MEO CLASS I

DEEPESH MERCHANT

JAN 2013
1. Question What are the significant SOLAS amendments coming into force in 2012? With reference to SOLAS 2010 amendment, discuss "International Goal Based Ship Construction standards? ANSWER :Amendments to the International Convention for the Safety of Life at Sea (SOLAS) aimed at preventing accidents during lifeboat launching entered into force on 1 January 2013. The amendments, adopted in May 2011, add a new paragraph 5 to SOLAS regulation III/1, to require lifeboat on-load release mechanisms not complying with new International Life-Saving Appliances (LSA) Code requirements to be replaced, no later than the first scheduled dry-docking of the ship after 1 July 2014 but, in any case, not later than 1 July 2019. The SOLAS amendment is intended to establish new, stricter, safety standards for lifeboat release and retrieval systems, and will require the assessment and possible replacement of a large number of lifeboat release hooks. GOAL BASED SHIP CONSTRUCTION:---1. Goal based ship design and structure was first presented in 2002 in MSC 76 after a proposal was given by BAHAMAS and GREECE in 89th session of council. They suggested that IMO should play a larger role in determining the standard to which new ships are built, traditionally the responsibility of classification society and shipyards. 2. It was adopted in 2010 at MSC 87. It will be applied to oil tankers and bulk carriers starting in 2016. It means whose building contract is placed on/after 1st July 2016. In the absence of building contract keel laid on/after 1st July 2017. And whose delivery is on/after 1st July 2020. 3. IMO Goal based standards are:a. Broad, overarching safety, environmental and/or security standards that ships are required to meet during their lifecycle. b. The required level to be achieved by the requirements applied by classification societies, other RO, administration and IMO. c. Clear, demonstrable, verifiable, long standing, implementable and achievable, irrespective of ship design and technology. d. Specific enough in order not to be open to differing interpretation. 4. These basic principles were developed to be applicable to all goal based new ship construction standard. In the near future IMO may develop goal based standards for other areas e.g. machinery, equipment, fire protection etc. 5. The committee agreed in principle on a five tier system.

MEO CLASS I

DEEPESH MERCHANT

I. TIER 1 :- GOALS Ships are to designed and constructed for a specified design life to be safe and environmentally friendly when properly operated and maintained under the specified operating and environmental condition, in intact and specified damage condition, throughout their life. Here safety also includes the ship structure being arranged to provide safe access, escape, inspection and proper maintenance. II. TIER 2:- FUNCTIONAL REQUIRMENT ---A set of requirements relevant to the functions of the ship structure is to be complied with in order to meet the above mentioned goals. It consists of:a)DESIGN:-1) Design life :- 25 years design life 2) Environmental condition:- North Atlantic environment 3) Structural strength:- Suitable safety margin at net scantling 4) Fatigue life:- 25 years fatigue life in north Atlantic 5) Residual strength:- Sufficient 6) Protection against corrosion:- Coating design life specified. 7) Structural redundancy 8) Water tight and weather tight integrity 9) Human element consideration 10) Design transparency b) CONSTRUCTION:1) Construction quality procedures 2) Survey c) IN SERVICE CONSIDERATION:-

MEO CLASS I

DEEPESH MERCHANT

1) Survey and maintenance 2) Structural accessibility d) RECYCLING CONSIDERATION:1) Recycling III. TIER 3:- VERIFICATION OF COMPLIANCE It provides the instruments necessary for demonstrating that the detailed requirement in TIER 4 and TIER 5 comply with TIER 1 goals and TIER 2 functional requirements. Verification process is:1) RO or administration submits request for verification of its rule. 2) IMO appointed audit teams review. 3) Report of audit team goes to MSC 4) MSC takes decision on conformity with GBS IV. TIER 4:- Technical procedures and guidelines, including national and international guidelines. V. TIER 5:- Industry standard, codes of practices and safety and quality systems for ship building, operation, maintenance, training etc. SHIP CONSTRUCTION FILE:- it will contain the specific information on how the functional requirements of the GBS have been applied in ship design and construction. It shall be provided upon delivery of a new ship, and kept on board a ship and/or ashore. It should be updated as appropriate throughout ships life. Contents of SCF shall at least conform to the guidelines.

2. Question How will you prepare your ship for a renewal survey of IAPPC International Air Pollution Prevention Certificate! Explain with specific emphasis on the records and documents to be maintained, Enumerate general requirements for shipboard incinerators, as mentioned in Annex VI of MARPOL 73/78 ANSWER :MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from ships applies to all ships greater than or equal to 400 gross tonnage and to have an IAPP ( For renewal survey of IAPP certificate the following things as per Annex VI should be considered. Prior to issuance of certificate the flag state or RO will need to confirm compliance with the applicable regulations contained within the annex. The certificate continuity validity will require annual, intermediate and renewal surveys to be satisfactorily carried out. For renewal of IAPP certificate preparation will lie in the fact that vessel is complying with the regulations of annex VI. So, preparation regarding to different regulations under annex VI will be :-

MEO CLASS I

DEEPESH MERCHANT

1. Regulation 12:- Ozone Depleting Substances (ODS) This regulation does not apply to permanently sealed equipment where there is no refrigerant charging connection. Subject to this regulation any deliberate emission of ODS shall be prohibited. Also, after 19 may 2005 any installation which contains ODS other that HCFC is prohibited. Installation containing HCFC is permitted till 1st January 2020. Records and documents to be maintained:a) A list of equipment containing ODS should be maintained. b) If the ship has any rechargeable system containing ODS, then an ODS record book should be maintained. This record book shall be approved by administration. c) Entries in ODS record book shall be recorded in terms of mass( kg) of substance in respect of i) Recharge of equipment ii) Repair or maintenance iii) Discharge of ODS to atmosphere either deliberate or non deliberate iv) Discharge of ODS to land based facilities v) Supply of ODS to ship 2. Regulation 13: Nitrogen Oxides (NOx) a. Check all engines are certified and have the necessary documents. b. Sight the EIAPP certificate and Check that a approved Technical file is maintained and include onboard verification procedure for all applicable diesel engine on board. c. Verify Record book of engine parameters for all diesel engines is updated. Check that the following is updated in the file: - changes to NOx emission related adjustable engine settings - changes to NOx emission related engine components. d. Confirm that NOX influencing components for diesel engines are provided with manufacturer's identification code. e. Confirm NOx emission related engine settings for diesel engines in order. 3. Regulation 14:- Sulphur Oxides SOx a. Verify that the sulphur content of fuels is not above 3.5%, m/m and for fuels to be used inside SECAs is not above 1%.m/m b. Confirm satisfactory installation and documentation for fuel switching arrangements between low and normal sulphur content fuel. c. Verify the log-book for operation of fuel oil systems with low-sulphur fuel oils (SECA), is updated and in compliance. d. Verify operation of Exhaust gas cleaning system, if fitted. 4. Regulation 15 :- VOC a. Applicable for tankers only when entering ports where this is required.Verify VOC return system certification and Vapour emission control system manual on board. b. Confirm condition of vapour collection system. Check Vapour collecting piping including drains and valves, marking and flanges at manifold.

MEO CLASS I

DEEPESH MERCHANT

Test level gauging system, overflow control systems including visual and audible alarms, and high and low pressure alarms. 5. Regulation 16:- Shipboard Incineration a. Get an overview of Incinerators requiring type approval Incinerator installed after 2000-01-01to be approved according to resolution MEPC 76(40), b. Check the Certificate and operation manual on board. c. Verify satisfactory operation Check proper functioning of Alarm and Trips d. Verify instruction for operation posted, warning and instruction plates, and that manufacturers name, incinerator model number/type and capacity in heat units per hour is permanently marked on the incinerator. e. Check drip trays under burners, pumps and strainers should be free of oil deposits. f. Check list of materials not to be incinerated is posted near the incinerator. 6. Regulation 18 : Fuel Oil Quality a. Verify bunker delivery notes onboard and with correct content. b. Verify that each bunker delivery note is accompanied by a representative sample. c. Samples to be kept onboard until the fuel oil is substantially consumed, and for minimum 12 months. Every BDN is to be accompanied by a representative MARPOL sample of min.400 ml. The label of the sample should be traceable to the BDN. d. Sampling shall be drawn continuously throughout the bunker period as per MEPC.96(47). e. Confirm satisfactory storage of fuel oil samples in a safe storage location, outside the ships accommodation, where personnel would not be exposed to vapours which may be released from the sample. f. The BDN must be stored onboard for three years after the delivery. It is advised that an inventory is made to help finding sample bottles and BDNs. g. Verify that BDN's are provided for all bunker operations, recorded in E/R log. book and or Oil Record book, and that content of sulphur is below the required limits of 3.5% (worldwide) and 1% (SECA). General Requirements for Enumerate general requirements for shipboard incinerators, as mentioned in Annex VI of MARPOL 73/78. 1. Onboard incineration outside an incinerator is prohibited except that sewage sludge and sludge oil from oil separators may be incinerated in auxiliary power plants and boilers when the ship is not in ports, harbours and estuaries. 2. Incineration of Annex I, II and III cargo residues, of PCB's (Polychlorinated

MEO CLASS I

DEEPESH MERCHANT

biphenyls), of garbage containing more than traces of heavy metals and of refined petroleum products containing halogen compounds is always prohibited. 3. Incineration of PVCs (polyvinyl chlorides) is prohibited except in shipboard incinerators type approved according to resolutions MEPC 59(33) or MEPC 76(40). 4. Monitoring of combustion flue gas outlet temperature shall be required at all times and waste shall not be fed into a continuous-feed shipboard incinerator when the temperature is below the minimum allowed temperature of 850C. 5. For batch-loaded shipboard incinerators, the unit shall be designed so that the temperature in the combustion chamber shall reach 600C within 5 minutes after start-up. It must be ensured that the incinerators' flue gas outlet temperature monitoring system is operational. All incinerators installed on or after 1 January 2000 shall be type approved in accordance with Resolution MEPC 76(40) giving the IMO standard specification for shipboard incinerators. For such incinerators a manufacturer's operating manual is required.

3. Question Define a unseaworthy ship within the meaning of MS Act 1958, as amended. Explain detainable deficiency with reference to a PSC inspection and Describe the procedure to be followed for timely release of a vessel detained for serious structural deficiencies under PSC. ANSWER :In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship and unsafe ship is as follows:Under section 334 a ship is said to be unseaworthy "when the materials of which she is made, her construction, the qualification of master, the number, description and qualification of the crew including officers, the weight, description and stowage of the cargo and ballast, the condition of her hull and equipment, boilers and machinery are not such as to render her in every respect fit for the proposed voyage or service." Detainable deficiency A deficiency that presents an immediate threat to the ship, its personnel or the environment, which renders the ship unsafe to proceed to sea. A ship can expect to be detained when in the professional judgment of a PSCO i.e he considered unsafe to allow a ship to proceed to sea before the deficiencies identified have been rectified. EXAMPLES OF DETAINABLE DEFICIENCIES Under SOLAS Failure of main propulsion, electrical, pumping and steering

MEO CLASS I

DEEPESH MERCHANT

Excessive oil leakage in E/R, lagging insulation contaminated by oil Absence non compliance or poor condition of LSA equipments, fire dampers, ventilation dampers, quick closing valves etc Absence, non compliance of poor condition of navigational lights, shapes and sounds signals Absence of corrected charts and publications Absence or failure of mandatory navigational systems and equipments Absence or failure of radio communications systems Number, composition or certification of crew not corresponding to safe manning certificates Under load lines Insufficient stability or ability to calculate stability conditions Significant areas of damage/corrosion/pitting of deck and hull effecting sea worthiness Absence of poor condition of hull closing devices such as hatch covers and water tight doors Under MARPOL Absence or poor condition or failure of OWS, ODMCS and alarms Remaining capacity of slop tanks / sludge tanks insufficient of intended voyage No oil record book Under STCW Lack of or insufficient crew member certificates / endorsements Inadequate navigational / engineering watch arrangements/personnel Competency of crew members not adequate for the duties assigned for the safety and security of the ship and prevention of pollution Insufficient rested watch keepers for the first and relieving watch duties at the commencement of the voyage Under ILO convention Insufficient food and portable water for next voyage Excessively unsanitary conditions on board No heating in accommodations if ship operated in low temperatures Excessive garbage blocked passage ways Once the detention order has been placed on a ship, it is likely to remain part of the historical port state records for that ship and be displayed on web for at least 3 years. A detentions order might include an instruction that the ship has to remain in a particular place or move to an anchorage or other berth. The order should specify the circumstances that would allow the detention to be released The fact that a ship had been detained should be clearly stated on Report form Procedures for Rectification of Deficiencies and Release 1. It is the responsibility of the owner / Manager to inform the flag state and class about deficiency and detention.

MEO CLASS I

DEEPESH MERCHANT

2. Port state will normally notify the flag state of any detention. 3. Flag state or a classification society acting on its behalf may attend the ship to help resolve the problem in this case PSCO might agree to the remedial action proposed by the surveyor and allow him to oversee the repairs. 4. The master and / or the ship owner would need to authorize the repair work to be carried out in presence of the surveyor. 5. There will be associated costs to cover port state inspection cost will of course also be charged to the ship detention orders are lifted once all payment has been received in full 6. When deficiencies which caused a detention cannot be remedied in the port of inspection, the ship concerned may be authorised to proceed to the nearest appropriate repair yard available, as chosen by the master and the Port State Authority, provided that the conditions determined by the competent authority of the flag State and agreed by the Authority of the Port State are complied with. Such conditions will ensure that the ship can proceed without risk to the safety and health of the passengers or crew, or risk to other ships, or without being an unreasonable threat of harm to the marine environment. The flag State or the recognised organisation acting on its behalf should issue single voyage certificates or preferably endorse existing certificates (to proceed to a repair yard, normally in ballast). The terms of release should be acceptable for the port State. 7. On the condition that all possible efforts have been made to rectify the deficiency the ship may be allowed to proceed to port where any such deficiency can be rectified.

4. Question Write short notes on the following: (a) Lloyd's Open Form (b) General Average (c) Particular Average. (d) BILL OF LADDING. (e) Treaty, Convention and Protocol. ANSWER :(a) Lloyds Open form. 1. LOF provides a regime for determining the amount of remuneration to be awarded to salvors for their services in saving property at sea and minimising or preventing damage to the environment. Originating from the late 1800s, it is probably the most widely used international salvage agreement of its kind in the world today. 2. It is a standard legal document for a proposed salvage operation. 3. It should be used when a marine environment is at risk and master has insufficient time to request the owner to arrange salvage services on a preagreed rate of sum. 4. It is single sheet(2 page) document in a simple format(LOF 2000 form)

MEO CLASS I

DEEPESH MERCHANT

5. LOF 2000 form contains numbered boxes as below a. Name of the salvage contractors b. property to be salved (vessel name) c. agreed place of safety d. agreed currency e. date of agreement place of agreement f. Is SCOPIC clause is incorporated-- yes/no g. name and signature of contractor h. name and signature of master / on behalf of property 6. Lloyds open Form of Salvage Agreement or LOF , as it is more commonly known, has been revised ten times since it was first introduced in 1892. 7. The latest revision of the form is regarded as one of the more radical revisions which have so far occurred. It comprises a single sheet of paper incorporating a box lay-out in which essential information such as the name of the ship and the identity of the salvage contractors is to be inserted. 8. Below the box lay-out and on to the reverse side of the document, there are 12 lettered clauses and 2 information notices. Therefore the LOF 2000 is a more manageable document and easier to read and understand. 9. The LOF is basically No Cure No Pay agreement. Article 13 deals with the criteria for the claims. The claims depends upon Saved value Skill and Effort applied Measure of success Nature and degree of danger Time / Expense Risk / Liabilities Promptness of service State of readiness If any other vessels in operation Etc. 10.Article 14 talks about the special compensations to be paid to the salver even if they are not successful in their operation, as a measure of saving the environment. As per the article 14 the minimum special compensation will be out of pocket expenses plus 30% of that. 11. In any case article 13 can be duplicated, i.e, Award as per article 14 is more than article 13, and then the total award will be article 13 plus the difference between two. Claims as per article 13 is a part of GA and article 14 will be paid by P&I. 12.LOF -2000 has a supplementary clause called SCOPIC. SCOPIC is done as per tariff. It is a choice to the salver, but owner can deny. As per the SCOPIC when salver gives a notice, owner has to give a bank guarantee to the salver to perform. The owner will appoint a Ship casualty representative (SCR) at the location for logging down all the day to day works and machinery operations done under SCOPIC.

MEO CLASS I

DEEPESH MERCHANT

(b) General Average 1. General average is an ancient form of spreading the risk of sea transport and existed long before marine insurance. General average means general loss, as opposed to a particular loss under marine insurance. 2. It is defined in the rules of YORK-ANTWERP rule as There is a general average act when and only when any extraordinary sacrifice or expenditure is intentionally and reasonably made or incurred for the common safety for their purpose of preserving from peril, the property involved in a common maritime adventure. 3. The general average loss are shared by all parties to the common maritime adventure, each parties contributing proportions depends to his share of total value saved. The parties involved in common maritime adventure are Ship owner Each consignee The recipient of the freight (Ship owner/ Charterer) When any equipment is installed on the vessel by a third party, he also a party 4. The five major component of a general average loss are therefore An extraordinary sacrifice or expenditure Which action taken was intentional or voluntary and not inevitable. And reasonably made Against a peril In order to benefit the common venture e.g., Damage done when over working a ships engine while afloat to prevent grounding in ordinary, whereas damage done to engines, when already aground, in attempting to re-float the vessel is a GA, since this is an extraordinary Act. (c) Particular Average It is a partial loss, proximately caused by a peril insured against and which is not a General average loss. Thus, structural damage proximately caused by collision, grounding, heavy weather etc. (perils of the seas) would normally be caused as a PA loss. Particular average, instead of being contributed for by the general body of those who are interested in the adventure, falls entirely upon the particular owner of the property, which has suffered by the damage. Such owner has a claim against the insurer in proportion to : Degree by which the damage sustained may have diminished the value that the property has to him, and To the sum that the insurer has agreed to insure.

MEO CLASS I

DEEPESH MERCHANT

(d) Bill Of Ladding 1. The bill lading is the declaration of the master of the vessel by which he acknowledges that he received the goods on board of his ship and assures that he will carry the goods to the place of destination for delivery, in the same condition as he received them against handing of the original bill of lading. 2. The definition of a bill of lading given in the HAMBURG RULES is the following. BILL OF LADING means a document which evidence a contract of carriage by sea and the taking over of loading of the goods by the carrier, and by which the carrier undertakes to deliver the goods against surrender of the document. 3. A provision in the document that the goods are to be delivered to the order of a named person, or to order or o bearer, constitutes such an undertaking. 4. The bill of lading serves as a a) A receipt of the goods by the ship-owner acknowledging that the goods of the stated species, quantity and conditions are shipped to a stated destination in a certain ship or at least received in custody of the ship owner for the purpose of shipment. b) A memorandum of the CONTRACT OF CARRIAGE by which the master agrees to transport the goods to their destinations all terms of the contract which was in fact concluded prior to signing of the bill of loading are repeated on the back of this document c) A document of title, signifying that the holder has the legal right to possession of the goods it describes. Types of Bill of Lading Long Term B/L Short Term B/L Direct B/L Combined transport B/L Through B/L Received for Shipment B/L Straight B/L Hague Visby rule apply to every type of bill of lading. A typical bill of lading may contain the following:1) reference number 2) name and address of shipper and consignee 3) ports of loading and discharging 4) name of carrying vessel 5) number and kind of packages 6) gross weight

MEO CLASS I

DEEPESH MERCHANT

7) description of goods 8) place where freight is payable 9) numbers of original bill of lading 10) place and date of issue 11) signature of carrier/master 12) carrier's standard terms and conditions (e) Treaty 1. A treaty is a written international agreement between two states (a bilateral treaty) or between a number of states (a multilateral treaty), which is binding in international law. 2. In relation to shipping matters, the chief international treaty-making bodies are an internationally accepted organization such as the United Nations or one of its agencies, such as IMO, ILO, WHO or ITU. 3. A treaty normally enters into force in accordance with criteria incorporated into the treaty itself, e.g. 1 year after a stipulated number of states have acceded to it (by signature of a government representative). 4. A treaty signed by a state government generally has no effect in the national law of the state until there has been an act of ratification or accession and the treaty has been incorporated by statute into the national law of the state. Conventions: 1. Means coming together for a common objective 2. A convention is a set of agreed, stipulated, or generally accepted standards, norms, social norms, or criteria, often taking the form of a custom 3. Earlier convention was regularly employed for bilateral agreements. Now convention are multilateral treaty documents and are the chief instruments of IMO being binding legal instrument regulating some aspects of maritime affairs of major concern of IMO. 4. Conventions are identified by the name and year of adoption by the assembly. Eg: Marpol 73. 5. They have technical/ provisions attached in annexes. Eg: Annexes in Marpol. 6. They have technical provisions in an associated code. Eg: LSA code. Protocol: They are important treaty instruments made where major amendments are required to be made to a convention which, although already adopted has not yet entered in to force. Eg: Marpol 73/78. i.e, Marpol convention adopted in 1973 and protocol made on 1978 before it came into force.

MEO CLASS I

DEEPESH MERCHANT

5. Question State the different types of Marine Insurance policies that could be undertaken by owners, shippers or other related parties Explain the salient liabilities and exclusions related with each case for an insurer. ANSWER :There are various types of marine insurance policies available and they could broadly be classified into 5 types. 1. Time policy - Insures property for a period of time. 2. Voyage policy - It insures property from one place to another it may include a date limit. 3. Mixed policy - It covers both a voyage and a period of time of voyage and in port after arrival. 4. Construction policy - It insures vessel while in course of construction not for a period of time. 5. Floating policy - cargo policy that insures a number of shipments. In Canada & US this policy is continuous and covers all shipments to a limit of liability for any 1 loss. The marine insurance policies that a ship owner can take are 1) Hull & machinery policy 2) Protection & indemnity cover. The insurance policies for a cargo owner include 1) Marine cargo insurance 2) Goods in transit insurance. Hull and machinery policies : These are usually time policies with a maximum period of 12 months. Normally the items covered will be clearly stated in the clauses of each policy. Any extra port to be covered will raise the insurance premium. Perils include 1) Peril of seas 2) Fire / explosion 3) Theft from outside 4) Jettison 5) Piracy 6) Earthquake volcanic eruption, lightening 7) Accidents during loading or discharging 8) Machinery damage 9) Latent defects in machinery or hull 10) Negligence of master, officer or crew 11) 3/4 collusion liability Items not covered under insurance include 1) loss / damage eg insurer deliberately set fire to ship caused by willful misconduct wilful negligence by owner.

MEO CLASS I

DEEPESH MERCHANT

2) loss of charter hire due to delays 3) loss due to wear and team 4) war risk cover. 6) Cost for scraping & painting vessel underwater part due to fouling 7) Valuation clause i.e. in case the vessel is a constructive total loss, salvage values are not considered. 8) loss / damage from nuclear weapon or by radioactive material. P & I cover P&I club is a mutual club of ship owners for covering the various liabilities. P&I cover available for Cargo claims, Crew claims, Liability against the collision with fixed of floating objects and installations, Claims for various fines of innocent breaches, Third party death and injury claims, 1/4 Collision liability which is not covered by the hull and machinery policy, Oil pollution liability, Special compensation, stoways , unrecovered GA, Salvage expenses under LOF, wreck removal, ships contribution of GA Etc. Limits and restrictions on P&I cover: Deviation, Delivery of cargo at port not specified in the contract of carriage, Failure to arrive or late arrival at port, Delivery of cargo with out bill of lading, out dated bill of lading, clean bill of lading in respect of damaged cargo, arrest or detention. Cargo insurance policies : Most policies incorporate institute of cargo clause A, B or C. Institute of cargo clause C: This covers only against major casualties. i.e, Fire, Explosion, Stranded, grounding, sinking, capsizing, collision or contact, discharge at port of distress, GA sacrifice and jettison. Institute of cargo clause B: This covers all the above plus the damages due to earth quake, volcanic eruption, lightening, washing overboard, entry of sea. Institute of cargo clause A: Offers cover against all possible risks. Items excluded in marine cargo insurance are 1. Claims resulting from insufficient or unsuitable packing or protection of subject matter insured. 2. Claims for loss or damage arising from the financial default of Owners Company, manager or charterer. 3. Claims against the use of nuclear weapons. 4. Claims arising from the damage by terrorist or politically motivated groups. 5. Claims arising from the unfitness of the ship. War risk and strike risk cover are available for cargo insurance for an additional premium. Open cover policies and floating policies are available for cargo for long term insurance.

MEO CLASS I

DEEPESH MERCHANT

6. Question Explain the key features of the United Nations Convention on the Law of The Sea? How many articles and annexes it contains? Enumerate the areas covered under this convention with particular focus on duties required to be focused by the flag state ? ANSWER :UNCLOS stands for United Nations conventions on laws of sea. It was outcome of the third UN conference in 1982 and came into force internationally on 16th November 1994. The UNCLOS replaces the older and weaker 'freedom of the seas' concept. The UNCLOS provides a universal legal frame work for the National management of marine resources and their conservation. The treaty document consists of 446 articles grouped under 17 part headings and 9 Annexes. One of the functions of UNCLOS is to allocate responsibility to states for setting some standards and enforcing the same standards in various maritime zones to reduce/control the sources of pollution. Necessity of UNCLOS was in order 1. To promote peaceful uses of the seas and ocean 2. To facilitate international communication 3. To enable equitable and efficient utilization of oceans resources 4. To protect and preserve The marine environment 5. To protect promote maritime safety Important highlight/salient features of UNCLOS are as follows 1. It defines international law of the sea 2. Sets widths of the territorial sea at 12Nm with a contiguous zone at 20Nm 3. Sets Transit passages through international straits and territorial sea 4. Sets exclusive economic zone extending 200 Nm 5. It defines continental self and jurisdiction over the resources of the shelf beyond 200Nm where appropriate 6. It defines legal status of the high seas and establishes regulations for the control of the marine pollution 7. It allows dispute to be settled in the international court of justice UNCLOS provisions concerning ships flag and nationality Part VII High seas Article 90 :- Right of navigation Every state coastal or land locked has the right to have its ship flying its flag on high seas Article 91:- Nationality of ships

MEO CLASS I

DEEPESH MERCHANT

Every State should lay down conditions / requirements for granting its nationality, registration and the right to fly its flag. Ships have the nationality of the state whose flag they are entitled to fly State must issue to ships flying its flag, documents to that effect There should be a genuine link between the state and the ship Article 92:- Status of ships Ships must sail under the flag of one state and are subject to the jurisdiction of the flag state on high seas The permission for the change of flag is given only in the case of transfer of ownership or change of registry It also deems that a ship which uses two or more flags according to convenience will be treated as a ship with no nationality Article 93:- Ships flying the flag of the United Nations, its specialized agencies and the International Atomic Energy Agency It gives provisions for ships to fly the flag on UN or its agencies and IAEA(International Atomic Energy Agency) Duties of flag state Article 94:- Duties of the flag State 1. Each flag state to effectively exercise its jurisdiction and control in administrative, technical and social matters over ships flying its flag . 2. Maintain a register of the ships. 3. Assume jurisdiction under its internal law over each ship flying its flag and its master, officers and crew in respect to administrative, technical and social matters concerning the ship. 4. Take such measures for ships flying its flag as are necessary to ensure safety of sea with regards to: a) Construction, equipment and sea worthiness of ship b) Manning of ships, labour conditions, training of crew (STCW & ILO convention) c) Use of signals, the maintenance of communications and preventions of collisions such measures include i. each ship is surveyed before and after registration by a qualified surveyor of ships and has on board such charts, nautical publications, navigational equipments and instruments for safe navigation of the ship ii. each ship is in charge 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.

MEO CLASS I

DEEPESH MERCHANT

6. A state which has clear grounds to believe that proper jurisdiction and control w.r.t a ship is not exercised may report the facts to the flag state, upon receiving such report flag state may investigate that matter and if necessary to take remedial action. 7. Every state must cause an enquiry by a qualified person/s into every marine casualty/incident of navigation and caused loss of life/damage to other nationals or to a marine environment. The flag state and other states must cooperate in the conduct of enquiry.

7. Question The vessel where you are posted as Chief Engineer is undergoing drydocking and a serious fire occurs on the deck because of welding work. Illustrate the documented procedures to deal with such emergency and its advantage over non-documented actions? Explain the different ship related contingencies against which document procedures are maintained under emergency preparedness of ISM Codes. In case of a major pollution of oil from a ship how best the contingency plans in emergency preparedness help over other actions. ANSWER :1. According to the ISM code the company should make documented procedures to identify describe and respond to potential emergency shipboard situations. The company should establish programme for drills and exercises to prepare for emergency actions. The safety Management System (SMS) should provide for measures ensuring that the companys 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

MEO CLASS I

DEEPESH MERCHANT

4.

5. a) b) c)

d)

e)

6.

acknowledgement of the acceptance of their responsibility to be provided to the ship owner/master. To ensure proper safety against fire and fire fighting to be effective the vessel management must also familiarize/acquaint with the Dock employers fire safety plan, equipment and abilities which must include the following information. Identification of significant fire hazards Procedures for recognizing and reporting unsafe conditions (fire patrols, designated and non designated areas for hot work checklist etc). Alarm procedures Procedures for notifying employees of a fire emergency Procedure for notifying fire response department of a fire emergency Procedure for evacuation. Procedure to account for employees after evacuation Fire response policy- Information Whether (i) Initial fire response (ii) Outside fire response (iii) A combination of both above required during a particular type of fire. Rescue and Emergency response. And also following points to be considered while developing a contingency plan to fight fire on board. Suitable muster station for all teams to be declared made aware at the beginning of day along with planning and allocation of other jobs. Status of general emergency alarm to be checked and declared/made aware/ familiarize to ship staff and shore employees. Equipment for communication with dock (telephone) to be conspicuously marked and numbers for emergency services and fire department to be highlighted. Officers at management level to be familiar with dock evacuation procedure, shore fighting abilities, fire fighting plan equipment and dock emergency alarm. Logs of attendance 1 each for vessel and yard employees to be maintained specifying names of employees with jobs, location and in out times to avoid chaos during head count. Considering the above underlying concepts a suitable fire fighting plan would be as follows: Personnel witnessing the fire to shout fire, fire and raise general alarm and inform and relay to command team of nature and location of fire and whatever information available. If possible also inform/alert clock fire department personnel muster at suitable muster station command team/Technical team to inform Dock fire department. (if not already informed) Take head count, check logs (Attendance) stop all work. In case of fire on Deck Emergency team I (headed by C/officer) to lead fire fighting and in case of E/R fire Emergency Team II to lead fire

MEO CLASS I

DEEPESH MERCHANT

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

MEO CLASS I

DEEPESH MERCHANT

Main Engine failure Steering failure Electrical power failure Collision Grounding / Stranding Shifting of cargo Cargo spillage and contamination Fire Cargo Jettisoning Flooding Machinery Room Casualty Abandon Ship Drill Man over board/Search and Rescue Permit to work systems Serious injury Helicopter operation Terrorism and piracy Heavy Weather Damage Sopep MARPOL Annex I requires oil tankers of ISO gross tones and above every other ship other than oil tanker of 400 GRT and above must have a Sopep Plan (Shipboard oil pollution and emergency plan) SOPEP plan is a well documented plan devised by experts and is exhaustive and ship specific in nature such that there is no chance of oversight It is complete with all information so that master will feel no need o refer to any other document for reference. It is structures logically that will reduce decision making time and error It is so designed that master of vessel can interact with company in real time and shore experts can assess the situation of the vessel and offer advice, assistance as to action to take, stress calculation and other help. The plan also has list of all contact nos of third parties that are helpful in the emergency and are need to be contacted The plan has appended to it V/L tank and pipeline plans capacity chart of tanks general arrangement of hull and decks for ready reference. The plan employees flow charts and checklists that guide master through various actions and decisions. Following a contingency plan saves lots of time and panic situation and help to control the situation at an early stage. Everybody knows what he has to do in this emergency and acts promptly and effectively and no time is wasted. All personnel on board well aware with this plan and regularly exercise drills for their optimum performance in case of major/minor oil pollution.

MEO CLASS I

DEEPESH MERCHANT

8. Question As a Chief Engineer on a fully loaded ship you are stranded in an island near, the UK coast having no survey facility where the forepeak of the vessel is severely damaged. Explain your actions with reasons and the procedures to be adopted for making a safe return voyage to India. ANSWER :HOW A STRANDED SHIP CAN PROCEED TOWARDS SEA Let us take a case of an Indian ship stranded near U.K. coast and its fore peak is severely damaged. And the ship has to proceed towards India, let us see what should be done to make the voyage safe and seaworthy. After stranding following actions to be taken:1) Reporting Master should report the matter to following authorities a) D.G. com centre/ D.G. casualty investigation cell by e-mail or fax b) Report to U.K. coastguard/ DOT authority by e-mail or fax c) Classification society d) P&I local correspondent e) Owner 2) Refloat the vessel after grounding:Master should sought maritime assistance service from the U.K. authorities. Arrangement of tug should be done. If the ship has got any pre contract from any salvage association, master should ask help from them. Master should follow contingency plan given in the SMS manual. Tank sounding should be taken and sounding of sea at various points to be measured. Any possible case for marine pollution to be kept in mind and a good look out to be carried out. All these should be recorded and documented. Master should always remain in contact with office for necessary guidelines and assistance. 3) Under water inspection:Divers should be arranged from U.K. main land by company for under water inspection. Underwater inspection should be carried out according to documented procedure and taking all safety measures like main engine isolation. 4) Following actions to be taken in severe forepeak damage:a) See the extent of damage. Portion of damaged part underwater and above waterline should be assessed from divers report. Vessel shell expansion plan should be studied to check which all plates or frames have got damaged. b) All these damaged reports with damaged plate number should be sent to class. The advice from class should be taken for temporary and permanent repair. c) If temporary underwater repair is possible it should be carried out, otherwise some of the cargo will have to be offloaded to barge and it should be arranged by the company.

MEO CLASS I

DEEPESH MERCHANT

d) After this make the vessel aft trimmed as possible. Proceed towards nearest port where repair is possible. e) Vessel repair should be carried out in presence of class surveyor. After repair it must be inspected and forepeak should be pressure tested. f) While doing the above process, P&I correspondent should help the vessel so that extra and unnecessary claims are not slapped on the vessel. Since vessel has to proceed towards India, according to M.S.( construction of ship and survey) rule 1991, if the vessel has met with an accident and she has lost her seaworthiness then she cannot go to sea. So, in this case Indian administration would not allow the vessel to come to India with damaged condition. Vessel must carry out minimum repair at nearest repair yard and then proceed to India from U.K. coast. On arrival India, ship should be inspected by D.G. approved surveyor. However, it is mandatory for any Indian ship owner to report to D.G. about any casualty happening on board their ship. Similarly, it is mandatory for the D.G. to carry out the investigation in the casualty happening on their flagged ship.

9. Question You as C/E are requested to inform your company with respect to inspection of propeller in drydock during which you noticed a surface crack on one of the blades. State the steps taken by you as C/E for successful handling of the situation. Also if some surface cracks are noticed on the keyway of a tail shaft, state the steps taken by you for tackling the problem. Explain the effects in case the cracks, as stated are not dealt with at the proper time. ANSWER :Surface cracks have been noticed on one of the propeller blades:As soon as a crack has been observed on the propeller blade, the head office as well as the Classification Society must be notified. The services of a propeller expert would also be needed in certain cases. Cracks on a propeller surface may be due to:Physical damage Faults during casting Physical Damage:- These types of cracks generally occur on the tips and the leading edge of the propeller. Pitting may occur near the tips on the driving face and on the whole of the fore side due to cavitation. Propeller blades are sometimes damaged by floating debris which is drawn into the propeller stream. Such damage must be made good as it reduces the propeller efficiency, while the performance is improved by polishing the blade surface. If a built propeller is fitted, it is necessary to ensure that the blades are tight and the pitch should be

MEO CLASS I

DEEPESH MERCHANT

checked at the same time. Small surface cracks can be ground out. Cracks at the blade tips may require the cropping of the blade section. If this is carried out, a matching section on the opposite blade would also have to be cropped in order to maintain balance. Since thrust developed by such a cropped propeller would be reduced, the main engine rpm will have to be adjusted to compensate for the loss. All actions must be taken in consultation with the classification society and propeller experts. It must be noted that most classification societies do not permit any welding on the propeller as heat treatment and annealing is an extremely complicated process. Therefore in extreme cases of cracks, it may be necessary to replace the entire propeller Cracks due to Faulty Casting:- These are extremely small cracks of the order of length 3mm and depth 1mm. the region of the blade most prone to such cracks are within o.2 0.4 of the radius of the propeller. These cracks are extremely difficult to spot when the propeller is stationery. The cracks only open when the propeller develops thrust in operation due to the bending moment induced. The only lasting solution to such a faulty fabricated propeller is to change it with a new one. Surface cracks on the keyway of a tail-end shaft:- The area of the cracks is to be inspected visually as well as ultrasonically (or with dye penetrant) to detect all the cracks. Causes of this are quoted as inadequate force fit between propeller and tailshaft causing loss of peripheral grip which allows propeller to move and make contact with key. This causes excessive dynamic load to fall on key and shaft adjacent to keyway. This causes incipient cracks (small and superficial) which usually begin at high stress concentration areas i.e. around the leading edge of the keyway. Fatigue failures may occur due to corrosion and temperature variations in seawater, altering the force fits. The key is also to be inspected for any damage. Also the dimensions of the key must be accurately measured to ensure no play is present between key and keyway. Abrupt changes of shape of section cause stress concentration to build up due to interruption of the stress flow lines. This build up in stress causes cracks to develop and supports crack propagation. With this in mind it can be seen that shapes or sections which may be subject to great stresses; should be well rounded or gradually tapered off to give smooth stress flow. Round end keys should be used, and the keyway in propeller boss and cone of the tailshaft are to be provided with a smooth fillet at bottom of keyways, fillet radius at least 0.0125 of shaft diameter at top of cone. Sharp edges at top of keyway to be removed. Two screw pins should secure key in keyway and forward pin should be at least of key length from forward end. Pin holes should have a depth not exceeding pin diameter. Hole edges to be bevelled.

MEO CLASS I

DEEPESH MERCHANT

The cracks in the keyway can be ground depending on the depth of the cracks. Large cracks would require welding and machining. Welding will only be carried out after appropriate heat treatment and annealing. The annealing period required for a tail end shaft of a large ship may extend up to 7 days. It must be noted that, in a tailshaft with key and keyed propeller, the thrust of the propeller is not absorbed by the key but by the shrink fit between propeller hub and shaft. Therefore cracks in the keyway of the tail end shaft do not pose as much a problem as cracks on the shaft itself or cracks on the propeller.

MEO CLASS I

DEEPESH MERCHANT

FEB 2013
1. Question Your vessel where you are posted as a Chief engineer is about to enter dry dock. State the co-ordination and information exchange necessary with the master of the vessel for successful entry. Also list the necessary preparation you would make along with earmarking division of duties to the engineers of the vessels. Enlist the inspection and co-ordinations you will make with dry dock authorities for successful coming out of the dry dock. ANSWER:Dry docking is one of the most important activities that a vessel may come across. Hence a good planning and co-ordination will be vital towards successful completion of dry dock. The dry docking is governed by various factors:1) Classification society requirement 2) Statutory requirement 3) Condition of vessel So for a successful dry dock there should be a good co-ordination between master and chief engineer so that all the works are completed at time without any casualty. As a chief engineer following are the exchange of information which will be necessary with the master:1. Class, survey and statutory requirement 2. Scope of work in dry dock categorizing especially time required, shore gang required, work that is to be done by engine room and dock staff. 3. ROB of bunkers and L.O. to be shared by master 4. Any requirement for pumping of black water, oil sludge to reception facilities and its arrangement. 5. Spare requirements as to what all spares have arrived and what will be arriving. 6. List of survey items to be submitted to master. 7. Any special requirement like covering of vents, opening of tanks when grit blasting is performed. 8. Co-ordination with master to required list and trim and put accordingly fuel oil and fresh water tanks in use as advised by him. 9. Communicate with master as to be in touch with company regarding any new requirements which ship will be fulfilling after dry dock. i.e. to fulfil any compliance towards statutory requirements. 10.Any rules laid down by yard should be informed to ship personnel by master. 11.A pre docking tank cleaning and line washing plan to be informed by master to chief engineer to mobilize the resources to carry out the operation.

MEO CLASS I

DEEPESH MERCHANT

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

MEO CLASS I

DEEPESH MERCHANT

12.Ensure all tanks are at same level while entry so as to have same trim when refloating Verify weight log certificate ( no heavy weight has been shifted)

2. Question Differentiate between annual, intermediate, renewal, damage and repair surveys. What are the purposes of each survey onboard? Also, enlist all statutory certificates carried onboard, their issuing authority, and the IMO Convention under which they are issued ANSWER:Annual Survey :1. The purpose of the annual survey is to do the general inspection of items related to particular certificate to ensure that they have been maintained and remain satisfactory for service for which the ship is intended 2. Annual surveys are to be carried out within a window from three months before to three months after each anniversary date. 3. It is carried out by class surveyor. At the time of annual surveys, the ship is generally examined. The survey includes an inspection of the hull, equipment and machinery of the ship and some witnessing of tests, so far as is necessary and practical in order to verify that, in the opinion of the attending surveyor(s) the ship is in a general condition which satisfies the Rule requirements. Intermediate Survey :1. Intermediate survey is a survey including visual examinations, measurements and testing as applicable, of the hull and equipment, machinery and systems, in order to confirm that the ship complies with the relevant rule requirements and is in satisfactorily maintained condition. 2. The required examinations, measurements and testing shall be carried out before the intermediate survey is regarded as completed. 3. An intermediate survey is to be carried out within the window from three months before the second to three months after the third anniversary date. 4. The intermediate survey includes examinations and checks on the structure as specified in the Rules to verify that the vessel is in compliance with the applicable Rule requirements. The Rule criteria become more stringent with age. 5. According to the type and age of the ship the examinations of the hull may be supplemented by thickness measurements as specified in the Rules and where deemed necessary by the attending surveyor. Renewal Survey :1. Renewal survey is a major survey including visual examinations, measurements and testing of the hull and equipment, machinery and systems,

MEO CLASS I

DEEPESH MERCHANT

in order to confirm that the ship complies with the relevant rule requirements and is in satisfactorily maintained condition. 2. Class renewal surveys/special surveys are carried out at five-year intervals. However, consideration may be given by the Society, in exceptional circumstances, to granting an extension for a maximum period of three months after the due date. In such cases the next period of class will start from the due date for the previous class renewal survey before the extension was granted. 3. The special survey may be commenced at the 4th annual survey and be progressed with a view to completion by the 5th anniversary date. 4. The class renewal surveys/special surveys include extensive examinations to verify that the structure, main and essential auxiliary machinery, systems and equipment of the ship are in a condition which satisfies the relevant Rules. The examinations of the hull are generally supplemented by thickness measurements and witnessing of tests as specified in the Rules, and as deemed necessary by the attending surveyor, to assess that the structural condition remains effective and to help identify substantial corrosion, significant deformation, fractures, damages or other structural deterioration. Damage Survey : 1. Damage surveys are carried out in the event of damage which affects or may affect the class of the ship. 2. It is performed to access the extent of damage sustained, to compile a list of recommended repairs and estimated cost to return the vessel to its condition before the incident. 3. It is non periodic survey and required by insurance companies when a claim has been submitted . 4. Damage survey is usually commissioned by an insurance company as part of a claim investigation to establish the probable cause and extent of damage. Repair Survey :1. Following a damage defect or break down any repair carried out to the hull, equipment and machinery is assessed by a class surveyor. 2. The surveyor ascertains the status of the vessel to determine if it has been returned to a condition that is in compliance with the applicable Rule requirements. 3. Where repairs are carried out at a place where the surveyor services are not available, survey must be carried out at the earliest opportunity thereafter. 4. Damages or repairs required by the surveyor to be re-examined after a certain period of time are also covered by an appropriate recommendation/condition of class.

MEO CLASS I

DEEPESH MERCHANT

Statutory Certificates Carried Onboard I. SOLAS No Certificate 1 Cargo Ship Safety Construction Certificate Validity :- 5years 2 Cargo Ship Safety Equipment Certificate Validity :- 5years 3 Cargo Ship Safety Radio Certificate Validity :- 5years

Reference SOLAS 1974,regulation I/12;1988 SOLAS Protocol, regulation I/12, SOLAS 1974,regulation I/12;1988 SOLAS Protocol, regulation I/12, SOLAS 1974, regulation 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,

MEO CLASS I

DEEPESH MERCHANT

7 8

Certificate regulation 6 Engine International Air Pollution Nox Tech code Reg 2.3/ 2.3 Prevention Certificate International energy efficiency MARPOL Annex VI, certificate wef. 01-01-2013 regulation 9

III. Load line 1966 1 International Load Line Certificate LL Convention, article 16; Validity :- 5years 1988 LL Protocol, article 18 2 International Load Line Exemption LL Convention, article 16; Certificate, Validity :- 5years IV. International tonnage convention 69 1 International Tonnage Certificate (1969) Tonnage Convention, Validity :- 5years article 7 V. AFS Convention 1 International Anti-fouling System AFS Convention Certificate regulation 2(1) of Validity :- 5years annex 4 2 Declaration on Anti-fouling System AFS Convention Validity :- 5years regulation 5(1) of annex 4 VI. STCW 1 Certificates for masters, officers or STCW 1978, article VI, ratings regulation I/2; Validity :- 5years STCW Code, section A-I/2 2 Records of hours of rest STCW Code, section A-VIII/1 CONVETION ON LAWS OF SEA 1 Certificate of Registry Unclos Article 91 LIBILITY CONVENTION Certificate of insurance in respect of Liability convention, article civil liability VII ILO CONVENTION 1 Certificate of Compliance for ILO ILO convention Accomodation for crew 2 Load test certificate for ILO Occupational safety and health in dock work

MEO CLASS I

DEEPESH MERCHANT

3. Question What do you understand by unseaworthy vessel within the meaning of the MSA 1958 as amended? What according to you is the difference between unseaworthy and unsafe ship What are the obligation of the owner to crew with respect seaworthiness. ANSWER: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.

MEO CLASS I

DEEPESH MERCHANT

4) A ship is said to be unsafe if the machinery or equipment is placed on board but found not working or the maintenance plan is not being followed. 5) An unsafe ship does not pose serious threat to human life. 6) A ship is said to be unsafe when its machinery or equipment is operated wrongly at any instance by the ship's crew in the voyage. 7) Wrong procedure of ballasting, deballasting or negligence of crew towards stowage of cargo makes the ship unsafe an any instance during voyage. In broad perspective or loosely we can say that unseaworthiness depends on design factors and physical factors. Also unseaworthy is a condition. But ship becomes unsafe due to human factors. It is an act. Obligation of owner to crew with respect to seaworthiness 1. In every contract of service, express or implied between the owner of an Indian ship and the master or any seaman thereof, and in every contract of apprenticeship whereby any person is bound to serve as an apprentice on board any such ship, there shall be implied, notwithstanding any agreement to the contrary, an obligation on the owner that such owner and the master, and every agent charged with the loading of such ship or the preparing thereof for sea, or the sending thereof to sea, shall use all reasonable means to ensure the seaworthiness of such ship for the voyage at the time when such voyage commences, and to keep her in a seaworthy state during the voyage. 2. For the purpose of seeing that the provisions of this section have been complied with, the Central Government may, either at the request of the owner or otherwise, arrange for a survey of the hull, equipment or machinery of any sea-going ship by a surveyor.

4. Question Write shot notes on Tier 2 and 3 emission regulation on main engine. Homogenizer for water emulsion. SCR for Nox emission reduction. ANSWER:Tier 2 and 3 emission regulation on main engine. 1. MARPOL Annex VI sets limits on NOx and SOx emissions from ship exhausts, and prohibits deliberate emissions of ozone depleting substances. 2. The IMO emission standards are commonly referred to as Tier I...III standards. The Tier I standards were defined in the 1997 version of Annex VI, while the Tier II/III standards were introduced by Annex VI amendments adopted in 2008, as follows: 2008 Amendments (Tier II/III)Annex VI amendments adopted in October 2008 introduced (a) new fuel quality requirements beginning from July 2010,

MEO CLASS I

DEEPESH MERCHANT

(b) Tier II and III NOx emission standards for new engines, and (c) Tier I NOx requirements for existing pre-2000 engines. 3. The revised Annex VI enters int o force on 1 July 2010. By October 2008, Annex VI was ratified by 53 countries (including the Unites States), representing 81.88% of tonnage. 4. NOx emission limits are set for diesel engines depending on the engine maximum operating speed (n, rpm), as shown in Table 1 and presented graphically in Figure 1. Tier I and Tier II limits are global, while the Tier III standards apply only in NOx Emission Control Areas. Table 1. MARPOL Annex VI NOx Emission Limits
Tier Tier I Tier II Tier III Date 2000 2011 2016 NOx Limit, g/kWh n < 130 17.0 14.4 3.4 130 n < 2000 45 n-0.2 44 n-0.23 9 n-0.2 n 2000 9.8 7.7 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

MEO CLASS I

DEEPESH MERCHANT

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 35 microns. This relates to better combustion and thus less deposits in the combustion chamber.

MEO CLASS I

DEEPESH MERCHANT

6. Aside from the NOx reduction benefits derived from a homogenized fuel emulsion, there is marked decrease in particulate matter emissions largely due to the fact that the combustion process is more complete. SCR for Nox emission reduction. 1. An SCR (Selective Catalytic Reduction) unit is an effective means of conditioning the exhaust gas after the combustion process for reducing NOx already formed in the combustion process. 2. SCR is the method for NOx reduction on diesel engines today that can give the largest reductions. 3. The process essentially involves injecting ammonia in the exhaust stream and in the presence of a catalyst the NOx reacts with the ammonia and forms water vapour and nitrogen. Due to the hazardous properties of ammonia, urea solution is generally used to provide the required ammonia. 4. With the SCR technique, the exhaust gas is mixed with ammonia NH3 or urea (as NH3 carrier) before passing through a layer of a special catalyst at a temperature between 300 and 400C, whereby NOx is reduced to N2 and H2O. 5. The reactions are, in principle, the following 4NO + 4NH3 + O2 4N2 + 6H2O 6NO2 + 8NH3 7N2 + 12H2O 6. NOx reduction by means of SCR can only be carried out in this specific temperature 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 condensation 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.

MEO CLASS I

DEEPESH MERCHANT

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.

MEO CLASS I

DEEPESH MERCHANT

5. Question State the applicable regulation of solas and marpol under which it is mandatory for a flag state to conduct an investigation into any casualty Write briefly the salient points of casualty investigation code and the recommended practices for a safety investigation into a marine casualty or marine incident What do you understand by the term very serious marine casualty? ANSWER:Every flag state has to carry out investigation in any casualty occurring on board the ship flying its flag. This responsibility is laid down in various conventions of IMO. Following are the conventions and articles under which above responsibility is laid down:1) UNCLOS:- Article 94(7) states that " each state shall cause an inquiry to be held by a suitably qualified person/persons into every marine casualty or incident of navigation on the high seas involving a ship flying its flag and causing loss of life or any other incident involving another state or marine environment." 2) SOLAS 74:- Chapter 1, part C, Regulation 21 states that " Each Administration undertakes to conduct an investigation of any casualty occurring to any of its ships subject to the provisions of the present convention when it judges that such an investigation may assist in determining what changes in the present regulations might be desirable." 3) Article 12 of MARPOL73/78 and article 23 of ILLC also states more or less same as stated in above conventions. To harmonize the casualty investigation a code was adopted on 27th November 1997 in IMO resolution A849(20) called casualty investigation code. The salient features of the code. 1) Necessity of code:- It was acknowledged that the investigation and proper analysis of marine casualties and incidents can lead to greater awareness of casualty causation and result in remedial measures including better training to enhance safety of life at sea and protection of environment. It was also recognized that a standard approach and cooperation between governments, to marine casualty and incident investigation is necessary to correctly identify the cause. 2) Objective:- Objective to any marine casualty investigation is to prevent similar casualties in future. Investigations identify the circumstances of the casualty under investigation and establish the cause. 3) Who will do the investigation:a) Flag state has to carry investigation in all casualties occurring to its ship.

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

6. Question In an unfortunate incident of Main Engine Crank case explosion on your vessel, the main engine was badly damaged and two engine room personnel suffered serious injuries. Explain how you will present the vessel for subsequent inspections by P&I and H&M insurance companies with special emphasis on the records and documents required in each case to ensure that only genuine claims are honoured. ANSWER:1) In spite of taking all safety measures and following all correct procedures, sometimes unfortunate incidents do occur on board a ship. These result in personal injuries and machinery damage. 2) After every incidence, investigations take place and insurance claims are raised. The insurance underwriters appoint damage surveyors who come on board and do their investigation. In the process of doing it, they ask for all the relevant documents. 3) Suppose a main engine crankcase explosion has taken place on your ship in which main engine was badly damaged and two engine room personnel suffered serious injuries. 4) Now, you will have to present your vessel for subsequent inspections by P&I and H&M insurance companies. We will see step by step what all should be done after the incidence:a. Take care of persons injured:Since persons are seriously injured, give them first aid and ask for medical advice from a rescue centre. Give the information to owner and charterer and seek their advice. If the vessel needs to divert and make a emergency port of call take permission from owner and charterer. But since main engine is also badly damaged the vessel will need emergency towing. Give notice to agent and P&I correspondent at the nearest port. They will arrange for the salvage assistance. Enter in the port. Injured personnel to be transported to hospital and later on they can be repatriated. All the medical treatment given to the personnel should be chronologically documented in the medical book. b. Reporting of incidence to:The incident should be reported to following without delay Administration, Owner, Class, P&I correspondent, H&M broker & MAS centre c. Record keeping:Time, date, place and cause of injury should be recorded. The evidence should be preserved and a witness statement should be taken. Write down all important medical condition and drugs that were given to the person. The persons injured were wearing PPEs or not. Take the statement of injured personnel as soon as possible if they are in position of giving one. The most important report in case of personnel injuries is Masters report. It is an

MEO CLASS I

DEEPESH MERCHANT

important evidence to judge whether the injury is work related or not. Photos of sites and other evidence should be preserved. d. Necessary documents and records required to honor only genuine claims In case of P&I surveyor following documents should be kept ready:i. Master statement of fact ii. Witness report iii. Injured person statement iv. Communication with the owners, managers, medical advisors and authorities. v. Deviation report vi. Photos of place of evidence vii. Medical report book relating to important medical condition and all the drugs that were given to personnel viii. Evidence showing personnel wearing PPEs ix. Injured personnel familiarization with machinery form duly signed by him. x. Safety instructions explained. In case of H&M surveyor following documents should be kept ready:i. Chief engineer log book and official log book entry. ii. Masters and chief engineers statement iii. Witness statement iv. Engine room crew statements v. Main engine PMS records vi. Main engine bearings last renewal and evidence showing that only genuine bearings were used. vii. Main engine crankcase lubricating oil report viii. Engine parameters at the time of incidence ( from log book or data logger) ix. Records showing last alarms and trips tried out ( from alarm logger) x. Compliance with manufacturer or service letter received recently All the above documents will be required by the surveyor appointed by H&M underwriter. After the survey a damage survey report will be made. Now the main engine will be repaired. And after that claims will be settled. Depending upon the nature of insurance and the clauses inducted repairs can either be carried out by owner and later the claims can be settled or repair tender can be floated by H&M underwriter only and they can carry out the repairs.

MEO CLASS I

DEEPESH MERCHANT

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

MEO CLASS I

DEEPESH MERCHANT

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.

MEO CLASS I

DEEPESH MERCHANT

8. Question Illustrate the provision kept towards establishing procedures for identification and testing of "critical" equipment under ISM Code. How the list of critical equipment and systems are made and on what factors are they dependent? ANSWER:1. A new chapter management for the safe operation of ships was added to SOLAS and the amendments introducing the new chapter IX entered into force on 1st July 1998. The chapter made mandatory the International Safety Management Code which established the following objectives: a. to provide for safe practices in ship operation and a safe working environment b. to establish safeguards against all identified risks c. to continuously improve safety management skills of personnel, including preparing for emergencies 2. Critical equipment/system is that, the sudden failure of which may result in hazardous situation. These are the equipments, whose failure can cause an accident or result in a hazardous situation, thereby causing injury to personnel or loss of life or damage to the marine environment or property. 3. As per, Element 10.3 of the ISM code, It is the responsibility of the company to establish procedures in the Safety management System to identity such systems and/or equipments. The company should establish procedures in its safety management system to identify equipment and technical system, the sudden operational failure of which may result in hazardous situation. The SMS should provide for specific measures aimed at promoting the reliability of such equipment or systems. These measures should include the regular testing of standby arrangement or equipment or technical systems that are not in continuous use. The Safety management System must, with respect to critical technical system/equipments: a. Have procedures to identify them b. Have procedures to ensure their tests and functional reliability c. Have procedures to establish and use alternative arrangements on sudden failure d. Have procedures to test stand by equipment e. Have procedure to ensure that single failure does not cause of Critical ship functions that could lead to accident f. Have procedures to ensure that system/equipment inactive for some time is tested regularly and prior to conducting critical operations. 4. As per Element 7 of the ISM Code the company must establish procedures for the preparation of plans and instructions including checklists if any for

MEO CLASS I

DEEPESH MERCHANT

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

MEO CLASS I

DEEPESH MERCHANT

9. Question Differentiate between third party liability and contractual liability. When may the ship seek to limit his liability? List the persons entitled to limit liability and claims entrusted. ANSWER:An insurance policy is a contract. The insured is referred as first party to the contract. The insurer i.e. the insurance company is who issues the contract is the second party. A stranger to the contract who makes a claim against insured is known as third party. Third party liabilities: 1. It is obligation to compensate another person harmed or injured or suffered a loss due to negligence or mistake or wrongful act of first party. 2. Third party liabilities are those liabilities which are caused to any other persons or his property not included in any contract. 3. Contract takes place between two parties hence any third person not a member of this contract is a third party or person. 4. When the insured first party causes a loss then the second party assumes the insured liability up to the policy limit. 5. Examples of third party liabilities are collision, third party injury or death claim, oil pollution liability, cargo claim, crew claim, unrecoverable general average contribution etc. 6. When the agreement is signed by the parties, they agree on certain conditions and goals written in the agreement. They also get certain liability towards each other for successful achieving of the goals. But by any reason a third party gets affected, then liability towards the third party is called third party liability. E.g. compensation required to pay the affected coast during oil pollution becomes third party liability. 7. There is no such agreement between ship owner and coast, but coast gets affected due to pollution. So, ship owner takes P&I insurance cover in respect to third party liability during ship operation. 8. For each defined peril there is fixed premium. More cover means more premium required by the parties. 9. There is no mandatory requirement for the party to take any type of policy except Liabilities for pollution damage. Rest is left to the ship owner and cargo owner or any other party involved in the maritime adventure to take cover for various liabilities and bear themselves. Contractual liability: 1. During any agreement both parties agree for certain terms and conditions for achieving particular goals and interests. So some liabilities are set towards achieving goals. As agreement is signed by them, the liabilities are called contractual liability.

MEO CLASS I

DEEPESH MERCHANT

2. Contractual liabilities for a ship owner are those by which he winds himself under some contract with second party. 3. This form of agreement where one party takes on the liability of another by contract is commonly termed as Holder harmless or ind emnity agreement. Contractual liability is the express liability namely charter party, bill of lading, cargo insurance, contractual salvage, charterer agreement, towage e.t.c. 4. Here the liability is documented for specific occasion and specific time. Contractual liability claim settlement takes place in a judiciary, arbitration, tribunal as in agreement. 5. Ship owner takes following types of contract: a. With employee b. With flag state administration for safe operation, to compliance with national/international regulations/conventions. c. Contract with cargo owner d. Contract with salver or tug owner e. Contract with class and his fees and survey f. Repair contract etc. The following are some typical contracts that a ship owner undertakes and Ship owner may limit his liability covering:i. Contract with employees: undertakes that he will provide the safe plant, equipments and safe environment and their due care, hence he would like to limit the liabilities with regards to a) Their medical expenses b) Compensations to be paid in case of injury or death c) Breaches to any thing intentionally or unintentionally caused by his employees which could land him in trouble. ii. Contract with flag State administration: He register his vessel under flag state administration, hence he undertakes the responsibility for safe operation and compliances with relevant conventions rules and regulations. Hence he will like to limit his liabilities with regards to a) Any breaches caused by the ship b) Any fines imposed for non-compliance with regards to documents or violation of rules & regulations c) Oil pollution caused in their territory d) Other expenses involved in landing people and stoways. e) Expenses occurred for rendering those states service to ship and its complements iii. Contract with local agents and agency: He himself land up in this contract in order to meet local requirement at port of call. He takes their service, which a ship requires at port of call. He would like to limit his liabilities with regards to a) Agency fees b) Claims by agents

MEO CLASS I

DEEPESH MERCHANT

c) Claim arises when agent breaches the contract d) Any dame injury caused to their personnel iv. Contract with salver or tug hire: These services are required by a ship owner during a port of call to assist their ship and during distress when the ship looses its main propulsion plants. Hence he would like to limit his liabilities with regard to a) The hire rate b) Damage cause3d to the tug and their personnel c) Salvers award d) Any other claims made by salver in rendering his service v. Contract with stevedores and work shops: In case the ship requires shore personnel services then ship owner land up in these service contract and would like to limit his liabilities with regards to a) Their hire rate b) Injury medical expenses etc c) Damage or loss to their equipments d) Any other claims placed by them vi. Contract with the cargo owner (shipper): He undertakes this contract of carriage that will carry the goods in a manner received to the agreed destination within the agreed time frame. During such contracts he would like to limit his liabilities with regards to a) Loss/ leakage/ damaged caused due the negligence of his employees b) Losses caused to the cargo owner due to delay c) Losses caused to the cargo owner due to delivering the cargo other than agreed destination d) Any other claim made by cargo owner in this regard. i.e, damage/ loss/ delay to cargo during the duration when it was under the custody of ship owner. 6. The ship owner makes contract with others such as class, charterer, pilotage, repair contract etc. In all the cases he will limit his liabilities. Apart from these he has to take care of himself. i.e, a) Damaged caused to his own ship b) Total or constructive total loss of his vessel c) Freight not paid.

MEO CLASS I

DEEPESH MERCHANT

FEB 2013 ( EMCY)

10.Question A ship which was bunkering at a foreign port has met with an accident and a substantial amount of oil spillage in water has resulted. Draw an emergency preparedness plan for the incident and how best it could be encountered under the provision. Describe its salient advantages. ANSWER :1. The oil pollution during bunkering operation could occur due to various reasons such as a leakage at the manifold connections, tank overflowing, hose fracture caused due to excessive pressurization. 2. A major oil spill requires a prompt and diligent action wherein the master & Chief Engineer need to work in close co-ordination. A vessel having well drawn and rehearsed (in the form of oil spill drills) Emergency preparedness plan can be effectively and efficiently tackle an oil spill causing minimum damage to the marine environment. 3. The emergency preparedness plan for a bunker spill should address the following important aspects a. Measures to stop / contain oil spill, clean up action and prevention of emergency leading to fire etc b. Effective communication with local authorities, P&I club and office(DPA) c. Effective communication between master/ chief engineer and emergency party leader d. Reporting to company 4. In accordance with Regulation 37 of Annex I of MARPOL 73/ 78 the Ship Oil Pollution Emergency Plan, or SOPEP, is a prevention plan carried on board of almost all cruise and cargo vessels. 5. The purpose of the Plan is to provide guidance to the Master and officers on board an overview of possible procedures in case of an oil spill. In the plan is also mentioned who you should contact (list of authorities, oil clean up teams and port state control) and how to report this event to the nearest coast guard station. 6. Ship oil pollution plan contains: An action plan, with instructions for the oil pollution prevention team. This is a list of duties the crewmembers have to fulfil in case of an oil spill an emergency plan General information about the ship Procedures to discharge the oil into the sea in accordance to MARPOL regulations Drawings of fuel/oil lines"

MEO CLASS I

DEEPESH MERCHANT

Location of SOPEP boxes" 7. Further, the purpose of the Plan is to provide the Master, officers and certain crew members with a practical guide to the prevention of oil spills and in carrying out the responsibilities associated with regulation 37 of Annex I to MARPOL 73/ 78 Procedures to report an oil pollution incident. Coastal State contacts (Focal Points) and Port Contact Lists to be contacted in the event of an oil pollution incident Response actions to reduce or control the discharge of oil following an incident. Co-ordination with national and local Authorities in combating oil pollution. 8. Chief Engineers shall be the in charge of the above operation and he shall coordinate, instruct and supervise the teams under him to ensure following : a. Immediately stop the bunkering operation with an effective communication with the bunker barge /shore terminal. b. Raise an emergency alarm. c. Prevent oil from spilling overboard and collect / transfer oil accumulated on the deck to the tank as appropriate. d. Clean-up the entire affected area on-board e. Inspect are adjoining the affected area to take appropriate measures for prevention of fire. f. Use rope or floating boom around the boundary of the affected area around the vessel to restrict spread of oil. g. Use dispersant / detergent (available onboard) only after local authorities permit there use. h. Record program of all activities to master who shall record them to defined claims of oil pollutions etc. 9. Master, with the assistance of Chief Engineer and one watch keeping officer shall and as follows : a. Immediately consult local P & I club representative. The representative will advice on the steps which should be taken to inform the local authorities and will have arrangements for legal representations and attendance of surveyors if necessary. The representative will also assist master / C/E, in dealing with local authorities. b. If the authorities request permission to board the vessel the master / Chief Engineer should attempt to obtain the advice of a legal representative, before granting permissions. If this is not possible, and the authorities insist on boarding the vessel, the master shall allow them access to the vessel. However, their names, the department they represent & their activities on board shall be noted. c. Master shall contact DPA and inform him from time to time about the progress of events.

MEO CLASS I

DEEPESH MERCHANT

1. 2. 3.

4.

Salient advantages of Emergency Preparedness Plan. The plan identifies all the activities which may cause oil spillage leading to environmental pollutions. It defines clearly, the duties & responsibilities of the master and crew thereby eliminating confusion and chaos. An effective implementation is ensured through specialist teams comprising crew members. These teams are trained on-board through realistic drills carried and on a regular basis thus improving their skill & effectiveness. Plan assess the state / condition of tools (cleaning gear) and consumables (cleaning material) provided to clean-up spillage.

Thus a well prepared EPP will go a long way in dealing with an incidence of oil spill effectively.

2. Question Exhaust emission control is a major global issue and under serious consideration by world shipping. In this context, comment on the following, a) Primary Nox reduction vis--vis secondary Nox reduction measures. b) Scavenge Air Moisturizing & Exhaust Gas Recirculation for ME. ANSWER :a) Primary Nox reduction vis--vis secondary Nox reduction measures. PRIMARY NOx REDUCTION MEASURE:These are measures aimed at reducing the amount of NOx formed during combustion by optimizing engine parameters with respect to emission. Some of the methods are listed below A. Water addition:1. Direct water injection:- Greater heat capacity is utilized to reduce high peak temperatures as the water evaporates immediately upon injection. Rapid evaporation of injected water also helps to create a homogeneous fuel-air mixture. 2. Emulsified fuel or fuel water emulsion :- It is favoured by some manufacturer claiming clear reduction in NOx emission at low cost with no significant design changes. B. Altered fuel injection:1. Delayed fuel injection:- Retarded fuel injection timing retards the combustion process. Nitrogen oxide formation occurs later and with lower concentration. 2. Common rail control :- It has proven to be a very effective way in combating NOx reduction techniques.

MEO CLASS I

DEEPESH MERCHANT

3. NOx optimized fuel spray pattern:- Different fuel nozzle types and models injection also has an influence. C. Combustion air treatment:1. Exhaust gas circulation :- This is one method of adding dilutants to intake air, reducing burned gas temperature for any given mass of fuel and oxygen. But it is more practical for engines burning cleaner fuel such as low sulphur and low ash fuel. 2. Humidifying the scavenge air:- Injection of very fine water after the turbocharger using special nozzles. The fine water droplets evaporate fast and further heat is introduced in the air cooler and humidifies the combustion air. Drawback is too much humidity can be harmful to the cylinder condition. 3. Reducing the amount of scavenge air, and hence reducing the amount of excess oxygen available for conversion to nitrogen oxide. 4. Water cooled rest gas:- In an electronically controlled exhaust valve timing it is quite easy to leave some of the exhaust gas in the cylinder. This obviously has a negative impact on engine performance, however this can be dramatically reduced by cooling the rest gas with a water spray, in which case the rest gas accounts for some of the NOx reduction and the water spray for the rest. SECONDARY NOx REDUCTION MEASURE:These are measures designed to remove NOx from the exhaust gas by downstream cleaning technique. The most common secondary measures are 1. SCR ( Selective catalytic reduction) :- In this system the exhaust gas is mixed with ammonia before passing through a layer of special catalyst at a temperature between 300 deg Celsius to 450 deg Celsius. The NOx is reduced to gaseous and harmless byproducts water and nitrogen. 2. SNCR( Selective non catalytic reduction) :- In case of SNCR, the reaction between ammonia and NOx takes place in a gaseous phase in a temperature window of between 800 and 900 deg Celsius. The most effective method of NOx reduction is secondary measure. The advantages are:a. Secondary measures reduces Nox in case of SCR of up to 80- 95% and in case of SNCR 30-50%. Whereas primary measures average Nox reduction is up to 25- 35%. b. Possible side effects of primary measures are lower overall energy efficiency, increased carbon mono-oxide and soot formation and hydrocarbon emission, corrosion due to reducing atmosphere, increase in un burnt carbon in fly ash. So, this directly affects the combustion process and some measures can also damage the engine components. c. The secondary measures do not affect the engine component and combustion process.

MEO CLASS I

DEEPESH MERCHANT

b) Scavenge Air Moisturizing & Exhaust Gas Recirculation for ME. For both scavenge air moisturising (SAM) systems and the exhaust gas recirculation (EGR) system, the NOx reducing effect is achieved by reducing the local maximum combustion temperatures in the combustion chamber. Scavenge Air Moisturizing One temperature-lowering technique, called Scavenge Air Moisturizing (SAM) by MAN and known generally as Humid Air Motor technology, is to increase the moisture content of intake air. SAM uses seawater to cool and humidify air coming out of the intake compressor, and then uses fresh water to remove the salt from the system before it can damage the engine. The system requires specially-shaped components, special materials and auxiliary machinery systems for handling the humidication water, all run by a programmable logic controller. The SAM system has a seawater injection stage, where a surplus of seawater is injected for saturation and cooling of the hot air from the compressor. The sea water stage will provide a near 100% humidification of the scavenge air and supply all of the water for humidification. The freshwater stages 1 and 2 will be near temperature neutral to the scavenge air and create a small freshwater production depending on the operation parameters chosen. The freshwater stages only act as cleaning stages for removal of any salt which may pass with the air from the seawater stage. A continuous accumulation of salt in the freshwater stages would eventually cause the salt content to reach an unacceptably high level. This is counteracted by cooling the saturated air with the air cooler and generating some extra freshwater for stage 2. The extra freshwater is then sent upstream on the tank side of the SAM system. Thereby the content of salt in the freshwater stages can be controlled

MEO CLASS I

DEEPESH MERCHANT

Exhaust gas recirculation When a small percentage of exhaust gas is introduced into the combustion air, the oxygen purity of the combustion air is reduced leading to lower NOx emissions. Primarily marine diesels operate on residual fuel that contains sulfur. Products of combustion therefore contain corrosive gases that require to be taken into account while designing an EGR system. Furthermore marine diesels being turbocharged engines, the scavenge pressure is higher than the exhaust pressure. This requires an additional exhaust blower. This system is an effective means of NOx reduction. With a 20% EGR NOx reduction is in the order of 50% with very little fuel consumption penalty.

3. Question As a Chief Engineer scheduled to make a voyage from India to the U.S. Coast; list the salient items you will inspect, machinery installations you will for satisfactory operations and documents you will keep handy for making a successfully voyage. Give reasoning in each case. ANSWER :The salient items to be inspected on a vessel scheduled to make a voyage from India to US West Coast are:I. ISM Code: 1. Confirm that there is a Company Safety & Environment Protection Policy on board and that all the key personnel are familiar with the Safety Management System(SMS).

MEO CLASS I

DEEPESH MERCHANT

2. Ensure the Safety Management documentation and manuals are up to date and readily available. 3. All personnel should be able to give the identity of the DPA(Designated Person Ashore), who is the sole contact point for any emergency. Ensure procedures are in place for establishing and maintaining contact with shore management through the DPA in an emergency. 4. Records for maintenance, periodic testing, training drills, log book & safety registers are to be updated. 5. Ensure that you are familiar with any non-conformities which have been reported to the company and what corrective action is being taken II. Operation of Machinery: 1. The dead man alarm working properly. 2. No alarms are bypassed and all are tried out regularly and record of testing dates entered. 3. There is no fuel oil or lube oil leakage. 4. All the fire alarms are tested regularly and all in good condition. 5. All quick closing valves are in good condition. 6. Emergency and standby sources of electrical power to be tested, that they are readily available, especially in a blackout condition, stand-by generator engines automatic start to be tried out. 7. Check that the load sharing system of generators is tested and is functioning correctly. 8. Emergency Generator, Emergency Air Compressor, Emergency Steering arrangement, Emergency Bilge suction and bilge pumps to be in working condition with records of all maintenance carried out up-to-date. 9. Try out main engine, start from local control station . 10.Check life-boat / rescue-boat engines are running properly. 11.Check proper functioning of safety cut-outs for main engine / aux engine / boilers. 12.Confirm emergency stops for pumps & blower function properly. III. Bunkering Operations: Ensure bunkering procedures are posted, understood by all personnel & spill equipment is readily available. Test the means of communication, between ships bunkering personnel & shore / barge. SOPEP & ISM procedures to report and deal with oil spills should be understood by all. IV. Control of oily mixture, sludge, sewage, garbage & air pollution: 1. Ensure that all the operational requirements of MARPOL as applicable have been complied with taking into account . 2. Quantity of sludge/oil residues being generated daily. 3. the capacity of sludge & bilge water holding tanks. 4. capacity of oily water separator, incinerator, etc . 5. Ensure oily water separator, incinerator, sewage treatment plant, primary and/or secondary NOx treatment systems are functioning properly. 6. Check and update all entries made in the ORB.

MEO CLASS I

DEEPESH MERCHANT

7. Ensure the correct use of reception facilities; inadequate facilities noted and reported by the master to the flag state. 8. Ensure the responsible personnel are familiar with the procedures for handling sludge and bilge water. V. Fire drills and Fire equipment: 1. Confirm that all crew members can activate the fire alarm and know the locations of switches and are familiar with the documented procedures for reporting a fire to the bridge and actions to be taken 2. Check whether all the fire fighting parties promptly muster at the designated stations when the alarm is sounded, during a simulated fire drill. Confirm that all crew members are able to demonstrate the correct use of the appropriate fire fighting equipment 3. Ensure the following items are functioning correctly:a. fire doors, including remote operation b. fire dampers and smoke flaps c. quick closing valves d. emergency stops of fans and fuel oil pumps e. fire detection and fire alarm system f. main & emergency fire pumps VI. Communication: Ensure that all key personnel are able to communicate & understand each others signals during drills. VII. Documents to keep ready for USCG inspection at arrival: a. Oil record book b. garbage record book c. All relevant certificates as per the conventions d. All certificates related to the competency of crew e. Cargo related certificates f. SMC and copy of DOC g. Ballast water management plan h. Ship board oil pollution emergency plan

4. Question What is the purpose of annual surveys? Give a list of items that would be examined by a surveyor during annual survey. Also explain condition of class. What impact condition of class has on a ships commercial/technical aspects? ANSWER : 4. The purpose of the annual survey is to do the general inspection of items related to particular certificate to ensure that they have been maintained and remain satisfactory for service for which the ship is intended

MEO CLASS I

DEEPESH MERCHANT

5. Annual surveys are to be carried out within a window from three months before to three months after each anniversary date. 6. It is carried out by class surveyor. At the time of annual surveys, the ship is generally examined. The survey includes an inspection of the hull, equipment and machinery of the ship and some witnessing of tests, so far as is necessary and practical in order to verify that, in the opinion of the attending surveyor(s) the ship is in a general condition which satisfies the Rule requirements. The following items will be checked A. General a. Confirm no modifications have been made to the ship or equipment which would affect the class b. Confirm that all periodical surveys required for boilers and other pressure vessels are up to date. c. Confirm the CSM and CSH cycles are up to date in accordance with the current survey status. d. Confirm that the Periodical Survey of the automation and/or remote controls for the main propulsion plant are Not overdue. B. Documentation a. All certificates required as per relevant rules will be checked. Eg Cargo Ship Safety Construction Certificate, Cargo Ship Safety Equipment Certificate, Cargo Ship Safety Radio Certificate, International Load Line Certificate, International Oil Pollution Prevention Certificate, International Safety Management Certification, Cargo Ship Safety Certificate etc. b. The log entries records are verified. C. Hull Survey a. The condition of the hull and its closing appliances is satisfactory as far as could be seen, The following items should be included as applicable i. Hatchways; weather decks, casings, fiddley openings, skylights, flush deck scuttles, deckhouses and companionways; superstructures; windows; side scuttles; and deadlights; chutes and other openings; scuppers; sanitary discharges and valves; guard rails and bulwarks; freeing ports; gangways and lifelines; and permanent fittings for timber deck cargoes. ii. Vents and air pipes. Where appropriate vents and air pipe condition should be verified. b. The condition of the anchoring and mooring equipment is satisfactory, as far as could be seen. c. The watertight doors in the watertight bulkheads have been examined, operationally tested. d. The condition of the watertight bulkhead penetrations is satisfactory, as far as could be seen. e. The structural fire protection arrangements remain unchanged.

MEO CLASS I

DEEPESH MERCHANT

f. The manual and/or automatic fire doors have been operationally tested and found satisfactory. g. The operation of the loading instrument is verified. h. The freeboard marks are verified. i. Hatch covers, coamings and gaskets have been checked and mechanically operated hatch covers tested to be found weather tight. j. Salt water ballast spaces :- for corrosion and thickness measurement. D. Machinery and Electrical Installation Survey a. The machinery and boiler spaces and essential machinery are generally examined. b. The emergency escape routes from the machinery and boiler spaces are free of obstruction. c. The machinery and boiler spaces are free of all visible fire and explosion hazards. d. Piping systems containing fuel oil, lubricating oil or other flammable oils where fitted are examined and operated as far as practicable, special attention being paid to tightness, fire precaution arrangements, flexible hoses and sounding arrangements and found satisfactory. e. The main and auxiliary steering arrangements, including their associated equipment and control system, are examined. f. All the means of communication between navigating bridge, machinery control and alternative steering positions are tested. g. The bilge pumping systems, including bilge wells, extended spindles, pumps and level alarms where fitted, are examined and operated as far as practicable h. Non-metallic expansion joints in piping systems which penetrate the hull and are fitted below the deepest loaded waterline have been examined. i. An external examination of boilers, pressure vessels, including safety devices, foundations, controls, relieving gear, insulation, gauges and piping is carried out as far as practicable. j. The electrical equipment and cabling forming the main and emergency electrical installations are generally examined under operating conditions as far as practicable. Bonding straps for the control of static electricity and earthing arrangements as fitted are also been examined. k. The satisfactory operation of the main and emergency sources of power and electrical services essential for safety in an emergency mode is verified. E. Statutory Survey Related Items a. The fire control plan and duplicate are examined. b. All fire and/or smoke detection and alarm systems are examined and tested, as far as practicable. c. An operative test of the fire main system and each fire pump, including the emergency fire pump, is carried out.

MEO CLASS I

DEEPESH MERCHANT

d. All fire hoses, nozzles, applicators and spanners are situated at their respective stations and in satisfactory condition. e. The fixed fire fighting system controls, piping, instructions and markings are properly maintained and serviced. f. All semi-portable and portable extinguishers are fully charged, in their stowed position and with valid service dates. g. The remote controls for stopping fans and machinery and shutting off fuel supplies in machinery spaces and where fitted, the remote controls for stopping fans in accommodation spaces and means of cutting off power to the galley are in working order. h. The closing arrangements of ventilators, annular spaces, skylights, doorways and tunnel where applicable are satisfactory. i. The firemans outfits are complete and in satisfactory condition. Condition of Class When conducting surveys, any damage , defects, or breakdown is noticed which is of such nature that does not require immediate permanent repair but is sufficiently serious to require rectification by a prescribed date in order to maintain class, suitable condition of class will be imposed by the surveyor. Possible deficiencies shall normally be rectified before the renewal survey is regarded as completed. The Society may accept that minor deficiencies, recorded as condition of class, are rectified within a specified time limit, normally not exceeding 3 months after the survey completion date. Where adequate repair facilities are not available, consideration may be given to allow the ship to proceed directly to complete the voyage by imposing this condition of class. If it is ascertained that the owner has failed to comply with regulation of the class on reported conditions of hull or equipment or machinery of the ship before the due date assigned by audition of class the class will be suspended or withdrawn. A vessel must be in class at all times to be covered for insurance and employment. 5. Question W.r.t key issue in ship repair contracts, illustrate: 1) payment terms2) ambit of the specification and additional work 3) contract period, liquidated damages and force majeure 4) guarantees and insurance 5) termination events. ANSWER :Repair of the ship is a very vast and cumbersome process which required through knowledge and application by various parties working toward

MEO CLASS I

DEEPESH MERCHANT

accomplishment of a job well and its specifications Basic terminology of various terms where are generally used for repair contracts as explained below : a) Payment Term : The term and condition of monetary transaction in contract with the repair contract are formally undertaken and negotiated before any job may be started. This will apply as regards to how much has to be paid and when or in other words how much money need to be shelled out by the company throughout the jobs period and how much before the work starts. The payment terms will have to be streamline with the period in the repair yard. Therefore a yard taking 25000/ day for 6 days = 150000 $ while the other yard taking 30000 / day for 5 days and offering a discount of 10% = 135,000$. Thus the terms will also contain stuff like discount and any other expenses. All these terms will dead to finalize which yard the company will choose for the job. b) Ambit of specifications and additional works : The specification and additional work will include matters like the name of the vessel, department and the machinery for which the work is to be done then the detail of the job specification will include stuff like valves pipelines length, not and bolts or any smallest of specification that will be required to accomplish the job. The additional job specifications are those which are not covered in the major job specification. These additional jobs may be due to the defects found or occurred offer the preparation and submission of the major specification to repair yard. There additional jobs are mainly concerning renewal of pipelines or over basis of valve of some new fitting as per any new regulation. c) Contract period ; liquidated damages and force majuere : Contract period is basically the time spent by the ship in the yard if the ship is deluged by certain no of days in the yard over the contract period the owner are entitled compensation which is generally in the range of 10% (generally) but may vary from yard to yard. For claiming the same the company must keep all the copies of the contract with terms and conditions properly understood and signed. Liquidated damages are those damages that the ship may come across in case the yard has to be shut down because of bankrupt by or on similar line hence the track record of the yard must be carefully taken into account before selecting the yard and also payment terms should be as such that the owners do not loss out much because of higher payment and the job done is too small. Force major to the delay caused due to worker unrest or strike on the normal correcting day. The contract may add this in its leave as to what action to be taken in such matters indicating clearly if it happened for a few days or continued for longer period of time and what compensation to be paid to the owner.

MEO CLASS I

DEEPESH MERCHANT

d) Guarantees and Insurance : Guarantees is like a promise that certain things will remain to work like or certain limits for the period expressed or stated. If something fail to work within such period the same will be replaced or provided with necessary spares. But in some cases the guarantees may ask the owner to return the damaged parts to as certain the cause of the damage. Insurance is similar or supplementary to guarantee for older parts. An insurer will have new or old clause where in like guarantee a new spare part will be supplied in case of an incurred ship, which face damage like replacement of hull plates with new for the old damaged / corroded plates. e) Termination Event : Those are the events or causes that are broadly listed in some cases expressed (as per existing narrow) as to when the repair contract ceases to remain or the contract becomes void. This can be true for both ship owner or yard. The causes may be : 1) Unnecessary delay by the ship 2) Unnecessary delay by the yard. 3) Ship may require the services of dry dock and in this case unavailability of the dock. 4) Payment not as per terms but slow or non-existent 5) Yard going towards bankruptcy 6) Strike / workers unrest in the yard. 7) Emergency in the state and not following work to be done in the yard, can also lead to the termination of contract.

6. Question Describe the methodology you will practice during taking over/ handing over of your vessel in a foreign port as a CE towards inventory management of LO/FO onboard. In case of dispute arising thereof, describe how it can be solved? During the circumstances how you would ascertain the amount of oil not fit for use? ANSWER :1. The normal practise during signing off and handing over, the out-going chief engineer prepares handing over notes. It is a standard format set by the individual company. 2. C/Es handing over format is available on board and has to be filled up while signing off. The new C/E or incoming C/E has to sign on it and out-going C/E also has to sign on it. This handing over form is filed in C/Es handing over file.

MEO CLASS I

DEEPESH MERCHANT

3. Handing over notes are prepared by out-going C/E regarding fuel oil / lub oil inventory, the incoming C/E has to check the bunker delivery report file(bunker receipt of previous bunkers) for quality i.e. sulphur content, viscosity, water content etc., and quantity received. 4. The incoming C/E has to a. Check all the tank soundings and calculate the actual oil on board. Also make sure that approved sounding table book is available in C/Es office b. Confirm that fuel oil actually found and log book figure are matching(nearly) c. Check lub oil quantity on board and compare with log book figures d. Check for any letter of protest given by previous C/E , if any letter is there it must be signed by out-going C/E and bunker party e. Check per day consumption of fuel oil and lubes from other records under different conditions, i.e. ballast and loaded f. Check the oil ROB fulfils the voyage requirements and accordingly ask company for bunkers as necessary g. Check all entries in the oil record book are up to date. h. Check bunker sample laboratory test report file i. Check the bunker operation checklist file and updated j. Check MARPOL bunker file and bunker sample bottles and stickers for next bunkers and seals available. 5. In case of any dispute arising over the quantity of lube oil / fuel oil delivered on board, the out-going C/E must report the discrepancy to the incoming C/E. If the out-going C/E is not able to show the cause for difference in the bunker quantity or lube oil quantity, then the matter has to be reported to the master who in turn will inform the company. 6. For ascertaining the amount of fuel oil not fit for use, C/E has to check certain specifications of oil which is on board ship and compare with test results obtained from the laboratory or as specified in bunker delivery note. 7. C/E should not use the Oil until it is confirmed that quality is OK. 8. Fuel Oil Specification:- To comply with the standard fuel oil quality always use ISO 8217 standard fuel oil. 9. The only way of monitoring the oil quality would be to test the oil by standard fuel or lub oil testing kit for immediate reference and to be tested by approved and authorised testing agencies and labs. The results obtained from the labs could be used in case: Disputes over quality supplied by supplier Highlights area where operational adjustments of the main engine may reduce damages 10.Bunker sample should be obtained at the point of bunker manifold using continuous drip method. Sample should be representative of entire bunker oil so that oil should be taken during starting to completion of the bunker and sealed in sample bottles with sufficient or complete information required.

MEO CLASS I

DEEPESH MERCHANT

Bunker delivery note to be retained on board for minimum 3 years and bunker samples to be retained on board for minimum 12 months. 11.As per ANNEX VI of MARPOL 73/78 the sulphur content of fuel should not exceed 3.5% and the oil used for sulphur emission control areas should be less than 1%, which should be clearly specified on the bunker delivery note.

7. Question Give a brief background of ILO and salient points of the MLC2006.When will MLC 2006 come into force and what will happen to the existing conventions on maritime labor. What are the features of the MLC2006? ANSWER :1. The ILO is the international organization responsible for drawing up and overseeing international labour issues, particularly international labour standards and decent work for all. 2. It is the only 'tripartite' United Nations agency that brings together representatives of governments, employers and workers to jointly shape policies and programmes promoting Decent Work for all. 3. The ILO registers complaints against entities that are violating international rules; however, it does not impose sanctions on governments. 4. ILO was founded in 1919, in the wake of a destructive war, to pursue a vision based on the premise that universal, lasting peace can be established only if it is based on social justice. The ILO became the first specialized agency of the UN in 1946. 5. The main aims of the ILO are to promote rights at work, encourage decent employment opportunities, enhance social protection and strengthen dialogue on work-related issues. 6. The ILO aims to ensure that it serves the needs of working women and men by bringing together governments, employers and workers to set labour standards, develop policies and devise programmes. 7. The very structure of the ILO, where workers and employers together have an equal voice with governments in its deliberations, shows social dialogue in action. It ensures that the views of the social partners are closely reflected in ILO labour standards, policies and programmes. 8. As of 2012, 185 countries in the UN are members of the ILO. The constitution of the ILO offers that any nation which has a membership in the UN can become a member of the ILO. To gain membership, a nation must inform the Director General that it accepts all the obligations of the ILO constitution.

MEO CLASS I

DEEPESH MERCHANT

Maritime Labour convention 2006 1. MLC is an international labour convention adopted by ILO in its 94th session on 7th February 2006. It sets out seafarer rights to decent condition of work. It is now globally recognized as the fourth pillar of international regulatory regime along with SOLAS, MARPOL and STCW. It consolidates 68 ILO legal instruments relating seafarer accommodation, rest hours, medicals, repatriation, minimum age, condition of employment etc. 2. The ILO's Maritime Labour Convention (MLC), 2006 provides comprehensive rights and protection at work for the world's more than 1.2 million seafarers. The Convention aims to achieve both decent work for seafarers and secure economic interests in fair competition for quality shipowners. 3. The convention is organized into 3 main parts:1) Articles which set out the broad principles and obligations 2) Regulations and Codes with two parts Part A :- Mandatory Part B:- Non- mandatory 4. These are integrated and organized into five titles:i. TITLE 1:- Minimum requirement for seafarers to work on a ship a) Age Minimum age is 16 years b) Medical certificate Seafarer should be medically fit c) Training and qualification Seafarer should be duly trained and certified to work on board ship. d) Recruitment and placement License to agencies ii. TITLE 2:- Conditions of employment a) Seafarer employment agreement b) Wages c) Hours of work and hours of rest d) Entitlement to leave e) Repatriation f) Seafarer compensation for the ships loss or foundering g) Manning levels h) Career and skill development and opportunities for seafarer employment iii. TITLE 3:- Accommodation, recreation facilities, food and catering a) Accommodation and recreation facilities b) Food and catering iv. TITLE 4 :- Health protection, medical care, welfare and social security protection a) Medical care on board ship and ashore b) Ship owners liability c) Health and safety protection and accident protection d) Access to shore based welfare facilities e) Social security v. TITLE 5 :- Compliance and enforcement

MEO CLASS I

DEEPESH MERCHANT

a) Flag state responsibilities Flag state will issue two certificates after survey i) Maritime labour certificate ii) Maritime labour compliance On 20th august 2012 Russia and Philippines signed and ratified MLC 2006. This made 30 countries with 60% of world tonnage who had ratified the convention and thus it will come in force on 20th August 2013. Existing ILO convention will phase out as ILO members ratify the new convention. There will be a transition period when some parallel convention will be in place. Countries those do not ratify the MLC 2006 convention will be bound by the existing conventions. NOVEL FEATURES OF MLC 2006:1. It is a single instrument covering all aspects 68 key ILO conventions and recommendations consolidated. 2. A tripartite maritime committee in ILO 3. Accelerated amendment procedure enabling amendments to come into force within 3- 4 years of their proposals. 4. On board and on shore complaint procedures for rapid resolution of problems 5. Modernized management based on an approach to occupational safety and health 6. Any state ratifying this convention will be bound by it up to 10 years after coming into force. Within next year if member does not denounce it, it will be again bounded to next 10 years. 7. No more favourable treatment to non ratifying countries. 8. Novel structure with code broken into two parts i.e. A - mandatory and B non mandatory.

8. Question What are the common hazards encountered during lifting appliances survey/inspection? ANSWER :When a lifting appliance fails the consequences can be far-reaching. Serious injury and death can occur, not just to personnel but to the general public. When equipment fails, the cost of disrupted operations can also be considerable. A lifting appliance generally has no redundancy so a single failure is enough to cause a major accident. Various national regulatory schemes require that lifting appliances should be thoroughly examined by a competent person at least once every 12 months. Some legal frameworks may require more frequent examinations, depending on the national authority, the competent person, and whether the equipment is used for lifting personnel.

MEO CLASS I

DEEPESH MERCHANT

Lifting appliances are used in a wide range of situations, all of which may pose a significant risk to the operator and persons nearby. It is the responsibility of the ship owner/operator to ensure that all lifting equipment is safe to use, all lifting operations are carried out in a safe manner and all examinations of lifting equipment are carried out at the right time and in a safe way, with the necessary controls, procedures and access in place. All work should be conducted in accordance with a safe method of work. Lifting appliance examination should be carried out with suitable health and safety controls in risk Assessment procedures. Owners and operators need to ensure that controls are in place to reduce the risk to as low as is reasonably practicable. Common hazards encountered during lifting appliance surveys include: 1. inadequate safe systems of work 2. inadequate safety briefings 3. poor access arrangements 4. working at height 5. confined space entry 6. falling or dropped objects 7. lack of training for key personnel 8. working over water 9. poor housekeeping on site 10.adjacent operations 11.inadequate protection for electrical equipment 12.adverse weather 13.poor lighting 14.poor visibility 15.extremes of temperature. As a surveyor, operator, owner or manager, if you ever feel your safety or the safety of others is at risk, STOP and reassess the situation, and take the appropriate mitigating action until you consider the arrangements to be safe. Remember, a number of serious accidents on board ships have resulted due to entry into confined spaces and premature release of lifeboat release hooks. Common problems associated with lifting appliance thorough examinations include: lack of documentation lack of adequate safe access wear of the slew bearing and loss of bolt integrity loose gear - identification , certification and maintenance wire ropes - identification, certification, maintenance and discard excessive corrosion lack of maintenance incorrect operation non-functioning safety devices.

MEO CLASS I

DEEPESH MERCHANT

9. Question Illustrate mean piston speed and its significance on consumption of F.O. Explain how means piston speed is related to rpm and ideal combustion. Joining an old ship as CE formulate a methodology by which you can ascertain optimum use of FO against desired mean piston speed. ANSWER :MEAN PISTON SPEED:It is the average speed of the piston in a reciprocating engine. MPS = 2LN/ 60 For constant stroke length MPS N ............................(1) Now, Power = PLAN/ 60 For constant L and A Power PN .............................(2) 2/3 3 But, Power (displacement) (Speed) For constant displacement, 3 Power (speed) ...............(3) But speed, V Pitch * N, So for constant pitch, V N ..............................(4) From (1), (2), (3) and (4) 3 Power ( MPS) ...................(5) Now, Fuel consumed / unit time Power ................................(6) From (5) and (6) 3 Fuel consumed/ unit time is proportional to (MPS) MPS LIMITATION:a. Increase in MPS will increase the dynamic forces and moments and this will affect bearings, bearing bolts etc. b. If MPS is high time available for fuel consumption is less. c. If MPS is low, compression will be isothermal but we want compression to be adiabatic. Low MPS will cause compression temperature to be low resulting in incomplete combustion and increase in fuel consumption.

MEO CLASS I

DEEPESH MERCHANT

d. Speed decreases service life of frictional parts. MPS plays a great role as far as scavenging, i.e. exchange of gases is concerned. the output of the cylinder is lowered beyond a certain piston speed as the efficiency of the gas exchange process sharply drops. With effective MPS, better scavenging and compression temp. can be achieved resulting into complete combustion of fuel oil injected. Complete / ideal combustion gives you better power and rpm. Methodology by which you can ascertain optimum use of fuel oil against desired mean piston speed in an old ship:Upon joining an old ship as a chief engineer, following checks are to be carried out:Check all the parameters of the engine Take power cards for all the units Check fuel and cylinder lub. oil cons. of engine Check that PMS for m/e is being followed as per makers instructions Check maintenance history of main engine All above parameters you can compare with previous record including sea trial records. From above, you will come to know about the status of M/E & its output and fuel cons. For optimum fuel consumption, firstly, better scavenging and better compression should be there, and mean piston speed is affecting scavenging. Scavenging Keep scavenge ports cleaned T/C air filters clean Air cooler water and airside should be cleaned If uniflow scavenging, then exhaust valve should be well maintained Fuel System:Fuel purification to be proper Fuel pressure to be maintained Fuel injectors are in good overhauled and pressure tested condition Fuel timing should be proper Condition of fuel pump should be good Correct fuel temp. to be maintained Optimise cylinder lubrication by manual setting Maintain the PMS of M/E

MEO CLASS I

DEEPESH MERCHANT

Mar 2013
1. Question (i) Define the'-meaning of the term "conditions of assignment" as applied to ships. (ii) State how conditions of assignment contribute towards the watertight integrity of ships. (iii) Gi ve reasons why conditions of assignment need periodic inspection, giving specific instances where they can be found to be less than fully effective. ANSWER:a. This are the conditions which must be met before freeboard is assigned to a ship and this enables the load lines and mark to be engraved on the ship. Free boards are computed assuming ship to be a completely enclosed and watertight/ weather tight envelop. The convention then goes onto recognize the practical need for opening in the ship and prescribes means of protection and closure of such openings. These are called condition of assignment, since the assignment of computed free board is conditional upon the prescribed means of protection and closure of openings such as hatchways, doorways, ventilation, air pipes, scuppers etc. The following are the conditions which must be met before assigning the load line :a. Enough structural strength should be possessed. b. Enough reserve buoyancy should be possessed. c. Safety and protection of the crew. d. Prevent entry of water into the hull. Ships are to be surveyed annually to ensure that they fulfil the condition of assignment. b. Contribution of condition of assignment towards water tight integrity of ship Most of the condition of assignment are concerned with the water tight integrity of the ship. Hull construction shall meet the highest standards laid down by the classification society. This ensures protection against flooding of the ship. Superstructures and bulkhead must be strengthened sufficiently. Some of the condition of assignment which contribute towards water tight integrity are: Hatchways- coaming heights should be as per Solas chapter II -1. Hatch cover construction , thickness of the plating and approved means of securing. Machinery space opening

MEO CLASS I

DEEPESH MERCHANT

Details of openings in freeboard and superstructure decks, ventilators and air pipes on freeboard and superstructure decks, scuppers, inlets and discharges, side scuttles and cargo ports. All the above parameters ensures water tight integrity and protection against flooding of compartments. If above are not watertight then during rough weather water can enter into the areas below main deck causing to reduce the free board. So, condition of assignment very much contributes towards water integrity of the ship. c. Need for Periodic Inspections:If green sea effect is not reduced and water is being accumulated on the deck , it can cause free board to reduce and add free surface effect. In rough weather if any longitudinal or transverse girder give way it can cause structural failure and water can enter area below main deck. Condition of Assignments needs periodic inspection to ensure that ships conditions are such that the above mentioned are maintained in good order. During periodic inspection surveyor shall ensure that no material alteration have been made to the hull or superstructure that would affect the calculation determining the position of the load line. This can be found out by reviewing the condition of assignment. Examples of items which may no longer fulfill the conditions could be:1) Coaming of hatches, ventilators, air pipes -- corrosion especially at weather deck level 2) Gangways, rails, bulwarks --- damaged or not properly secured, will hamper the safety of crew 3) In engine room ship side valves and stub pieces can get corroded and thinned down with time, so they need periodic inspection. 4) Sealing arrangements of closing devices are made of neoprene. They become hard with time and needs renewal. 5) Corrosion reduces resilience of locking arrangement. So, they need to be inspected.

MEO CLASS I

DEEPESH MERCHANT

2. Question Name the present ISO standards for Marine Fuel and explain the silent feathers of it. With reference to fuel oil analysis report, explain the relevant corrective action which can be initiated against various adverse observations in it. ANSWER:1. ISO 8217:2010 4th edition specifies the requirements for petroleum fuels for use in marine diesel engines and boilers, prior to appropriate treatment before use. This document supersedes ISO 8217: 2005, 3rd edition. It was originally drafted in 1982 and came into force in 1987. Five editions: 1987 first edition 1996 not in use any more 2005 - most widely used specification 2010 provides for better fuel quality 2012 - adding test method for H2S content 2. The 5th edition of the ISO 8217 marine fuel standard was released on 15th August 2012. This new edition, which should be referred to as ISO 8217:2012, has only a few changes from the ISO 8217:2010 standard. a) Pour point limits for DMX gas oil are removed from Table 1 b) There is a change in the test method for Hydrogen Sulphide (H2S), which has been updated to IP 570-12A (Vapour Phase Processor). This change improves the accuracy of the test. The parameter limit is unchanged at 2.00 mg/kg c) Clause 2 Nominative references no longer states the reference year for the test methods. 3. The ISO standard is regularly revised to account for engine technology development and statutory environmental requirements such as MARPOL Annex VI. Amendments in 2010 focused on the level of used lubricating oils (ULO) within fuel oils. Some of the Salient features are :1. ISO 8217:2010 specifies four categories of distillate fuel, one of which is for diesel engines for emergency purposes. It also specifies six categories of residual fuel. 2. Provides for better fuel quality. 3. Improvement of the safety levels in shipboard operation. 4. Reduced engine damage and consequential risks. 5. Positively affects Owners image and reputation. 6. The ISO 8217:2010 standard defines maximum and minimum values for various parameters including: a) density, which is required to determine purification settings and is used to calculate the amount of fuel bunkered.

MEO CLASS I

DEEPESH MERCHANT

b) viscosity, which is expressed as a fluids resistance to flow. In everyday terms this is thickness. Viscous (thick) fuels require preheating to reduce the viscosity and enable good purification, injection and combustion in the engine cylinder. c) flashpoint of the fuel indicates the temperature at which a fuel vapour is produced and can be ignited. In accordance with SOLAS requirements, the flash point must be above 60 degrees Celsius. (This does not apply to fuel that will be used for emergency purposes such as generators, fire pumps and lifeboat engines) d) aluminium and silicon (Catalytic fines) are remnants of the cracking process at the refinery. They are introduced as a catalyst to assist with the refining in a catalytic cracking process. These highly abrasive particles can cause rapid wear of engine components and can be difficult to remove or separate using the ships fuel treatment equipment 7. The products are designated by a code that consists of: the initials ISO the letter F (for petroleum fuels) the category of fuel, consisting of three letters the first letter of this category is always the family letter (D for distillate or R for residual) the second letter, M, designates the application Marine the third letter, X, A, B, C, , K, which indicates the particular properties in the product specification (ISO 8217), for residual fuels, a number which corresponds to the maximum kinematic viscosity, in mm2/s, at 50C. 8. Changes for residual fuels in 2010 edition RMA 10 grade was added (previous DMC grade) RMG and RMK grades were expanded to include additional viscosity grades. RMF and RMH grades were removed. Sulphur limits were excluded from residual fuel limits, as these are controlled by statutory requirements. Sulphur limits for distillate fuels were retained. Ash limit values, for residual fuels, were reduced for many of the categories (RMG 380 from 0.15% m/m to 0.10% m/m) Vanadium limit for RMG 380 was increased from 300 ppm to 350 ppm Vanadium limits for other grades were reduced, but for RMB 30 where limit remained unchanged Catfine (Al + Si) limits were reduced from 80 ppm to 60 ppm Bunker quality disputes :1. C/E should take care to ensure that bunkers supplied matches with specifications as per ISO 8217.

MEO CLASS I

DEEPESH MERCHANT

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

MEO CLASS I

DEEPESH MERCHANT

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

MEO CLASS I

DEEPESH MERCHANT

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

MEO CLASS I

DEEPESH MERCHANT

3. Question Discuss IEC & NEMA standard for marine electrical equipments. What are the basic qualities required for marine electric cables? How will you confirm that electrical equipment ordered by you are suitable for the intended use onboard? ANSWER :1. Founded in 1906, the IEC (International Electrotechnical Commission) is the worlds leading organization for the preparation and publication of International Standards for all electrical, electronic and related technologies. These are known collectively as electrotechnology. 2. IEC provides a platform to companies, industries and governments for meeting, discussing and developing the International Standards they require. 3. The IEC is one of three global sister organizations (IEC, ISO, ITU) that develop International Standards for the world. 4. IEC standards are also being adopted as harmonized standards by other certifying bodies such as BSI (Great Britain), CSA (Canada), UL & ANSI/INCITS (USA), SABS (South Africa), SAI (Australia), SPC/GB (China) and DIN (Germany). IEC standards harmonized by other certifying bodies generally have some noted differences from the original IEC standard. 5. IEC 60092 forms a series of International Standards concerning electrical installations in seagoing ships and fixed or mobile offshore units, incorporating good practice and co-ordinating as far as possible existing rules. 6. These standards form: a) a code of practical interpretation and amplification of the requirements of the International Convention on Safety of Life at Sea; b) a guide for future regulations which may be prepared and c) a statement of practice for use by owners and builders of ships and fixed or mobile and offshore units and other appropriate organisations. 1. NEMA, National Electrical Manufacturers Association is the association of electrical equipment manufacturers, founded in 1926 and headquartered in Arlington, Virginia. Its member companies manufacture a diverse set of products including power transmission and distribution equipment, lighting systems, factory automation and control systems, and medical diagnostic imaging systems. 2. It provides a forum for the standardization of electrical equipment, enabling consumers to select from a range of safe, effective, and compatible electrical products. The organization has also made numerous contributions to the electrical industry by shaping public policy development and operating as a central confidential agency for gathering, compiling, and analyzing market statistics and economics data.

MEO CLASS I

DEEPESH MERCHANT

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

MEO CLASS I

DEEPESH MERCHANT

Electrical, Control and Instrumentation Equipment, Computers and Peripherals covered by Classification".

4. Question Compare the latest EU stipulations for LSFO on merchant ships with the existing MARPOL requirements. Discuss the difficulties for its implementation on existing ships and its commercial impact on ship operations. ANSWER :Marpol Requirement :1. In 2008, the IMO adopted a resolution to amend Annex VI of the Protocol of 1997 RESOLUTION MEPC.176(58), to amend the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (MARPOL), containing regulations for the prevention of air pollution from ships. The revised Annex VI to MARPOL entered into force on 1 July 2010. 2. The sulphur content of any fuel oil used on board ships shall not exceed the following limits: a. 4.50% m/m prior to 1 January 2012; b. 3.50% m/m on and after 1 January 2012; and c. 0.50% m/m on and after 1 January 2020. 3. Requirements within Emission Control Areas While ships are operating within an Emission Control Area, the sulphur content of fuel oil used on board ships shall not exceed the following limits: a. 1.50% m/m prior to 1 July 2010; b. 1.00% m/m on and after 1 July 2010; and c. 0.10% m/m on and after 1 January 2015. 4. Alternative to using marine fuel oil with low sulphur content in Emission Control Areas an exhaust gas cleaning system or other equivalent system may be allowed to be used (abatement technologies). European Union Derectives 1. The EU low-sulphur Directive 1999/32/EC as amended by Directive 2005/33/EC and directive 2012/33/EU) has now come into force and is aimed at controlling marine fuel emissions from vessels within EU ports. 2. Article 3a Maximum sulphur content in marine fuel requires that member States shall ensure that marine fuels are not used within their territory if their sulphur content exceeds 3,50 % by mass, except for fuels supplied to ships using emission abatement methods. 3. Article 4a requires that Member States shall take all necessary measures to ensure that marine fuels are not used in the areas of their territorial seas, exclusive economic zones and pollution control zones falling within SOx

MEO CLASS I

DEEPESH MERCHANT

4.

5.

6. 7.

Emission Control Areas if the sulphur content of those fuels by mass exceeds: (a) 1,00 % until 31 December 2014; (b) 0,10 % as from 1 January 2015. This shall apply to all vessels of all flags, including vessels whose journey began outside the Union. Article 4b of EU Directive 2005/33/EC requires that, with effect from 1 January 2010, Member States must take all necessary steps to ensure that ships berthed or anchored in European Community ports are not permitted to consume marine fuels with a sulphur content exceeding 0.1% by mass, allowing sufficient time for the crew to complete any necessary fuelchangeover operation as soon as possible after arrival at berth and as late as possible before departure. This regulation applies to all vessels irrespective of flag, ship type, age or tonnage This requirement does not apply to ships (a) whenever, according to published timetables, ships are due to be at berth for less than two hours; (b) to ships which switch off all engines and use shore- side electricity while at berth in ports. Member States shall require the time of any fuel- changeover operation to be recorded in ships' logbooks. Article 4c Emission abatement methods such as Mixture of marine fuel and boil-off gas, Exhaust gas cleaning systems, biofuels requires that member States shall allow the use of emission abatement methods by ships of all flags in their ports, territorial seas, exclusive economic zones and pollution control zones, as an alternative to using marine fuels that meet the requirements

Operational conditions/requirements approaching Ports in Europe related to Fuel Change Over Destination: Port inside an ECA Global cap 3.5 % S, Heavy Fuel Oil, heated ECA 1.0 % S, Heavy Fuel or Distillate Oil, heated or unheated At Berth 0.1 % S, Low Sulphur Distillate Oil, unheated or cooled Destination: Port without ECA Global cap 3.5 % S, Heavy Fuel Oil, heated At Berth 0.1 % S, Low Sulphur Distillate Oil, unheated or cooled In general the following items should be observed with respect to fuel properties of a low sulphur distillate oil intended to be used to meet the above mentioned sulphur requirements: Lubricity: important especially for fuel injection and gear type pumps, Viscosity: fuel oil cooler might be necessary in the supply system Compatibility: solubility of asphaltenes has to be considered (change over process)

MEO CLASS I

DEEPESH MERCHANT

Addition of bio fuels could create additional problems (compatibility, stability, fouling, hygroscopic) Different flashpoint for marine fuel oil and for fuel used land-based for trucks and for inland water vessels (60/55 oC) SOLAS II-2 , Reg. 4, 2.1.1 : min. flashpoint 60 oC (43 oC outside machinery space cat. A, e.g. emergency engines) SHIPBOARD INSTALLATIONS AND EQUIPMENT AFFECTED\ Fuel tank capacity and arrangement for the different grades of fuel Low and High sulphur fuel has to be stored in different tanks. Different grades of cylinder oils may have to be carried if operating with low sulphur fuel for any length of time to prevent excessive calcium deposits and resultant liner wear. If low sulphur fuels are used, high wear rates may be experienced with fuel injection equipment. Fuel Oil Supply System: e.g. Pipes, Pumps, Cooler/Heater, Fuel Oil Booster Systems The fuel oil supply system must to be in compliance with fuel change over procedure as specified by the engine and boiler/burner manufacturer for the relevant fuel grades For LSDO a fuel oil cooler is recommended For existing pumps loss of delivery pressure at low viscosities is to be expected. Leakages from fuel seal may occur , so the seal need to be replaced, also self lubricating ability deteriorates, leading to concern about reduction in life of bearings. Additionally installed fuel oil supply systems have to comply with the Class requirements for unattended machinery spaces in terms of alarms, redundancy and stand-by pumps Fuel return lines have to be considered to avoid possible contamination of low sulphur fuel by other fuels Main Propulsion and Auxiliary Engines, at Berth normally Auxiliary Engines only Lubricity: important especially for fuel injection and gear type pumps, the experience of marine diesel engines on LSDO with less equal 0.1 % S is limited Viscosity: fuel oil cooler might be necessary in the supply system to achieve the required viscosity for injection The fuel change over procedure may vary from engine type to engine type Operation of the engine and the choice of lubricants has to be in compliance with the engine manufacturers specification Main and Auxiliary Boilers, especially Burners and Burner Control System

MEO CLASS I

DEEPESH MERCHANT

The manufacturer of the boiler, burner or the burner control system has to assure that the system is suitable for the burner operation with the different fuel grades. In particular: The flame monitoring sensors must be suitable for the different spectral emission ranges The pre-purging process has to take LSDO operation into account The fuel oil/ air ratio might have to be corrected The nozzles of steam, air or pressure atomizing burners have to be selected in accordance with the specification of the manufacturer for the different fuel grades The heat flux in the different boiler areas has to be considered by the manufacturer for the fuel grades to be used Fuel is by far the largest operational cost for shipowners and has already increased in price by about 300% since 2000, according to ICS. However, the current 80% to 100% price differential between low sulphur distillate and the residual fuel oil that is currently in use is predicted to increase further if the new demand that will be created by the MARPOL requirements is not matched by increased supply. The price difference between IFO 380 and MGO (0.1% sulphur) fluctuates strongly in time with a long term average of 93% (period 1990-2008). The price difference between LS 380 and MDO fluctuates between, with a long term average of 87%. In other words, the specified MDO is on average 87% more expensive than LS 380. Overall the cost of marine distillate fuels is about twice what residual fuels costs due to increasing demand and the cost of the desulphurization process. The effect of the new Annex VI agreement may be quite costly for the participants in the shipping industry. Based on historical price differences, the use of MGO (0.1%) could well imply a cost increase per ton of bunker fuel of on average 80 to 100% (long-term) compared to IFO 380 and 70 to 90% compared to LS 380 grades (1.5%). Exhaust gas cleaning systems, or scrubbers, have been predicted to cost in excess of US$2 million per engine if fitted on board larger ships. Still, it is not yet clear whether these will be technically, environmentally, or economically viable for use on a widespread basis before the 2015 or 2020 deadlines.

MEO CLASS I

DEEPESH MERCHANT

5. 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 these vessels are required to have an IAPP certificate after IMO introduced annex VI by means of protocol in 1997. For renewal survey of IAPP certificate the following things as per Annex VI should be considered. Prior to issuance of certificate the flag state or RO will need to confirm compliance with the applicable regulations contained within the annex. The certificate continuity validity will require annual, intermediate and renewal surveys to be satisfactorily carried out. 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 :5. Regulation 12:- Ozone Depleting Substances (ODS) This regulation does not apply to permanently sealed equipment where there is no refrigerant charging connection. Subject to this regulation any deliberate emission of ODS shall be prohibited. Also, after 19 may 2005 any installation which contains ODS other that HCFC is prohibited. Installation containing HCFC is permitted till 1st January 2020. Records and documents to be maintained:a) A list of equipment containing ODS should be maintained. b) If the ship has any rechargeable system containing ODS, then an ODS record book should be maintained. This record book shall be approved by administration. c) Entries in ODS record book shall be recorded in terms of mass( kg) of substance in respect of i) Recharge of equipment ii) Repair or maintenance iii) Discharge of ODS to atmosphere either deliberate or non deliberate iv) Discharge of ODS to land based facilities v) Supply of ODS to ship 6. Regulation 13: Nitrogen Oxides (NOx

MEO CLASS I

DEEPESH MERCHANT

This regulation applies to ships having engine > 130 KW. Engines are divided into 3 tiers and each tier has different limitation on NOx emission depending on the RPM of engine. f. Check all engines are certified and have the necessary documents. g. Sight the EIAPP certificate and Check that a approved Technical file is maintained and include onboard verification procedure for all applicable diesel engine on board. h. 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. i. Confirm that NOX influencing components for diesel engines are provided with manufacturer's identification code. j. Confirm NOx emission related engine settings for diesel engines in order. 7. Regulation 14:- Sulphur Oxides SOx e. Verify that the sulphur content of fuels is not above 3.5%, m/m and for fuels to be used inside SECAs is not above 1%.m/m f. Confirm satisfactory installation and documentation for fuel switching arrangements between low and normal sulphur content fuel. g. Verify the log-book for operation of fuel oil systems with low-sulphur fuel oils (SECA), is updated and in compliance. h. Verify operation of Exhaust gas cleaning system, if fitted. 8. Regulation 15 :- VOC c. Applicable for tankers only when entering ports where this is required. Verify VOC return system certification and Vapour emission control system manual on board. d. Confirm condition of vapour collection system. Check Vapour collecting 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 g. Get an overview of Incinerators requiring type approval Incinerator installed after 2000-01-01to be approved according to resolution MEPC 76(40), h. Check the Certificate and operation manual on board. i. Verify satisfactory operation Check proper functioning of Alarm and Trips j. Verify instruction for operation posted, warning and instruction plates, and that manufacturers name, incinerator model number/type and capacity in heat units per hour is permanently marked on the incinerator. k. Check drip trays under burners, pumps and strainers should be free of oil deposits. l. Check list of materials not to be incinerated is posted near the incinerator. 6. Regulation 18 : Fuel Oil Quality h. Verify bunker delivery notes onboard and with correct content.

MEO CLASS I

DEEPESH MERCHANT

i. Verify that each bunker delivery note is accompanied by a representative sample. j. Samples to be kept onboard until the fuel oil is substantially consumed, and for minimum 12 months. Every BDN is to be accompanied by a representative MARPOL sample of min.400 ml. The label of the sample should be traceable to the BDN. k. Sampling shall be drawn continuously throughout the bunker period as per MEPC.96(47). l. Confirm satisfactory storage of fuel oil samples in a safe storage location, outside the ships accommodation, where personnel would not be exposed to vapours which may be released from the sample. m. The BDN must be stored onboard for three years after the delivery. It is advised that an inventory is made to help finding sample bottles and BDNs. n. Verify that BDN's are provided for all bunker operations, recorded in E/R 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 shipboard incinerators, as mentioned in Annex VI of MARPOL 73/78. 6. 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. 7. 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. 8. Incineration of PVCs (polyvinyl chlorides) is prohibited except in shipboard incinerators type approved according to resolutions MEPC 59(33) or MEPC 76(40). 9. Monitoring of combustion flue gas outlet temperature shall be required at all times and waste shall not be fed into a continuous-feed shipboard incinerator when the temperature is below the minimum allowed temperature of 850C. 10.For batch-loaded shipboard incinerators, the unit shall be designed so that the temperature in the combustion chamber shall reach 600C within 5 minutes after start-up. It must be ensured that the incinerators' flue gas outlet temperature monitoring system is operational. 11.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.

MEO CLASS I

DEEPESH MERCHANT

6. Question With respect to engine room man management enlist the key issues you will address with proper justification in the following areas, (a) Training programs (b) Long term personnel development concept (c) Attitude and motivation development (d) Emergency response (e) Coping with stress ANSWER:As a chief engineer, following issues will be addressed with an objective of safe, efficient & effective team management in consideration with relevant compliance with international regulations. a. Training Program:1. The drills conducted on board should be as realistic as possible. The response of personnel is assessed and any need of training is considered. 2. Training programs make people more confident in all aspects of their jobs and enhances their competence. 3. Different techniques adopted for training may include videos, lifetimes, demonstrations, computer based training programs etc. 4. The purpose of such training should be to provide basic knowledge, increase their proficiency and the same time enhancing their skills by subjecting them to simulated emergency situations i.e. drills and exercises so that the personnel identifies the potentially hazardous situation that may result in threat to life or the pollution of marine environment. 5. These not only reduce the response time but also increase the confidence. b. Long term personal development concept 1. An individual is judged for his skill and special work in a particular field or an innovative job performed by him should be recognized & the same can be entered in his appraisal report for further deployment without delay & can be recommended for promotion. 2. By developing such a transparent atmosphere, an individual will look at a long term personal development concept as beneficial to his own needs. 3. It is gaining attentions in all industries and service provider sectors. In shipping personnel are working on contract basis and once the contract is finished, company has nothing to do financially with seafarers. 4. Also it is difficult to retain good people as they can easily attract by the benefits offered by other companies. It is required to retain seafarers for long term for the benefit of the company. Different methods and means are employed by companies to retain the seafarers. 5. Many companies employ the seafarers by paying through out the year. By putting the seafarers on the same ship or sister vessels in routine he will have no problem in familiarisation of ship and his job performance will be better.

MEO CLASS I

DEEPESH MERCHANT

6. Conducting value added courses helps seafarers in updating their knowledge and skills this helps him in gaining significant skills and makes him honoured with the company. 7. Small favours done by company towards seafarers can go a long way in developing long term personnel relationship between the company and seafarers. c. Attitude and motivation development 1. Shipping companies are trying various theories to develop an individuals attitude and ways to motivate him to perform better by applying techniques like positive reinforcement, behaviour modification, stress relief etc. 2. It may be in manner of continuous employment in company and on rotation basis, so that the individual can plan his leave and come back on finishing his leave, for better prospect and need of money, self esteem, security etc. 3. A persons attitude is influenced by various factors such as his needs, his state of mind i.e. stress levels, feeling of security, self esteem etc. 4. The most important step before trying to develop an individuals attitude & to motivate him is understanding. Only after understanding him & realizing his needs, aims etc. can one go about trying to improve his attitude & motivate him. 5. The feeling of belonging / incentives, both promotion & monetary wise / recognition of a job well done etc. go a long way in improving an individuals attitude & thereby also motivating him to give more to the team. d. Emergency response 1. By assigning every person on board a particular duty for different emergencies & also responsibilities, every individual will know exactly what to do in a given situation. 2. Drills & pre & post drills briefing/debriefings also help the crew members understand what is expected of them & where they could improve. 3. Drills should be made as realistic as possible & not made a routine that persons labour through. Different emergencies at different locations should be practiced so that crew members are exposed to as far as possible all the emergencies they may be faced with. 4. By doing this the response of the crew members will be swift as they will know what is expected of them in any given emergency. 5. Also during drills the important of team work is emphasized which motivates people in acting faster and in an organized manner in any kind of emergency. e. Coping With Stress 1. The personnel on board a ship are burned with the magnitude of work due to reduced crew strength on ships. 2. This along with the fear of doing something wrongly, differences among various people and lack of sleep may lead to tremendous amount of stress in

MEO CLASS I

DEEPESH MERCHANT

the personnel living a way from home for months together compounds this problem many folds. 3. It is the duty of C/E to ensure that his staffs do not get over stressed. This can be done by encouraging better in the personnel relations, praising persons for good jobs done, briefing them how to avoid mistakes and delegating work so that nobody is overburdened. 4. In addition to all these, talking personally to people, engaging about their family and other personal matters sometimes helps in keeping the environment cool and thereby reducing the chance of over stressing.

7. Question Explain PSC inspection underline its authority for exercising basis of such inspection Enumerate relevant regulations, articles and annexes of SOLAS 74, load line 66, MARPOL 73/78, STCW 95 and tonnage 69 which form provision for PSC.What is understood by concentrated inspection campaign ? ANSWER :1. All ships in commercial trading need to be registered on country which identifies its owners. The country of registration is known as flag state it is the duty of the flag state to ensure all its ships flying their flag is safely constructed, equipped and maintained as per relevant regulations of IMO and ILO. 2. But ship trade internationally and have to call at various ports all over the world and many ships may not call their flag state ports, so it makes inspection of ships by flag state to ensure compliance with rules regarding safety, maintenance, manning etc impossible so it is imperative that ships must be inspected at various ports to ensure compliance. This is termed as port state control(PSC). 3. Port state control inspection is an inspection program under which all countries work together to ensure that all vessels entering their waters are in compliance with strict international safety and Anti-pollution standards. 4. All countries involved in inspecting ships will share their findings with each other. The ships that are found to be in violation of laid down standards are detained in port, until their deficiencies have been rectified. 5. The objective of PSC is to detect and discourage owners from operating substandard ships that endanger not only the ships crew and the port, but also the environment. 6. PSC inspection helps to minimize the threat to life, properly and the environment by disallowing substandard shipping. 7. The fundamental aim of the PSC is to supplement the inspections by the flag state and eliminate sub-standard ships in order to ensure safer ships and

MEO CLASS I

DEEPESH MERCHANT

cleaner oceans it includes boarding, inspection, remedial action and possible detention under the applicable conventions. 8. The key elements of PSC are a) Ensuring compliance with international rules regarding safety, marine pollution and working environment b) Detaining substandard ships until deficiencies are rectified c) Implementing a mutually agreed inspection rate of all visiting vessel (normally 25 %). d) Applying a targeting system for back-list vessels. e) Mutual agreement with various neighbouring states for better surveillance. f) Providing technical assistance and training if required. 9. Port state control can be applied not only to those countries, who are party to the convention but also to the ships that fly the flag of a state that has not rectified a convention. Thus no ships are exempted from inspection because the principle of no more favourable treatment applies. 10.Any state may also in act its own domestic laws and impose additional nation al rules and regulations on foreign ships entering its water USA for example has enacted the oil pollution act 1990 (OPA 90) which makes it mandatory for tankers to have double hull or equivalent protection against spillage for entry into any us port. The relevant regulations Articles and annexes which form the provision for PSC are as follows. SOLAS 74 Regulation I/19:- General Provisions/ Control Regulation IX/6:- Management of safe operation of ship/ verification and control Regulation XI-1/4:- Special measure to enhance maritime safety / PSC on operational requirement Chapter XI-2:- Special measures to enhance maritime securities (ISPS code) MARPOL 73/78 Article 5:- Certificate and special rules and inspection of ships Article 6:- Detection of violation and enforcement of the conventions Annex I ,Regulation 11:- Regulation for prevention of pollution by oil/ PSC on operational requirement. Annex II, Regulation 16:- Regulation for prevention of pollution by NLS/Measures of control/ PSC on operational requirement. Annex III, Regulation 8:- Prevention of pollution by packaged harmful substances/ PSC on operational requirement. Annex IV, Regulation 13:- Regulations for the Prevention of Pollution by Sewage / PSC on operational requirement. Annex V, Regulation 8:- Regulation for prevention of pollution by garbage/ PSC on operational requirement.

MEO CLASS I

DEEPESH MERCHANT

Annex VI, Regulation10:- Regulation for prevention of air pollution/ PSC on operational requirement. LOAD LINES 1966 Article 21:- International load line convention with the port state control. a) Limitation on the draft, to which a ship on its international voyages is to be loaded. b) Ensure adequate stability. c) Provisions to determine freeboard of tankers. STCW 95 Article X:- Control regulation (rights of PSCO to ensure all seafarers have appropriate certificate) Regulation 1/4:- Control Procedure Tonnage 1969 Article 12:- Verification of Tonnage certificate Although the tonnage convention is not a safety convention the revision A787 (19) has laid down the guidelines for port state control. Concentrated Inspection Campaign are designed by several MOU members to alert owners visiting their ports in order to promote specific compliance with a convention. The purpose of this joint Concentrated Inspection Campaign is to ensure compliance with rules and regulations under various conventions. Every year a PSC Concentrated Inspection Campaign on an agreed topic by the major MOUs is carried out. In practice, the Concentrated Inspection Campaign means that during a regular port State control inspection the arrangements, maintenance records and other applicable documentation related to agreed topics will be verified in more detail for compliance. These campaigns normally last a period of 3 months and focus on a specific area of the ship. Eg. CIC on Propulsion and Auxiliary Machinery, CIC on on Hours of Work and Rest, CIC on Fire Safety Systems, CIC on structural safety and the international conventions on load line CIC Lifeboat Launching Arrangements CIC to verify Safety of Navigation in compliance with SOLAS Chapter V

MEO CLASS I

DEEPESH MERCHANT

8. Question What are the UNCLOS provisions concerning ships 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 ships flag and nationality Part VII High seas Article 90 :- Right of navigation Every state coastal or land locked has the right to have its ship flying its flag on high seas Article 91:- Nationality of ships Every State should lay down conditions / requirements for granting its nationality, registration and the right to fly its flag. Ships have the nationality of the state whose flag they are entitled to fly State must issue to ships flying its flag, documents to that effect There should be a genuine link between the state and the ship Article 92:- Status of ships Ships must sail under the flag of one state and are subject to the jurisdiction of the flag state on high seas The permission for the change of flag is given only in the case of transfer of ownership or change of registry It also deems that a ship which uses two or more flags according to convenience will be treated as a ship with no nationality Article 93:- Ships flying the flag of the United Nations, its specialized agencies and the International Atomic Energy Agency It gives provisions for ships to fly the flag on UN or its agencies and IAEA(International Atomic Energy Agency) Duties of flag state Article 94:- Duties of the flag State 8. Each flag state to effectively exercise its jurisdiction and control in administrative, technical and social matters over ships flying its flag. 9. Maintain a register of the ships. 10.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.

MEO CLASS I

DEEPESH MERCHANT

11.Take such measures for ships flying its flag as are necessary to ensure safety of sea with regards to: d) Construction, equipment and sea worthiness of ship e) Manning of ships, labour conditions, training of crew (STCW & ILO convention) f) Use of signals, the maintenance of communications and preventions of collisions such measures include iv. 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 v. 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. vi. The master, officers, crew are fully conversant with and required to observe the applicable international conventions like MARPOL, SOLAS, COLREG, GMDSS etc. 12.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. 13.A state which has clear grounds to believe that proper jurisdiction and control w.r.t a ship is not exercised may report the facts to the flag state, upon receiving such report flag state may investigate that matter and if necessary to take remedial action. 14.Every state must cause an enquiry by a qualified person/s into every marine casualty/incident of navigation and caused loss of life/damage to other nationals or to a marine environment. The flag state and other states must cooperate in the conduct of enquiry. 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.

MEO CLASS I

DEEPESH MERCHANT

6. It should be prompt in responding to any request for information by any other state and it should inform competent international organization about action taken. 7. Flag state must fix adequate penalty for any vessel which violates the law and the penalty must be adequate in severity to discourage future violation. 8. Flag states should cooperate with other flag states if assistance is requested.

9. Question Your vessel, which had recently been dry docked, is showing a significant increase in fuel oil consumption. Frame a report, in the format of an e-mail message, addressed to the Engineer Superintendent. Discuss the related inspections made, findings established and suggestions for repair, if any. ANSWER :To : super@merchantshp.com cc : technicaldirector@merchantship.com bcc : purchase@merchantship.com SUBJECT :- Increase in Fuel consumption of Main Engine, MT Aframax Through the Master, MT Aframax Respected Sir, Subsequent to the email sent on 16-04-2013 and reference telephonic conversation, the cause of increase in fuel oil consumption for main engine was studied and following conclusions reached for remedies. On 11-052013, MT Aframax undocked from Colombo dry dock. All surveys had been completed to Class satisfaction. The vessel commenced her ballast voyage to Fujairah for loading. After 24 hrs of sailing, Main engine was stopped for short interval, for all relevant checks to be made, especially on main propulsion plant. On 14 042013 at 1200 hrs it was noticed that the main engine fuel oil consumption has increased by 20 % as compared to earlier ( normal ) ballast voyage consumption at a steady speed of 80 RPM. After rechecking the FO flow meter to confirm that it was not malfunctioning. It was decided to carry out detailed check to ascertain the reason for increase in consumption. A Set of indicator card was taken and compared with those taken earlier during ballast voyages as well as at the time of sea trials. It was found that the Pmax of all units had increase by around 25 % for the same engine speed. (80rpm) On 15-04-2013 all the checks were made on main engine, VIT setting, Fuel racks, Turbocharger, FO pumps, Thrust bearings, bottom end bearings,

MEO CLASS I

DEEPESH MERCHANT

crosshead bearings. After comparing with earlier data, all reading were found satisfactory with no visible defect noticed. Vessel proceeded to load port at low speed with continuous monitoring of engine parameters. The Vessel was anchored and expected time at the anchorage will be of about 24 hrs. As requested a diver team was arranged by the local agent to inspect hull and propeller. It was found that the trailing edges of the 2 adjacent blades where distorted by about 120 Deg for mean depth of around 10 cm and length of 1.5 m. It was suspected that the propeller had struck some under water object, while undocking, as some vibrations were felt at the time. The damaged areas of the propeller can be seen in the underwater photograph taken. The relevant area are also been marked in the drawing of the propeller, which is scanned and attached with this mail. The vessel is in ballast, it could be trimmed by head to access the propeller blades for repair. The agent had confirmed the anchorage period to be minimum 24 hrs and the necessary port clearances to carry out the repair work at anchorage were obtainable. He was asked to make the necessary arrangements for an approved workshop to carry out trimming operation on the propeller blades. Trimming off the blades will be accomplished by using pneumatic tools and care will be taken to do so without damaging the propeller. Expected duration of the repair work is 6 hrs. Details of the cost/ workshop expenses incurred will be reverted to you through the agents. We estimate the entire repair work should be completed at least 4 hrs before berthing at the port. As such the vessel would not be delayed on account of this repair. Details of the performance test carried out have been recorded in the performance test sheet of 16-04- 2013. Detailed reports of main engine fuel pump checks, VIT racks and scavenge space inspection are being mailed. The crank shaft deflection reading taken on 16-04-2013 as well as those taken on 1303-2013 and before and after dry dock have also been scanned and attached with this mail. A detailed work done report will be couriered. The IRS surveyor will be present throughout the repair, so that all work can be carried out under his direct supervision. Kindly advice. Thanking you Your Sincerely Chief Engineer XYZ MT Aframax

MEO CLASS I

DEEPESH MERCHANT

Apr 2013
1. Question Explain in detail the significance of propeller curves. Enumerate the Safety Margins in relation to the propeller operations. ANSWER :-

1. Engine builders supply a engine load diagram with their engines to allow the operator to establish whether the engine is being operated within limits. 2. Propeller Curve is a curve of propeller characteristics imposed onto a load diagram. It is curve plotted with the relationship between the propeller power and the shaft rotational speed.

MEO CLASS I

DEEPESH MERCHANT

3. The nominal propeller characteristic curve is plotted from information gained from running on the test bed where a load is put on the engine to simulate the propeller. This is sometime referred to as the heavy running curve which the engine would follow with a badly fouled hull or in heavy seas. 4. The propeller curve for a fully laden ship represents the engine load with a clean hull in calm weather. This is sometimes referred to as light running curve. 5. In normal operation the engine should be operating between these two propeller lines. If the ship is in ballast (i.e. light ship), then the operating point will move to the right of the propeller line. 6. If the engine is in good condition and properly supplied with air and the effective stoke of fuel pump plunger are properly adjusted the mean effective pressure developed under service condition according to the specific reading of the load indicator correspond approximately with the mean effective established for this particular position on test bed. 7. In the diagram, the propeller characteristic line through the point of MCR i.e. the nominal power at nominal engine speed is called the nominal propeller characteristic. Engines which are to be employed for propulsion of a vessel with fixed propellers are loaded on test bead according to these propeller characteristics. 8. However the propeller requirement for a new ship with a smooth and clean hull should be less and will be located the right of the original propeller curve which was established during sea trials. 9. With increase in resistance , changes in wake flow condition, due to marine growth and ageing of the vessel hull, a rough or mechanically damaged propeller, unfavourable sea and weather conditions or operating in shallow waters the propeller will require higher torque to maintain its speed than it did at the time of sea trials in such case the operating point will be located to the left of the original propeller curve which was established during the sea trials. 10.Although the cleaning and painting will help to reduce the increased resistance of the ships hull, the new conditions can no longer be attained. 11.The thermal loading of an engine depends chiefly on the mean effective pressure, the position of the operating point is also important, the farther left it is situated from the propeller curve in the diagram, the poorer the air supply to the engine and more unfavourable the engines operating condition will become. 12.In order to attain maximum working conditions the operating point of the engine for continuous should lie in the Range A on the right side of nominal propeller characteristic.

MEO CLASS I

DEEPESH MERCHANT

Range A :The portion on the right of the nominal propeller characteristics is the service range without continuous operating restrictions related to the selected MCR point. The portion on the left of the nominal propeller characteristic is the service range for transient operating conditions and should be avoided for continuous operations Range A :Maximum permissible engine power 40 % MCR from approx. 50% upto 67 % of the MCR speed. Range B :Service range with operational time limit. This characteristic originates from the reference point 95% MCR power and 95 % MCR speed. With longer operating time in this range, thermal overloading and possible resulting engine damage may be expected. Range C :Service range with over speed of 104 % to 108% of MCR speed, only permissible during sea trials to demonstrate the MCR power in presence of authorised representatives of engine builder. Range D :Recommended layout range for fixed pitch propeller valid for maximum draught, clean hull under contractual weather and sea conditions. Range E :Overload range permissible only for maximum one hour during sea trials in the presence of authorised representatives of engine builder.

MEO CLASS I

DEEPESH MERCHANT

There are 4 safety margins used 1. Sea Margin ( SM) ( approximately 15 % power ) The increase in power to maintain a given ships speed achieved in calm weather (point A ) and under average service condition (point D), is defi ned as the sea margin. This margin can vary depending on owners and charterers expectations, routes, season and schedules of the ship. The location of the reference point A and the magnitude of the sea margin are determined between the shipbuilder and the owner. With the help of effective antifouling paints, dry-docking intervals have been prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an average sea margin of about 15 % of the sea trial power. 2. Light running margin (LR) It is the compensation for loss in RPM between dry docks for constant power operation . The sea trial performance (curve a) in figure C3 should allow for a 4 to 7 % light running of the propeller when compared to the nominal propeller characteristic (the example in figure C3 shows a light running margin of 5 %). This margin provides a sufficient torque reserve whenever full power must be attained under unfavourable conditions. The recommended light running margin originates from past experience. It varies with specific ship designs, speeds, dry docking intervals, and trade routes. Therefore the light running margin required will be 5 to 6 %. This is the sum of the following factors: a) 1.52 % influence of wind and weather with an adverse effect on the intake water flow of the propeller. b) 1.52% increase of ships resistance and mean effective wake brought about by: Rippling of hull (frame to frame). Fouling of local, damaged areas, i.e. boot top and bottom of the hull. Formation of roughness under paint. Influence on wake formation due to small changes in trim and immersion of bulbous bow, particularly in the ballast condition. c) 1% frictional losses due to increase of propeller blade roughness d) 1% deterioration in engine efficiency such as: Fouling of scavenge air coolers. Fouling of turbochargers. Condition of piston rings. Fuel injection system (condition and/or timing). Increase of back pressure due to fouling of the exhaust gas boiler, etc. 3. Engine margin (EM) or operational margin (OM) Contractual speed is 90 % MCR for most engines. This is the margin allows the vessel to increase speed above the contractual speed. Most owners

MEO CLASS I

DEEPESH MERCHANT

specify the contractual ships loaded service speed at 85 to 90 % of the contract maximum continuous rating. The remaining 10 to 15 % power can then be utilized to catch up with delays in schedule or for the timing of dry docking intervals. 4. Shaft Generator Margin (SG) :It is given in case a shaft generator is fitted.

2. Question Describe a procedure to establish a training programme appropriate for the training need of engine room personal on board, where you have joined as chief engineer. Illustrate the measure you will under take in view of a section of engine room personnel not adept in attaining the standard with in a specified time period. ANSWER :1. Programs that can be implemented for training of E/R staff shall be in accordance with chapter VI of STCW code, which deals with Standards

MEO CLASS I

DEEPESH MERCHANT

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:

MEO CLASS I

DEEPESH MERCHANT

position casualty apply resuscitation techniques control bleeding apply appropriate measures of basic shock management 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 companys(SMS) procedures. g) Loading and unloading of cargoes h) Handling of deck machineries, cranes, mooring winch. i) Portable and fixed fire fighting systems j) Emergency alarms, muster points & duties. k) Escape routes Operation and maintenance of machinery a) Starting and stopping of Main Engine b) Starting and paralleling of generators

i. ii. iii. iv. v.

MEO CLASS I

DEEPESH MERCHANT

c) Operation and maintenance of auxiliary machinery including pumping and piping systems, auxiliary boiler plant, steering gear, A/C & refrigeration systems. d) Manage fuel oil and lub oil operations so as to meet operational requirements and to prevent marine pollution e) Manage ballast operations, should meet operational requirements, ensuring safety and stability of ship f) Operation of all internal communication system on board g) Methods of pollution prevention, and containment of pollutants h) Methods of garbage, oil, sludge, bilge, sewage disposal & relevant regulations i) Contents and maintenance of log books, records of spare parts, PMS Compliance with Emergency procedures a. Explain the term emergency as any situation which is threat to life, property or environment b. Types of emergencies c. Shipboard contingency plan for corresponding emergencies d. Importance of drills pertaining to combat emergency situations Communication and human relationship on board a. Importance of communication, consequence of wrong communication b. Interpersonal relationship c. Team building & importance of teamwork d. Health and hygiene on board 8. If trainee is found to be lacking in knowledge in some areas the chief engineer must discuss his weakness with him and must try to give him a chance to improve upon. 9. If the trainee needs formal training in some fields then chief engineer must request for shore based training of the person concerned. 10.The most important step before trying to develop an individuals attitude & to 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.

MEO CLASS I

DEEPESH MERCHANT

3. Question As a Chief Engineer you have joined a vessel which is about to undertake a six month round ... voyage. Underline and describe the key issues that you will inspect, check, prepare, establish and maintain towards proper Planned Maintenance of Engine Room and associated areas under ISM Codes. ANSWER:The ISM code is adopted under Solas Chapter IX with reference the IMO resolution A.741(18).. Items to be inspected on a vessel scheduled to make a six month round voyage are:1. Confirm that there is a Company Safety & Environment Protection Policy on board and that all the key personnel are familiar with the Safety Management System(SMS) . 2. Go through the contents of handing over report of the outgoing chief engineer. 3. FO,DO,LO and Chemical ROB should be checked , tallied and ensure sufficient quantity on board for the upcoming voyage. 4. Check the consumables stores ROB and make a list of critical shore items needed. 5. Check the oil record book entries and ensure that they match with the tank content. 6. An estimation of fuel oil, LO, DO chemicals and stores should be made , upon discussion with subordinates , voyage plan and futures consumptions a requisition for required consumables should be raised. 7. Ensure the Safety Management documentation and manuals are up to date and readily available. 8. Check the status of surveys of the ship and ensure that there are no surveys overdue. 9. All personnel should be able to give the identity of the DPA(Designated Person Ashore), who is the sole contact point for any emergency. Ensure procedures are in place for establishing and maintaining contact with shore management through the DPA in an emergency. 10. Ensure that you are familiar with any non-conformity which have been reported to the company and what corrective action is being taken. 11. Check the condition and maintenance status of main and auxiliary machineries. 12. Check the running 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.

MEO CLASS I

DEEPESH MERCHANT

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. 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:-

MEO CLASS I

DEEPESH MERCHANT

26. 27. 28.

29.

30. 31.

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 Ensure that all key personnel are able to communicate & understand each others signals during drills. Take a through round of engine and check general appearance and note any defect noted. 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. 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. Check the records of CSM(Continuous Survey of Machinery) & equipment certificates as well as original makers certificates as per thacceptance protocol. C/E should make sure that all the certificates under his charge are in order and valid. If any deficiency is found, it should be reported to the superintendent.

4. Question What are the UNCLOS provisions concerning ships flag and nationality? In observation of UNCLOS what the duties are of flag States and how is it enforced? What problems are faced by flag state in enforcing these? ANSWER:UNCLOS stands for United Nations conventions on laws of sea. It was outcome of the third UN conference in 1982 and came into force internationally on 16th November 1994. The UNCLOS provides a universal legal frame work for the National management of marine resources and their conservation. The treaty document consists of 446 articles grouped under 17 part headings and 9 Annexes. UNCLOS provisions concerning ships flag and nationality Part VII High seas Article 90 :- Right of navigation Every state coastal or land locked has the right to have its ship flying its flag on high seas

MEO CLASS I

DEEPESH MERCHANT

Article 91:- Nationality of ships Every State should lay down conditions / requirements for granting its nationality, registration and the right to fly its flag. Ships have the nationality of the state whose flag they are entitled to fly State must issue to ships flying its flag, documents to that effect There should be a genuine link between the state and the ship Article 92:- Status of ships Ships must sail under the flag of one state and are subject to the jurisdiction of the flag state on high seas The permission for the change of flag is given only in the case of transfer of ownership or change of registry It also deems that a ship which uses two or more flags according to convenience will be treated as a ship with no nationality Article 93:- Ships flying the flag of the United Nations, its specialized agencies and the International Atomic Energy Agency It gives provisions for ships to fly the flag on UN or its agencies and IAEA(International Atomic Energy Agency) Duties of flag state Article 94:- Duties of the flag State 1. Each flag state to effectively exercise its jurisdiction and control in administrative, technical and social matters over ships flying its flag . 2. Maintain a register of the ships. 3. Assume jurisdiction under its internal law over each ship flying its flag and its master, officers and crew in respect to administrative, technical and social matters concerning the ship. 4. Take such measures for ships flying its flag as are necessary to ensure safety of sea with regards to: a) Construction, equipment and sea worthiness of ship b) Manning of ships, labour conditions, training of crew (STCW & ILO convention) c) Use of signals, the maintenance of communications and preventions of collisions such measures include i. each ship is surveyed before and after registration by a qualified surveyor of ships and has on board such charts, nautical publications, navigational equipments and instruments for safe navigation of the ship ii. each ship is in charge 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.

MEO CLASS I

DEEPESH MERCHANT

5. In taking above measures, each state is required to confirm to generally accepted international regulations, procedures and practices and to take any steps which may be necessary to secure their observance. 6. A state which has clear grounds to believe that proper jurisdiction and control w.r.t. a ship is not exercised may report the facts to the flag state, upon receiving such report flag state may investigate that matter and if necessary to take remedial action. 7. Every state must cause an enquiry by a qualified person/s into every marine casualty/incident of navigation and caused loss of life/damage to other nationals or to a marine environment. The flag state and other states must cooperate in the conduct of enquiry. Enforcement by flag state Article 217 1. Every state must adopt laws / regulations to ensure compliance of international laws by ships flying its flag. 2. State must take appropriate measures to prevent vessel from sailing unless they are complying with international rules and standards regarding design, construction, equipment and manning. 3. States must ensure that their vessels are carrying onboard all certificates required by as per international requirements and must ensure periodical inspection of ships for compliance. 4. State must provide a investigation when its vessel commits a violation of international rules and regulations. 5. State should enforce its national laws if sufficient evidence is there against its vessel. 6. It should be prompt in responding to any request for information by any other state and it should inform competent international organization about action taken. 7. Flag state must fix adequate penalty for any vessel which violates the law and the penalty must be adequate in severity to discourage future violation. 8. Flag states should cooperate with other flag states if assistance is requested. The world merchant fleet is registered under many different flags, including many nations which do not have the resources to adequately regulate the management of their national fleet. Many flag state countries in the world dont have sufficient expertise, experience and technical manpower to carry out the responsibilities of flag state nation regarding maintaining the standards of ships flying their flag so SOLAS and other international conventions permit the flag Administration to delegate the inspection and survey of ships to Recognised Organisation. Ships trade internationally and have to call at various ports all over the world and many ships may not call their flag state ports, so it makes inspection of ships by flag state to ensure compliance with rules regarding safety, maintenance,

MEO CLASS I

DEEPESH MERCHANT

manning etc impossible so it is imperative that ships must be inspected at various ports to ensure compliance. This gave rise to port state control regime.

5. Question With respect to engine room man management enlist the key issues you will address with proper justification in the following areas, (a) Inter departmental harmony (b) Developing a safety culture (c) Attitude and motivation development (d) Emergency response ANSWER :a. Interdepartmental Harmony :1. Working on board a ship is essentially teamwork. Different departments need to work together, each playing a part in the overall management of the ships operation. 2. Inter-departmental collaboration and harmony is the foundation on which a effective management runs and it is of immense importance in ensuring safe and efficient operation of the ship. 3. Poor inter-departmental relations cause morale and performance problems. Emotional energy is squandered on complaining about others, while productivity, hand-offs, quality and even safety can suffer. 4. The success of any department depends on how successful it is in gaining the co operation of personnel in other department therefore as a chief engineer one should be fully aware of importance of good interdepartmental relations. 5. To prevent disputes the company should be careful to define departmental responsibilities clearly and as a chief engineer try to familiarise each individual with company objectives, policies and organisation. 6. Chief engineer should speak often about making it very clear that we are all one team, and that the competition is with other organizations, not with each other. 7. To maintain harmony Chief engineer should encourage communication between the various departments. Foster an environment of free communication between the individuals of various departments. 8. Listen to input from all of the various departments. If you encourage input from all of the departments, it will help promote fairness. This way, each department will feel as if it has a say in how the business operates. b. Developing a Safety Culture 1. Safety is of paramount importance and should be borne in mind before any task is attempted. In order to get this message across, it is necessary to develop a safety culture where all staff appreciates the importance of safety. In fact, it must be their first consideration and become part of their way of life.

MEO CLASS I

DEEPESH MERCHANT

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

MEO CLASS I

DEEPESH MERCHANT

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

6. Question 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. 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 these vessels are required to have an IAPP certificate after IMO introduced annex VI

MEO CLASS I

DEEPESH MERCHANT

by means of protocol in 1997. For renewal survey of IAPP certificate the following things as per Annex VI should be considered. Prior to issuance of certificate the flag state or RO will need to confirm compliance with the applicable regulations contained within the annex. The certificate continuity validity will require annual, intermediate and renewal surveys to be satisfactorily carried out. 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 :9. Regulation 12:- Ozone Depleting Substances (ODS) This regulation does not apply to permanently sealed equipment where there is no refrigerant charging connection. Subject to this regulation any deliberate emission of ODS shall be prohibited. Also, after 19 may 2005 any installation which contains ODS other that HCFC is prohibited. Installation containing HCFC is permitted till 1st January 2020. Records and documents to be maintained:a) A list of equipment containing ODS should be maintained. b) If the ship has any rechargeable system containing ODS, then an ODS record book should be maintained. This record book shall be approved by administration. c) Entries in ODS record book shall be recorded in terms of mass( kg) of substance in respect of i) Recharge of equipment ii) Repair or maintenance iii) Discharge of ODS to atmosphere either deliberate or non deliberate iv) Discharge of ODS to land based facilities v) Supply of ODS to ship 10.Regulation 13: Nitrogen Oxides (NOx This regulation applies to ships having engine > 130 KW. Engines are divided into 3 tiers and each tier has different limitation on NOx emission depending on the RPM of engine. k. Check all engines are certified and have the necessary documents. l. Sight the EIAPP certificate and Check that a approved Technical file is maintained and include onboard verification procedure for all applicable diesel engine on board. m. 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. n. Confirm that NOX influencing components for diesel engines are provided with manufacturer's identification code. o. Confirm NOx emission related engine settings for diesel engines in order. 11.Regulation 14:- Sulphur Oxides SOx

MEO CLASS I

DEEPESH MERCHANT

i. Verify that the sulphur content of fuels is not above 3.5%, m/m and for fuels to be used inside SECAs is not above 1%.m/m j. Confirm satisfactory installation and documentation for fuel switching arrangements between low and normal sulphur content fuel. k. Verify the log-book for operation of fuel oil systems with low-sulphur fuel oils (SECA), is updated and in compliance. l. Verify operation of Exhaust gas cleaning system, if fitted. 12.Regulation 15 :- VOC e. Applicable for tankers only when entering ports where this is required. Verify VOC return system certification and Vapour emission control system manual on board. f. Confirm condition of vapour collection system. Check Vapour collecting 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 m. Get an overview of Incinerators requiring type approval Incinerator installed after 2000-01-01to be approved according to resolution MEPC 76(40), n. Check the Certificate and operation manual on board. o. Verify satisfactory operation Check proper functioning of Alarm and Trips p. Verify instruction for operation posted, warning and instruction plates, and that manufacturers name, incinerator model number/type and capacity in heat units per hour is permanently marked on the incinerator. q. Check drip trays under burners, pumps and strainers should be free of oil deposits. r. Check list of materials not to be incinerated is posted near the incinerator. 6. Regulation 18 : Fuel Oil Quality o. Verify bunker delivery notes onboard and with correct content. p. Verify that each bunker delivery note is accompanied by a representative sample. q. Samples to be kept onboard until the fuel oil is substantially consumed, and for minimum 12 months. Every BDN is to be accompanied by a representative MARPOL sample of min.400 ml. The label of the sample should be traceable to the BDN. r. Sampling shall be drawn continuously throughout the bunker period as per MEPC.96(47). s. Confirm satisfactory storage of fuel oil samples in a safe storage location, outside the ships accommodation, where personnel would not be exposed to vapours which may be released from the sample. t. The BDN must be stored onboard for three years after the delivery. It is advised that an inventory is made to help finding sample bottles and BDNs. u. Verify that BDN's are provided for all bunker operations, recorded in E/R log. book and or Oil Record book, and that content of sulphur is below the required limits of 3.5% (worldwide) and 1% (SECA).

MEO CLASS I

DEEPESH MERCHANT

General Requirements for shipboard incinerators, as mentioned in Annex VI of MARPOL 73/78. 12.Onboard incineration outside an incinerator is prohibited except that sewage 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. 13.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. 14.Incineration of PVCs (polyvinyl chlorides) is prohibited except in shipboard incinerators type approved according to resolutions MEPC 59(33) or MEPC 76(40). 15.Monitoring of combustion flue gas outlet temperature shall be required at all times and waste shall not be fed into a continuous-feed shipboard incinerator when the temperature is below the minimum allowed temperature of 850C. 16.For batch-loaded shipboard incinerators, the unit shall be designed so that the temperature in the combustion chamber shall reach 600C within 5 minutes after start-up. It must be ensured that the incinerators' flue gas outlet temperature monitoring system is operational. 17.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.

7. Question Define a unseaworthy ship within the meaning of MS Act 1958, as amended. Explain detainable deficiency with reference to a PSC inspection and Describe the procedure to be followed for timely release of a vessel detained for serious structural deficiencies under PSC. ANSWER :In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship and unsafe ship is as follows:Under section 334 a ship is said to be unseaworthy "when the materials of which she is made, her construction, the qualification of master, the number, description and qualification of the crew including officers, the weight, description and stowage of the cargo and ballast, the condition of her hull and equipment, boilers and machinery are not such as to render her in every respect fit for the proposed voyage or service." Detainable deficiency A deficiency that presents an immediate threat to the ship, its personnel or the environment, which renders the ship unsafe to proceed to sea.

MEO CLASS I

DEEPESH MERCHANT

A ship can expect to be detained when in the professional judgment of a PSCO i.e. he considered unsafe to allow a ship to proceed to sea before the deficiencies identified have been rectified. EXAMPLES OF DETAINABLE DEFICIENCIES Under SOLAS Failure of main propulsion, electrical, pumping and steering Excessive oil leakage in E/R, lagging insulation contaminated by oil Absence non compliance or poor condition of LSA equipments, fire dampers, ventilation dampers, quick closing valves etc Absence, non compliance of poor condition of navigational lights, shapes and sounds signals Absence of corrected charts and publications Absence or failure of mandatory navigational systems and equipments Absence or failure of radio communications systems Number, composition or certification of crew not corresponding to safe manning certificates Under load lines Insufficient stability or ability to calculate stability conditions Significant areas of damage/corrosion/pitting of deck and hull effecting sea worthiness Absence of poor condition of hull closing devices such as hatch covers and water tight doors Under MARPOL Absence or poor condition or failure of OWS, ODMCS and alarms Remaining capacity of slop tanks / sludge tanks insufficient of intended voyage No oil record book Under STCW Lack of or insufficient crew member certificates / endorsements Inadequate navigational / engineering watch arrangements/personnel Competency of crew members not adequate for the duties assigned for the safety and security of the ship and prevention of pollution Insufficient rested watch keepers for the first and relieving watch duties at the commencement of the voyage Under ILO convention Insufficient food and portable water for next voyage Excessively unsanitary conditions on board No heating in accommodations if ship operated in low temperatures Excessive garbage blocked passage ways Once the detention order has been placed on a ship, it is likely to remain part of the historical port state records for that ship and be displayed on web for at least 3 years. A detentions order might include an instruction that the ship has to

MEO CLASS I

DEEPESH MERCHANT

remain in a particular place or move to an anchorage or other berth. The order should specify the circumstances that would allow the detention to be released The fact that a ship had been detained should be clearly stated on Report form A Procedures for Rectification of Deficiencies and Release 1. It is the responsibility of the owner / Manager to inform the flag state and class about deficiency and detention. 2. Port state will normally notify the flag state of any detention 3. Flag state or a classification society acting on its behalf may attend the ship to help resolve the problem in this case PSCO might agree to the remedial action proposed by the surveyor and allow him to oversee the repairs. 4. The master and / or the ship owner would need to authorize the repair work to be carried out in presence of the surveyor. 5. There will be associated costs to cover port state inspection cost will of course also be charged to the ship detention orders are lifted once all payment has been received in full 6. When deficiencies which caused a detention cannot be remedied in the port of inspection, the ship concerned may be authorised to proceed to the nearest appropriate repair yard available, as chosen by the master and the Port State Authority, provided that the conditions determined by the competent authority of the flag State and agreed by the Authority of the Port State are complied with. Such conditions will ensure that the ship can proceed without risk to the safety and health of the passengers or crew, or risk to other ships, or without being an unreasonable threat of harm to the marine environment. The flag State or the recognised organisation acting on its behalf should issue single voyage certificates or preferably endorse existing certificates (to proceed to a repair yard, normally in ballast). The terms of release should be acceptable for the port State. 7. On the condition that all possible efforts have been made to rectify the deficiency the ship may be allowed to proceed to port where any such deficiency can be rectified.

8. Question State the circumstances in which a diesel ME may slow down itself while remaining in full ahead at sea. In such a case describe the action which should follow. ANSWER :In case of deviation of engine parameters from a set value, an audible and visual alarm will sound which will give an early warning of the problem.

MEO CLASS I

DEEPESH MERCHANT

Slow down is the stage of protection when actions taken are not sufficient to control the ongoing problem; hence engine slow down is done to counter the disturbed parameter Different Engine Slow Down Situations In this situation the main engine will come to dead slow RPM i.e. below 30 RPM as the slow down protection gets activated. Following are different slow down situation for main engine: Lube oil pressure falls to 1.5 bar Cam shaft pressure falls below 2 bar There is no flow of piston cooling media (water or oil) Oil mist detector or Main bearing sensors has been activated Lube oil temperature at the inlet of engine is high > 60 deg C Piston Cooling temperature is high > 75 deg C Jacket water Temperature is high > 88 deg c Engine cylinder exhaust temperature is high > 450 deg C Scavenge air temperature is high > 65 deg C Thrust block temperature is high > 75 deg C Low flow of Cylinder lube oil Control air pressure is low < 5.5 bar Emergency Preparedness as stated under Clause 8 of ISM code is to make sure that the company has an integrated system with ship and shore during an emergency. According to this a) The company should establish procedures to identify, describe and respond to potential emergency shipboard situations. b) The Company shall establish programmes for drills and exercises to prepare for emergency actions. c) The safety management system should provide for measures ensuring that the Company's organization can respond at any time to hazards, accidents and emergency situations involving its vessels. In Case of a slowdown of main Engine the following actions should be taken. 1. Inform bridge and take controls to ECR. 2. Raise engineers alarm and inform C/E. 3. Set The Speed Setting Lever To 2.1 And Telegraph (Reversing Lever) To Dsh Position 4. Start Aux engine which is in standby. 5. Reduce piston cooling and jacket cooling water temperature settings. 6. Record time of failure / Maintain timings of events. 7. Assess the situation and if the repair / restarts need considerable time then prepare for anchorage if depth permits. 8. Ascertain cause of failure. 9. Ascertain if Shore assistance is required.

MEO CLASS I

DEEPESH MERCHANT

10. Ascertain time required to repair start repair and inform bridge of the progress and expected time of completion. 11.Inform companys technical department. 12. After rectifying the fault ,start M/E and try out in ahead and astern direction 13. Make a report of the failure and damage.

9. Question Discuss in detail the advantages and disadvantages of Electrical main Propulsion. ANSWER :Advantages of Electric Propulsion There are many attractive advantages for using electric propulsion for ships. The advantages particular to electric propulsion are divided into the areas of design, operation and cost savings. The following advantages are given for electric propulsion. 1. Lower fuel consumption and emissions due to the possibility to optimize the loading of diesel engines / gensets. The gensets in operation can run on high loads with high efficiency. This applies especially to vessels which have a large variation in load demand, for example for an offshore supply vessel, which divides its time between transit and station-keeping (DP) operation. 2. High reliability, due to multiple engine redundancy. Even if an engine / genset malfunction, there will be sufficient power to operate the vessel safely. Reduced vulnerability to single point of failure providing the basis to fulfill high redundancy requirements. 3. Electric propulsion provides greater reliability. - Reliability is improved by being able to use any prime mover and generator to power any propeller. With direct drive the failure of the prime movers attached to a specific shaft results in a loss of partial or all power on that shaft. With electric propulsion, power can be supplied from any prime mover to any shaft increasing reliability of the propulsion system. 4. Even if an engine / genset malfunctions, there will be sufficient power to operate the vessel safely. Reduced vulnerability to single point of failure providing the basis to fulfill high redundancy requirements. 5. There is no direct connection of propeller shaft and prime mover and hence transmission of severe stresses such as torsional and vibration is restricted. 6. Ship layout and engineering plant positioning can be more flexible. - Prime movers for shafts no longer have to be located to provide direct coupling to the shaft. An electric propulsion design would allow prime movers be located higher in the hull allowing improved ship design. 7. Increased payload, as diesel-electric propulsion plants take less space.

MEO CLASS I

DEEPESH MERCHANT

8. Increased survivability can be gained from the cross-connect capability and the flexibility in design and layout. - With the flexibility to place prime movers and generators in separate spaces the loss of one space does not cause the loss of several prime movers and generators. The ability to cross connect increases the number of paths that can be used for a prime mover and generator to supply loads. 9. Improved manoeuvrability and station-keeping ability, by deploying special propulsors such as azimuth thrusters or pods. Precise control of the electrical propulsion motors controlled by frequency converters. 10.Propulsion system control is improved, providing a simple and rapid reversal. Speed can be controlled infinitely variable by using electronics to adjust frequency. Reversing can be initiated by changing the sequence in which the electronic devices in the power converter are gated or by the use of a controllable pitch propeller. 11.Electric propulsion provides quiet operation. - The prime mover for electric propulsion is not directly coupled to the shaft and, as such, the mechanical vibrations from the prime mover and large reduction gears are eliminated. 12.Improved fuel economy is provided with electric propulsion. - The prime movers can be operated at more efficient speeds and to its maximum rating. Direct drive propulsion is constrained by reduction gears and shaft limitations from the prime mover to the propeller. 13.Reduced cost in maintenance. - Reduced cost for maintenance is gained by running prime movers at a constant speed reducing mechanical stresses which in turn minimizes the failures of moving parts. Also, if prime movers are operated at full load there will be a reduction of operating time for each prime mover. This increases the time between overhauls and the period between required maintenance. It is generally realized that electric equipment costs less to operate and maintain than mechanical equipment. In particular the comparison would be between the reduction gears and the converter and motor operation. 14.Flexibility in the types of prime movers used on the same ship. - Electric propulsion is not concerned with the operating characteristics of the prime movers providing power to the generators. An example would be the use of two diesel engine driven generators and one gas turbine driven generator on the same ship. The output speed and operating characteristic of the two different prime movers could be very different in turn making the speed reduction to the propeller in a direct drives propulsion system very difficult. In the case of an electric propulsion system as long as both prime movers can drive a generator to produce a specified voltage and frequency, the system will work with no increase in equipment or operational difficulty. 15.Efficient performance and high motor torques, as the system can provide maximum torque also at slow speeds, which gives advantages for example in icy conditions

MEO CLASS I

DEEPESH MERCHANT

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