q&a meo 1

7/25/2019 q&a meo 1

http://slidepdf.com/reader/full/qa-meo-1 1/132

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

today. Discuss.

(a) How would you as a C! of a tan"er ensure protection of the

environment #y compliance with the various $e%ulation of M&$' *+*,

&nne for prevention and control of pollution at sea/

&012!$ :

&nne-3 of M&$' is applica#le to all ships.

However 3'' certi4cate is only re5uired for tan"ers with %ross tonna%e

67 and a#ove and other ships of 877 9T and a#ove.

3'' certi4cate is also re5uired for car%o ships of less than 877 9T if they

carry su#stantial amount of oil (77 tonnes or more - trawlers; o<shore

supply vessels etc).

&nne-3 mainly deals with two types of dischar%es:

dischar%es from machinery spaces (applica#le to all ships) and

dischar%es from car%o or #allast spaces (applica#le to oil tan"ers and

ships #elon%in% to third cate%ory mentioned a#ove).

3nternational oil pollution preventions (3'') certi4cate is issued after

initial survey #efore the ship put in service.

$enewal surveys are re5uired every 4ve years and #efore the certi4cate in

force have epired.

=our annual and one intermediate survey is re5uired durin% the duration

of the certi4cate.

DC>M!0T&T30!nsure that the 3'' certi4cate on#oard is valid and complete alon% with

their supplements (=orm ?) and copies of type approval certi4cates for

e5uipment such as oil 4lterin% e5uipment; oil content meter; DM!; oil-

water interface detectors etc.

&ll approved manualsdocuments such as 1'!'; DM!C2C?T must #e

veri4ed on#oard.

The Manuals must #e in a lan%ua%e understood #y the ship@s personnel

en%a%ed in such operations; while the 1'!' should #e in a lan%ua%e

understood #y the ships Master and Acers.

The MasterChief !n%ineer must con4rm that no unapproved modi4cationshave #een made to the pollution prevention arran%ements and

e5uipment .

il $ecord ?oo" 'art 3:

should #e chec"ed to ensure that re%ular entries are made re%ardin%

#un"erin%; dischar%in% at sea throu%h 6ppm e5uipment; disposal #y

incineratin%; etc.

7/25/2019 q&a meo 1


The 5uantities recorded as disposed should #e reasona#le (for ships usin%

heavy fuel oil approimately B slud%e is %enerated rou%h amount can

#e wor"ed out #ased on num#er of days of voya%e and daily fuel

consumption).

There should #e re%ular entries in the oil record #oo" (normally at the end

of each voya%e or at wee"ly intervals) re%ardin% the 5uantity of slud%eretained on #oard in each of the tan"s speci4ed in the 3'' =orm ?. nly

those tan"s listed in the =orm ? should #e used as slud%e#il%e holdin%

tan"s.

2here dischar%e to shore reception facilities is indicated; the receipt

should #e attached to the oil record #oo".

The oil record #oo" is to #e in the format recommended in the M&$'

#oo" and should #e re%ularly si%ned #y #oth Chief !n%ineer Master.

$e%ulation +E - il $ecord ?oo"; 'art 33 - Car%o#allast operations

(for tan"ers only):

There should #e re%ular entries for car%o loadin%; #allast operation at

port or at sea; dischar%edisposal of #allast throu%h DM! or to shore

facility and C2 etc.

The 5uantities should #e correct. Ferify the correctness of entries #y

chec"in% records of the dischar%e of #allast throu%h DM! with DM!

printouts. should #e re%ularly si%ned #y chief oAcer (or person in-char%e

of car%o control room) and Master.

!5uipment :-

6ppm oil 4lterin% e5uipment:-

The 6ppm oil 4lterin% e5uipment should #e type approved #y a nationaladministration or a reco%nised authority.

Chec" that the type approval certi4cate is availa#le on#oard and relates

to the e5uipment installed.

Chec" the function #y operation or simulation .

Chec" the 6ppm e5uipment and associated pipin% for si%ns of corrosion

lea"s; chec" that pressure %au%es are operational and chec" operation of

6ppm alarm and automatic stoppin% device (if 4tted). The manual valve

should #e chec"ed to ensure that it is not seiGed and moves freely.

Chec" that the pipin% has not #een modi4ed and there are no connections

to the over#oard dischar%e line. &udiovisual alarm or automatic stoppin% is re5uired only for vessels over

7;777 9ross Tonna%e.

&utomatic stoppin% device is mandatory if the vessel is operatin% in

special areas.

Chec" the #il%e pump in runnin% condition

Chec" whether any pipin% arran%ement is 4tted which #ypasses the

6ppm 4lter and leads direct over #oard from #il%es or from slud%e tan"s.

7/25/2019 q&a meo 1


Chec" the condition of valve and pipes for wasta%elea" etc.

Chec" slud%e tan" for corrosion. Chec" that there is no dischar%e

connection other than throu%h the standard dischar%e connection. ?y

ta"in% soundin% chec" that the remainin% capacity of the slud%e tan" is

suAcient for the voya%e.

!n%ine $oom'ump room ?il%es: Chec" for ecessive oiloily watermiture.

Ferify that standard dischar%e connection is 4tted and it is of correct siGe

as per re%ulation. Chec" the condition of pipin% dischar%e an%e. Chec"

that special tally plate andor distinctive paint identify it.

Chec" that noticesplacards are posted at over #oard dischar%e valve;

standard dischar%e connection; oily #il%e pump; #un"erin% stations etc.

warnin% the crew of conse5uences of unauthoriGed dischar%es and oil

spilla%e.

Ferify correct functionin% of incinerator; #oiler etc (usin% slud%e).

il dischar%e monitorin% e5uipment is to #e chec"ed for proper operation

. Chec" the eternal condition of system e5uipment. =unctionin% of the

e5uipment includin% automaticmanual stoppin% of dischar%e and

interloc" for startin% the pump to #e veri4ed. This may #e done #y

simulatin% input values for ow rate (#ased on pump characteristics);

ships speed; oil content etc.

The rate of instantaneous dischar%e should not eceed +7 liters per

nautical mile. Chec" the associated audio-visual alarms and indicators on

the control panel. Chec" that recordin%indicatin% devices are wor"in%

properly; chec" the printouts for last few wee"s (records showin% date;

time; position etc should #e retained for + years); verify with oil record#oo" entries for over#oard dischar%e; chec" supply of consuma#les

(paper; in" etc).

il water interface detector are to cali#rated and maintained periodically.

Chec" function at random #y introducin% into #allast or slop tan"s or a

test #uc"et containin% miture of wateroil.

Chec" se%re%ated #allast tan"s (1?T) for contamination with oil (visual

eamination as practica#le). Chec" 1?T lines for any cross connection with

car%o line; if a porta#le spool piece is 4tted chec" that a non-return valve

is 4tted and notice is posted for restricted use. Chec" dedicated clean

#allast tan" for contamination. &n eamination of the Crude il 2ashin% 1ystem (C2) should #e carried

out and should include eternal eamination of the system includin%

pump; pipin%; valves dec"-mounted washin% machines for lea"a%e;

corrosionwasta%e; wear tear. 2here water washin% is also 4tted; chec"

that provision for isolatin% steam heaters is operational durin% crude oil

washin%. Chec" that relief valve is 4tted for C2 pump. Chec" the

operation of C2 machines; if practica#le durin% survey.

7/25/2019 q&a meo 1


Chec" the e<ectiveness of the strippin% line #y hand dippin%. Chec" the

strippin% line includin% small diameter pipe for shore connection for

wasta%elea"a%e. Chec" the over #oard dischar%e lines includin% part ow

line on dec" (in case of dischar%es situated #elow water line in eistin%

tan"ers).

Chec" the function of emer%ency stoppin% device for car%o pumps fromcontrol station pump room.

Chec" that arran%ements to prevent spilla%e of oil; especially at

#un"erin% stations; tan"er manifolds; save all trays around =. tan" air

pipes etc. are ade5uate

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

the following stake holder.

Maritime aministration ,Recognized oganization ,hip owner,Insurance company

!"#$R:-

M!RI%IM$ !&MI"I%R!%I'":-

!(%)'RI%*:-

!ccording to ("+', ag state is completely responsible for the administratie,

technical and social matter of the ship, which also includes seaworthiness.

!rticle /0 of ("+' states that eery state has to bring all the international

conentions, to which they are parties, into their national laws.

In India M act 1/23 as amended,it is written that for all Indian agged ship,India is

responsible and dedicated to ensure the safety of the ship, the protection of life and

property at sea and the marine enironment.

R$4'"I5II%*:-

16 %o make ship construction rules.

7arious IM' conentions to include in national legislation .Monitoring the essel during construction.

&o initial surey of essel before registration .

&o periodic sureys to check ship standards .

&o inestigation inoling ship accidents.

Impose penalty to owners who are not maintaining ship seaworthy .

7/25/2019 q&a meo 1


R$+'8"I9$& 'R8!"I!%I'":-

!(%)'RI%*:-

%hese are independent organizations which do not benet from ship owners,

builders etc.

;lag state often authorizes these recognized organization some responsibilities by

issuing o<cial gazettes, notices or orders.R' is only working on behalf of ag state.

R' code.

R$4'"I5II%*:-

Make construction rule book and get it eried by administration .

Monitor the essel construction in yard.

=6 $nsure that ship>s e?uipments are in sound and reliable condition.

06 $nsure that ship>s arious system comply with ag state rules and arious

international conention.

26 urey the essel. !ll surey reports to be submitted to ag state.

@6!dice and gie necessary technical guidance to owners for maintaining

seaworthiness of ship.

Responsibility of R's in today shipping world has increased as port states,

charterers, 4AI clubs rely on them to conrm that essel is classed all time and

complies with international conentions and safety standards.

)I4 '#"$R:-

!(%)'RI%*:-

%o carry out his responsibilities the ship owner is free to choose any state where his

ship can be registered and to choose any classication society recognized by that

ag state.

R$4'"I5II%*:-

16 )e has to maintain the condition of hull, mBc, cargo holds, cargo handling gears,safety etc. in highest grade.

C6 )e has to maintain class notication assigned to him.

=6 )e has to follow all the ag state>s regulation and the local regulations where his

ship is isiting.

06 +all the sureyors to carry out diDerent sureys and to realidate the certicates.

Report to ag state if any deciency is deeloped on the ship which aDects

seaworthiness.

I"(R!"+$ +'M4!"I$:-

!(%)'RI%*:-!ccording to M act 1/23 as amended essel has to only coer ciil liability for oil

pollution.E 4art F 5 of M act6.

"o other insurance like )AM and 4AI is re?uired according to law.

'wners re?uire insurance for commercial purpose, otherwise they will not get

business. o, authority of insurance companies is limited to their own benet that if

unseaworthy essels are coered by them, they will hae to pay more claims.

R$4'"I5II%*:-

7/25/2019 q&a meo 1


$nsure that essel is seaworthy before issuing insurance policy .

$nsure essel is under class and class condition is maintained .

$nsure ship owners hae good management eGpertise.

06 $nsure ship owner is doing legal business.

Q-$Gplain the inuence of following eGternal factors in higher consumption of fuel oil

and how at best they could be controlledH

Ei6 hips hull condition Eii6 #eather condition Eiii6 Maintenance of diDerent

e?uipment>s in a fuel oil system Ei6 &amage to propeller blades.

!"#$R :-

!s there is ery close business competition in the market each and eery company

keeps a ery good eye on their ?uality of serice. %his has to be done at minimumand optimum eGpenses on the part of the company as the enture must also be

commercially iable for them.

!s a part of daily eGpenses of ship running cost it takes about 0JK cost of oerall

eGpenses for bunker and related operations.

)ence saings in fuel is as ery important part for shipping companies and also

part of machinery genuine malfunction. ;ew saings in bunker eGpenses becomes

surprisingly a signicant amount in a life time period of the ship.

1.)I4 )( +'"&I%I'"

hip>s hull condition denitely inuences the fuel consumption. hip>s moement is

restricted by resistance eGperienced by the ship, which is comprised by two typescalled frictional resistance and residual resistance.

;rictional resistance is a function of density of water, hull roughness and length of

ship. Residual resistance is due to wake forming tendency caused due to moement

in water and shape of ship.

;rictional resistance can be up to LJK of total resistance of the ship and hull

condition is a maor contributory factor in frictional resistance.

%hus it is ery important to keep hull clean. )ull can be cleaned by seeral methods

while ship is aoat, but maority of these are not eDectie in long run. o, regular

dry docking is the best solution in this regard.

7/25/2019 q&a meo 1


o any increase in underwater hull roughness will increase hull frictional resistance

or essel drag resulting in additional power re?uirement with increased fuel

consumption and cost to maintain essel speed.

;actor responsible for hull fouling are:-a6 (se of improper techni?ues in applying

paint.b6 4oor ?uality of applied paint.c6 ong port stays or anchorage.d6 &amaged

hull surface.e6 4oor maintenance of hull protectie system.

!ppropriate measures should be taken regarding the aboe points to reduce the

eGtent of hull fouling of the ship. !ntifouling paint of approed type and well

maintained antifouling system plays an important role in ship>s regular operating

period between dry docks.

It is found that ship fouling pattern is not ery regular. !s shown in EspeedBpower6

graph, it may be ery slow in initial stages or may be ery standardized in the initial

years but in oer a period of time it becomes ery NstiD are ery fast.

peed and power graph also indicates that the engine may be thermally

oerloaded with a badly fouled hull resulting in a decrease of the operating life of

machinery parts causing fre?uent breakdown and coating ery heaily on shipping

companies.

!ntifouling paints of approed type and a well maintained antifouling system plays

an important role in ships regular operating period between dry docks.

C6#eather +ondition

1. hips are designed and constructed to withstand the forces of nature up to a

certain eGtent for a certain time. &epending upon the area of trading weather

conditions keep changing and also the condition of the sea.

C. easons such as summer, winter or monsoons of eGtreme nature are ery

common in the trade of shipping. If climatic conditionsBweather conditions arefaorable it may result in a Oe slip i.e. the ship traels more than the distance

gien by the engine and ice ersa with a bad or heay weather condition it may

result in a Pe slip resulting in a eGtra fuel consumption due to higher power

demands and oerloading of engines.

=. 8ood udgement and regular updates regarding weather conditions help the

master in closing a route to aoid aderse weather condition. %his may result in less

full consumption in long run.

7/25/2019 q&a meo 1


0. $ngine manufacturer guidelines should be strictly followed in seere weather

conditions. 8oernor load indeG, hunting, R.4.M, scaenging air limit tor?ue limits

must be taken into account to aoid thermal and mechanical oerloading of the

engine. %hus these guidelines can be kept in mind for keeping fuel consumption

within limit

2. $Dect of humidity plays a important role and is also important as it reduces the"'G limit. )umidity eDects the density of charge air, deelopment of power heat

release more temperature in a unit and eGhaust temperature.

#eather routing :-(se of weather routing serices to aoid rough seas and head

currents, to optimize oyage e<ciency.

=6Maintenance 'f &iDerent $lements In ;uel 'il ystem

1. !lthough the condition of the hull and weather play a signicant role in

regulating fuel consumption, elements which directly control fuel hae a

proportional relation to the consumption of fuel.

It is meant that if parts or e?uipments used are in good condition then lot of fuel

can be saed for eGample fuel inectors, fuel pipes, fuel pump and 7I% R!+ shock

absorber if maintained in a good way in regular inspection and oerhaul problems of

fuel leakages can be minimized.

%he diDerent elements of fuel oil system are:-

;uel oil inector:- It should be regularly changed after Ged running hours as per

maker>s guidelines. 'erhauled and tested ales to be used.

;uel pumps:- Inector timings to be checked regularly and adusted as re?uired.

7I%:- !dusted as per re?uirement. 7.I.%. mechanism and fuel control rack and its

connection with goernor must be lubricated periodically to eliminate sluggishness

and wear and tear.

;uel oil lter:- Regular cleaning. 7iscotherm:- Regular maintenance and maintaining proper fuel oil temperature to

achiee desired iscosity as per fuel oil analysis report.

erice tanks:- 4roper temperatures to be maintained.

8reasing of fuel linkage

'peration and maintenance of puriers should be always carried out for proper

operation.

imilarly pipe oints, 7B7 glands booster pump section or any fuel oil leakage in

fuel oil system if attended immediately also improe the safety of the ship.

4roper temperature of fuel supplied to the engine should be maintained for

optimum e<ciency.

06 &amage to the propeller blades

4ropeller should be maintained in top condition at all times. %he main factors that

detract from optimum condition are fouling, caitations and physical damage. 5ut,

any distortion from their true shape can cause an imbalance and hence ibration,

which in turn causes increased caitations, loss of thrust, drie shaft damage, wear

7/25/2019 q&a meo 1


on numerous bearing and increased fuel use due to decreased e<ciency.

1. 4ropeller blades can be damagedB rough for a number of reasons. %hey

inariably become rougher during serice as a result of caitation damage to the

metal surface itself, calcium deposits, mechanical damage and marine fouling,

including slime, algae, barnacles, tube worms and other marine organisms as with

the ship>s hull in general. C. !lthough the surface area of the propeller is minuscule when compared to that of

the entire hull, the eDect of a rough propeller or &amaged propeller on the essel>s

fuel consumption is comparatiely large.

'n the other hand, the cost of remedying a rough propeller compared to that of

remedying a rough hull is ery slight. %hus remedies for a rough propeller are not

only simple and ?uick to eGecute, they also represent a fast, high return on

inestment.

0. 4ropellers can be cleaned or polished in the water or in dry dock.

2. $conomically, the fuel saing from the more fre?uent cleaning of a propeller

before it has become seriously fouled and rough greatly outweighs the cost of the

cleaning itself. %his propeller cleaning can be combined with a general hull

inspection by diers making it een more economically iable.

4hysical damage mostly causes ibration. %he solution in this case is to trim the

blades e?ually to remoe the damage and achiee proper balance, and reduce

eGcessie caitation. 5ut this should be done carefully as bad trimming can result in

een worse problem.

5lade edge damage usually takes the form of cracks, bends, or breaks and may

include the loss of a small section of the blade.

Minor bends or tears can sometimes be repaired without remoing the propeller

from the shaft.

7ery slight distortions along the blade edge can usually be straightened cold byhammering carefully. !fter straightening howeer, the area worked should be dye-

penetrant eGamined for cracks which may hae resulted from the hammering.

&$;'RM!%I'"

Minor edge deformation can be corrected in-situ, using hand operated

straightening leers and soft> ame heating torch Enot oGy-fuel6. Maor

straightening and pitch checking would be carried out in a shore

7/25/2019 q&a meo 1


R'(8)$"I"8

Roughening may lead to rapid degradation. 7ery small pits Eless than lmm6 can be

ground out and polished. &eeper pits can be repaired by welding, grinding andpolishing.

%emporary repair can be carried out using resin llers.

$&8$ +R!+

Minor edge cracks can ?uickly become more serious, especially at the leading

edge. If

the cracks are less than 1Jmm in length, they can be ground out and the edge

faired>.

arger cracks may need to be repaired by drilling a small hole at the root of the

crack, gouging out, welding, grinding and polishing Enot in the inner third of the blade6.

%emporary arresting of propagation has been carried out by drilling a small hole at

the

root of the crack, plugging the hole, grinding and polishing.

$RI'( $&8$ &!M!8$

Repaired by welding on a new cast piece of the blade. %he blade is cropped and the

new

portion clamped in position, welded on one side, ground ush, clamps reersed,

other

side gouged, welded and ground. ! nal polish gies the re?uired nish to the

blade

surface.

%he best welding techni?ues are the semi-automatic, inert gas shielded processes

such as

MI8 EM!86 and %I8 E%!86. %he repair should be in the outer 22K of the propeller

radius Eouter two thirds of the blade6 followed by stress relieing. %he maor repairs

7/25/2019 q&a meo 1


must

be earned out at a shore based facility with a stress reliing oen.

!44I+!%I'" '; )$!%

%his can be used to assist the ting Bremoal of some propellers, but great caremust be

taken to aoid high residual stresses being introduced when cooling. %he

conse?uences of

residual stresses could be stress corrosion cracking> of the boss which may not

occur

until some weeks or months after the application of the heat. tress corrosion

cracking in

the boss due to the incorrect use of heat for ting Bremoal usually results in a

scrapped

propeller. %he heating process has been successfully carried out using steam,electric

blanket or soft ame such as produced by parafn, or propane and air.

! force ame such as oGygen and fuel should not be used.

(nder no circumstances should heat be used with shrink t bosses since the resin

bond to

the insert is destroyed.

%here are = types of modication:-

&iameter reduction:- $asily and ineGpensiely performed underwater, this is the

usual method for increasing R4M and balancing the ratio. %he blade tips are cropped

and faired.

4itch reduction:- %his inoles twisting of blades and can only be accurately done ina workshop as blades need to be heated to preent cracking. !lthough more

eGpensie this is most eDectie modication as there is no loss of blade material. It

is ideally suited to blades smaller than 0,JJJ mm diameter.

%railing edge modication:- %his is achieed by either bending the trailing edges or

by cutting them. 5oth operation can be performed in water and can achiee an

eDect on the R4M of approGimately 2K.

7/25/2019 q&a meo 1


a) what are the salient features of #allast water mana%ement

#) how would you as chief en%ineer with consultation with the master of

the vessel implement plan prior to your vessel arrivin% at an >1& port &ustralian port

!ns.

It applies to ships of 0JJ 8% and aboe

Regulation 5-1Eballast water management plan6

S eery ship shall hae onboard and implement a ballast water management plan

specic to the ship and approed by the administration

S It includes detailed description of the actions to be taken to implement the

re?uirements, designated o<cer in charge, contain reporting re?uirements, detail

procedures for disposal of sediments at sea and shore etc

Regulation 5-C E5allast water record book6

S eery ship shall hae an ballast water record book

S the record book entries to be maintained on board for C years and thereafter in

the

company control for = years

S it should record when ballast water is taken onboard, circulated, or treated for

ballast

water management purposes and discharged into sea

S it should also record when ballast water is discharged to a reception facility and

accidental or eGceptional discharges into the sea

S all entries in the record book should be signed by o<cer in-charge and each

completed

7/25/2019 q&a meo 1


page by master

Regulation 5-0 P Eballast water eGchange6

S !ll ships conducting ballast water eGchange at least CJJ nautical miles from

nearest land and water at least CJJ m depth

S If ship unable to conduct eGchange as aboe should be as far as nearest land and

in all cases at least 2J nautical miles from the nearest land and CJJ m depth

Regulation &-1 ballast water eGchange method

S /2K e<ciency olumetric eGchange

S If pumping through method P = times the olume of each tank

Regulation &-C P ballast water performance standard

Ei6 %o aoid intake of harmful organisms, where practicable aoided in areas such as

area notied by port state in darkness, when bottom dwelling organisms rise to the

upper layer

in ery shallow water where propeller may stirrup sediment Eii6 %o remoal of sediments from tank time to time

S 5allast tanks to be cleanedEdry dock6

S !ccordance with ballast water management plan

Eiii6 !oidingunnecessaryuptakeanddischargeofballastwater

Ei6 !oid ballast water eGchange in critical weather or any circumstances where

safety of

life is threatened

E6 "omination of key ship board personnel for operations

Ei6 hip o<cers and rating should be trained

Eii6 hip>s pumping plan and ballast pumping arrangements, position of air and

sounding

pipes, all compartments and tank suction with the pipe lines connecting them to

the ship>s ballast pump and in case of ow through method, the opening at the top

of the tank for release of water together with the oerboard discharge arrangement

Eiii6 %he method to ensure sounding pipes are clear and that air pipes and non-

return deices are not in good order

5efore (.. 4ort

1. prior arrial C0 hours before, ballast water tank log to be sent and a declaration

that

ballast water eGchange has been completed CJJ "-m away from base line

7/25/2019 q&a meo 1


C. 5allast pump supply to be put oD of electrical drien

=. ballast lines to be shut and sealed

In !ustralian ports

1. ame as aboe

!dditionally

C. seal numbers to be mentioned in ballast water eGchange declaration sheet

H&M principle

'er /JK of "'G formation results from combustion temperature peaks. %he

principle of )!M is to humidity the inlet air in order to lower these temperature

peaks.

%he )!M system humidier produces saturated air. %he ability of water to decrease

the formation of "'G is eGploited in the same way as with fuel water emulsication.

but the ?uantity of water added is much higher and the heat for water aporization

is taken from the compressed air after the turbocharger or other engineTrelatedheat sources.

#hen the water apour is miGed with the compressed charge air, two mechanisms

can be identied:

• Increase of the specic heat capacity of the miGture

• &ilution of the charge air: water apour replaces air

%he ?uantity of water Ein gBkg dry air6 which can be inected into the inlet air

depends on the temperature and the pressure of the miGture.

#ith the )!M method a "'G reduction leel of 0JK is achieable without usingadditional heating of the intake air and a leel of @2K when additional heat is

introduced from the engine coolant or eGhaust gases.

)ow )!M works

7/25/2019 q&a meo 1


%he functional principle of )!M is ?uite simple.

;igure illustrates the )!M 4rocess:

1. ;iltered saltwater is pumped to the catch tank to replace eaporated and purged

loop water.C. %he )!M system itself cycles water in a loop between the catch tank and the

)umidication towerEU)!M esselV6=. ! heat eGchanger between the catch tank and the )!M essel heats the

saltwater using an on-engine heat source.0. %hree inection stages spray the heated saltwater into the charge air.2. !t the same time the compressed charge air from the eGhaust turbocharger

bypasses the charge air cooler and is piped into the )!M essel air inlet. ;lowing

through the )!M essel, the charge air absorbs the water. &ue to the high loop

capacity of the water all particles Eincl. salt6 fall back into the catch tank and,

oer a certain salinity leel, are purged. %hus no salt from the saltwater can

enter the engine.@. %o aoid tiny droplets reaching the combustion chamber, the humidied charge

air passes through a high-perforrnance mist catcher at the end of the

humidication tower.L. %his humidication leads to saturated charge air which is fed into the engine.

7/25/2019 q&a meo 1


!dantage of )!M

1. ow maintenance and operation costs

C. "'G reduction up to LJK=. afe and ecological process0. Improed performance at part load operation, dependent on aailable heat2. ighter> system.@. "o fuel ?uality limitation :%he engine can run on high sulphur fuel oil E);'6L. "o additional reducing agent Euses sea water only6, water decalcication agent

necessary3. $Ghaust gas temperatures and ale temperatures are lower, leading to a

decrease in thermal loading./. %he system is intrinsically self-controlled without any need of a load-related

control loop. %he system is stable and responsie.1J.table: "o abrupt changes in engine operating parameters if water circulation is

shutToD.

Q - Discuss in detail the advanta%es and disadvanta%es of !lectrical main

'ropulsion.

&012!$ :-

&dvanta%es of !lectric 'ropulsion:-There are many attractive advanta%es for usin% electric propulsion for

ships. The advanta%es particular to electric propulsion are divided into the

areas of desi%n; operation and cost savin%s.

The followin% advanta%es are %iven for electric propulsion.

. ower fuel consumption and emissions due to the possi#ility to optimiGe

the loadin% of diesel en%ines %ensets.The %ensets in operation can run

on hi%h loads with hi%h eAciency. This applies especially to vessels which

7/25/2019 q&a meo 1


have a lar%e variation in load demand; for eample for an o<shore supply

vessel; which divides its time #etween transit and station-"eepin% (D')

operation.

. Hi%h relia#ility; due to multiple en%ine redundancy. !ven if an en%ine

%enset malfunction; there will #e suAcient power to operate the vessel

safely. $educed vulnera#ility to sin%le point of failure providin% the #asisto ful4ll hi%h redundancy re5uirements.

+. !lectric propulsion provides %reater relia#ility. - $elia#ility is improved

#y #ein% a#le to use any prime mover and %enerator to power any

propeller. 2ith direct drive the failure of the prime movers attached to a

speci4c shaft results in a loss of partial or all power on that shaft. 2ith

electric propulsion; power can #e supplied from any prime mover to any

shaft increasin% relia#ility of the propulsion system.

!ven if an en%ine %enset malfunctions; there will #e suAcient power to

operate the vessel safely. 8.$educed vulnera#ility to sin%le point of failure

providin% the #asis to ful4ll hi%h redundancy re5uirements.

6.There is no direct connection of propeller shaft and prime mover and

hence transmission of severe stresses such as torsional and vi#ration is

restricted(low).

E.=lei#ility of layout - 1hip layout and en%ineerin% plant positionin% can

#e more ei#le. - 'rime movers for shafts no lon%er have to #e located to

provide direct couplin% to the shaft. &n electric propulsion desi%n would

allow prime movers #e located hi%her in the hull allowin% improved ship

desi%n.

*. 3ncreased payload; as diesel-electric propulsion plants ta"e less space.

3. Increased suriability can be gained from the cross-connect capability and theeGibility in design and layout. - #ith the eGibility to place prime moers and

generators in separate spaces the loss of one space does not cause the loss of

seeral prime moers and generators. %he ability to cross connect increases the

number of paths that can be used for a prime moer and generator to supply loads.

/. Improed manoeurability and station-keeping ability, by deploying special

propulsory such as azimuth thrusters or pods. 4recise control of the electrical

propulsion motors controlled by fre?uency conerters.

1J.$ase of control -4ropulsion system control is improed, proiding a simple and

rapid reersal. peed can be controlled innitely ariable by using electronics to

adust fre?uency. Reersing can be initiated by changing the se?uence in which the

electronic deices in the power conerter are gated or by the use of a controllable

pitch propeller.

11."oise less-$lectric propulsion proides ?uiet operation. - %he prime moer for

electric propulsion is not directly coupled to the shaft and, as such, the mechanical

ibrations from the prime moer and large reduction gears are eliminated.

1C.Improed fuel economy is proided with electric propulsion. - %he prime moers

can be operated at more e<cient speeds and to its maGimum rating. &irect drie

7/25/2019 q&a meo 1


propulsion is constrained by reduction gears and shaft limitations from the prime

moer to the propeller.

1=.Reduced cost in maintenance. - Reduced cost for maintenance is gained by

running prime moers at a constant speed reducing mechanical stresses which in

turn minimizes the failures of moing parts. !lso, if prime moers are operated at

full load there will be a reduction of operating time for each prime moer. %hisincreases the time between oerhauls and the period between re?uired

maintenance. It is generally realized that electric e?uipment costs less to operate

and maintain than mechanical e?uipment. In particular the comparison would be

between the reduction gears and the conerter and motor operation.

10.;leGibility in the types of prime moers used on the same ship. - $lectric

propulsion is not concerned with the operating characteristics of the prime moers

proiding power to the generators. !n eGample would be the use of two diesel

engine drien generators and one gas turbine drien generator on the same ship.

%he output speed and operating characteristic of the two diDerent prime moers

could be ery diDerent in turn making the speed reduction to the propeller in a

direct dries propulsion system ery di<cult. In the case of an electric propulsion

system as long as both prime moers can drie a generator to produce a specied

oltage and fre?uency, the system will work with no increase in e?uipment or

operational di<culty.

12.$<cient performance and high motor tor?ues, as the system can proide

maGimum tor?ue also at slow speeds, which gies adantages for eGample in icy

conditions

$conomical part load running-

system now ery popular in "8 ships , where high oltage power generation

system is aailable and "8 as fuel can use in generator .%his also proe low

emission and economical system .&isadantages of $lectric 4ropulsion

!s in any technological compromises, there are some disadantages to electric

propulsion. %he disadantages of an electric propulsion system include.

$<ciency between the prime moer and the shaft is reduced. !ny time a change in

the form of energy occurs there is generally a loss. In the case of a direct drie, the

losses introduced by the mechanical transmission are less than those introduced in

an electric propulsion system where power is conerted from mechanical form to

electrical form, manipulated, then conerted back to mechanical form. %he

additional stages of energy conersion usually translate into an e<ciency of about

/1K as compared to direct dries whose e<ciencies are on the order of /L percent.C. 4ower ?uality problems occur. - )armonics in the electrical system are created

with the use of conerters. )armonics in the propulsion motor are in turn

transmitted to the shaft which radiates out as noise and increased signature.

=. %he installation cost of electrical propulsion plant is much higher .

0. &iDerent and improed training for ship>s crew as the system is completely

diDerent from mechanical system and inoles maor automation.

2. %here is an increase in space and weight re?uired for the electrical e?uipment. -

7/25/2019 q&a meo 1


#ith electric dries increased space is needed for propulsion generators, wiring,

fre?uency conerters and propulsion motors. #ith the addition of e?uipment there

is an increase in weight for the propulsion system.

selective catalytic (1C$) vs non -catalytic reduction(10C$)

1C$

. &n 1C$ (1elective Catalytic $eduction) unit is an e<ective means of

conditionin% the ehaust %as after the com#ustion process for reducin%

0 already formed in the com#ustion process.. 1C$ is the method for 0 reduction on diesel en%ines today that can

%ive the lar%est reductions.

+. The process essentially involves inIectin% ammonia in the ehaust

stream and in the presence of a catalyst the 0 reacts with the ammonia

and forms water vapour and nitro%en.Due to the haGardous properties of

ammonia; urea solution is %enerally used to provide the re5uired

ammonia.

8. 2ith the 1C$ techni5ue; the ehaust %as is mied with ammonia 0H+ or

urea (as 0H+ carrier) #efore passin% throu%h a layer of a special catalyst

at a temperature #etween +77 and 877JC; where#y 0 is reduced to 0

and H.

E. 0 reduction #y means of 1C$ can only #e carried out in this speci4c

tem-perature window:

3f the temperature is too hi%h; 0H+ will #urn rather than react with the

00.

3f the temperature is too low; the reaction rate will also #e too low; and

con-densation of ammonium sulphates will destroy the catalyst.

*. 2hen en%ine ehaust %as is released from the ehaust %as receiver;

urea or ammonia is supplied to the pipeline via dou#le-wall pipin% into a

mier. The en%ine ehaust %as is mied with the a%ent and led into the

tur#ochar%er in the tur#ine side.,. To compensate for the pressure loss across the 1C$ system; hi%h-

eAciency tur#ochar%ers and hi%h performin% auiliary #lowers are

mandatory. Due to the ammoniaurea heat release in the 1C$ process; the

ehaust %as temperature from the tur#ochar%er is sli%htly hi%her than the

ehaust %as temperature in en%ines without 1C$.

7/25/2019 q&a meo 1


3t consists of the followin% main components:& reducin% a%ent stora%etan"; a reducin% a%ent feedin% and dosin% unit; the reducin% a%ent

inIection and miin% element; a reactor with catalyst elements; a soot

#lowin% system for "eepin% the catalyst elements clean and the control

system. & pump unit transfers urea from the stora%e tan" to the dosin%

unit; which re%ulates the ow of urea to the inIection system #ased on the

operation of the en%ine. The dosin% unit also controls the compressed air

ow to the inIector. The urea inIector sprays reducin% a%ent into the

ehaust %as duct. &fter the inIection of reducin% a%ent; the ehaust %as

ows throu%h the miin% duct to the reactor; where the catalytic reduction

ta"es place.

10C$

1elective non-catalytic reduction (10C$) is a chemical process that

chan%es nitro%en oides (0) into molecular nitro%en (0); car#on

dioide (C) (if urea is used); and water vapor.

& reducin% a%ent; typically anhydrous %aseous ammonia or li5uid urea; is

inIected into the com#ustionprocess %ases. &t suita#ly hi%h temperatures

(,*7 to 77 de% c) ; the desired chemical reactions occur. Conceptually;

the 10C$ process is 5uite simple.& %aseous or a5ueous rea%ent of a selected nitro%enous compound is

inIected into; and mied with; the hot ue %as in the proper temperature

ran%e. The rea%ent then; without a catalyst; reacts with the 0 in the

%as stream; convertin% it to harmless nitro%en %as; car#on dioide %as (if

urea is inIected); and water vapor. 10C$ is KselectiveL in that the rea%ent

reacts primarily with 0;.

7/25/2019 q&a meo 1


0o solid or li5uid wastes are created in the 10C$ process. 2hile eitherurea or ammonia can #e used as the rea%ent; for most commercial 10C$

systems; urea has #ecome the prevalent rea%ent used. >rea is inIected as

an a5ueous solution while ammonia is typically inIected in either its

%aseous or anhydrous form usin% carrier air as a dilutive and support

medium.

The principal components of the 10C$ system are the rea%ent stora%e

and inIection system; which includes tan"s; pumps; inIectors; distri#ution

modules; and associated controls. 9iven the simplicity of these

components; installation of 10C$ is easy relative to the installation of

other 0 control technolo%ies. 2hile 10C$ performance is speci4c to

each uni5ue application; 0 reduction levels ran%in% from +7 B to more

than *6 B have #een reported.

The 0 reduction eAciency of #oth 10C$ processes depends on the

followin% factors:

=lue %as temperature in reaction Gone

>niformity of ue %as temperature in the reaction Gone

0ormal ue %as temperature variation with load

$esidence time

Distri#ution and miin% of ammoniaurea into the ue %ases

3nitial 0 concentration &mmoniaurea inIection rate

Heater con4%uration; which a<ects location and desi%n of inIection

noGGles

7/25/2019 q&a meo 1


Q:-List the various statutory certificates, attachments and type approvals certificate related to shipboard

fire safety and their undivided significance.

ANSW! :-

"he #arious Statutory $ertificates, Attachments And "ype Approvals $ertificate !elated "o Shipboard

%ire Safety are as follo&s :-

'. $argo Ship Safety (uipment $ertificate :-

A certificate called a $argo Ship Safety (uipment $ertificate shall be issued after survey to a cargo ship

of )** gross tonnage and over &hich complies &ith the relevant re(uirements of chapters ++-' and ++-, +++

and # and any other relevant re(uirements of SLAS '/0. +t signifies that the fire safety systems and

appliances, life-saving appliances and arrangements e1cept radio installations, the ship borne navigational

e(uipment, means of embar2ation for pilots and other e(uipment to &hich chapters ++-', ++-, +++ and #

7/25/2019 q&a meo 1


apply, comply &ith the re(uirements of the present regulations, are in satisfactory condition and are fit for

the service for &hich the ship is intended.

. $argo Ship Safety $onstruction $ertificate :-

A certificate called a $argo Ship Safety $onstruction $ertificate shall be issued after survey to a cargo

ship of )** gross tonnage and over &hich satisfies the re(uirements for cargo ships on survey, set out in

regulation +3'* of SLAS '/0, and complies &ith the applicable re(uirements of chapters ++-' and ++-,

other than those relating to fire-e1tinguishing appliances and fire-control plans.

"he survey shall include a complete inspection of the structure, machinery and e(uipment. +t signifies that

that the arrangements, materials, scantlings and &or2manship of the structure, boilers and other pressure

vessels, their appurtenances, main and au1iliary machinery including steering gear and associated control

systems, electrical installation and other e(uipment comply &ith the re(uirements of the present

regulations, are in satisfactory condition and are fit for the service for &hich the ship is intended and thatthe re(uired stability information is provided.

4. %ire control plan

"he fire control plan is a mandatory re(uirement of SLAS convention described in !egulation ') of

$hapter ++. +t is a general arrangement plans that provides information about control station for each dec2,

the various fire sections enclosed by 5A5 class divisions, the sections enclosed by 565 class divisions

together &ith particulars of the fire detection and fire alarm systems, the sprin2ler installation, the fire-

e1tinguishing appliances, means of access to different compartments, dec2s, etc., and the ventilating

system including particulars of the fan control positions, the position of dampers and identification

numbers of the ventilating fans serving each section.

0. %ire safety operational boo2let

"he fire safety operational boo2let contains the necessary information and instructions for the safe

operation of the ship and cargo handling operations in relation to fire safety.

). %ire safety training manual

A training manual shall be &ritten in the &or2ing language of the ship and shall be provided in each cre&

mess room and recreation room or in each cre& cabin. "he manual shall contain the instructions and

information on 7eneral fire safety practice and precautions related to the dangers of common shipboard

ha8ards. 7eneral instructions on fire fighting activities and procedures for notification of a fire and use of

manually operated call points. 9eaning of the ships alarms. peration and use of ship specific fire

fighting systems and appliances. peration and use of shipboard fire doors. peration and use of

shipboard fire and smo2e dampers. Shipboard escape systems and appliances.

;. 9aintenance plans

7/25/2019 q&a meo 1


"he maintenance plan shall include the necessary information about 9aintenance, testing and inspections

of fire protection systems and fire-fighting systems and appliances as re(uired under regulation ++-

3'0...

%or tan2ers, additional re(uirements are referred to in regulation ++-3'0.0.

/. Structural fire protection plan

+t gives detail of 9ethod of construction, $ategories of spaces, <etails of fire insulation and specification

of materials and doors, Application of fire rated divisions for all areas and spaces, <raught stops

=. #entilation system dra&ing

+t gives details of <uct layout and construction details, Specification of fire insulated ducts, >osition,

dimension and details of fire <ampers, Arrangement of means of control for closure of openings and stop

of ventilation fans

. >enetration details dra&ing

+t give details of details of ventilation duct penetrations through fire divisions, details of cable

penetrations through fire divisions, details of pipe penetrations through fire divisions.

'*.scape route plan

+t give details of arrangement of primary and secondary escape routes including stair&ays, escape trun2s

and escape ladders, Width of escape routes including doors, +nclination of stair&ays3ladders.

''.%ire main system dra&ing

+t gives details of %ire pumps including emergency fire pump, arrangement and construction details of fire

main and isolating valves, number and positions of hydrants and hoses, %ire pump capacity calculations.

'.Arrangement dra&ings for fi1ed fire-e1tinguishing system in machinery spaces

+t sho&s the Specification and location of all e(uipment, !eference to e(uipment certificates, $alculations

for the (uantity of the media used and the proposed rates of application, !elease instructions, $ontrol and

monitoring system.

'4.Arrangement dra&ings for fi1ed fire-e1tinguishing system in cargo spaces ?if relevant@

+t give the Specification and location of all e(uipment, !eference to e(uipment certificates, $alculations

for the (uantity of the media used and the proposed rates of application, !elease instructions, $ontrol and

monitoring system.

'0.Arrangement dra&ings for automatic sprin2ler , fire detection and fire alarm system ?if relevant@

7/25/2019 q&a meo 1


+t sho&s Sprin2lers grouped into sections, Specification and location of, pumps, tan2s, alarms and

activators, !elevant information as specified for arrangement dra&ings for fi1ed fire detection and fire

alarm system

').Arrangement dra&ings for fi1ed fire detection and alarm systems

+t gives Specification of control panel ?central unit@, indication units, detectors, alarm devices and manual

call points, Location of e(uipment including cable routing and loops, >o&er supply arrangement, <etails

of smo2e e1traction system ?&here relevant@.

';."ype Approval certificate :-

%or constructions and e(uipment re(uired by SLAS to be tested in accordance &ith the %ire "est

>rocedure $ode. "he type approval certificates are re(uired for

• All e1tinguishers

• All fi1ed fire fighting system

•Self $ontained breathing apparatus

• mergency scape breathing apparatus

• %ire <etection system

'/.ther certificates &ith respect to inspection , maintenance and tests

• %ire e1tinguishers servicing certificates

• %ire 1tinguishers >ressure testing certificates

• %i1ed gas fire e1tinguishing system cylinder >ressure test and servicing certificates

• S$6A cylinder test and inspection certificates and &ere re(uired 6<

Explain latest developments in Marine ‘Tribology’.

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

the study and application of the principles of

7/25/2019 q&a meo 1


· friction

· lubrication

· wear

The tribological interactions of a solid surface's exposed face with interfacing materials and

environment may result in loss of material from the surface. The process leading to loss of

material is known as "wear". Maor types of wear include abrasion! friction adhesion and

cohesion#! erosion! and corrosion.

$ear can be minimised by modifying the surface properties of solids by one or more of "surface

engineering" processes also called surface finishing# or by use of lubricants for frictional or

adhesive wear#

There are world%s two biggest manufacturers of large marine diesel engines! M& ()$ and

$artsila .

*ul+er ,T&-series engines now incorporate Triboack technology -a package of design

measures that enable the T(/ of the cylinder components! including piston ring renewal! to be

extended to at least three years. &t the same time! Triboack allows the further reduction of

cylinder lubricating oil feed rate.

The design measures incorporated in Triboack are0

7/25/2019 q&a meo 1


1. Multi-level cylinder lubrication

2. 3iner of the appropriate material! with sufficient hard phase

4. 5areful turning of the liner running surface and deep-honing of the liner over the fulllength of the running surface

6. Mid-stroke liner insulation! and where necessary! insulating tubes in the cooling bores in

the upper part of the liner

7. re-profiled piston rings in all piston grooves

8. 5hromium-ceramic coating on top piston ring

9. ,5 ,unning-in 5oating# piston rings in all lower piston grooves

:. &nti-olishing ,ing &,# at the top of the cylinder liner

;. Increased thickness of chromium layer in the piston-ring grooves.

& key element of Triboack is the deep-honed liner. 5areful machining and deep honing gives

the liner an ideal running surface for the piston rings! together with an optimum surface

microstructure.

The &nti-olishing ,ing prevents the build up of deposits on the top land of the piston which can

damage the oil film on the liner and cause bore polishing.

It is also important that the liner wall temperature is adapted to keep the liner surface above the

dew point temperature throughout the piston stroke to avoid cold corrosion. Mid-stroke

insulation and! where necessary! insulating tubes are therefore employed to optimi+e liner

temperatures over the piston stroke.

/ther development

Alpha lubrication (MAN)

• <lectronically controlled cylinder lubrication.

7/25/2019 q&a meo 1


• The lube oil is inected exactly when the piston ring pack is passing the lube oil =uills!

thus ensuring the best possible utilisation of the costly lube oil.

Anti polishing ring.

iston ring !"5,! >as tight lock and controlled leakage grooves.

Ne# tie rod design (MAN)

$evelopment in %earing design

• Increase in bearing area

• *hape changed lemon shaped#M&

• (earing temperature monitoring for moving bearing

•

/n line bearing wear measurement.• Thick shell-?lex edge designM&#

• Thin shell-(lend edge design

SOPEP

Q:- A ship which was bunkering at a foreign port has met with an accident and a substantial

amount of oil spillage in water has resulted.

Draw an emergenc preparedness plan for the incident and how best it could be encounteredunder the pro!ision.

<escribe its salient advantages.

!nswer:-

"his >lan is available to assist the ships personnel in dealing &ith an une1pected discharge of oil.

ffective planning ensures that the necessary actions are ta2en in a structured, logical and timely

manner.

-"he primary obectives of this >lan are to

7/25/2019 q&a meo 1


• prevent oil pollution

• stop or minimi8e oil outflo& &hen a damage to the ship or its re(uirements occurs

• stop or minimi8e oil outflo& &hen a operational spill occurs in e1cess of the (uantity or

instantaneous rate permitted under the present $onvention

"he purpose of the >lan is to provide the 9aster, officers and certain cre& members &ith a practical

guide to the prevention of oil spills and in carrying out the responsibilities associated &ith regulation

4/ of Anne1 + to 9A!>L /43 /=

• procedures to report an oil pollution incident

• $oastal State contacts ?%ocal >oints@ and >ort $ontact Lists to be contacted in the event of an oil

pollution incident.

• response actions to reduce or control the discharge of oil follo&ing an incident.

• co-ordination &ith national and local Authorities in combating oil pollution.

"he >lan is designed as a ship-specific tool it must also be considered as an additional instrument and

as a lin2 to shore-based plans.

With this the >lans allo& an efficient co-ordination bet&een the ship and shore-based Authorities3

rgani8ations in mitigating the effects of an oil pollution incident.

"he >lan includes a summary flo&chart to guide the 9aster through reporting and acting procedures

re(uired during an oil pollution incident response.

"he >lan is li2ely to be a document used on board by the 9aster and officers of the ship and must

therefore be available in the &or2ing language used by them.

7/25/2019 q&a meo 1


7/25/2019 q&a meo 1


7eneral procedures for operational spill: ?bun2ering@

perational spill are those &hich are occur during cargo, bun2ering or oil transfer operation."his

normally in port or in anchorage.

+mmediate action:

1) initiate emergency shut down, stop all transfer operations, close all valves and inform the

terminal- in- charge, of your actions.

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

procedures.

3) inform the Port or local state authority.

Follow Up Action :

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

2) Drain or transfer the oil from the affected area of the pipeline into empty or slop tanks,

taking into account stress and stability of the vessel at all times.

3) The possibility of leakage from sea valves should not be discounted. Pressure on these

valves should be relieved, if possible, by draining the lines into a suitable tank on board, if

available, or ashore.

7/25/2019 q&a meo 1


4) if there is any possibility of release of flammable vapor or its entry into the accommodation,

engine room or cargo holds, its ventilation to these areas must be shut off.

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

6) All spilled oil that is collected must be carefully stored on board till it can safely be

disposed off.

7) Chemicals & dispersants (externally) must not be used unless Prior permission has been

obtained from the Port authority.

8) Before resuming normal operations, permission may have to be obtained from the Port

authority / Terminal Manager.

Salient advantages of mergency >reparedness >lan.

'@ "he plan identifies all the activities &hich may cause oil spillage leading to environmental

pollutions.

@ +t defines clearly, the duties B responsibilities of the master and cre& .

4@ An effective implementation is ensured through specialist teams comprising cre& members. "hese

teams are trained on-board through realistic drills carried and on a regular basis thus improving

their s2ill B effectiveness.

0@ >lan assess the state 3 condition of tools ?cleaning gear@ and consumables ?cleaning material@

provided to clean-up spillage.

"hus a &ell prepared >> &ill go a long &ay in dealing &ith an incidence of oil spill effectively.

7/25/2019 q&a meo 1


@0- ropeller curves . <numerate the safety margins in relation to the propeller ..

. 1ea Mar%in ( 1M) E approGimately 12 K power 6

7/25/2019 q&a meo 1


%he increase in power to maintain a gien ship>s speed achieed in calm weather

Epoint !> 6 and under aerage serice condition Epoint &>6, is dened as the sea

margin>. %his margin can ary depending on owner>s and charterer>s eGpectations,

routes, season and schedules of the ship. %he location of the reference point !> and

the magnitude of the sea margin are determined between the shipbuilder and the

owner.

#ith the help of eDectie antifouling paints, dry-docking interals hae been

prolonged up to 0 or 2 years. %herefore, it is still realistic to proide an aerage sea

margin of about 12 K of the sea trial power.

. i%ht runnin% mar%in ($)

It is the compensation for loss in R4M between dry docks for constant power

operation .

%he sea trial performance Ecure a>6 in gure should allow for a 0 to L K light

running of the propeller when compared to the nominal propeller characteristic EtheeGample in gure shows a light running margin of 2 K6. %his margin proides a

su<cient tor?ue resere wheneer full power must be attained under unfaourable

conditions.

%he recommended light running margin originates from past eGperience. It aries

with specic ship designs, speeds, dry docking interals, and trade routes.

%herefore the light running margin> re?uired will be 2 to @ K. %his is the sum of the

following factors:

a) .6 B inuence of wind and weather with an aderse eDect on the intake

water ow of the propeller.

#) .6PB increase of ship>s resistance and mean eDectie wake brought about by:

W Rippling of hull Eframe to frame6.

W ;ouling of local, damaged areas, i.e. boot top and bottom of the hull.

W ;ormation of roughness under paint.

W Inuence on wake formation due to small changes in trim and immersion of

bulbous bow, particularly in the ballast condition.

c) B frictional losses due to increase of propeller blade roughness

d) B deterioration in engine e<ciency such as:

W ;ouling of scaenge air coolers.

W ;ouling of turbochargers.

7/25/2019 q&a meo 1


W +ondition of piston rings.

W ;uel inection system Econdition andBor timing6.

Increase of back pressure due to fouling of the eGhaust gas boiler, etc.

+. !n%ine mar%in (!M) or operational mar%in (M)

+ontractual speed is /J K M+R for most engines. %his is the margin allows the

essel to increase speed aboe the contractual speed. Most owners

specify the contractual ship>s loaded serice speed at 32 to /J K of the contract

maGimum continuous rating. %he remaining 1J to 12 K power can then be utilizedto catch up with delays in schedule or for the timing of dry docking interals.

8. 1haft 9enerator Mar%in (19) :-

It is gien in case a shaft generator is tted.

%ips to crack MM& written eGam

1. Read instruction carefully before start writing.C. (se only one color pen, preferably black or blue, during your eGam.=. 4lease don>t use other color pen not een for headings or underlining.0. Question no. must be written in left hand side margin.2. &ont write it in the centre of the page or elsewhere.@. &o "ot leae any blank page eaing that page blank may leae you

dis?ualied from eGam.L. !nswer of neGt ?uestion must start from new page.3. "umber of pages lled is not of much importance if you know the correct

answer of the ?uestion./. 5e precise and to the point.1J.C- = pages for one answer are su<cient.11.ketches leae good impression. It can be drawn free hand,but should be

neat and clear.1C.5e careful, there should not be failing mistakes in your sketch.

7/25/2019 q&a meo 1


1=.*ou must write releant Regulations !nneGes etc. In your answer and

underline it. !ny specic dates also should be mentioned. !ll these things

gie good impression to eGaminer.10.&o not attempt surey related ?uestions. i.e. 5oiler surey, oad line surey

etc. 5ecause these answers re?uire specic attention on some important

issues and areas, which you can miss out and this may turn out to be failingmistake.

12.Questions which re?uire mention of specic Regulations, !nneGes, dates etc.

must be written carefully because if you mention correctly, you can score

high, but missing it out can drag your marks down.1@.;irst ?uestion is always compulsory. tart your answers from ?uestion no. 1

only. !s attempting it in the last gies an impression that you dont know the

subect well.1L.4lease dont make any identication marks on your answer sheet.!lso dont

write your rotation no. anywhere eGcept the place proided for the same.

compulsory

1. with specific reference to any make! sketch and describe the cylinder lubrication system

used in new generation marine diesel engines. how will you effect the optimum cylinder oil feed

with varying sulphur content of fuel oil.

2. the protection of the marine environment is of utmost importance today. discuss. a# how

would you as a cAe of a tanker ensure protection of the environment by compliance" with thevarious regulation of marpol 94A9: annex! 1 for prevention and control of pollution at seaB b#

state the recent re=uirements of imo for compliance under annex vi of marpol 94A9:.

4. with reference to maritime labour convention mlc# 2CC8. briefly discuss the following i#

minimum re=uirements for seafarers working on a ship! ii# conditions of employment. iii#

accornodation and recreational facilities! iv# health protection! welfare and social security

protection.

6. what are the maor amendments to solas which have entered into force in 2C16. briefly

discuss any five of them.

7. with reference to the underwater surface of a ship's hull0 1# describe a hull plate roughness

analy+er systemD ii# state the significance of the roughness profile and compare the typical

roughness values for a new ship and a ship eight years old. b# with reference to the application

of self polishing paint in dry dock0 i# describe the plate preparation necessaryD ii# state the

defects that may occur in the paint coating if it is not correctly applied.

7/25/2019 q&a meo 1


8. with respect to annex v of marpol significance of dish water! grey water recycling and reuse.

other similar discharges as excluded from the purview of operational wastes and waste

minimi+ation 4. with respect to annex v of marpol explain the significance of the following. a#

dish water! grey-water recycling ) re-use. b# 'other similar discharges' as excluded from the

purview of operational wastesD c# garbage maintenance plan and garbage record book0 and d#port reception facilities. #

9. define the meaning of the term "conditions of assignment" as applied to ships for load line

survey. b# state how conditions of assignment contribute towards water tight integrity of ships

c# give reasons why conditions of assignment need periodic inspection! giving specific

instances where they can be found to be less than fully effective .

:. what are the ongoing developments at the imo with respect to the technical and operational

measures to be invoked on board ships for combating green house gas emissions from shipsB

;. with regards to ordering and receiving fuel bunker on board answer the following a# the

importance of correct bunker specification including the relevant iso standard b# how will you

ensure that a representative sample is drawn during bunkeringB c# how will you ensure that in

case of bunker disputes especially with regards to =uality the sample from the vessel will be

acceptable for verificationB

1C. a ship which was bunkering at a foreign port has met with an accident and a substantial

amount of oil spillage in water has resulted. draw an emergency preparedness plan for the

incident and how best it could be encountered under the provision. describe its salient

advantages.sopep# .

11. <xplain in detail the significance of propeller curves to a chief engineer. enumerate the

safety margins in relation to the propeller .

12. In an unfortunate incident of main engine crank case explosion on your vessel!the main

engine was badly damaged and two engine room personnel suffered serious inuries. explain

how you will present the vessel for subse=uent inspections by p)i and h)m insurance

companies with special emphasis on the records and documents re=uired in each case to

ensure that only genuine claims are honored.

14. $ith respect to eedi explain in detail the following. re=uired eedi !attained eedi .

16. The ism code stipulates that safety management obectives of the company! should inter

alia assess all identified risk to its ships personal and the environment and establish appropriate

safe guards! how will you as the chief engineer assist the company in fulfilling this obectiveB

7/25/2019 q&a meo 1


17. & unior engineer has oined ship. <numerate in detail the issue you would mentor him or

her with respect to the following0 up keep of his personal safety! up keep of the safety of his

colleagues on board! technical ob! responsibility he need to learn at the earliest! what attention

he needs to pay towards energy conservation and his entitlement with regard to human right in

a foreign port.

18. your vessel where you are posted as a chief engineer is about to enter dry dock. *tate 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.

19. $hat are the significant solas amendments coming into force in 2C14B with reference to

solas 2C1C amendment! discuss "international goal based ship construction standardsB

1:. you are the chief engineer of a vessel that has suffered a minor fire in the engine room that

burned off the wiring to essential pumps. temporary repairs were made to get the vessel

underway. write a letter to the company head office describing the incident as to how the fire

took place and what corrective and preventive steps have you taken. what arrangements do you

suggest to affect a permanent repair at the next port of callB

1;. Eent pipes have a special role to play with respect to safety of ships please explain in detail

the following where these are fitted any special fitment re=uirement as per statutes.

2C. Four vessel has been awarded 4 maor non conformities during sms audit. ?rame a report

in the format of an email addressing the engineer superintendent with suggested step to be

taken for early sailing of the vessel.

21. In relation to sea worthiness of a ship discuss the responsibility and authority of the

following stake holder0 maritime administration! recogni+ed organi+ation! shipowner! insurance

company.

22. $hat do you understand by unseaworthy vessel within the meaning of the msa 1;7: as

amendedB what according to you is the difference between unseaworthy and unsafe ship B

what are the obligation of the owner to crew with respect seaworthiness.

24. Gow will you prepare your ship for a renewal survey of iappc international air pollution

prevention certificateH explain with specific emphasis on the records and documents to be

maintained.enumerate general re=uirements for shipboard incinerators! as mentioned in annex

vi of marpol 94A9:.

26. The ism code stipulates that the safety management obectives of the company should

inter alia assess all identified risks to its ships! personnel and establish appropriate safeguards.

how will you as a chief engineer assist the company in the fulfilling this obectiveB

7/25/2019 q&a meo 1


$ith regards to ordering and receiving fuel bunker on board! Gow will you ensure that in case of

bunker disputes! especially with regards to =uantity .

<*,I> 5/,,<5T @&TITF0-

&fter bunkering %un&er 'uantity disputes can arise due to

1. Measured volume of barge is different from (JC. Measured volume for barge is different from ship%s figure=. $eight of bunkers delivery note calculated with incorrect density0. Gigh water content2. 5appuccino bunker air foam in bunkers#

ormally up to 1K discrepancy in =uantity is tolerated and if exceeds Lletter of protest% must be

written by master ad an independent surveyor to be called for investigation .

In case of any dispute regarding =uantity of bunker received! the chief engineer of vessel should

raise a note of protest which shall be signed by both parties.

3etter of protest claim limit- =ty 0- 17days A =uality 0- 4Cdays#

• &ddressed to• Made from

• Jate !time ) port

• Jetails of dispute

• 5opy to charter

• 5opy to company

• 5opy to supplier flag state

• 3etter of protest by supplier

7/25/2019 q&a meo 1


&n independent surveyor may then be called to investigate the findings. This should be entered

in log book or an oil record book.

Gowever! the following minimum steps are recommended 0

1. Immediately notify the parties concerned and appoint an independent surveyor if not

already done so and do not disconnect hoses.C. ,e-do the entire gauging! check and re-check both pre and post bunkering calculations

making sure the listAtrim corrections have been correctly applied.=. Eerify correct temperatures and densities have been used.0. Issue letter of protest for each incident and have it acknowledged by the barge note the

barge Master will probably refuse to acknowledge such letters#.2. $rite up a detailed statement of facts leading to the short delivery.@. reserve any evidence e.g. if you suspect froth on the surface of the fuel A too many

bubbles on the sounding tape then taking photographs would be prudent.L. & success of a claim will largely depend on the nature and the =uality of evidence

gathered at the time the supply is made.If there is detailed contemporaneous written

evidence! the ship operator will be in a much stronger position in case of subse=uent

litigations.

3. ?urther! it may be necessary for full disclosure of the supplier's stock movement reportsto ensure that the original supplied =uantity tallied with the =uantity at the time of

opening gauge./. &nother tactic we have seen is "pilot onboard" this may seem like a stalemate and to

the supplier's advantage delaying the vessel's departure it never a good thing# but with

careful handling of the situation the agent should be advised beforehand to postpone the

pilot boarding thus giving the vessel sufficient time to resolve A deal with the dispute.

7/25/2019 q&a meo 1


1J.The barge outturn figure delivered fuel =uantity# will be recorded on the (J for invoice

purposes. In case of a short fuel delivery a note of protest must be issued and the same

reflected in the /il ,ecord (ook /,(# and do not sign the (J as presented but sign

only for the soundings and ship's volume.

!"Explain armoni*ation o+ ,tatutory -erti+icates under the ,/A, 01233 -onvention.

4+ a period o+ a statutory -erti+icate has 5ust expired and a port is having inade'uate

survey +acility6 state the actions you #ill ta&e6 as per the provision stated in the rotocol

o+ 7883 relating to the 4nternational -onvention +or the ,a+ety o+ /i+e at ,ea6 7801.

&*$<, 0-

& harmoni+ed system of survey and certification covering international shipping regulations

adopted by the International Maritime /rgani+ation enters into force on 4 ?ebruary 2CCC! in

order to alleviate the problems caused by survey dates and intervals between surveys which donot coincide! covering international shipping regulations including the codes and conventions of

these following institutions0

1. International 5onvention for the *afety of 3ife at *ea */3&*#! 1;96C. The International 5onvention on 3oad 3ines 33#! 1;88=. The International 5onvention for the revention of ollution from *hips! 1;94! as

modified by the rotocol of 1;9: relating thereto -M&,/3 94A9:

0. The International 5ode for the 5onstruction and <=uipment of *hips 5arryingJangerous 5hemicals in (ulk I(5 5ode#

2. 5ode for the 5onstruction and <=uipment of *hips 5arrying Jangerous 5hemicals in

(ulk (5G 5ode#@. 5ode for the 5onstruction and <=uipment of *hips 5arrying 3i=uefied >ases in (ulk

I>5 5ode#.

7/25/2019 q&a meo 1


urpose

*urveys! made in accordance with the harmonised survey system for ships! to harmoni+e

intervals between surveys of all legitimate certificates issued to all marine vessels.

The harmoni+ed system is presumed to facilitate all the troubles of periods between

surveys so that any ship would not have to worry about going into the process of a survey

schedule re=uired by one convention right after having gone through the same thing concerned

in connection with another instrument.

armoni*ed system adopted in 7833!"this is ust for refrence

The international re=uirements introducing the harmoni+ed system of survey and certification

for the */3&* and 3oad 3ines 5onventions were adopted by IM/ at an International

5onference on the Garmoni+ed *ystem of *urvey and 5ertification held in 1;:: - which itself

had its origins in the 1;9: 5onference on Tanker *afety and ollution revention which

recogni+ed the difficulties caused by the survey and certification re=uirements of */3&*! the

3oad 3ines 5onvention and M&,/3 94A9:. The 1;9: 5onference called upon IM/ to develop

a harmoni+ed system which would enable the surveys to be carried out at the same time.

The 1;:: G**5 5onference adopted rotocols to the */3&* and 3oad 3ines 5onventions

to introduce the harmoni+ed system.

The conditions for entry into force of the 1;:: */3&* and 3oad 3ines rotocols were met

on 2 ?ebruary 1;;;! when (ahamas deposited instruments of accession to both instruments

with IM/. Malta also recently acceded to the 1;:: rotocols. The 1;:: 3oad 3ines rotocol has

48 *tates arties with 7:.7: percent of world merchant shipping tonnage. The 1;:: */3&*

rotocol has 48 *tates arties with 7:.1C percent of world merchant shipping tonnage.

In terms of M&,/3 94A9:! the 5onvention allowed for amendments to the certification and

survey re=uirements to be accepted by a procedure known as "tacit acceptance"! meaning

amendments enter into force on a specified date unless sufficient obections are received.

&s a result! M&,/3 94A9: was amended on 18 March 1;;C to introduce the harmoni+ed

system of survey and certification! with the proviso that the amendments enter into force at the

same time as the entry into force date of the 1;:: */3&* rotocol and the 1;:: 3oad 3ines

rotocol.

7/25/2019 q&a meo 1


/ist o+ certi+icates re=uired on board ship relating to harmoni+ed system of survey and

certification some depend on type of ship#

1. assenger *hip *afety 5ertificate! including ,ecord of <=uipmentC. 5argo *hip *afety 5onstruction 5ertificate=. 5argo *hip *afety <=uipment 5ertificate! including ,ecord of <=uipment0. 5argo *hip *afety ,adio 5ertificate! including ,ecord of <=uipment2. 5argo *hip *afety 5ertificate! including ,ecord of <=uipment@. International 3oad 3ines 5ertificateI335#L. International 3oad 3ines <xemption 5ertificate3. International /il ollution revention 5ertificate/. International ollution revention 5ertificate for the 5arriage of oxious 3i=uid

*ubstances in (ulk.1J. International 5ertificate of ?itness for the 5arriage of Jangerous 5hemicals in (ulk

11. International 5ertificate of ?itness for the 5arriage of 3i=uefied >ases in (ulk1C. 5ertificate of ?itness for the 5arriage of Jangerous 5hemicals in (ulk

The harmoni*ed system

In practice! many &dministrations and classification societies already operate a form of

harmoni+ed survey and certification. Moreover! a resolution adopted by the IM/ &ssembly in1;;1! and amended in 1;;4 ,esolution &.91:19#! as modified by resolution &.9671:##!

allowed for >overnments which had ratified the 1;:: */3&* and 3oad 3ines rotocols to

implement the harmoni+ed system ahead of the entry into force date of the protocols.

The harmoni+ed system provides for0

• & one-year standard interval between surveys! based on initial! annual! intermediate!

periodical and renewal surveys as appropriateD

• & scheme for providing the necessary flexibility for the execution of each survey with the

provision that the renewal survey may be completed within three months before the

expiry date of the existing certificate with no loss of its period of validityD

• & maximum period of validity of five years of all certificates for cargo shipsD

• & maximum period of validity of 12 months of the assenger *hip *afety 5ertificateD

• & system for the extension of certificates limited to three months to enable a ship to

complete its voyage or one month for ships engaged on short voyages#D

7/25/2019 q&a meo 1


• $hen an extension has been granted! the period of validity of the new certificate is to

start from the expiry date of the existing certificate before its extension.

The main changes to the */3&* and 3oad 3ines 5onventions are that annual inspections

have been made mandatory for cargo ships and unscheduled inspections have been

discontinued. /ther changes refer to survey intervals and re=uirements.

o more unscheduled inspections for harmonised system of classification for ships! while

annual surveys have been made mandatory

&t least two inspections are re=uired to be executed of the ship%s bottom in a five year

periodD maximum interval between the inspections has also been set at not more than thirty six

months.

& substantive harmonised system for merchant marine which credits a combined cargo

ship safety certificate to replace existing safety e=uipment! safety construction and safety radio

certificates

@0- 5ompressed air starting system for ocean going ships has specific re=uirements with

particular importance being assigned to re=uirement for air compressor. l enumerate these

re=uirements! with reasons as relevant. N

&*$<, 0-

7/25/2019 q&a meo 1


1. In every ship means shall be provided to prevent overpressure in any part of compressed air

systems and wherever water ackets or casings of air compressors and coolers might be

subected to dangerous overpressure due to leakage into them from air pressure parts. *uitable

pressure relief arrangements shall be provided for all systems.

2. The main starting air arrangements for main propulsion internal combustion engines shall beade=uately protected against the effects of backfiring and internal explosion in the starting air

pipes.

4. &ll discharge pipes from starting air compressors shall lead directly to the starting air

receivers! and all starting pipes from the air receivers to main or auxiliary engines shall be

entirely separate from the compressor discharge pipe system.

7/25/2019 q&a meo 1


6. rovision shall be made to reduce to a minimum the entry of oil into the air pressure systems

and to drain these systems.

7. &ir intakes for the compressors shall be so located as to minimise the intake of oil or water

contaminated air.

8. ipes from air compressors with automatic start shall be fitted with a separator or similar

device to prevent condensate from draining into the compressors.

9. *tarting systems for internal combustion engines shall have capacity for a number of starts

specified without reloading of air receivers.

The capacity shall be divided between at least two air receivers of approximately same si+e.

:. If a starting system serves two or more of the above specified purposes! the capacity of the

system shall be the sum of the capacity re=uirements.

;. ?or multi-engine propulsion plants the capacity of the starting air receivers shall be sufficient

for 4 starts per engine. Gowever! the total capacity shall not be less than 12 starts and need not

exceed 1: starts.

1C.Two or more compressors shall be installed with a total capacity sufficient for charging the air receivers from atmospheric to full pressure in the course of one 1# hour.

11.The capacity shall be approximately e=ually shared between the compressors. &t least one

of the compressors shall be independently driven.

12.If the emergency generator is arranged for pneumatic starting! the air supply shall be from a

separate air receiver.

14.The emergency starting air receiver shall not be connected to other pneumatic systems!

except for the starting system in the engine room. If such a connection is arranged! then the

pipeline shall be provided with a screw-down non-return valve in the emergency generator

room.

7/25/2019 q&a meo 1


?or *urvey re=uirements

1. &ll air receivers and other pressure vessels for essential services together with their

mountings and safety devices are to be cleaned internally and examined internally and

externally. If an internal examination of an air receiver is not practicable it is to be tested

hydraulically to 1.4 times the working pressure.

2. &ir compressors are to be opened up and coolers tested as considered necessary by the

*urveyor. *elected pipes in the starting air systems are to be removed for internal examination

and hammer tested. If an appreciable amount of lubricating oil is found in the pipes the starting

air system is to be thoroughly cleaned by steaming or other suitable means. *ome of the pipes

selected are to be those adacent to the starting air valves at the cylinders and to the dischargesfrom the air compressors

,teering 9ailure

This is a situation which endangers the maneuverability of the vessel! which can be a

dangerous situation during maneuvering! river passage! shallow water passage! restricted and

heavy traffic +ones and bad weathers. This situation is best tackled by proper emergency

preparedness and response through proper training and drills. &gain! communication with the

bridge is very important.

4mmediate Action

7/25/2019 q&a meo 1


$:T4E,!

Master!

5ommunication and coordination of response.

++icer on #atch!

Initial response to alarm or failure0

&TT<MT to regain steering. This may involve0

*T&,T a second steering motor

*T/ the steering motor in alarm

5&33 A I?/,M Master! Juty <ng.! Gelmsman for further action.

&**<** immediate dangers i. e. ,isk of 5ollision or >rounding etc.

7/25/2019 q&a meo 1


&JEI*< $atchman as re=uired! hoisting 5 signals! lookout etc.

&JEI*< vessels in vicinity. >et anchors stby as re=uired.

*<J Gelmsman to *teering >ear ,oom and establish communication.

pon re=uest from Juty <ng0

If emergency steering has been prepared0

&JEI*< Gelmsman to steer course or give helm orders.

,<5/,J all relevant details.

$uty Engineer!

M/(I3I*< and I?/,M all engineers.

&JEI*< (ackup Juty <ngineer to attend <ngine 5ontrol ,oom.

,/5<<J to *teering >ear ,oom for initial technical response and eventual preparation of

emergency steering.

*<3<5T steering >ear to be used. this may depend upon nature and location of fault or any

automatic isolation#

*$IT5G all ,udder *ervo nits to 3/5&3

*<3<5T one Oanney ump on this *teering >ear and

*T&,T associated <l. Motor

&**I*T with emergency steering accordingly (ridge A GelmsmanLs re=uest.

-hie+ Engineer!

,/5<<J to *teering >ear ,oom for the initial technical responsense and assessment of

repair options.

,</,T to Master.

/,>&I*< repairs.

&JEI*< (ackup Juty <ng. to mobilise personnel as re=uired.

%ac&up $uty Engineer next in row #0

&TT<J <ngine 5ontrol ,oom and provide <ngine ,oom *ervices as re=uired. M/(I3I*<

ersonnel as advised by 5A<.

,<5/,J all relevant details.

7/25/2019 q&a meo 1


elmsman!

,/5<<J to (ridge and be prepared to be sent to *teering >ear ,oom for <mergency

*teering. In *teering >ear ,oom0

<*T&(3I*G permanent communication with (ridge.

*T<<, course or ?/33/$ helm orders via tor=ue motorAservo controller control levers.

/(*<,E< gyro to steer a given course.

/(*<,E< steering gear for rudder position.

&JEI*< Juty <ngineer to assist operation of <mergency *teering >ear as per (ridge

command.

All remaining ersonnel!

&**I*T as re=uired.

Main urpose is to proceed #ith ;essel sa+e to the location #here permanent repairs can

be carried out to recover remote steering control.

Main engine failure

Main Engine 9ailure

This is a very dangerous situation as it results in immobilisation of the vessel.

It is further dangerous if the vessel is under maneuvering or in restricted area or facing a rough

weather.

It can be divided into various categories which forms emergencies such as *cavange fire!

ptake fire! crankcase explosion! &utomation failure etc

4mmediate Action -

7/25/2019 q&a meo 1


1. Juty engineerA Juty officer should take necessary steps to stop the engine if not

engineer already stopped. should Juty officer should observe traffic situation whereas

duty engineer prepare systems for stoppage. i.e firing of boiler! starting additional &ux

<ngineC. Inform 5hief <ngineer and Master about stoppage and sound <ngineer's alarm <vents

must be logged and damage contained to the minimum.

9ollo# up Action

These will be done by two man teams .The 5hief <ngineer will lead <ngine ,oom team

whereas Master will lead (ridge team.

%ridge <esponse

• Inform Juty <ngineer if not alerted by <ngineer%s &larm system.

• 5all Master and 5hief <ngineer.

• &ppraise prevalent navigational situation and take any necessary action to improve

safety margins.• 5heck own vessel%s position! check for local dangers and assess risk.

• Gand over the <ngine 5ontrol to <ngine room as re=uested.

• <ngage Gand *teering and start second steering motor. Maintain original course or alter

towards navigational safety. &s the speed reduces! ensure that the helmsman is using

sufficient helm to maintain course - once the ships head starts to drift it may not be

possible to restore desired course.

• Jepending on the navigational situation! it might be necessary to0

1. P Transmit a *ecurity Message on EG? J*5 and EG? 5h 18.

1. P Jisplay necessary shapesAlights Asound signals as re=uiredC. P ost additional look outs=. P 5all for <mergency &nchor stations and head for <mergency anchorage if needed.0. P &dvice relevant authorities if in coastalAport waters.2. P 3og down events in the Jeck log book.

Engine <oom team

7/25/2019 q&a meo 1


1. &scertain the cause of stoppage or failure of M<! by studying the order in which alarms

are receivedD feed backs from duty engineer etc.C. *top leakage of oil Awater if generated during the incident.=. 5ommence damage assessment and arrive to logical estimate of time of stoppage.0. 5ommunicate the stoppage duration to Master and (ridge team to enable them to

decide the safe place for anchoring.2. &scertain whether spares are available on board to carryout repairs necessary either of

temporary or permanent nature and also whether they can be carried out by ship staff .@. 5arryout repairs with prior information to bridge ) Master and with proper consideration

to safety ) pollution aspect.L. ,etain damaged parts on board for further investigation if re=uired .

4ncident <eporting 0-/nce the repairs have been successfully carried out. a detailed report

should be prepared in the appropriate format of the 5ompany

This will include but not limited to the following0

1. Time ) date of incidentC. <xact position of ship! distance from nearest land! port etc=. Jetails of damaged machinery! extent of damage.0. 5ause of damage in 5<'s opinion2. ,epair adopted! details of repairs done if they are not done as methods per maker's

instructions.

@. If further shore assistance is re=uiredL. whether the vessel is able to proceed with normal speed or reduced speed either to next

port of call or port of refuge3. &ny further investigation to be done or further analysis to be carried out to investigate in

more detail! the causes of stoppage

!"-omment in detail #.r.t ships li+ting appliances on!

4denti+ication6 Maintenance And -erti+ication + =ire <opes 4denti+ication !"

7/25/2019 q&a meo 1


1. $ires have for many years played an integral role in the daily operation and function of nearly

every commercial vessel afloat. &pplications will vary according to vessel type and purpose.

$ire ropes are used in many applications such as for life boats! <levators! Mooring! 5ranes!

5argo lashings and in form of slings.

2. $ire ropes used in long lengths without terminations are not usually marked. The

manufacture%s certificate for the wire is endorsed with its place of use to enable identification. &

wire or wire sling with a thimble or loop splice ferrule should be proof-loaded and the safe

working load stamped on the ferrule.

4. Markings on slings should be made in a permanent manner on0 Q the terminal ring or linkD

Q a tablet! disc or ferrule attached to the sling! provided that the attachment will not cause

damage to the ropeD

Q a ferrule of a wire rope having ferrule-secured eyesD Q the sling itselfD

Q a labelD or

Q by an approved electronic capture system.

6. Markings on slings should include the number of legs and the safe working load in straight lift

and when the angle between the legs and the vertical is 67R.

7. on-metallic slings should be marked with a label.

8. ,opes must be clearly marked in a way which relates them uni=uely to their test 5ertificate.

-erti+ication !"

1. ,egulations concerning the testing! certification! thorough examination and inspection of wire

rope will be implemented by the competent authorities and organisations appointed by them in

accordance with the re=uirements of I3/ 5onvention 1720 articles 21 to 28.

2. The convention re=uires that ?orm o. 6 5ertificate of test and thorough examination of

wire rope should be issued in conunction with ,egister ?orm o. 1#. It includes details of 0

• The competent person who carried out testing and thorough examination! date! place

and signature.

• ame and address of maker or supplier.

7/25/2019 q&a meo 1


• ominal diameter.

• umber of strands.

• umber of wires per strand.

• Type of core.

• 3ay of wire.

• Jate of test of sample.• @uality of wire Amm2#.

• 3oad at which sample broke tonnes#.

• *afe working load of rope tonnes#.

• Intended use.

4. I*/ 64C; - 5ranes $ire ropes 5are! maintenance! installation! examination and discard !

sets out more comprehensive guidelines in comparison with those included in the I3/ booklet.

Maintenance!"

1. Eisual inspection of all ropes for broken wires! flattening! basket distortion! excessive wear orsurface corrosion! or other signs of damage.

2. 5hecks of all rope terminations.

4. &ll wire ropes on lifting appliance should be regularly coated with a dressing free from acid

and alkali.

6. The dressing should be applied where it is practical and safe to do so! the dressing should be

applied where the rope passes over pulley! as the bending of the rope facilitates the penetration

of dressing.

7. It may be necessary to clean wire ropes used in dusty or abrasive environments thoroughlybefore applying the dressing.

8. If a wire rope has deteriorated! the defective parts should not be oined together

7/25/2019 q&a meo 1


. $iscuss the mandatory records to be maintained under 4, 8>>7!?>>3 .

$ocuments re'uired by 4, 8>>7!?>>3 are

• Jocumented statements of a =uality policy and =uality obectivesD

• & =uality manual

• Jocumented procedures re=uired by this International *tandard specifically for the

following six activities 01. 5ontrol of documentsC. 5ontrol of records=. Internal audit0. 5ontrol of nonconforming product2. 5orrective action

@. reventive action

Jocuments needed by the organi+ation to ensure the effective planning! operation and control

of its processes! and ,ecords re=uired by this International *tandard

<ecords re'uired by 4, 8>>7!?>>3 are

1. Management reviewsC. <ducation! training! skills and experience=. <vidence that the reali+ation processes and resulting product fulfill re=uirements0. The results of the review of re=uirements related to the product and actions.2. Jesign and development inputs relating to product re=uirements@. ,esults of design and development reviews and any necessary actionL. ,esults of design and development verification and any necessary actions3. ,esults of design and development validation and any necessary actions/. ,esults of the review of design and development changes and any necessary actions1J.,esults of supplier evaluations and any necessary actions arising from the evaluations11. &s re=uired by the organi+ation to demonstrate the validation of processes where the

resulting output cannot be verified by subse=uent monitoring or measurement.

1C..The uni=ue identification of the product! where traceability is a re=uirement.1=.5ustomer property that is lost! damaged or otherwise found to be unsuitable for use.10.(asis used for calibration or verification of measuring e=uipment where no international

or national measurement standards exist.12.The validity of the previous measuring results when the measuring e=uipment is found

not to conform to the re=uirements.1@.,esults of calibration and verification of measuring e=uipment.1L.Internal audit results and follow-up actions.13.Indication of the persons# authori+ing release of product.

7/25/2019 q&a meo 1


1/.ature of the product non-conformities and any subse=uent actions taken! including

concessions obtainedCJ.,esults of corrective actionC1.,esults of preventive action

The ealth and ,a+ety @ ,A, uide

,A, 73>>7 is a standard used for an occupational health and safety management

system! which enables an organisation to control its risks and improve its performance in thisarea. The standard provides a systematic approach to identifying ha+ards! and then either

eliminates or reducing the risks of the ha+ards.

%ene+its

1. <educe ris&s - it can contribute to a healthier working environment and help reduceaccidents! employee illness and lost time.

C. 4mproved sta++ morale - it can help support improved staff morale and offers potential

reductions in liability claims and lower insurance premiums.=. -redibility - your organisation can benefit from increased credibility by having an /G*

management system independently assessed.0. ,upplier o+ choice " it lets you work with companies where certification to /G*&*

1:CC1 is a contractual re=uirement.

Q:-2ith respect to &nneF of Marpol eplain the si%ni4cance of followin%

9ar#a%e mana%ement plan and %ar#a%e record #oo"

9ar#a%e mana%ement plans and %ar#a%e record"eepin% ($e%ulation N)

7/25/2019 q&a meo 1


E16 $ery ship of 0JJ tons gross tonnage and aboe, and eery ship which is

certied to carry 12 persons or more, shall carry a %ar#a%e mana%ement plan

which the crew shall follow. %his plan shall proide written procedures for collecting,storing, processing and disposing of garbage, including the use of the e?uipment

on board. It shall also designate the person in charge of carrying out the plan. uch

a plan shall be in accordance with the guidelines deeloped by the 'rganisation and

written in the working language of the crew.

EC6 $ery ship of 0JJ tons gross tonnage and aboe and eery ship which is

certied to carry 12 persons or more engaged in oyages to ports or oDshore

terminals under the urisdiction of other 4arties to the +onention and eery Ged

and oating platform engaged in eGploration and eGploitation of the sea-bed shall

be proided with a 8arbage Record 5ook. %he 9ar#a%e $ecord ?oo" , whether as

a part of the ship>s o<cial log-book or otherwise, shall be in the form specied inthe appendiG to this !nneG

!ntries in the 9ar#a%e $ecord ?oo"

8. $ntries in the 8arbage Record 5ook shall be made on each of the following

occasions:

#hen garbage is discharged into the sea:

• &ate and time of discharge

• 4osition of the ship Elatitude and longitude6

• +ategory of garbage discharged

• $stimated amount discharged for each category in cubic meters

• ignature of the o<cer in charge of the operation.

#hen garbage is discharged to reception facilities ashore or to other ships:

• &ate and time of discharge

• 4ort or facility, or name of ship

• +ategory of garbage discharged• $stimated amount discharged for each category in cubic metres

• ignature of o<cer in charge of the operation.

#hen garbage is incinerated:

• &ate and time of start and stop of incineration

• 4osition of the ship Elatitude and longitude6

7/25/2019 q&a meo 1


• $stimated amount incinerated in cubic metres

• ignature of the o<cer in charge of the operation.

!ccidental or other eGceptional discharges of garbage

• %ime of occurrence

• 4ort or position of the ship at time of occurrence

• $stimated amount and category of garbage +ircumstances of disposal,

• escape or loss, the reason therefor and general remarks.

8. $eceipts

• %he master should obtain from the operator of port reception facilities, or

from the master of the ship receiing the garbage, a receipt or certicate

specifying the estimated amount of garbage transferred.• %he receipts or certicates must be kept on board the ship with the 8arbage

Record 5ook for two years.

8.+ &mount of %ar#a%e

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

separately according to category.

%he 8arbage Record 5ook contains many references to estimated amount of

garbage.

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

interpretation. 7olume estimates will diDer before and after processing. ome

processing procedures may not allow for a usable estimate of olume, e.g. the

continuous processing of food waste. uch factors should be taken into

consideration when making and interpreting entries made in a record book.


ther similar dischar%es ecluded from the purview of operational wastes

ther similar dischar%es

7/25/2019 q&a meo 1


%he denition of Soperational wastesS Eregulation 1.1C of M!R4' !nneG 76

eGcludes grey water, bilge water, or other similar discharges essential to the

operation of a ship.

Sther similar dischar%esS essential to the operation of a ship include, but are

not limited to the following:

• boilerBeconomiser blowdownX

• boat engine wet eGhaustX

• chain locker eYuentX

• controllable pitch propeller and thruster hydraulic uid and other oil to sea

• interfaces Ee.g. thruster bearings, stabilisers, rudder bearings, etc.6X• distillationBreerse osmosis brineX

• eleator pit eYuentX

• remain systems waterX

• freshwater lay-upX

• gas turbine washwaterX

• motor gasoline and compensating dischargeX

• machinery wastewaterX

• pool, spa water and recreational watersX

• sonar dome dischargeX and

•

welldeck discharges.

#hile cleaning agents and addities contained in hold washwater, and deck and

eGternal surface washwater are considered Soperational wastesS and thus

SgarbageS under !nneG 7, these cleaning agents and addities may be discharged

into the sea so long as they are not harmful to the marine enironment.

Q:-Di<erentiate #etween oAcial lo%#oo"; dec" and en%ine room lo% #oo"

hi%hli%ht their salient features and di<erences ;also enlist the num#er of

documents which are handed over #y relieved C! durin% si%nin% o< from

a vessel.

!"#$R :

7/25/2019 q&a meo 1


Acial lo% #oo"

!s per M! 1/23 o<cial log book

M! C1C-1 !n o<cial log shall be kept in the prescribed form in eery Indian ship

eGcept a home-trade ship of less than two hundred tons gross.ECJJ6.

M1& -:-%he o<cial log may, at the discretion of the master or owner, be kept

distinct from or united with the ordinary ship>s log so that in all cases the spaces in

the o<cial log book be duly lled up.

1. Must be kept on eery ship unless eGempted it is aailable with engagementand discharge documents from concerned ag state o<cer.C. Must be completed in accordance with M.. act Eo<cial log book6=. Must be kept in one book coering all seamen onboard and remains in force

from time of opening crew agreement until closure of crew agreement.0. It must be deliered on closure to ag state concerned.2. It must be produced by master if demanded to the superintendent Bsureyor,

port authorities etc.@. $ach entry must be dated and signed, witnessed in accordance with the

regulations and the schedule.

'<cial log book summery:-

1. ;ront coer: +ontains ship>s particulars, date and place of opening and

closing o<cial log book.C. Record of seamen employed in the ship.=. $ntries of birth and deaths, deceased seaman>s property, death in?uiry.0. Record of musters, boat drills and re drills, training of crew, inspection of life

saing appliances and re ghting e?uipment.2. Record of test drills and inspections of ship>s steering gear.@. Record of tests and inspection of pilot hoists.L. Record of inspection of crew accommodation.

7/25/2019 q&a meo 1


3. Record of inspections carried out in accordance with I' conention no. @3 of

1/0@ of supplies of food and water proided for the crew./. oad line, depth of loading.1J.&ates of departure from and arrial at each port with draught of water and

freeboard.11.ailing short handed.1C.!ccidents, distress incidents, reasons for not going to assistance.1=.#age disputes, discharges of crew, crew left behind, property of crew left

behind, illnesses and inuries.10.+ode of conduct breaches by crew.

upplementary '<cial ogs and Records

1. Acial lo% #oo" Epart II passenger ships6:-It maintains recording of the

opening and closing of water tight doors, closing and opening in hulls and

water tight bulkheads.C. $adio tele%raph lo% :-In includes routine test, particulars of messages

transmitted and receied.=. $adio telephone lo%:-It records details of operators, battery condition,

battery charging, messages transmitted and receied.0. 9MD11 lo%:-It records distress signals, safety tra<c communication n the

position of the ship at least once a day.2. il record #oo"s X

Dec" lo% #oo"

1. %he deck log book of a ship is an important document that is used to record

arious data, scenario and situations Eincluding emergency situation and action

which is later used for reference, case study and for insurance purpose in case of

damage to the ship or loss of ship>s property.

7/25/2019 q&a meo 1


C. %he deck log may, at the discretion of the master or owner, can be kept united

with the ship>s o<cial log book log so that in all cases the spaces in the o<cial log

book be duly lled up. ;or this reason the log book of a ship should be properly lled

without any errors.

=. ;ollowing are the entries which must be lled up by the &eck o<cer duringhisBher watch:Efor reference only6

1. 4osition of the ship in atitude and ongitude at diDerent interalsC. %ime to be noted when "aigation marks are passed=. %ime, details and reason if there is any course alteration0. d6+ondition of weather and changes if any2. Moement of the ship at sea including rolling, pitching, heaing etc@. &etails of any abnormal conditionL. peed of the propulsion engine and speed of the ship in knots3. If inoled in any kind of accidents like stranding, grounding etc. then details

for the same

/. $ntry to be made if any physical contact with oating obect or essel ismade

1J.&etails of the distress signal receied11.$ntry for what kind of assistance is gien to the distress signal sender1C.If salage operation is performed, complete details to be entered1=.m6If there is an oil spill or other pollution accident, position of the ship, time

and complete incident to be recorded10.Record of general watch routines performed including re watch12.%ime of arrial and departure and $%[email protected] berthing or anchoring is planned, time for the same to be noted.

'ther entries as re?uired by master, company and administration should also be

recorded in the log book without fail.

!n%ine room lo% #oo"

1. !n engine room log book is a track record of all ship machinery parameters,

performance, maintenance, and malfunctions. %he recorded alues and informationare used as a reference, to compare and record data that can be used for insurance

claim if some accidents take place.

C. ! responsible watch keeping engineer has to ll the log book for hisBher own

watch period without fail, along with the signature of all watch keepers for their

concerned watch timings.

7/25/2019 q&a meo 1


=. +hief engineer also must counter sign this book eery day to make sure all the

entries are being lled in it as per the company re?uirement. In this article, we will

discuss the important things that are to be mentioned in the engine room log book.

;ollowing entries must be lled in the engine room og 5ook:

1. &ate and oyage where the ship is headingC. %he position of the ship E at sea, at port or at anchorage6=. Readings and 4arameters of Main 4ropulsion $ngine0. Readings and 4arameters of !uGiliary $ngine E8enerators62. Readings and 4arameters of 'ther running Machineries@. Main engine R4M and oad on the $ngine .L. peed of the ship in knots.3. &aily $ntry for all the lube oil R'5 E Rest or Remaining onboard6/. &aily entry for all grade of ;uel 'il Remaining onboard.1J.Remaining onboard alue of ludge and 5ilge11.Running )our +ounter for important machinery1C.Running details of 'il 4ollution 4reention $?uipment E%ime and 4osition61=.Record of any Maor 5reakdown and reason for the same.10.Record of Incident or accident in the engine room E;ire, ;looding etc612.Record of grounding, collision and other [email protected] of Maor oerhauling of important machineries1L.Record of all 5unkering operation E %ime, 4lace and ?uantity613.Record of all ludge and garbage disposal operation.1/.Remarks for additional work done in a watchCJ.Remarks for ureys and 4+ inspection.C1.ignature of the concerned watch keeperCC.ignature of +hief engineer to make sure all entries are in position

"umber of documents which are handed oer

1. list of status of sureysBcerticates, ?uarterly listings .C. condition of class stated if any.=. handing oer report.0. fuel oilB diesel oilB lube oil soundings conrm actual gures .2. oyage re?uirements for fuelBlubes.@. oil record book.L. bunker consumption record and charter party re?uirements.3. 4M status of mainBauGiliaryB electrical machineries./. spares on board.1J.stores on board .11.alarm checklist.1C.critical e?uipment check list.1=.list of precision instruments on board .10.records of 4+ inspection.12.cargo e?uipments maintenance records.1@."'G technical le.

7/25/2019 q&a meo 1


1L.5unker deliery notes .13.special tools list.1/.list of manuals B drawings aailable on board .CJ.training records.

!ny other documents pertaining to the particular type.

Q:- %he essel where you are posted as +hief $ngineer is undergoing dry-docking

and a serious re occurs on the deck because of welding work. Illustrate the

documented procedures to deal with such emergency and its adantage oer non-

documented actionsH

$Gplain the diDerent ship related contingencies against which document procedures

are maintained under emergency preparedness of IM +odes.

!"#$R :-

!ccording to the IM code the company should make documented procedures to

identify, describe and respond to potential emergency shipboard situations. %hecompany should establish programs for drills and eGercises to prepare for

emergency actions. %he safety Management ystem EM6 should proide for

measures ensuring that the company>s organization can respond at any time to

hazards accidents and emergency situations inoling its ships.

&ue to the nature of dry dock repair actiities Ethat means it inoles numerable

obs of astly aried and dierse nature6 it is challenging task to deice a re

ghting plan that will satisfactorily operate under all conditions.

%hus, necessarily in such a situation a suitable re ghting plan should be open to

fre?uent changes and thus should be highly eGible in nature.

;ire on board a ship is also a documented procedure in the M of eery company.

5ut during dry dock the procedure will be changed due to imitations in dry dock.

• hip hae limited re ghting ability at dry dock

• "ature of obs inoling re ghting e?uipments fre?uent change in re

ghting plan.

7/25/2019 q&a meo 1


• Maor obs carried out on deck so that 4rimary muster station may change.

• 8eneral $mergency !larm may be under maintenance, may not be working.

• ;ire ;ighting !ppliances may be out for repairs.

• hip staD may hae aailed shore leae.

• hore 8angs who are not ery much familiar with the ship may be working at

seeral locations.

;IR$ &(RI"8 &R* &'+ &'+(M$"%$& 4R'+$&(R$:-

&ue to nature of dry dock repair actiities, it is a challenging task to deice a re

ghting plan that will satisfactorily operate under all condition. %hus, necessarily in

such a situation a suitable re ghting plan should be able to fre?uent changes and

thus should be highly eGible in nature.

%o prepare a documented system following should be kept in mind:-

16 $arlier primary station may not be suitable for muster due to repair work

C6 7essel general emergency alarm may be under repair

=6 hip>s crew may hae gone for a shore leae

06 ;ire ghting appliances may be gone ashore for sericing

%herefore documented procedure prior entry to dry dock will include carrying out a

risk assessment for contingencies specic to dry dock.

?rid%in% Document (interface contract):-&ocument that aligns and co-

ordinates the re?uirements and responses of arious parties in relation to a

specic aspect of a proect. "'%$ +ommonly used to align and co-ordinate the

emergency response procedures for owner and contractors.Ealso see full bridging

document6

Master should make it clear to dry dock personnel that its his responsibility to take

suitable precaution against re, testing and certication of space prior to any hot

work. &ocumented action plan should be drawn along with yard personnel and

agreed upon by ship and shore staD.

In a dry dock the responsibility for carrying out hot work and the associated permit

lies with the dock personnel. )oweer ship staD must initiate action against a

contingency and co-ordinate response.

The documented procedure will #e ---

) The procedure for informin% the yard is documented and is to #e

7/25/2019 q&a meo 1


understood.

) 0um#er for emer%ency helpline to #e conspicuously displayed

+) =ire lines to #e "ept char%ed via shore throu%h 311C

8) 1uita#le muster station for all teams to #e declared and made aware at

#e%innin% of the day alon% with plannin% and allocation of the wor"

6) 1tatus of %eneral emer%ency alarm to chec" E) Acers at mana%ement level to #e familiar with doc" evacuation

procedure; and doc" emer%ency plan.

*) o%s of attendance for ship and yard personnel to maintain

O!!'309 &?F! '30T1 30 M30D TH! $!1T = TH! '$C!D>$! 23 ?!

1&M! 3O!:-

) 'erson witnessin% 4re to shout and inform every#ody a#out nature and

location of 4re

) !mer%ency teams to 4%ht the 4re and evacuate casualties

+) 1upport team to help in #oundary coolin% ;evacuation; 4rst aid etc.

8) Technical team to cut necessary electrical supply etc.

&DF&0T&9!1 = DC>M!0T!D '$C!D>$!:-

) Documented plans are ship speci4c and hence more e<ective

) 'ersonal speci4c responsi#ilities are dele%ated and therefore

resources can #e 5uic"ly mo#iliGed

+) Documented procedure helps in 5uic" familiariGation

8) Documentation; ship plan etc. help shore personnel to access situation

suita#ly

6) &voids duplication of e<orts; confusion and chaos

E) 3t reduces dama%e to property and loss of life

*) 3t helps in insurance claims

,) 3t helps analyGe procedures and ena#le improvisation

N) Human error due to poor decision ma"in% is minimiGed.

i"ewise there are so many contin%encies which are covered in 31M

and all have documented procedure.

;ollowing is the list of some of these contingencies:-

16 +ollision

C6 8roundingBtranding

=6 ;ire

06 $lectrical power failure

26 ;looding

7/25/2019 q&a meo 1


@6 teering failure

L6 Main engine failure

36 4ollutionB spill

/6 Man oerboard

1J6 )eay weather

116 )elicopter operation 1C6 %errorism and piracy

1=6 erious inury

Q:-!plain the di<erence #etween 31M and 31 certi4cation.

31M 31

IM +ode is an

international standard for

the safe management

and operation of ships

focusing towards the

protection of the

enironment and the

safety of the crew as well

as e?uipment.

I' /JJ1:CJJ3 species

re?uirements for a ?uality

management system

which ensures that a

company proides

productsBserices that

meet customer as well as

any applicable statutory

and regulatoryre?uirements.

%he IM +ode is

mandatory for all essels

of more than 2JJ gross

tonnages including

mobile oDshore drilling

Moreoer, I' /JJ1 aims

to enhance customer

satisfaction. "ot

mandatory

7/25/2019 q&a meo 1


units.+ %he mandatory IM +ode

ensures that shipboard

risks are managed

eDectiely and

performance is improed.Its re?uirements include

measures to establish

safety procedures and

preent pollution.

I' standard proides a

aluable addition to IM.

It ensures that your

?uality management

system has beenmeasured against best

practice. #ith its strong

focus on customer

satisfaction,

I'atisfaction I' is an

eGcellent tool to

continually improe

management systems

and processes.8 IM ensures continual

improement,enhances

operational e<ciency and

preention of ientiedd

risks .

I' ensures ?uality of

important processes and

serices, thereby

demonstrating that you

are s to ?uality6 IM reduces the likelihood

of accidents or pollution

incidents

I' focuses on customer

satisfaction and enhances

your reputationE IM personnel prepared,

ready and trained to

respond to emergencies

I' improes

performance and

productiity

* %he IM code alsore?uires a clear

statement emphasizing

the Master>s

oerriding authority and

the responsibility to make

decisions with respect to

safety and pollution

preention.

%he I' /JJ1 standardre?uirements are similar

although they are ?uality

oriented and related to

customer satisfaction.

, %he IM code re?uires a

&esignated 4erson !shore

E&4!6 who ensures andmonitors the safe

operation of cmpay

hipsons proiding links

between the company

and the crew nbarood.

%he &4! is re?uired to

'n the other hand the

I' /JJ1 standard

re?uires the position of aQuality Management

Representatie who is to

be assigned with the

responsibility and

authority to ensure that

the ?uality management

7/25/2019 q&a meo 1


hae direct access to the

highest leel of

management.

system processes are

established, implemented

and maintained.N 'ne re?uirement that is

not contained in the I'

but is mentioned withinthe IM code is

$mergency

4reparedness.

%he closest re?uirement

of I' to emergency

preparedness is the needfor control of non-

conforming products

7 %he implementation of

the IM code is

mandatory in order to be

able to be engaged in the

maritime market

'n the other hand the

implementation of I'

tandards in the shipping

industry can proide

benets related to the

improement of the

serice ?uality proided

by the company as well

as enhancing customer

satisfaction.

5oth I' /JJ1 and the IM +ode specify a systematic approach to management

by those responsible for management of ships. IM +ode with I' /JJ1 proides abasis for ensuring management systems are also drien by customer needs for the

continued success of a shipping company.

Regarding shipboard management the company is re?uired according to the

IM code as well as the I' /JJ1 standard to hae deeloped a set of company

obecties and policies.

Quality obecties should be established within releant procedures of the company

and they should be measurable and consistent with the ?uality policy. uch

obecties may be:

1. )igh ?uality serices as measured by internal and eGternal audits A non-conformances,

C. +ustomer satisfaction which can be measured through customer sureys and

complaint handling procedures,

=. +rew training improement measured through crew training ealuations,

7/25/2019 q&a meo 1


0. "on +onformities reduction measured through internalBeGternal audits and

monitoring procedures

5oth the IM and I' /JJ1 re?uire that any mandatory re?uirements, laws and

regulations are to be followed and implemented accordingly.

%he IM code states specically that the company>s deeloped safetymanagement system should ensure that compliance with mandatory rules and

regulations is achieed throughout shipboard operations and that any other

applicable codesBguidelines etc that are being recommended by the ;lag

!dministrations, the +lassication ocieties, the IM' etc are taken into account.

5oth the IM code and I' /JJ1 re?uire dened leels of authority,

responsibility and lines of communication.

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

1. 3denti4cation; maintenance and certi4cation of loose liftin% %ear

!"#$R :-

3denti4cation; maintenance and certi4cation of loose liftin% %ear

3denti4cation :-

1. oose gear is any item which attaches the load to the appliance or an

interchangeable item in the load path, not permanently attached to the lifting

appliance or which are not an integral part of the lifting appliance. oose gear

may also be known as lifting gear or lifting accessories.C. oose gear items include: hooks, blocks, chains, shackles, swiels, rings,

links, slings, grab buckets, spreaders, lifting beams and lifting frames.=. $ery lifting e?uipment and its component parts shall be identied with a

isible marking including the safe working load E#6.0. $ery item of the loose gear should be legibly and durably marked with a

alphanumeric identication mark to relate it to record of test eGamination and

where appropriate to indicate the ?uality of steel from which it is made.

7/25/2019 q&a meo 1


2. #here prominent it should be incised, stamped or outline- welded.@. #here practicable,the # should be marked on the e?uipment prominently.

)oweer where this is not possible Ei.e., a small lifting gear6, a coding system

can be used to proide the user with the re?uired information. $Gamples of

such systems include colour coding or attaching some form of label.

L. #here a number of lifting accessories are assembled to form a single liftinge?uipment which is not dismantled after use, the assembly should be marked

to indicate its safety characteristics to users.3. #here there are other characteristics which may cause a lifting accessory to

become unsuitable for use in a particular application, this information should

be marked or otherwise made aailable to the user.

Certi4cation :-

1. !rticle C2EC6 of the 'ccupational afety and )ealth E&ock #ork6 +onention,

1/L/ E"o. 12C6, re?uires that Ua register of the lifting appliances and items of

loose gear shall be kept in a form prescribed by the competent authority.C. $ery item of loose gear shall, before being taken into use for the rst time

be tested, thoroughly eGamined and certied by a competent person in

accordance with the re?uired regulations.=. (pon satisfactory completion of the procedures indicated, the competent

person shall complete and issue the Register of ifting !ppliances and attach

the appropriate +erticates. !n entry shall be made in 4art I of the Register.• %he certication form to be used in conunction with this Register E;orm "o.

16 is ;orm "o. = P +erticate of test and thorough eGamination of loose gear.

It contains the Identity of national authority or competent organization,

"ame of hip, +erticate "o., 4ort of Registry, "ame of 'wner, &istinguishing

number or mark, &escription of loose gear, "umber %ested, &ate of test, %estloaded Etonnes6, afe working load E#6 Etonnes6, "ame and address of

makers or suppliers, "ame and address of the rm of competent person and

instructions.

7/25/2019 q&a meo 1


Maintenance of loose %ears :-

1. Inspection of hooks and other load-lifting attachments, safety catches and swiels

for damage, free moement or wear, and checks to ensure that hook shank threadsand securing nuts do not show signs of eGcessie wear or corrosion.

C. Inspections of blocks should check that:

• T sheaes are not cracked at the rim, and no part of the rim is missingX

• T grooes are not eGcessiely wornX

• T sheaes turn freely and smoothlyX

• T head-tting swiels are securely fastened and free from isible defectsX• T shanks are not distorted, turn freely by hand and are not slack in their

holes.

=. Regular isual inspections of eery item of loose gear shall be carried out by a

responsible person before use. ! record of these regular inspections is to be entered

in 4art II of the Register of appliances and loose gears, but entries need only be

made when the inspection has indicated a defect in the item.

0. $ery item of loose gear shall be thoroughly eGamined by a competent person at

least once in eery 1C months. %he particulars of these thorough eGaminations shall

be entered in 4art I of the Register.

2. Retesting and thorough eGamination of eery item of a loose gear is to be carried

out after eery substantial alteration or renewal or after repair of any stress bearing

part. It should be entered in part I of the register.

@. "o new item of loose gear shall be manufactured of wrought iron. )eat treatment

of any eGisting wrought iron components should be carried out to the satisfaction of

the competent person. "o heat treatment should be applied to any item of loose

gear unless the treatment is in accordance with the manufacturer>s instructionX to

the satisfaction of the competent person. !ny heat treatment and the associated

eGamination are to be recorded by the competent person in 4art I of the Register.

L. )ammer tests may be carried out to inestigate eGtent of corrosion, non-

destructie eGamination to inestigate any cracking, where necessary dismantling

of moing or concealed parts to inestigate wear and tear, where necessary.

3. oose gear should be stored in area where they will not be subected to

mechanical damage, corrosie action, moisture, eGtreme temperatures etc.

7/25/2019 q&a meo 1


/. hock loading should be aoided. oose gear should neer be kept under

prolonged tensions. %hreads of eye-bolts and shackles to be maintained in good

condition to ensure proper tightening.

Q:- 2hy is dry-doc"in% referred to as a maIor event in the maintenance of

a ship/

&s a Chief !n%ineer eplain di<erent steps that need consideration while

plannin% a dry-doc"in% proIect of a ship due for its 4rst special survey.

!"#$R :-

1. &ry-docking is referred to as a maor eent in the maintenance of a ship

because of reason that without it the underwater portion of ship cannot be

assessed and due to the eGtent of sureyBitems to be eGamined during dry

docking.C. &ry docking is a process whereby a ship is brought into a dock which is then

emptied of sea water so that work can be performed on the eGterior part of

the ship below the waterline.=. %he purpose of dry docking is to eGamine underwater hull and ttings, assess

their condition and carry out re?uired repair and maintenance.0. !s per M.. cargo ship construction and surey rules EI"&I!6 1//1, eery

essel has to dry dock twice in 2 years in which the intermediate dry dockshould be at two and half years but can be eGtended up to = years.

Intermediate dry dock can be replaced by in water surey, but the ship has to

be dry docked at 2 year interal.2. M.. cargo ship construction and surey rules 1//1 also states that propeller

shaft and the tube shaft driing screw propellers shall be withdrawn and

sureyed at interals not eGceeding two and half years, but 4rincipal o<cer

can eGtend it up to = years. )oweer, depending upon the tail shaft system

like oil bath or water bath, keyless propeller or keyed propeller, the surey

re?uirement can be eGtended. 'ne of the dry docking has to coincide with

the special surey, which is done once in 2 years.

$e5uirement of special or class renewal surveyP - for 4rst special survey

ship R 6 years

1pecial 1urveys are to #e carried out at 6 years intervals to renew the

Classi4cation Certi4cate.

7/25/2019 q&a meo 1


! docking surey in accordance with the re?uirements of class is to be carried out

as part of the special surey.

there are two special surey special surey )ull and machinery

1pecial survey hull

%he rst special surey is to be completed within 2 years from the date of the initial

classication surey and thereafter 2 years from the assigned date of the preious

special surey. )oweer, an eGtension of class of = months maGimum beyond the

2th year may be granted in eGceptional circumstances.

;or sureys completed within = months before the eGpiry date of the special

surey, the neGt period of class will start from the eGpiry date of the special surey.

;or sureys completed more than = months before the eGpiry date of the special

surey, the period of class will start from the surey completion date.

%he special surey may be commenced at the 0th annual surey and be progressedwith a iew to completion by the 2th anniersary date.

!s part of the preparation for special surey, the thickness measurement and

surey programme is to be dealt with, in adance of the special surey. %he

thickness measurement is not to be held before the 0th annual surey.

Record of special surey will not be assigned until the machinery surey has been

completed.

pecial urey I E2 years old6 :-%ank internal eGamination re?uirements for steel

craft

• 4eaks:-!ll tanks

• alt water ballast:-!ll tanks

• ubricating oil:-"one

• ;resh water:-"one

• 'il fuel:-"one

• anitary:-!ll tanks

Thic"ness measurement

%he thickness measurements are normally to be by means of ultrasonic test

e?uipment and are to be carried out by an approed rm.

%hickness measurements may be carried out within the 1C months prior to the due

date of the special surey.

%he minimum re?uirements for thickness measurements are !s per ship type and

age of ship.

7/25/2019 q&a meo 1


%hickness measurements are normally to be carried out under the superision of

the ureyor. )oweer, the ureyor may accept thickness measurements not

carried out under his superision subect to re-checking the measurements as

deemed necessary to ensure acceptable accuracy.

! thickness measurement report is to be prepared. %he report is to gie the locationof measurements, the thickness measured as well as corresponding original

thickness. ;urthermore, the report is to gie the date when the measurements were

carried out type of measurement e?uipment, names of personnel and their

?ualications and has to be signed by the operator. %he report is to be eried and

countersigned by the ureyor.

pecial urey I E2 years old6 uspect areas, as re?uired by the ureyor and may

include areas where the coatings are found to be other than in 8''& condition .

special survey- machinery

%he machinery special surey becomes due e years from the date of build orfrom the last assigned machinery special surey EM6 date.

(pon satisfactory completion of the machinery special surey an appropriate

record will be entered in the supplement of Register of hips.

+ontinuous surey of machinery E+M6

!t the re?uest of the 'wners and upon approal of the proposed arrangement a

system of continuous surey of machinery E+M6 may be undertaken whereby the

re?uirements of special surey of machinery are completed within a e year

period. %he surey cycle is to be such as would ensure that the interal betweenconsecutie eGamination of each item does not eGceed e years and it is eGpected

that approGimately an e?ual proportion of the machinery would be subected for

surey each year.

;urther parts of machinery may re?uire to be opened if any defects are found

during the course of urey of any item and the defects made good to the

satisfaction of the ureyor

1urvey re5uirements machinery

!ll auGiliary engines driing the generators and other essential machinery

together with their coolers and attached pumps are to be opened up and eGamined

as considered necessary by the ureyor. !larms and safety deices tted on these

units are to be included in this surey.

!ll air receiers and other pressure essels for essential serices together with

their mountings and safety deices are to be cleaned internally and eGamined

7/25/2019 q&a meo 1


internally and eGternally. If an internal eGamination of an air receier is not

practicable it is to be tested hydraulically to 1.= times the working pressure.

!ir compressors are to be opened up and coolers tested as considered

necessary by the ureyor. elected pipes in the starting air systems are to be

remoed for internal eGamination and hammer tested. If an appreciable amount oflubricating oil is found in the pipes the starting air system is to be thoroughly

cleaned by steaming or other suitable means. ome of the pipes selected are to be

those adacent to the starting air ales at the cylinders and to the discharges from

the air compressors.

4ropulsion system:-shafts thrust block and all bearings are to be eGamined. %he

lower hales of bearings need not be eGposed if alignment and wear are found to be

acceptable.

!n eGamination is to be made as far as practicable of all propulsion gears

complete with all wheels, pinions, shafts, bearings and gear teeth, thrust bearingsand incorporated clutch arrangements.

!ll pumps, heat eGchangers, forced draught fans, etc. used for essential purposes

are to be opened up and eGamined as considered necessary by the ureyor.

%he ales, cocks and strainers of the bilge system including bilge inection are to

be opened up as considered necessary by the ureyor and together with pipes, are

to be eGamined and tested under working conditions. If non-return ales are tted

in hold bilges, these are to be opened up for eGamination.

Reduction gears, eGible couplings and clutch arrangements are to be opened as

considered by the ureyor in order to permit the eGamination of the gears, gearteeth, spiders, pinions, shafts and bearings, reersing gears, etc. $ssential parts of

other power transmission arrangements are to be opened up and eGamined as

considered necessary by the ureyor.

)olding down bolts and chocks of main and auGiliary engines, gear cases, thrust

blocks and tunnel bearings are to be checked.

Intermediate shafts and bearings, thrust bearings and their seating are to be

eGamined. %he lower hales of bearings need not be eGposed if alignment and wear

are found acceptable.

ea connections:- !ll openings to the sea including sanitary and other oerboard

discharges in the machinery spaces and pump rooms together with ales and

cocks are to be eGamined internally and eGternally.

Internal combustion engines for propulsion:-!ll working parts of the engines and

their attached pumps are to be opened and eGamined. %hese are to include all

cylinders, cylinder heads, ales and ale gear, pistons, piston rods, cross-heads,

7/25/2019 q&a meo 1


guides, connecting rods, crankshafts, ibration dampers and all bearings, camshafts

and driing gear, fuel pumps and ttings, scaenge pumps, scaenge blowers and

their prime moers, superchargers, air compressors, inter coolers, clutches, reerse

gears, crankcase door fastenings and eGplosion relief deices and such other parts

of the machinery as may be considered necessary. Integral piping systems are to be

eGamined. %he maneuering of engines is to be tested under working condition.

(nattended machinery spacesBRemote control systems:-the proper operation of the

safety deices will be checked, in particular, such as emergency stops, emergency

astern moement, standby control of the propelling gear, re alarm.%he log

recording the operating conditions is to be checked.

$lectrical e?uipment surey re?uirements:-!n electrical insulation resistance test is

to be made on the electrical e?uipment and cables.

%he ttings on the main and emergency switchboards, erify that they proide

suitable protection for their respectie circuits. 8enerator circuit-breakers are to be tested, so far as is practicable, to erify that

protectie deices, including preference tripping relays, if tted, operate

satisfactorily.

%he electric cables and their securing arrangements are to be eGamined,

!ll generators and steering gear motors are to be eGamined and are to be operated

under working conditions, though not necessarily under full load or simultaneously.

"aigation light indicators are to be tried under working conditions, and correct

operation on the failure of supply or failure of naigation lights eried.

$mergency lighting, transitional emergency lighting, supplementary emergency

lighting, general emergency alarm and pump address systems are to be tested as

far as practicable.

#here batteries proide the source of power for any essential serices, their

installation, including charging and entilation arrangements, is to be eGamined.

'reparation for survey:-

+B$ should consider following things while planning for dry dock Brst special surey

%he ship is to be prepared for oerall surey in accordance with the re?uirements .

%he preparation is to be of su<cient eGtent to facilitate an eGamination to ascertain

any eGcessie corrosion, deformation, fractures, damages and other structural

deterioration.

• &efect list to check

7/25/2019 q&a meo 1


• class status report to be checked and prepare a list of items due for the

surey. and send it to the superintendent for arranging sureyor for this.• "ecessary action, such as %anks and spaces are to be safe for access, i.e. gas

freed, entilated and illuminated.• !lso stock of spare ,tools and store to be check and ensure ade?uate is

aailable for dry docking .• %he &etailed dry dock plan will be prepared together with the ships

superintendent .• +heck painting re?uirements for hull and adise master accordingly for

raising a re?uisition for paints.• +heck theX last anchor chain report and accordingly prepare for anchor and

anchor chain inspection.• +arry out a gauging inspection B thickness measurement and establish the

scope of steel repairs.• Make a complete list of all certicates eGpiringX list of conditions of class to be

dealt with is clear, list of new applicable regulations to be attended to is

aailable.• Modications Bfabrications if any as per new regulations should be prepared.

• In preparation for surey and thickness measurements and to allow for a

thorough eGamination, all spaces are to be cleaned including remoal from

surfaces of all loose accumulated corrosion scale.• u<cient illumination is to be proided to reeal corrosion, deformation,

fractures, damages or other structural deterioration.• ;or the surey, means are to be proided to enable the sureyor to eGamine

the hull structure in a safe and practical way.

!5uipment for survey :- %hickness measurement is normally to be carried out bymeans of ultrasonic test e?uipment. %he accuracy of the e?uipment is to be proen

to the ureyor as re?uired. %hickness measurements are to be carried out by a rm

approed by the society.

'ne or more of the following fracture detection procedures may be re?uired if

deemed necessary by the ureyor:

W Radiographies e?uipmentX

W (ltrasonic e?uipmentX

W Magnetic particle e?uipmentX

W &ye penetrant.

&ocument and drawing to be kept ready before dry dock

7/25/2019 q&a meo 1


• 8eneral arrangement plan

• %ank arrangement and capacity plan

• hell eGpansion plan

• ;ire plan

• Muster list

• &etail of ships communication system• +lass surey reports,

Q:-3llustrate mean piston speed; its si%ni4cance on consumption of fuel oil.

!plain how mean piston speed is related to r.p.m. and ideal com#ustion.

Soinin% an old ship as Chief !n%ineer; formulate a methodolo%y #y which

you can ascertain the optimum use of fuel oil a%ainst desired mean

piston speed.

Mean 'iston speed: %he mean piston speed is a parameter in the power e?uationwhich suggests that power can simply be increased by increasing the M4. 5ut this

can only be done up to the limitations imposed by the following consideration.

&ynamic forces and moments are generated within the engine system

when the reciprocating and rotating masses are in motion. %he magnitude of these

forces are greatly increased with speed on bearings, bearing bolts and other moing

parts and reaction forces on stationery members are increased due to inertia

forces. imilarly the peak turning moment of the uctuating tor?ue due to the

moments of forces and the reaction tor?ues is also magnied in magnitude failure

as a conse?uence of high maGimum uctuating stress is a factor which should

receie more consideration in the design.

peed decreases the serice life at those components which form rubbing

and rotating. %he relatie surface speed must be such that the rate of wear of piston

rings or liners must be within the acceptable limits speed howeer is not the only

criteria on for wear as it is known that wear on the liner is maGimum at top center

where the speed is least. "eertheless, where the working condition is identied as

one of eGtreme with high temperature and pressure eGisting and lubrication being

in the thin lm region speed must be limited for greater safety and reliability. %he

output at the cylinder is lowered beyond a certain speed as the e<ciency of the

gas eGchange process sharply drops.

%he output of a diesel engine depends on its capacity to breath fresh air at

the beginning of compression. !t a high piston speed the resistance of gases to how

in and out of the cylinder increases high leel of torsional ibration in the elastic

shaft system.

%he eGpression ECn6 for mean piston speed can be re arranged as follows:

7/25/2019 q&a meo 1


Mps Z C G troke G n where nZE"B@J6 , "Zrpm

%he eGpression further suggests that besides a power function the mps

permits manipulation of other parameters for certain gain for a certain mps and

bore diameter, shorter the stroke higher is the speed of reolution. ! short stroke

reduces the height and weight of the engine considerably. 1i%ni4cance on consumption of fuel oil:-

M.4.. Z Cn X if stroke is constant, then M4 is proportional to "

"ow 4ower 4 Z 4m!"

where, 4m Z mean eDectie pressure

Z stroke

! Z area of cylinder

" Z reolutions per minute

If A ! are constantX

%hen 4ower [ 4m."

$?uation of power is also related to displacement and speed of ship.

4ower [ \] 7=

where \ Z &isplacement

7 Z ships speed

!t constant displacement of ship

power [ 7=

but 7 [ p."

where p Z propeller pitch

" Z rpm

but p is constant

%herefore, 7 [ "

"ow putting this alue in the power e?uation

power [ 7=[ "=

7/25/2019 q&a meo 1


"ow we can conclude that,

power [ EM46=

%herefore M4 is the parameter of the power e?uation.

5ut the fuel consumption of a ship depends upon the power deeloped, indeed theoerall e<ciency of power plant is often measured in terms of the specic fuel

consumption which is the consumption per unit of power eGpressed in kgBkwh

;uel consumption per unit time [ power

power [ \] 7=

%herefore, fuel consumption per unit time [ \] 7=

or fuel consumptionBday Z \] 7= ^ tonnes

fuel coe<cient

in aboe e?uation, at constant \ and constant alue of fuel coefficient,

fuel cons.Bday [ 7=

but 7 [ p G "

%herefore 7 [ " Ebecause propeller pitch p is constant6

%herefore, fuelBcons. Bday [ "=

#e know that, M4 [ "

%herefore, fuel cans. Bday [ EM46=

;rom the aboe e?uation, we can say that the higher the mean piston speed,

higher the fuel cans. and lower the M4, lower the fuel cons.

Increase and decrease of M4 has limitations due to following reasons:-

7/25/2019 q&a meo 1


16 If M4 is high, time aailable for fuel combustion is ery less, so some unburnt

fuel will carry forward to eGh. gas due to incomplete combustionX thus fuel

consumption increases and thermal e<ciency becomes low

C6 !t low M4, compression is isothermal, but we need adiabatic compression, i.e.

no heat loss or gain. at slow M4, compression temperature is not su<cient tocomplete combustion of fuel inected, and unburnt fuel will carry oer resulting in to

black smoke and higher fuel consumption.

How M'1 is related to rpm and ideal com#ustion:-

M4 plays a great role as far as scaenging, i.e. eGchange of gases is

concerned. the output of the cylinder is lowered beyond a certain piston speed as

the e<ciency of the gas eGchange process sharply drops. #ith eDectie M4, better

scaenging and compression temp. +an be achieed, resulting in complete

combustion of fuel oil inected. +omplete B ideal combustion gies you better

power and R4M. %he methodology by which you can ascertain the optimum use of fuel oil

against desired mean piston speed in an old ship:-

(pon oining an old ship as a chief engineer, the following checks are to be

carried out:-

1. +heck all the parameters of the engineC. %ake power cards for all the units=. +heck fuel and cylinder lub. oil cons. of engine0. +heck that 4M for mBe is being followed as per makers instructions

2. +heck the maintenance history of main engine

!ll aboe parameters you can compare with preious record, including sea trial

records. ;rom aboe, you will come to know about the status of MB$ A its output and

fuel cons. ;or optimum fuel consumption, rstly, better scaenging and better

compression should be there, and mean piston speed is aDecting scaenging.

16 ;actors aDecting scaenging to be maintained.

• caenge ports to be kept clean.

• %urbo charger air lter to be kept clean.

• !ir cooler both air and water side clean.

• $Ghaust ale maintenance as per 4M.

C6 $ngine parameters must be closely monitored.

• $Ghaust temperature and color of smoke.

• $ngine peak pressure and performance.

• Inspection through scaenge ports.

• caenge temperature.

7/25/2019 q&a meo 1


1. ;uel ystem:-• ;uel purication to be proper

• ;uel pressure to be maintained

• ;uel inectors are in good oerhauled and pressure tested condition

• ;uel timing should be proper

•

+ondition of fuel pump should be good• +orrect fuel temp. to be maintained

1. 'ptimise cylinder lubrication by manual setting.C. Maintain the 4M of MB$.

Q:-2ith respect to ener%y eAciency desi%n inde eplain in details the

followin%:

1. &ttained ener%y eAciency desi%n indeC. $e5uired ener%y eAciency desi%n inde

!"#$R :-

!mendments to M!R4' !nneG 7I were adopted during M$4+ @C in _uly CJ11

Eresolution M$4+. CJ=E@C66, adding a new chapter 0 to !nneG 7I on Regulations onenergy e<ciency for ships to make mandatory the $$&I for new ships, and the

$$M4 for all ships. %he regulations apply to all ships of 0JJ gross tonnage and

aboe and are eGpected to enter into force on 1 _anuary CJ1=.

$$&I is a number accounting for the amount of +'C generated per tonne-mile of

cargo carried. ! higher $$&I indicates a less energy e<cient ship Eby design6

4urpose of the $$&I

%he $nergy $<ciency &esign IndeG for new ships creates a strong incentie for

further improements in ships> fuel consumption. %he purpose of IM'>s $$&I is:

1. to re?uire a minimum energy e<ciency leel for new shipsXC. to stimulate continued technical deelopment of all the components

inuencing the fuel e<ciency of a shipX=. to separate the technical and design based measures from the operational

and commercial measures Ethey willBmay be addressed in other instruments6X

and

7/25/2019 q&a meo 1


0. to enable a comparison of the energy e<ciency of indiidual ships to similar

ships of the same size which could hae undertaken the same transport work

Emoe the same cargo6.

&) $e%ulation 7:-&ttained !ner%y !Aciency Desi%n 3nde (&ttained !!D3)

%he actual $$&I of a essel is called the attained $$&I and its calculated based onguideline published by IM'.>

%he attained $$&I shall be calculated for:

• each new shipX

• each new ship which has undergone a maor conersionX and

• each new or eGisting ship which has undergone a maor conersion, that is so

eGtensie that the ship is regarded by the !dministration as a newlyconstructed ship.

1. %he attained $$&I shall be specic to each ship and shall indicate the

estimated performance of the ship in terms of energy e<ciency,C. %he $$&I technical le that contains the information necessary for the

calculation of the attained $$&I and that shows the process of calculation.=. %he attained $$&I shall be veri4ed , based on the $$&I technical le, either

by the !dministration or by any organisation duly authorised by it.0. %he attained $$&I shall be calculated taking into account guidelines

deeloped by the EIM'6'rganisation R$'(%I'" M$4+.C1CE@=6.2. %he attained ship $nergy $<ciency &esign IndeG E$$&I6 is a measure of ships

energy e<ciency EgBt`nm6.@. %he $$&I proides a specic gure for an indiidual ship design eGpressed in

grams of +'C per ship>s capacity mile and a smaller $$&I alue indicate a

more $nergy e<cient ship.L. &ttained !!D3 R $e5uired !!D3

%he $$&I is calculated using the following simplied formula:

+'C $mission

$$&I Z -------------------------------

7/25/2019 q&a meo 1


%ransport #ork

$$&I is a ships carbon dioGide output diided by its cargo-carrying capacity.

4ower pecic +onsumption +arbon +onersion

$$&I Z --------------------------------------------------------------------------

+apacity peed

%he +'C emission represents total +'C emission from combustion of fuel at design

stage , including propulsion and auGiliary engine taking into account the carbon

content of the fuel in ?uestion. If some innoatie energy e<cient technology or

non conentional source of energy is used on board the energy saed by this means

will be deducted from the total +'C emission based on actual e<ciency of system.

%ransport work is calculated by multiplying the ships capacity as designed with

ships design speed measured at maG design load condition.

In the e?uation aboe, the $$&I is a alue calculated taking design alues as

parameters, and it eGpresses the +'C emission reduction potential. $$&I is re?uired

to satisfy the IM' standard alue for new ships to be built and is being introduced in

phases as regulatory measures.

%hese ships will be re?uired to hae an International $nergy $<ciency +erticate

EI$$+6.

Feri4cation of the !!D3

Regulation CJ of the regulatory teGt re?uires the attained $$&I for a new ship to be

eried. 8uidelines on erication of the $$&I are to assist eriers Eship sureyors6

7/25/2019 q&a meo 1


of the $$&I in conducting the erication in a uniform manner. %he guidelines will

also assist shipowners, shipbuilders as well as engine and e?uipment

manufacturers, and other interested parties, in understanding the procedures of

$$&I erication.

$$&I erication should be conducted on two stages:1. preliminary erication at the design stage,C. nal erication at the sea trial, before issuance of the nal report on the

erication of the attained $$&I.

#.$e5uired !!D3 :-M&$' &nne F3 Chapter 8 $e%ulation

1. %he $$&I establishes a minimum energy e<ciency re?uirement for new ships

depending on ship type and size and is a robust mechanism to increase theenergy e<ciency of ships stepwise for many decades to come. %he $$&I is a

non-prescriptie, performance based mechanism that leaes the choice of

technologies to use in a specic ship design to the industry. !s long as the

re?uired energy e<ciency leel is attained, ship designers and builders would

be free to use the most cost-e<cient solutions for the ship to comply with the

regulations. %he reduction leel in the rst phase is set to 1JK and will be

tightened eery e years to keep pace with technological deelopments of

7/25/2019 q&a meo 1


new e<ciency and reduction measures. IM' has set reduction rates up to

CJC2 from when a =JK reduction is mandated for most ship types calculated

from a reference line representing the aerage e<ciency for ships built

between 1/// and CJJ/.C. $e5uired !ner%y !Aciency Desi%n 3nde is the maGimum alue of

attained $$&I that is allowed by M!R4' !nneG @ +hapter 0 Regulation C1 forthe specic ship type and size.

%he Re?uired $$&I shall be applied for ship which falls into one of the categories

dened in M!R4' !nneG @ Regulation C.C2 to C.=1 and to which M!R4' !nneG @

+hapter 0 is applicable.;or each:

• new shipX

• new ship which has undergone a maor conersionX and

• new or eGisting ship which has undergone a maor conersion that is so

eGtensie that the ship is regarded by the !dministration as a newly

constructed ship1. ! ship>s attained $$&I must be e?ual to or less than the re?uired $$&I for that

ship type and size, which will be a function of the reference line value and

a reduction factor i.e

!ttained $$&I Re?uired $$&I

$e5uired !!D3R (-77) U $eference line value ,where F is the

reduction factor.

1. Reference lines hae been deeloped by the IM' for a number of ship types.

%he $$&I reference lines refer to statistically aerage $$&I cures deried

from data for eGisting ships. %he reference lines are ship specic and

dependent on ship type and size.C. %he reference line alue is formulated as

-c

Reference line alue Z a E1JJK deadweight6

-c

i.e. Reference line alue Z a b

7/25/2019 q&a meo 1


where SaS and ScS are parameters gien in %able C of Marpol !nneG 7I , +hapter CJ

determined from the regression cure t and b is the deadweight.

$g.

+apacity &epending on the ship type, diDerent units for capacity are used:

• ;or bulk carriers, tankers, gas carriers, container ships, general cargo ships,

refrigerated cargo ships, combination carriers, "8 carriers and all types of

Ro-Ro ships deadweight E&#%6 is used.• ;or container ships the capacity is LJ K of &#%.

• ;or cruise passenger ships 8% is used as capacity.

$eduction factors ()will be used to implement the $$&I in phases so as to

gradually reduce the re?uired $$&I. %he re?uired $$&I will be reduced by F K each

e years based on the initial alue E4hase J6 and depending on the essel size.

%he $$&I phases are

1. 4hase J E 1 _an CJ1= P =1 &ec CJ10 6 P J KC. 4hase 1 E 1 _an CJ12 P =1 &ec CJ1/ 6 P 1J K=. 4hase C E 1 _an CJCJ P =1 &ec CJC0 6 P CJ K and -12K0. 4hase = E 1 _an CJC2 and onwards 6 -=J K

7/25/2019 q&a meo 1


Q:- #hat are the maor amendments to '! which hae entered into force in

CJ12. 5riey discuss any e of them.

7/25/2019 q&a meo 1


Sanuary 76: Code for $eco%niGed r%aniGations :-+ode for

recognised organisations ER' +ode6 becomes mandatory under '!, M!R4'

and 4rotocol of 1/33 relating to the International +onention on oad ines, 1/@@.

1 _anuary CJ12: $ntry into force of CJ1= May '! amendments !mendments to

the following:- '! regulation IIIB1/ to re?uire musters of newly embarked passengers prior to

or immediately upon departureX

• '! regulation IIIB1/, on emergency training and drills, to mandate

enclosed-space entry and rescue drills, which will re?uire crew members with

enclosed-space entry or rescue responsibilities to participate in an enclosed-

space entry and rescue drill at least once eery two months.• Related amendments also to the International +ode of afety for )igh-peed

+raft E)+ +ode6,•

the +ode for the +onstruction and $?uipment of Mobile 'Dshore &rilling (nitsEM'&( +ode6 and• the +ode of afety for &ynamically upported +raft E&+ +ode6.

-!mendment to IM code

-'! +) 7 Reg 1/, para C.1J entry into force :-J1BJLBCJ12 ,ship type %ankers

=,JJJ gt

. Code for $eco%nised r%aniGations ($ Code)(enterin% into forceon7.7.76)

'! +hapter FI-1 has been updated to make the newly adopted +ode for

Recognised 'rganisations mandatory.

!ll amendments adopted to the R' +ode will also be deemed mandatory.

U%he +ode seres as the international standard and consolidated instrument

containing minimum criteria against which organisations are assessed towards

recognition and authorisation and the guidelines for the oersight by ag tates.V

It comprised three parts: 16 8eneral P including communication of information, scope of the code and

delegation of authority.

C6 Recognition and authorisation re?uirements for organisations P including

management, resources, performance measurement and ?uality management

systems.

=6 'ersight of recognised organisations P including principles of auditing and how

to establish and manage an oersight programme.

7/25/2019 q&a meo 1


. 1afety instructions for passen%ers(enterin% into force on7.7.76)

(1&1 Ch 333 $e%ulation N !mer%ency trainin% and drills )

%he time when muster of passengers according to '! III, Reg. 1/.C.C shall be

carried out will be harmonised with the time of passengers safety brieng

according

to '! III, Reg. 1/.C.=. Musters shall be carried out before departure or

immediately

after departure.

re5uire musters of newly em#ar"ed passen%ers prior to or immediately

upon departureP

hips carrying passengers that are to be on board for more than C0 hours must

take musters of newly-embarked passengers prior to or immediately upon

departure>. 4assengers must be instructed in the use of life-ackets and on what

action to take in the eent of an emergency. 4assenger safety briengs must also be

gien prior to or immediately after departure. %his must be made by announcement

on the ship>s public address system or e?uialent means and may be supplemented

by information cards, posters or ideo programmes.

+.!nclosed space entry and rescue drills

(1&1 Ch 333 $e%ulation N !mer%ency trainin% and drills )

!ccording to '! III, Reg. 1/.=.= crew members with enclosed space entry and

rescue responsibilities shall participate in corresponding safety drills at least once

eery two months>.

$nclosed space entry and rescue drills should be planned and conductedconsidering

the recommendations proided by the IM' EResolution !.1J2JECL6 Reised

Recommendations

for entering enclosed spaces aboard ships6.

7/25/2019 q&a meo 1


These must include the followin%:

K. chec"in% and use of personal protective e5uipment re5uired for entryP

. chec"in% and use of communication e5uipment and proceduresP .+ chec"in% and use of instruments for measurin% the atmosphere in

enclosed spacesP

.8 chec"in% and use of rescue e5uipment and proceduresP and

.6 instructions in 4rst aid and resuscitation techni5ues.L

$ery crew member shall be instructed about risks associated with entering

enclosed

spaces and applicable procedures on board. %he instruction shall be gien within the

regular interals of instructions in the use of the ships life-saing and re

eGtinguishing

appliances eery two months E'! III, Reg. 1/.0.C.2 in conunction with Reg.

1/.0.16.

Drills shall #e recorded in the shipVs lo%-#oo".

"ote :- Related amendments also to the International +ode of afety for )igh-

peed +raft E)+ +ode6,the +ode for the +onstruction and $?uipment of Mobile 'Dshore &rilling (nits

EM'&( +ode6 and

the +ode of afety for &ynamically upported +raft E&+ +ode6.

8. &mendments to the 31M-Code

1. !ccording to paragraph @.C of the IM-+ode the company is re?uired to ensure

that

7/25/2019 q&a meo 1


the ship is appropriately manned in all situations of ship operation Ecf. 4rinciples of

minimum safe manning, Resolution !.1J0LECL66:

[email protected] %he +ompany should ensure that each ship is:

.1 manned with ?ualied, certicated and medically t seafarers in accordance

with national and international re?uirementsX and

.C appropriately manned in order to encompass all aspects of maintaining safe

operations on board.S

C. !ccording to new paragraph . the responsible company is obliged to erify in

regular

interals whether third parties which undertake IM-related tasks act in conformity

with the companys safety management system:

S1C.C %he +ompany should periodically erify whether all those undertaking

delegated

IM-related tasks are acting in conformity with the +ompanys responsibilities under

the +ode.S

In the IM-+ode, reference to guidelines and recommendations deeloped by the

IM'

will be added in footnotes

7/25/2019 q&a meo 1


6. 1&1 CH F $e% N; para .7 entry into force :-77*76

ship type Tan"ers W+;777 %t

summary of regulation

%his resolution re?uires that Utankers of =,JJJ gross tonnage and upwards

constructed before 1 _uly CJ1C, not later than the rst surey` on or after 1 _uly

CJ12V must be tted with $+&I if they are engaged on international oyages.

!lectronics chart display and information system.

Q:- 2hat are the maIor amendments to 1&1 which have entered into

force in 78. ?riey discuss any 4ve of them.

!nswer

1 _anuary CJ10: $ntry into force of MayCJ1C '! amendments .

1. amendment to '! regulation II-1B3-1, to introduce a mandatory

re?uirement for new passenger ships for either onboard stability computers

or shore-based support, for the purpose of proiding operational information

to the Master for safe return to port after a ooding casualtyXC. amendment to '! regulation IIIBCJ.11.C regarding the testing of free-fall

lifeboats, to re?uire that the operational testing of free-fall lifeboat release

systems shall be performed either by free-fall launch with only the operating

crew on board or by a simulated launchingX=. amendment to '! chapter 7 to add a new regulation 7B10 on ships

manning, to re?uire !dministrations, for eery ship, to establish appropriate

minimum safe manning leels following a transparent procedure, taking into

account the guidance adopted by IM' E!ssembly resolution !.1J0LECL6 on

4rinciples of minimum safe manning6X and issue an appropriate minimum

7/25/2019 q&a meo 1


safe manning document or e?uialent as eidence of the minimum safe

manning considered necessaryX0. amendment to '! chapter 7I to add a new regulation 7IB2-C, to prohibit

the blending of bulk li?uid cargoes during the sea oyage and to prohibit

production processes on board shipsX

2. amendment to '! chapter 7II to replace regulation 0 on documents,coering transport information relating to the carriage of dangerous goods in

packaged form and the containerBehicle packing certicateX and@. amendment to '! regulation FI-1BC on enhanced sureys, to make

mandatory the International +ode on the $nhanced 4rogramme of Inspections

during ureys of 5ulk +arriers and 'il %ankers, CJ11 ECJ11 $4 +ode,

resolution !.1J0/ECL66.

1 _uly CJ10: $ntry into force of "oember CJ1C '! amendments

1. Reducing on-board noise:- entering into force on 1 _uly CJ10 is the new

1&1 re%ulation 33-+-; which re?uires new ships to be

constructed to reduce on-board noise and to protect personnel from noise, in

accordance with the reised +ode on noise leels on board ships, which sets

out mandatory maGimum noise leel limits for machinery spaces, control

rooms, workshops, accommodation and other spaces on board ships.C. Recoery of persons from the water :-!mendments to '! regulation IIIB1L-

1 to re?uire ships to hae plans and procedures to recoer persons from

the water, as well as related 8uidelines for deelopment of plans and

procedures for recoery of persons from the water. !lso, a related M+

resolution on Implementation of '! regulation IIIB1L-1 to ships to which

'! chapter III does not applyX=. ;ire-ghter communication on-board:-!mendments to '! regulation II-

CB1J on re ghting enter into force on 1 _uly CJ10, to re?uire a minimum of

two two-way portable radiotelephone apparatus for each re party for re

ghters> communication to be carried. %he apparatus shall be of an

eGplosion-proof type or intrinsically safe. hips constructed before 1 _uly CJ10

shall comply with the aboe re?uirements not later than the rst surey after1 _uly CJ13.

0. Instructions, on-board training and drills:-amendments to regulation II-CB12 on

instructions, on-board training and drills re?uire an on-board means of

recharging breathing apparatus cylinders used during drills, or a suitable

number of spare cylinders.2. 4rotection of ehicle, special category and ro-ro spaces ,!nother amendment

to regulation II-CBCJ on protection of ehicle, special category and ro-ro

7/25/2019 q&a meo 1


spaces related to Ged re-eGtinguishing systems, updates the re?uirements.

%he amendments apply to ships constructed on or after 1 _uly CJ10. hips

constructed before 1 _uly CJ10 shall comply with the preiously applicable

re?uirements.@. ;orms of certicates and records of e?uipment:-'ther amendments to the

appendiG to the anneG to the '! +onention replace all forms ofcerticates and records of e?uipment, including its 1/33 4rotocol, and further

amendments relate to the forms of the +argo hip afety +onstruction

+erticate and +argo hip afety $?uipment +erticate of its 1/L3 4rotocol.

=ive discuss

.$ecovery of persons from the water

%he '! amendments, adopted in CJ1C, were deeloped as part of theInternational Maritime 'rganization EIM'6>s work on large passenger ship safety and

are aimed at ensuring all ships hae the capability to eDectiely sere as a rescue

asset and hae the right e?uipment to be able to rescue persons from the water

and from surial craft, in the eent of an incident.

%his new re?uirement is intended to enhance safety at sea and also to proide

support to search and rescue coordinators in all types of rescue operations and,

particularly, in those situations where there is insu<cient dedicated search andrescue capacity or access to helicopters and specialized rescue craft is limited.

%he ship>s plans and procedures should take into account related 8uidelines for the

deelopment of plans and procedures for recoery of persons from the water

EM+.1B+irc.100L6.

hips constructed before 1 _uly CJ10 are re?uired to comply with the re?uirement

by the rst periodical or renewal safety e?uipment surey of the ship to be carried

out after 1 _uly CJ10,whicheer comes rst.

7/25/2019 q&a meo 1


%he implementation of the re?uirements on ships to which '! does not apply is

encouraged under a related M+ resolution , also adopted in CJ1C, which inites

'! +ontracting 8oernments to determine to what eGtent the re?uirements

should apply to: cargo ships of a gross tonnage below 2JJ engaged on any oyageX

cargo ships of a gross tonnage of 2JJ and aboe not engaged on international

oyagesX passenger ships not engaged on international oyagesX shing esselsXhigh-speed craftX dynamically supported craftX special purpose shipsX and mobile

oDshore drilling units.

;or seafarers, IM' has issued ! 4ocket 8uide to Recoery %echni?ues EIM' I/0L$6.

.$educin% on-#oard noise:- entering into force on 1 _uly CJ10 is the new

1&1 re%ulation 33-+-; which re?uires new ships to be constructed to

reduce on-board noise and to protect personnel from noise, in accordance with the

reised Code on noise levels on #oard ships, which sets out mandatory

maGimum noise leel limits for machinery spaces, control rooms, workshops,

accommodation and other spaces on board ships.

%he limits specied in this section shall be regarded as maGimum leels and not as

desirable leels. #here reasonably practicable, it is desirable for the noise leel tobe lower than the maGimum leels specied.

http://www.imo.org/KnowledgeCentre/IndexofIMOResolutions/Documents/MSC%20-%20Maritime%20Safety/346(91).pdf

http://www.imo.org/KnowledgeCentre/IndexofIMOResolutions/Documents/MSC%20-%20Maritime%20Safety/346(91).pdf

7/25/2019 q&a meo 1


%he +ode is intended to proide standards to preent the occurrence of

potentially hazardous noise leels on board ships and to proide standards for an

acceptable enironment for seafarers.

%hese standards were deeloped to address passenger and cargo ships. ince some

sizes and certain serice types of ships hae been eGempted from these

re?uirements, it should be recognised that full application of the +ode to ships that

diDer appreciably from conentional ships will re?uire special considerations.

%he +ode is intended to proide the basis for a design standard, with compliance

based on the satisfactory conclusion of sea trials that result in issuance of a "oise

urey Report. 'ngoing operational compliance is predicated on the crew being

trained in the principles of pesonal protection and maintenance of mitigation

measures.

=.1&1 $e%ulation 33-,- has been amended and will re?uire operational

information to be proided to the master after a ooding casualty to assist with

decisions regarding safe return to port.

7/25/2019 q&a meo 1


%he new re?uirement applies to passenger essels oer 1CJm in length or with

three or more main ertical zones, constructed on or after 1 _anuary, CJ10. %he

operational information can be proided by onboard stability computers or through

shore-based support arrangements, as follows.

n#oard sta#ility computers

If the ship is complying with the regulation using onboard stability computers, the

following re?uirements apply:

1. !t least two independent stability computers capable of processing the data

and proiding the necessary information should be installed on board.C. %he computers must be approed in accordance with the guidelines .=. %he computers should hae an uninterruptible power supply E(46 connected

to both main and emergency switchboards.

0. !t least two crew members should be competent in operating the computersand capable of interpreting the output in order to proide the re?uired

information.

1hore-#ased support

!s an alternatie to onboard stability computers, shipowners can arrange shore-

based support which proides prompt access to computerised damage stability

and residual structural strength calculation programs.

hore-based support should be operational within one hourX whereby operational

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

hore-based support should be manned by ade?uately ?ualied persons with regard

to stability and ship strengthX

no less than two ?ualied persons should be aailable to be on call at all times.

7/25/2019 q&a meo 1


0.&ccordin% to the 1&1 $e%ulation F36-, the blending of all M!R4' li?uid

cargoes during sea oyages is prohibited. 4hysical blending refers to the process

whereby the ships cargo pumps and pipelines are used to internally circulate two or

more diDerent cargoes with the intent to achiee a cargo with a new product

designation.

Regulation 7IB2-C was adopted by the International Maritime 'rganisation at the

/Jth session of the Maritime afety +ommittee through Resolution M+.=C2E/J6

%his prohibition does not apply:

1. when cargo transfers are undertaken for the safety of the ship and crew orprotection of the marine enironmentX

C. to the blending of products for use in the search and eGploitation of seabed

mineral resources on board ships used to facilitate such operations Ee.g. oDshore

essels6.

%he regulation prohibits production processes on board ships during sea oyages.

4roduction processes refer to any deliberate operation whereby a chemical reactionbetween a ships cargo and any other substance or cargo takes place.

%his prohibition does not apply to the production processes of cargoes for use in the

search and eGploitation of seabed mineral resources on board ships used to

facilitate such operations Ee.g. oDshore essels6.

2. ;ire-ghter communication on-board:-!mendments to '! regulation II-CB1J on

re ghting enter into force on 1 _uly CJ10, to re?uire a minimum of two two-way

portable radiotelephone apparatus for each re party for re ghters>

communication to be carried. %he apparatus shall be of an eGplosion-proof type or

7/25/2019 q&a meo 1


intrinsically safe. hips constructed before 1 _uly CJ10 shall comply with the aboe

re?uirements not later than the rst surey after 1 _uly CJ13.

Q:-Xour vessel has #een awarded + maIor non conformities durin% 1M1

audit. =rame a report in the format of an email addressin% the en%ineer

superintendent with su%%ested step to #e ta"en for early sailin% of the

vessel.

!"#$R:-

#e sometimes during an IM audit get maor "+s. !s a chief engineer it

becomes our duty to inform and suggest the remedial actions which can be done todowngrade the maor "+s into "+s or correct them so that undue delay of essel

can be aoided and the essel can sail smoothly. 5elow in an eGample of such an

audit in which = maor "+s are awarded and as a chief engineer you are framing the

report to your superintendent suggesting the steps which should be taken as

earliest as possible for early sailing of ship.

%o,

Mr. ..

%he superintendent

.. company

ubect:- Maor "+ awarded during M+ audit on 13 -J0- CJ12

8ood day sir,

%his is in reference to earlier report number .. in which you

hae receied the list of maor "+s awarded to this good essel during M+ audit. Iwould like to suggest the steps which should be taken for early sailing of essel.

MaIor 0on-conformity P

1. tarboard side shell plate of ifeboat Ep-side6 was holed at middle depth around

half-length.

7/25/2019 q&a meo 1


C. %he brake pads of the 5oat &ait #inches were heaily wasted, and the crew

had oerlooked this waste.

=. %he damage listed aboe had not been reported to the company by the Master

;or early release

This MaIor 0on-conformity was down%raded #y followin%

countermeasure(s)

1. %he fact of the holed shell plate of ifeboat was reported to the !dministration by

the +ompany.

C. !n additional ife raft ECJ person6 was proided on board according to the

!dministration>s Instructions.

=. %he brake pads of the 5oat &ait #inches were replaced with new ones by ship>s

hands. 0. Repair of the damaged ifeboat has been arranged at the neGt port by the

+ompany.

Down%raded 0on-conformity ($emainin% 0on-conformity)

1. Inspections hae not been held at appropriate interals as per the M.

C. %he maintenance related deciencies hae not been reported to the company,with possible cause, if known, as per the M

!s "+s are found, the auditor prepare ;orm "+" E"on-conformity "ote for M6

and hand it oer to the Master .

!s %he +ompany is re?uested to submit the ;orm +!4 U+orrectie !ction 4lanV to

the auditor in charge within two wee"s, after completing it,including a schedule

not eGceeding three months, for implementation of the necessary correctieactions shall be submitted to the !uditor within two weeks.

%he ;orm +!4 shall be submitted ia the &4!.

4lease note that if the same could not be submitted by the specied date, it may

cause termination of IM registration and inalidation of +erticates.

7/25/2019 q&a meo 1


%he eDectieness of correctie actions for "on-conformities aboe should be

eried at the neGt +ompany !udit,including those raised at hipboard !udits.

uggested Corrective &ction 'lan EIndicate schedule for completion of necessarycorrectie actions within three months6

4lease itemise actions to be taken together with scheduled date of each action.

1. Inestigation of root cause: #hy the damage was oerlooked. Eife boat A

5rake pads6X by =J-J0-CJ12C. %entatie measures: )ow to enhance the Inspection actiities.X by J1-J2-12

=. Reeducation of crew: $nhancement of the crew>s awareness.X by 1J-J2-120. +onrmation by the Master: Reiew of the eDectieness of the oerall

actiities.X by =J-J2-122. Repair of the ife boat: !t port of FFFFFFFX on around CJ-J2-CJ12@. $Gtra !udit: 5y the shore staDX on around 1J-J@-12

!n additional audit has to be carried out within a period not eGceeding three E=6

months after detecting the Maor "on-+onformity to ealuate the eDectieness of

the established correctie and preentie actions.

4lease see the attached "+" "on-conformity "ote for M

%hank you

*ours sincerely

.

+hief engineer o<cer

7/25/2019 q&a meo 1


Q:-#hat do you understand by unseaworthy essel within the meaning of the M!

1/23 as amendedH

#hat according to you is the diDerence between unseaworthy and unsafe shipH

#hat are the obligation of the owner to crew with respect seaworthiness.

!"#$R:-

unseaworthy ship:-

In the M.. !ct 1/23 of India as amended the meaning of unseaworthy ship is

as follows:-

(nder section ==0 a ship is said to be unseaworthy Swhen the materials of

which she is made, her construction, the ?ualication of master, the number,

description and ?ualication of the crew including o<cers, the weight, descriptionand stowage of the cargo and ballast, the condition of her hull and e?uipment,

boilers and machinery are not such as to render her in eery respect t for the

proposed oyage or serice.S

1. ! ship is unseaworthy, when the material which she is made and her

construction and design is faulty and not as per laid down regulation.C. ! ship is unseaworthy when its master, o<cers and crew are not ?ualied

and are not as per safe manning of the ship.=. "ot haing enough certicates according to law make the ship unseaworthy.0. ! ship is said to be unseaworthy when the machinery or e?uipment is missing

which should hae been installed as per any regulation.2. !n unseaworthy ship poses serious threat to human life.@. ! ship is said to be unseaworthy when its machinery or e?uipment is not

able to perform its duties for the intended oyage.L. #rong weight, description and stowage of cargo and ballast make the ship

unseaworthy for the oyage.

>nsafe ship:-

In the M.. !ct 1/23 of India as amended the meaning of unsafe ship is as follows:-

(nder section ==@,unsafe ship may be dened an unsafe ship, that is to say, is by

reason of the defectie condition of her hull,e?uipment or machinery,or by reason of

7/25/2019 q&a meo 1


oerloading or improper loading, unt to proceed to sea without serious danger to

human life, haing regard to the nature of serice for which she is intended.

1. ! ship is said to be unsafe, when the hull and e?uipment is temporarilydefectie and the ship is unsafe for that proposed oyage.

C. ! ship is said to be unsafe when its master, o<cers and crew are ?ualied but

do not follow the safe working practices.=. "ot maintaining the re?uired proisions laid down in certicates can make

the ship unsafe during the oyage.0. ! ship is said to be unsafe if the machinery or e?uipment is placed on board

but found not working or the maintenance plan is not being followed.2. !n unsafe ship does not pose serious threat to human life.@. ! ship is said to be unsafe when its machinery or e?uipment is operated

wrongly at any instance by the ships crew in the oyage.

L. #rong procedure of ballasting, deballasting or negligence of crew towardsstowage of cargo makes the ship unsafe an any instance during oyage.

3n #road perspective or loosely we can say that unseaworthiness

depends on desi%n factors and physical factors. &lso unseaworthy is a

condition.

?ut ship #ecomes unsafe due to human factors. 3t is an act.

Di<erence #etween unseaworthy and unsafe ship

unseaworthy section

++8

unsafe section ++E

when the material which

she is made and her

construction and design is

faulty and not as per laid

down regulation.

the hull and e?uipment is

temporarily defectie and

the ship is unsafe for that

proposed oyage.

7/25/2019 q&a meo 1


master o<cer crew not

?ualied or less than the

safe manning

re?uirement

when its master, o<cers

and crew are ?ualied but

do not follow the safe

working practices.

+ not haing all re?d

certicates present to

proe a seaworthiness of

the sl

"ot maintaining the

re?uired proisions laid

down in certicates can

make the ship unsafe

during the oyage.

8 machinery or e?uipment

re?d as per any

regulation is missing

machinery or e?uipment

is not working or

maintenance schedule

not being followed

6 machinery or e?uipment

not able to perform its

duties

machinery or e?uipment

wrongly operated by its

crew

E wrong weight description

and stowage of cargo and

ballast

wrong procedures of

ballasting deballasting or

negligence in stowage of

cargo

* !n unseaworthy ship

poses serious threat to

human life.

!n unsafe ship does not

pose serious threat to

human life

#li%ation of owner to crew with respect to seaworthiness

! per section ==2

7/25/2019 q&a meo 1


• !n obligation on the owner that the owner, the master and eery agent

charged with loading the ship, preparing the ship for sea or sending the

ship to sea must use all reasonable means to ensure the seaworthiness of theship for the oyage at the time when the oyage commencesX and

• %hat the ship will be kept in a seaworthy condition for the oyage during the

oyage.• %he +entral 8oernment may, either at the re?uest of the owner or

otherwise, arrange for a surey of the hull, e?uipment or machinery of any

sea-going ship by a sureyor.

Q:- 2ith speci4c reference to any ma"e; s"etch and descri#e the Cylinder

u#rication system used in new %eneration marine diesel en%ines.

How will you e<ect the optimum cylinder oil feed with varyin% sulphur

content of fuel oil.

7/25/2019 q&a meo 1


1X1T!M !'&0&T30

%his cylinder lubrication, shown in the gure is based on a lubricator which inects a

specic olume of oil into each cylinder for each Eor for eery second, third, etc.6

reolution. %he oil fed to the inectors is pressurised by means of !lpha lubricator

on each cylinder, e?uipped with small multi piston pumps. %he amount of oil fed to

the inectors can be nely tuned with an adusting screw, which limits the length of

the piston stroke.

%he dosage of oil can be adusted means of an adustment screw which limits the

stroke of the main lubricator piston. !fter a predetermined time interal, thecomputer transmits an ';; signal to the solenoid ale, which shuts oD the system

pressure and opens the return oil system.

%he amount of oil inected aries as re?uired, e.g. at load changes, startBstop, or

increased engine load. !lternatiely, the dosage of oil fed to the indiidual cylinders

can be adusted by inecting a calibrated amount of oil, a number of times, at a

gien number of reolutions. ! combination of the two systems can also be used.

7/25/2019 q&a meo 1


! pump station deliers lube oil to the lubricators at 02 bar pressure. %he

lubricators hae a small piston for each lube oil ?uill in the cylinder liner, and the

power for inecting the oil comes from the 02 bar system pressure, acting on alarger common driing piston. %hus, the driing side is a conentional common rail

system, whereas the inection side is a high-pressure positie displacement system,

thus giing e?ual amounts of lube oil to each ?uill and the best possible safety

margin against clogging of single lube oil ?uills.

;or the larger bore engines, each cylinder has two lubricators Eeach sering half of

the lube oil ?uills6 and an accumulator, while the small bore engines Ewith fewer

lube oil ?uills per cylinder6 are sered by one lubricator per cylinder. %he pump

station includes two pumps Eone operating, the other on stand-by with automatic

start up6, a lter and coolers.

%he lubricator can be deliered for our conentional engines in which case it is

controlled by a separate computer unit comprising a main computer, controlling the

normal operation, a switchoer unit and a Esimple6 back-up unit. ! shaft encoder

supplies the necessary timing signal in that case. #hen used on Intelligent

$ngines>, these functions are integrated in the engine control computers and their

shaft encoders.

%he lubrication concept is intermittent lubrication P a relatiely large amount of lube

oil is inected for eery four Eor e or siG, etc.6 reolutions, the actual se?uence

being determined by the desired dosage in gBbhph. %he inection timing is controlled

precisely and P by irtue of the high deliery pressure P the lube oil is inectedeGactly when the piston ring pack is passing the lube oil ?uills, thus ensuring the

best possible utilisation of the costly lube oil.

The safety features of this system are as follows:

In the eent of malfunctioning solenoid ale or transducer, the oil dosage will

automatically be increased to the maGimum olume. If the oil pressure falls, the

computer will start stand-by pump, close down the faulty pump and sets on the

alarm.

In this system if one lubricator malfunctions E/3J-LJJ mm bore engines6, the oil

dosage from the other lubricator will be automatically doubled, and an alarm will be

gien whereas for @JJ-C@J mm bore engines, alarm and slow down ensue.

!n inductie sensor in each lubricator monitors the moement of the lubricator

piston a signal is sent to the control computer system which has a backup for safety.

7/25/2019 q&a meo 1


&lpha &CC (&daptive Cylinder oil Control)

%he principle of the !lpha !++

%he basic feed rate control should be adusted in relation to the actual fuel

?uality and amount being burnt at any gien time. %he sulphur percentage is a good

indicator in relation to wear, and an oil dosage proportional to the sulphur leel willgie the best oerall cylinder condition.

%he following two criteria determine the control:

%he cylinder oil dosage shall be proportional to the sulphur percentage in the fuel

%he cylinder oil dosage shall be proportional to the engine load Ei.e. the amount of

fuel entering the cylinders6.

%he implementation of the aboe two criteria will lead to an optimal cylinder oil

dosage, proportional to the amount of sulphur entering the cylinders.

#ith the introduction of the electronically controlled !lpha ubricator system,

featuring the easy-to-operate U)MIV panel, such adaptie lubrication has

become feasible.

%he !lpha ubricator system oDers the possibility of saing a considerable amountof cylinder oil per year and, at the same time, to obtain a safer and more

predictable cylinder condition.

%he basic feed rate control should be adusted in relation to the actual fuel ?uality

being burnt at a gien time.

%his new cylinder oil control principle is called the U&lpha &daptive Cylinder oil

ControlV, or abbreiated U&lpha &CCV.

the !++ factor can only be assessed when the fuel sulphur leel has been highenough to ensure that the lubrication has been in the !++ actie area Ethe blue area

marked in ;ig. 16, at lower fuel sulphur leels the engine is eGcessiely protected

against corrosion because of the actie minimum feed rate.

7/25/2019 q&a meo 1


'ne of the key parameters in !lpha !++ lubrication is part-load control proportional

to engine load.

%his is important in order to preent oer-lubrication at low loads, and it is one of

the main parameters to sae oil, compared with conentional lubrication.

#hen starting to burn new bunker oil, the )MI setting of the !lpha !++ should be

adusted according to the bunker analysis results.

Q. Discuss the capital;voya%e and operatin% costs of ship operation and

eplain chief en%ineer@s role in optimisin% them.

what are the modern mana%ement principles used in inventory control.

!nswer :-%he three #asic ship cost cate%ories are:

capital costsX voya%e costsX operatin% or runnin% costs.

. Capital costs - Edepend on how the ship is nanced6

7/25/2019 q&a meo 1


1. are 4ed costs associated with the ship>s purchase.C. include pre-delivery costs, loan repayments, interest, leasin% char%es,

initial re%istration fees, taes Esometimes6, and any #are#oat

charterhire payable.=. are the owner@ s responsi#ility.0. &epreciation costs:-&epreciation costs depend on:• W cost of the asset,

• W eGpected salage alue of the asset,

• W estimated useful life of the asset, and

• W a method of apportioning the cost oer such life

• %here are plenty of depreciation methods, e.g.:

• W straight-line depreciation

• W declining-balance method

• W sum-of-years digits method

• W actiity depreciation

. Foya%e costs -

are varia#le costs associated with the commercial employment of the ship.

are the responsibility of the ship>s commercial operator. If the ship is let on a time

charter, the charterer is

liable for the oyage costs.

7oyage costs include:-

a6 fuel costsBbunkers

b6 port charges-port dues and serice chargesE e.g. tugs hire, pilotage, cargo

handling ,agency fees.6

c6 canal charges

Foya%e costs: =uel costs is depend on:

fuel price

engine power and e<ciency

design and state of the hull

ship>s speed

Foya%e costs: 'ort char%es

;ees for the use of facilities and serices proided by the port

7/25/2019 q&a meo 1


;acilities uses fee is called port dues:-general use of port facilities ,this is based on:

olume of cargo

weight of cargo

gross tonnage fo the essel

net tonnage fo the essel

erices:- serice charges for pilotage, towage, cargo handling

costsEloadingBdischarging6

Foya%e costs: Canal char%es

uez A 4anama canal

uezX charges are calculated in terms of the uez +anal net ton Eroughly

corresponds to cargo-carrying space below the deck6and pecial &rawing rights Enotcommonly used measures6 charges ary for diDerent types and sizes of ships

4anamaX at rate per 4anama +anal net ton is used

+. peratin% or runnin% costs -

are semi-varia#le costs which fall between capital and oyage costs.

are the responsibility of the ship owner or mana%er.

a6 crew costs, b6stores , c6repair A maintenance ,d6insurance , e6administration

peratin% cost

3tems included in cost

Crewin% '<cers> earnings and leae payX

ratings> earnings and leae payX

ratings> oertimeX pension and

insurance contributionsX crew

establishment costs Erecruitment,training, cadets, etc.6X crew trael

eGpensesX and sundryBunrecoerable

medical costs

1torin% 4roisionsX deck stores - generalX

engine stores - generalX paintX cordageX

7/25/2019 q&a meo 1


lubricantsX cabin storesBlaundryX and

fresh water.

Maintenance &eck repairs and sparesX engine repairs

and sparesX electronics and naaidsXand sureys.

3nsurance )ull and machinery insuranceX 4AI callsX

war risks insuranceX loss of earnings

insuranceX and deductible allowance.

&dministration

+ommunication eGpensesX owner>s portcostsX sundriesX and management fee.

The modern mana%ement principles used in inventory control

ead time

%his is the time between shortage occurring and the item being aailable to

maintain supply.

%his inuences the leel of safety Eminimum6 stock. If supply lead time is longer

than sales lead time. stocks are needed. If less. tock holding can be entirely

aoided.

ead time can be broken up, into seeral components

1. order renew A processing time ie. time for comparing inentory with re-order

leels time for re-order time for supplier to receie re-orderC. uppliers lead time Eendors, manufacturers, buying A dispatch6=. %ransport time Efrom supplier to receiing bay60. Receiing time-time taken for goods inwards A updating store records.

MinimiGin% ead time ;ollowing actions can be taken to minimize suppliers ead

time

7/25/2019 q&a meo 1


1. ! precise date A time of deliery specied. %his has a psychological inuence

on suppliers to delier on time.C. upplier made to understand that length of lead time can aDect his perceied

reliability=. +ompanies can also minimize lead time by putting in place systems to ensure

prompt re-order on stocks, approaching reorder leel.0. $ntering a partnership with maor suppliers. can also help in reducing ead

time.2. $stablishing a _I% E_ust in %ime6 approach to Inentory management _I% _ust In

%ime Management %his is zero inentory 4hilosophy. where we hae items

when we need. and none when we dont. In a conentional inentory control.

demand is predicted and based on Sead timeV the stock is ac?uired.

3nventory Mana%ement 'lan

%his plan is based on 4aretos principle %he lst step is to class all spares A

stores inentory into = classes. E!5+ analysis6

Class & Important, eGpensie items, small ?uantities. e g. 4iston crown liner,

connecting rods. +lass ! items re?uire tight control, accurate records and

forecasting correct demand. %he _I% method is suitable. 4ersonal superision is

7/25/2019 q&a meo 1


necessary

Class ? ignicant it medium ?uantities eg ;uel 44 plunger barrel, needle A guide.

class 5 items can use a conentional stock control is placed system. order based onpredicted demand, lead time and minimum spares policy.

Class C unimportant items of large ?uantities e.g. "uts A bolts, gaskets, spanners

+lass + items re?uire minimum management superision, +are must howeer be

taken, to aoid eGcess Inentory or complete nil Inentory

Q:-#ith reference to Maritime abour +onention EM+6 CJJ@. briey discuss thefollowing.

1. Minimum re?uirements for seafarers working on a ship.C. +onditions of employment.=. !ccornodation and Recreational facilities,0. )ealth protection, welfare and social security protection

T3T! :- Minimum re5uirement for seafarers to wor" on a ship

1. !ge P Minimum age is 1@ yearC. Medical certicate P eafarer should be medically t=. %raining and ?ualication P eafarer should be duly trained and certied to

work on board ship.0. Recruitment and placement P icense to agencies

$e%ulation . - Minimum a%e

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

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

board a ship.

• Also night work of seafarers under age of 1 years is prohibited.

Regulation 1.2 - Medical certifcate

7/25/2019 q&a meo 1


Purpose:- To ensure that all seafarers are medi!ally t to perform their duties at sea

%his regulation deals with medical tness of a seafarer. eafarer shall not work on a

ship unless they are certied as medically t to perform their duties. %he standard

of medical eGamination is without any preudice to %+# 1/L3 as amended. !medical certicate issued in accordance with the re?uirement of %+# shall be

accepted by competent authority. +erticate should be issued by duly ?ualied

medical practitioner.

$e%ulation .+ - Trainin% and 5uali4cations

Purpose: To ensure that seafarers are trained or "ualied to !arry out their duties

on board ship

%his regulation deals with %raining and ?ualication of seafarer. eafarer shall not

work on a ship unless they are trained or certied as competent or otherwise?ualied to perform their duties. %raining and certication should be in accordance

with instruments adopted by IM'.

$e%ulation .8 - $ecruitment and placement

Purpose: To ensure that seafarers ha#e a!!ess to an e$!ient and well-regulated

seafarer re!ruitment and pla!ement system

%his regulation deals with the recruitment and placement serices. !ll seafarers

shall hae access to an e<cient,ade?uate and accountable system for nding

employment on board ship without charge to the seafarer. $ach member state has

to ensure that all priate seafarer recruitment and placement serices shall be

operated only with a standard system of licensing or certication. Member state has

to ensure that no fees or other charges are being paid by seafarer eGcept for

national statutory medical certicate, national seafarer book and a passport.

Member state has to make sure that seafarers are informed of their rights and

duties under their employment agreement before the process of engagement.

T3T! :- Conditions of employment

1. eafarer employment agreement.C. #ages.

7/25/2019 q&a meo 1


=. )ours of work and hours of rest.0. $ntitlement to leae.2. Repatriation.@. eafarer compensation for the ship>s loss or foundering.L. Manning leels.3. +areer and skill deelopment and opportunities for seafarer employment

$e%ulation . 1eafarers@ employment a%reements

Purpose: To ensure that seafarers ha#e a fair employment agreement

• %he terms and conditions for employment of a seafarer shall be clear written

in a legally enforceable agreement.• It should be agreed by seafarer and he should has the opportunity to reiew

and seek adice on the terms and conditions.• %he agreement should be signed both by seafarer and the shipowner or

representatie of shipowner.• 5oth should hae one set of original signed agreement copy.

• eafarer employment agreement should contain his full name, &'5, and

birth place, shipowner name and address, capacity of seafarer to which he is

employed, amount of his wages, amount of paid annual leae and

termination of agreement.

$e%ulation . 2a%es

Purpose: To ensure that seafarers are paid for their ser#i!es

• !ll seafarer shall be paid for their work regularly and in full in accordance with

their employment agreement.• Member states hae to make sure that payments to be made to seafarer at

no greater than monthly basis.• eafarer has to be gien with full account of their wages on monthly basis.

• !lso seafarer should be able to remit full or part of their earning to their

families, dependents or legal beneciaries.

7/25/2019 q&a meo 1


$e%ulation .+ Hours of wor" and hours of rest

Purpose: To ensure that seafarers ha#e regulated hours of work or hours of rest

%he limit of hours of work or rest shall be as follows-

a6 MaGimum hour of work shall not eGceed

1. 10 hours in any C0 hours period andC. LC hours in any seen day period

'R

b6 Minimum hours of rest shall not be less than

1. 1J hours in any C0 hours period andC. LL hours in any seen day period

)ours of rest may be diided into no more than C periods, one of which shall be at

least @ hours in length and interal between consecutie periods of rest shall not

eGceed 10 hours.

$e%ulation .8 !ntitlement to leave

Purpose: To ensure that seafarers ha#e ade"uate lea#e

$ach member state shall re?uire that seafarer employed on their ships are gienpaid annual leae. eafarer shall be granted shore leae to benet their health and

well being and with the operational re?uirement of their position.

$e%ulation .6 $epatriation

Purpose: To ensure that seafarers are able to return home

eafarer hae a right to be repatriated at no cost to themseles in circumstances

and conditions specied in code. Member states are re?uired to proide nancialsecurity to ensure that seafarer are duly repatriated in accordance with the code.

$e%ulation .E 1eafarer compensation for the ship@s loss or founderin%

Purpose: To ensure that seafarers are !ompensated when a ship is lost or has

foundered

7/25/2019 q&a meo 1


eafarers are entitled to ade?uate compensation in the case of inury, loss or

unemployment arising from the ships loss or foundering. hipowner has to pay

indemnity against unemployment to the seafarer.

$e%ulation .* Mannin% levels

Purpose: To ensure that seafarers work on board ships with su$!ient personnel for

the

$ach member shall re?uire that ships ying their ags hae su<cient number of

seafarer employed on board to ensure that ships are operated safely, e<ciently and

with due regard to security under all conditions

Regulation 2.8 – Career and skill development and opportunities or

seaarers‘ employment

Purpose: To promote !areer and skill de#elopment and employment opportunities

for seafarers

$ach member state shall hae national policies to promote employment in the

maritime sector and to encourage career and skill deelopment and greater

employment opportunities for seafarer.

T3T! +:- &ccommodation; recreation facilities; food and caterin%

1. !ccommodation and recreation facilitiesC. ;ood and catering

$e%ulation +. &ccommodation and recreational facilities

Purpose: To ensure that seafarers ha#e de!ent a!!ommodation and re!reational

fa!ilities on board

%itle =, Regulation =.1 addresses essel design issues related to ?uality of life at

sea, including the physical design of seafarer accommodation areas and the

characteristics of the ambient enironment Ee.g., wholebody ibration, noise, indoor

7/25/2019 q&a meo 1


climatic ariables, and lighting6 which seafarers are eGposed to during rest and

recreation. re?uiring that ships that y its ag:

• Ea6 meet minimum standards to ensure that any accommodation for

seafarers, working or liing on board, or both, is safe, decent and in

accordance with the releant proisions of this tandardX and• Eb6 are inspected to ensure initial and ongoing compliance with those

standards.

%he competent authority shall pay particular attention to ensuring implementation

of the re?uirements of this +onention relating to:

• Ea6 the size of rooms and other accommodation spacesX

• Eb6 heating and entilationX

• Ec6 noise and ibration and other ambient factorsX

• Ed6 sanitary facilitiesX

• Ee6 lightingX and

• Ef6 hospital accommodation.

$e%ulation +. =ood and caterin%

Purpose: To ensure that seafarers ha#e a!!ess to good "uality food and drinking

water pro#ided under regulated hygieni! !onditions

$ach Member shall ensure that ships that y its ag meet the following minimum

standards:

• Ea6 food and drinking water supplies, haing regard to the number of

seafarers on board, their religious re?uirements and cultural practices as they

pertain to food, and the duration and nature of the oyage, shall be suitable

in respect of ?uantity, nutritional alue, ?uality and arietyX• Eb6 the organization and e?uipment of the catering department shall be such

as to permit the proision to the seafarers of ade?uate, aried and nutritious

meals prepared and sered in hygienic conditionsX and• Ec6 catering staD shall be properly trained or instructed for their positions.

T3T! 8 :- Health protection; medical care; welfare and social security

protection

7/25/2019 q&a meo 1


1. Medical care on board ship and ashoreC. hip owner>s liability=. )ealth and safety protection and accident protection0. !ccess to shore based welfare facilities2. ocial security

$e%ulation 8. Medical care on #oard ship and ashore

Purpose: To prote!t the health of seafarers and ensure their prompt a!!ess to

medi!al !are on board ship and ashore

$ach Member shall ensure that measures proiding for health protection and

medical care, including essential dental care, for seafarers working on board a ship

that ies its ag are adopted which:

• ensure the application to seafarers of any general proisions on occupational

health protection and medical care releant to their duties.• gie seafarers the right to isit a ?ualied medical doctor or dentist without

delay in ports of call, where practicableX• health protection serices while a seafarer is on board ship or landed in a

foreign port are proided free of charge to seafarersX and• are not limited to treatment of sick or inured seafarers but include measures

of a preentie character such as health promotion and health education

programmes.

$e%ulation 8. 1hipowners@ lia#ility

Purpose: To ensure that seafarers are prote!ted from the nan!ial !onse"uen!es of

si!kness% in&ury or death o!!urring in !onne!tion with their employment

:

• shipowners shall be liable to bear the costs for seafarers working on their

ships in respect of sickness and inury of the seafarers occurring between the

date of commencing duty and the date upon which they are deemed dulyrepatriated, or arising from their employment between those datesX

• shipowners shall proide nancial security to assure compensation in the

eent of the death or long-term disability .• shipowners shall be liable to defray the eGpense of medical care, including

medical treatment and the supply of the necessary medicines and

therapeutic appliances, and board and lodging away from home until the sick

7/25/2019 q&a meo 1


or inured seafarer has recoered, or until the sickness or incapacity has been

declared of a permanent characterX and• shipowners shall be liable to pay the cost of burial eGpenses in the case of

death occurring on board or ashore during the period of engagement.

$e%ulation 8.+ Health and safety protection and accident prevention

Purpose: To ensure that seafarers' work en#ironment on board ships promotes

o!!upational safety and health

• on-board programmes for the preention of occupational accidents, inuries

and diseases and for continuous improement .• re?uirements for inspecting, reporting and correcting unsafe conditions and

for inestigating and reporting on-board occupational accidents.

$e%ulation 8.8 &ccess to shore-#ased welfare facilities

Purpose: To ensure that seafarers working on board a ship ha#e a!!ess to shore-

based fa!ilities and ser#i!es to se!ure their health and well-being

• $ach Member shall re?uire, where welfare facilities eGist on its territory, that

they are aailable for the use of all seafarers, irrespectie of nationality, race,

colour, seG, religion, political opinion or social origin and irrespectie of theag tate of the ship on which they are employed or engaged or work.

• $ach Member shall promote the deelopment of welfare facilities in

appropriate ports of the country and determine, after consultation with the

shipowners> and seafarers> organizations concerned, which ports are to be

regarded as appropriate.• $ach Member shall encourage the establishment of welfare boards which

shall regularly reiew welfare facilities and serices to ensure that they are

appropriate in the light of changes in the needs of seafarers resulting from

technical, operational and other deelopments in the shipping industry

$e%ulation 8.6 1ocial security

Purpose: To ensure that measures are taken with a #iew to pro#iding seafarers with

a!!ess to so!ial se!urity prote!tion

7/25/2019 q&a meo 1


%he branches to be considered with a iew to achieing progressiely

comprehensie social security protection are: medical care, sickness benet,

unemployment benet, old-age benet, employment inury benet, family benet,

maternity benet, inalidity benet and suriors> benet.

Q:-2ith respect to refri%eration %ases used on #oard vessels answer the

followin%.!plain oGone depletin% potential of conventional ref %ases.

0ame alternative refri%eration %ases availa#le and #ein% used on #oard

!plain the steps you will ta"e to ensure that release of refri%eration

%ases from the plant is minimised durin% normal operation and durin%

maintenance activities.

&012!$ :-

• The chlorouorocar#ons (C=Cs) and hydrochlorourocar#ons (HC=Cs)

are referred to as oGone depletin% su#stances (D1); #ecause once

these %ases are released into the environment and reach the

stratosphere; they interact with the oGone layer and destroy oGone

molecules. D1 lifetime in the stratosphere is #etween 77 and 877

years.• &n D1 molecule has potential to destroy oGone molecules durin%

its entire lifetime.Therefore;various C=Cs and HC=Cs are assi%ned

Gone Depletion 'otentials (D') dependin% on their potential

(speci4ed relative to C=C-) to cause oGone depletion in the

stratosphere.

• Gone is a %as composed of three #onded oy%en atoms (+).3n the

!arth@s atmosphere; oGone is formed from molecular oy%en () in

the reactions initiated #y the >F li%ht.

• Gone can #e found in two levels; at %round level and in the !arth@s

upper atmosphere; referred to as the stratosphere. &t %round level;

oGone is a si%ni4cant air pollutant; formin% smo%. 3n the

stratosphere it is referred to as the oGone layer.

• The oGone layer encircles the stratosphere at approimately 7 "m

a#ove %round level. 3t 4lters ultraviolet (>F) radiation reducin% the

amount of radiation reachin% %round level. The depletion of the

oGone layer eposes livin% or%anisms to hi%h levels of the harmful

7/25/2019 q&a meo 1


>F-? radiation.

o

•

Z0! D!'!T30 'T!0T3&

Gone depletin% su#stances (D1) vary in their capacity to destroy

oGone molecules. 1o scientists have developed a method of characteriGin%

the relative depletion caused #y di<erent D1.

The D' or Gone Depletion 'otential; is the potential for a sin%le

molecule of the refri%erant to destroy the Gone ayer.&ll of the

refri%erants use $ as a datum reference and thus $ has an D' of

.7.

The less the value of the D' the #etter the refri%erant is for the oGonelayer and therefore the environment.

9?& 2&$M309 'T!0T3&

9lo#al warmin% potential (92') is a measure of how much a %iven

mass of a %as contri#utes to %lo#al warmin%. 92' is a relative scale which

compares the amount of heat trapped #y %reen house %as to the amount

of heat trapped in the same mass of C.

D' and 92' of conventional refri%erant %as are as follows:-

9as D' 92'

$- .7 8777

$- .7 877

$- 7.76 *77

Halon 8

Halon +7 E

7/25/2019 q&a meo 1


?ecause of much hi%her D' halon is #anned.

&lternate %ases availa#le on #oard which are used in refri%eration

systems are :-

• $ +8a (D'R7)is lon% term replacement for $- and is #est

performed in medium and hi%h temperature application.

• $ 87& (D'R7) is twice as eAcient as $- #ut is recommended for

new systems only.

• $ 87*C (D'R7) is suita#le for medium and hi%h temperature

application. &nd is suita#le for new system and for $- chan%e

over.

• $ 878& (D'R7) is suita#le for low and medium temperature

application. 3t is suita#le for new marine system.

&s per &nne F3 ; $e%ulation :- Gone Depletin% 1u#stances (D1)

.!istin% systems and e5uipment usin% D1 are permitted to continue in

service and may #e rechar%ed as necessary. However; the deli#erate

dischar%e of D1 to the atmosphere is prohi#ited.

.Maintenance; servicin% and repair wor" shall #e carried out without

releasin% any su#stantial 5uantity of refri%erant.

+.2hen servicin% or decommissionin% systems or e5uipment containin%

D1 the %ases are to #e duly collected in a controlled manner and; if not

to #e reused on#oard; are to #e landed to appropriate reception facilities

for #an"in% or destruction.

8.&ny redundant e5uipment or material containin% D1 is to #e landed

ashore for appropriate decommissionin% or disposal. The latter also

applies when a ship is dismantled at the end of its service life.

To minimiGe the release of refri%erant %as from plant followin% steps

should #e ta"en:

Durin% operation ---

• Most important to maintain daily lo% of referent commonly called

reefer lo% .This is to #e maintain #y duty en%ineer and cross chec"ed

7/25/2019 q&a meo 1


#y chief en%ineer to ensure e<ective monitorin% and early detection

of any a#normality which can lead to %as lea" to atmosphere.

• Durin% normal operation loss of refri%erant from lea"in% Ioints;

seals; %as"ets and crac"ed pipe should #e chec"ed.

• oss of refri%erant from safety relief valve; to overcome this

pressure to #e maintain in ran%e.• Dama%ed mechanical seals on open type compressor are fre5uent

source of refri%erant lea"s. & clean dry system is essential for

prolon%ed mechanical seal e<ectiveness to eliminate emission.

Compressor oils used for HC=C and H=C will a#sor# moisture readily

and must "eep dry to prevent refri%erant decomposition.

• !cessive vi#ration and ecess water pressure should not #e allowed

in the condenser to avoid tu#e failure.

• ea" testin% should #e carried out re%ularly. Testin% can #e done #y

#u##le testin% with soap solution or #y electronic lea" detection.

Durin% maintenance ----

• oss of small 5uantities of refri%erant from char%in% lines durin%

char%in% has to #e avoid #y ta"en proper care of connection .

• ?efore doin% any maintenance %as should #e recovered and not

lea"ed in environment. There is recovery cylinder is there on #oard

and a vacuums pump to recover %as from system.

• Durin% maintenance compati#le %as"ets should #e used which are

compati#le with the %as and oil used in the system.

• !vacuate the hoses #efore disconnectin% temporary e5uipment.

• 'ractice recovery and recyclin% when rechar%in% dryers and 4lters.

$ecords and documents to #e maintained:-

a) & list of e5uipment containin% D1 should #e maintained.

#) 3f the ship has any rechar%ea#le system containin% D1; then an D1

record #oo" should #e maintained. This record #oo" shall #e approved #y

administration.

c) Chec" for %as lea"s to #e carried out re%ularly and recored.

d) !ntries in D1 record #oo" shall #e recorded in terms of mass( "%) of

su#stance in respect of-

1. $echar%e of e5uipmentC. $epair or maintenance=. Dischar%e of D1 to atmosphere either deli#erate or non deli#erate

7/25/2019 q&a meo 1


0. Dischar%e of D1 to land #ased facilities2. 1upply of D1 to ship

Q:- ! unior engineer has oined ship in which you are a chief engineer. $numerate in

detail the issue you would mentor him or her with respect to the following area

1. (p keep of his personal safety.C. (p keep of the safety of his colleagues on board=. %echnical ob, responsibility he need to learn at the earliest0. #hat attention he needs to pay towards energy conseration and2. )is entitlement with regard to human right in a foreign port.

!"#$R :-

4rograms that can be implemented for training shall be in accordance with chapter

7I of %+# code,

1. %he purpose of such training should be to proide basic knowledge, increase

their prociency and the same time enhancing their skills by subecting them

to simulated emergency situations .

C. ;amiliarization and training to be conducted with respect to hip boarde?uipments, !, ;;!, emergency preparedness and critical e?uipments.

+hief engineer plays a important role towards satisfactory training of engine room

personnel.

+hief engineer must establish a training program onboard ship. )e should:

1. %he training and ealuation should be carried out as per the %!R book under

the strict superision of certied and eGperience enior engineer.C. 8ie trainee independence of doing ob and at the same time superise the

work constantly.

=. Identify constraints like language, lack of training, etc.

a)>p"eep of personal safety

%his part is coer in welcome pack or safety tour which should conduct as soon as

oin the essel and before assign any ob or duty.

7/25/2019 q&a meo 1


ship ;amiliarization:- chief engineer must ensure

1. )e must aware of location of life acket and immersion suits in his cabin and

some addition on public place.C. must know location of lifeboat station and his duty .=. location of re station ,re party and his duty.

0. Identication of arious alarm-general alarms,re alarms,coC alarms etc.2. now the escape route.@. )is duty as per Muster list for arious emergency .L. where to nd emergency procedure.

44$ re?uirement:-

• $nsure that all re?uired 44$ has been issued to him and make him aware of

use of 44$ as per company re?uirement.• mentor him on the importance of wearing 44$.

safety on stair :-%his is most common and fre?uent place where person caninured.need to eGplain about proper techni?ue while using stairs, not to rush, use

on hand for ship and one hand for himself.

$mphasis on safe working practices:-

• nowledge of manual handling techni?ue.

• 4rocedure for enclose space entry and hazard associate with this.

• 4ermit to work system

• Respect barrier, permits ,signs and notices.• Importance of safety

• "ature of shipboard hazards

• )e must aware of life saing rules.

#) >p"eep of the 1afety of his collea%ues on #oard.

%he training should include knowledge and understanding of action to be taken

upon encountering an accident or other medical emergency.

1. Team wor":- #hile working with others as team ,pay attention on safety

aspect of ob ,take part on ob hazards analysis .5e transparent in 4assinginformation.!dmit in case of mistake,this can present some kind of accident.

C. #orking knowledge of safe working practices and personal shipboard

safety,including: electrical safety,lockoutBtag-out, mechanical safety, permit

to work systems, working aloft working in enclosed spaces, lifting techni?ues.=. $eportin%:-_$ should be trained to report any hazards situation.%his will

deelop the reporting ?uality. Reporting of near miss incident as per

company policy.

7/25/2019 q&a meo 1


0. %he %raining should include knowledge and understanding of action to be

taken upon encountering an accident or other medical emergency,

+ompliance with emergency procedures,eDectie communication and human

relationship on board.2. #servation:-!sk to deelop the sense of obseration.

c) Technical Io#; responsi#ility he need to learn at the earliest

%he %raining should include knowledge and understanding of maintaining a afe

$ngineering watch including:

1. duties associated with taking oer and accepting a watch .C. routine duties undertaken during a watch.=. maintenance of the machinery space logs and the signicance of the

readings taken.0. duties associated with handing oer a watch,2. afety and emergency proceduresX change-oer of remoteBautomatic to local

control of all systems@. afety precautions to be obsered during a watch and immediate actions to

be taken in the eent of re or accident, with particular reference to oil

systems.

%he %raining should include knowledge and understanding of the following

1. 5asic conguration, 4reparation, 'peration of main and auGiliary.C. 5asic conguration, 4reparation, 'peration of electrical, electronic and

control systems.=. !ppropriate use of hand tools, machine tools and measuring instruments for

fabrication and repair on board.0. Maintenance and repair of shipboard machinery and e?uipment.2. +ompliance with pollution preention re?uirements@. %he %rainee hould be gien a #asis "nowled%e of 'ipe line Tracin% .L. %he trainee should assist the watch "eepin% en%ineer in "eepin% a

watch.

d) 2hat attention he needs to pay towards ener%y conservation

)e should be aware about the best power management practices on boards such as

1. Switch oD lights when not in useS.C. #ashing machines and dryers should be set to minimum selector timing:

7/25/2019 q&a meo 1


=. !ll non-essential pumpsBmachinery to be stopped in $BR after arriing at

portBanchorage.0. 4rinters and scanners when not in use should be powered oD and unplugged.2. In the galley or mess rooms, bread toasters and food warmers should likewise

be unplugged immediately after use. ame with battery chargers for walkie-

talkies.@. Running of puriers at port and idling is minimized so that not only the power

and steam consumption but also sludge generation can come down.L. )ot water calorier is tted with an electrical heater of =J # capacity.

)oweer to consere energy the essel generally uses steam Ewaste heat

recoery6 for the calorier.3. $ngine room temperature in cold climates should be kept as high as

practicable so as to minimise waste of energy due to the cold air entering the

engines for combustion. %his can be done by stopping non-essential $BR

blowers and by keeping $BR doorsBsky light to the main deck shut. %his will

minimise ow of cold air inside and will also preent heat escaping out from

open doors.

e) His entitlement with re%ard to human ri%ht in a forei%n port.

1. )e shall be granted shore leae to benet his health and well-being and

consistent with the operational re?uirements of their positions.

C. eafarers hae a right to be repatriated at no cost to themseles.

=. eafarers hae the right to isit a ?ualied medical doctor or dentist without

delay in ports of call, where practicable.

0. ;or the protection of seafarers in foreign ports, there are measures taken tofacilitate:

Ea6 access to consuls of their tate of nationality or tate of residenceX and

Eb6 eDectie cooperation between consuls and the local or national authorities.

2. eafarers who are detained in a foreign port are dealt with promptly under due

process of law and with appropriate consular protection.

@. #heneer a seafarer is detained for any reason the competent authority should,

if the seafarer so re?uests, immediately inform the ag tate and the tate of

nationality of the seafarer. %he competent authority should promptly inform theseafarer of the right to make such a re?uest.

L. %he tate of nationality of the seafarer should promptly notify the seafarer>s neGt

of kin. %he competent authority should allow consular o<cers of these tates

7/25/2019 q&a meo 1


immediate access to the seafarer and regular isits thereafter so long as the

seafarer is detained.


Dish 2ater; 9rey water; recyclin% and reuse

&012!$:-

a) %he reised M!R4' !nneG 7 with an entry into force date of Sanuary 7+ prohibits the discharge of all types of garbage into the sea unless eGplicitly

permitted under the !nneG.

Dishwater means the residue from the manual or automatic washing of dishes and

cooking utensils which hae been pre-cleaned to the eGtent that any food particles

adhering to them would not normally interfere with the operation of automatic

dishwashers.

9rey water means drainage from dishwater, shower, laundry, bath and washbasin

drains. It does not include drainage from toilets, urinals, hospitals, and animal

spaces, as dened in regulation 1.= of M!R4' !nneG I7 Esewage6, and it does notinclude drainage from cargo spaces 8rey water is not considered garbage in the