area ratio is generally 0.650.85, and the throats area ratio is generally 0.51.0

b. 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.

MEO CLASS I

DEEPESH MERCHANT

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

c. 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.

MEO CLASS I

DEEPESH MERCHANT

1.

2.

3.

4.

5.

d. VARIABLE GEOMETRY TURBO CHARGER 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. 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. 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. 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. 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

MEO CLASS I

DEEPESH MERCHANT

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.

MEO CLASS I

DEEPESH MERCHANT

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 . a. provide for safe working practices and a safe working environment b. establish safeguards against possible risks to its ships, personnel and the environment. c. 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.

MEO CLASS I

DEEPESH MERCHANT

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-todate. 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.

MEO CLASS I

DEEPESH MERCHANT

16. Ensure bunkering procedures are posted, understood by all personnel & spill equipment is readily available. Test the means of communication, between ships bunkering personnel & shore / barge. SOPEP & ISM procedures to report and deal with oil spills should be understood by all. 17. Ensure that all the operational requirements of MARPOL as applicable have been complied with taking into account ; a. quantity of sludge/oil residues being generated daily b. the capacity of sludge & bilge water holding tanks c. capacity of oily water separator, incinerator, etc. 18. Ensure oily water separator, incinerator, sewage treatment plant, primary and/or secondary NOx treatment systems are functioning properly. 19. Ensure the responsible personnel are familiar with the procedures for handling sludge and bilge water. 20. Check the inventory of special tools and equipments. 21. Check the PSC inspection record and ensure the vessel is ready for PSC inspections at times. 22. Ensure all E/R personals are familiar with the PMS and safety and environmental policies of the company. 23. Confirm that all crew members can activate the fire alarm and know the locations of switches and are familiar with the documented procedures for reporting a fire to the bridge and actions to be taken. 24. Confirm that all crew members are able to demonstrate the correct use of the appropriate fire fighting equipment 25. Ensure the following items are functioning correctly:a. fire doors, including remote operation b. fire dampers and smoke flaps c. quick closing valves d. emergency stops of fans and fuel oil pumps e. fire detection and fire alarm system f. main & emergency fire pumps 26. Ensure that all key personnel are able to communicate & understand each others signals during drills. 27. Take a through round of engine and check general appearance and note any defect noted. 28. On the basis of incident report, maintenance schedule and observation area of concern to be noted down. A planning to be carried out for tackling the issues. Machineries requiring attention and history of breakdown of particular equipment and machinery to be checked and same rectified. 29. Engine room operations, procedures and system to be assessed and evaluated from time to time. The need for up gradation and improvement to be brought to the notice of the company. Reviews, guidelines and advices to be implemented. Feedback for company orders and requests to be given on time.

MEO CLASS I

DEEPESH MERCHANT

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.

MEO CLASS I

DEEPESH MERCHANT

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.

MEO CLASS I

DEEPESH MERCHANT

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.

MEO CLASS I

DEEPESH MERCHANT

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.

MEO CLASS I

DEEPESH MERCHANT

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 Long Term B/L Short Term B/L Direct B/L Combined transport B/L Through B/L Received for Shipment B/L Straight B/L Hague Visby rule apply to every type of bill of lading.

MEO CLASS I

DEEPESH MERCHANT

The precautions to be observed by the master or his deputy when signing the bill of lading are as follows 1. The goods have actually been shipped (compared with mates receipt). 2. The date of shipment is correct. 3. That the bill of lading is not marked freight paid or freight not paid if not true. 4. Check that any clause of mates receipt is also contained in B/L 5. Check that reference is made to the charter party where one exists 6. Check that any charter party terms not conflict with B/L terms 7. Check that the number of original bills in the set is stated. 8. In any case, master is in doubt he should contact his P&I club correspondent. 9. If in case damaged or otherwise defective cargo is presented for loading reject goods, accept goods as on condition that he will issue a clause bill of lading call P&I. 10.if ship and shore figures differ a. If less cargo is loaded, demurrage, contact owner in voyage charter b. 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 a. call P &I b. 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 a. call P&I b. 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 a. call P&I b. 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.

MEO CLASS I

DEEPESH MERCHANT

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.

MEO CLASS I

DEEPESH MERCHANT

3. The charter agrees to provide for loading, within the agreed period of time, the agreed quantity of the agreed commodity, to pay the agreed amount of freight, and to take delivery of the cargo at the destination place. 4. In effect the charterers hire the cargo capacity of the vessel and not the entire vessel. 5. The owner must provide the master and crew, act as carrier and pay all running and voyage costs, unless the charter party specifically provides otherwise. 6. The survey under voyage charter is not very strict as compared to other charter party. 7. The charter mainly interested in sea worthiness and condition of the cargo space. The surveyor checks for whether the vessel can carry the cargo of particular quantity and to be able to discharge within an agreed period of time. 8. As a Chief Engineer one should take care of cargo hold/ tank, cargo gear condition. If any repairs are necessary to keep the same in good condition that has to be carried-out. He has to prove that the ship is able to carry the cargo safely and vessel able to reach in proper time which is agreed. Time charter: 1. Is a contract for the hire of a named vessel for a specified period of time. (The charters agree to hire from the ship owner a named vessel, of specific technical characteristics, for an agreed period of time, for the chatterers purposes subject to agreed restrictions. The hire period of time, for the charters purposes subject to agreed restrictions. The hire period may be the duration of one voyage (a "trip charter") or anything up to several years ("period charters")). 2. The ship owner is responsible for vessels running expenses i.e., manning repairs and maintenance, stores, masters and crews wages, hull and machinery insurance, etc. He operates the vessel technically, but not commercially. 3. The owner bears no cargo handling expenses and do not normally appoint stevedores. The charters are responsible for the commercial employment of the vessel, bunker fuel purchase and insurance, port and canal dues (including pilot age, towage, linesmen etc.), and all loading stowing / trimming / discharging arrangements and costs. 4. On-hire survey and delivery certificate: There will be usually agreements that there will be an on-hire survey or delivery survey to establish. 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.

MEO CLASS I

DEEPESH MERCHANT

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 equipments in a fuel oil system (iv) Damage to propeller blades ANSWER :As there is very close business competition in the market each and every company keeps a very good eye on their quality of service. This has to be done at minimum and optimum expenses on the part of the company as the venture must also be commercially viable for them. As a part of daily expenses of ship running cost it takes about 40% cost of overall expenses for bunker and related operations. Hence savings in fuel is as very important part for shipping companies and also part of machinery genuine malfunction. Few savings in bunker expenses becomes surprisingly a significant amount in a life time period of the ship. 1) SHIPS HULL CONDITION 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 ships hull condition is concerned frictional resistance plays a very important role. It could be up to 70% of total resistance in a badly fouled ship. 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.

MEO CLASS I

DEEPESH MERCHANT

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 resistance Rf Rt speed

Clean

Foul

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.

MEO CLASS I

DEEPESH MERCHANT

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 ships hull in general. 2. Although the surface area of the propeller is minuscule when compared to that of the entire hull, the effect of a rough propeller or Damaged propeller on the vessels fuel consumption is comparatively large. 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.

MEO CLASS I

DEEPESH MERCHANT

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%.