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MEO CL 1 QUESTION PAPER SOLVED
MEO CLASS I QUESTION

PAPER SOLVED
2018 – 2017.
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This Book is only for Educational purpose for Marine Engineering Examination for Class I officer’s. This book is
Compiled and made with the help of Alok Notes, Shashikant Notes and Aayushman Notes. Many of the new question
are made by me by searching google/Wikipedia. All questions are arranged in serial order from 2018 to 2017 for the
viewer to get an ease of reading without searching many books.
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Engineering Management
January 2018
Question 1 Referring to various alternatives to tin based antifouling paint discuss the
following: -
a) Hull roughness of different types of antifouling paints.
b) Enhancement of foul release coating by oil Incorporation
c) Personal and health safety during application of antifouling paints.
Answer:
The increase use of organometallic biocides such as TBT on ships and the flushing of Residue
after coating and water maintenance in dry Dock, force Marine biologist to examine the effect
of these toxin on marine life. this gave rise to a protocol in 2001 to its prohibition by the IMO
for further use of such kind of toxin antifouling paint. Which leads to stopping of this paint after
2003 followed by a complete phase out of their use by 2008.
The main category of TBT free antifouling Paints are:
Controlled depletion polymer Paints (CDP)

Hybrid TBT free paint
Self-polishing copolymer Paints(SPC).
Fouling release paint.
Hull roughness is defined as maximum peel off true height, expressed in microns
Controlled Depletion Polymer (CDP) paint
• CDP is based on copper.

• It also contains some very strong boosting biocides.
• The biocides are released by diffusion; the dissolution gradually slows down
due to a leached layer formed by insoluble materials at the surface.
• The roughness of the surface and fuel consumption will, therefore, increase as
time passes.
• The average hull roughness (AHR) increase of these coatings is estimated at
40 microns/year
Hybrid TBT free paint
• Hybrid is an antifouling which has the CDP features of surface tolerance and
attractive volume solids, control of biocide release and reduced leached layer
size.
• Since CDP and Hybrid antifouling’s are not designed for more than 36 months
in-service on the vertical sides of a vessel, the power/fuel penalty for these
• Products rise sharply after three years
• For Hybrid TBT Free antifouling, offers a balance of CDP type and SPC type
antifouling properties with performance and AHR increase assumed to be
• midway
• Between the two at 30 microns per year
Self-Polishing Copolymer (SPC) paint

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• SPC contains smaller amounts of biocides than CDP and is also less toxic.
• The base is copper as in CDP, but the amount needed is only two-thirds to that
of CDP.
• The other biocide used in SPC is zinc pyrithione. The function is based on a
chemical reaction with water (hydrolysis).
• SPC has a more controlled leakage of biocides over time which reduces the risk
of fouling.
• For Self-Polishing Copolymer (SPC) antifouling, the average increase was
found to be significantly less, at 20µ increase in AHR per year
Fouling Release paint
• Fouling release is an antifouling paint, which is free from biocides.

• It usually is silicone-based and leaves a non-stick surface.
• The efficacy is dependent on the speed of the vessel as any attached fouling is
supposed to wash off.
• For Foul Release antifouling, the AHR increase is assumed to be only 5 microns
per year
B) Enhancement of foul release Coating by oil in Corporation:
1. Foul release coating have been developed as an alternative to biocide containing

Paints. its functions by minimising the Adhesion strength of attached organism,
which are removed as the vessel moves through the water.
2. The method for the enhancement of fouling release performance has been oil in
Corporation, in which a polydimethylsiloxane (PDMS) oil was incorporated into a
silicon matrix.
3. Oil by their nature are lubricants and therefore should also decrease the coefficient
of friction.
4. Due to the additional of oil to the solution for the decrease the adhesion barnacles
and certain species of oyster.
5. They not only provide improve environmental control, since they do not use biocides
to prevent fouling, but they have also been proven to provide better fouling control
then SPC antifouling.
c) Personal and health safety during application of antifouling paints:
1. When applying this paint before the person should wear the full PPE such as goggles
full body coveralls, covered shoes and chemical resistance gloves.
2. Respiratory protective equipment should be worn where the paint applied in area of
poor ventilation.
3. spray painting and antifouling maintenance should be done in calm weather. this will
reduce the chance of your activity impacting other people or environment.
4. Potman and supervisory staff should be up wind of the spraying and everyone else
should be completely excluded from the spraying area.
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Question 2:
a) State the circumstances which may lead to suspension or withdrawal of class.
b) Explain the terms:
1. Period of class
2. Anniversary date
3. Survey time window
4. Memoranda
5. Statutory recommendation
6. Condition of class
7. Period of class.
Answer:
The ship may lose its class either temporary or permanently. in the former case, it is referred
to a suspension of class that is temporarily. in later case as withdrawal of class that is
permanently.
Where the conditions for the maintenance of class are not compiled with, class will be
suspended, withdrawal or revised to a different notation, as deemed appropriate by the society
when it becomes aware of condition.
Suspension of class:
1. The class made suspended following a decision made by the society and this includes:
2. When a ship is not operated in compliance with the rule required.
a) in case of service or condition not covered by the service notation
b) Sail outside navigational restriction for which a class is assigned.
3. When should proceed to see with the less freeboard then that assigned or when free
Board marks are placed higher than assign. Where there are no free board markers
then if the ship is sailing with more draught then assigned by the class.
4. When the owner fails to request a survey after having detected defects or damages
affecting the class.
5. When repair, alterations or convergence affecting the class are carried out without
requesting the attendance of a of a surveyor or not to the satisfaction of the surveyor.
In addition to above, class is automatically suspended in the following reasons:
1. When any one or more survey has become overdue and has not been completed by
end of the corresponding survey time Windows.
2. When a recommendation or condition of class is not dealt within the time limit specified.
3. The classes subjected to be suspended if any CSM item is overdue during the time of
annual survey until the item is dealt with the or postponed by any special agreement.
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4. When due to nature of defects the society considered that a ship is not entitled to retain
its class Even on temporary basis.
5. In other circumstances where the owner fails to submit the ship for survey in
accordance with the special requirements.
a) When survey relating to special notations of hull and machinery not complied with
ship thereby not entitled for that notation.
b) In case of non-payment of fees or expenses chargeable for services not rendered.
• Suspension of class with respect to the above cases will remain in Effect until the Due
survey and any other survey deemed which are imposed by the society has been
completed.
Withdrawal of class:
The society do the withdrawal of class of a ship when:
1. If requested by owner
2. The class has been suspended for more than 6 months.
3. When a ship is reported as a constructive total loss and owner does not give his
intentions to repair the ship for reinstatement of class.
4. The ship is reported lost.
5. The ship is reported scrapped.
Explanation of the following terms:
1. Period of class: the period of class starts either from the date of initial classification or
from the credited date of last class renewal / special survey and expires at the due
date assigned for the next class renewal or special survey.
2. Anniversary date: it's the day and month given in the certificate of class which
correspond to the expiry date of the certificate.
3. Survey time window the Window Period for survey is the fixed time period within which
an annual or intermediate survey must be carried out.
4. Memoranda: Other information of assistance to the surveyor and owner may be

recorded as memoranda or a similar term. for example, include notes concerning
material and other constructional information. a memorandum may also have defined
a condition which, though deviating from the technical standard does not affect the
class. (For example, slight indent on the shell which do not have an effect upon the
overall strength of the hull or minor deficiencies, which do not affect the operation
safety of the machinery). In addition, memoranda define recurring survey
requirements, such as annual survey of specified spaces, or retrofit requirements,
which have the de-facto effect of conditions of class.
5. Statutory requirement: they are the requirement as per the administration which
should be followed by the ship classification society. often act as a recognised
organisation which act on a behalf of Administration and check that all statutory
requirement is being followed. if any of the statutory requirement is found to be not
complied by the ship the classification society will inform the administration. the flag
state statutory recommendation and condition of class are different terms used by
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IACS society for same thing only difference is, recommendation is for statutory items
and condition of class is only for class items.
6. Additional notes: each of the classification society has developed a series of notation
that may be granted to a vessel to indicate that it is in compliance with some additional
voluntary criteria that may be specific to that vessel type or in excess of standard
classification requirements.
7. Condition of class: if there is a major breakdown or malfunctioning of certain machinery

or damaging the ship side making a hole in the ship's Hull or Emergency Generator
Starter Motor Breakdown And spare parts for the above-mentioned items requires a
certain time limit to acquire onboard and surveyor cannot visit the ship. class allow ship
to sale for next voyage or for some time period by issuing” condition of class” which
means that to be able to retain the class, the said defect need to be renewed before
the specific period. this way the “certificate of class” remains valid but with the
condition. when the defect is rectified class surveyor will attend the vessel, and verify
that. After successful verification, he will delete the condition of class.
This Book is only for Educational purpose for Marine Engineering examination for Class I officer’s. This book is Compiled
and made with the help of Alok Notes, Shashikant Notes and Aayushman Notes. Many of the new question as made by me by
searching google/Wikipedia. All questions are arranged in serial order from 2018 to 2017 for the viewer to get a ease of reading
without searching many books.
8
Question 3
Explain the different machinery related emergency situations that are dealt as
documented procedures under emergency preparedness. Underline the salient actions
that are documented in dealing with 1 main engine failure 2 steering failure 3 boiler
automation failure 4 scavenge fire.
Answer
Machinery related emergency situations under emergency preparedness are:
1. Main Engine failure: This is very dangerous situation as it results in immobilization of

the vessel it is further dangerous if the vessel is under manoeuvring or in restricted
area or facing a rough weather, personal especially engine room staff has to be very
alert and reactive to this situation, communication between wheelhouse and engine
room is of utmost important, depending upon the situation the damage to the
machinery should be avoided but giving safety of the ship the most importance. It can
be divided into various categories which form emergencies such as scavenge fire,
uptake fire crankcase explosion and many more.
2. Steering failure: this is a situation which endangered the manoeuvrability of the vessel
which can be dangerous situation during manoeuvring, river passage, Shallow water
passage, restricted and heavy traffic zones and bad weather, this situation is best
tackle by proper emergency preparedness and response through proper training and
drills, again communication with Bridge is very important.
3. Electric power failure: this is the most dangerous situation if the standby auxiliaries
do not supply power fast, this situation not only causes immobilization of the vessel
and lost manoeuvrability but also safety concerns to people on board which may lead
to injury, drills on power failure to be carried out in actual and not nearly by simulation.
checks must be carried out to ensure emergency generator comes on load in the
required time frame and all emergency power supply restored.
4. Automation failure: the emergency can be of many types from failure of parameter
monitoring and control to the main engine control and failure from Bridge or ECR and
the failure of autopilot from remote or local steering the procedure can be documented
depending upon the situations and people train through training drills.
Salient action in dealing with main engine failure
• Inform bridge and take control

• Raze engineers alarm and inform chief engineer
• Start standby generator
• Record timing and sequence of events
• Access situation and check if it can be restarted or repair is required.
• If repairs needed, check time required
• If possible prepare for Anchorage
• Put up not under command signal and alert nearby vessels
• Ascertain if your assistance required
• Ascertain cause of failure
• Inform companies technical department
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• After rectifying the problem, try out main engine and start the main engine
• Make report for the failure
Steering failure
• Engage alternative power source emergency steering gear after reducing main engine
RPM
• Advice engine room and call Master
• Check vessel in vicinity
• Check navigational hazards
• Use engine as required
• Make appropriate sound signal as required
• Put on not under command signal
• Consider anchoring if required and if possible
• Fix position of vessel
• Make record of event with time
• Ascertain cause of failure
• Ascertain shore assistance
• Enter in log book
• Make report
Boiler automation failure
• Inform chief engineer and then inform Bridge

• Change over main engine and auxiliary generator on electrical heater if present if not
then change your main engine and auxiliary engine on diesel oil
• Trace the alarm event in the data logger, this will give some lead to what might have
been the initial problem
• Inform technical department and ask for assistance
• If total automation failure then run on emergency mode and changeover main engine
and auxiliary generator on heavy oil
• Keep engine room manned and note all boiler parameters at regular intervals
Scavenge fire
• Main engine auto slow down, if not take control to engine control room and slow down
the engine
• Inform chief engineer and raise engineers alarm
• Inform bridge and stop main engine
• Put on not under command signal
• Once main engine is stop, release fixed firefighting system.
• Monitor all temperatures
• Opens scavenge space and carry out under Piston inspection
• Carry out remedial actions
• Try out main engine and give main engine to Bridge control
• Make report for the same and email it to technical department
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Question 4
With regards to minimum requirement for seafarer to work on a ship as per MLC 2006,
write short notes on the following
A. Minimum age to work on a ship
B. Medical certification for duties on board
C. Training and qualification
D. Recruitment and placement
Answer
1. Minimum age to work on a ship
• Title 1 of MLC 2006, States the minimum requirement for seafarers to work on a ship
• Regulation 1.1 minimum age
• Purpose - to ensure that no underage person work on a ship
• The employment, engagement or work onboard a ship of any person under the age of
16 shall be prohibited
• Night work of seafarer under the age of 18 shall be prohibited, night shall cover a period
of at least 9 hours starting no later than midnight and ending no earlier than 5 A.M.
• The employment, engagement or work of seafarer under the age of 18 shall be
prohibited, where the work is likely to jio Paradise their health or safety
• When regulating working and living condition, member should give special attention to
the needs of young person under the age of 18
2. Medical certification for duties on board ship
• Regulation 1.2 - medical certification

• Purpose to ensure that all seafarers are medically fit to perform their duties at sea
• Seafarers shall not work on ship unless they are certified as medically fit to perform
their duties
• The competent authority shell requires that prior to beginning work on a ship, seafarer
hold a medical certificate attesting that they are medically fit to perform the duties they
are to carry out at sea
• The medical certificate shall be issued by a newly qualified medical practitioner
• Seafarers that have been refused a certificate or have had the limitations imposed on
their ability to work shall be given the opportunity to have a further examination by
another independent medical practitioner
• Each medical certificate shall state in particular that the hearing and sight and the
colour vision are satisfactory and the seafarer concerned is not suffering from any
medical condition likely to be aggregated by service at sea or to render the seafarer
unfit for such service or two endangered the help of other person on board
• A medical certificate shall be valid for a maximum period of 2 years unless the seafarer
is under the age of 18, in which case the maximum period of validity shall be 1 year
and the certificate of colour vision shall be valid for a maximum period of 6 years
• The standard of medical examination is without any prejudice to stcw 1978 amended
3. Training and qualification
• Regulation 1.3 training and qualification: the purpose is to ensure that the seafarers
are trained or qualified to carry out their duties on board ship
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• Seafarers shall not work on a ship unless they are trained or certified as competent or
otherwise qualified to perform their duties
• Seafarers shall not be permitted to work on ship unless they have successfully
completed training for personal safety on board ship
• Training and certification in accordance with the mandatory instrument adopted by the
international Maritime organisation shall be considered as meeting the requirement of
this regulation
4. Recruitment and placement
• Regulation 1.4 recruitment and placement: the purpose is to ensure that seafarers
have access to an efficient and well-regulated seafarer recruitment and placement
system
• All the seafarers shall have access to an efficient, adequate an accountable system
for finding employment on board ship without charge to the seafarer
• Seafarer recruitment and placement services operating in members territory shall
confirm to the standard set out in the code.
• All private seafarer recruitment and placement services shall be operated only with the
standard system of licensing certification
• Each member should require, in respect of seafarer, who work on ship that fly its flag
that shipowner who uses seafarer recruitment and placement services that are based
in countries and territories in which the convention doesn't apply, ensure that those
services confirm to the recruitment set out in code
• Each member that operates a public seafarer recruitment and placement services shall
ensure that the service is operated in an orderly manner, that protects and promote
seafarer employment rights as provided in the convention
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Question 5 January 2018

With the latest emission control requirements, storage and purification of marine fuel
oil on board has become a challenge for chief engineers, against this background,
discuss
A. Challenges with the traditional fuel purification system on existing ships
B. Advanced Computer Based fuel cleaning system
C. Fuel storage and stability issues
D. Fuel oil additives and treatments
Answer
1. As per Marpol annex 6, ships trading in the designated emission control area will have
to use on board fuel oil with the sulphur content of no more than 0.1% from 1st January
2015
2. Low sulphur Marine gas oil for new grade of marine fuel oil such as Ultra low sulphur
fuel oil are the most commonly available low sulphur fuels
3. The properties of low sulphur fuel are different from high sulphur fuels which has been
used for years, therefore storage and purification of marine fuel oil on board has
become a challenging for chief engineer has to handle very carefully and properly
A. Challenges with traditional fuel purification system on existing ships
1. More efficient methods during refining process of low sulphur oil have led to the size
of catalytic fine being drastically reduced this creates a problem for the shipboard
purifier to remove them effectively, as the purifier relies on Gravity for separation of the
cat fines
2. Cat fines quantity (aluminium + silicon) in low sulphur fuel is higher therefore fuel needs
to be purified continuously to reduce it.
3. Fuel change over procedure takes some time, during which it is obvious that there will
be mixing of two very different fuels, mixing distillate with residual fuel may cause the
Asphaltene in the residual fuel to precipitate as heavy sludge with filter clogging,
therefore purifier self-cleaning time interval should be reduced and also auto back
flushing filter backwashing time interval to be reduced
4. As density of low sulphur fuel is less, special attention should be paid to the selection
of gravity disc and the temperature of separation
B. Advanced Computer Based fuel cleaning system
1. ALCAP system is an example of advance competent based fuels cleaning system

2. The ALCAP basically operates as a clarifier clean oil is continuously discharge from
clean oil outlet, separated sludge and water accumulates at the Periphery of the bowl,
sludge and water is discharge after pre-set time
3. If the separated water approaches the disturb, some droplets of water starts to escape
with the clean oil, water transducer installed in the clean oil outlet, immediately sense
the small increase of water content in the clean oil
4. A signal from the water transducer is transmitted to a control unit and changes in water
content are measured
5. Increase water content in the clean oil is the sign of reduced separation efficiency not
only for water but for the removal of solid particles as well, when the water content in
the clean oil reaches the pre-set Trigger point, the control unit will initiate an automatic
discharge of the water that has accumulated in the bowl through the water drain valve
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C. Fuel storage and stability issues
1. Total sediment aged, is an important specification for heavy fuel, currently nearly all
heavy fuel oil is marketed with the stability guarantee of maximum total age 0.10 %
2. Bulk fuel stored for long period can become unstable. The Asphaltene precipitate out
of solution causing the formation of sludge. This has the potential to block filters and
pipes, leaving tanks with an unpumpable residue.
3. Indiscriminate comingling of fuels can lead to stability problem of the final fuel due to
incompatibility of the fuels used as blend components, eventually problem / damages
arising from the commingling of fuels. It is the responsibility of the individual who made
the decision to comingle the fuels
4. Avoid commingling of fuels, if unavoidable mix them only after checking compatibility,
and if compatibility check not possible, minimise the quantity of 1 fuel in the mixture
5. As uses of low sulphur fuel oil is very less, they are stored for a long period of time on
board, this may lead to microbial contamination in presence of water, therefore make
sure no water enters gasoil
D. Fuel oil additives and treatment:
1. The right combination of fuel additives can deliver enhance combustion, protect
against wear and prevents deposit build up. The main category of fuel additives is as
below:
a. Precombustion additives: demulsifier, dispersant stability improves, lubricity
improves
b. Combustion additives: a combustion improver can be organic or can include
and organometallic compound, containing iron or other metals. It acts as an
oxygen catalyst to accelerate the main combustion
c. Post-combustion additives: as modifier reduces carbon and as deposit and also
limit formation of soot and smoke so there is less soot on exhaust gas boiler.
• Treatment that has to be carried out on board before low sulphur Marine
gas oil or Ultra low sulphur Marine fuel oil is that the engineer has to change
the settings and parameter for purification filtration and viscosity controller
• Special care she'll be taken to maintain the viscosity above 2cst at the
engine inlet.
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A. What are the important highlights of UNCLOS with respect to Environment
protection?
B. Briefly explain the following (not more than hundred words)
1. Territorial sea
2. Internal waters
3. Contagious water
4. Exclusive economic zone
5. Continental shelf
6. High seas
Answer
A. One of the function of UNCLOS is to allocate responsibility to state for setting same
standard and enforcing the same standard in various Maritime zones to reduce / control
the source of pollution UNCLOS Deals with six sources of pollution
1. Land base source: states are placed under the obligation to tackle the pollution from
land based sources to rivers and also shall take measures to minimise the release of
toxic harmful or noxious substance from land based sources
2. Pollution from sea bed activities: state shall take all measures to minimise pollution
from installation and device used in exploration or exploitation of the natural resources
of the seabed and subsoil
3. Pollution from the activities in areal: the areal refers to the seabed beyond the
continental shelf where exploration and exploitation can take place, state should
enforce some rules to control the activities of the vessels and installation flying their
flag.
4. Pollution by damaging: it is the deliberate disposal of waste from ships and aircraft or
any man-made structure at sea, dumping in the territorial sea contagious Ezone, not
to be carried out without permission of coastal state unclos envisage a combination
5. Pollution through atmosphere: this deals with the pollution of atmosphere from ships
and aircraft
6. Pollution from vessels: this deals with the pollution of sea by discharge of oily water
and also more harmful pollution caused by sewage, garbage, insecticides, herbicides,
radioactive waste and many more.
B) Explanation of the following terms
1. Territorial Seas
• Extends to 12 nautical miles from the baseline

• The sovereignty of a coastal state extends to the air over the territorial sea as well as
its bed and subsoil
• Foreign flag buses have a right of innocent passage through it, right of innocent
passage can be suspended if it is essential for the protection of the coastal state, its
security or for weapon exercise.
• Coastal state can exercise criminal jurisdiction in territorial Seas if the consequences
of crime extend to the coastal state if crime disturb the peace of the country or good
order of the sea, if zero diction is necessary to suppress traffic of narcotic drugs or if
the agent of flag state request the coastal state to exercise your jurisdiction
15
2. Internal waters
• Internal water include water on the landward side of the baseline of a Nation's territorial
water, except in archipelagic States it includes waterway such as river and canal and
sometimes water within the small base, in internal water the coastal state can exercise
jurisdiction over all vessels
3. Contiguous zone
• Extends 12 nautical miles beyond the territorial sea limit, coastal state must exercise
control necessary to prevent in fragment of its customs, fiscal immigration or sanitary
laws and regulations within its territories, vessel carrying noxious or dangerous
substance or waste be turned Away on public health or environmental grounds
4. Exclusive economic zone

• It extends to a maximum of 200 nautical miles from the baseline, covering and
managing the natural resource weather living or non-living of the water adjacent and
of the sea bed and its subsoil, state has jurisdiction with regards to installation Marine
scientific research and protection and preservation of the Marine environment, all other
states enjoying the freedom of navigation, laying of submarine cables and pipelines
5. Continental shelf
• The outer limit of the continental shelf shall not exceed 350 nautical miles from the
baseline or shall not exceed 100 nautical miles from 2500 isobaths. The coastal state
has exclusive rights for exploring and exploiting its natural resources in this area, the
state also has the Exclusive rights to authorise and regulation drilling on the shelf for
all purposes
6. High seas
• It is the part of the sea which are not included in the Exclusive economic zone in the
territorial sea, or the internal waters of a coastal state or archipelagic quarters of an
archipelagic state. Hi Seas are open to all states for freedom of navigation, freedom of
overflight, freedom of construction artificial Island installation, freedom of fishing and
freedom of scientific research. Hi Seas are reserved for peaceful navigation through
International waters however regulations have been made to avoid prevention of slave
trade, piracy, seizure of ships, illicit narcotics trafficking and unauthorised broadcasting
16

Explain the influence of a charter on operation of propulsion and other shipboard
machineries during a voyage, after taking over ship as a chief engineer you have
informed that ship is on time charter and has a history of unforeseen auxiliary
machinery breakdown at sea, state the different option you have and action you would
take as chief engineer prior to commencement of voyage.
Answer
The different types of charter parties are: -

1. Voyage charter
2. Time charter
3. Bareboat charter
In case of voyage charter and time charter, it is the responsibility of owner to take care of ships
propulsion machinery and other machinery on board.
In case of any breakdown:
• If the ship is under voyage charter and breakdown takes place and Lycan is not met,
means vessel is not presented to the port between the given time period, the Charter
party is entitled to reject the vessel and cancel the charter.
• If the ship is under time charter and breakdown takes place which leads to loss of time
will not lead cancellation of charter. this loss of time is governed by the so-called clause
known as of hire clause. this clause provides that time charter shall not be required to
pay hire for such time due to breakdown of machinery or repairs.
• If the ship is under bareboat charter all responsibilities regarding navigation, propulsion
and maintenance of shipboard machinery remains with charter itself.
If too much unforeseen machinery breakdown has been occurred and ship cannot meet with
the schedule dates as a chief engineer onboard I should undertake following options and
actions:
• As the ship is under time charter about 48 hours is allowed for the Ship owner per year
to carry out maintenance jobs on boiler and main engine so, in case the breakdown of
main engine or boiler, I should ensure that maintenance is carried out within the
stipulated time by charter party. to expedite the work, the option of making two teams
to work on main engine can be considered in that when one group is working The
Other can take rest and vice versa so, the job can go on continuously which ultimately
avoid the possibility off-hire of the vessel.
In case of breakdown:
• Company must be informed regarding the breakdown machinery and proposed

maintenance action must be reported
• Any special assistance required must be discussed with the company
• Any special spare parts and stores or technician required must be discussed with the
company
• Anticipated time for carrying out the maintenance must be reported to the company
• Make separate teams to work on the machinery store that work is in progress at all
time till maintenance is over and machine is ready to start
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• Motivate the crew and engineer and be a part of team this will be an encouraging factor
to all and work can be done efficiently and effectively
• Appreciate and courage the crew and engineers
• After the ship sails out throw a big party to ship’s crew which should definitely include
beer, Whisky and vodka.
If the breakdown is not over within time limits:
• After the job is completed and ship sails out the speed of the ship can be increased
within the safe limit, this should be done only after consulting the company because
increase in speed will increase fuel consumption which made deviate from the
mentioned charter party clause.
• The load on diesel generator should be reduced if possible to compensate for increase
in fuel consumption by main engine.
• After discussion with master the course of the ship may be altered keeping in mind the
safety of ship.
• IMO vigilant watch must be kept on the machineries to avoid further breakdowns and
engine room to be manned at all times.
• Company to be informed about the machinery on daily or weekly basis.
18
Referring to latest development in turbocharger application in Marine diesel engines

write short notes on the following:
a) Power turbine generator.
b) Hybrid turbocharger.
c) Electro assist turbocharger.
Answer
Modern turbochargers generate high power and increase fuel efficiency for a wide range of
engines, including ship propulsion system. This increasing efficiency of modern turbochargers,
means that there is a portion of unused exhaust energy available which has led to the
development of different turbocharger systems. Last turbocharger for Marine diesel engine
has verified high energy saving advantages. Below are some of the latest development in
turbocharger application in Marine diesel engine.
Power turbine generators
• This is the simplest and cheapest system consists of an exhaust gas turbine also called
as power turbine installed in the exhaust gas bypass and a generator that converts
power from the power turbine to Electricity on board the ship.
• The power turbine is inserted into the exhaust gas system parallel to the turbocharger.
Here it drives an electric generator via reduction gearbox from the main engine power.
The turbocharger performance and main engine output are not affected by the use of
which can extract up to 5% of additional power from the main engine.
• The generator produces 50 to 60 hertz frequencies and about 4700 kilowatts of power.
• The power turbine and generator are placed on a common bed plate. example: the
man diesel and Turbo system. TCS- PTG. the new series of TCA turbochargers are
used for this purpose.
• Less running hour of auxiliary engines hence, saving in maintenance cost and
emissions.
Hybrid turbochargers
• Hybrid turbocharger is basically developed by Mitsubishi heavy industries and it differs

from conventional turbocharger in terms of both waste recovery and fuel saving.
Exhaust gas energy is recovered to turn the compressor, which supplies Scavenge air
to the main engine and also generates electricity through an alternator attached
incorporated in the turbocharger known as MET hybrid turbocharger.
• The turbine and compressor does the heat energy recovery work and the alternator is
used to generate electrical power without consuming any extra fuel as it is driven by
the shaft power of the turbocharger.
• For hybrid turbocharger, three basic things are required:
1) Conventional turbocharger with extended shaft to accommodate alternator
at the blower end.
2) Especially designed very compact alternator to run at very high speed of
around 9000 RPM.
3) A cooling system for alternator as heat generated will be more due to its
compact size for given RPM.
19
• The working is similar to any other generator, the only difference here is the prime
mover which is Turbo charged itself. The speed of prime mover governs the voltage
and frequency of generator. An initial DC power is provided so that the required output
voltage and frequency can be achieved. At 9500 kilowatts, the hybrid system can
generate 756 kilowatts which is enough to take up full see load of a normal size
merchant vessel.
• The advantages are that only little increase in dimension, enough power can be
generated from main engine operation. Fuel saving as the heat recovery system is
used for driving the alternator. The generator can function as motor at low load
operation to drive blower for maintaining Scavenge pressure of the main engine.
Eliminate the installation of auxiliary blower for main engine, by applying bidirectional
frequency converter which helps in driving the turbocharger itself which increase
Scavenger pressure at low load. As no extra fuel is used, it helps in emission cut down
from ship.
Electro assist turbocharger
• The electro assist turbocharger is a turbocharger that incorporates a compact electric

motor limited to power functions that assist the driving of the turbocharger.
• A motor rotor with permanent magnets is directly attached to shaft end and the stator
is held in place by a support bracket attached to the blower housing.
• Since the motor assist the turbocharger, it is no longer necessary to prepare a separate
auxiliary blower mechanism.
• This provides optimisation of plant efficiency when a ship is operating under slow
steaming, improving the fuel combustion efficiency of the main engine and enabling
better performance than an auxiliary blower while consuming little power.
• The new electro turbocharger saves approximately 30% electric power consumption
compared to existing auxiliary blower and it helps to overcome the problem of turbo
lag and low load performance.
20
For onboard noise measurement, as per IMO code on noise level onboard ship explain
requirement regarding:
a) Measuring conditions
b) Measuring equipment
c) Measuring procedure
Answer
On completion of construction of the ship or as soon as practicable thereafter, measurement

of noise level in all spaces specified in chapter 4 should take place under the operating
conditions specified and should be suitable recorded.
1. Measuring conditions
•
• Measurement should be taken on the ship in loaded and ballast conditions.
• The main propulsion machinery should be run at normal design service shaft speed. If
control pitch propeller is fitted on ship then the measurement of noise should be taken
when ship is En-Route and in normal seagoing position.
• All auxiliary machineries and navigational equipment such as radio and Radar sets
should be working normally when measurement has to be taken they should not be
switched off at that point of time.
• Measurement in space containing emergency diesel engine driven generator, Fire
pump or any other emergency equipment that would be only running in emergency
conditions, their adjoining spaces need not to be measured for such equipment, it is to
be measured only when this emergency equipment will be operated for period other
than those mentioned above.
• Mechanical ventilation and air conditioning equipment should be in normal operation,
taking into account that capacity should be in accordance with the design condition.
• Doors and windows in general which are normally closed to be kept closed and which
are normally opened to be kept open and then only measurement of the area to be
taken.
• Spaces should be furnished with all necessary equipment’s.
• Spaces fitted with bow thruster stabilizer may be subjected to high noise level when in
operation, measurement should be taken at position around such machinery when in
operation and also measurement should be taken to its adjacent accommodation
spaces and duty station.
• Measurement should be taken with ship’s cargo handling equipment in operation.
• When the ship is a vehicle carrier in which noise during loading and discharging
originate from vehicles, the noise level in the cargo spaces and the duration of the
exposure should be measured.
2. Measuring equipment’s.
• Sound level metre - it is used for acoustic measurements. it is commonly a handheld

instrument with the microphone. the diaphragm of the microphone responds to change
in air pressure cause by sound wave. that is why the instrument is sometimes referred
as a sound pressure level metre. the movement of the diaphragm, i.e. the sound
21
pressure deviation is converted into electrical signals. there is industrial grade sound
level metre and integrating sound level metre.
• Octave filter set: can be used alone or in conjunction with sound level metre.
• Measuring microphones: microphone should be of random incidence type all this
equipment should be as per IEC standard.
3. Selection of equipment.
• It is recommended that where noise level is closer to the limits, Precision type to be
used.
• When measuring fluctuation type noise, integrated sound level metre to be used.
• Microphone windscreen to be used when measuring noise outside.
• Measuring equipment to be used in flammable gas / or mixture areas unless equipment
certified intrinsically safe.
4. Measuring procedures.
• During noise level measurement, only seafarer necessary for the operation of the ship
and person taking the measurement should be present in the space.
• Sound pressure level reading should be taken in decibels using a weighting filter (dBA)
and if necessary also in Octave bonds between 31.5 and 8000 Hertz.
• The metre should be set to slow response and the reading made only to the nearest
decibel. assuming time of at least 5 second should be allowed. if a metre fluctuates,
within range of 5 dBA an estimate of the level should be made by averaging the
excursion of the needle eye.
• If range of fluctuations are in excess of 5 dBA, or the sound is cyclic, irregular or
intermittent in operation, integrating metre should be used set to a weighting.
• Measurement should be performed with the microphone at a height of between 1.2 M
and 1.6 m from the Deck measurement. Should be at least 2 m apart, and in large
space containing machinery, measurement should be taken at interval not greater than
7 minutes. In no case measurement should be taken closer than 0.5 m from the
boundaries of a space.
• Accommodation spaces: measurement should be made in the middle of the space.
• Machinery space: measurement should be made at the principle working and control
stations of the seafarer in the machinery space and in space adjacent to the control
room.
• Measurement from machineries should be taken at 1 m from the machinery.
• Measurement should be taken at intake and exhaust opening. microphone should be
placed outside the gas stream at a distance of 1 m from the edge of the intake or
exhaust opening and at 30-degree angle away from direction of the gas stream.
• Measurement should be taken on both navigating Bridge wings.
22
Question number 1 February 2018
What are the ongoing developments at the IMO with respect to technical and
operational measure to be invoked on board ship for combating Greenhouse gas
emission from ships?
Answer
1. Mandatory measures to reduce the greenhouse gas from international shipping was
adopted by parties to Marpol Annexe 6 represented by MEPC of IMO.
2. Amendments to Marpol Annex 6, adding chapter 4 on Energy Efficiency.
3. To make mandatory EEDI for new ships of 400 gross tonnage and above and SEEMP
for all ships
4. To add new requirements for survey and certification including format for IAPP
certificate and issuance of EIAPP to engine of 130 kilowatt and above.
1. Technical measures:
1. EEDI promotes use of more energy efficient and less polluting equipment and engine
2. Required minimum Energy Efficiency level for capacity tons of Nautical Miles for
different ship types and different shape size
3. Expressed in grams of carbon dioxide par capacity mile that is grams. CO 2 / tons. NM.
4. Smaller EEDI, more energy efficient
5. Carbon dioxide refers to total carbon dioxide for combustion of fuel at design stage,
including preparation and auxiliary engine taken into account carbon content of fuel.
this does not take any account of manoeuvring, cargo loading / discharging, only
voyage efficiency. also, not applicable to ships with diesel electric propulsion, turbine
propulsion and others.
6. If some innovative technology or non-conventional source of energy is used, energy
saved by this means will be deducted from total carbon dioxide emission, based on
energy efficiency of the system
7. Work is calculated by multiplying ship design speed at maximum and load (usually
75% load or MCR)
8. EEDI = (carbon dioxide emission / transport work).
9. Operational measures:
1. SEEMP
2. Establish a mechanism to assess shipping companies and to improve the energy
efficiency of the ship and operated in a cost-effective manner.
3. Can be achieved by:
• Establishing a baseline: examine data, tools and process to determine a
credible baseline from which goals, plan and action can grow.
• identify improvement potential
• implement and monitor
• evaluate an update improvement initiative, follow up by responsible person
with assessment for future improvement
1. IMO has set Reduction for Greenhouse gas in different phases:
• Carbon dioxide reduction by 10% in first page and 10% every 5 years till 2025
• set reduction rate until 2025 to rate of 30%, that is 10% Reduction for 5-year
phase.
23
Question 2 February 2018
Explain the difference machinery related emergency situation that are dealt as
documented procedure under emergency preparedness. under the salient action that
are documented in dealing with 1) main engine failure 2) steering failure 3) boiler
automation failure 4) scavenge fire.
Answer
Already done.
Classification society are recognised organisation and play an important role in the
implementation of national and international regulations. state limitation highlighting
them with reasons. list the statutory service undertaking by us classification body on
behalf of Administration.
Answer
Classification society are organisation that established and applied technical standards in
relation to the design construction, and survey of marine related facilities including ship and
Offshore structures, the vast majority of the ship are built and service as per standard laid
down by the classification society. standards are issued by classification society as a
published rule, a vessel that has been designed and built to appropriate rules of a society,
may apply for a certificate of classification from that society. Certification is an attestation that
a vessel is in compliance with the standard that have been developed and published by the
society issuing the classification certificate.
In unclos convention of IMO responsibility of flag state granting the registration of a ship or
outline. under article 94, the flag state most effectively exercises its jurisdiction and control in
administration, technical and social matters over ships flying its flag.
Many flags States countries in the world don't have sufficient expertise experience and
Technical manpower to carry out the responsibility of flag state Nation regarding maintaining
the standard of ships flying their flags. so solas and other international convention permit the
flag administration to delegate the inspection and survey of ship to a “recognised
organisation”.
Requirements for recognised organisation are as follows:
1. Recognised organisation must have established rules for design construction and
maintenance of ship.
2. Government representation is necessary, classification society organisation structure
must include a representative from flag state Nation placed at Higher level in
organisational hierarchy.
3. Organisation should have adequate resource financial / personally.
4. Society must have International audit equivalent to ISO 9001-2000.
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5. Society must present itself to external audits by auditing body approved by flag state
government.
So, classification society fulfilling above criteria will be given status of recognised organisation
by flag state to do duties on their behalf.
Limitations to the role of classification society as recognised organisation:
1. Flag state may not delegate all its authority to class. what all authorities are to be given
to class will be clearly mentioned in agreement between flag state and class.
2. In some cases, for example class may undertake the survey of vessel under certain
convention i.e. Solas (survey for safety construction, safety radio and safety
equipment) but class is not authorised to give certificates to vessel under that
convention but under other convention like Marpol, load line or tonnage class can give
certificate as well as carry out surveys.
3. Certain flag state example India requires that any statuary deficiency observed by
class surveyor during the survey of a vessel must be reported to flag state and its
permission taken for issuing outstanding recommendation to the vessel for allowing
the vessel to sail. vessel will be given certain period of time within that she has to fix
that problem (condition of class).
4. Many flags States don't allow class to carry out ISPS survey. as they are country
specific {port facility is also involved in ISPS survey} and due to security reasons black
street prefer to carry out ISPS survey themselves instead delegating to class.
25
On ship where you are employed as chief engineer, the vessel has ums system for
controlling engine room and a central scanning and data logging system for
monitoring. explain the special attention you will pay to the specific data and formulate
a chart for conditional monitoring. highlight the tools in computer application you will
use for making graphical representation, salient points and trend analysis.
Answer
The UMS system for controlling the engine room and the central scanning and data logging
system is also known as watchkeeping free assistance system, which scan all the channels
at fixed intervals and compares the measure value against the set value and initiate an alarm
when there is a discrepancy. it also keeps a log of the starting and stopping of machineries in
the event menu. The running hour of various machines, when they are stopping and starting
is also being monitored.
Control console and monitoring system
• The system provides an overview of the machinery space alarm, control and
monitoring information with cathode rays tubes display, being available at a number of
locations colour CRT units.
• By operating Keyboard which are located in the engine control room and on bridge and
also in chief engineer office information can be displayed in tabular form and in
graphical form whichever is required.
• Information is requested by the operator via command at the keyboard using the
interactive system.
• The control system deals with the starting of pumps and other items of backup
equipment’s as and when required.
• In some ships, it also display - starting and stopping of electrical generators via power
management system, main engine and other system temperatures are also controlled
and can be viewed by the system.
• Operating systems are monitored continuously and any parameter which moves
outside of the set limits will activate an alarm. The alarm is brought to the notice of the
engineer by means of audible and visual signals but it also indicates on the CRT alarm
screen and also printed in the alarm monitor printer.
• An alarm, alone can also be requested on the CRT screen and all the printer which
indicates all current alarms.
• The interactive menu enables the operator to see trends in various machinery
parameters, and to change the interval at which sampling takes place or display scale.
It is unknown fact that in watch free ships the watchkeeping suffers and over Reliability on
alarms and automation is there. However, all data and digital format helps in condition
monitoring and trend analysis. There are various computer applications by which an
experience chief engineer can do condition monitoring.
For example, bar chart and graph can help in knowing whether anything is abnormal. the
parameter of main engine exhaust temperature, under Piston temperature, scavenge
temperature, turbocharger inlet temperature, turbocharger outlet temperature, air cooler
26
differential pressure, exhaust boiler differential pressure, peak pressure, compression
pressure and many more helps in understanding the health of the main engine.
The main air compressor condition can be monitored by their running our daily.
By following the running hours of emergency generator and emergency air compressor it can
be deduced whether the engineer is faithfully following the Saturday routine or not. It shows
the main engine exhaust temperature for fluctuations on basis of ambient factor considering
uniform load.
The trend analysis: The system can display train graphs for different conditions. Trend Graph
shows measured engine parameters over a period of time, allowing the operator to see the
change in a particular parameter during the trend time period. sampling of data for trending
may take place at intervals which can be adjusted, as explained. the sampling interval maybe
10 seconds, 30 seconds, 1 minute, 30 minutes and many more. the graph display scale can
also be adjusted as explained. The sampling time is measured along the base of the graph.
with the trend graph displayed on the screen, pressing the “+page or - page” allows the
operator to toggle through the trend graph for other parameters. the trend graph screen for
any particular parameter is renewed at each sampling time, although pressing the trend pause
Key will freeze the screen, pressing the pause screen again will and freeze the screen.
27
What are the principal reason responsible for compounding of machinery vibration in
connection with operation of a long stroke diesel engine and associated machinery
arrangements? What are the key factors for excitation generated by the engines?
Answer
Compounding of machinery vibration takes place when natural frequency of hull structure
tends to coincide with the frequency of induced vibration within the machinery due to primary
or secondary excitation.
There are primarily THREE excitation sources of vibration on the ship:
• Machinery generated vibration

• Propeller induced vibration
• Wave induced vibration:
Which subject to hull by varying forces. Varying Wake on propeller due to Astern
contour. Hull wake Cannot be adjusted in later design stage. This can be adjusted
during hydrodynamic design stage by analyse the flow of water around hull.
Machinery generated vibrations
This may be of primary excitation and secondary excitation
Primary excitation: are force and moments originating from combustion pressure and inertia
forces and movements of rotating and reciprocating masses. these are characteristics of the
engine, calculated in advance and stated as engine specification for certain speed and power.
Secondary excitation: stemming from a forced vibratory response in a substructure. The

vibration characteristics are dependent on some structure and not dependent on rest of the
ship structure. it could be due to transverse vibration of engine or longitudinal vibration of
rudder or light mast on top of the deck house.
Propeller induced vibration: it is caused due to poor form of design or imbalance cause by
some damage to the propeller.
• Hydrodynamic excitation due to uneven flow of water on propeller. if the forcing
frequencies of external applied vibration coincide with the natural frequency of hull,
resonance occurs and considerable e damage can result. for avoiding resonance,
either the frequency of the exciting external force or the natural frequency of the hull
must be changed.
• The vibration characteristics of low speed two stroke engine can be split into 4
categories
• External unbalanced moments
• Guide force moments
• Axial vibration in shaft system
28
• Torsional vibration
• External unbalanced movements:
It is caused by the inertial forces originating from the unbalanced rotating and
reciprocating masses off the engine. for minimising them counterweights and
moment compensator yields good results.
• External unbalanced moment is differentiated under two types of moment, first

order external moment and second order external moment, which needs to be
considered only for engines with certain cylinder numbers
• The inertia forces originating from the unbalanced rotating and reciprocating
masses of the engine creates unbalanced external moment although the
external forces are zero.
• Only the first order moment (producing one cycle per revolution) and the
second order moment (reducing to cycles per revolution) needs to be
considered, and only for engines with low number of cylinders. the inertial
forces of engines with more than 6 cylinders more or less tends to neutralize
themselves.
1. First order moment:

These moment acts in both vertical and horizontal directions and are of the same
magnitude
• Resonance with first order moment made from hull vibrations with two
or three nodes.
• Resonance with the vertical moment for the two-node hull vibration are
often very critical, where is the resonance with the horizontal moment
occurs at a higher speed are nominal because of the higher natural
frequency of the horizontal hull vibration.
• Vibrations for first order moment can be reduced / removed by
compensators which comprises by counter rotating masses, rotating at
the same speed as the crankshaft.
• In some cases, where the first order moment will cause resonance with
both the vertical and horizontal hull vibration in speed nodes in the
normal speed range of the engine, first order compensator can be
introduced in the chain tightener wheel, this reduces the first order
moment to a harmless value.
29
2. Second order moment:
• The second order moment applies only in the vertical direction and
precautions to be taken only for 4, 5 and 6-cylinder engines.
• Resonance with the second order moment may occur at HULL vibration
with more than 3 nodes.
• A second order moment compensator comprises of two counter rotating

masses running at twice the engine speed.
• There are many ways to cope with the second order moment. A
Compensator mounted on the aft side of the engine driven by the main
chain drive. A compensator can also be mounted on the fore end, travel
from crankshaft through a separate chain drive. compensator on both
aft and forward and completely eliminates the external second order
moment.
30
• Guide force moment:
• The guide force moment is caused by transverse reaction forces acting

on the crosshead due to the connecting rod and crankshaft mechanism.
• This moment mainly excites engine vibration, moving the engine to
athwart ships and causing a rocking or twisting moment of the engine
these are ‘h’ moment and ‘X’ moment.
• Guide force moment are harmless except when resonance vibrations

occur in engine in double bottom system.
• MAN, diesel strongly recommends that top bracing should be installed
between the engines upper platform bracket and the casing side or all
of its two-stroke engine.
• Axial vibration in shaft system: when the crankshaft throw is loaded by the gas
pressure through the connecting rod mechanism the arms of the crank through
deflects in axial direction of crankshaft which gives lots of vibration, this effect
is minimised by the addition of axial vibration damper.
• The calculation of axial vibration characteristics is only necessary for

low speed 2 stroke engine.
• In order to counter the axial vibration all engines are equipped with axial
vibration dampers
• The axial vibration damper alone eliminates the problem off vibration
and the longitudinal top bracing alone reduce the vibration level in the
deck house.
31
• Torsional vibration: this type of vibration is originated due to change in gas
pressure in the cylinder during the working cycle and also due to the crankshaft
/ connect rod mechanism. this can be reduced during design stage by
introduction of tuning wheel, Increasing the diameter of the shaft and good use
of material with ultimate tensile strength UTS.
• Torsional excitation also comes from the propeller through its

interaction with the non-uniform Wakefield.
• Torsional vibration causes extra stresses, which may be detrimental to
the shaft system, that is where the number of revolutions X the order of
excitation corresponds to natural frequency.
• In many cases torsional vibration condition can be reduced by
installation of torsional vibration damper which can be fitted when
necessary at additional cost.
• 4, 5 and 6-cylinder engines require special attention to avoid the effect
of heavy excitation the natural frequency of the system with 1 node
vibration should be situated away from the normal operating speed
range.
32
You as a chief engineer are requested to inform your company with respect to
inspection of propeller in dry Docking during which you notice a surface crack on one
of the blades. state the steps taken by you as a chief engineer for successful handling
of the situation. also, if some surface cracks are noticed on the key way of the tail end
shaft, state the steps taken by you for tackling the problem. explain the effects in case
of cracks, as stated, are not dealt with at the proper time.
Answer
After noticing surface crack on the blade of a propeller steps taken by chief engineer for
successful handling of the situations are as follows:
a. Repair cannot be performed in place or in dry dock as satisfactory nor as safely, it has
to be done under controlled condition in propeller repair shop. welding repair should be done
by a qualified personal and it should be always supervised by chief engineer or second
engineers copper welding is difficult and to be done by specialist that is manufacturers.
b. No welding to be done when propeller is already on propeller shaft in dry Dock
c. Stress relief is of utmost priority especially when welding on the hub at near the blade
route. if stress relief treatment is not carried out properly great danger is made for the propeller.
• Below shown in diagram the procedure for checking and guidelines for popular repair
33
Classified area of propeller blade for

repairs
A B C Propeller Boss
Repair method
Building up of defects by welding, unacceptable acceptable acceptable not applicable

Building up of erosion by welding
Feeling blow holes by welding, chipping of unacceptable acceptable acceptable Acceptable

cracks and building
Cut and welling unacceptable acceptable acceptable not applicable
Hot faring (including the fairing work for acceptable acceptable acceptable not applicable
altering the propeller pitch by twisting)
Gold faring unacceptable acceptable only for fairing acceptable not applicable
leading or trailing edge of
blades
Propeller should fit on the tail shaft over all of the taper end. and it is necessary that the final
fit to be checked with Persian blue.
Crack on the propeller can be due to
• Physical damage
• Fault during casting
Crack on propeller due to Physical damage
• Cracks on the lips or leading edge of the Blade is caused due to the floating Debris
drawn in the propeller stream
• Cracks on the edge will have to be cropped. If cropped opposite side of the blade then
it has to be cropped from the other side also.
Damage due to fault casting
 When the moulded parts are being cast, any turbulence could lead to sand inclusion.
they are left undetected critical Imperfection could lead to breakage of a blade.
Key damage and repair
1. Keyways on the hub and the shaft shall be checked to see if they are parallel to avoiding
wedging action by the key when the propeller is driven up.
2. The key shall fit snugly in both propeller and shaft so that there will be no possibility of play
on the either side of the key.
34
1
3. Clearance of about inches should be provided on the top of the key. it is advisable to
32
use Persian blue or other similar substances to facilitate that driving up of the propeller.
4. Dry metal to metal contact gives better grip between propeller and the shaft.
5. Small cracks in the key way should be removed by Sandpaper then ultrasonic test to be
carried out to check the depth of the crack.
6. Dry penetrant test to be carried out to find out the extent of crack.
7. Cracks will have to ground of depending on depth of cracks. in some cases, it will have to
be welded and machine.
The following remedies can be beneficial:
 Since both the keyway itself and the edge of the press fit causes stress concentration,
it was suggested that the stress concentration location might be reduced by stopping
the key with several inches short of the bottom of the hub counter bolt.
 Another reason for crack in the keyway and shaft the due to the build-up of fatigue in
the shaft and hoop stresses. by creating hoop stress relief grooves in the end of the
liner and forward phase of the propeller hub stresses can be relieved.
If the cracks are not attended in a proper time, localised stress will develop and Crack will
propagate. as trust build up, chance of propeller blade damage and loss, crack Near the roots
are more dangerous than the tip.
In order to further reduce stress concentration at the end of the keyway smooth fillet should
be provided. at the bottom corner of the keyway and at the forward and reverse fillet should
be used, at the top end of the key way to Bend It gradually and smoothly into the contours of
the shaft.
35
In an unfortunate incident in main engine crankcase explosion on your vessel, the main
engine was badly damaged and to engine room personnel suffered serious injuries.
Explain how you will present the vessel for subsequent inspection by P&I and H&M
insurance company with special emphasis on the records and documents required in
each case to ensure that only genuine claims are honoured.
Answers
 In spite of taking all safety measures and following all correct procedures, sometimes
unfortunate incidents do occur on board a ship. These result in personal injuries and
machinery damage.
 After every incidence, investigations take place and insurance claims are raised.
 The insurance underwriters appoint damage surveyors who come on board and do
their investigation. In the process of doing it, they ask for all the relevant documents.
 Suppose a main engine crankcase explosion has taken place on your ship in which
main engine was badly damaged and two engine room personnel suffered serious
injuries. Now, the vessel has to be presented for subsequent inspections by P&I and
H&M insurance companies.
Step by step what all should be done after the incidence: -
1. Take care of persons injured: -
 Since persons are seriously injured, give them first aid and ask for medical advice from
a rescue centre. Give the information to owner and charterer and seek their advice.
 If the vessel needs to divert and make an emergency port of call take permission from
owner and charterer.
 But since main engine is also badly damaged the vessel will need emergency towing.
 Give notice to agent and P&I correspondent at the nearest port. They will arrange for
the salvage assistance.
 Enter in the port. Injured personnel to be transported to hospital and later on they can
be repatriated.
 All the medical treatment given to the personnel should be chronologically documented
in the medical book.
2. Reporting Of Incidence To: -
The incident should be reported to following without delay
a. Administration
b. Owner
c. Class
d. P&I correspondent
e. H&M broker
36
f. MAS centre
3. Record Keeping: -
1. Time, date, place and cause of injury should be recorded.

2. The evidence should be preserved and a witness statement should be taken.
3. Write down all important medical condition and drugs that were given to the person.
4. The persons injured were wearing PPEs or not.
5. Take the statement of injured personnel as soon as possible if they are in
position of giving one.
6. The most important report in case of personnel injuries is Master’s report.
7. It is an important evidence to judge whether the injury is work related or not.
8. Photos of sites and other evidence should be preserved.
Necessary documents and records required to honor only genuine claims
In case of P&I surveyor following documents should be kept ready: -
1. Master statement of fact

2. Witness report
3. Injured person statement
4. Communication with the owners, managers, medical advisors and authorities
5. Deviation report
6. Photos of place of evidence
7. Medical report book relating to important medical condition and all the drugs that were
given to personnel
8. Evidence showing personnel wearing PPEs
9. Injured personnel familiarization with machinery form duly signed by him.
10. Safety instructions explained.
In case of H&M surveyor following documents should be kept ready: -
1. Chief engineer log book and official log book entry.

2. Master’s and chief engineer’s statement
3. Witness statement
4. Engine room crew statements
5. Main engine PMS records
6. Main engine bearings last renewal and evidence showing that only genuine bearings
were used.
7. Main engine crankcase lubricating oil report
8. Engine parameters at the time of incidence (from log book or data logger)
9. Records showing last alarms and trips tried out (from alarm logger)
10. Compliance with manufacturer or service letter received recently
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All the above documents will be required by the surveyor appointed by H&M underwriter.
After the survey, a damage survey report will be made.
Now the main engine will be repaired. And after that claims will be settled. Depending upon
the nature of insurance and the clauses inducted repairs can either be carried out by owner
and later the claims can be settled or repair tender can be floated by H&M underwriter only
and they can carry out the repairs.
With reference to Port state control enumerate on the following:
1. Regional Cooperation / agreement

2. future of PSC
3. Is PSC and effective tool for Ship safety?
Answer
FUTURE OF PORT STATE CONTROL
1. The impact of ‘PSC’ on ship’s and ship owners has grown with concern members of
regional ‘PSC’ group are becoming more organized and professional in this approach
to inspections investigations.
2. When detention occurs, the name of the ship is publicly announced and quoted in their
regional shipping magazines.
3. Ships with history of detention will find it increasingly difficult to trade unless they &
their companies gear up fully to the inspection criteria laid by ‘PSC’.
4. There is a prospect of a ‘Global Post State Control’ being formed, wherein the
exchange of information harmonization of procedures as well as training will take place
worldwide.
5. As more and more statistics and data are gathered and exchanged, by different ‘PSC’
secretariats, substandard shipping operations all over the world will reduce.
6. These experiences will also provide maritime community with the opportunity to
analyse better the reasons of accidents and casualties so that they can be prevented
from occurring again
REGIONAL COOPERATION/ AGREEMENTS
1. By provision of ‘UNCLOS’ flag state has been given the primary responsibility for
ensuring that a ship is equipped, operated, maintained and manned in accordance with
Maritime International conventions.
2.
3. However, some flag states have been unwilling or unable to carry out their international
conventions. A ‘PSC’ inspection is thus, the second line of defence to prevent
substandard ships from operating. Port states inspect a percentage (agreed) o ships
calling at their ports.
4. When the national port state control enhances the safety of ships and thereby
protection of Marine environment only a regional approach then ensures that
substandard ships and operations have fewer places to conceal/hide facts. Unless a
38
regional approach is adapted, operator will just divert their ships to ports in the region
where no ‘PSC’ or less stringent ‘PSC’ inspections are conducted.
5. ‘Regional Agreement’ covers the exchange of information about ships their records
and the results of inspections carried out. This information, is vital as it enables
subsequent ports of call, to target only ships that have not been recently inspected. In
general, ships inspected within the period of previous 6 months from the ‘visiting date
of port’ are not re-inspected, unless there are clear grounds to do so.
6. Secondly, it is only by cooperation with the port of region, that it is possible to monitor
substandard ship in the region.
7. This applies to ships that have been allowed to sail with minor deficiencies on the
condition that there are to be rectified is the next port of call to monitor such ships
constant exchange of information between ports is necessary.
8. Thirdly, it is important for countries to achieve uniformity in the manner and
methodology of port state inspections and ultimately in their region so that similar
standards are applied with regards to the detention of ship and training standards of
port state control officers.
9. To achieve this, it is common practice of many existing ‘agreements’ to conduct joint
seminars for ‘PSC’ officers to harmonize procedures.
10. Therefore, post State Control regimes were set up under a memorandum of
understanding (MoU). Harmonized inspection procedures are designed to target
substandard ships with the main objective being to eventually eliminate them from the
region covered by MoU’s participating states.
PORT STATE AN EFFECTIVE TOOL
1. YES, it can be an effective tool. Most IMO conventions like STCW, ISM, LOADLINE,
SOLAS, MARPOL etc., come under the ambit of Port State Control.
2. Their inspectors have the authority as deputed by IMO to ensure that vessels visiting
their ports are compliant w.r.t. the various IMO conventions.
3. Hence, they can definitely ensure that ships are safe and environment friendly.
4. Their powers to detain or threaten to detain ships on various grounds, forces ship to
be safe
39
Question 1 March 2018
Discuss the principle of marine insurance. explain each of the principal with suitable
examples?
Answer
Definition of marine insurance:

Temple man has defined the marine insurance in the following words:
“a contract of indemnity whereby insurer undertakes to compensate the insured against perils
insured”
This policy is generally taken to obtain protection against the sea perils. today marine
insurance has played very effective role in promoting the international trade. marine
insurance covers almost all losses to the ship and cargo while in sea or in port. in each marine
insurance, contracted insurance company undertakes to give coverage against loss due to
Marine perils on the payment of premium. The terms and conditions are written in a document
which is called marine insurance policy.
Fundamental principle of marine insurance

The following are the fundamental principles are essential characteristics of marine insurance
contract:
1. Utmost good faith: in the contract of marine insurance, each part is supposed to
observed utmost good faith and to disclose all material facts to the other party. by
material facts are meant those which are likely to influence the judgement of the other
party. for example, the declaration by the insured of the shipment on deck of cargo
which would be the normally carried on Under deck. The holding back of the material
facts by the party is fraud. if the insurer knows at the time of insuring the policy that
the ship has to reach the destination quite safely with the facts that they do not
communicate to the insured, will have to return the premium to the insured.
• Example: The nature of goods must be disclosed that is whether the goods are
hazardous in nature or not, as premium rate will be higher for hazardous goods.
2. Insurable interest: The marine insurance will be valid if the person is having insurable
interest at the time of loss. the insurable interest will depend upon the nature of sales
contract.
• Example: Mr A send the goods to Mr B on FOB (free on board) basis which means
the insurance is to be arranged by Mr B. and he is entitled to get the compensation
from the insurance company.
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• Example: Mr A sends the good to Mr B on CIF (Cost insurance and freight) basis
which means the insurance is to be arranged by Mr A. and if any loss arises during
transit then Mr A is entitled to get the compensation from the insurance company.
The following parties are said to be have insurable interest:
a) Cargo owners on their cargo to be shipped.

b) Shipowners on his ship
c) Shipping company on their freight receivable
d) And ensuring the insured properties for reinsurance
e) Captain and crew in respect of their wages and salaries.
f) Lenders of money on bottomry and respondentia bonds to the extent of the loan.
g) Mortgage of the subject matter insured to the extent of mortgage money.
3. Indemnity: Marine insurance is contract of indemnity and insurance company is liable

only to the extent of actual loss suffered. If there is no loss there is no liability even if
there is operation of insured Peril.
• Example: if the property under marine (transit) insurance is issued for rupees 20
lakhs and during transit it is damage to the extent of rupees 10 lakhs then the
insurance company will not pay more than rupees 10 lakhs.
4. Subrogation: in the marine insurance whether the loss is total or partial this Insurance
of subrogated to all, the rights and remedies of the insured. But in the case of the total
loss, then insurance is entitled to take over the remains Salvage of the properties. If
the loss is partial the insurance acquires no proprietary interest in the property. It is to
be noted that insurance insurer’s recovery is not limited to the amount of claim. They
cannot recover more than what they have paid the insured. If the insured consider his
ship not worth wild to repair it because the cost would exceed the value of the ship
after repair, he may abandon the Ship to the Insurer & claim the sum insured on the
basis of constructive total loss. If the insurer accepts the abandoned ship they acquire
proprietary rights in the ship. If it is possible to sell the damaged ship with or without
repairs for more than the insured value, of the insurer can make, as written in the profit,
but under subrogation, they can retain only upon the amount by the indemnity the
insured.
Letter of subrogation: this is a legal document (supplied by insurer) which transfers the
right of the claimant against the third party to the insurers.
• On payment of claim the insurer wish to pursue recovery from a carrier or other
third party who, in their opinion, is responsible for the loss. the authority to do so is
derived from this document, it is required to be duly stamped.
• Some of the Other documents required in support of particular average claims are
ship’s survey report, lost overboard certificate, if cargo is lost during loading and
unloading operation short landing certificate Etc.
5. Causa proxima: This is a principle of insurance laying that the insurer is liable only for
those losses which have been proximately caused by the peril insured against. In other
words, in order to make the insurer liable for a loss, immediate or last cause is to be
looked into, and if it is the peril insured against, the insured can recover. This is the
rule of "Causa Proxima". Insurers are not liable for remote causes and remote
41
consequences even if they belong to the category of insured perils. The question,
which is the causa proxima of the loss can only arise where there has been a
succession of causes. When a result has been brought about by two causes, you must
in the insurance law, look to the nearest cause, although the result, no doubt, would
not have happened without the remote cause. The cause which is truly proximate is
that which is "Proximate in efficiency". The law will not allow the assured to go back in
the succession of causes to find out what is the original cause of loss.
a) Express warranty: An Express warranty is one of which is expressed or written

on the face of the policy itself and imposes some obligations upon the insured.
compliance of such a warranty is essential for a contract. Example: package in
containers of a standard size.
b) Implied warranty: An implied warranty is always by nature to the contract of

marine insurance, but need not be definitely expressed in writing on the face of the
policy. there are three implied insurance.
• Seaworthiness: the ship undertaking voyage must be responsibly fit for such
voyage. A ship is said to be seaworthy when it has been completely repaired,
the master of the crew and the other staffs are present and there is adequate
fuel in the ship. so, that it can face the routine sea peril of the sea. the
seaworthiness of ship may vary from situation to situation and from vessel to
vessel, seaworthiness is also worthiness. the ship must be reasonably fit and
suitable to carry the type of cargo insured and this is called cargo worthiness.
• Legality of the venture: the voyage or adventure must be lawful and not illegal
such as smuggling etc, the warranty of legality cannot be waived under any
circumstances.
• Non-deviation: the ship will follow the proper course or route for the course
contemplated by the policy. any departure from such a course is known as
deviation. as per this warranty there should be no changes during the voyage
i.e. the ordinary course whether intentionally or otherwise after the
commencement of voyage. there should be no delay in voyage. The ship shall
not be deviated from its common route in the ordinary course except in certain
cases excusable by law.
42
Explain Abraham Maslow theory of motivation. as a chief engineer, onboard stress is

the issue you will address for lack of motivation, difference in attitude and increase
sense of competitiveness for better management and effective Control.
Answer
Source: https://en.wikipedia.org/wiki/Maslow%27s_hierarchy_of_needs
“Abraham Maslow” motivation theory is one of the best known and most influential theories
on workplace motivation.
Physiologist Abraham Maslow first developed his famous theory of individual development
and motivation in 1940’s. He suggested that human beings have a higher key of needs, i.e.
that all human acts in a way which will address basic needs, before moving on to satisfy others
so called higher-level needs.
Maslow represented the story as a hierarchical triangle.
There are various levels which are human being attempts to satisfy through work, which was
first written by Mr A.H. MASLOW, Known as “MASLOW’S need hierarchy”
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Abraham Maslow viewed human motivation as a hierarchy of five needs, ranging from the
most basic psychological needs to the highest needs of self-actualization.
Psychological needs are the most basic physical needs for food water shelter and many more.
on ship good environment, engine room temperature, proper ventilation, engine room blowers,
engine control room air conditioning not working and Accommodation air conditioning not
functional or food served is not tasty, then attitude of people are definitely bound to change.
Security needs are the needs for a safe and Secure environment in the workplace. if people
are not happy with wages, bonuses or other issues, their behaviour will show in negative
approach towards job requirements.
Belonging needs - related with their relationship with other ship staff. if people are involved in
backbiting, lot of politics, then people's behaviour will not be in favour of ships efficient running.
hence atmosphere has to be guarded against these factors.
Esteem needs related to pat on the back when certain jobs are done. this creates lot of
wonders. Everyone wants words of appreciation from other superiors this creates a lot of Faith
between themselves.
Self-actualization needs to relate people self-fulfilment. This is highest and most mature
approach towards the situation or towards a person. In this, person wants to help others,
impart some knowledge to them, guide them and be happy in himself. these types of people
to be regarded in same manner.
As a manager, I have to see always above stated needs when dealing with person on board.
I have to see that where a person concerned stands and accordingly I have to make an
atmosphere of cooperation. To increase fare competitiveness to achieve another step in the
hierarchy Triangle. Once faith is established, manager has full control over situations
and persons on board
People may have their own mix thoughts and processes, that means in a group of people,
some may be on first step or other maybe on second step or third step, but as far as manager
knows where they stand and why a particular person behaves in a particular manner. He has
to act accordingly to that. Here, mixed and different attitudes Can be turned around to make
positive effect on efficient running of ship.
As a chief engineer on board there are many issues which I can address for lack of motivation
or difference in attitude and increase sense of competitiveness for better management and
effective control here are some highlights below:
Lack of motivation: man is a social animal and to make him work in isolation will lead to
dissatisfaction and unnecessary stress. companies often employee multinational crew which
may lead to potential conflicts. in order to improve profitability, companies try to reduce the
number of crew onboard to a minimum safe working limit. In case everything works properly,
there is no perceived problem. in case something goes wrong, the manpower available is not
44
sufficient to deal with the problem. this is one of the main reason leading to stress, which would
either be physical or psychological.
This lead to an imbalance in human biological clock, when working and rest hours in Port are
different from those at sea. if the ship has more number of port of calls, duties in ports required
more physical efforts and longer working hours due to workload completion of work to Sail.
Therefore, officers and crew members working in our environment, will reveal typical
symptoms of fatigue. reason leading to demotivation would be: -
1. Problem at home and family ends

2. Not been relieved on time which could lead to home sickness.
3. Difference of opinion among colleagues.
4. Job pressure.
5. Dissatisfaction due to company's policy, argument with regard to Salaries for
promotion or leave.
Issues and reasons related to difference in attitude:
1. Interest: different people have different interest in a work organisation. in ships

environment, different people likes different jobs. some people are expert in finding out
solutions to a problem, some are very good in workmanship and some are good in
planning. but, the problem is usually confronted when these interests are not met. does
attitude of a person changes. Keith Davis professor of management in school of
business Indiana University said, “ Human relations, an area of Management practice,
are the integration of people into work situation in a way that motivates them to work
together productively, cooperatively and with Economically, psychological and social
satisfaction.” it simply means that there should be no diversity in interest, but an
attempt should be made to integrate the interest of each person within the interest of
all others in the organisation.
2. Cooperation: No objective can be achieved without cooperation among people. in

shipboard management, also if subordinates are not satisfied with operation of their
superiors, attitude of a person is bound to change as a result, a problem of
disobedience, lack of interest or even confrontational behaviour itself will be evident.
Input device definition secondly, principal objective of integration should be to secure
the willing cooperation of the employees. As a result of sincere efforts on the part of
management, the workman can be motivated to offer their willing cooperation for
achieving the target of Greater better and cheaper production. in ships, and
environment of cooperation is essential due to diversity in kind of work or job required
onboard at a given time. to do this, personnel have to understand each other’s comfort
and care for their help in any situation.
3. Perception: human being reacts to different situation differently. even the same
human being may react to different situation differently at different point of time. the
way a human look at a thing is called perception. it's worth nothing that perception of
a fact may not be the fact itself. then reality as it is and the reality as we see it may be
quite different. as a matter of fact, we see reality is in our own way and considered that
to be the only way.
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How does Indian Administration conduct enquiry and investigation into shipboard
casualties on foreign ships visiting its ports?
i) Elaborate with the mention of relevant International codes and relevant section
of MS Act 1958.
ii) Define marine casualty
iii) What Does the Marine safety investigation report consist of and how is it related
to IMO by the state responsible for conducting this investigation.
Answer
Whenever a shipping accident takes place and comes under the purview of M.S. Act as a
shipping casualty, the master, the pilot or persons in charge of ship at the time of casualty is
required to give notice of this casualty to officer appointed by the government under the
section 358(2) of the M.S. Act. The proper officers appointed by the government are notified
in the official gazette.
Preliminary enquiry: When an officer appointed under the Act received information about
the shipping casualty, he is required to conduct a preliminary inquiry about the accident.
The purpose of the preliminary enquiry is to establish the following:
1. A shipping casualty has occurred within the meaning of Act.

2. The details of the voyage leading to the casualty.
3. Events that led to the casualty
4. Extent to which loss of life or loss of property has occurred due to shipping casualty
The causes that led to the casualty including act of incompetency, negligence or misconduct
of person or persons is concerned
The preliminary enquiry, which is held under section 359 of M.S. Act is departmental enquiry
and the proceedings of such enquiries are not released to public.
In conducting the preliminary enquiry, the officer has the following responsibilities:
1. To inform the central government and the state government concerned, where
necessary, of the detail of the shipping casualties occurring within their
jurisdiction
2. To go on board the ship and inspect the same including machinery and equipment,
3. To enter and inspect any premises to facilitate the completion of the preliminary enquiry
4. To summon persons, he thinks to take statement to complete the preliminary enquiry
5. To demand the production of all log books, documents or papers he considers
46
necessary for the enquiry
6. To submit the report to central government
If any person refuses to attend and answer or to produce necessary evidence or to impede
the enquiry, officer should call his attentions to the power given to him. In case he still refuses,
he can take action under chapter X of the Indian Penal Code.
Persons who may be present at the examination; Where the owner or agent of a ship, a
casualty to which is being investigated signifies his desire to be present but only while witness
belonging to the ships at which he is directly interested are being examined, and he must be
requested to remain silent. He may take note of evidence, if he desires but should not
interfere examination of witnesses. Barring this, no person is to be present in room during
the examination of the witness except the deponent, the officer conducting the enquiry and
his clerk and if necessary an interpreter.
Professional lawyers are not admitted in to the proceedings of preliminary enquiry or formal
investigation.
• Whenever it appears that the event leading to ship casualty, demand a formal
investigation by court, the D.G. Shipping, by virtue of power delegated to him under
section 360 of M.S. Act may direct the same to be held. On receipt of the order of
director general the proper officer shall make an application to the court of empowered
under 361. The objective of court empowered under 361 is not to punish anyone who
may have been at fault, but to throw light on the cause of casualty and to consider
steps to prevent such casualties in future. Only first-class magistrates are empowered
to conduct these formal investigations.
• The courts are assisted by assessors having the requisite technical knowledge and
are independent of all the interest concerned. The assessor is appointed by the court
out of the list which is maintained by the directorate.
• Where formal investigation involves or appears likely to involve any question

regarding cancellation or suspension of certificate of competency of master, mate or
engineer, the court shall be assisted by not less than two assessors having the
requisite experience in merchant marine service.
• Report of court, unless the cancellation or suspension of any officer’s certificate is not
involved, the court need not tell its decision in open court. It may send or deliver to
the parties a copy of the report as required by 369 of M.S. Act to be transmitted to the
central government. The court should submit its report to the central government in
duplicate. Where cancellation or suspension of officer’s certificate of competency is
involved, the court may deliver its decision in open court and also send or deliver to
the parties a copy of the report to be transmitted to the central government. Where
the certificate is suspended and the court has recommended a certificate of lower
grade should be issued, the same shall be issued by D.G. Shipping through the
principal officer concerned.
• The power to cancel certificate of competency – The certificate of competency may

also be cancelled by central government under provision of 373 of M.S. Act
47
Marine casualty means and event, or a sequence of events, that has resulted in any of the
following which has occurred directly in connection with the operation of a ship:
1. The death of a person or serious injury to a person

2. The loss of person from a ship
3. The loss of a ship or abandonment of a ship
4. Material damage to a ship
5. Does stranding or disabling of a ship for the involvement of a ship in a collision.
6. Material damage to Marine infrastructure external to a ship, that could be seriously

endangers the safety of a ship, another ship or an individual.
7. Severe damage to environment, or the potential for severe damage to environment,
brought about by the damage of a ship or ships.
However, a Marine casualty does not include a deliberate act or omission, with the intention
to cause harm to the safety of a ship, and individual or the environment
Content of Investigation report:
IMO resolution MSC.255 (84), code of International standard and recommended practice for
a safety investigation into a marine casualty or Marine incident (casualty investigation code),
16th May 2008 international Maritime organisation.
I. Introductory part
1. The following shall be indicated in the introductory part:

1.1.1. The objective of the investigation
1.1.2. It should include the safety recommendation cell in no case creative
presumption of liability or blame
1.1.3. It should include that the report has not been written, in terms of content and
style, with the intention of it being used in legal proceeding.
II. Short description of casualty / incident
2. This part shall outline the basic facts of the marine casualty or incident:
2.1.1. What happened, when, where and how it happened
2.1.2. Whether any death, injury, damage to the ship, cargo, third party or
environment occurred as a result
III. Facts
3. This part shall include a number of discrete sections, providing sufficient information that
substantiate and eases understanding of the situation. this section shall include the
following information:
3.1.1. Ship particulars
3.1.2. The name of the ship
3.1.3. IMO number
3.1.4. The flag state
3.1.5. Main characteristics
3.1.6. Owner and actual manager, Charterer, operator
3.1.7. Construction details
3.1.8. Minimum safe manning
48
3.1.9. The type of the ship
3.1.10. Voyage particular
3.1.11. Ports of call
3.1.12. Type of Voyage.
3.1.13. Cargo information
3.1.14. Manning
3.1.15. Marine casualty or incident information
3.1.16. Type
3.1.17. Date and time
3.1.18. Location of casualty
3.1.19. Internal and external environment
3.1.20. Place on board
3.1.21. Ship operation and voyage segment
3.1.22. Human factors data
3.1.23. Consequences (for people, ship, cargo, environment, other)
3.1.24. Shore authority involvement an emergency response
3.1.25. Who was involved
3.1.26. Means used
3.1.27. Speed of response
3.1.28. Action taken
3.1.29. Result achieved
IV. Narrative
4. Dispersal construct the marine casualty or incident through a sequence of event, in a

chronological order. (leading up to, during and following the marine casualty or incident)
and the involvement of each factor. (i.e. person, material, environment, equivalent or
external agent). The period covered by the narrative shall depend on the timing of those
particular accidental events that directly contributed to the marine casualty or incident. This
part shall also include any relevant details of the safety investigation conducted, including
the result of examination or test
V. Analysis
5. This part shall include a number of discrete sections, providing and analysis of each event
related to the marine casualty or incident, with comments relating to the results of any
investigatory activities and to any safety action that might already have been taken to
prevent the threats to the Marine safety.
5.1.1. Human erroneous action and emotions.

5.1.2. Events involving hazardous material
5.1.3. Environmental effects
5.1.4. Equipment failures
5.1.5. External influences
5.1.6. Contributing factors of the marine casualty or incident involving person related
functions, Shipboard operation, shore management or regulatory influence
The analysis and comment included in this parcel enables the report to each logical
conclusion, establishing all of the contributing factor of the marine casualty or incident.
49
VI. Conclusions
6. This part consolidated the established contributing factors of the marine casualty or
incident, for which safety action should be developed to prevent marine casualties or
incidents in the future.
VII. Safety recommendations.
7. This part of the report shall contain safety recommendation derived from the analysis and
conclusion and related to particular subject areas. The safety recommendation Shall be
address to those that are best place to implement them such as shipowner’s managers
recognised organisation etc.
VIII. Appendices
8. This part should include the following:
8.1.1. When appropriate the following shall be attached to the report in paper or
electronic form
8.1.2. Photographs, moving images, audio recording, charts and drawings
8.1.3. Applicable standards
8.1.4. Technical terms and abbreviations used
8.1.5. Special safety studies
8.1.6. Other necessary information
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Question no. 5 March 2018
With regard to Minimum requirements for seafarers to work on ship, as per MLC 2006,
write shore notes on the following: -
a) Minimum Age to work on a ship
b) Medical certification for duties on board
c) Training & Qualification
d) Recruitment & Placement
Answer
Introduction to MLC 2006
• The MLC 2006 comes under the ILO and was formed under the 94th session of the
ILO on 7th Feb 2006.
• The MLC 2006 is enacted in the National Laws of India of Merchant Shipping Act
Namely M.S Act section 2000
• The MLC Code consists of 16 Articles, The Regulations Under 5 Titles and the Code
• Regulations & Part A of the Code are the mandatory requirements for the member
states while part B is non-mandatory and acts as a guideline for implementation for
Administrations.
• Each regulation has a Standard section for that particular Regulation and a
corresponding Guideline For e.g.: Title 1 Minimum requirements for seafarers to work
on a ship regulation 1.1 Min Age has Standard A 1.1 and guideline B1.1. along with it
the Purpose of the regulation is also defined prior describing standard or guideline
sections.
• This gives flexibility to the parties to the convention in implementing the Code while
accepting it in their national laws.
Preamble Of this Convention States but not limited to:
Desires to create a single coherent instrument covering all up to date standards of the existing
Maritime labour conventions as well as fundamental principles covered in other conventions
of the ILO pertaining to “Min Age, Unemployment Indemnity, Placement, Medical
Examinations, Seaman’s Article Of Agreement, Repatriation, Officers COC, Food & Catering,
Paid Vacation, Ship- owners liability, Sickness insurance, Social security, Wages Hours work
and manning, prevention of accidents etc”
• To promote decent conditions of work standards for seafarers

• The Seafarers need for special protection considering their global nature of work
This section has 4 regulations
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Regulation 1.1: Minimum Age
• Purpose: To ensure that no under – age persons work on ships
• Min Age is 16 years
• Under 18 yrs. of age night work is prohibited (night work as defined by national laws
of a 9-hour period not later than midnight and before 5am) except when a competent
authority deems it otherwise if: (a) it impairs the training of the seafarer (b) if it’s a
specific nature of duty or recognized training programme after consulting with
shipowner and seafarer organisations that the nature of work will not affect the health
and safety and well-being of the seafarer.
• Under 18 works prohibited if it jeopardizes their health, safety and the safety of the
others onboard.
Regulation 1.2: Medical Certification

• Purpose: to ensure that all seafarers are medically fit to perform their duties
• Seafarers cannot work on ship unless medically certified
• The certification shall not prejudice the ones stated in STCW
• The medical certificates shall state that; Hearing and sight and colour vision
satisfactory
• Not suffering from any medical condition likely to be aggravated at sea
• Certificate will be valid for min 2 years but 1 year is under 18.
• Colour vision certificate valid for 6 years
• If certificate expires onboard may be allowed to procure another at the next port but
sailing should not be more than 3 months.
Regulation 1.3: Training & Qualification

• Purpose: To ensure that seafarers are trained and qualified for their duties onboard
• Cannot work unless trained or certified and competent or qualified to perform their
duties
• Should successfully complete their training on personal safety
Ans (b). this question is not mentioned above.
This section has 8 regulations
Conditions of Employment
Regulation 2.1: Seafarers Employment Agreement Purpose:

To ensure that seafarers have a fair employment agreement
Regulation 2.2: Wages
Regulation 2.3: Hours of Work & Hours of Rest
Regulation 2.4: Entitlement to leave
Regulation 2.5: Repatriation
Regulation 2.6: Seafarers compensation for ships loss or foundering
Regulation 2.7: Manning Levels
Regulation 2.8: Career & Skill Development Opportunities for seafarer’s employment.
Ans (c) this question is not mentioned above.
This title has 3 Regulations

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Compliance & Enforcement
Regulation 5.1: Flag State Responsibilities

5.1.1-General Principles 5.1.2-Authorization of R.O 5.1.3-MLC & DMLC
5.1.4-inspection & enforcement
5.1.5-On-Board Compliance procedures 5.1.6-Marine Casualties
Regulation 5.2: Port State Responsibilities

5.2.1-Inspections in Port
5.2.2- Onshore seafarer complaint-handling procedure
With the latest emission control requirements, storage & purification of marine fuel
oils on board has become a challenge for C/E. Against this background, discuss
a) Challenges with traditional fuel purification systems on existing ships
b) Advanced computed based fuel cleaning systems
c) Fuel storage & Stability issues
d) Fuel oil additives & Treatments
Answer
Already Done
What are the important highlights of UNCLOS with respect to environmental

protection? Briefly describe following (not more than 100 words)
i) Territorial sea
ii) Internal waters
iii) Contiguous zone
iv) EEZ
v) Continental Shelf
vi) High Seas
Answer
Already done
Elaborate the influence of a charterer on operations of propulsion and other ship-

board machineries during a voyage. After taking over a ship as a CE you have been
informed that the ship is on time charter and has a history of unforeseen auxiliary
machinery breakdown at sea. State the different options you have and actions you
would take as a CE prior to the commencement of voyage
Answer
Already done

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Referring to the latest developments in Turbo charger application in marine diesel
engines, write short notes on:
a) Power Turbine Generators
b) Hybrid Turbo Chargers
c) Electro – Assist Turbo Chargers
Answer
Already done
Define unseaworthy ship within the meaning of MS Act 1958 as amended. explain
returnable deficiency with reference to a PSC inspection and describe the procedure
to be followed for the timely release of a vessel detail for serious structural deficiency
under PSC.
Answer:
Unseaworthy Ship:
As per M.S. Act 1958 it is defined as unseaworthy ship is a ship when material of which is
made, her construction, the qualification of the master, the number, description of crew
including officers, the weight, description and stowage of cargo and ballast, the condition of
hull and equipment, boilers and machinery are not such render her in every report, fit for
proposed voyage or service.
Substandard ship:
In general, a ship is regarded as substandard ship if hull, machinery, equipment or operational

safety is below the standard required by the applicable conventions or if the crew is not as per
safe manning.
• Absence of principal equipment required as per convention.

• Noncompliance of equipment or arrangement with relevant specification of convention.
• Detrition of ship and its equipment, example: poor maintenance.
• Insufficient proficiency or not familiarisation of essential operational procedures by
ship’s crew.
• Insufficient manning.
• Insufficiency of certificates of seafarer.
Detainable deficiencies:
• It is a deficiency that present an immediate threat to ships, it's personal, environment

which renders the ships is unsafe to proceed at sea.
• A PSC officer can detain a ship which is unsafe or unseaworthy to proceed at sea
before the deficiency is identified by him is not rectified.
Examples of detainable deficiencies as per SOLAS:
1. Failure of main propulsion and other essential machineries, as well as Electrical

insulation.
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2. Insufficient cleanliness of engine room, excess amount of oil water mixture in engine
room bilges.
3. Improper operation of bilge pumping arrangement.
4. Exhaust pipe insulation is contaminated by oil.
5. Failure of proper operation of emergency generator, lighting, insulation, batteries and
switches.
6. Failure of Main or auxiliary steering gear.
7. Absence, deterioration and improper operation of life saving appliances.
8. Noncompliance with fire detection system, fire alarm, firefighting equipment, fixed
firefighting installation, ventilation valves, fire damper and quick closing valve.
Examples of detainable deficiency as per load line:
1. Insufficient stability or ability to calculate stability conditions.

2. Significant area damage or corrosion, pitting on plating and stiffening members, which
affect the strength of hull and seaworthiness. If any of the above condition is present,
then temporary repair / arrangement should be done to proceed to sea for next port,
where permanent repairs must be carried out.
3. Absence or Poor condition of hull closing device such as hatch cover and watertight
doors.
4. The absence of sufficient and reliable information, of approved type, which rapidly and
in simple way, enables the master to arrange the loading and ballasting of ship in such
a way that safe margin of stability is maintained all the time. and stresses are
calculated at same time in this way that ship structure is not under stress during the
Voyage considering the weather condition also.
Examples of detainable deficiency as per MARPOL:
1. Failure of oil filtering equipment, monitoring and control system or 15 PPM alarm.
2. Remaining capacity of slop / tank insufficient for the intended Voyage.
3. Oil Record Book part 1 not available.
4. Unauthorised discharge by bus available
5. Cargo is not categorised
6. Oily Record Book part 2 not available
7. Absence of garbage management plan.
8. No garbage Record Book available.
9. Ships personnel are not familiarised with disposal / discharge requirement of garbage
management plan.
10. Absence of international air pollution and prevention certificate, and EIAPP (where
relevant) certificate and Technical file.
11. A Marine diesel engine with the power output of 130 KW or more, which is installed on
a ship constructed on or after 1st January 2000, or a Marine diesel engine undergone
a major conversion on or after 1st January 2000 and are not complying with technical
NO X code.
Examples for detainable deficiency as per STCW:
1. Lack of documents and certificate for crew.

2. In adequate navigational / engineering watch arrangements
3. Competency of crew member not adequate for the duties assigned to him for safety.
4. Insufficient rest to watch keeper.
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Question no. 1 April 2018
Define Communication. Enumerate and discuss the different types of communication.

discuss the various barriers to effective communication. you are doing a main engine
decarbonization and the work is carried out in two groups, one working on the cylinder
head platform and the other group working in the bottom platform. identify the areas in
this operation where there can be a hazard due to failure of communication. also
suggest risk mitigation measures to mitigate this hazard of failure of communication.
Communication:
It is a two-way process of reaching mutual understanding, in which participant's not only

exchange information, news, ideas and feelings but also create and share meaning. in
general, communication is means of connecting people or places. in business, it is a key
function of management, an organisation cannot operate without communication between
levels, departments and employees.
Types of communication:
Communication can be categorized into three basic types:
1. Verbal communication, in which you listen to a person to understand their meaning

2. Written communication, in which you read their meaning
3. Nonverbal communication, in which you observe a person and infer meaning.
Each has its own advantages, disadvantages, and even pitfalls.
Verbal communication: verbal communication in business takes place over the phone or in
person. the medium of the messages oral. Example as follows:
The below conversation is between chief engineer and superintendent of the vessel on a
phone.
Chief engineer (on phone): good day sir this is chief engineer Narendra Modi calling from your
good ship MT Deathmaster.
Superintendent: good day chief, how is she doing. I saw her last month Voyage performance,
and she is doing pretty good fuel consumption has drastically reduced. anyway, I don't want
to know the cause how it is reduced but I am very happy as charters are also very happy. yes,
chief you can go ahead.
Chief engineer: thank you sir. Sir I called you to just take an advice regarding our 3-monthly
engine room consumable, as you know last month we have decarb all 6 unit of main engine
and we have consumed all of oily rags and working cotton gloves. as the ship is reaching
Brazil for loading can we order consumables for engine room as it will be a costly affair there.
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Superintendent: Sure, you can order working gloves and cotton Rag but for a limited quantity
so it last till next arrival port that is Philadelphia, as you know chief it's already year end and
we have very less budget remaining. You can order 50 pairs of gloves and 50 kgs of cotton
rags. and you can send it to me I will forward it to purchase department and if the price is more
than 200 US dollars I will cut some amount of the consumables.
Chief engineer: absolutely sir I will make sure with second engineer that he orders 50 pair of
gloves and 50 kgs of cotton rags and after checking the quotation as you said you may reduce
the number of quantities.
Superintendent: yes chief that's for sure. anything else you want to tell me?
Chief engineer: no sir, thanks you! have a nice day.
Superintendent: ok bye chief, happy sailing.
(chief engineer who is good at active listening, repeats what he has heard. this is the
feedback portion of communication and verbal communication has the advantage of
offering opportunities for immediate feedback. feedback helps chief engineer to
recognise any confusion he may have heard when his superintendent was telling him.
feedback also helps the superintendent to tell whether he has communicated the
message correctly)
Written communication:
In contrast to verbal communication, written business communication are printed messages.

example of written communication includes memos, proposal, email, letter, training manual
and operating policies. Written communication is often occurring at different times. that is, the
sender can write a message that the receiver can read at any time, unlike a conversation that
is carried on in a real time. it is a “one to many” communication, as opposed to a one to one
verbal communication. Written communication is also a state of proof where the receiver can
justify with the written documents that the job carried out as per your instructions.
Nonverbal communication:
What you say is a vital part of any communication. but what you don't say can be even more
important. research also shows that 55% of in person communication comes from nonverbal
cues like facial expressions, body stands and tone of voice. We can send a silent message
without saying a word. for example, if we focus on feeling confident our face will convey that
confidence to an interviewer. adopting A smile can reduce the body stress levels. To be
effective communicator, we need to align our body language, appearance, and tone with the
words we are trying to convey.
Another element of nonverbal communication is tone. a different tone can change the
perceived meaning of a message demonstrates how clearly this can be true, where in verbal
or written communication.
Disadvantages of verbal communication:
A common disadvantage to verbal communication is the cultural differences between the

sender and the receiver. these differences can arise from the individuals speaking different
languages, inability to understand the other person's colloquial or a difference in
understanding basic terms. shipping industry often faces these problems when they have
multiple International crew.
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The audience size is a disadvantage to verbal communication because individual can only
speak to a limited number of people at a given time. while of amplification system, constraints
still exist.
Disadvantage of written communication:
Written communication is less personal than oral communication, making it less idle for
emotional message.
Written communication is less effective than in-person communication at building personal

relationship.
In industrial world, written communication for a command to do job In the way sender has told
do it, may lead to end a job in incorrect way, which may create problems for the sender, as
the receiver has performed the job as per sender’s instruction which is written in black and
white as a proof.
Disadvantages of nonverbal communication
Nonverbal communications are quite vague and imprecise. The meaning where is not only by
culture and contacts but by the degree of intention.
Multiple gesture is a big disadvantage example when a receiver is watching the eyes of a
sender and sender is explaining him by the movement of his hand he may miss what the
sender wants to tell as he was continuously watching Senders Eyes.
in nonverbal communication, long conversation and necessary explanations are not possible.
Importance of communication when two groups working simultaneously on main

engine.
When two groups are working simultaneously such as assembly of large piston of a two stroke
Slow speed engine, the communication between the group should be very precise otherwise
the operation will fail and it can give injury or death to the persons working.
Heaving up and heaving down of engine room crane which is holding the Piston in position is
always carried out between three groups, one standing on cylinder head platform, second
group standing near crankcase door and third group is standing up inside crankcase near the
top of the connecting rod palm. communication often fail in this scenario when there is a delay
in sending the message from first group to third group through the second group.
Example: while lowering the piston third group which is inside crankcase will say to the second
group to lower and second group through walkie talkie will transfer the message to first group,
first group start lowering but when at accurate position the Piston required to be stopped, third
group inform second group to stop and same message is passed from second group 2 first
group, the first group always receive a delay in the message and it is about 1 to 2 second.
This delay has caused the Piston to stop in a wrong position from what the third group wanted.
This may lead to crush injuries to fingers or palm.
Therefore, the above stated example is very critical and to be performed by only senior and
experienced staff on board ship discussion of the operation with the help of a risk assessment
to be done twice or thrice with the people who are working on the main engine.
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QUESTION 2 APRIL 2018
State the UNCLOS requirements for member states (a) to register ships flagged with
them and (b) to control safety pollution and civil / social aspects of ships. (c) what
mechanism is used in India to comply with these requirements?
Answer
The 1982 United Nations Convention on the Laws of the Sea (UNCLOS) is an international
agreement that resulted from the third UN Conference on the Law of Sea (UNCLOS III). This
convention came into force as ratification of an earlier United Nations convention i.e. the
Geneva Convention of 1958. (UN. Org 2012). The rights and responsibilities of the nations in
their use of world’s oceans and managing marine resources, the freedom of Navigation, the
concept of flag states and its responsibilities are amongst the important features of
the convention.
THE ROLE AND RESPONSIBILITY OF FLAG STATE AS PER UNCLOS
• The right of states to confer nationality to ships comes with a number of responsibilities.
These duties are provided for within UNCLOS and in several international conventions.
• The flag State duties laid down under Article 94 of UNCLOS 1982.
i. Article 94(1) - General Statement of Duties

• This section makes explicit the matters on which flag states should exercise
jurisdiction. It provides that every state be required to "effectively exercise its
jurisdiction and control in administrative, technical and social matters over ships flying
its flag".
ii. Article 94(2) - Maintain Register and Assume Jurisdiction

• Flag states are required to maintain a register of ships flying its flag and to assume
jurisdiction under its internal laws over each ship, its masters as well as crew in
administrative, technical and social matters concerning the ship.
• It is important to note that, beyond the requirement that the register should contain the
names of the ships and particulars.
iii. Article 94(3) and (4) - Construction, Equipment and Seaworthiness of ships
• Here, flag states are imposed with the obligation to ensure safety with regard to the
construction, equipment, seaworthiness of ships, qualified crew and communication
maintenance.
Article 217(2) of UNCLOS extends the scope of article 94(3);

• It requires the flag State to ensure that its vessels are prohibited from sailing until
they can proceed to sea in compliance with the requirements of international rules
and standards with regard to design, construction and equipment of vessels.
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iv. Article 94(4)
• Provides, that measures be taken by flag states that it must include those necessary
things to ensure "that each ship, before registration and thereafter at appropriate
intervals, is surveyed by a qualified surveyor of ships, and has on board such charts,
nautical publications and navigational equipment and instruments as are appropriate
for the safe navigation of the ship".
• It also stresses that ship officers and crew should possess appropriate qualifications,
and adhere to international regulations to guarantee safety and prevent pollution and
collisions.
v. Article 94(5) - Conformity with International Regulations;

• Similarly, with regards to article 94(3) and (4), subsection 5 of the same article stresses
that flag state is required to conform “generally accepted” international regulations,
procedures and practices and to take any steps which may be necessary to secure
their observation.
vi. Article 94(6) – Reports to Flag States

• This provision makes it possible for any other State, which has grounds to believe that
the flag State has not exercised proper jurisdiction and control with respect to a ship,
to report the facts to the flag State. When the flag State receives such a report, it has
to investigate the matter and, if necessary, take remedial actions.
vii. Article 94(7) – Inquiry into Marine Casualties

• This provision imposes on states, that the obligation to carry out inquires before
qualified people/person board the vessel into every maritime accident on the high sea.
• Furthermore, Article 91 (2) of UNCLOS requires that flag states not only register
ships but to issue registered vessels with documentation to prove registration and
nationality
The process of registration results but is not limited to:

• The allocation of a vessel to a specific State and its subjection to a single jurisdiction
for the purposes, for example, of safety regulation, security aspects, crewing and
discipline on board;
• The conferment of the right to fly the national flag;
• The right to diplomatic protection and consular assistance by the flag State; the right
to naval protection by the flag State.
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How to remember: GMC-SCRI
Question 3 April 2018
Referring to the Maritime Labour Convention (MLC) 2006. Discuss: -

a) Minimum requirements of seafarers to work on a ship.
b) Condition of employment
c) Compliance and enforcement of the convention.
Answer
already done
a. What is P&I clubs? Describe how P&I collect funds from ship owners
b. What are the risk that are covered under the term protection and indemnity?
Answer
P & I Means protection and indemnity. the protection refers to ship owner’s protection from
risks which involve personal injury, collision liability which is not covered under H&M policy
and indemnity refers to the club indemnity or compensation for liability to cargo under a
contract of carriage.
It is a Nongovernmental, non-profitable mutual or Cooperative Association of marine

insurance provider to its number which consists of ship owners, operator, charters and
seafarers. under the member companies for the purpose of Mutual Insurance against third
party liability arising in connection with ship operations.
• The P&I Club membership is comprised in which to “at cost” insurance cover.
• It is governed by a board of directors (A committee elected). it has manager for
underwriting and claim sections and has correspondents, lawyers and surveyor at
various ports of the world. there are 13 major P&I clubs worldwide which covers almost
90% of worlds fleet tonnage. some of them are:
1. SKULD
2. GARD
3. BRITANNIA
4. AMERICAN CLUB
5. STEAMSHIP MUTUAL
6. WEST OF ENGLAND ETC.
• Each P&I club sets of premium rating for an individual owner reflecting the risk against
which he requires cover on the basis of his fleets gross tonnage.
• The member is advised of his total estimated call (premium) for next 12 months. this
comprises of an advanced call and a supplementary call. advanced call levied from all
the members at the start of the P&I year.
• Later in the year if the claims have been heavier than expected the manager will ask
the member for a supplementary call.
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• The clubs aim to be as much as accurate in their prediction for future claims, so that
they do not burden ship owners with supplementary calls. surplus refunds are made if
income exceeds outgoing.
P&I claims
• The claim of first 5 million dollars will be made by individual club itself
• In excess of 5 million dollars up to 30 million dollars the claim is divided amongst the
member in International Group of P&I clubs (including club making claims)
• The excess of pool limits up to 2000 million dollars, International Group arranges and
excess of loss reinsurance contract.
• For oil pollution limit it is 1000 million dollars.
• If a claim exceeds upper limit of excess of loss contract i.e. mm million dollars, it will
fall back on the pool and be Borne by each club prorate according to its entered
tonnage such a claim is called as “overspill claim”, and would be funded by each
club either from glove reserve or special overspill call which is limited up to 4.25 million
dollars.
Risk covered by P&I clubs
• Cargo claims (short delivery, loss or damage to cargo)

• Crew claims (medical expenses, Repatriation substitute expenses, compensation for
death or injury)
• Collision liabilities (only which are not covered by H&M insurance)
• Damage to fixed and floating objects such as dogs single buoy moorings.
• Third party injury and death claims such as stevedore’s, passengers crew member.
• Oil pollution liability which includes pollution by other substances.
• Special compensation as payable under article 14 of international convention of
Salvage 1989 which includes payments assessed under SCOPIC clause.
• Miscellaneous claims
1. Fines from innocent breaches of contract.

2. Divergent and expenses incurred for landing refugees, sick person and
stoways.
3. Contractual liability of customary towage.
4. salvor’s expenses under LOF
5. Wreck removal.
6. FD & D covers indemnifies members for legal and related expenses incurred
in connection with disputes under charter parties and other contracts which is
defined in club’s rules.
• Fines related to customs, immigrations, failure of proper documentation on board / safe

working condition, conduct of crew etc.
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What are the engine development and retrofitting which were adopted by engine
manufacturers to enable hassle free slow steaming and Ultra slow steaming of ships?
Answer
The obvious reason for introducing slow steaming is to save fuel. When fuel prices soared,
the technical experts of one of the world’s biggest shipping companies set about solving the
problem. Slowing down was the solution they came up with. By 2009, significant fuel savings
resulting from sailing at 12 knots instead of 24 knots slow steaming become the standard
operating procedure in their fleet. Meanwhile, it has become the standard in several other
shipping companies
Low load operation down to 10-20% MCR is possible with MAN B&W engines and there is
an increasing trend to operate in these very low engine load ranges. As the engines were not
designed for this operational profile, various retrofit modifications to the engine can
compensate for this.
• As per MAN B&W low load operation of up to 10% can be and is possible based on
service experience conducted by them for the same issue
• A reduction of load up to 40 % can be easily done by no changes to the existing
engines except for having in use slide type fuel valves. Service Letter SL08 – 501
/SBE
• A reduction further down to 10% is also possible with a few changes and with certain
operational recommendations and regular checks and maintenance. Service Letter
SL09 – 511/MTS
Benefits from slow-steaming
• Decrease fuel consumption to a higher extent than the actual vessel speed reduction.
A mere 24% reduction in speed will reduce the F.O consumption to about 50% per
travelled nautical mile for a container vessel
• A load reduction will also decrease the cylinder lube oil consumption per nautical mile.
Operational Recommendation in Low Low Load Operation (below 40 % upto 10%)
When operating engines in the range between 10% power and 40% power, the following
recommendations and prerequisites apply:
• Turbocharger cut-out
• Slide fuel valves
• Alpha Lubricator upgrades
• Engine de-rating with the option of new propeller design.
Turbocharger Cut-Out:
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• This is done for engines with 3 or more turbochargers (20% to 60 % Load Running
Range)
• substantial SFOC savings at low load 2- 3 %
• Flexible solution allowing both low and full load. Specially in the range of 20 to 60 %
Operating principle:
• At low load, the turbochargers are operating below their optimal range. This has an
adverse effect on their running performance, which limits the potential fuel oil savings.
• On engines with two or more turbochargers, this can be overcome by installing a
turbocharger cut- out. Thereby, the performance of the remaining turbocharger(s) will
be improved from running at higher revolutions, which again reduces the fuel oil
consumption further.
• The solution with swing gates offered by MAN Primeserv gives the operator the option
of disengaging one of the turbochargers for low load operation whenever needed.
• This flexibility allows optimized turbocharger efficiency at both part and full load. Lately,
service experience has shown good SFOC savings for engines equipped with two
turbochargers, and turbocharger cut-out is expected to be an attractive upgrade for
them as well.
Benefits
• 2 % to 3% savings
• Reduce heat load on engine especially exhaust valves
• Need not run Aux Blower so less electrical power used
For engines with 1 or 2 turbochargers it is advised to put variable Nozzle Ring alternatively
installing new turbochargers by matching them and using exhaust gas bypass system could
also be beneficial.
Slide Fuel Valves:

64
The slide type design improves the combustion process and eliminates the carbon deposits
in the exhaust gas ways that typically occur from low load operation with the traditional fuel
valves. Such deposits accumulate rapidly, and engines with traditional fuel valves will require
more maintenance and frequent cleaning of the gas ways.
• Improved low load performance

• Better combustion process
• Reduced fouling of gas ways and exhaust gas boiler
• Reduced fouling of piston top land.
Operating principle
• The slide fuel valve reduces the amount of soot and gives better combustion properties
• This is achieved with a more advanced design that eliminates the sac volume in the
past types.
• The spray pattern of the fuel is also further optimised (rate shaping) leading to an
improved and more complete combustion process.
• This results in less deposits throughout the gas ways and a reduction in overall
emissions. The visible smoke level is also greatly reduced as a result of the improved
combustion. The need for maintenance is reduced with the cleaner gas ways, and
testing procedures are simpler thanks to the improved design.
Alpha Lubricator Upgrade
Benefits of slow-steaming operation
• 20-50% cylinder lubrication oil savings at low load

• More accurate feed rate control at all engine loads
• Minimizing over-lubrication at low load, reducing deposits, hence
improving the cylinder condition
Operating principle
In 2012, a new layout of the Alpha Lubricator in new MC engines has been introduced. Along
with a number of design improvements, the injection volume and frequency has been changed
in order to optimize the cylinder oil consumption at low load.
Now, the Alpha Lubricator upgrade is introduced as a retrofit solution, optimizing cylinder oil
consumption in engines in service.
A consequence of substantial over-lubrication at low load is generating deposits on the piston

crown and rings, increasing the risk of damage to the cylinder liners. In addition, over-
lubrication generates excess costs for unnecessary lubrication oil.
65
The Alpha Lubricator upgrade is a major improvement of the system. By adapting the new
lubricator layout, a complete lubrication optimisation at all engine loads is now possible.
The new lubricator layout reduces the engine power level at which the algorithm, controlling
the cylinder oil feed rate, changes. The “breakpoint” is moved to the left. The Alpha Lubricator
upgrade enables the cylinder oil feed rate to follow a lower curve. The marked area in the
figure above corresponds to the potential lubrication oil savings from upgrading the system.
Derating: Changing Engine Rating
Benefits
• Reduced SFOC at all loads

• New refurbished turbocharger
• Reduced power consumption (propeller exchanged).
Principle
• De-rating is the procedure of changing the rating (power and speed) of an engine.
• Choosing the optimum engine rating (or layout), as standard, performed on new
buildings in order to ensure that the required vessel speed is reached by an optimum
combination of propeller and engine layout.
• In retrofit applications, de-rating is offered to ensure that the engine rating (layout) is
changed to meet the current ship speeds in today’s slow steaming market.
• Changing the SMCR of an already built engine (de-rating) permanently changes the
performance of the engine by limiting the power output and thereby the vessel’s
maximum speed.
Engine modifications De-rating will involve changing/modifying the below main engine
components:
• Fuel and exhaust cam positions (timing) & size

• Fuel atomizers
• Fuel valves (slide fuel valves must be installed)
• Shim’s height between x-head and piston rod
• Wave cut of cylinder liner (removal of wear edge)
• Re-matching turbocharger(s)
• NOX technical file
• NOX measurements on board for parent vessels.
Operational profile - The main prerequisite for a successful de-rating project is a thorough
investigation in which the expected future operational profile of the vessel is analysed.
• Maximum ship speed, after modification
• Design speed, after modification
• Operational speed distribution by running hours.
The benefit of any de-rating project is critically dependent on the quality of the operational
profile.
Propeller exchange
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• De-rating often includes an exchange of the original propeller with a new propeller with
an increased diameter optimized for the revised engine layout with reduced engine
speed (rpm).
• Typically, combining engine de-rating with an exchange of the existing propeller will
have a positive influence on the project payback time when compared to de-rating the
main engine alone.
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Question number 6 April 2018
With reference to Port state control inspection:
A) What are clear grounds and “ISM related deficiency” for a port state control officer
to conduct a more detailed inspection of the ship?
B) List out five deficiencies, which may lead to detention of vessel. Also, enumerate the
cause of such deficiencies and preventive action you as a chief engineer will take to
avoid the Re-occurrence of such detainable deficiencies.
Answer
Many of IMO’s technical conventions contain provisions for ships to be inspected when they
visit foreign ports to ensure that they meet IMO’s requirements.
MORE DETAILED INSPECTION
A more detailed inspection will be carried out whenever there are clear grounds for believing,
during an inspection, that the condition of the ship or of its equipment or crew does not
substantially meet the relevant requirements of a relevant instrument. Clear grounds exist
when a Port State Control Officer finds evidence, which in his/her professional judgment
warrants, a more detailed inspection of the ship, its equipment or its crew. The absence of
valid certificates or documents is considered a clear ground.
Examples of CLEAR GROUNDS found in Annex 9, paragraph 6 of the Paris MoU text are as
below
Ships with overriding or unexpected factors as listed in Annex 8 of the Paris MOU
1. During examination of the certificates and documents, inaccuracies have been

revealed or the documents have not been properly kept, updated, or they have been
falsely maintained. (Resources & Personnel)
2. Indications that the relevant crew members are unable to communicate appropriately
with each other, or with other persons on board, or that the ship is unable to
communicate with the shore-based authorities either in a common language or in the
language of those authorities. (Shipboard Operations)
3. A certificate has been fraudulently obtained or the holder of a certificate is not the
person to whom that certificate was originally issued.
4. The ship has a master, officer or rating holding a certificate issued by a country which
has not ratified the STCW Convention.
5. Evidence of cargo and other operations not being conducted safely or in accordance
with the IMO guidelines. (Shipboard Operations)
6. Failure of the master of an oil tanker to produce the record of the oil discharge
monitoring and control system for the last ballast voyage. (Documentation &
Verification)
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7. Absence of an up-to-date muster list, or crew members not aware of their duties in the
event of fire or an order to abandon the ship. (Emergency Preparedness &
documentation)
8. The emission of false distress alerts not followed by proper cancellation procedures.
9. The absence of principal equipment or arrangements required by the conventions.
10. Evidence from the Port State Control Officers general impressions and observations
that serious hull or structural deterioration or deficiencies exist that may place at risk
the structural, watertight or watertight integrity of the ship. (Maintenance of ship & its
equipment)
11. Information or evidence that the master or crew is not familiar with essential shipboard
operations relating to the safety of ships or the prevention of pollution, or that such
operations have not been carried out. (Shipboard Operations)
12. The absence of a table of shipboard working arrangements or records of hours of work
or rest of seafarers.
13. The ship has changed flag for the purpose of avoiding compliance with the MLC or the
ship flies the flag of a State that has not ratified the MLC, 2006.
14. There is a complaint alleging that specific working and living conditions on the ship do
not conform to the requirements of the MLC, 2006 or following investigation of an on-
shore complaint.
15. The working and living conditions on the ship do not conform to the requirements of
the MLC.
ISM RELATED DEFICIENCIES
• ISM Code Section 6 - Resources and personnel: Documentation and records related
to safety equipment and environment protection equipment, GMDSS facilities, ballast
water management system, etc are not in order and understanding of said equipment,
contingency performance, and personal performance is poor
• ISM Code Section 7 - Shipboard operations: The operation on board does not comply
with SMS procedure or there is no evidence on board of documented procedure to
comply with.
• ISM Code Section 8 – Emergency Preparedness: ISM Code Section 9 - Reports and
analysis of non-conformities, accidents and hazardous occurrences.
Deficiencies had not been reported to the company as non-conformity in accordance

with the company SMS procedure. no report of the deficiencies to Flag Government,
Classification Society, Port Authority, etc. was raised as ISM related deficiency.
Recurrence of the previous deficiencies pointed out by PSCO.
• ISM Code Section 10 Maintenance of the ship and equipment: The maintenance of the
firefighting equipment, ventilators & air pipes, lifesaving appliance, main engine,
auxiliary engine, various pumps, hatch covers, emergency lights, etc.
1. ISM Code Section 12 Company Verification, Review & Evaluation
FIVE DEFICIENCIES WHICH MAY LEAD TO DETENTION OF THE VESSEL
Cause & Preventive action to avoid Recurrence – TO ELABORATE
When deciding whether the deficiencies found in a ship are sufficiently serious to merit
detention the PSCO will assess whether:
1. The ship has relevant, valid documentation.
69
2. The ship has the crew required in the minimum safe manning document or equivalent.
During inspection, the PSCO will further assess whether the ship and/or crew is able
to:
a) Navigate safely throughout the forthcoming voyage.
b) Safely handle, carry and monitor the condition of the cargo throughout the
forthcoming voyage.
c) Operate the engine room safely throughout the forthcoming voyage.
d) Maintain proper propulsion and steering throughout the forthcoming voyage.
e) Fight fires effectively in any part of the ship if necessary during the forthcoming
voyage.
f) Abandon ship speedily and safely and effect rescue if necessary during the
forthcoming voyage.
g) Prevent pollution of the environment throughout the forthcoming voyage.
h) Maintain adequate stability throughout the forthcoming voyage.
i) Maintain adequate watertight integrity throughout the forthcoming voyage.
j) Communicate in distress situations if necessary during the forthcoming voyage.
k) Provide safe and healthy conditions on board throughout the forthcoming
voyage.
l) Provide the maximum of information in case of accident (as provided by the
voyage data recorder). If the result of any of these assessments is negative,
considering all deficiencies found, the ship will be strongly considered for
detention. A combination of deficiencies of a less serious nature may also
warrant the detention of the ship.
• Under SOLAS - failure of the proper operation of emergency generator, lighting,

batteries and switches
• Under LOAD LINE - absence, substantial deterioration or defective closing
devices, hatch closing arrangements and watertight doors
• Under Annex I to MARPOL - absence, serious deterioration or failure of proper
operation of the oily- water filtering equipment, the oil discharge monitoring and
control system or the 15 ppm alarm arrangements.
• Under MLC, 2006 - per Guidance for inspection on Maritime Labour
Convention, 2006 and Guideline for the Port State Control Officer on the
inspection of hours of work/rest and fitness for duty.
• Under Annex IV to MARPOL - NOT functioning Sewage treatment system
70
What are the principles of Modern Salvage law? What is General average? Explain the
context to general average (i) Entitlement (ii) Artificial (iii) Adjustment (iv)
Conteststation.
Answer
Salvage is the services rendered by a person who saves or helps to save a maritime property
in danger. A operation will be a salvage operation if and only if
a) The salvage service must be voluntary
b) The salvage service must be rendered to recognized subject of salvage
c) The subject of salvage must be in danger
The salvage service must be successful.

The peril need not be of “Imminent and absolute danger”
Not necessary to prove threat to environment (to get a safety net)
Modern salvage law is based on INTERNATIONAL CONVENTION ON SALVAGE 1989,

which replaced the 1910 convention which incorporated the ‘no cure – no pay’ principle.
This also had certain drawbacks of safety nets and awards given which are now changed in
the new LOF 2000 with the inclusion of provoking SCOPIC clause.
This means the salver was only awarded for his services when the operation was successful.
Although this basic philosophy worked in most cases, it did not take pollution into account. A
salver who prevented a major pollution incident (by towing a damaged tanker away from an
environmentally sensitive area) but did not managed to save the ship or cargo then he will get
nothing.
The 1989 convention seeks to remedy this deficiency by making provision for an enhanced
salvage award considering the skills and efforts of salvers’ in preventing or minimizing damage
to environment.
Article 14 of convention introduced a special compensation to be paid to salvers who have

failed to earn a reward in the normal way which is listed in article 13.
If the salver by his salvage operation has prevented or minimized damage to the environment,
the special compensation payable by the owner to the salver may be increased up to
maximum of 30% of the expenses incurred by the salver. It can be increased in special cases
but cannot exceed 100% of the expenses incurred by the salver.
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General average:
General average is an ancient form of spreading the risk of sea transport and existed long
before marine insurance. General average means general loss as opposed to a particular
loss under marine insurance.
It is defined in the Rule A of York- Antwerp rules 1994 as ― There is a general average act
when and only when any extraordinary sacrifice or expenditure is intentionally and
reasonably made or incurred for the common safety for the purpose of preserving from peril,
the property involved in a common maritime adventure.
Entitlement to general average
1. The G.A. act was usually ordered by the master originally, but now York – Antwerp
rules does not restrict this power to master alone but shipowner / agents on behalf of
owners can order G.A act.
2. The carrier must not have been at fault in law otherwise claimant is not entitled to
obtain contribution from other parties.
3. There must be a casual connection between the loss and the general average act i.e.
losses occurred due to direct consequences of the general average act shall be
allowed as general average.
4. The onus of proof is upon the party claiming in general average to show that the loss
or expense claimed is properly allowable as general average.
Artificial General Average
1. Artificial general average is the granting of a claim for general average even when One
of the five basic principles of general average found in rule A of York – Antwerp rules
of 1994 is not present.
2. The creation of artificial G.A was a part of the slow evolution favouring ship owners.
Peril did not have to be immediate, but real and not imaginary.
3. Claims for G.A were originally for jettison of cargo cutting away of masts/anchors
carried out for the common safety in order to avoid imminent ship wreck cause by the
peril.
4. In 1890, the expenses for which the carrier could claim were expanded by rule X(b) to
include cost of discharging cargo at a port of refuge when the discharge was necessary
for the common safety or to permit repairs necessary for safe prosecution of voyage.
Here there are no perils same in XI(b) and XII of the rules.
5. Because there are no specific ‘’perils’’, requirements in X(b) and XI(b) and XII claims
are still made for GA expenses at port of discharge. This is GA “by agreement” or
“Artificial GA”
Adjustment of General Average
1. The lettered rules and numbered rules of York – Antwerp rules to be apply for the
adjustment of
G.A. Except as provided by the rule paramount and numbered rules, G.A. shall be
adjusted according to the lettered rules.
2. The process of adjusting a general average sacrifice or expenditure begins with the
declaration of G.A which is made by the ship owner through the underwriters. G.A
claims must be submitted in writing to the G.A adjuster within 12 months of the date of
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termination of the common maritime adventure. If cargo has been sacrificed, ship
owner must obtain security form from other cargo owners before discharging. The
security may be in the form of ‘G.A bond’ or an undertaking from the cargo underwriter.
G.A is adjusted at the place where voyage terminates according to the law applicable
there, if there is no clause on general average in the contract of carriage. The contract
usually provides for G.A adjustment as per rule G of York – Antwerp rules, 1994.
3. The adjustment is made by ‘average adjuster’ who is appointed by the ship owner to
collect all facts regarding incidents, collect guarantee from various parties before cargo
is discharged and to ensure payments of the contributions.
4. The value of property scarified for the common safety and the corresponding
contributory values of the ship and remaining cargo are measured as at the date of
discharge or at the port of destination i.e. a fraction
𝑮𝑮𝑮𝑮𝑮𝑮𝑮𝑮𝑮𝑮𝑮𝑮𝑮𝑮 𝒂𝒂𝒂𝒂𝒂𝒂𝒂𝒂𝒂𝒂𝒂𝒂𝒂𝒂
𝒙𝒙 =
𝑻𝑻𝑻𝑻𝑻𝑻𝒂𝒂𝒍𝒍 𝒗𝒗𝒗𝒗𝒗𝒗𝒗𝒗𝒗𝒗 𝒐𝒐𝒐𝒐 𝒑𝒑𝒑𝒑𝒑𝒑𝒑𝒑𝒑𝒑𝒑𝒑𝒑𝒑𝒑𝒑 𝒔𝒔𝒔𝒔𝒔𝒔𝒔𝒔𝒔𝒔 𝒂𝒂𝒂𝒂 𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅𝒅
Each contribution from party is calculated as the ‘fraction X’ multiplied by each value
of property saved.
CONTESTATION OF G.A
The principle and calculation of G.A has been the subject of dissatisfaction in recent years for
six main reasons.
1. Exoneration of carriers for fault of the crew as in regarding civil liability carriers are
liable for all damages due to fault of crew
2. The interpretation rule – gives numbered rules precedence over lettered rules, thus
four of the five basic principles of G.A in rule A has no effect if a lettered rule contradicts
any one of them
3. Emergence of marine insurance – all parties insure against G.A. contribution as the
risk involved is high.
4. Expenses and delay in G.A. adjustments
5. Contribution collection problems
6. In case of small G.A – adjusters found it quite un-remunerable
73

To operate engines in compliance with new sulphur limits in sulphur emission control
area (SECA) and to prepare the engine and auxiliaries for the change in fuel
characteristics, is a challenge for owners, operators and Crews. From the chief
engineer’s perspective explain the following briefly: -
i) Cylinder lubrication strategies.
ii) Cat-fines related issues.
iii) Fuel change over procedures.
Answer
The new MARPOL Annex VI ultra-low-sulphur fuel oil regulations came into force from 1
January 2015 introduce a significant regulatory change with respect to the maximum
permissible content of sulphur (S) in marine fuels in designated sulphur emission control
areas (SECAs), from max. 1.0% S to max. 0.1% S.
This change makes it even more important than before to know what is bunkered and to
keep the crew informed on specific challenges and the appropriate actions. Careful
monitoring of the cylinder condition must also be carried out and followed by the proper
action.
To ensure safe and reliable operation on fuels with less than 0.1% sulphur. The following
key subjects are described:
• Low-BN cylinder oils – how and when to apply low-BN oils

• ISO 8217 and new fuels with less than 0.1% S (ULSFO) – key characteristics of
different standard fuel grades.
• Viscosity and fuel pump pressure - the viscosity of the fuel should be kept above 2 cSt
at engine inlet.
Introduction
Guideline for owners, operators and crews on how to prepare for the changes in fuel
characteristics and operate in compliance with the new sulphur limits in sulphur emission
control areas (SECAs) as of 1 January 2015.
The SECA’s currently included are the Baltic Sea, The North Sea, the English Channel and
waters within 200 nautical miles from the coast of USA, the coastal waters around Puerto
Rico and the U.S. Virgin Islands (the US Caribbean ECA) and Canada. The sulphur (S) limit
will decrease from max. 1.0% S to max. 0.1% S. This means that in order to comply with the
legislation operators will have to use either a fuel with less than 0.1% sulphur, e.g. distillate,
other fuels with less than 0.1% S, or install a scrubber.
MAN Diesel & Turbo recommends fuels with a viscosity of min. 2 cSt at engine inlet and
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change-over to low-BN cylinder lube oils immediately when changing over to fuels with less
than 0.1% Sulphur.
MAN B&W two-stroke engines are optimized to operate on heavy fuel oil (HFO).
However, fuels with less than 0.1% S can be used when appropriate actions taken are:
• The viscosity of the fuel should be kept above 2 cSt at engine inlet
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Fig 2 Recommendation for cylinder lubrication system for ME engines. Similar system
should be installed on MC engines using the Alpha Lubricator or mechanical
lubricators
• When switching to fuels with less than 0.1% S, we recommend switching to a low-BN
cylinder oil at the same time. We do not recommend the use of a high-BN cylinder oil
when running on fuels with less than 0.1% Sulphur.
• This recommendation is valid for all engine types and Mark numbers, and for all
lubricator types: electronic (ME and Alpha Lubricator). It is recommended to install two
service tanks, one for low-BN oil and one for high-BN oil (Fig. 2).
• There are low-BN cylinder lube oils with different BN levels on the market today.
Currently, there are three different low- BN levels: 17, 25 and 40 BN. However,
development continues and in the future, there could be oils with other BN levels. Good
performance of the low- BN oil is the most important factor. As the neutralising capacity
of these oils varies with the BN, the max. fuel S content also varies. We recommend
using them for fuels within the below-specified fuel S content interval (Table 1).
• When using the low-BN oils for higher sulphur fuels (e.g. 0.5% S fuel) we recommend
dosing the oils at higher feed rates as according to the normal ACC or feed rate factor
(FRF) strategy for electronic lubricators.
• It is expected that the lowest BN oils (17 and 25 BN) will perform best, both in short-
and long-term operation, on fuels with less than 0.1% S. However, 40 BN oils may
perform satisfactorily for a shorter time on such fuels, and we recommend a maximum
operation time of 1-2 weeks on 40 BN oils, see Table 2.
• Used oil samples (also called drain oil or scrape down oil) taken from the engine
through the scavenge bottom drain can be used for cylinder condition evaluation. Drain
oil analysis can show whether the cylinder condition is within the normal range or
whether action must be taken, e.g. lowering the feed rate towards minimum dosage or
removing cat-fines from the fuel.
• Operation on fuels with less than 0.1% S induces less corrosion on the liners, so we
expect normal wear values for iron (Fe) to be in the range of 50-100 ppm and the
remaining BN to be 5-10 BN less than the original BN value. Guiding values for alarm
levels are listed in Table 3.
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Cat-fines (Al+Si)
• As in heavy fuel oil (HFO), cat-fines may also be found in fuels with less than 0.1%
S (ULSFO, see Section 3). Cat Fines are small, very hard particles from the refining
process. They can wear the engine fast, and it is highly recommended to use the
fuel cleaning and condition system in an adequate manner to clean the fuel and
remove the cat-fines.
• The traditional diesel systems on board are dimensioned to operate on low-
viscosity fuel at rather low temperatures.
• Compared to HFO cleaning systems, the separator and preheater are smaller
dimensioned and the electrical equipment might not be certified safe equipment.
As the viscosity of distillates and ULSFO is very different, it is important to pay
attention to the recommended temperature for the different fuel types during the
cleaning process.
• The cleaning systems must be designed for operation at the higher temperatures
and lower recommended flow. Too low a temperature and too high a flow through
the separators during cleaning will result in insufficient removal of water, cat-fines,
sludge and other contaminants (Fig. 9). The cat-fine level should be kept as low
as possible before the engine inlet, and the maximum level is 10 ppm (Fig. 10).
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Fuel change-over procedures
• This section only describes the change-over between HFO and distillates or ULSFO.
Change-over to LNG, methanol, ethane or LPG takes place in a separate fuel system
and, therefore, does not face the same challenges.
• High-sulphur HFO is used at high temperatures to reduce the viscosity to the required
level before the engine inlet.
• Distillates are often used at rather low temperatures to keep the viscosity sufficiently
high before the engine inlet.
• A change-over between the fuels will mean a change-over from high temperature to
low temperature, or from low to high. The new ULSFO will often be used at medium
temperatures, thereby reducing the temperature from the high range to a low range is
a big challenge.
• The injection equipment needs to be protected against rapid temperature changes, as
the large temperature changes might otherwise cause sticking or scuffing of the fuel
valves, fuel pump plungers or suction valves. The change-over must be carried out at
a low load (25-40% MCR) and in a controlled manner, and the fuel temp. gradient must
not exceed 2°C/min, see also Figs. 15 and 16.
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• Special care must be taken when going from a low-viscosity fuel, which is cold, to
a high-viscosity fuel, which needs to be heated. When the warm fuel runs to the
cold components, they will warm up, and the material will expand slightly. For
example, the fuel plunger will warm up first, whereas the barrel contains more
material and, therefore, its expansion will take longer time, which means that the
clearance will decrease and thereby increase the risk of seizures.
• Changing the other way around, from warm to cold fuel, is less sensitive, as the
plunger will cool down first, reduce in size and, thereby, increase the clearance
and lowers the risk of seizures. It is advisable to practice the changeover in deep
waters before entering high-risk areas such as ports and other congested areas.
The complete change-over procedure can be found in the operation manuals.
• Safe Change Controller with Diesels which may be installed and used for automatic
fuel change-over. This will enable change-over at loads up to 75%. Contact MAN
Primeserv for more information on installation of Safe
• Change Controller with Diesel-switch as mentioned above, the new ULSFO types
will often be used at medium temperatures to reduce the challenge of the large
temperature difference.
However, similar care must be taken when changing over to and from these types of fuel and
the maximum temperature gradient during change-over must be kept at 2°C/min
79
Describe the background and relevance of the international convention on civil liability
for Bunker oil pollution damage, 2001. Define the following under Bunker convention
and explain how they differ from other similar conventions such as CLC’92: -
a) Pollution damage
b) Bunker oil
c) Time limits for claims.
d) Exclusions.
Answer
Oil tankers are not the only vessels that cause oil pollution damage at sea.
There have been numerous heavy fuel oil spills from non-tankers as a result of escape or
discharge of bunker oil from them
There have been incidents involving bulk carriers that escape of bunker oil caused significant
damage to the environment and economic losses to third parties. Some of them, such as the
“Kandalashka” in 1993, the “BorodinskyePolye” in 1993, and the “Cita” which ran aground off
the Isles of Scilly in 1997 caused extensive environmental damage and left large amounts of
uncompensated losses to their victims
The problems associated with the cost and damages recovery following a bunker pollution
incident had to do with one or more of the following reasons:
• Claimants should prove fault where a spill involved a persistent oil;

• The vessel was flagged in another State and it might have been difficult to enforce a
judgement;
• There was no automatic right to pursue a claim in the State where the spill occurred;
• The legal costs of pursuing a claim could be prohibitive;
• The ship-owner, usually a single-ship company owning a valueless ship, had no other
assets (and was usually insolvent);
• The registered ship-owner had no insurance;
• The vessel was insured but the insurer, with an insolvent ship-owner unable to pay,
was sheltered behind the “pay to paid” clause and/or any other policy coverage
defences to avoid payment
In response to the above problems and with the desire to fill the gap in a uniform way at
international level, the IMO adopted the “International Convention on Civil Liability for Bunker
Oil Pollution Damage 2001” (the “Bunker Convention”).
• It was developed as a preventive measure for the reduction and control of pollution to
marine environment as well as a mechanism providing compensation for damage
caused by bunker pollution.
• The Bunker Convention is in force from the 21st November 2008 following ratification,
acceptance, approval or accession by at least 18 States, 5 of which with a combined
gross tonnage in excess than 1 million
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• The convention was adopted to ensure that adequate, prompt and effective
compensation is available to persons who suffer damage caused by oil spills, when
carried as fuel in bunkers
• The convention applies to damage caused on the territory, including the territorial sea,
and in exclusive economic zone of State Parties
• The convention provides a free-standing instrument covering pollution damage only
• The Bunker Convention was developed as a preventive measure for the reduction and
control of pollution to marine environment as well as a mechanism providing
compensation for damage caused by bunker pollution.
• It is an international convention which is hoped will fill a legislative gap left by the
other pollution regimes, namely the CLC/Fund 1992 and the HNS
Following Definition different from CLC 93:
Pollution Damage
• As in Bunker Convention:
loss or damage caused outside the ship by contamination resulting from the escape or
discharge of bunker oil from the ship, wherever such escape or discharge may occur,
provided that compensation for impairment of the environment other than loss of profit
from such impairment shall be limited to costs of reasonable measures of
reinstatement actually undertaken or to be undertake; and the costs of preventive
measures and further loss or damage caused by preventive measures
• Apart from the substitution of the word “oil” with “bunker oil”, the definition is identical
to that in the CLC 1992.
Bunker Oil
• As per Bunker Convention: “Bunker Oil” is defined as “any hydrocarbon mineral oil,
including lubricating oil, used or intended to be used for the operation or propulsion of
the ship, and any residues of such oil”.
• As Per CLC 92: Oil means any persistent hydrocarbon mineral oil such as crude oil,
fuel oil, heavy diesel oil, and lubricating oil, which is carried onboard a ship as cargo or
in bunkers of ship
Time Limits:
• Art. 8 of the Bunker Convention is identical with Art. VIII of the CLC 1992 and provides
for a time limit for action under the convention of 3 years from the date when the
damage occurred and, in any event, 6 years from the date of the incident which caused
the damage. Where the incident consists of a series of occurrences, the 6 years‟ period
shall run from the date of the first such occurrence
Exclusions:
• The Bunker Convention has been developed for the purpose of filling the gap left open
by the CLC/Fund scheme in respect of oil pollution caused from bunkers and not as an
alternative or additional scheme to the CLC/Fund.
• Pollution damage caused by tankers (either from their cargoes of “persistent” oil or their
bunkers) where the CLC/Fund regime is applicable is covered by the CLC/Fund
scheme only. Claimants cannot look at the Bunker Convention for recovery of damages
caused by oil pollution from such ships because adequate compensation (or
compensation at all) cannot be retrieved under the CLC/Fund scheme.
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The provisions of this Convention shall not apply to warships, naval auxiliary or other ships
owned or operated by a State and used, for the time being, only on Government non-
commercial service.
Question number 1 June 2018
How many types of warranties are there in marine insurance? Give an example of each
type with reference to her hull and machinery policy of insurance.
Answer
The marine insurance act section 35(1) define the warranty as a promissory warranty, i.e.
oucet the warranty by which the assured undertakes that some particular thing shall or shall
not be done, or that some condition shall be fulfilled, or whereby he affirms or negative the
existence of a particular matter of facts.
A warranty as above defined, is a condition which must be exactly complied with, whether it
be material to the risk or not. if it be not so complete with, then, subject to any express provision
in the policy, the insurance discharge from liability as for the date of the breach of the warranty,
but without prejudice to any liability incurred by him before that date. there are two types of
warranties: -
Express warranty:
An Express warranty must be written into the policy in any form of words are contained in
some documents incorporated by Reference into the policy. (example- Institute policies)
1. An Express warranty does not override an implied warranty unless the two conflicts.
2. Express warranty is basically based upon the agreed condition of contract / policy. only
if the condition agreed are not met, any claim against the express warranty comes into
picture.
3. The types of Express warranty are limited only be the imaginations and ingenuity of
the underwriter.
4. Almost anything can be made to be an Express warranty provide that the proper words
are used.
There are number of Express warranty in marine insurance like warranty of neutrality during
war, Institute warranty etc. but a common example with reference to H & M policy being a
warranty that the vessel is classed with a particular society and that her class will be
maintained. The wording is likely to be, for example “warranted LR classed and class
maintained”.
Some of the common Express warranties are:
1. Navigation / trading warranty

2. Private pleasure
3. Towing warranties
4. Ice zone warranties
5. Warzone warranties.
Implied warranty:
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They are not written in the policy but are employed by law to exist in the contract. they must
be strictly complied with in the same way as Express warranties. there are two major important
warranties in marine insurance policies.
1. Seaworthiness:
With reference to H & M policy, if the policy is voyage policy there is an implied warranty
that at the commencement of the voyage the ship Shall be seaworthy for the purpose
of particular adventure. A ship is Deemed to be seaworthy when reasonably fit in all
respect to encounter the ordinary peril of the sea of the adventure insured.
But if it is a time policy, there is no implied warranty that the ship shall be seaworthy
the at any stage of adventure but where with the privity of the assured the ship is sent
to the sea in an unseaworthy state, the insurer is not liable for any loss attributable to
a seaworthiness.
1. Legality:
There is a implied warranty that the adventure insured voyage time and mixed policy
is lawful and that so far as the act can control it. the adventure will be carried out in a
lawful manner. if the adventurer’s illegal at the time of the insurance is affected, the
policy will be void.
83
Briefly summarise the four selfs in the Johari window. what implications does each
have for interpersonal conflicts onboard?
Answer
The Johari window is a technique that helps people better understand their relationship with
themselves and others. It was created by psychologists Joseph Luft (1916–2014) and
Harrington Ingham (1916–1995) in 1955, and is used primarily in self-help groups and
corporate settings as a heuristic exercise.
It is one of the few tools out there that has an emphasis on “soft skills” such as behaviour,
empathy, co-operation, inter group development and interpersonal development. It’s a great
model to use because of its simplicity and also because it can be applied in a variety of
situations and environments
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There are four quadrants / Selfs in the Johari Window.
1. The first quadrant is Open Self which means we and people around us know about
who we are.
2. Second quadrant is Blind Self which refers to when people know information about
ourselves but we did not know it.
3. the third quadrant is Hidden Self which we know something about ourselves but others
do not know about it.
4. the last quadrant is Unknown Self which is nobody know about ourselves included of
us.
Overall, the Johari Window can be described as a disclosure or feedback of self-awareness

and also as an information processing tool
Open self:
Knowing my name, age and some of my interest can be categorised in the first quadrant which
is Open Self. This is because, people know a little bit of me and I also know about myself. It
looks like I am showing to others who am I. Mostly, when we meet people for the first time,
this quadrant is not very large yet
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Blind Self:
Sometimes, in our life, there is something about ourselves that we do not know or realise but
others did. This is called as Blind Self in the Johari Window. When we’re in this quadrant, we
will definitely do not know the condition of ourselves, unless when people told us what on earth
is. For instance, the body odour was nothing because we used to deal with it every day but for
others, the unpleasant body odour such a big matter. However, if others didn’t dare to tell us
the truth, it seems this is our blind spots.
Hidden Self:
The third quadrant for Johari Window is known as Hidden Self. Once, there should be some
private things about us and we will struggle enough to make it stay as a secret. This action
exactly takes part in this quadrant which is only we know about it but others did not. The
reason why we did not expose about it in front of others because maybe it will drive us into
shameful in some way, prevent from hurting others feeling or we just we do not want others to
prank us. For instance, if we tell people that we are afraid of worms, there would be a big
advantage for them to prank us with the most things that we afraid of.
Unknown Self:
Last but not least is the fourth quadrant which is Unknown Self. It represents things that
nobody knows about ourselves included of us. For an analogy, we have a dream which is
wanted to be a pilot but the reality is we just a lecturer, but it was our dream, and nobody
knows what will be in the future. We cannot see the vision of our future, so this is what we
called as Unknown Self in Johari Window which unknown mean not known to exist.
Effect of each self in interpersonal relationship and conflict onboard ship:
Open self is the most common form of attendance on board ship as whenever a new person
join on board he always try to tell little about himself and perform little in the starting period of
his contract by this other persons on board judge the new comer, and colleagues on board
make a simple perspective for the new comer. Maintaining this type of behaviour onboard ship
can help in reducing interpersonal conflicts between each other.
The aim in shipping team is to develop the open area for every person, because when we
work in this area with others we are at our most effective and productive attitude, and the team
is at the most productive too.
Blind self is always unknown to the person, he may be thinking that he is very good in fault
finding and in practical jobs onboard ship but only after telling his negative points by his or her
senior can make the person realise about his faults. But generally, seniors don't make juniors
realise in early stages of contract because it may lead to interpersonal conflict, anger and
backbiting and also it may dishearten him.
The aim on ship is to reduce this area by seeking or soliciting feedback from others and their
way to increase the open area that is to increase self-awareness. team members and
managers take responsibility for reducing the blind area and interns increasing the open area
by giving sensitive feedbacks and encouraging disclosures.
Hidden self is a very dangerous attitude on board ship as people try to hide their deficiency of
work or weakness to fear to do some job. for example, junior engineer is fear to work alone
but hiding from others, when a job is allocated to him and it was told to him to complete within
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given period of time he may not go to the particular place and work but, at the same time he
is also not explaining to his seniors that he doesn’t want to work alone, he may simply pass
his time in the engine room. this is very dangerous on-board ship as time is the most important
thing on ship. this leads to anger and frustration to his immediate senior.
Also include sensitivity, here, hidden agenda, manipulative intentions, secrets or anything that
a person knows but does not reveals. Onboard ship relevant hidden information’s and feelings
should be moved into the open area through the process of self-disclosure and exposure
process. organisational culture and working atmosphere have a major influence on team
members preparedness to disclose their hidden selves.
Unknown self can we also treated as a lost soul or a lost person, this type of person is
dangerous on-board ship as he does not know anything about himself nor the other operator.
By this all other people will be in dilemma. Unknown self leads to tremendous amount of stress
in the person itself because he may not be performing as per is dreams. this can lead to major
accidents as he was not prepared from his young age to be into this field.
Counselling with Junior and subordinates can also uncover unknown issues again as with
disclosure and soliciting feedback the process of self-Discovery is a sensitive one. managers
and leaders can create an environment that encourages self-discovery and to promote the
processes of self-Discovery, constructive observation and feedback among team members.
Although knowing about all these four types of self is a major advantage for seniors to act and
treat their subordinates and juniors precisely, perfectly and passionately.
Briefly discuss the reason for Bulk - carrier losses in early 1990s and explain how
provisions detailed in Chapter XII of solas 74 as amended will contribute towards the
safety of bulk - carrier?
The bulk carrier may be called the workhorse of the oceans. Due to the never-ending need for
iron, ore, coal, grain and a variety of other commodities, this type of vessel has become an
essential link in the world economy.
The bulk carrier receives her cargo so quickly and forcefully that her hull aches from the strain.
At the time of discharge her tank tops, bulkheads and side shell have to endure the action of
heavy bulldozers, grabs and pneumatic hammers. Asset play, influenced by low scrap prices
and high new building costs, has also extended the life expectancy of the vessels. Some ships
could not stand the pressure and gave up their hard way of life by foundering.
In the years up to the end of 1990, the Institute of London Underwriters had declared 216 bulk
and combination carriers as total losses. In 1990 and 1991 a further 40 bulk carriers went
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down, costing 300 lives. More than half the casualties were hull related. Some of the vessels
foundered in heavy weather, but there were also ships that disappeared in calm seas.
Something was obviously very wrong. At this stage shipping organisations and every shipping
paper had started to comment on the accidents, and to discuss in detail the various reasons
and possible remedies. Six of the vessels that sank in 1990 and 1997, did so following loading
ore cargo in Australian ports. The loss of 130 lives on these vessels alone prompted the
Australian authorities to start an investigation of the standard of bulk carriers. The Australian
report, issued in 1992 called "Ships of Shame “speeded up the bulk carrier safety debate.
Following work by International Maritime Organisation (IMO) committees, IACS introduced in

1993 the Enhanced Survey Programme, which included more extensive surveys of all oil
tankers and bulk carriers regardless of size and date of construction. For bulk carriers, the
Enhanced Survey Programme was made applicable to all vessels primarily intended to carry
dry cargo in bulk, including ore carriers and combination carriers. The new rules required a
specific survey programme to be worked out by the owner in co-operation with the class, in
advance of the renewal survey of the hull, thereby establishing an agreement for providing
sufficient means of access and cleanliness to allow a close-up inspection.
A new Solas Chapter XII, "Safety measures for bulk carriers", was approved by the Solas
Conference of November 1997. The new regulations contained in this Chapter focus on
structural issues, and will enter into force on 1st July 1999, while new IACS rules will be
implemented one year earlier.
The new Solas Chapter XII has affected the world fleet of approximately 4,500 bulk carriers.
A majority of these vessels will need to be assessed.
Provisions detailed in SOLAS Chapter XII of solar 74 as amended will contribute

towards the safety of bulk - carrier as follows:
1. In order to establish what cargoes, they can load and what reinforcements will be
necessary.
2. Existing bulk carriers, when loaded to the summer load line, must be capable of
withstanding the flooding of the foremost cargo hold and remain afloat in a satisfactory
condition of equilibrium.
3. The bulkhead between the two-foremost cargo holds and the associated double
bottom structure, are required to have sufficient strength to withstand flooding of the
hold, taking into account the dynamic effects of the water.
4. The specific IMO standards for the structural assessment of existing ships have been
based on the relevant Unified Requirements of IACS.
5. For new bulk carriers, it is a requirement that the vessel can withstand the flooding of
any one hold and remain afloat.
6. All bulk carriers are to be provided with a loading instrument capable of providing
information on hull girder shear forces and bending moments.
7. An important requirement is also that ships are not allowed to load high density bulk
cargoes until their cargo holds have undergone an enhanced survey.
8. As an alternative to structural reinforcements, an option for homogeneous loading has
been provided.
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With regards to minimum requirement for seafarers to work on a ship as per MLC 2006,
write short notes on the following: -
a) Minimum age to work on a ship.
b) Medical certification for duties onboard
c) Training and qualifications
d) Recruitment and placement.
Answer
Already done
With the latest emission control requirements, storage & purification of marine fuel oils
onboard has become a Challenge for chief engineers. Against this background,
discuss: -
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(a) Challenges with the traditional fuel purification systems on existing ships.
(b) Advanced computer based fuel cleaning system.
(c) Fuel storage & stability issues.
(d) Fuel oil additives & treatments.
Answer
Already done
What are the UNCLOS provisions concerning ship’s flag and nationality? In observing
the provisions of UNCLOS, what are the duties of the flag state and how they are
enforced?
Answer
Provision concerning ships flag and nationality:

Article 90: Right of navigation
Article 91: Nationality of ship
Article 92: Status of ships
Article 93: Ships flying the flag of UN, its specialised agency and International Energy (atomic
energy agency.
This above part of the question is already done in 2018 APRIL.
Enforcement of flag state (article 217):

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1. Every state must adopt laws / regulation to ensure compliance of international law by
ship Flying its flag.
2. State must take appropriate measures to protect vessel from sailing unless they are
complying International rules and Standards regarding design, construction, safety
equipment, seaworthiness and manning.
3. State must ensure vessel carrying on board all certificate required by international
requirements and most and sure periodical inspection of ships.
4. State should enforce its national law is sufficient evidence is there against a vessel.
5. State must provide investigation when it's vessel commits a violation of international
rules and regulation.
6. State must take prompt action to any request for information by any other state and it
should inform competent International Organisation about its action.
7. Flag state must fix advocate penalty for any vessel which violates the law and penalty
must be advocate as per severity discourage future violation.
8. Flag state most corporate with another flag state if assistance is required.
Explain the following terms: (a) Charter party (b) Laytime (c) Bill of Lading (d)
Off hire clause (e) Contract of affreightment.
Answer
a) Charter party
A charter party is a document of contract by which a shipowner agrees to lease, and the
charterer agrees to hire, a vessel or all the cargo space, or a part of it, on terms and conditions
forth in the charter party. If permitted to do so by the terms of charter party, the charterer may
enter into subcontracts with other shippers.
1. Most of the countries have not made laws for regulating chartering party. there is no
International Convention governing charter party.
2. The terms and condition of charter parties have been evolved over a period of years,
keeping in mind the growth of maritime commerce and shipping industry.
3. There are three important elements which governing chartering:
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1. Charterer
2. Ship owner
3. Freight
4. According to contract both the owners and charter have their own responsibilities of
fixed and variable cost in the use of ship.
5. It defines, obligations, rights and liabilities of shipowners and charterer.
b) Laytime:
it is the allowed time for loading / unloading of vessel. this is determined by the Charter party.
Laytime consist of a specific number of days, days means a period of 24 consecutive hours
running from 0000 hours to 2400 hours.
i) Demurrage: Charter could not load the cargo in given time. Now charter will pay fine
to owner.
ii) Despatch: Where loading is done before time then owner will pay to charterer. This all
above are done only in voyage charter.
c) Bill of lading
The bill of lading is the declaration of the master of the vessel by which he acknowledges that
he received the goods on board of his ship and assures that he will carry the goods to the
place of destination for delivery, in the same condition as he received them, against handing
of the original bill of lading. The definition of a bill of lading, given in the "Hamburg Rules", is
the following:
"Bill of lading means a document which evidences a contract of carriage by sea and the taking
over of loading of the goods by the carrier, and by which the carrier undertakes to deliver the
goods against surrender of the document. A provision in the document that the goods are to
be delivered to the order of a named person, or to order, or to bearer, constitutes such an
undertaking."
d) Off Hire Clause:
In a time, charter, the risk of delay is essentially Bourn By charterers since in the absence of
any contrary term the contract defines the period for which charter and entitled to exploit the
vessel commercially and owners is entitled to receive hire throughout that period.
The most common form to express it is clause, which is introduced to minimise the risk off
hire. purpose of this Clause is to entitle to stop paying hire if delay is caused due to the non-
operation of ship.
Types of Off hire clauses:
1. NET loss of time.

2. Period loss of time.
Net loss of time: (Clause 15 of NYPE 1946)
In the event of loss of time from deficiency of man or stores, fire, breakdown or damage to
hull, machinery euipments or grounding, detention by accident to ship for cargo dry Docking
for the purpose of examination or painting of bottom or by any other clauses preventing the
full working of vessel, the payment off Hire cease for the time thereby lost.
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e) Contract of affreightment.
A contract of affreightment is a contract between a ship-owner and another person (called the
charterer), in which the ship-owner agrees to carry goods for the charterer in the ship / ships,
or to give the charterer the use of the whole or part of the ship's cargo-carrying space for the
carriage of goods on a specified voyage or voyages or for a specified time. The charterer
agrees to pay a specified price, called freight, for the carriage of the goods or the use of the
ship.
Extra ones:
f) Bareboat charter:
This is a type of contract in which the owner provides the service of one or more vessels to
the Charter for a period minimum of 5 years, in return of charter hire. Charter Means that it
was the vessel and assume full responsibility for navigation, management and operation.
For this time period charter is the disponent owner. that is without undertaking the financial
commitment of ownership. Sometimes bareboat charter so has higher / purchase contract.
that is contract for the purchase of a vessel on instalment basis. under such contract, the
owner / seller retains formal ownership and thereby security in the vessel until the full purchase
price is paid.
g) Freight:
1. It is expressed per ton loaded cargo.

2. This is usually expressed in Dollars per metric ton or long ton.
3. Freight is remuneration payable by Charter for the performance of contract, and maybe
called charter party freight.
This is normally payable as per the terms of freight clauses with stipulate the:
1. Amount of freight
2. time of payment
3. method of payment
4. This is often payable under c/p terms partially or fully in advance. example, unloading
or on issue of bill of lading.
h) Dead freight:
It is not genuine freight, but owner’s compensation for lost freight payable by Charterer on a
quantity of Cargo shorts shipped. I.e. quantity which they agreed but failed to load.
i) Back freight:
In case the consignor wants to get back the cargo and not deliver it to consigning he will pay
the freight to get the cargo back.
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You are deputed by your company to a Shipyard for taking delivery of a new ship fitted
with an intelligent engine for main propulsion. assuming that you have never worked
on these engines, enumerate: (a) how you would ascertain the item that need to be
personally examined by you & (b) how would you carry out the examining of each item
stated at ‘(a)’.
Confine your answer for ‘(a)’ & ‘(b)’ With respect to main propulsion only.
Answer
As maritime professionals, most of us would be required to be a part of a team assigned with

the task of taking over a new ship from the shipyard. As this process doesn’t take place that
often, not everyone gets the opportunity or have idea as to how to carry out the yard delivery
process.
The first intelligent engine in the maritime world was delivered in October-1998 and was
introduced in a chemical carrier M/T Bow Cecil.
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Being as a chief engineer I will do the process of taking a new Yard delivery vessel with the
intelligent Engine as follows:
1. Before joining a vessel, the company will organise an intelligent engine training course,
which will help engineers to get familiarize with the operation and maintenance part, of
course it will help me also.
2. Company briefing will be done in office.
3. A checklist need to be made for the items which I will check onboard along with the
yard staff for each and every machinery respectively.
4. The checklist will comprise of the following items
1. Registry and flag details certificate
2. Marking on hull
3. Copy of DOC
4. LSA and FFA Checked against the record of safety equipment.
5. Training manuals
6. Emergency drills detail.
7. Drawings and manuals and display posters
8. Communication equipment’s
9. Engine room and essential deck Store.
10. Bunker requirements
11. Paints chemical and gases requirements
12. All MARPOL related manuals
13. Engine room log book and stationeries
14. Standing order of chief engineer
15. Ship specific Business information
16. Obtain emergency contact number for owners Managers and charterers.
17. Approved ship oil pollution prevention plan.
18. Manoeuvring information
19. Steering gear information
20. Engine room all emergency stops.
5. For main engine intelligent engine, me and second engineer will be always discussing
in detail with the service engineer and yard engineer provided to us for the
commissioning of intelligent engine.
6. All detail knowledge of starting and stopping of the engine including crash Astern and
emergency stop to be discussed.
7. All failure points to be discussed
8. Control setting of main engine performance fuel timing adjustment Alpha lubricator
feed rate adjustment to be learnt and to be operated in front of him during sea trial.
9. Emergency replacement of any type of shock accumulators to be trained.
10. Electronic card replacement of ECU 1 and ECU 2 to be checked. Spare kit to be kept
with me in my cabin in a cold dry place.
11. It consists of overload protection system which will give alarm and trip’s the engine,
ruling out the possibilities of overload and thermal stresses. So, this part to be learned
in Yard.
12. All critical spares for intelligent engine to be checked by myself and by second engineer
1. Full and detailed inventory to be taken for critical equipment such as liner,
Alpha lubricator quills, Piston rings, Alpha lubricator repair kit, FIVA valve repair
kit. all microchip SIM cards.
2. After taking the detailed Inventory of the above junior engineers will again
recheck and assemble those items in a closed cabinet which will be locked
throughout the sea trial period
13. All hydraulic system lines related to main preparation will be checked by me and when
Main sea trial takes place separate round to be taken to find out any high pressure
hydraulic leaks.
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14. Steering gear auto changeover of pumps to be carried out, low level alarm and low
low-level alarm and auto changeover to be tried out, power failure auto changeover to
be tried out, no phase changeover to be tried out.
15. Lube oil consumption for the main engine to be checked during sea trial.
16. To reduce the emission of harmful substance like Nox and Sox, catalytic controller and
fuel control and consumption modes are incorporated in the control system. This
system to be checked in detail and discussed thoroughly with the technician.
17. Hydraulic oils required for main engine high pressure hydraulic unit and steering gear
to be checked and inventory to be made.
On performing and taking the knowledge of the above will allow the engineers to easily and
swiftly handle the main engine and other auxiliaries in a new yard delivery ship.
Explain port state control PSC inspection. underline it's authority for exercising and the
basis of such inspections. enumerate the relevant regulations article and annexes of
SOLAS 74, LOAD LINE 66, MARPOL 73/78, STCW 78 AND TONNAGE 69, which forms
the provision for PSC.
Answer
A. PORT STATE CONTROL:
1. It is an inspection program under which all countries work together to ensure that all
vessels entering their water are in compliance with strict international safety and anti-
pollution standards.
2. All countries share their findings with each other and the ships that are found to be in
violation of laid down standards are detained in port, until their deficiencies are
rectified.
PSC inspection:
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1. All ships in commercial trading need to be registered on country which identifies its
owners. The country of registration is known as “flag state” it is the duty of the flag
state to ensure all its ships flying their flag is safely constructed, equipped and
maintained as per relevant regulations of IMO and ILO.
2. But ship trade internationally and have to call at various ports all over the world and
many ships may not call their flag state ports, so it makes inspection of ships by flag
state to ensure compliance with rules regarding safety, maintenance, manning etc
impossible so it is imperative that ships must be inspected at various ports to ensure
compliance. This is termed as port state control (PSC).
3. All countries involved in inspecting ships will share their findings with each other. The
ships that are found to be in violation of laid down standards are detained in port, until
their deficiencies have been rectified.
The objective of PSC
1. Is to detect and discourage owners from operating substandard ships that endanger
not only the ship’s crew and the port, but also the environment.
2. PSC inspection helps to minimize the threat to life, property and the environment by
disallowing substandard shipping.
3. The fundamental aim of the PSC is to supplement the inspections by the flag state and
eliminate substandard ships in order to ensure safer ships and cleaner oceans it
includes boarding, inspection, remedial action and possible detention under the
applicable conventions.
4. Port state control can be applied not only to those countries, who are party to the
convention but also to the ships that fly the flag of a state that has not ratified a
convention. Thus, no ships are exempt from inspection because the principle of no
more favourable treatment applies.
5. Any state may also in act its own domestic laws and impose additional national rules
and regulations on foreign ships entering its water
KEY-ELEMENTS:
1. Ensuring compliance with international rules regarding safety, marine pollution and
threat to working environment.
2. Detaining substandard vessel till all deficiencies are rectified.
3. Implementing a initially agreed figure of annually inspecting the minimum number.
4. Applying a targeting system. Selection is such that well-run vessels are not harassed
whereas blacklisted vessels will not be allowed to operate.
5. Harmonizing and strengthening to the greater extent PSC’s authority to carry out better
surveillance.
6. Providing technical assistance and training, where the need is identified.
B) RELEVANT REGULATIONS:
1) SOLAS 1974
1. chapter I, regulation 19 – General provision/ control
2. Chapter IX, regulation 6 --- Management of safe operation ship
3. Chapter XI-1, regulation 4—special measures to enhance maritime safety
4. Chapter XI-2, regulation 9 – special measures to enhance maritime security.
2) MARPOL 73/ 78
1. Article 5 – Certificate and special rules on inspection of ships
2. Article 6—Detection of violation and enforcement of convention
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3. Regulation 11 of annex 1 – PSC on operational requirement
4. Regulation 16 of annex II -- PSC on operational requirement
5. Regulation 8 of annex III -- PSC on operational requirement
6. Regulation 13 of annex IV – PSC on operational requirement
7. Regulation 8 of annex V -- PSC on operational requirement
8. Regulation 10 of annex V I-- PSC on operational requirement
3) LOAD LINE CONVENTION
1. Article 21: - Limitation of draught, to which a ship on its international voyage is to be
loaded i.e. Max Freeboard
4) STCW 1978
1. Article X – control regulation (Rights of PSCO to ensure all seafarers have appropriate
certificate).
5) TONNAGE 1969
1. Article 12 – verification of tonnage certificate
2. Although Tonnage convention is not a safety convention, the revision A787 (19) has
laid down the guidelines for PSC. However, the control provision of article 12 of
TONNAGE 1969 does not include the provision for detention of ships.
6) MLC 2006
1. Regulation 5.2 on port State control,
2. Inspections would deal only with the relevant requirements of this Convention (Articles,
Regulations and the Standards in Part A)
3. A Member may be the subject of inspection in accordance with paragraph 4 of Article
V for the purpose of reviewing compliance with the requirements of this Convention
7) AFS convention: Article II, Certificate of Paints and compliance.
8) BW Convention: Compliance , sampling and certification.
C) CONCENTRATED INSPECTION CAMPAIGN:
1. Concentrated Inspection Campaign are designed by several MOU members to alert

owners visiting their ports in order to promote specific compliance with a convention.
The purpose of this joint Concentrated Inspection Campaign is to ensure compliance
with rules and regulations under various conventions.
2. Every year a PSC Concentrated Inspection Campaign on an agreed topic by the major
MOUs is carried out. In practice, the Concentrated Inspection Campaign means that
during a regular port State control inspection the arrangements, maintenance records
and other applicable documentation related to agreed topics will be verified in more
detail for compliance.
3. These campaigns normally last a period of 3 months and focus on a specific area of
the ship. E.g.
1. CIC on Propulsion and Auxiliary Machinery,
2. CIC on Hours of Work and Rest,
3. CIC on Fire Safety Systems,
4. CIC on structural safety and the international conventions on load line
5. CIC Lifeboat Launching Arrangements
6. CIC to verify Safety of Navigation in compliance with SOLAS Chapter V.
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Question number 1 January 2017
Describe the background and relevance of international convention of civil liability for
Bunker oil pollution damage 2001. define pollution damage, Bunker oil, time limit for
claims, and exclusion under Bunker convention and explain how they differ from CLC
92 convention.
Answer
done already
A) Discuss in detail the principle of Total Quality Management?

B) Explain how management techniques studied by you can be used in shipping /
Maritime industries?
Answer
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Total quality management is an aspect of quality management. it has four stages

1. Optimising product quality
2. Expanding quality efforts
3. Apply TQM product development
4. Creating capacity to realise Dreams.
• To implement all the stages, it will take about 40 years. so, did become a part of life
and part of culture of the organisation.
• A quality management system should be developed and implemented to achieve the
company's objective in the quality policy.
• According to UNCTAD 1997 quality management system has two interrelated aspects.
The company needs and aspects: for the company, there is a business need to attain and to
maintain the desired quality of an optimum cost, the fulfilment of this quality aspect is related
to the plant and efficient utilisation of Technology, human and material resources. the
customers’ needs and expectations, for the customer we need the confidence to deliver quality
product and to consistently maintain the quality.
With the introduction of Total Quality system, the shippers will better able to deliver the goods
in better condition and also can guarantee for hassle free delivery time. careers will also be
benefited from great support by shippers. continuously use of this service will build a long-
term relationship.
Shipping industry has continually monitored the train towards adoption of various quality
management system by its members, including the high ISO standard and the international
safety management ISM code. although mandatory since July 1998, the ISM code is often
only the starting point for many companies’ quality management programs.
The ISM CODE:
The quality management Movement in the maritime sector find much of its impetuous in what
is known as “the international safety management code”. which came into effect on 1st July
1998 the ISM code is a mandatory code of conduct for ship and their owners, developed by
the international Maritime Organisation in response to a growing desire for improved safety.
The adoption of ISM Code by the international Maritime Organisation on 4th November 1993
mark the passage of what is perhaps the most influence regulatory instrument taken on by the
shipping industry in 1990.
At most basic level, ISM code is a quality and safety system made mandatory for a world fleet
of 7528 million deadweight. The code founds its Origins in the industry widespread search for
improve safety quality and Environment protection and its desired to implement safety and
pollution prevention management system across the board.
Therefore, the ISM code introduced the requirement that each individual company develop
and maintain a safety management system SMS for each individual vessel operated by the
company as well as for the service officers
The SMS commonly a series of easily accessible manuals documents that design construction
equipment and maintenance of the ship, the training of the crew and the operation of both the
ship and the Shore based office.
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For too little time has passed for any comprehensive analysis of the codes result to be
undertaken, although several organisations plan to do so in the near future. however, ISM
certainly leads to lower insurance premium less of a time and fewer personal injury claims.
the court has clearly awakened the industries interest in total quality management and
improved standard on all levels.
How to learn: OEAC
Discuss IEC & NEMA standard for Marine electrical equipment’s. what required for
Marine electrical cables. how will you confirm that electrical cables are suitable for
intended use on board?
Answer
IEC - International electrotechnical commission is a non-profit, non-governmental,

International standard organisation that prepares and publish International standards for
Electrical, electronics and related Technologies. it is one of the three organisation that
develops International standards, other than ITU & TSO.
IEC standards cover a vast range of technologies from power generation, Transmission and
distribution to home appliances, semiconductors, fibre optics, batteries, Marine energy.
IEC standards have number in range from 60000 TO 79999.

IEC - 60028 - International standard for resistance for copper.
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IEC - 60092 - International standard concerning electrical installation in sea going ship and
fixed mobile Offshore platforms.
NEMA - National electrical manufacturers Association is the association of electrical

equipment manufacturers of power transmission, distributed systems and equipment’s,
lightning systems automation and control system, its base is in United States of America.
it has approximately 450-member companies.
Provide platform for standardization of electrical equipment’s, enabling consumers to select

from a range of safe, effective and compatible electrical products.
NEMA assist IEC efforts through extensive management and Technical participation.
ANSI/NEMA 250 - 1997, enclosure for Electrical equipment’s (1000 VOLTS MAX)
Some key differences between both.
IEC NEMA
Physiology based on application and Physiology based on robust design and

performance broader applicability
Special skill required for selection Ease of selection only voltage and HP
needed
Modular in nature and compact in size, so Better service by hand easy access to
servicing of individual part is difficult internal part
Special product design for particular use General purpose use product
Fixed thermal element Interchangeable thermal elements
Specific version More diversity and various versions
Specific design so separate knowledge and Simple design so knowledge and training
training needed for choice of equipment needed for combined equipment
Selection of marine electrical cables
• Ships wiring cables have to visit and extreme temperature, humidity and salinity. the
normal distribution voltage is 440. therefore, the cable design has to be 600 / 1000
volts, 600 between machine and Earth and 1000 volts between conductors.
• 3.3 KV 3 phase earthed neutral required wire of 1900 / 3500 volt and for three phases
insulated neutral the cable rating is 3300 / 3300 volt.
• Marine electrical cables should be tough and Resilient should have good, heat, Ozone
and moisture protection.
• It should be halogen-free, the cable insulation should have a thickness of system
voltage rating. Hard well
• Insulation material is generally organic plastic compound. such as, butyl rubber,
ethylene propylene rubber EPR.
Checking of electrical cables

102
• It should be under all reputation and Recommendation and force.

• The electrical equipment ordered should be class approved and should meet the test
requirements according to guideline based on the IACS unified requirement E10.
• Certificate should be provided.
Discuss the capital voyage and operating cost of ships operation and explain chief
engineer role in optimising them. what are the modern management principle used in
inventory control.
Answer
1. Capital cost
• Finance
• Depreciation
A. Finance: first to look that how the ship is financed, if finance by loan then it will be
depending upon:
• Size of loan
• Source of loan
• Interest rate
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• Term of loan
Final price of the ship will be:

Final price = cash price + interest.
= cash price +NX instalments
B) Depreciation: depreciation refers to two very different but related concepts.

• Firstly, decline in value of assets
• secondly, allocation of cost in tangible assets to the period in which the assets
are used.
Depreciation cost depends on:

• Cost of assets
• expected Salvage value of assets
• estimated useful life of assets
• a method of APPORTIONING the cost over such life.
C) Operating cost: it depends upon:

• Crew cost.
• repair and maintenance
• Insurance
• Administration
i) Crew cost - it includes direct and indirect costs.

• Direct cost includes: wages cost, travel cost, on board VICTUALLING,
training, Union fees.
• Indirect cost includes: recruitment / selection of process, medical cost,
social dues communication / Bank charges accident insurance
payment, sick pay, port expenses, agency fees.
• Total crew cost depends on the size of the crew, employment policy of
owner / operator, ships flag.
ii) Repair and maintenance

• Routine maintenance of engine and equipment painting ETC.
• Breakdown mechanical failure repair in Yard (loss of trade time), spare
replacement parts and their cost.
• Periodic maintenance and repair yard / dry dock to maintain
seaworthiness (class) and obtaining certificate for insurance.
• Regular maintenance leads to less breakdown. does cost insurance
with shifts age of average of 14% of operating cost.
iii) Insurance: it varies from ship to ship

• 2 / 3 H&M (obtained from marine insurance company)
• 1 / 3 P&I (third party liability)
iv) Administration
• Shore based administration and management charges,
• Communication cost and agents in ports
• Flag state fees.
Voyage cost
1. Fuel cost: it depends on

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• Fuel price
• Engine power and efficiency. only 23% of energy consume is applied to preparing the
vessel rest is lost for cooling the engine, lost as exhaust emission, lost at the propeller
and hull friction.
• Design and state of hull.
• Ship speed
2. Port charges: fees for the use of facilities and services provided by the port.
• Port dues: general use of Port facilities, it depends on volume of cargo, weight of cargo,
gross tonnage, net tonnage.
• Service charges includes pilotage toway, cargo handling.
• Canal charges: Suez Canal charges Panama Canal charges, flat rate of Panama
Canal net ton is used.
Chief engineer role in optimising cost:
• By maintaining the engine and all other equipment so that there is no off-hire.
• He can also optimise the voyage cost by running the engine on economical speed.
• A lot of cost can be saved by taking good Inventory of spares, so that no Doubles
spares are order and all critical spares our order during budget time.
Inventory control
• An effective inventory management principle is essential for successful implementation

of PMS
• Identification of critical spares and maintenance of optimum inventory level is essential
part of optimum management system.
Lead time
It is the time between ‘shortage occurring’ and item being available to maintain supply.
this influence the level of safety stock. its supply Lead time is longer than the sales
Lead time stocks are needed. if supply Lead time is less stock holding can be entirely
avoided. Lead time can be broken into several components
1. Supplier Lead time
2. Transport time
3. Receiving time
105
Prepare a waste management plan for a port of your choice to comply with the
requirement of the Marpol convention.
Answer
Ships generated waste management plant, waste and cargo Residue are categorised
according to International Convention Marpol 73 / 78, as following:
ANNEX 1: Oily waste

ANNEX 2: noxious liquid substance carried in bulk
ANNEX 3: harmful substance carried in packaged form.
ANNEX 4: sewage
ANNEX 5: garbage
ANNEX 6: ozone depleting substances.
The ships generated waste management is divided into two

liquid waste management, solid waste management
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Liquid waste management is oily waste including crude oil, fuel oil, sludge and oil refined
products, other than petrochemicals, vegetable and animal oil oily waste can also be divided
in:
• Oily waste generated (Annex 1) in the engine department of any type of ship, including
use lubricant oils, fuel Residue sludge and oily bilge water.
• Oily Waste generated in ship tanks, including oil cargo Residue, oil tank washing, dirty
ballast water. Etc.
Noxious liquid substance carried in bulk annex 2, including noxious liquid cargo Residue, tank
washing and dirty ballast water.
• Harmful liquid substance carried in package from annex 3
• Sewage generated from ships lavatories and kitchen areas annex 4.
Solid waste (Annex 5) are domestic Waste food waste, packaging material such as plastics
and cans, medical waste, paper glass and plastic. operational waste including maintenance
waste from machinery space, broken parts, rust, oily rags, Paints, packaging material, cargo
Residue.
Harmful solid substance carried in package form (Annex 3)
Waste management plan for Jawaharlal Nehru Port Trust

A vessel that requires disposal of waste as described below, makes contact with its agent who
in turn submit the request to the port authorities, as per prevailing procedures.
11. Oily waste (Marpol ANNEX 1)

• The procedure to be followed by the agent for requesting the facilities is given in
circular dated 10 / 10 / 2008 ANNEX 2.
• The ships intending to discharge waste in Jawaharlal Nehru Port Trust in forms the
agent describing the quantity of the waste to be discharged.
• The agent is required to fill up the notification form as per Annexe 3 and submitted to
Port, along with the undertaking from the court approved waste collector selected by
them.
• The receipt received should be kept onboard for at least 2 years.
• This request is to be submitted to mc and PC section at least 24 hours in advance.
• The private contractor known as recyclers / repressor comes to collect the waste from
the ship. they are approved by central and state pollution control board and Indian
customs.
12. Waste from noxious liquid substance Annex 2.
• Presently liquid substance operation is carried out at liquid cargo Jetty of M / s BPCL
at JNPT by various tank farm operators.
• Reception facility of Marpol annexure II i.e. waste generated from noxious liquid
substances, must be provided by BPCL terminal as per the licence agreement between
JNPT and BPCL.
• Hence BPCL is entirely responsible for providing reception facility for annex 2 waste
in their terminal either individual or through the tank farm operators.
13. Waste from harmful substance carried in package from Annex 3
• As per the survey carried out on visiting vessels, the requirement for reception facility
for this waste is not existent at present. hence, no such facilities provided by the port.
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14. Sewage from ship Annex 4
• As per the survey carried out on visiting vessels in JNPT, it has been observed that
novasol requires reception facility for sewage as most of the vessels are having
sewage treatment plant onboard.
• There is no demand for sewage waste collection unit on port at present.
• In case any requirement of the sewage waste facility arises in future, the same can be
provided through the road tankers belonging to contractors which can upload the
sewage in the sewage treatment plant at townships or any other designated and
recommended plants.
15. Garbage Annex 5
• A garbage collection facility is provided to visit vessels at JNPT terminals, and hired
put crafts on chargeable basis of rupees 500 per visit per vessel plus service taxes.
• This service is provided free of charge to JNPT owned port craft every day.
• The format for requisition for this service is in Annex 6.
• The garbage is disposed of at designated place provided by p p and d department of
JNPT, outside the port area.
• BPCL is also required to provide this facility in their terminal.
• NSICT and GTI are having their respective contractors for providing garbage facilities
for their terminal and they also dispose of at the designated place provided by PP and
D department.
The PP and D department is in the process of setting up a solid waste management facility for
treatment of garbage waste. up on becoming operational, the garbage may be disposed of
through this system.
16. prevention of air pollution from ship ANNEX 6
• As per the server carried out on visiting ships, the requirement of reception facility for
such waste is non-existent at present. however, in case of requirement in future, a
suitable mechanism may be evolved.
• JNPT charges will apply on the ship weather they make use of waste reception
facilities, so, to promote disposal of waste and avoiding throwing anything into the sea.
• The data of this waste management plan is maintained and communicated to dg
shipping.
• This data is analysed for future trends.
108
Describe the action of rudder in turning a ship. discuss the three phases of turn.
Answer
To understand, let's assume that a STBD movement is given by Bridge
• When Bridge gives command of certain degree to turn the ship stbd, at that very
moment a lift force is applied or act on the rudder, this lift force act on a transverse
direction to the ship. hence, ship will attain a sway velocity towards port side.
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• The rudder force has another effect on ships. It creates the moment at the centre of
gravity of the ship. this moment will turn the ship on the STBD side, cause the rudder
force is acting on the centre of gravity of the ship.
• When the rudder movement acts about the ships centre of gravity it slightly changes
the ships orientation by giving it a drift angle. The movement is not large enough but
little enough to introduce a slight drifting angle. the ship with that drift angle is now
moving along the initial direction.
• from the figure below it is seen that shit has two component one is surge velocity, in
longitudinal direction and other is Sway velocity in transverse direction.
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• With the sway velocity towards the port side, The Hull sway towards port. show the
hull exerts force on the water particles that are in Port side. the water particles interms
exert force on the hull due to inherent inertia of the water particles.
• Magnitude of inertia forces are equilibrium to the displacement of a vessel to gain
equilibrium.
• Part of it act at aft of the Central Gravity.
• Part of IT Act at forward bow of centre of gravity.
• The Hull is designed in such a way that the inertial forces of bow is more than the stern
forces. Thus, resulting the ship to turn towards STBD side
the three phases are:
1. Manoeuvring phase.
• This is the time from the moment of rudder deflection until the movement when ship
starts turning.
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• Before the ship starts turning, the moment induced by rudder force action, must
overcome the inertia movement due to the ship’s own mass and added mass.
• Before it overcomes the mass moment of inertia, the effect of transverse component
causes the entire ship to move sideways in the direction perpendicular to the
longitudinal axis. this phase last only for a short period and the moment is Greater on
the Stern then the bow, thus, immediately after the rudder deflection, the ships motion
is opposite from the desired one.
2. Evolutionary phase:
• The phase begins when the ship starts turning from the bow.
• The ship speed decreases, the rate of turn increases and the radius of turning circle
decreases.
• Ships continuous to turn in a curve, and during turning the bow is always closer than
the centre of circle then the stern.
3.Steady state phase:

• The face begins when all the forces and moments are balanced such as:
• Ships resistance force
• Propulsion force
• Rudder movement of force
• Inertial force and moment.

112
With reference to modern analysis techniques employed for the condition analysis of
lube oil discus elemental spectrometric analysis, Fourier transform infrared
spectroscopy particle count based number VS acid number.
Answer
Elemental (Spectrometric) Analysis
Elemental analysis is probably the most fundamental test in the oil analysis toolbox. Its history
goes back to the 1940s when it was used to determine the presence of wear metals such as
iron, lead and copper in diesel engine oils. In its present form, elemental analysis is used to
determine the concentrations of 15 to 25 different elements ranging from wear metals and
contaminants to oil additives. Unit of Measure is ppm
Elemental analysis sometimes referred to as elemental spectroscopy, or simply wear metal

analysis works on the principles of Atomic Emission Spectroscopy (AES). Individual atoms
within the sample are excited using a high-energy source. The atoms absorb energy from the
excitation source and eventually emit light energy. By measuring the amount of light emitted
for various atoms such as iron, copper, zinc and sodium, the concentration of each atom can
be determined.
The two most common types of atomic emission spectroscopy are Rotating Disc Electrode
(RDE) and Inductively Coupled Plasma (ICP). Both of these methods have limitations in
analysing particle sizes, with RDE limited to particles less than 8 to 10 microns and ICP limited
to particles less than 3 microns.
They are useful for providing trend data.
An effective oil analysis report will provide reference data for the new oil so any amounts of
additive elements can be easily distinguished from those of contaminants. It is better to analyse
trends rather than focus on any specific measurement of elemental analysis data.
Limitation: Unfortunately, depending on the wear mechanism and the severity of the problem,
active machine wear may generate particles that are greater than 10 microns in size, and will
thus be invisible to the AES instrument. For this reason, it is important in any oil analysis
program to not rely solely on AES data to determine active wear, but to include tests such as
particle counting, ferrous density analysis and patch microscopy to measure larger particles.
Fourier Transform Infrared Spectroscopy FTIR

FTIR is one of the most widely used tools in the oil analysis laboratory. Its value lies principally
in the fact that it is a purely instrument-based test.
It is relatively quick to perform and is capable of simultaneously detecting multiple parameters,

including water, fuel, glycol, oil oxidation, soot and certain additives such as ZDDP phenols. In
fact, at face value, it would appear to be the ideal to solution providing quick, inexpensive oil
analysis.
FTIR is based on the fundamental principles of molecular spectroscopy. The basic principle
behind it is that specific molecules absorb light energy at specific wavelengths, known as their
resonance frequencies, different types of molecules, such as the additive ZDDP and water, or
fuel and glycol absorb infrared light at different wavelengths. Therefore, it is possible to
determine the presence of different molecules in the sample with FTIR, simply by measuring
the absorption at different wavelengths, or wavenumber
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An FTIR spectrometer works by taking a small quantity of sample and introducing it to the
infrared cell. The intensity of light transmitted through the sample is measured at each
wavenumber allowing the amount of light absorbed by the sample to be determined as the
difference between the intensity of light before and after the sample cell. This is known is the
infrared spectrum of the sample.
As most used oil samples are complex mixtures, including base oil molecules, additives, oil
degradation by- products, wear debris and contaminants, the infrared spectrum of a used oil
sample is typically complex, and can be difficult to interpret with any degree of certainty.
Despite this drawback, FTIR still has value in used oil analysis and is employed by the majority
of oil analysis labs as a screening tool.
The most common type of instrument used by oil analysis labs is called an attenuation cell
FTIR instrument FTIR analysis of used oil samples is a three-stage process.
• The first stage is to record the FTIR spectrum of a new oil sample to obtain a baseline
FTIR trace.
• The second stage is to record the same FTIR spectrum of the used oil sample.
• The third and final stage is to subtract the new oil baseline, often referred to as the new
oil reference from the used oil spectrum to obtain the difference spectrum, Introduced
the concept of auto referencing to attempt to resolve this issue.
Particle Counting
Particle Counting is considered by many to be the single most important test for used oil
analysis. Particle count data is an invaluable part of any proactive condition-monitoring
program, from ensuring that abrasive bearing wear is minimized, to determining if a hydraulic
fluid is clean enough for reliable operation or evaluating the performance of a filter in the field,
particle counting offers a plethora of information for what is by comparison precious little
money.
Particle Count Offer a Multitude of Uses and Benefits some of which are:
• Verifies filter performance
• Verifies pump condition
• Identifies high engine blow by conditions
• Identifies changing atmospheric contamination
• Troubleshoots and isolates problems
• Identifies the need for further analysis
• Verifies centrifuge performance
• Detects high corrosive wear
• Verifies bearing condition
• Identifies oil film failure problems
The most common unit of reporting fluid cleanliness is the ISO Code System. This convention
is covered under the ISO standard 4406:99. In this standard, the number of particles in three
different size categories,
>4 mm, >6 mm and >14 mm is determined in one millilitre of sample. Other standards include
NAS 1638 and MIL-STD 1246C, as well as outdated standards such as the SAE fluid
cleanliness rating system.
However, whichever method of reporting is selected, the first step is to count the number of
particles in a volume of fluid.
There are three basic methods to determine the absolute number of particles in a sample
1. Optical Microscopy
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2. Automatic Optical Particle Counting
3. Pore Blockage Particle Counting
Base Number Vs Acid Number
Acid number and base number tests are similar but are used to interpret different lubricant
and contaminant-related questions. In an oil analysis test, the acid number is the concentration
of acid in the oil, while the base number is the reserve of alkalinity in the oil. Results are
expressed in terms of the volume of potassium hydroxide in milligrams required to neutralize
the acids in one gram of oil. Acid number testing is primarily performed on non-crankcase oils,
while base number testing is mainly for over-based crankcase oils.
An acid number that is too high or too low may be the result of oil oxidation, the presence of
an incorrect lubricant or additive depletion. A base number that is too low can indicate high
engine blow-by conditions (fuel, soot, etc.), the presence of an incorrect lubricant, internal
leakage contamination (glycol) or oil oxidation from extended oil drain intervals and/or extreme
heat.
ASTM methods, including D664, D974, D2896 and D4739, are the current industry standard
methods for measuring the acid and base number. These titration-based methods are slow
and expensive to execute, require significant volumes of sample and solvent, and are prone
to interferences. The high cost and poor accuracy of these methods limit their usefulness and
application to routine oil monitoring.
The potential alternate means for determining acid number and base number are by using a
variety of partial least squares (PLS) direct-read Fourier transform infrared (FTIR) methods,
which estimate the acid and base number of used oils by directly measuring the spectrum of
undiluted oil.

115
How does the provision of 2010 amendments to stcw convention intended to improve
the technical and interpersonal competence of seafarer?
Answer
Under 2010 amendments following key training requirements are added to improve the
technical and interpersonal competence of seafarer.
Changes made into competency tables:
A. Competency table a 3 / 1 and a 3 / 2 have been updated to meet emergency

Technologies. engine room resource management has been added. engine room
resource management requirements include as follows:
• Prioritisation of resources.
• assignment and allocation
• situational awareness
• Leadership
• Assertiveness
• effective communication
• consideration of team experience
B) Under table a 3 / 7 use of simulator training for ETO and ETR.

C) Deck officers to be competent in use of ECDIS.
D) All engineers in charge of Engineering watch should have:
• Knowledge of precautions to be taken to prevent pollution of marine
environment.
• Knowledge of approved method for disposal of marine pollutant.
Leadership and teamwork:
For all engine and deck officer’s new competence requirement related to leadership and
teamwork and managerial skills are added.
Assertiveness training:
For all seafarers, not only for those who are involved in Direct Operation but also for lower
grades who may communicate on safety matters with senior staff, The Master And / or shore
personnel.
Training Record Book:
All companies should provide training record books for all ranks and it has to be made shared
by the serial competent officer that this book has been duly filled and signed during his tenure
and his progress to be mentioned in detail.
Tanker training:
Both basic and advanced tanker familiarisation course to be carried out and dangerous cargo
endorsement to be made by Mercantile Marine Department before joining a tanker vessel.
New seafarer grade and certification:

116
1. Extensive training and certifications are required for new grades of able seafarer on
Deck and engine and can be interchangeable.
2. This is additional to the previous watchkeeping
3. Ticket of competency to be issued after proper examination an interview to electrical
engineer who is termed as Electro technical officer ETO & electro technical rating ETR.
Medical standards:
Medical knowledge and familiarisation and use of proper medical equipment’s to be trained to
required officers.
Pre-medical certificate before joining vessel is valid worldwide to join any vessel.
Prevention of alcohol abuse:
Specific limit of 0.05% of alcohol in blood for 0.25 milligram / litres of alcohol in breath have
been introduced.
Mandatory security training:
For Ship security officer (SSO) specific training for all other seafarers and new security
familiarisation and training requirements have been laid down this also includes new anti-
piracy measures.
Refresher training:
All seafarers have to do all basic safety familiarisation refresher courses every after 5 years.
from 1st January 2018, all stcw certificates will be provided in 1.
Additional measures:
• New training guidance for personal working in polar waters, DP vessels and LNG
vessels.
• Stringent checking of rest and work hours by PSC
• Distance learning and e-learning.
• High voltage course.

117
Your vessel has shown a significant increase in fuel oil consumption. Write an email to
the engineering superintendent updating him with the inspection made, finding
established and suggestions for repair, if any.
Answer
To super@merchantshp.com
cc: technicaldirector@merchantship.com
bcc: purchase@merchantship.com
SUBJECT: Increase in Fuel consumption of Main Engine, MT Aframax
Respected Sir,
Subsequent to the email sent on 16/04/2013 and reference telephonic conversation,

the cause of increase in fuel oil consumption for main engine was studied and following
conclusions reached for remedies. On 11/05/2013, MT Aframax undocked from Colombo dry
dock. All surveys had been completed to Class satisfaction. The vessel commenced her ballast
voyage to Fujairah for loading.
After 24 hrs of sailing, Main engine was stopped for short interval, for all relevant checks
to be made, especially on main propulsion plant.
On 14 – 04-2013 at 1200 hrs it was noticed that the main engine fuel oil consumption
has increased by 20% as compared to earlier (normal) ballast voyage consumption at a steady
speed of 80 RPM. After rechecking the FO flow meter to confirm that it was not malfunctioning.
It was decided to carry out detailed check to ascertain the reason for increase in consumption.
A Set of indicator card was taken and compared with those taken earlier during ballast
voyages as well as at the time of sea trials. It was found that the Pmax of all units had increase
by around 25% for the same engine speed (80rpm)
On 15-04-2013 all the checks were made on main engine, VIT setting, Fuel racks,
Turbocharger, FO pumps, Thrust bearings, bottom end bearings, and crosshead bearings.
After comparing with earlier data, all reading was found satisfactory with no visible defect
noticed.
Vessel proceeded to load port at low speed with continuous monitoring of engine
parameters. The Vessel was anchored and expected time at the anchorage will be of about 24
hrs. As requested a diver team was arranged by the local agent to inspect hull and propeller.
It was found that the trailing edges of the 2 adjacent blades where distorted by about 120 Deg
for mean depth of around 10 cm and length of 1.5 m. It was suspected that the propeller had
struck some under water object, while undocking, as some vibrations were felt at the time.
The damaged areas of the propeller can be seen in the underwater photograph taken. The
relevant area are also been marked in the drawing of the propeller, which is scanned and
attached with this mail.
The vessel is in ballast, it could be trimmed by head to access the propeller blades for repair.
The agent had confirmed the anchorage period to be minimum 24 hrs and the necessary port
clearances to carry out the repair work at anchorage were obtainable. He was asked to make
the necessary arrangements for an approved workshop to carry out trimming operation on the
propeller blades. Trimming off the blades will be accomplished by using pneumatic tools and
care will be taken to do so without damaging the propeller.
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Expected duration of the repair work is 6 hrs. Details of the cost/workshop expenses
incurred will be reverted to you through the agents. We estimate the entire repair work should
be completed at least 4 hrs before berthing at the port. As such the vessel would not be delayed
on account of this repair. Details of the performance test carried out have been recorded in the
performance test sheet of 16-04-2013. Detailed reports of main engine fuel pump checks, VIT
racks and scavenge space inspection are being mailed. The crank shaft deflection reading
taken on 16-04-2013 as well as those taken on 13-03-2013 and before and after dry dock have
also been scanned and attached with this mail.
A detailed work done report will be couriered. The IRS surveyor will be present throughout the
repair, so that all work can be carried out under his direct supervision. Kindly advise.
Thanks, and Best Regards.

MT Aframax

119
A. Write in detail on situational leadership with reference to the different styles of
leadership and their application. Give ship board examples
B. Elucidate the challenges of operating with a multicultural crew on board with
reference to communication values and any other aspects.
Answer
Situational leadership is a leadership styles that has been developed and studied by Kenneth
Blanchard and Paul Hersey.
Situational leadership refers to: when the leader or the manager of the organisation must
adjust his or her style to fit the development level of the following or she is trying to influence.
with situational leadership, it is up to the leader to change his or her style not the follower to
adopt to the leader’s style.
In situational leadership, the style may change continuously to meet the needs of others in the
organisation based on situations.
Telling and directing (junior engineer and Deck Cadet)

• The style of leadership may also be referred to a micromanagement.
• As the leader is very much involved and closely supervise the people who are
working.
• This leadership style is very top to down approach and the employees simply
do exactly what they are told.
Selling and Coaching (Operational officers new to their ranks)

• This style works well with those who are inexperienced and still learning.
• The decision still lie with the leaders, however, inputs are requested from the
employee before the decision is implemented.
With this style of leadership employees are still supervised but it is in more of
coaching Manner rather than a management manner.
participating and supporting (well experienced officer / engineers who are eager to perform)
• This style of leadership passes more responsibility to employees / follower
while the leader still provides some direction, the decisions ultimately lies with
the follower.
• The leader is there to provide feedback and to increase their confidence and
motivation.
• Those who work under this situation and leadership have the necessary skills
but lag the confidence or Motivation to achieve them.
Delegating (Well experienced officer / engineers who are capable to perform)

• The employee are responsible for choosing the task and the direction they will
take.
• The leaders may still be involved for direction or feedback purpose.
• With this style of leadership employees knows their role and perform it with little
supervision only.
Negativity of situational leadership:

120
Nevertheless, situational leadership is not without its negativities. Managers who use this style
should be aware of employee’s perception and recognise its limitation.
Shipboard examples:
• Telling and directing (junior engineer and Deck Cadet)
• Selling and Coaching (Operational officers new to their ranks)
• participating and supporting (well experienced officer / engineers who are
eager to perform)
• Delegating (Well experienced officer / engineers who are capable to perform).
Addressing the problem of multinational crew:
The following are the main challenges faced while operating with multinational crew:
1. Communication
2. Cultural differences
3. Power distance
4. Stereotype
5. Language
Communication:
• It is very often that on board ships misunderstanding occurs when there is a failure in
communication between seafarers of different nationality, when intentions, attitudes
and actions can be misconstrued.
• The problem in communication between seafarers of different nationalities can be
grouped under the following headings
I.The message analysis
II. Cultural barriers
III. Tone of voice
IV. Nodding or moving head.
I.The message analysis: when sender send his message to receiver, he

receives feedback. this feedback might be nonverbal communication. when
people comes from different cultural background, the message as well as
feedback is affected by cultural barrier does hindering the understanding of
those message conveyed.
II.Cultural barrier: Speech delivery and body gestures are the meta message of
the word being spoken. when the cultural background of seafarer is different
the nuances and meta message are also different.
III.Tones of voice: evenly toned individuals when listening to a widely toned
individual made view him as emotionally out of control, imposing or
overbearing.
• Volume of speech
• Pausing in speech
• Gestures
• Eye contact
• Asian Group can perceive someone with loud volume culture to be

angry, while lower volume can perceive as timid and Non-assertive.
• Moreover, giving orders by raising the voice can make the crew lose
face & creating tense atmosphere on board ships.
• Crew member who speaks without pauses can be seen as not allowing
the listener enough time to respond, and may be regarded as
disrespectful.
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• Some cultures may have several minutes, others have fraction of
seconds, and still other have no pause at all.
IV. Nodding or moving of heads: nodding or moving of heads sideways may have
different meanings in different cultures. Eye contact may have a positive role in some
cultures where as in other it can have negative implementations such as impoliteness
and intensiveness.
Cultural differences:
Cultural shock is anxiety feelings
• Surprise
• Tension
• Confusion
• Frustration
• Embarrassment
Normally people don't have interaction with different cultural people and it takes time
to understand them the cultural adjustment period usually include some disorientation
and confusion because of cultural boundaries. this also leads to alienation and safety
hazard.
Power distance:
• Indicates the extent to which a society accepts the fact that power is distributed
unequally in an organisation.
• This means Nationality with the power distance scores very different, they can't
corporate effectively because they might have questions in their positions and
behaviour.
• When it comes to age, there are power distance factor such as shame and respect
which are negative impact on safety.
Stereotyping
• Is apparently diminished with contact. the seafarer are less likely to have stereotype
understanding with whom they have failed regularly.
Language:
• It is simplest and widely used way of communication.
• Strongest element in a culture.
• Use of mother tongue rather than communication language leads to suspicious nature
in another multinational crew.
Proper knowledge of communication language leads to fewer accidents.
• Improvement in English language skills of seafarer can solve this problem to a great
extent.
Existing data suggest that the attitude of the master is the single most important factor
influencing the moral and happiness of the ship's crew. master Ken actively encourage
recreational activities such as birthday celebrations Barbeque Bingo Etc.

122
State the UNCLOS requirement for member states (a) To register ships flagged with
them (b) To control safety, pollution, and civil /social aspects of ship (c) What
mechanism is used in India to comply with these requirements.
Answer
Already done.
(A) Define management and list and explain the function of management.
(B) Compare any two material / inventory management technique and explain their
usefulness and limitation for ship management.
Answer
Management:
Management is the process of reaching organisation goal by working with and through people
and other organisational resources.
• It is process or series of continuing and related activities.
• It involves and concentrates on reaching organisational goals.
Management functions: there are four basic management functions that make up the
management process.
1. Planning
2. Organising
3. Leading or influencing
4. Controlling
PLANNING
CONTROLLING ORGANIZING
LEADING
Planning: it involves using task and that must be performed to achieve organisational goals,
main outline how the task must be performed and it must be indicating when they should be
performed.
• Planning: Aim to attain goals
• Managers: Make outline for task, what exactly organisation should do
to be successful.
Organisation:
• Organisation assign the task development in the planning stage to various individual
or groups within the organisation. Organisation creates a mechanism to put plans into
action.
• People within organisation are given work that contributes to the company's goal.
• Task are so organised so that output of individual contributes to the success of the
department which interns contributes the success of division, which ultimately
contributes to the success of organisation.
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Influencing or leading:
• Also referred to as motivating, leading or directing.
• Can be defined as guiding the activities of organisation and their members in the
direction that helps the organisation to move towards the goals.
• The main purpose is to increase the productivity.
• Human oriented work situations usually generate higher level of production.
Controlling:
• It is a manager play. the following rules are played by the manager:
I.Gather information that measures performance
II.Compare present performance with pre-established performance.
III.Determine the next action of plan and modification for meeting the desired
performance parameters.
controlling is an ongoing process.
Modern management principle used in inventory control: Common inventory management

techniques.
• ABC analysis:
• Based on Pareto principle.
• Also known as 80-20 rules: stating that 80% of overall consumption value is
based on 20% of total items.
• ABC Analysis is a popular technique for dividing on hand inventory into three
categories: a, b, c based on annual consumption units, inventory value and cost
significance.
• A: Items of high value (70%) and smaller numbers (10%)
• B: Items of moderate value (20%) and moderate in numbers (20%)
• C: Items of small value (10%) and larger number (70%)

124
(A) What do you understand by directional stability and manoeuvring. How are these
attributes provided in a ship?
(B) Using typical engine power versus engine speed diagram and propeller demands
curves, discuss the relation between maximum rated output of the propulsion plant and
the power for which the propeller is designed.
Answer
Directional stability:
A ship is said to be directionally stable if a deviation from a set course increases only while an
external force or moment is acting to cause the deviation. On the other hand, it is said to be
unstable if a course deviation begins or continues even in the absence of an external cause.
A directionally unstable ship is easy to manoeuvre, while a stable ship requires less energy
expenditure by its steering gear in maintaining a set course. A compromise between extremes
is therefore desirable. In a rough sense, directional stability or instability can be determined
by examination of the ship’s underwater profile. If the area of the hull and its appendages is
concentrated toward the aft end, then the ship is likely to be directionally stable.
For more detailed and elaborated answer please contact professor Mr. Rath in Institute of
Marine Engineers of India.

125
Sketch an on board high voltage generation and distribution system highlighting its
features.
Discuss in detail the various regulatory safety requirement of marine high voltage
ships/system installation.
Answer
Check Alok notes page 198

126
With engine development and retrofitting were adopted by engine manufacturer to
enable hassle free slow steaming and ultra-slow steaming of ships?
Answer
Already done
With reference to Port State Control Inspection,

(a) What are "clear ground" and "ISM related deficiencies" for a Port State Control
Officer to conduct a more detailed inspections of the ship.
(b) List out five deficiencies, which may lead to detention of the vessel. Also enumerate
the cause of such deficiency and preventive action you, as Chief Engineer, will take to
avoid reoccurrence of such detainable deficiencies.
Answer
Many of IMO’s technical conventions contain provisions for ships to be inspected

when they visit foreign ports to ensure that they meet IMO’s requirements.
MORE DETAILED INSPECTION
A more detailed inspection will be carried out whenever there are clear grounds for
believing, during an inspection, that the condition of the ship or of its equipment or crew
does not substantially meet the relevant requirements of a relevant instrument. Clear
grounds exist when a Port State Control Officer finds evidence, which in his/her
professional judgment warrants, a more detailed inspection of the ship, its equipment
or its crew. The absence of valid certificates or documents is considered a clear ground.
Examples of CLEAR GROUNDS found in Annex 9, paragraph 6 of the Paris MoU text are as
below
1. Ships with overriding or unexpected factors as listed in Annex 8 of the Paris MOU
2. During examination of the certificates and documents, inaccuracies have been
revealed or the documents have not been properly kept, updated, or they have been
falsely maintained. (Resources & Personnel)
3. Indications that the relevant crew members are unable to communicate appropriately
with each other, or with other persons on board, or that the ship is unable to
communicate with the shore-based authorities either in a common language or in the
language of those authorities. (Shipboard Operations)
4. A certificate has been fraudulently obtained or the holder of a certificate is not the
person to whom that certificate was originally issued.
5. The ship has a master, officer or rating holding a certificate issued by a country which
has not ratified the STCW Convention.
6. Evidence of cargo and other operations not being conducted safely or in accordance
with the IMO guidelines. (Shipboard Operations)
7. Failure of the master of an oil tanker to produce the record of the oil discharge
monitoring and control system for the last ballast voyage. (Documentation &
Verification)
8. Absence of an up-to-date muster list, or crew members not aware of their duties in the
event of fire or an order to abandon the ship. (Emergency Preparedness &
documentation)
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9. The emission of false distress alerts not followed by proper cancellation procedures.
10. The absence of principal equipment or arrangements required by the conventions.
11. Evidence from the Port State Control Officers general impressions and observations
that serious hull or structural deterioration or deficiencies exist that may place at risk
the structural, watertight or watertight integrity of the ship. (Maintenance of ship & its
equipment)
12. Information or evidence that the master or crew is not familiar with essential shipboard
operations relating to the safety of ships or the prevention of pollution, or that such
operations have not been carried out. (Shipboard Operations)
13. The absence of a table of shipboard working arrangements or records of hours of work
or rest of seafarers.
14. The ship has changed flag for the purpose of avoiding compliance with the MLC or the
ship flies the flag of a State that has not ratified the MLC, 2006.
15. There is a complaint alleging that specific working and living conditions on the ship do
not conform to the requirements of the MLC, 2006 or following investigation of an on-
shore complaint.
ISM RELATED DEFICIENCIES
• ISM Code Section 6 - Resources and personnel

• Documentation and records related to safety equipment and environment
protection equipment, GMDSS facilities, ballast water management system, etc
are not in order and understanding of said equipment, contingency
performance, and personal performance is poor
• ISM Code Section 7 - Shipboard operations
• The operation on board does not comply with SMS procedure or there is no
evidence on board of documented procedure to comply with.
• ISM Code Section 8 – Emergency Preparedness
• ISM Code Section 9 - Reports and analysis of non-conformities, accidents and
hazardous occurrences.
• Deficiencies had not been reported to the company as non-conformity in
accordance with the company SMS procedure. no report of the deficiencies to
Flag Government, Classification Society, Port Authority, etc. was raised as ISM
related deficiency. Recurrence of the previous deficiencies pointed out by
PSCO.
• ISM Code Section 10 Maintenance of the ship and equipment
• The maintenance of the firefighting equipment, ventilators & air pipes, lifesaving
appliance, main engine, auxiliary engine, various pumps, hatch covers,
emergency lights, etc.
• ISM Code Section 12 Company Verification, Review & Evaluation
FIVE DEFICIENCIES WHICH MAY LEAD TO DETENTION OF THE VESSEL

Cause & Preventive action to avoid Recurrence – TO ELABORATE
When deciding whether the deficiencies found in a ship are sufficiently serious to merit
detention the PSCO will assess whether:
1. The ship has relevant, valid documentation.
2. The ship has the crew required in the minimum safe manning document or equivalent.
During inspection, the PSCO will further assess whether the ship and/or crew is able
to:
128
3. Navigate safely throughout the forthcoming voyage.
4. Safely handle, carry and monitor the condition of the cargo throughout the forthcoming
voyage.
5. Operate the engine room safely throughout the forthcoming voyage.
6. Maintain proper propulsion and steering throughout the forthcoming voyage.
7. Fight fires effectively in any part of the ship if necessary during the forthcoming voyage.
8. Abandon ship speedily and safely and effect rescue if necessary during the
forthcoming voyage.
9. Prevent pollution of the environment throughout the forthcoming voyage.
10. Maintain adequate stability throughout the forthcoming voyage.
11. Maintain adequate watertight integrity throughout the forthcoming voyage.
12. Communicate in distress situations if necessary during the forthcoming voyage.
13. Provide safe and healthy conditions on board throughout the forthcoming voyage.
14. Provide the maximum of information in case of accident (as provided by the voyage
data recorder). If the result of any of these assessments is negative, taking into account
all deficiencies found, the ship will be strongly considered for detention. A combination
of deficiencies of a less serious nature may also warrant the detention of the ship.
• Under SOLAS - failure of the proper operation of emergency generator, lighting,

batteries and switches
• Under LOAD LINES - absence, substantial deterioration or defective closing devices,
hatch closing arrangements and watertight doors
• Under Annex I to MARPOL - absence, serious deterioration or failure of proper
operation of the oily- water filtering equipment, the oil discharge monitoring and control
system or the 15 ppm alarm arrangements.
• Under MLC, 2006 - per Guidance for inspection on Maritime Labour Convention, 2006
and Guideline for the Port State Control Officer on the inspection of hours of work/rest
and fitness for duty.
• Under Annex IV to MARPOL - NOT functioning Sewage treatment system

129
What are the principles of modern salvage law? What is General average, explain in
context of General Average.
a) Entitlement
b) Artificial adjustment
c) Contestation.
Answer
Already done.
Periodic lube oil analysis its correct interpretation and corrective measures are of
critical significance for the maintenance of marine machineries. With reference to the
modern analysis techniques employed for the condition analysis of L.O, discuss the
following: -
a) Elemental [spectrometric] analysis
b) Fourier transform infrared spectroscopy.
c) Particle count.
d) Base number Vs Acid number.
Answer
Already done.
Question number 1 March 2017

130
Write short notes on casualty investing code and IMO member state audit scheme.
Answer
Casualty investigation code:
On 16th May 2008, the IMO Maritime safety committee adopted the draught code of the
International standard and Recommendation practices for a safety investigation into a marine
casualty or Marine incident (casualty investigation code).
The code will be added to the SOLAS, by doing so, the provision of the code will become
mandatory for all states that are partly in solas. in accordance with the tactic amendment
procedure (the effect of which is that state is taken to have agreed to the changes unless they
specifically object by a certain date). the amendments of solas will come into effect on 1st July
2009, unless a certain number of state object before them.
It is understood that only United States of America has lost reservation therefore comma it
appears that the code came into effect on 1st January 2010. Get delayed due to America.
The code is divided into three parts

Part 1 covers general provision
Part 2 covers mandatory standards and
Part 3 covers recommended practices.
The code recognised that cooperation between interested parties (example the flag state and
the coastal state) is crucial and seeks to promote this, as well as a consistent, common,
approach to casualty investigation.
It Makes it clear that the investigation should be separate from any other investigations and
should focus on fact finding and lesson learning and should try to avoid apportioning blame
and finger pointing
There is a requirement under the code for flag state to carry out an investigation into every
“very serious marine casualty”, which is defined as Marine casualty involving the total loss of
the ship or a death or severe damage to the environment. in the case of other, less serious,
casualty or incident report recommends that an investigation is carried out if it is considered
likely, that it would provide information that would be used to prevent future accident.
The code makes the distinction between Marine casualties and Marine incidents.
As might be expected a casualty is more serious than an incident. Both are stated to exclude
a deliberate act or omission, with the intention to cause harm to the safety of a ship, and
individual or the environment.
IMO Member state audit scheme
1. The IMO member state audit scheme is intended to provide an audited member state
with comprehensive and objective assessment of how effectively and implement that
mandatory IMO instructs instrument which are covered by the scheme.
2. The MSC in 2014 has completed the legal Framework for the implementation of the
mandatory IMO audit scheme, with the adoption of amendments to the following
treaties to make mandatory the use of the IMO instruments implementation code, (III
code) And auditing parties to those treaties:
131
• SOLAS,1974 as amended (adding a new chapter 13)
• STCW code
• 1988 load line protocol
• COLREG 1972
• LL 1966
• Tonnage 1969
• MARPOL Annex I through to VI
3. The amendments will make the auditing of member state mandatory.
Benefits of member state audit scheme
1. Comprehensive review of the right and obligations of state emanating from the IMO
Treaty instruments.
2. Assessment, monitoring and review of the current level of implementation of IMO
instruments by state with a view to identifying Areas where state may have difficulties
in fully implementing them.
3. Consider proposal to access state in implementing and complying with IMO
instruments by developing of appropriate instruments guidelines and
recommendations.
4. Identify where the provision of Technical assistance by IMO to member states would
have the greatest effect.
5. Member state themselves would receive valuable feedback intended to assist them in
improving their own capacity to put applicable instruments into practice.
6. generic lessons learnt from audits could be provided to all member state so that the
benefit could be widely shared.
7. result of audit could be systematically feedback to IMO to help make measurable
improvements.

132
(a) What is meant by strategic management? Explain the significance of strategic
management in the working of an organization.
(b) Define strategy and tactics. Differentiate between strategy and tactics giving
examples.
Answer
Strategy management:
1. Strategy management can be defined as the art and science of formulating,

implementing and evaluating cross-functional decisions that enable an organisation to
achieve its objective.
2. Strategic management focus on integrating management, marketing, finance /
accounting, production / operations research and development and information
systems to achieve organisational success.
Strategic management process has following four steps:
1. Environmental scanning:
• It refers to a process of collecting and scrutinizing and then providing
information for strategic purpose.
• It helps in analysing the internal and external factors influencing an
organisation.
• After executing the environmental analysis process, management should
evaluate it on a continuous basis and strive to improve it.
2. Strategy formulation:
• Strategy formulation includes developing of Vision and Mission, identifying an
organisation.
• External opportunities and threats
• Determining internal strength and weaknesses
• Establishing long-term objectives
• Generating alternative Strategies and choosing particular strategies to pursue.
3. Strategy implementation:
• Strategy implementation requires a firm to established annual objective, device
policies, motivate employees and allocate resources so that formulation
strategies can be executed.
4. Strategy evaluation:
• It is the final stage in strategic management.
• It consists of 3 steps
• Step 1: reviewing external and internal factors that are bases for current
strategies.
• Step 2: measuring performance.
• Step 3: taking corrective actions.
Significance of strategic management in the working of an organisation.
1. Strategy management takes into account the future and anticipate for it.
133
2. A strategy is made on rational and logical manner; thus its efficiency is insured.
3. It helps organisation to identify and develop of competitive advantage, a significant as
over the competition in dealing with competitive forces.
4. It provides a sense of direction so that organisation members know where to expand
their efforts.
5. Strategic management looks at the thread present in the external environment and
thus companies can either work to get rid of them or else neutralize the thread in such
a way that they become an opportunity for their success.
6. Strategy management focuses on proactive approach which enables organisation to
grasp every opportunity that is available in the market.
7. A well formulated strategy can bring various benefits to the organisation in present as
well as in future.
Strategy: Strategy is defined as a game plan, which can help the organisation to achieve its
mission and objective.
Tactics: Tactics are the action, to reach a particular point or to achieve particular goal.
the following are the major difference between tactics and strategies:
Tactics Strategy
They are the properly organised action It is the integrated plan that insured the
that helps to achieve a certain end achievement of organisation objectives
It is a subset of strategy Without strategy tactics cannot do anything
Try to find out the method through which Strategy is a unified set of activities that can help
strategy can be implemented conversely the organization to gain and advantages position
Tactics are formulated by middle level Strategies are formulated by top level management
management
It has lower risk It has higher risk
They are preventive in nature They are competitive in nature
Tactics are defined as a trip that is Strategy is a journey that lets the company travel
typically for a short duration from one position to another hence it is a long
duration
Tactics frequently change with the The strategy remains the same for a long period
change in the market condition
Tactics are reactive approach Strategy is a active approach
Tactics are made for coping with the Strategies are made only for futures
present situation
Examples of Strategies and tactics:
A)
134
Strategy: improve retention of top 10% of Companies performers.
Tactics: offer Western market compensation plan with Benefits as well as paid leave to top
performers
B)
Strategy: convince the customer that our home loan product is best in the market.
Tactics: create a new home loan product with reduce interest rate and zero administration
fees.

135
(a) Describe the stage during which the power produced by the main engine of the ship
is transformed in to effective power.
(b) Discuss the essential sea trials manoeuvres [navigational trials] conducted and
typical objectives of each test.
Answer
dp sp
Ep
Ip
3 – 5 % Loss
Tp
Bp
The relationship between powers that are developed up to the effective power that is available
at the Propeller is as described below.
The Power produced by the engine is called Indicated power IP. This we can calculate during
power calculations onboard while taking performances by plotting the Power card and using
a planimeter to get mean indicated pressure. From that we can reduce the spring constant
(K1-usually 1 bar) and get Mean Effective Pressure or MEP. This can be used in the formula:
Power = P m ALN/60 or Mean effective pressure x Cylinder constant (as given in the manual)
K2 After summing up all the powers developed in each unit we can get to total Indicated Power
at the engine
The mechanical efficiency of the engine is about 80% to 90 % therefore the power at the shaft
will be slightly less.
P or BHP = IP x Mechanical ‘ղ’

Shaft
There will be shaft losses about 3% and 5% here, so the delivered power to the propeller will
be slightly less. Therefore
P =P
Delivered Shaft x transmission ‘ղ’
Also, P Delivered = Torque x 2πN
Propeller also has an efficiency of about 60 to 70 % therefore the Thrust power will
be slightly less than the DP
P Thrust =P Delivered x Propeller ‘ղ’
Now the ship will move only after it overcomes the Hull resistance and wave resistance or
(Total resistance) R T
R = T(1-t)
t
(t= Thrust deduction factor)

Therefore,
Effective Power=
136
P Effective = P Thrust x Hull Efficiency Or
P Effective =P Delivered x QPC (Quasi Propulsive Coefficient)
SEA TRIALS (Navigational Trials):

During the sea trial, a record including the date, person inspecting, observations and
conclusions of inspections undertaken through the commissioning phase are to be recorded
and retained.
PRE-TRIAL CHECKS:
A vessel must be safe to take to sea before commencement of sea trials. This includes testing
the functionality of systems essential to safety.
1) Alarms: Engine alarms, Bilge alarms, Muster and Evacuation alarms All these alarms to
be tried out and tested.
2) Fire and Safety Systems: Verify the working order of Fire and Safety Systems.
3) LSA Equipment’s: All LSA equipment’s should be checked before commencement of sea
Trials.
4) Navigational Equipment’s: All navigational equipment’s should be checked as being
Operational.
5) Engineering System: All bilge P/Ps and transfer system should be checked as to be
operational.
6) Emergency Electrical: Vessels electrical system should be tested to ensure it's operation
verifying the functionality of vessel's emergency electrical supply and emergency switchboard.
SEA TRIALS:
1. Emergency Steering: Vessel's emergency steering system should be operated to

ensure that it is able to comply with the relevant regulation.
2. Anchoring: Functionality of a vessel anchoring system should be verified at trials by
• Deploying the Anchor.
• Operating the brake and securing arrangements.
• Retrieve the cable and observe the following: The speed of
retrieval, Cable slipping, Jumping, Movement of the Winch.
3. Speed Trials: Speed trials should be conducted at an RPM range from idle to max in
order to observe the vessel's handling characteristic at all operating speeds.
4. Stopping Trial: The vessel's ability to stop should be trialled in a safe and practical
manner to ensure safe functionality of the vessel during emergency conditions.
5. Manoeuvrability Trials: A range of manoeuvrability tests can be used to verify the
vessels handling characteristic in various situations and confirms a vessel's ability to
safely navigate under a range of conditions. The recommended tests are as follows:
• Collision Avoidance Tests. (Small, Non-Displacement Vessels)
• Turning Circle Manoeuvring. (Medium, Large Vessels)
• Zig-Zag Manoeuvring (Medium, Large Vessels).
• Pull Out Test.
6. Vessel's Handling Characteristic in a Seaway: If a vessel is sea going it's handling
characteristics when encountering swell should be observed. The vessel should be
trialled in the following conditions to observe it's behaviour.
• Vessel heading in a straight line to swell.
• Vessel running with the swell, close to the wave speed.
• Vessel running perpendicular to the swell, in straight line.
137

138
Which engine development and retrofitting were adopted by engine manufacturer to
enable hassle free slow-steaming and ultra-slow steaming of ships?
Answer
Already done.
A) What is Human element issue addressed in STCW CODE.

B) Discuss the IMO Guidelines on fatigue mitigation and management on board ship.
Answer
Human element is a complex multidimensional issue that affects maritime safety, security and
marine environmental protection involving the entire spectrum of human activities performed
by ship crew, shore based management, regulatory bodies and others. All need to cooperate
to address human element issues effectively.
• Human element issue is address in STCW Code by human elements, training and
watch keeping (HTW) subcommittee.
• On the human element issues are discussed in session of HTW subcommittee
previously called standard of training and watchkeeping subcommittee.
• The Aspen discuss includes
• Minimum International standard for training and certification of seafarers and
fishing vessel personnel.
• Technical and operational issues related to Maritime safety and environmental
protection.
• Promoting and implementing the IMO human element strategy.
• At the end of each HTW subcommittee meeting, a final report is prepared for
submission to the maritime safety committee.
• The final report provides record of the issue discussed and action taken by the
subcommittee.
The fourth session of HTW sub committee held from Monday 3rd January 2 Friday 3rd
February 2017 following are some of the human elements related to STCW code were
discussed
• Validation of model courses: model courses have become increasingly important in

supporting the implementation of IMO instruments, by providing relevant guidance
which can be used globally by trainer and at Institute.
The subcommittee validate following new model courses:
• Basic training for Ship operating in polar waters.
• Advanced training for Ship operating in polar waters.
• Rating forming part of a watch in manned engine room or designated to perform
duties in periodically unmanned engine rooms.
• Rating as able seafarer on Deck.
• Revise modular courses validation
• Engine room simulator
• Assessment, examination and certification of seafarers
• Training course for instructors
• Onboard assessment
139
Interim guidance for STCW implementation approved:
The subcommittee approved a circular giving advice related to implementation of 2010 Manila
amendments to STCW, clarifying the requirements related to the provision of documentary
evidence for port state control officer and other third-party inspector resume, clarifying the
training requirements for ECDIS required under the stcw convention.
IMO guidelines on fatigue mitigation and management onboard ships:
• The maritime safety committee (MSC), at its 71st session held on 19th May 1999 to
28 May 1999, considered the issue of human fatigue and the direction where IMO
efforts should be focused. in this regard, it was agreed that practically guidance should
be developed to provide appropriate information on fatigue to all parties concerned.
• Accordingly, the MSC at 74th session held on 30th may to 8 June 2001 approved the
next guidelines composed of self-contained module, each addressing a different party.
• The modules have been assembled using existing information in a useful format for
transmission to the different parties who have a direct impact on basic safety.
• The philosophy behind the development of the guidance was not to develop new
information but rather assembled what already exist in a useful format, for transmission
to those parties who have a direct impact on ship safety.
• The guidelines contain information on the symptoms and causes of fatigue and
address solutions to combat fatigue to improve the associated health problem and help
prevent fatigue related accident from over occurring.
• The guidelines are composed of modules is devoted to an interested party. the
modules are as follows:
• Fatigue
• Fatigue and rating
• Fatigue and the ships officer
• Fatigue and the master
• Fatigue and the Training Institute and Management personnel in charge of
training.
• Shipboard fatigue and the owner / operator / manager
• Shipboard fatigue and naval architect
• Fatigue and the maritime pilot.
• Fatigue and the tugboat personal.
How to use this module
Although all models are self-contained it is recommended that all parties become familiar with
module 1 which contains General information to fatigue.
Future work
These guidelines are a living document, they should be updated periodically as research
reveals new information and new methods are uncovered to deal with the issue of fatigue
further the present structure is self-contained module allow for the creation of new models
directed to other interested parties.

140
A) State the circumstances which may lead to suspension or withdrawal of class
B) Explain the following terms used by classification society: -
(i) Period of class

(ii) Anniversary date
(iii) Survey time window
(iv) Memoranda
(v) Statutory recommendations
(vi) Condition of class.
Answer
Already done
Explain the influence of a charterer on operation of propulsion and other ship board
machineries during a voyage. After taking over ship as C/E you have informed that ship
is on time charter and has a history of unforeseen auxiliary machinery breakdown at
sea, state the different options you have and actions you would take as C/E prior to the
commencement of voyage?
Answer
Already done
With the latest emission control requirements, storage & purification of marine fuel oils
onboard has become a Challenge for chief engineers. Against this background,
discuss: -
(a) Challenges with the traditional fuel purification systems on existing ships.
(b) Advanced computer based fuel cleaning system.
(c) Fuel storage & stability issues.
(d) Fuel oil additives & treatments.
Answer
Already done
For onboard noise measurement, as per IMO “Code on noise level on board ship”,
Explain the requirement regarding: -
(a) Measuring conditions

(b) Measuring equipment
(c) Measurement procedures.
Answer
Already done.

141
A) Describe the background and relevance of International convention on civil liability

for bunker oil pollution damage 2001.
B) Define Pollution damage, bunker oil, Time limits for claims, and exclusions under
bunker convention and explain how they differ from CLC’92 convention.
Answer
Already done

142
A) Discuss the feasibility of using chemical conversion methodology for removing CO2
from exhaust gases as a solution onboard a ship?
B) Emission reduction technologies are mainly relevant to pollutants within exhaust
gases i.e. NOx, Sox, PM, CH4, NMVOC. Describe briefly the technological option for
reducing these emissions.
Answer
Shipping industry contributes almost 17% of worlds carbon dioxide production. it is possible
to remove carbon dioxide from exhaust gases by chemical conversion but at present it is used
only in small segment industries example Food Industry where the amount of carbon dioxide
generated in tons per day is very small as compared to that on-board ship. the size of plants
required onboard would be 10 times bigger compared to present plants being used in food
industry.
Amount of carbon dioxide generated on board would require plants and space for installation.
therefore, the capital cost per ton of carbon dioxide removed from exhaust gases would be
prohibitive. estimates would from USD 65 to 200 per ton of carbon dioxide separated with
capital and operating cost not included. cost would have to be brought down to USD 15 to 20
for economic viability. technicalities and training for new plants also need to be considered.
The method of carbon dioxide reduction other than chemical conversions are:
• Energy saving by optimised fuel consumption may be by slow steaming.

• Improving operating efficiency is by maintaining all engine parameter in correct range.
The most common known method for chemical conversion of carbon dioxide is amine based
system.
Aqueous Orgon amine + Acidic CO = extraction of CO

2 2
This makes use of large amount of chemical. storage of such large quantities is a major
challenge on board. the other methods available are:
1. Permeation through membranes: this requires a special membrane of particular

permeability which can be effective for Carbon dioxide selectivity and separation.
2. Gas absorption in solids: is basically adhesion. for this high amount of energy is
required, which is not visible on board.
3. Gas absorption in liquids: this is the most promising Technology as it can handle large
amount of flue gas at atmospheric pressure but the major setback is it is very costly
process as significant energy required for Carbon dioxide stripping and solvent
regeneration which is impossible to be carried out on board.
4. Cryogenic process: Technically feasible but not economically viable as large amount
of energy required for face transformation from gas to liquid. also poses challenge in
size / weight of plant.
5. Photocatalytic reduction: makes use of semiconductors to promote reaction in
presence of light radiation. require solar energy exposure which is challenge in
shipping context.
Therefore, carbon dioxide reduction onboard is not considered onboard due to technical,
practical and economic reasons.
Method for NOX reduction:

143
Dominating the influence in the formation of NOX are high temperature, oxygen concentration
higher and higher the resident time at Higher temperature in cylinder, greater the amount of
NOX produce.
Primary method: Aimed at reducing the amount of NOX formed during combustion by
optimising engine parameters with respect to emission.
• Water addition either by direct Injection or fuel emulsification via homogenizer.
• Altered fuel injection
o Retarded injection rate
o Modulated injection
o NOX optimise spray pattern
o Electronic fuel injection
• Combustion hair treatment:
o Miller supercharging
o Turbo cooler exhaust gas recirculation
o Reduction in Scavenge air temperature
• Change of engine processes: compression ratio and booster pressure.
Secondary method: selective catalytic reduction with ammonia (treatment with urea at 300-
400 degree) O 2 + NH 3 + NO N2 + H2O
Reduction SOX emission:
Formed during combustion process in engine owing to presence of Sulphur in fuel. method of
reduction:
1. Use of low sulphur fuel oil: use of oil as per regulation.

2. Exhaust gas scrubber Technology: gas pass overspray of water + caustic soda. SOX
reduced by 95%
3. Use of gas ignition engine.
Reducing particulate matter: Contains carbon, metal, ash, soot, acid such as sulphates,
nitrates and carbonates. Generated due to incomplete combustion, dirty fuel oil and I'm perfect
lubrication of cylinders. reduction can be achieved by:
1. Better combustion
2. Homogenizer used to get emulsion. hence, better atomization and combustion.
3. Improve low load engine operation.
4. Improve cylinder lubrication.
Non-Methane volatile organic compounds: generated by transportation and loading

discharging of crude oil. can be reduced by use of
• Vapour collection system
• Control loading and discharging.
Methane: Mostly generated from LNG ships using boil off as fuel. can be removed by:
• Absorption in solids
• Absorption in chemical liquid
• Membrane separation
• Use of dual fuel engine
• Reducing volatile and vapour balancing
144
• Adsorption

145
A) Explain the factor that are considered in the development of critical equipment and
system onboard ship.
B) Give your opinion in the importance of finding critical equipment and system
onboard.
Answer
Causing injury to personal or loss of life or damage to the Marine environment or property as
per ‘Element 10’ of ISM code, “maintenance of ship and equipment” it is the responsibility of
the company to establish procedure in the safety management system to identify the system
and / or equipment’s.
The safety management system with respect to critical technical system / equipment’s should
have the following procedures:
a. Procedure to identify them

b. Procedure to ensure their test and functional reliability.
c. Procedure to establish and use alternative arrangement on sudden failures.
d. Procedure to test standby equipment’s.
e. Procedure to ensure that ‘single failure’ does not cause loss of ‘critical’ ship function
that could lead to accident.
f. Procedure to ensure that system / equipment inactive for some time is tested regularly
and prior to conducting critical operations
As per ‘Element 7’ of ISM code the company must establish procedures, for the preparation
of plans and instructions, including checklist if any, for shipboard operation related to the safety
of the ship and prevention of pollution.
Hence in combination with element and the following shipboard operation / items are subjected
to inspect and test:
• Securing watertight integrity
• Navigation safety, including correction to chart and Publications
• File transfer procedures and operation
• Maintenance operation related to hell and superstructure steel work
• Safety, firefighting, entire pollution, lifesaving equipment navigation equipment.
• Steering gear
• Anchoring and moving gear
• Main engine and auxiliary engine.
• Pipeline and valves.
• Cargo handling equipment
• Inert gas plant
• Electrical installation
• Fire detection and alarm system
• Critical shipboard operation
• Bunkering operation
• Navigation in restricted visibility / high density traffic area
• Operation and heavy weather
• Critical machinery system
• Handling of hazardous cargo and noxious substance
Shipboard operations can be categorised into normal operation and critical operation.
146
• In normal operation error becomes Apparent, after occurrence of hazardous situation
and / or accident.
• In critical operation error directly leads to accident.
Critical operations would include (but not limited to):

• Navigation in restricted visibility
• Navigation in high density traffic area
• Navigation and restricted / Narrow area
• Heavy weather operation
• Handling of hazardous cargo and noxious substance
• Bunkering and oil transfer operation at sea
• Cargo operation on gas / oil / chemical tankers
• Critical machinery operations
Factors determining the feast of critical equipment / systems:
Since the onus of identifying the critical equipment test with the company. hence the list of
items made can be ship’s specific and relevant to particular shift time. the possible
consequences of failure of equipment, if the failure of a component, machinery Corporation
would lead to the possible risk of life or ship on Environment system not in continuous use,
lent vital for use in an emergency situation example ISA, FFA etc.
147
A) Discuss the rights and expectations of seafarers in relation to occupational safety

as per maritime labour convention.
B) What are the steps taken to reduce discrimination among seafarer due to difference
in age, gender, language nationality and culture?
Answer
Under title for regulation 4.3 of MLC - health and safety protection and accident protection.
the purpose is to ensure that seafarer work environment on board ship promotes occupational
safety and health safety and are directed towards flag state. each member state shall:
1. Ensure all seafarers on board the ship of its flag is provided with occupational health
protection and hygienic living, working and training environment.
2. National guidelines for management of occupational safety and health on board in
consultation with ship owners, seafarers organisation and regulation.
3. Adopt laws and regulations for addressing matters mentioned in code.
Provision for occupational accident, injuries and disease National guidelines should carry out
assessment of risk and reduction of exposure on the following matter:
1. General and basic provision

2. Structural feature of ship, including means of access.
3. Asbestos related risk
4. Machinery
5. Effect of extreme temperature of surfaces where seafarer may come in contact with.
6. Effect of noise in workplace and accommodation area.
7. Effects of ambient factors and tobacco smoke
8. Special safety measures on and below deck
9. Load and unloading equipment.
10. Fire precaution and firefighting
11. Anchor Chain and lines
12. Dangerous cargo and ballast.
13. PPE for seafarers
14. Work in enclosed space
15. Physical and mental effects of fatigue.
16. Effects of drug and alcohol dependency.
17. HIV / AIDS protection and prevention
18. Emergency and accident response.
Tension problems that can occur are as follows:
• Intercultural cooperation, communication and language are the most important issues
that contributes to Maritime safety among multinational crew, for this:
• More training in understanding the culture is required
• Better teaching of English language
• Human relationship and social interaction need to be improved.
• When it comes to age, power distance and factors such as shame and respect for
social status may have a negative effect on the work safety.
• Gender bias, such as masculinity brings weakness in relationship with other gender so
teamwork will be less.
148
• Some cases provisions may be given to the other gender which may lead to group
formation of benefited or a benefited.
• Language is one of the strongest element in culture and leads to better communication.
proper knowledge will cause fewer accidents. use of common language is better than
mother tongue as it prevents suspicious among multinational crews.
• The root cause of number of accidents among multinational crew, where human factor
is involved are due to miscommunication, lack of social interaction, misconception,
power distance and wrong stereotyping. team leader should develop strategies to
prevent the above.
• Culture shock can be caused by difference in language, relationship, routine, food etc.
and can lead to anxiety and create constraints. to avoid this:
• Follow adaptation and adjustment
• Understand other culture
• Put down ego identity.
• Collective and individual culture: the latter trends to emphasize on the success of
individual people, or outspoken and tend to impose on others. the former keeps group
goals as more important. they are less outspoken and tends to impose less.
• Also important is the tone of voice used. and even toned individual when listening to
widely modulate crew may view them as overbearing and emotional out of control.
overcome this volume of voice, pausing in speech gesture and eye contact is
important. where it may be implied negative implications such as illustrative and
impoliteness
149
Engine room personnel suffered serious injuries in an unfortunate incident of Main

Engine crankcase explosion on your vessel, the main engine was also badly damaged.
Explain how you will present the vessel for inspection by P&I and H&M insurance
companies.
Answer
1. In spite of taking all safety measures and following all correct procedures, sometimes
unfortunate incidents do occur on board a ship. These result in personal injuries and
machinery damage.
2. After every incidence, investigations take place and insurance claims are raised. The
insurance underwriters appoint damage surveyors who come on board and do their
investigation. In the process of doing it, they ask for all the relevant documents.
3. Suppose a main engine crankcase explosion has taken place on your ship in which
main engine was badly damaged and two engine room personnel suffered serious
injuries.
4. Now, you will have to present your vessel for subsequent inspections by P&I and H&M
insurance companies. We will see step by step what all should be done after the
incidence: -
Immediate Action: company to inform P&I and H&M

• Company, shipowner, manager will inform the H&M lead underwriter via a broker as
per IHC 1-11- 02
• The underwriter instructs a surveyor to ascertain the nature cause and extent of
damage
A. Take Care of Persons Injured: -

Since persons are seriously injured, give them first aid and ask for medical advice from
a rescue centre. Give the information to owner and charterer and seek their advice. If
the vessel needs to divert and make a emergency port of call take permission from
owner and charterer. But since main engine is also badly damaged the vessel will need
emergency towing. Give notice to agent and P&I correspondent at the nearest port.
They will arrange for the salvage assistance. Enter in the port. Injured personnel to be
transported to hospital and later, they can be repatriated. All the medical treatment given
to the personnel should be chronologically documented in the medical log book.
B. Reporting of Incidence To: -

The incident should be reported to following without delay Administration, Owner, Class,
P&I correspondent, H&M broker & MAS centre
C. Record Keeping: -
Time, date, place and cause of injury should be recorded. The evidence should be
preserved and a witness statement should be taken. Write down all important medical
condition and drugs that were given to the person. The persons injured were wearing
PPEs or not. Take the statement of injured personnel as soon as possible if they are in
position of giving one. The most important report in case of personnel injuries is
Master’s report. It is an important evidence to judge whether the injury is work related
or not. Photos of sites and other evidence should be preserved.
D. Necessary Documents and Records Required To Honour Only Genuine Claims
In case of P&I surveyor following documents should be kept ready: -
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i. Master statement of fact
ii. Witness report
iii. Injured person statement
iv. Communication with the owners, managers, medical advisors and
authorities.
v. Deviation report
vi. Photos of place of evidence
vii. Medical report book relating to important medical condition and all the drugs
that were given to personnel
viii. Evidence showing personnel wearing PPEs - photographic
ix. Injured personnel familiarization with machinery form duly signed by him.
x. Safety instructions explained.
In case of H&M surveyor following documents should be kept ready: -

i. Chief engineer log book and official log book entry.
ii. Master’s and chief engineer’s statement
iii. Witness statement
iv. Engine room crew statements for chronological events
v. Main engine PMS records
vi. Main engine bearings last renewal and evidence showing that only genuine
bearings were used.
vii. Main engine crankcase lubricating oil report
viii. Engine parameters at the time of incidence (from log book or data logger)
ix. Records showing last alarms and trips tried out (from alarm logger)
x. Compliance with manufacturer or service letter received recently
All the above documents will be required by the surveyor appointed by H&M underwriter. After
the survey Damage survey report will be made. Now the main engine will be repaired. And
after that claims will be settled. Depending upon the nature of insurance and the clauses
inducted repairs can either be carried out by owner and later the claims can be settled or repair
tender can be floated by H&M underwriter only and they can carry out the repairs.

151
Explain in detail the significance of propeller curves. Enumerate the propeller safety
margins in relation to propeller operation.
Answer
Please check Shashikant note or Ayushman notes.
A) Explain fault tree analysis (FTA) with relevant Examples.

B) Construct Fault tree analysis for “Engine starting failure” i.e. the engine speed goes
down and finally stops.
Answer.
Fault tree analysis is a top-down risk analysis that is done by the aid of a logical diagram. a
fault tree diagram shows the potential failure of a system to identify the root causes of the
failure. the failure of the specified system is the undesirable event which can also be called a
top event while the causes of the top event can be named as basic events. since each system
includes some components and sub components, these constitute the fault tree analysis basic
events. (Wang and Roush 2000)
Uses of fault tree analysis:
1. FTA is used to resolve the causes of the system failure.

2. FTA is used to quantify system failure possibilities.
3. FTA is used to optimise resources in assuring system safety.
4. FTA is used to evaluate potential upgrade to a system.
5. FTA is used to resolve causes of an incident.
6. FTA is used to model system failure for risk assessment.
A fault tree diagram consists of graphical symbols that are representing the top and basic
event of the system in addition to their relations. These graphical symbols are called logic
gates and although they are wearing in different standards however, the most common and
significant ones are shown below:
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Traditional Fault Tree Event Symbols and their RBD Equivalents
Primary Event Classic FTA Description RBD Equivalent

Block Symbol
Basic Event A basic initiating fault (or failure Block

event).
External Event An event that is normally expected to Block that cannot fail or
(House Event) occur. In general, these events can that is in a failed state.
be set to occur or not occur (i.e., they
have a fixed probability of 0 or 1).
Undeveloped An event which is no further Block

Event developed. It is a basic event that
does not need further resolution.
Conditioning A specific condition or restriction that Block: Placement of

Event can apply to any gate. the block will vary
depending on the gate
applied to.
A fault tree model’s failure mode:

A failure mode is the failure state of the system or component. examples of failure modes are
failed to start, failed to open, fail to shut down.
In contrast failure mechanism are the processes by which failure occurs example of failure
mechanism are corrosion overpressure and fatigue. a failure mechanism is only included in
the failure mode definition when detailed mechanism is modelled.
A failure mechanism is defined as the process by which the failure occurs example of valve
fails to open because of a stock operator due to corrosion build-up.
Gate symbols
Gate symbols describe the relationship between input and output events. The symbols are derived
from Boolean logic symbols:
153
OR gate
AND gate
Exclusive OR gate
Priority AND gate

154
Inhibit gate
The gates work as follows:
• OR gate - the output occurs if any input occurs.
• AND gate - the output occurs only if all inputs occur (inputs are independent).
• Exclusive OR gate - the output occurs if exactly one input occurs.
• Priority AND gate - the output occurs if the inputs occur in a specific sequence
specified by a conditioning event.
• Inhibit gate - the output occurs if the input occurs under an enabling condition specified
by a conditioning event.
For engine, starting failure that is engine speed goes down and finally stop, the fault tree will be
extracted basic engine turns on air but fails on fuel does slowing down and stoppage occurs.
155
Referring to the latest I.M.O. code on noise level on board ship define and explain the
following terms: -
a) A-weighted equivalent sound level.
b) C- weighted equivalent sound level.
c) Sound pressure level.
d) Weighted sound reduction index.
Answer
Regulation II-1/3-12 of (SOLAS), 1974, as amended, adopted by resolution MSC.338(91),

concerning protection against noise, provides that ships shall be constructed to reduce
onboard noise and to protect personnel from noise in accordance with the Code on noise
levels on board ships. Need to establish mandatory noise level limits for machinery spaces,
control rooms, workshops, accommodation and other spaces on board ships. Code is in effect
from 1 July 2014
• The Code is intended to provide standards to prevent the occurrence of potentially

hazardous noise levels on board ships and to provide standards for an acceptable
environment for seafarers
• The Code is intended to provide the basis for a design standard, with compliance
based on the satisfactory conclusion of sea trials that result in issuance of a Noise
Survey Report.
• Ongoing operational compliance is predicated on the crew being trained in the
principles of personal protection and maintenance of mitigation measures.
Requirements and recommendations in the code are made for:

1. Measurements of noise levels and exposure;
2. Protecting the seafarer from the risk of noise-induced hearing loss under conditions
where at present it is not feasible to limit the noise to a level which is not potentially
harmful;
3. Limits on acceptable maximum noise levels for all spaces to which seafarers normally
have access; and
4. Verification of acoustic insulation between accommodation spaces.
156
A. A-WEIGHTED EQUIVALENT SOUND LEVEL
A-weighted sound pressure level of a continuous steady sound that, within a measurement
time interval, T, has the same mean square sound pressure as a sound under consideration
which varies with time.
It is expressed in decibels A (dB(A)) and is given by the following equation:
1 𝑇𝑇 𝑝𝑝𝑝𝑝(𝑡𝑡)2
𝐿𝐿𝐴𝐴𝐴𝐴𝐴𝐴,𝑡𝑡 = 10 𝑙𝑙𝑙𝑙𝑙𝑙 � . (𝑑𝑑𝑑𝑑)
𝑇𝑇 𝑂𝑂 𝑝𝑝𝑝𝑝 2
Where,
T=Measurement time
𝑝𝑝𝑝𝑝(𝑡𝑡)2 = A weighted instantaneous sound pressure.
A-weighted sound pressure level or noise level: The quantity measured by a sound level
meter in which the frequency response is weighted according to the A-weighting curve
• A-weighted is used to measure the average noise level

• The human ear does not respond to all frequency equally
• A-weighted follows the frequency sensitivity of human ear at low levels and it also
predicts quite well the damage risk of ear.
157
B. C-WEIGHTED EQUIVALENT SOUND LEVEL
• C-weighted sound pressure level of a continuous steady sound that within a

measurement time interval, T, has the same mean square sound pressure as a sound
under consideration which varies with time.
• It is expressed in decibels C (dB(C)) and is given by the following equation
• C-weighted peak sound level LCpeak: C-weighted maximum instantaneous sound
pressure level. It is expressed in decibels C (dB(C)) and is given by the following
equation
1 𝑇𝑇 𝑝𝑝𝑝𝑝(𝑡𝑡)2
𝐿𝐿𝑐𝑐𝑐𝑐𝑐𝑐,𝑡𝑡 = 10 𝑙𝑙𝑙𝑙𝑙𝑙 � . (𝑑𝑑𝑑𝑑)
𝑇𝑇 𝑂𝑂 𝑝𝑝𝑝𝑝 2
• C-weighted sound pressure level or noise level: The quantity measured by a sound
level meter in which the frequency response is weighted according to the C-weighting
curve
• C-weighted is used to measure peak, impact or explosive noise
• Is adopted to represent the response of human ear to peak sound pressure levels
• Is quite flat and includes much more of low frequency sound than A-weighted
B. SOUND PRESSURE LEVELS
Sound pressure level expressed in decibel (dB), of a sound or noise given by the following
equation
𝑝𝑝2
𝐿𝐿𝑝𝑝 = 10 𝑙𝑙𝑙𝑙𝑙𝑙
𝑝𝑝𝑝𝑝 2
• Sound pressure level (SPL) or acoustic pressure level is a logarithmic measure of

the effective pressure of a sound relative to a reference value.
• The reference point is usually that of the threshold of hearing which has been agreed
upon as having a value of 20µPa
• Is measure with a sound level meter weighted according to specific frequency
response
• Sound is measured with change in air pressure. Larger the sound, larger the sound
pressure
C. WEIGHTED SOUND REDUCTION INDEX
Weighted sound reduction index, Rw: A single number value expressed in decibels (dB)
which describes the overall sound insulation performance (in laboratory) of walls, doors
or floors provides
It is a single number quantity which characterizes the air borne sound insulation of a
material or a building element over a range of frequency
The airborne sound reduction index for bulkhead and decks within accommodation shall
comply with
i. Cabin to cabin = 35
158
ii. Corridor to cabin = 30

iii. Mess room to cabin = 45
Care should be taken in construction and erection of materials of accommodation space

Is used to measure the level of sound insulation provided by a structure
159
A) With reference to Port State control enumerate on the following (i) Regional
cooperation /agreements. (ii) Future of port State control. (iii) Is port State control an
effective tool for ship safety?
B) Define a sub-standard vessel and give examples of detainable items under SOLAS,
MARPOL, STCW & ICLL IMO Conventions.
Answer
FUTURE OF PORT STATE CONTROL
• The impact of ‘PSC’ on ship’s and ship owners has grown with concern members of
regional ‘PSC’ group are becoming more organized and professional in this approach
to inspections investigations.
• When detention occurs, the name of the ship is publicly announced and quoted in their
regional shipping magazines.
• Ships with history of detention will find it increasingly difficult to trade unless they &
their companies gear up fully to the inspection criteria laid by ‘PSC’.
• There is a prospect of a ‘Global Post State Control’ being formed, wherein the
exchange of information harmonization of procedures as well as training will take place
worldwide.
• As more and more statistics and data are gathered and exchanged, by different ‘PSC’
secretariats, substandard shipping operations all over the world will reduce.
• These experiences will also provide maritime community with the opportunity to
analyse better the reasons of accidents and casualties so that they can be prevented
from occurring again
REGIONAL COOPERATION/ AGREEMENTS
• By provision of ‘UNCLOS’ flag state has been given the primary responsibility for
ensuring that a ship is equipped, operated, maintained and manned in accordance with
Maritime International conventions.
• However, some flag states have been unwilling or unable to carry out their international
conventions. A ‘PSC’ inspection is thus, the second line of defence to prevent
substandard ships from operating. Port states inspect a percentage (agreed) o ships
calling at their ports.
• When the national port state control enhances the safety of ships and thereby
protection of Marine environment only a regional approach then ensures that
substandard ships and operations have fewer places to conceal/hide facts. Unless a
regional approach is adapted, operator will just divert their ships to ports in the region
where no ‘PSC’ or less stringent ‘PSC’ inspections are conducted.
• ‘Regional Agreement’ covers the exchange of information about ships their records
and the results of inspections carried out. This information, is vital as it enables
subsequent ports of call, to target only ships that have not been recently inspected. In
general, ships inspected within the period of previous 6 months from the ‘visiting date
of port’ are not re-inspected, unless there are clear grounds to do so.
• Secondly, it is only by cooperation with the port of region, that it is possible to monitor
substandard ship in the region.
• This applies to ships that have been allowed to sail with minor deficiencies on the
condition that there are to be rectified is the next port of call to monitor such ships
constant exchange of information between ports is necessary.
160
• Thirdly, it is important for countries to achieve uniformity in the manner and
methodology of port state inspections and ultimately in their region so that similar
standards are applied with regards to the detention of ship and training standards of
port state control officers.
• To achieve this, it is common practice of many existing ‘agreements’ to conduct joint
seminars for ‘PSC’ officers to harmonize procedures.
• Therefore, post State Control regimes were set up under a memorandum of
understanding (MoU). Harmonized inspection procedures are designed to target
substandard ships with the main objective being to eventually eliminate them from the
region covered by MoU’s participating states.
PORT STATE AN EFFECTIVE TOOL
• YES, it can be an effective tool. Most IMO conventions like STCW, ISM, LOADLINE,
SOLAS, MARPOL etc., come under the ambit of Port State Control.
• Their inspectors have the authority as deputed by IMO to ensure that vessels visiting
their ports are compliant w.r.t. the various IMO conventions.
• Hence, they can definitely ensure that ships are safe and environment friendly.
• Their powers to detain or threaten to detain ships on various grounds, forces ship to
be safe
Part B of this question is already done in March 2018 question number 9.

161
With reference to Maritime labour convention (MLC) 2006. briefly discuss: -

a) Minimum requirements for seafarers to work on a ship
b) Conditions of employment
c) Compliance and enforcement of the convention
Answer
a) Minimum requirements for seafarer working on a ship:
Title 1 of MLC 2006, deals with minimum requirement for seafarer working on ship.
• Regulation 1.1 - under this minimum age for a seafarer is defined as 16 years to work
on board a ship. also, night work of seafarers Under age of 18 years is prohibited.
• Regulation 1.2 - this regulation deals with medical fitness of a seafarer who shall not
work on a ship unless they are certified as medically fit to perform their duties. medical
certificate issued in accordance with the requirement of stcw shall be accepted by
competent authorities. each medical certificate shall state that the hearing and site of
the seafarer and the colour vision are satisfactory and the seafarer is not suffering from
any medical condition likely to be aggravated by service at sea. that should be issued
by during qualified medical practitioner approved by government of that country.
• Regulation 1.3 - this regulation deals with training and qualification of seafarers who
shall not work on a ship unless they are, trained or certified as competent or otherwise
qualified to perform their duties. training and certification should be in accordance with
instrument adopted by IMO.
• Regulation 1.4 - the regulation and placement services. all have access to an efficient,
advocate and accountable system for finding employment onboard ship without charge
to the seafarers. each member state has to ensure that all private seekers recruitment
and replacement service is self-operated only with a standard system of licensing or
certification. member state has to make sure that people are informed of their rights
and duties under the employment agreement before the process of engagement.
b) Condition of employment
Title to of MLC 2006 deals with the condition of employment.
• Regulation 2.1 - seafarer’s employment agreement - the terms and condition for
employment of a seafarer shall be clearly written in a legal enforceable agreement. it
should be agreed by seafarer and he should have the opportunity to review and seek
advice on the terms and conditions. the agreement should be signed both by seafarers
and the ship owner or representative of ship owners. seafarer employment agreement
should contain his full name, date of birth and birth place, ship owners name and
address, capacity of seafarer to which he is employed, amount of his wages, amount
of paid annual leaves and termination of agreement. both the sea and ship owner
should have one set of original signed agreement copy.
• Regulation 2.2 -wages - all seafarers shall be paid for their work regularly and in full
in accordance with their employment agreement. Member state have to make sure that
payments to be made to seafarers at no greater than monthly basis. also, seafarers
should be able to remit full are part of their earning to their families dependent or legal
beneficiaries.
• Regulation 2.2 - hours of work and hours of rest
162
o Maximum hour of work shall not exceed
 14 hours in any 24-hour period and
 72 hours in any 7 days period or
o Minimum hour of rest shall not be less than
 10 hours in any 24 hours period and
 77 hours in any seven days period.
Hours of rest may be divided into no more than two periods, one of which shall be at
least 6 hours in length and interval between consecutive period of rest shall not exceed
for 14 hours.
• Regulation 2.4 - entitlement to leave - each member state shall require that seafarers
employed on their ship are given paid annual leaves. seafarer shall be granted surely
to benefit their health and wellbeing and with the operational requirement of their
position.
• Regulation 2.5 - repatriation - seafarer have a right to be repatriated at no cost to
them self in circumstances and condition specified in code.
• Regulation 2.6 - compensation for the ships loss or foundering - Seafarers are entitled
to get advocate compensation in the case of injury, loss on unemployment arising from
the ships loss or foundering, ship owner has to pay indemnity against unemployment
to the seafarers.
• Regulation 2.7 - manning level - each member shall require that ships flying their flags
have sufficient number of seafarers employed on board to ensure that ships are
operated safely, efficiently and with due regards to security under all conditions.
• Regulation 2.8 - career and skill development and opportunities for seafarer
employment - each member state shall have National policies to promote employment
in the maritime sector and to encourage career and skill development and greater
employment opportunities for seafarers.
c) Compliance and enforcement of the convention.
Title 5 of MLC 2006 states that compliance and enforcement. the title discusses requirement
for flag state and Port state.
• Flag state responsibility

o Each member state shall require ship that fly its flag to carry and maintain a
Maritime Labour certificate, certifying that the working and living condition of
seafarer on the ship have been inspected and meet the requirements of
national law or regulation or other measures implementing this convention and
also verifying same, true and effective and coordinated system of regular
instruction, monitoring and other control measures.
o each member shall require that ships that fly it slab have onboard procedure
for the fair and effective and expenditures handling of seafarer complaints.
o each member shall hold an official enquiry into any serious Marine casualties,
leading to injury or loss of life, that involves ships that flies in their flag.
• Port state responsibilities
o Each member shall accept the Maritime Labour certificate and the declaration
of Maritime Labour compliance as prime fact evidence of compliance with the
requirement of this convention.
• Labour supplying responsibilities
o The member also has a responsibility to ensure the implementation of the
requirements of this convention regarding the recruitment and placement of
seafarers as well as the social security protection of the seafarer.
163
A) Why is the possibility of using chemical conversion methodology for removing CO 2
from exhaust gas not considered as a feasible solution onboard ship?

B) Emission reduction technologies are mainly relevant to pollutants within exhaust
gases
i.e. NOx, Sox, PM, CH4, NMVOC. Describe briefly the technological option for reducing
these emissions.
Answer
Already done.
(a) What are the functional requirement of the ISM Code?

(b) What are the objective of an ISM internal audit of a ship? How an internal audit helps
in the external audit of a vessel? Name the salient issued addressed in the internal audit
and the minimum frequency of such an audit to be carried out on board a ship during
the five years validity of the ships safety management certificate.
(c) How can you ensure that the document of compliance [DOC] issued to the company
and is placed onboard is relevant to your ship.
Answer
The purpose of the ISM Code is to provide an international standard for the safe management
and operation of ships and for pollution prevention. The objectives of the Code are to ensure
safety at sea, prevention of human injury or loss of life, and avoidance of damage to the
environment to the marine environment, and to property.
Every company should develop, implement and maintain a safety management system which
includes the following functional requirements:
• A safety and Environment protection policy.

• Instructions and procedures to ensure safe operation of ships and protection to the
environment in compliance with relevant International and flag state legislation
• Define level of authorities and lines of communication between and among shore and
shipboard personnel.
• Procedures for reporting accidents and non-conformities with the provision of this
code.
• Procedures to prepare for and respond to emergency situations and
• Procedures for internal audits and management reviews.
Objective of internal audit:
1. Internal audits are conducted for self-evaluation of the safety management system
onboard.
2. It is a tool to monitor how well the SMS system which will be implemented on board
regarding the safety practices and pollution prevention activities, whether company’s
safety and environment policy is continually in requirement of the ISM code.
3. To check whether plans and procedures are being followed.
164
4. Any deficiency as regard to below can be corrected:
I. Procedures: testing procedures for lifeboat engine, emergency generator, arrival /
departure procedure checklist etc.
II. Personal: maintaining of training records, regularization with equipment and their
duties etc.
III. Documents: update for any recent changes incorporated like deletion of concerned
section from oily Record Book as regard to discharge through 15 PPM equipment kept
with concerned book, permit to work etc.
IV. Corrective action: reporting of near misses and SMS incorporated the change etc.
V. Nonconformities has above.
The internal audit helps in external audit in following ways:
1. The purpose of internal audit is not to find faults or blame personal on board but to
make sure SMS is implemented effectively onboard in compliance with various rules
and regulation.
2. All documents, displays, procedures, emergency equipment’s etc are checked for
proper order.
3. If any deficiency is found, concerned responsible person is informed and deficiency
can be corrected as per procedures laid down in company SMS.
4. It helps in confirmation of prevention / corrective actions to prevent unattended or un
address deficiencies.
5. Thus, it provides guidance and time for improving the preparedness towards external
audit.
6. Thus, the effectiveness of internal audit will certainly help in external audit.
Salient issues addressed in internal audit:
1. About safety and environmental protection policy

2. Instructions and procedures to ensure safe operation of ships
3. Level of authorities and lines of communication between shore and shipboard
personnel
4. Procedures for reporting accidents and non-conformities.
5. Procedures for prepare for and respond to emergency situations.
6. Companies DOC validation.
Frequency of internal audit
Element 12 of ISM code says that internal safety audit has to be carried out on board and
Ashore at interval not exceeding one year, can be extended up to 3 months.
Document of compliance DOC.
A document of compliance or DOC is issued to a company based on type of a ship. this means
that the DOC will be different for different types of ship. therefore, in order to ensure that the
copy of DOC issued to the company and is placed on board is relevant to the ship, following
details to be check and confirmed:
1. Name and address of company and registered number must be same on SMC and
DOC.
2. DOC mass reflects proper annual endorsement.
3. DOC must reflect the type of vessel same as per SMC.
165
With the aid of demonstrating sketch explain the difference between international
loadline marking and subdivision loadline marking. How will you prepare your ship for
a renewal loadline survey?
Answer
International load line marks:
• Merchant ships have a marking on their hull known as plimsoll line or Plimsoll mark.
which indicates the limit up to which a ship can load cargo. also known as International
load line mark or Water Line at amid ship on both sides.
• Indicated draught also, and legal limit of ship to which may be loaded for specific water
type and temperature in order to safely maintain buoyancy.
• Temperature affect the level because warm water provides less buoyancy. in the same
way saline water has more density compared to freshwater.
• Purpose of load line - sufficient free board, and the sufficient reserve buoyancy.
• Original plimsoll mark was a circle with a horizontal line through it shows the maximum
draught of the ship.
• Additional marks were added over the years, allowing for different water densities.
Subdivision load line marks (passenger ship)
• To maintain degree of subdivision, add load line corresponding to the approved

subdivisions is to be assigned and marked.
• In these cases, ships space can be used for the accommodation of passengers and
the carriage of cargo, and if owners dzire, one or more additional load line marks
corresponds to the subdivision draught for alternative conditions can be added.
• The position of the subdivision load line and the condition under which They apply be
determined by a surveyor in each case.
• Subdivision load line means the depth to which a ship can be loaded, extent to which
she is subdivided and to the space allocated to passenger for time being.
• Subdivision load line shell be recorded in safety certificate. and shall be distinguished
C1 for the principal passenger condition and C2, C3 etc for alternative condition.
• The free board corresponding to each of these load line inserted in safety certificate
shall be measured at the same position and from the same decline and free board
determined by load line rules.
• If there is no subdivision provided
o Then subdivision load line marks should be placed at deepest load line in salt
water.
o Passenger vessels with no allowed subdivision line.
o Passenger ships with one allowed subdivision load line
o Passenger vessel with two allowed subdivision load line.
Preparation for load line survey:
1. Check that all access opening at ends of enclosed structures are in good condition. all
dogs, clamps and Hinges to be free and well-greased. all gaskets and watertight seals
should be crack free. ensure that doors open from both sides.
2. Check weather tightness of all cargo hatches and access to holds.
3. Check efficiency and securing of potable beams.
4. If wooden portable hatches are used then check they are in good condition.
166
5. If Trampoline are used then at least two should be provided for each hatches and in
good condition.
6. Inspection of all machinery spares opening on exposed deck to be checked.
7. All manholes and flush scuttles should be watertight.
8. All ventilator opening is provided with efficient weather tight closing appliances.
9. All air pipes should be provided with means of closing and opening and should be
working satisfactory.
10. Cargo port holes below the free board deck should be inspected for water tightness.
11. Non-return overboard valves operating in satisfactory manner.
12. Side scuttles and opening below the free board deck must have efficient internal
watertight deadlight.
13. Freeing ports should be checked for satisfactory condition.
14. All side rails and bulwarks should be in satisfactory condition.
15. De-rust and paint the decline, load line, draught line and load line mark.
167
With introduction of the new generation of super long stroke engines and changed
process parameter triggered by environmental compliance rules cold corrosion of
cylinder liner has grown to become a major issue for the latest generation of two stroke
engines Discuss the causes and mitigation measures stressing on the following: -
(a) Increased jacket cooling water temperature.
(b) New cylinder liner designs
(b) New cylinder lubricators.
Answer
Cold corrosion
Globally sulphur content of fuel oil is 3.5 % and emission control area it has dropped 0.1%
from 1st January 2015. firstly, there was the NOX reduction requirements, then in the 2013
Energy Efficiency design index requirement to be focused on fuel consumption. who made
these requirements engines have increase their stroke while propeller size has grown 20%
larger. the new engines burn almost the same amount of fuel as before what are running at
20% lower revolutions, so fuel First per stroke has increased, firing pressure have increased
significantly and combustion temperatures have lowered.
The change in operating condition within the cylinder liners to a cooler temperature, along with
higher pressure, means that there before sulphur in the engine was in a gaseous form as
SOX, now it combines with the condensation to form sulfuric acid. market conditions are also
exaggerating the problem which has made slow steaming a norm. this is called for measure
to control / suppress the cold corrosion leading man diesel and Turbo has taken following
initiative:
1. Increase jacket cooling water temperature system:

I.In order to suppress cylinder liner cold corrosion, B&W have introduced various
system to increase the cylinder liner wall temperature.
II.Jacket cooling water bypass that has been shortlisted to determine the correct
amount of cooling water to be bypassed was successfully placed in the system.
III.The amount of bypass water is determined by orifice in the cylinder outlet pipe.
bypassing 85% of the jacket cooling water will increase the liner world
temperature by 15-degree Celsius. in addition, the jacket cooling water outlet
temperature is increased to 90 degrees Celsius.
IV.All together and approximately 20-degree Celsius increase of the liner world
temperature is achieved. furthermore, of controlled version of the JBC system,
called JBC is being developed.
V.In this system, a thermostatic valve controls the amount of bypass in such a
way that a large amount of water is bypass at low load and less is bypass at
High load.
VI.The system consists of two extra cooling water pipes along the engine.
VII.An extra pump and extra control valve ensures up to 130 degrees Celsius on
the cooling water for the cylinder liner which maintaining 80 to 90 degrees
Celsius on the cover and exhaust valve.
VIII.High temperature on the cylinder liner is maintained up to 90% load.
168
2. New cylinder liner design
I.The design of a cylinder liner with a higher cylinder wall temperature has been initiated for a
number of engine types.
II.A modified is being considered.
III.The 2 designs, the split ring design and the design with us support cylinder between the liners
and the cylinder frame. also, airy design of the cooling water jacket with a significant reduced
cooling area is under consideration.
IV. The aim of these measures which to increase the liner wall temperature over a
larger area in the top part of the liner at all load, by doing so, the wear down of
the cylinder oil BN reserve is reduced and a lower required cylinder oil feed
rate can be established.
V. To improve the lifetime of the cylinder liner in an economical Manner the hot replacement
cylinder liner project is aimed at existing engines.
VI. Furthermore, cylinder liners with varying designs based on the rating of the engines have
been recently introduced deaerated engines can be equipped with cylinder liners with lower
cooling intensity without exceeding the maximum cylinder liner temperature allowed when
running at the maximum specific rating.
3. New cylinder lubricators
I.The new Alpha lubricator mk2 cylinder lubricators can inject cylinder oil with grade flexibilities.
II. In one or, multiple portion per revolutions
III. All injections are timed accordingly to the crank angle
IV. Multiple injections during each revolution possible
V. Injection intensity can be varied
VI. Plunger can deliver oil in the requested portion until full stroke is reached and then return.
169
A) Explain fault tree analysis (FTA) with relevant Examples.

B) Construct Fault tree analysis for “Engine starting failure” i.e. the engine speed goes
down and finally stops.
Answer
Already done
Describe the background and relevance of International convention on civil liability for
bunker oil pollution damage 2001. Define the following under bunker convention and
explain how they differ from other similar convention such as CLC 92: -
a) Pollution damage.
b) Bunker oil.
c) Time limit for claims.
d) Exclusion.
Answer
Already done

(b) List out five deficiencies, which may lead to detention of the vessel. Also enumerate
the cause of such deficiency and preventive action you, as Chief Engineer, will take to
avoid reoccurrence of such detainable deficiencies.
Answer
Already done.
To operate engines in compliance with the new sulphur limits in sulphur emission
control areas and to prepare the engine and auxiliaries for change in fuel
characteristics, is a challenge for owners, operators and crew. From the chief
engineer’s perspective explain the following briefly.
a) Cylinder lubrication strategies.
b) Cat fines related issues.
c) Fuel change over procedure.
Answer
Already done.
170
Question number 1 July 2017
What are the principal reasons responsible for compounding of machinery vibration in
connection with operation of a long stroke diesel engines and associated machinery
arrangements? What are the key factors for excitations generated by the engines?
Answer
Already done
State the different types of Marine insurance policies that could be undertaken by
owners, shippers or other related parties. Explain the salient liabilities and exclusions
related with each case for an insurer. Name the various agencies in India which deals
with marine insurance policies.
There are various types of marine insurance policies available and they could broadly be
classified into following types:
1. Time policy: This policy is issued for a particular period all Marine perils during that
periods are insured.
• Policy generally issued for one year.
• Time policy may be sometime issued for more than a year or they may be
extended Beyond the Year to enable a ship to complete a Voyage.
• In India, A Time policy is not issued for more than a year.
2. Voyage policy: it insures property from one place to another it may include a date limit.
this policy, when the ship reaches the port of arrival. this policy is generally purchased
for cargo.
3. Mixed policy: this policy is a mixture of time and voyage policies. these policies are
issued to ships operating on a particular route.
4. Valued policy: under this policy the value of the policy is decided at the time of contract.
value is written on the face of policy. in case of a loss, the agreed amount will be
transferred to owner account there is no dispute letter on for determining the value of
the compensation.
5. Unvalued policy: when the value of insurance policy is not decided at the time of taking
the policy, called unvalued policy. the amount of less is ascertain when a loss occurs,
at the time of loss or damage the value of subject matter is determined.
6. Floating policy: this is also called as open policy.
• When a person ships goods regularly in a particular geographical area he will
have to purchase a Marine policy, it involves lot of time and formalities.
• So, he purchases a policy for a lump sum amount without mentioning the value
of goods and name of the ship.
• When he sends goods, a declaration is made on the paper the particulars of
goods and name of the ship is given to the insurance company the insurer will
make an entry in the policy and the amount of the policy will be reduced to that
extent.
• The declaration by insured is must, when the total amount (premium) is
reduced, it is called fully declared or run off. the underwriter will inform the
insured who will take another policy
171
• In Canada and United States of America this policy is continuous and covers
all shipments to a limit of liability for any one loss.
7. Construction policy / builder policy: it insures vessel while in course of construction not
for a period of time.
8. Block policy: sometimes a policy is issued to cover both land and sea risk. if the goods
are sent by rail or by truck to the department. a single policy can cover risk from the
point of dispatched to the point of ultimate arrival.
9. Major policy: also called as honor policy.
• This policy held by a person who does not have any insurable interest in the
subject insured.
• He simply bets or gamble with the underwriters.
• policy is not enforced by law, but still underwriters claims under this policy.
10. Dock or port policy, valued policy, unvalued policy are also few types of policies.
11. Composite policy: E-policy may be undertaken by more than one underwriter. the
obligation of each underwriter is distinctly fixed.
12. Open cover or floating policy: cargo policy that insures the number of shipment. in
Canada and United States of America this policy is continuous and covers all
shipments to a limit of liability for any one loss.
13. Fleet policy: policy taken for whole fleet.
• If it is taken for each ship, it is called a single vessel policy.
• when company purchases one policy for all its ship it is called fleet policy.
• The insured has an advantage of covering even old ships at an average rate of
premium.
• The marine insurance policies that a ship owner can take are:
o Hull and machinery policy (H&M)
o Protection and indemnity cover (P&I)
• The insurance policy for a cargo owner includes
o Marine cargo insurance
o Goods in transit insurance
o They can be valued or unvalued policies, open or floating.
• Hull & machinery policy:

o These are usually time policies with a maximum period of 12 months. normally
the Items covered will be clearly stated in the clauses of each policy. any extra
port to be covered will raise the insurance premium.
o Perils included
 Peril of seas
 Fire / explosion
 Theft from outside
 Piracy
 Jettison damage
 Earthquake volcanic eruption, lightning damage
 Accident during loading and discharging - in Charmee clause
 Machinery damage
 Latent defects in machinery or hull
 Negligence e of Master, officer or crew unless wilful
 3� collision liability - running down clause.
4
o Items not covered under insurance are as follows
 Loss / damage example insurer deliberately Set Fire to ship caused by
wilful misconduct or negligence e by owner (Bylte Bs Birmingham water
works Corporation 1856)
 Loss of charter hires due to delay
172
 Lost due to wear and tear
 War risk cover
 Cost for scraping and painting vessels underwater part, due to fouling
 Valuation clauses that is in case of vessel is a constructive total loss,
Salvage values are not considered.
 Los / damage from nuclear weapons or by Radioactive material.
• P & I cover
o P&I club is a mutual Club of ship owners for covering the various liabilities.
o P&I covers available for the following:

 Cargo claims
 Crew claims
 Liability against the collision with fixed or floating objects and
installation.
 Claims for various fines of innocent breaches
 Third party death and insurance claims
 1 / 4 collision liability which is not covered by the hull and machinery
policy.
 Oil pollution level 80, special compensation, stowage, unrecovered GA,
Salvage expenses under LOF, Wreck removal ships contribution of GA.
Etc
o Limits and restrictions on P&I covers:
 Deviation.
 Delivery of cargo at Port not specified in the contract of carriage
 Failure to arrive for late arrival at Port
 Delivery of cargo without bill of lading, outdated bill of lading, clean bill
of lading in respect to damaged cargo.
 Arrest or detention
• Cargo insurance policies:
o Most policies incorporate Institute of cargo clause a, b or c.

1. Institute of cargo clauses C: this covers only against major casualty that
is fire explosion, stranded, grounding, sinking, capsizing, collision of
contract discharge at Port of distress, sacrifice and jettison.
2. Institute of cargo clauses B: this covers All the above plus the damage
due to earthquake volcanic eruption, lightning, washing overboard entry
of seas.
3. Institute of cargo clauses A: offers cover against all possible risk.
Items excluded in Marine cargo insurance are:
1. Claims resulting from insufficient or unsuitable packing for protection of subject matter
insured.
2. Claims for loss or damage arising from the financial default of owner’s company,
manager or charterer.
3. Claims against the use of nuclear weapons.
4. Claims arising from the damage by terrorist or political motivated group.
5. Claims arising from the unfitness of ship (implied warranty for seaworthiness)
173
War risk and strike risk covers are available for cargo insurance for an additional premium.
open cover policies and floating policies are available for cargo for long term insurance.
Various company which deals with marine insurance in India:
i) National insurance.
ii) New India assurance - India’s 1st P&I.
iii) Oriental insurance.
iv) United India insurance.
174
(a) Explain the term "conditions of assignment" as applied to ships.

(b) State how conditions of assignment contribute towards the watertight 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.
Answer
A) Meaning of the term "conditions of assignment"
The limitations on the draught (or min freeboard) assigned to a ship to which it may be loaded
make a significant contribution to her safety.
The reserve buoyancy and the freeboard of a ship should ensure adequate stability and avoid
stresses on the ship’s hull as a result of overloading. The main purpose of ILLC is to ensure
watertight integrity of ship’s hull below the freeboard deck. All these assigned load lines are
marked on each side of the ship
Assigning of Freeboard is given on a certain condition that the opening in the ship’s hull
provide for practical use are always maintain watertight and as per the provisions of this code.
These are called “Conditions of Assignment” for Freeboard
For tankers the freeboard depended on the subdivision and damage stability calculations.
These are the conditions which must be met before freeboard is assigned to a ship and this
enables the load lines and mark to be engraved on the ship. These conditions are as follows:
• Enough structural strength should be possessed.
• Enough reserve buoyancy should be possessed.
• Safety and protection of the crew.
• Prevent entry of water into the hull.
Ships are to be surveyed annually as per Harmonised System of Survey and Certification to
ensure that they fulfil the condition of assignment.
B) CONTRIBUTION OF CONDITION OF ASSIGNMENT TOWARDS WATERTIGHT

INTEGRITY OF SHIP
Most of the condition of assignment is concerned with the watertight integrity of the ship.
Hull construction shall meet the highest standards laid down by the classification society. This
ensures protection against flooding of the ship.
• Superstructures and bulkhead must be strengthened sufficiently.
• Hatchways- coming heights should be as per SOLAS chapter II -1. Hatch cover
construction, thickness of the plating and approved means of securing.
• Machinery space opening,
Details of openings in freeboard and superstructure decks, ventilators and air pipes on
freeboard and superstructure decks, scuppers, inlets and discharges, side scuttles and cargo
ports. All the above parameters ensure watertight integrity and protection against flooding of
compartments.
175
C) NEED FOR PERIODIC INSPECTIONS:
“Condition of Assignments” needs periodic inspection to ensure that ships conditions are such
that the above mentioned are maintained in good order.
During periodic inspection surveyor shall ensure that no material alteration have been made
to the hull or superstructure that would affect the calculation determining the position of the
load line. This can be found out by reviewing the condition of assignment. Example of items
that may no longer fulfil conditions of assignments could be in hatch covers, cargo ports,
watertight doors, scuttles, and other closing appliances. Corrosion, reduced resistance or
damage of seals, locking arrangements damaged. In coaming of hatches, ventilators, air
pipes, especially at weather deck level. Gangways, rails, bulwarks, damaged or not secured
property.
176
Explain the associated key factors and activities to ensure PMS on board ships and ISM
code with the following terms: -
(a) Corrective action process
(b) Developing and improving maintenance records
(c) Systematic approach of maintenance
(d) Maintenance intervals.
(e) Inspections.
Answer
The ISM code is intended to improve the safety of shipping and to reduce pollution from ships
by impacting on the way the shipping companies are managed and operated Element 10 of
ISM code: maintenance of ship and equipment
In meeting these requirements, the company should ensure that

a. Inspections held at appropriate intervals
b. Any non-conformity is reported with its possible cause
c. Appropriate corrective action taken and
d. Records of these activities are maintained
• The Company should establish procedures in its safety management system to identify
equipment and technical systems the sudden operational failure of which may result
in hazardous situations The SMS should provide for specific measures aimed at
promoting the reliability of such equipment or systems. These measures should
include the regular testing of standby arrangements and equipment’s or technical
systems that are not in continuous use
• The inspections and measures should be integrated into ship’s operational
maintenance routine procedures based on relevant conventions, flag state
instructions, classification societies guidance and company policy
• The associated key factors and activities to ensure successful PMS on board ship
under ISM with following terms
Corrective action process
• Element 9 of ISM code requires the company's SMS to include reporting and analysis
of accidents. Following the ISM audit non-conformities are identified. The company is
responsible for determining and initiating the corrective action needed to correct a non-
conformity or to correct the cause of the non-conformity with the objective of improving
safety and establishing procedure for implementation of corrective action to prevent
recurrence
• Failure to correct the non-conformity with specific requirements of the ISM code within
the stipulated time period may affect the validity of the DOC and related SMC’s issued
to the vessel. Corrective action and possible subsequent follow up audits should be
completed
• Depending on the nature and degree of non-conformity the master and ship staff to
take corrective action by eliminating the cause of it.
• Corrective action processes such as root cause analysis help identify and eliminate
the underlying reasons causing machinery failure, thereby preventing recurrence
• Element 4 of ISM code ensures that designated person ashore provide a link between
company and those on board, ensuring adequate resources and shore support.
• Corrective action process can be shown in following flow chart:-
177
IDENTIFY THE PROBLEM

ESTABLISH THE CAUSE PROPOSE
SOLUTIONS EVALUATE SOLUTIONS
ACCEPT ONE REJECT ALL (Go to propose solution)
IMPLEMENT SOLUTION
EVALUATE EFFECTIVENESS
EFFECTIVE INEFFECTIVE (Go to propose solution)
CHAPTER CLOSED
Systematic approach of maintenance
• Systematic approach to maintenance should be based on relevant conventions, flag

state rules, classification society requirements and company policy
• A systematic approach to maintenance should include
o Equipment manufacturer’s recommendations, procedures and time intervals
between o- hauls.
o Condition monitoring equipment’s and routine maintenance
o The establishment of maintenance interval
o The definition of method and frequency of inspection
o Assignment of responsibility for inspection activities to appropriately qualified
personnel.
o Availability of spares
o Age of ship, equipment and condition
o Risk analysis
o Results of third party inspection
o Related ISM procedures
o Clear definition of reporting requirements and mechanisms.
Developing and improving maintenance procedures
• With the improvement in technology and practical experience now some classification
societies allow condition based monitoring as a tool for maintenance over routine
maintenance based on time interval, running hours etc.
• Basis for this condition monitoring system is continuous monitoring of data, data
collection, recording and analysing the trend over a period of time, this has to be
approved by class and might request the data relating to concerned equipment to be
send every month or once in 3 months for analysis. This development of maintenance
has led to increased intervals between overhauls reduced maintenance work on ship
staff etc.
• Maintenance related deficiencies are to be identified and corrective action need to be
taken. Preventive action will be by modifying the procedure of maintenance and by
reviewing the SMS concerning the same
178
• The cumulative effect of identifying the nonconformity corrective actions and
preventive actions will help in developing and improving the maintenance procedures
Maintenance interval
• Should be based on the follows
o Manufacturers recommendations and specifications.
o Predictive maintenance determination techniques (Lube oil analysis, vibration
analysis)
o Practical experience in operation and maintenance of ship and its machinery,
including historical trends in the results of the routine inspections and in nature
and rate of failures.
o The use to which the equipment is put continuous, intermittent, standby or
emergency.
o Practical and operational restrictions e.g. inspection that can be only performed
in d/dock.
o Intervals specified as part of class, convention, administration and company
requirements.
o The need for regular testing of S/B arrangement
Inspection
• Element 10.2.1 of ISM code requires inspection to be carried out at appropriate

intervals to ensure conformance to regulations.
• Routine inspection to be carried out to assess the performance of the equipment and
its operational readiness for the intended purposes
• Same is to document as per element 11 of ISM code
• Procedure for planned inspection routines should be written to include the following.
o Acceptance Criteria
o Use of suitable measuring and testing equipment.
o Calibration of measuring and testing equipment.
• Examples of inspection and test that may be employed.

o Visual
o Vibration
o Pressure
o Temperature
o Electrical
o Load
o Water Tightness
• Inspection methods:
o Sometimes checklist should be developed to ensure that inspection, test and
maintenance are performed according to the procedures, and at the specified
intervals. These checklists can be developed from manufacturer ‘s
recommendation or specifications.
179
With respect to Energy efficiency design Index explain in detail the following: -
(a) Required Energy Efficiency Design Index.
(b) Attained Energy Efficiency Design Index.
Answer
Required EEDI
• The required Energy Efficiency design index is the maximum allowable value of the
attained EEDI permissible for a specific ship type and size.
• The required EEDI represent a minimum Energy Efficiency requirement for new ships
depending on ship type and size.
• This begins with a baseline in 2013 and is raised successfully in 3 steps until 2025. the
baseline for required EEDI is calculated from the EEDI of the vessel built after the
millennium.
• The EEDI assesses the energy consumption of the vessel at normal seafaring
condition, taking into account the energy required for Propulsion and the total load for
the crew.
• Energy consumed to maintain the cargo and for the manoeuvring for ballasting is not
considered.
• The required EEDI is calculated for all ship type using hundred percent of the Dead
weight of Summer draught, except for passenger ships where gross tonnage is used.
• According to Marpol annex 6-chapter 4 regulation 21
1−𝑋𝑋
 Required EEDI = . ref line value (where X is the reduction factor)
100
• The reference value is Defined by a line which is mathematically defined as
 Reference line value= a * b-c
• The value of A, B and C is as follows:
A B C
Bulk carrier 961.7 dead weight 0.447
Tankers 1218.8 dead weight 0.488
Containers 174.22 dead weight 0.201
• The required EEDI will be reduced by ‘x’ % at 5 years based on initial value (Phase 0)
and depending on vessel size.
• Below a certain size no reduction applies. above a certain size reduction is in general
10% for each reduction phase. in between of the sizes the reduction is linearly
interpolated.
Attained EEDI:
• It means the EEDI value actually achieved by any individual ship

• The attained EEDI is the actual calculated and verified EEDI value for an individual
ship based on the data in the EEDI technical file.
• It shall be calculated for all ships of 400 gross tonnage and above. the attained EEDI
must be below the required EEDI limit prescribed in MARPOL.
180
EEDI = CO Emission / Transport Work.
2
• Carbon dioxide emission is computed from the fuel consumption taking into account
the carbon content of the fuel. the fuel consumption is based on the power used for
preparation and auxiliary power measured at define design condition.
• The transport work is estimated by the designated ship capacity multiplied by the ships
speed measured at maximum summer load draught and at 75% of rated installed
power. The total propulsion power is also defined as 75% MCR of all main engines.
The attained ships EEDI is a measure of ships Energy Efficiency in (g/t nm). The EEDI
2
provides a specific figure for an individual ship design expressed in grams of carbon dioxide
for ships capacity Mile and smaller EEDI value indicates a more energy efficient ship.
181
What are the UNCLOS provisions concerning ship’s flag and nationality? In observing
the provisions of UNCLOS, what are the duties of the flag state and how they are
enforced.
UNCLOS stands for United Nations conventions on laws of sea. It was outcome of the third
UN conference in 1982 and came into force internationally on 16th November 1994
UNCLOS provisions concerning ship’s flag and nationality
Part VII High seas
Article 90: Right of navigation
• Every state coastal or land locked has the right to have its ship flying its flag on high
seas
Article 91: Nationality of ships

• Every state must fix condition of ships for the grant of nationality of the registration and
for the right to fly its flag
• Ships have the nationality of the state whose flag they are entitled to fly State must
issue to ship’s flying its flag, documents to that effect
• There should be a genuine link between the state and the ship
Article 92: Status of ships
• Ships must sail under the flag of one state and are subject to the jurisdiction of the flag
state on high seas
• The permission for the change of flag is given only in the case of transfer of ownership
of change of registry
• It also deems that a ship which uses two or more flags according to convenience will
be treated as a ship with no nationality
Article 93: Ships flying the flag of the United Nations, its specialized agencies and the
International Atomic Energy Agency
• It gives provisions for ships to fly the flag on UN or its agencies and IAEA (International
Atomic Energy Agency)
Duties of flag state
Article 94: Duties of the flag State
a. Each flag state to effectively exercise its jurisdiction and control in administrative,
technical and social matters over ship’s flying its flag.
b. Maintain a register of the ships.
c. Assume jurisdiction under its internal law over each ship flying its flag and its master,
officers and crew in respect to administrative, technical and social matters concerning
the ship.
d. Take such measures for ships flying its flag as are necessary to ensure safety of sea
with regards to:
1. Construction, equipment and sea worthiness of ship
2. Manning of ships, labour conditions, training of crew (STCW & ILO convention)
182
3. Use of signals, the maintenance of communications and preventions of collisions
such measures include
i) each ship is surveyed before and after registration by a qualified surveyor of
ships and has on board such charts, nautical publications, navigational
equipment and instruments for safe navigation of the ship’
ii) each ship is in charge of master and officers who possess appropriate
qualifications in seamanship, navigation, communications and marine
engineering and the crew is appropriate in qualification and numbers for the
type, size, machinery and equipment of the ship.
iii) The master, officers, crew are fully conversant with and required to observe the
applicable international conventions like MARPOL, SOLAS, COLREG, GMDSS
etc.
iv) In taking above measures, each state is required to confirm to generally
accepted international regulations, procedures and practices and to take any
steps which may be necessary to secure their observance.
v) A state which has clear grounds to believe that proper jurisdiction and control
is not exercised by flag state may report to the flag state, upon receiving such
report flag state may investigate that matter and if necessary to take remedial
action.
vi) Every state must cause an enquiry by a qualified person/s into every marine
casualty/incident of navigation and caused loss of life/damage to other nationals
or to a marine environment. The flag state and other states must co-operate in
the conduct of enquiry.
Enforcement by flag state Article 217

1. States must ensure compliance of international laws such as UNCLOS for the
protection of marine environment and must adopt regulations to ensure their
compliance to all ships flying its flag.
2. State must take appropriate measures to prevent vessel from sailing unless they are
complying with international rules and standards regarding design, construction,
equipment and manning.
3. States must ensure that their vessels are carrying onboard all certificates required by
asper international requirements and must ensure periodical inspection of ships for
compliance.
4. State must provide an investigation when its vessel commits a violation of international
rules and regulations.
5. State should enforce its national laws if sufficient evidence is there against its vessel.
6. It should be prompt in responding to any request for information by any other state and
it should inform competent international organization about action taken.
7. Flag state must fix adequate penalty for any vessel which violates the law and the
penalty must be adequate in severity to discourage future violation.
183
Explain the following modern methods of turbo charging:

(a) Pulse converter system
(b) Sequential turbo charging
(c) 2 stage turbo charging
(d) Variable geometry turbo charger.
With respect to refrigeration gases used on board vessels answer the following: -
(a) Explain ozone depleting protentional of conventional ref gases.
(b) Name alternative refrigeration gases available and being used on board
(c) Describe procedure to Ensure minimum release of refrigerant gases from the
planet during normal operation and during maintenance activities.
A junior engineer has joined ship. The ship in which you are Chief Engineer Explain
your idea’s in mentoring him in the following areas: -
(a) Up keep of his personal safety.
(b) Up keep of the safety of his colleagues on board
(c) Technical job, responsibility he need to learn at the earliest
(d) What attention he needs to pay towards energy conservation and
(e) His entitlement with regard to “human right” in a foreign port.
184
Question number 1 August 2017
The Lakshadweep islands and the Andaman and Nicobar islands are known for their
critical habitat and required to be protected from marine pollution. Describe briefly how
these islands could be protected. Explain briefly the term particularly sensitive sea area.
Describe briefly the various criteria associated for identification and designation of
PSSA.
Discuss the significance of ballast water management system on board the ship
operating in international waters with respect to the impact of ballast water on marine
pollution.
(a) How is the power to weight ratio of an engine sought to be increased by continuous
development. Discuss the limiting factors. What is the typical power to weight ratio of a
slow speed marine diesel engine of current generation.
(b) Discuss the importance of turbocharger compression ratio in increasing the mep.
Why is it necessary to introduce 2 stage turbo charging.
Reference to Maritime labor convention MLC 2006. Discuss: -Flag state and port state
responsibilities:
(a) Flag state and port state responsibilities.
(b) On board and onshore complaint procedures
(c) Grievance redressal mechanisms for Indian seafarers.
(d) Detainable deficiencies.
(a) Discuss the merits and demerits of longitudinal framing system.

(b) Explain with sketch the type of load and failure mechanism that are significant for
the longitudinal strength of the hull girder of a bulk carrier.
Compare STCW 2010 and 1995. Discuss the provision of 2010 amendments to the STCW
convention that intend to improve the technical and interpersonal competence of
seafarers.
185
During an external audit of your ship, Non-conformity (NC) was raised by the auditor.
The statement of NC raised was “there is an object evidence to prove that the
established procedure, plans and instruction including checklists for key shipboard
operations have not been effectively implemented” and the objective evidence was that
the checklist for bunkering operation was not sighted. As a chief engineer onboard the
ship describe you action to close NC.
What are the UNCLOS provisions concerning ship’s flag and nationality? Describe the
duties and obligation of port state.
186
Question number 1 September 2017
With specific reference to any make sketch and describe the cylinder lubrication
system used in new generation marine engines. How will you affect the optimum
cylinder oil feed with varying sulphur content of fuel oil?
Answer
• This cylinder lubrication, shown in the figure is based on a lubricator which injects a
specific volume of oil into each cylinder for each (or for every second, third, etc.)
revolution.
• The oil fed to the injectors is pressurized by means of Alpha lubricator on each cylinder,
equipped with small multi-piston pumps.
• The amount of oil fed to the injectors can be finely tuned with an adjusting screw, which
limits the length of the piston stroke.
• The cylinder lube oil consumption in ME type engines, with electronic lubricators, has
come down to 0.7 gm / BHP hr.
• The whole system is controlled by the Cylinder Control Unit (CCU) which calculates
the injection frequency on the basis of the engine-speed signal given by the tacho
signal and the fuel index.
• The cylinder oil can be introduced to the individual cylinder at any piston position but,
preferable, when the piston rings are adjacent to the lubricating quills.
187
• The computer synchronizes itself at each revolution, when the piston for cylinder No.
1 is at top dead centre.
• The injection function is controlled by the computer sending an ON/OFF signal to a
solenoid valve.
• The dosage of oil can be adjusted means of an adjustment screw which limits the
stroke of the main lubricator piston.
• After a predetermined time, interval, the computer transmits an OFF signal to the
solenoid valve, which shuts off the system pressure and opens the return oil system.
• A combination of the two systems can also be used. In the event of malfunctioning
solenoid valve or transducer, the oil dosage will automatically be increased to the
maximum volume.
DESIGN FEATURES AND FUNCTIONS
• A pump station delivers lube oil to the lubricators at 45 bar pressures. The lubricators
have a small piston for each lube oil quill in the cylinder liner, and the power for injecting
the oil comes from the 45-bar system pressure, acting on a larger common driving
piston.
• Thus, the driving side is a conventional common rail system, whereas the injection side
is a high-pressure positive displacement system, thus giving equal amounts of lube oil
to each quill and the best possible safety margin against clogging of single lube oil
quills.
• For the larger bore engines, each cylinder has two lubricators (each serving half of the
lube oil quills) and an accumulator,
• while the small-bore engines (with fewer lube oil quills per cylinder) are served by one
lubricator per cylinder.
• The pump station includes two pumps (one operating, the other on stand-by with
automatic start up), a filter and coolers.
• The lubricator can be delivered for our conventional engines in which case it is
controlled by a separate computer unit comprising a main computer, controlling the
normal operation, a switchover unit and a (simple) backup unit.
• A shaft encoder supplies the necessary timing signal in that case. When used on
‘Intelligent Engines’, these functions are integrated in the engine control computers
and their shaft encoders.
The safety features of this system are as follows:

• In this system if one lubricator malfunctions (980-700 mm bore engines), the oil dosage
from the other lubricator will be automatically doubled, and an alarm will be given
whereas for 600-260 mm bore engines, alarm and slow down ensue.
• An inductive sensor in each lubricator monitors the movement of the lubricator piston
a signal is sent to the control computer system which has a backup for safety.
188
The Alpha lubricator system has an algorithm in controlling cylinder oil doses proportional to
sulphur content in the fuel. the is referred to Alpha adaptive cylinder oil control (ACC).
The following criteria determines the control of optimum cylinder oil feed with varying sulphur
content of fuel oil:
• The cylinder oil dosage shall be proportional to the sulphur percent in the fuel
• The cylinder oil dosage should be proportional to the engine load that is the amount of
fuel entering the cylinder
• The above is done as main part of the cylinder liner here is of a corrosive nature, and
the amount of neutralizing Alkaline component needed in the cylinder should be
proportional to the amount of sulphur (generating sulfuric acid) entering the cylinder. a
minimum cylinder oil dosage is set in order to account for other duties of the cylinder
oil (securing sufficient oil film, detergency)
• The above-described Alpha ACC is implemented with the so called sulphur algorithm,
the crew on board vessel inputs the so-called HMI settings based on the sulphur
percentage of the fuel used and conversion table. this is done by one input on the HMI
panel of the Alpha lubricator system Each time the fuel specification is changed.
189
190
With regards to ordering and receiving fuel bunker on board answer the following:-
(a) The importance of correct bunker specification including the relevant ISO standard
(b) How will you ensure that a representative sample is drawn during bunkering.
(c) How will you ensure that in case of bunker disputes especially with regards to
quality the sample from the vessel will be acceptable for verification.
Answer
A) Importance of Bunker specification: if improper or poor quality of Bunker has been taken
then it can lead to following things:
• Can lead to various problem related to main engine and other auxiliary, it can delay
the vessel and off hire her too. in Re- bunkering case of compatibility issues.
• Claims from Bunker dispute is complicated due to lack of evidence, representative
samples, storage and consumption documents, fuel analysis report. recently similar
problems going on in India with bunker related issues.
• It is difficult to prove engine damage, and it has been necessary to undertake
metallurgy examination of Worn or damage components.
When ordering and purchasing bunker it is important to specify correct grade. sales and
purchase department includes appropriate description of fuel supplied. this is done by ISO
8217 provides standardization of fuel. example ISO 8217: 2012 - RMG 380.
Therefore, chief engineer has to check quality of Bunker to be supplied according to median
and mass at least check viscosity, density and sulphur content.
B) Representative sample:
• The most common and most economical way to obtain representative sample is by
using drip type sampler.
• After checking the documents and Bunker quantity on barge chief engineer should
ensure that sampling points are fixed.
• Sampling should be at one point only. all sampling should be carried out at Barge
manifold or ship manifold. This must be agreed between the supplier and the ship.
• The sample must be representative of the total quantity delivered and Idli taken by drip
feed at the manifold during the course of pumping.
• Sampling instrument should be used as per the manufacturer instructions or guideline.
sampling equipment must be sealed throughout the pumping.
• The primary sample receiving container should be filled with sample equipment so as
to prevent tempering and contamination of sample throughout the bunkering.
• The tube within the sample and sample valve should be cleaned before use.
• When bunkering starts place a container under the sample, open the sample valve
fully and flush the sample tube. after flashing the sampler close the valve and attach a
suitable container to the valve. adjust the needle valve to give a slow and steady flow.
time to fill the container or filling rate should be such that contain a receive sufficient
sample throughout the bunkering period.
• On Completion of bunkering, mix together the samples from both containers to ensure
you have a good representative sample.
• After bunkering sample bottles to be sealed, dated and signed by both parties. 4
samples to be taken
191
o One is for ship
o One for barge
o One for lab analysis
o last one for Marpol sample
c) Bunker dispute:
• Chief engineer should ensure that bunkers supplied matches with the specification as
per ISO 8217.
• To ascertain that quality of bunker, it is necessary to take the sample in prescribed
manner.
o The sample should be divided into 4 - 5 sub samples. out of these one should
be sent to laboratory for analysis by the ship, It is the suppliers duty to provide
Marpol sample to ship and Seal number of this must be recorded in Bunker
delivery note along with seal numbers of other samples.
• If sample report from laboratory shows that Bunker is not of that quality or as per
specification ship staff should tender her complain regarding quality.
• As per bimco standard Bunker clause - this complain should be tended within 30 days
of delivery. After receiving the complaint supplier will send his sample to laboratory
and will match its result with the ship sample. otherwise both can choose another
laboratory for testing the same.
• Bunker delivery note should be maintained for minimum of 3 years and representative
sample for minimum 12 months.
• Chief engineer should record all relevant information that can lead to machinery
damage due to poor quality fuel. one set of samples should be retained on board for
further investigation and litigation.
If there is a dispute with regard to quantity and quality following should be done:
• Record of initial tank sounding, oil transfer detail, final tank sounding should be
maintained.
• Location of tanks where suspected bunkers have been used.
• ullage report and Bunker delivery receipt to be preserved.
• LOP must be preserved.
• Engine and deck log book must be preserved
• A record of chief engineer and crew member involved in bunkering Operation to be
maintained.
• Name of those present at the time of Bunker sample have been taken to be recorded.
• The crew member involved in correcting any problem with substandard bunker.
• Owner must be informed promptly.
• Bunker delivery notes not to be signed and letter of protest to be raised to the supplier.
the same to be logged in the ships official log book and engine room log book.
• The bunker delivery notes to be signed in metric tons only for the quantity received
only.
192
Discuss the capital voyage and operating cost of ship operation and explain chief
engineer role in optimizing them. What are the modern management principle used in
inventory control.
Answer
Already done.
With respect to refrigeration gases used on board vessels answer the following: -
(a) Explain ozone depleting potential of conventional ref gases.
(c) Explain the steps you will take to ensure that release of refrigeration gases from the
plant is minimized during normal operation and during maintenance activities.
Answer
Already done.
Explain the following modern methods of turbo charging:

(a) Pulse converter system
(b) Sequential turbo charging
(c) 2 stage turbo charging
(d) Variable geometry turbocharger.
Answer
Already done
With respect to Energy efficiency design Index explain in detail the following: -
(a) Required Energy Efficiency Design Index.
(b) Attained Energy Efficiency Design Index.

193
Explain in detail the significance of propeller curves to a chief engineer. Enumerate the
propeller safety margins in relation to the propeller operation.
Answer
Not done Refer Ayushman, Shashikant, alok note
Question number 8 2017 September

With respect to refrigeration gases used on board vessels answer the following.
(a) Explain ozone depleting potential of conventional ref gases.
(c) Explain the steps you will take to ensure that release of refrigeration gases from the
plant is minimized during normal operation and during maintenance activities.
Answer
Already done
Answer
Already done
194
Question number 1 October 2017
(a) One of the objectives of UNCLOS is protection of marine environment and

prevention of pollution. Define pollution as per UNCLOS and discuss the key features
of obligations of coastal states in this regard
(b) State the 3 main tiers of the oil pollution damage compensation convention of the
I.M.O
In each case elaborate on who is responsible for payment of compensation. Also state
the source of fund as well as certification required by ship under each tier.
Explain the following terms:

a) charter party
b) freight
c) Bareboat charter.
d) Bill of lading.
e) Laytime, Demurrage and off-hire.
(a) The legal system in countries around the world generally fall into one of 2 main
categories: common law system and civil law systems. What is the main difference
between the 2 systems and the roles of a lawyer and judge in each system?
(b) How the provisions of international convention are given effect in countries
following the common law system and civil law systems of laws. State and describe
with examples.
(a) Explain the different cost that are incurred by a ship owner when his ship is on long
term time charter.
(b) Write short notes on the following: -
(i) Liner trade (ii) Charter hire (iii) Notice of readiness (iv) Redelivery of vessel.
With reference to "emergency preparedness", discuss

(i) Search and rescue
(ii) Evacuation of critically injured personnel
(iii) Helicopter operation
(iv) Rescue from enclosed spaces
(v) Abandon ship.
(a) What are the essential element of preventive maintenance on board ships.
(b) Analyse the link between statutory and classification survey of the ship machinery
and equipment with respect to routine maintenance and how it is effectively merged in
ships safety management system under the ISM code.
195
Illustrate the salient features factors for on board training and standards of competence
as laid down on STCW 95 chapter III underline the specific roles a chief engineer needs
to perform towards necessary satisfactory training of engine room personnel under
these parameters what will be criteria for evaluating competence for on board training
by a chief engineer.
The protection of the Marine environment is of utmost importance today.

Discuss:
(a) How would you as a C/E of a tanker ensure protection of the environment by
compliance" with the various Regulation of MARPOL 73/78 Annex, 1 for prevention and
control of pollution at sea?
(b) State requirement for compliance under Annex VI of MARPOL 73/78.
Annexe 1: regulation for the prevention of pollution by oil, came into force on 2nd October
1983.
• Regulations 7 - International oil pollution and prevention certificate.

o This certificate is issued after initial survey before the ship is put into service to
an oil tanker of 150 gross tonnage and above and over other ships 400 gross
tonnage and above, which are engaged in a voyage to Port or Offshore
terminals.
o Such certificate shall be issued by or endorsed by either administration or by
any recognised authority approved by the administration. In any case full
responsibility for the certificate is of Administration and it is valid for 5 years.
• Regulation 12 - tanks for oil Residue
o Every ship above 400 GT shall be provided with a tank or tank of advocate
quantity depending on machinery length and size of the ship and also by the
length of the Voyage. piping of this to and from the sludge shall have no direct
connection to overboard other than standard discharge connection.
• Regulation 14 - Oil filtering equipment / regulation 31 - oil discharge monitoring.
o Any ship above 400 GT and less than 10000 GT shall be fitted with 15 PPM oil
filtering equipment which must be administrative approved. any ship above
10000 GT shall be fitted with 15 PPM equipment with oil discharge monitoring
system and alarm. when it exceeds level, automatically stop discharge
overboard by either stopping the pump or activating the three-way valve which
should be administrative approved.
o The system shall be fitted with recording device to provide a continuous record
of the discharge in litters / nautical miles and total quantity of discharge. this
record to be kept at least for 3 years.
• Regulation 17 - oily Record Book 1 machinery space / regulation 36 - oil Record Book
2 cargo / ballast operation.
o Every oil tanker 150 GT and above and all other ships 400 GT and above must
have oily Record Book 1 which must indicate transferred to the, bunkering Lube
oil and fuel oil collection disposal of Residue discharging overboard through
approved equipment or to the reception facility must be recorded.
o Which must have record of cargo loading / unloading, ballasting, cleaning of
tank and including cow, deballasting excluding SBT discharge from slops
Tank true ODME, internal transfers, disposal of Residue for reception facility.
• Regulation 29 - slop tanks
196
o Oil tanker of 150 GT and above shall have slop tank. in oil tanker delivered on
or before 31st December 1979, any cargo tank may be slop tank and
transferring dirty ballast Residue and from washing from cargo tanks into slop
tank by approved administration.
• Regulation 34 - control of oil discharge.
• Regulation 37 - shipboard oil pollution emergency plan.
o Every oil tanker 150 GT and above and every ship other than oil tanker of 400
GT and above Shall carry on board a shipboard oil pollution emergency plan
approved by administration.
o All oil tankers deadweight 5000 or more have prompt access to computerized
shore based damage stability and residual structure strength calculation
program.
Annexe 6 - Regulation for prevention of air pollution from ship.
• Regulation 6 - international air pollution prevention certificate.

o This certificate shall be issued to ship of 400 GT and above and every fixed
and floating drilling unit and it is valid for 5 years
o Initial survey before the ship is put into service certificate required under
regulation 6 of this and Annexe is issued first time. this survey shall be such
that as to ensure equipment’s, fittings, component, system, arrangement and
material fully comply with the requirements of annex 6.
• Regulation 12 - ozone depleting substances.
o Deliberate discharge of ozone depleting substance are prohibited unless
saving life at sea or due to accident or due to breakdown.
o Deliberately emission includes emission occurring during maintenance,
servicing repairing or disposing of system.
o One new installation few ozone depleting substances are prohibited, except
hcfc (hydrochlorofluorocarbon) is allowed on new installation and permitted
until 1st January 2020.
o Collected properly and given it to reception facility
o Ship should maintain a list of Oil depleting substance and oil depletion Record
Book.
• Regulation 13 - nitrogen oxide NOX
o This regulation applies to each engine 130 KW and above output, installed on
a ship after 1st January 2000.
o Or any major conversions after 1st January 2000. major conversions means
10% change in MCR.
• Regulation 14 sulphur oxide SOX
o The sulphur content of any fuel used on board ship shall not exceed 3.5 % on
and after 1st January 2012.
o And 0.1% M / M on and after 1st January 2015.
o ECA (emission control area)
 Baltic Sea
 North Sea
 North American area - entered into effect from 1st August 2012.
 United States Caribbean Sea area - entered on 1st January 2014.
• Regulation 15 - volatile organic compound (v o c)
o This emission of volatile organic compounds from tankers is to be regulated in
Port and terminals under jurisdiction of protocol 1997.
o Terminal which regular organic compound emission shall submit regulation to
the organisation. this notification shall include size of tanker, voc system and
effective date of such emission.
o The notification shall submit at least six months before the effective date.
197
o Ship shall have to have volatile organic compound management plan ( tankers
carrying crude oil and gas careers)
• Regulation 16 - Shipboard incineration
o Shipboard incineration allowed in incinerator installed on ship on or after 1st
January 2004 be approved by administration
o Shipboard incineration of the following shall be prohibited:
 Annexe 1, 2 and 3 cargo Residue and related contaminated packages.
 PCB polychlorinated biphenyls.
 Garbage, containing traces of heavy metals.
o Shipboard incineration of sewage and sludge oil generated during normal
operation of ship may also take place in main and auxiliary power plant or
boilers. But not in inside ports, harbours and estuaries.
o Monitoring of combustion flue gas outlet temperature shall be monitored at all
times.
o Waste should not be fed continuously, If temperature below 850 c. o
o Unit is so design to reach combustion chamber temperature to 600 degrees

Celsius within 5 minutes after start-up.
o Shift should have mandatory manufacturing operating manual for incineration.
• Regulation 18 - fuel oil quantity
o Fuel oil on board for commercial purpose should meet the ISO 8217 standard
with following requirements:
 Fuel oil Shelby blend of hydrocarbon and refining Petroleum.
 Small number of additives are allowed to improve combustion
 Free from inorganic acids
 Should not added chemical waste which can geo paradise the ship,
harmful to person and contribute an air pollution
 Sulphur maximum 3.5% and 0.1% in emission control area
 Bunker delivery notes to be preserved for 12 months
 Fuel oil sample filled, signed by supplier or supplier’s representative or
master or officer in charge of Bunker operations.
 Sample to be retained on board for 12 months.
 Fuel changeover procedure to be written in log book for emission
control area entry and exit.
 Shift should have mandatory Bunker delivery note and representative
sample for the purpose of inspection.
• Chapter 4 Energy Efficiency
o All engines of 1:30 KW and above will have to be certified.
o After server, ship will not get EIAPP certificate (engine international air pollution
prevention)
o As per NOX code:
 Maintain nox technical file
 Record of engine parameter
o Ship will also be used a IEEC (International Energy Efficiency certificate)
o Ship greater than 400 GT will have a approved SEEMP for which it will be
issued a certificate
o Ship more than 400 GT should have EEDI technical file (not for Ship with diesel
electric propulsion, turbine propulsion and hybrid propulsion).
198
(a) Discuss G-8, Vs G 9 standards for ballast water treatment system and explain the
principle features of any G 9 approved treatment system.
(b) You are required to have an existing ship retrofitted with a BWT system
Briefly describe the technical challenges you anticipate and the possible technical
option before you.
Answer
The administration approves the Ballast water treatment system in accordance with the
guidelines for approval of ballast water management system (G8). the discharge standard
values are specified in regulation D2 of convention.
D2 - Ballast water performance standard.
• Is active substance for the management systems are used IMO approval shall be taken
separately in accordance with the procedure for approval of ballast water management
system that makes use of active substances (G9).
• The procedure for approval of ballast water management system that makes use of
active substances is a two-step approval system, consisting of:
o Basic approval
o Final approval.
The guidelines for approval of ballast water management system G8 are:
• This system broadly specifies the main requirement for approval of drawing, shore test,
shipboard test and environment test.
• During this shore test 200 m of water is treated and analysed after 5 days.
3
• This water is checked to confirm that it satisfies the standard value in D2.
Constituent Discharge limitation
Organism ≥ 50 μm ≤ < 10 viable organisms/m of ballast water

3
50 > Organisms ≥ 10 μm < 10 viable organisms/ml of ballast water
Indicator microbee
Toxigenic vibrio cholera < 1 cfu / 100ml ( Colony forming unit)
E - Coli < 250 cfu / 100 ml
Intestinal enterococci < 100 cfu / 100 ml
Two kinds of voters are selected seawater freshwater or brackish water.
• Each kind of water is subjected to 5 tests consecutively, to confirm that the standard
values are satisfied
• Shipboard test is carried out for a period of 6 months under normal ballast water
management of the ship.
• Electrical equipment used mainly in treatment system is subject of environmental test.
199
Flowchart to be inserted here
Procedure for approval of ballast water management system G9:
• Describe the approval process for system that makes use of active substances.
• Active substances are designed as substance or organism including virus or a fungus,
that has specific action or harmful aquatic organism and pathogens.
• Active substance and preparation may be added to Ballast water or to be generated
within ballast water management system.
• These substances must comply with ballast water management system, and approved
by IMO.
• The objective of this system is to determine the acceptability of the active substance
in ballast water management system concerning ship safety, human health and
aquatic environment.
• So, this procedure provides the sustainability of active substances and net for
evaluation of efficacy of active substances.
• The efficacy of ballast water management system including those that makes us of
active suspense, should be evaluated in accordance with G8 guidelines.
• The proposal for approval of an active substance must include:
o Data on effect on aquatic plants, fish, biota and includes sensitive and
representative organism.
o Data on mammalian toxicity.
o Effect on environmental fate and effect under aerobic and anaerobic condition.
o Physical and chemical properties of an active substance.
Features of G9 standards (in general):
• The G8 guidelines apply to all ballast water treatment.

G9 guidelines for the system, which makes use of active substance.
• The primary objective of G9 guidelines is to determine the impact of active substances
on environment.
• System, which use active substances in ballast water management system, required
to undergo both G8 and G9 approval.
• System, which do not use active substance are only required to obtain G8 approval.
• Some ultraviolet based system required to have G9 approval because this system is
slightly different. in this ultraviolet light emitted on a titanium oxide plate and create
hydroxyl radical (OH). this OH is considered as active substance.
200
Retrofitting ballast water treatment system - the challenge of installation of ballast water
treatment system is not simple, many factors have to be taken in accounts such as:
1. Engine room space.

2. Availability of electrical power.
3. Human health and safety.
4. Pump capacity, maximum / minimum.
5. Extra work, need time for operation and maintenance.
6. Class requirements.
7. Trading route.
8. System selection, availability, delivery and installation time.
9. Integration with existing system.
Technical challenges and system combinations:
• There are so many Technologies, different in method and rate of application,

scalability, holding time (required for killing bacteria rates and safe discharge), power
requirement, effect on ship system or structure corrosion, in her and safety and cost of
operation.
• In many system, efficacy varies with the condition of ballast water, flow rate, holding
time and volume of water treated.
• Issue with weather treatment is done at intake, while being hold on board, at discharge
or a combination of the three.
• Filtration, separation and ultraviolet radiation ➝ during ballasting, ultraviolet radiation
➝ Deballasting.
• These systems are the maximum flow rate ballast system.
201
• Chemical biocides and deoxygenation are usually applied to attain a certain
concentration in water in ballast Tank.
• Efficacy depends on how much time ballast is in Tank not on time for velocity for pump
flow rate.
• Short voyage can be problem.
• To overcome this limitation, a combination of two or more Technology systems can be
used.
• Most common system type it would be that combine mechanical separation / filtration
with ultraviolet radiation or chemical disinfection.
• Mechanical separation removes large organism.
Following factors need proper evaluation:
1. It is necessary to know that old pumping system can work efficiently with retrofitted
ballast water treatment plant. for this, and calculate determining the pump capacity.
sometimes, with new design of pumping, extra losses are there foot pumping system
can be efficiently and well matched.
2. Spatial integration: on the majority of ships problem of installation is due to need of
space. initially when ship built no space provision for large ballast water treatment
system was provided. so, installation of relatively large ballast water treatment plant
near to ballast pumps will likely necessitate reconfiguration of space.
3. Electrical capacity: electrical cables of required rating is required; spare Breakers of
suitable size is required.
4. Machinery control and alarm system (MCAS) integration: should consider integration
of MCAS. single I/O signal indication. full integration.
5. Weight:
a. Added / removal weight should be considered.
b. If lightweight displacement greater than 2% or a deviation from the lightship
longitudinal centre of gravity greater than 0.1 % of the previous LCG.
c. The ship is to be inclined to verify whether the changes have adverse impact
on stability of the ship.
202
Question number 1 November 2017
(a) Define the'-meaning of the term "conditions of assignment" as applied to ships.

(b) State how conditions of assignment contribute towards the watertight 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.
Answer
Already done
Explain PSC inspection underline its authority for exercising basis of such inspection
– Enumerate relevant regulations, articles and annexes of SOLAS 74, load line 66,
MARPOL 73/78, STCW 95 and tonnage 69 which form provision for PSC. What is
understood by CIC?
Answer
Already done
What are the UNCLOS provisions concerning ship’s flag and nationality? In observation
of UNCLOS what the duties are of flag States and how is it enforced?
Answer
Already done
A junior engineer has joined ship. Enumerate in detail the issue you would mentor him
or her with respect to the following
(a) Up keep of his personal safety.
(b) Up keep of the safety of his colleagues on board
(c) Technical job, responsibility he need to learn at the earliest
(d) What attention he needs to pay towards energy conservation and
(e) His entitlement with regard to human right in a foreign port.
Answer
Already done
203
Exhaust emission control is a major global issue and under serious consideration by
world shipping. In this context, comment on the following: -
(a) Primary Nox reduction vis-a-vis secondary Nox reduction measures.
(b) Scavenge Air Moisturizing & Exhaust Gas Recirculation for ME.
Answer
The NOX control requirement for Annexe 6 apply to the installed Marine diesel engines of
Over 130 KW output power other than those used for emergency purposes. different levels of
emission limit (g/kwh) is listed below as per ship constructed date and
RPM.
Total weighted cycle emission limit

Tier Ship construction Date on or after
ղ < 130 130 < ղ < 2000 ղ ≥ 2000
I 1st January 2000 17.0 45 x ղ -0.2

9.8
II 1st January 2011 14.4 44 x ղ -0.23

7.7
III 1st January 2016 3.4 9xղ -0.2

2.0
Tier III apply only to specified ships while operating in ECA to Limit NOX emission. outside the
Tier II control apply. then value for a diesel engine is to be determined in accordance with the
NOX technical code 2008.
204
A) PRIMARY MEASURES
• Optimized combustion-chamber geometry for superior combustion and avoidance of
temperature peaks that produce NOx formation
• Optimized fuel injection:
o Delayed fuel injection: - Retarded fuel injection timing retards the combustion
process. Nitrogen oxide formation occurs later and with lower concentration
o Common rail control: - It has proven to be a very effective way in combating
NOx reduction techniques.
o NOx optimized fuel spray pattern: - Different fuel nozzle types and models have
a significant impact on NOx formation, and the intensity of the fuel injection also
has an influence
• The Miller cycle, plus MAN-developed Variable Valve Timing System, reduces
temperature peaks and NOx formation, eliminating particle matter during part load
operation
• Water addition: -
o Direct water injection: - Greater heat capacity is utilized to reduce high peak
temperatures as the water evaporates immediately upon injection. Rapid
evaporation of injected water also helps to create a homogeneous fuel-air
mixture
o Emulsified fuel or fuel – water emulsion: - It is favored by some manufacturer
claiming clear reduction in NOx emission at low cost with no significant design
changes.
• Combustion air treatment: -

o Exhaust gas circulation: - This is one method of adding diluents to intake air,
reducing burned gas temperature for any given mass of fuel and oxygen. But it
is more practical for engines burning cleaner fuel such as low sulphur and low
ash fuel.
o Humidifying the scavenge air: - Injection of very fine water after the
turbocharger using special nozzles. The fine water droplets evaporate fast and
further heat is introduced in the air cooler and humidifies the combustion air.
Drawback is too much humidity can be harmful to the cylinder condition
o Reducing the amount of scavenge air, and hence reducing the amount of
excess oxygen available for conversion to nitrogen oxide
o Water cooled rest gas: - In an electronically controlled exhaust valve timing it
is quite easy to leave some of the exhaust gas in the cylinder. This obviously
has a negative
Impact on engine performance, however this can be dramatically reduced by cooling the rest
gas with a water spray, in which case the rest gas accounts for some of the NOx reduction
and the water spray for the rest
SECONDARY MEASURES:
• SCR (Selective catalytic reduction): -
o In this system, the exhaust gas is mixed with ammonia before passing through
a layer of special catalyst at a temperature between 300 deg Celsius to 450
205
deg Celsius. The NOx is reduced to gaseous and harmless by-products water
and nitrogen.
o The process essentially involves injecting ammonia in the exhaust stream and
in the presence of a catalyst the NOx reacts with the ammonia and forms water
vapour and nitrogen. Due to the hazardous properties of ammonia, urea
solution is generally used to provide the required ammonia.
o When engine exhaust gas is released from the exhaust gas receiver, urea or
ammonia is supplied to the pipeline via double-wall piping into a mixer. The
engine exhaust gas is mixed with the agent and led into the turbocharger in the
turbine side.
o The reactions are, in principle, the following:
 4NO + 4NH + O2 → 4N2 + 6H O
3 2
 6NO + 8NH → 7N2 + 12H O

2 3 2
• SNCR (Selective non-catalytic reduction): -
o In case of SNCR, the reaction between ammonia and NOx takes place in a
gaseous phase in a temperature window of between 800 and 900 deg Celsius.
o Selective non-catalytic reduction (SNCR) is a chemical process that changes
nitrogen oxides (NOx) into molecular nitrogen (N2), carbon dioxide (CO2) (if
urea is used), and water vapor.
o A reducing agent, typically anhydrous gaseous ammonia or liquid urea, is
injected into the combustion/process gases. At suitably high temperatures (870
to 1200 deg c), the desired chemical reactions occur. Conceptually, the SNCR
process is quite simple
o The NOx reduction efficiency of both SNCR processes depends on the
following factors:
 Flue gas temperature in reaction zone
 Uniformity of flue gas temperature in the reaction zone
 Normal flue gas temperature variation with load
 Distribution and mixing of ammonia/urea into the flue gases
 Initial NOx concentration
 Ammonia/urea injection rate
The most effective method of NOx reduction is secondary measure & the advantages are: -
• Secondary measures reduce NOx in case of SCR of up to 80- 95% and in case of
SNCR 30-50%. Whereas primary measures average NOx reduction is up to 25- 35%.
• Possible side effects of primary measures are lower overall energy efficiency,
increased carbon monoxide and soot formation and hydrocarbon emission, corrosion
due to reducing atmosphere, increase in unburnt carbon in fly ash. So, this directly
affects the combustion process and some measures can also damage the engine
components. The secondary measures do not affect the engine component and
combustion process.
B) SCAVENGE AIR MOISTURIZING AND EXHAUST GAS RECIRCULATION FOR

MAIN ENGINE
SCAVENGE AIR MOISTURIZING

• The SAM system has a seawater injection stage, where a surplus of seawater is
injected for saturation and cooling of the hot air from the compressor.
206
• The sea water stage will provide a near 100% humidification of the scavenge air and
supply all of the water for humidification
• The freshwater stages 1 and 2 will be near temperature neutral to the scavenge air
and create a small freshwater production depending on the operation parameters
chosen.
• The freshwater stages only act as cleaning stages for removal of any salt which may
pass with the air from the seawater stage. A continuous accumulation of salt in the
freshwater stages would eventually cause the salt content to reach an unacceptably
high level.
• This is counteracted by cooling the saturated air with the air cooler and generating
some extra freshwater for stage 2. The extra freshwater is then sent upstream on the
tank side of the SAM system. Thereby the content of salt in the freshwater stages can
be controlled.
• The mass flow of water entering the combustion chamber in the scavenge air is
controlled by the temperature of the scavenge air. The temperature of the scavenge
air is controlled by the cooling water temperature of the air coolers. All of the
evaporated seawater could, in principle, be condensed again in the air cooler. The
engine performance would then correspond to operation in humid tropical regions.
• However, the presence of the highest possible absolute humidity in the scavenge air
is wanted, as this reduces the formation of NOx emissions. The intention is, therefore,
to cool the scavenge air only sufficiently to generate the necessary freshwater for
keeping the salt content in the freshwater stages down, and take as much water as
possible into the engine process
207
EXHAUST GAS RECIRCULATION
• When measured in the exhaust duct of a marine diesel engine nitrogen oxide or NOx
emissions comprise about 95% nitric oxide (NO) and 5% nitrogen dioxide (NO ), which
2
is formed as NO oxidizes after the engine. The formation rate of the majority of nitric
oxide is dependent on peak temperatures in the engine cylinders – above 1200 C theo
formation is significant and above 1500 C it becomes rapid

o
• A proportion of the exhaust gas from the main engine exhaust receiver is recirculated
to the scavenge air via a dedicated closed loop scrubber which removes damaging
contaminants (PM, sulphur oxides etc.)
• O in the scavenge air is replaced with CO .
2 2
• CO has a higher heat capacity than O which reduces peak temperatures in the
2 2
cylinder.
• Reduced O content in the scavenge air reduces the combustion speed which reduces
2
peak temperatures in the cylinder.

2

2
Tier 2 and 3 emission regulation on main engine.
• MARPOL Annex VI sets limits on NOx and SOx emissions from ship exhausts, and
prohibits deliberate emissions of ozone depleting substances.
• The IMO emission standards are commonly referred to as Tier I, III standards. The
Tier I standards were defined in the 1997 version of Annex VI, while the Tier II/III
standards were introduced by Annex VI amendments adopted in 2008, as follows:
• 2008 Amendments (Tier II/III)—Annex VI amendments adopted in October 2008
introduced
o New fuel quality requirements beginning from July 2010,
o Tier II and III NOx emission standards for new engines, and
o Tier I NOx requirements for existing pre-2000 engines. 3
• The revised Annex VI enters into force on 1 July 2010. By October 2008, Annex VI
was ratified by 53 countries (including the United States), representing 81.88% of
tonnage.
208
• NOx emission limits are set for diesel engines depending on the engine maximum
operating speed (n, rpm), as shown in Table 1 and presented graphically in Figure 1.
Tier I and Tier II limits are global, while the Tier III standards apply only in NOx
Emission
Total weighted cycle emission limit

Tier Ship construction Date on or after
ղ < 130 130 < ղ < 2000 ղ ≥2000
I 1st January 2000 17.0 45 x ղ -0.2

9.8
II 1st January 2011 14.4 44 x ղ -0.23

7.7
III 1st January 2016 3.4 9xղ -0.2

2.0
In NOX Emission Control Areas (Tier II standards apply outside ECAs).

• Tier II standards are expected to be met by combustion process optimization. The
parameters examined by engine manufacturers include fuel injection timing, pressure,
and rate (rate shaping), fuel nozzle flow area, exhaust valve timing, and cylinder
compression volume
• Tier III standards are expected to require dedicated NOx emission control technologies
such as various forms of water induction into the combustion process (with fuel,
scavenging air, or in- cylinder), exhaust gas recirculation, or selective catalytic
reduction
• Pre-2000 Engines. Under the 2008 Annex VI amendments, Tier I standards become
applicable to existing engines installed on ships built between 1st January 1990 to 31st
December 1999, with a displacement ≥ 90 litre per cylinder and rated output ≥ 5000
kW, subject to availability of approved engine upgrade kit.
209
What is the purpose of annual surveys? Give a list of items that would be examined by
a surveyor during annual survey. Also explain condition of class. What impact
condition of class has on a ship’s commercial/technical aspects?
Answer
PURPOSE OF ANNUAL SURVEY:
• The purpose of annual survey is to do the general inspection of items relating to

particular certificate to ensure that they have been maintained and remain satisfactory
for the service for which ship is intended.
• Annual surveys are to be held within ± 3 months of each anniversary date of initial
classification survey or the completion of the last special survey.
• It consists of examination for the purpose of ensuring as far as practicable that hull
equipment and related piping are maintained in satisfactory condition
• An annual survey should enable the Administration to verify that the condition of the
ship, its machinery and equipment is being maintained in accordance with the relevant
requirements
ITEMS TO BE EXAMINED BY SURVEYOR
• Hull Survey – for Cargo Ships

o Protection of cargo hatch opening: - No unapproved changes have been made
to the hatch covers, hatch coamings, their securing and sealing devices
o Examination of mechanically operated steel covers. This includes hatch
covers, stiffeners, gaskets, compression bars, drainage channels of
longitudinal, transverse and intermediate cross junctions. Clamping devices,
retaining bars, chains, ropes, pulleys, guides, guide rails, tracks, wheels,
stoppers, tensioning devices – like gypsies, wires, safety locks. Loading
pads/bars and side plate edge, chocks, drainage channels & drain pipes
o All mechanically hatch covers should be operating satisfactory
o Protection of other openings. This includes: -
 Hatchways, manholes, and scuttles in freeboard and superstructure
decks
 M/c casings, funnel annular spaces, skylights
 Portholes and all openings
 Ventilation, air pipes, together with flame screens, scuppers
 Watertight bulkheads, bulkhead penetrations,
details in enclosed superstructures
o Freeing ports
o Protection of crew: - guard rails, stanchions, life lines, gangways,
ladders, deck houses
o Confirmation of loading guidance and stability data
o No alterations have been made to hull or superstructure (relating to load line)
o Anchors and chain cables
o Confirmation of operation of manual/automatic fire doors
o Salt water ballast spaces: - for corrosion and thickness measurement
• Hull Survey - For Tankers

210
o Cargo opening including gaskets, covers and coamings
o P/v, v/vs, flame arrestors and flame screens
o Cargo and crude washing equipment’s, tank vent piping system above weather
deck
o Electrical equipment: - intrinsically safe, explosion proof areas,
physical condition of cables, cable supports and means of cable
protection from mechanical damage
o Gas detection system in pump room
o Confirmation of not having potential source of ignition in pump room or cargo
area
o Pump room ventilation system
o Cargo discharge pre-judge level indicators are operational
o Area designated for helicopter operations
• Hull Survey - For Chemical Tankers
o Verification of gas and vapour tightness of doors and air ports.

o Cargo handling piping to be examined
o Ventilation system: - all spaces of cargo area, cargo pump room, cargo control
room, closing devices of all air intakes and opening into accommodation
service.
o Cargo tank liquid level indicators, alarms for cargo tanks.
o Environmental control of vapour space in cargo tanks and void spaces
surrounding tanks
o Pump and pipeline identification.
o Electrical bonding
o PPE and fire protection
• Annual survey of machinery space
o Machinery and boiler spaces inspection.

o Main and auxiliary steering gear
o Testing of communication means between bridge, ECR and steering gear
o Emergency escape routes
o Bilge pumping system and bilge wells.
o Boiler pressure vessel and external mountings
o Electrical machinery, emergency source of power
o Fire extinguishing apparatus – fire hoses, nozzles, applicators
o Testing of emergency fire pump
o Fire extinguishers, their testing, inspection
o Examination of fixed firefighting system and fire smoke detection system.
• Annual Audits
o Annual surveys include annual audits to maintain validity of ‘PMS’.

o This includes records of performance test, maintenance records, written details
of breakdown and malfunctioning
CONDITION OF CLASS
• These are the requirement imposed by the society which will affect the class if not
complied with by the assigned due date.
211
• Condition of class is a defect/blemish of hull/machinery/equipment, repair of which
cannot be left to the direction of owner.
• This is only given to the class items and not to the statutory item
• When conducting surveys, any damage, defects, or breakdown is noticed which is of
such nature that does not require immediate permanent repair but is sufficiently serious
to require rectification by a prescribed date in order to maintain ‘class’, suitable
“condition of class” will be imposed by the surveyor
• Where adequate repair facilities are not available, consideration may be given to allow
the ship to proceed directly to complete the voyage by imposing this “condition of class
• Where ‘condition of class’ is imposed, a due date will be assigned for completion and
ships ‘class’ will be subject to a suspension procedure if “condition of class” is not dealt
with. “condition of class” can be postponed by agreement.
• If it is ascertained that the owner has failed to comply with regulation of the ‘class’ on
reported conditions of hull or equipment or machinery of the ship before the due date
assigned by audition of ‘class’ the ‘class’ will be suspended or withdrawn.
• The suspension or withdrawal of ‘class’ may be extended to include other ships
controlled by same owner, when failure to comply with these requirements of ‘class’
imposed are sufficiently serious.
• A vessel must be in ‘class’ at all times to be covered for insurance and employment.
212
Name the present ISO standard for marine fuel oil and explain salient features with
reference to fuel oil analysis report, explain relevant corrective action against various
adverse observation in it.
Answer
Marine fuel oil - ISO 8217: 2017
salient features:
• It provides better fuel quality.

• Improvement of the safety level in shipboard operation.
• Reduced engine damage and constitutional risk.
• It specifies
o Four categories of distillate fuel, one of which is for diesel engine for emergency
purpose.
o Six categories of residual Marine fuels
New features added in distillate fuels are:
• CCAI - it defines the ignition characteristics and depends on viscosity and density
(formula based). IT avoids non-characteristics density and viscosity relationship
leading to ignition problem. So, give a range for viscosity fuel that defines ignition
characteristics.
• Sodium - it limits any sea water contamination and restrict high temperature corrosion.
New features added to both distillate and Residue:
• Acid Number -It minimise Damage to diesel engine fuel injection equipment for high
acidic number.
• H S - provides improvement margin for safety by reducing risk of exposure to
2
shipboard crew.
Changes in 2010 edition from 2005 edition:
• Density:
o Maximum limit is 991 kg / M FOR RMG
3
o Maximum limit is 1010 KG/M FOR RMK 3
o Increase density will affect the centigrade operation. it will be ineffective in

water separation. affect engine performance.
o If received high density than specified limit in RMG grade, then it's better to
debunker it unless vessel have alcap purification system.
• Viscosity:
o At 50-degree centigrade viscosity for fuel oil 180 CST OR 380 CST, what is
can go up to 700.
o It affects the pump ability preheating, settling / separation atomization and
combustion.
o Viscosity is very high then it is not a problem if vessel has sufficient heating
arrangement. analysis report will state the correct temperature to maintain.
• Sulphur:
o It is now guided by the statutory requirement.
213
o Sulphur will burn to form SOX which may convert to corrosive acid under
certain condition (low temperature) and cause corrosion at low temperatures
zone (cold corrosion).
o If sulphur content is more than the specified value by regulation, then debunker
it.
o However, if content is too low then correct Gravity of CLO have to be used to
avoid corrosion or alkaline deposit on piston top land.
• Cat fines:
o Maximum limit 60 PPM
o The main problem is CAT fines are not evenly distributed sometimes, and
accumulated in sediments. they are very difficult to remove as they are
attracted to water droplets.
o Exceeding the level of aluminium and silica of 15 mg/kg at engine inlet cause
excessive wear of the component combustion (like Piston, Piston grooves,
liner). and of the fuel injection equipment’s (fuel pump plunger, barrel, fuel
valve)
o To minimise the cat fine level best way is separate in separators. so, keep
running separator as per manufacturer instructions.
o For efficient separation minimise the feed and maintain optimum temperature.
Through separation even if cat fines are Bunker fuel within limits. Sometime cat
fines settling in settling tank and during rough weather supplied to engine due
to rolling.
o Never ever bypass the fine fuel filters. it is better keep one extra clean set and
change them at regular interval.
o Keep settling time temperature above 70 degrees, and train settling and service
tank on daily basis.
o Clean storage, settling and service tank at regular interval.
o If accelerated cylinder liner wear (0.1mm/1000 hrs), replica imprints for
microscopic examination, to assess whether cat fines are embedded. up to
2000 PPM of iron Embedded is in the liner is normal.
• Water:
o It is allowed up to 0.5% v/v for residual oil.
o It is allowed up to 0.3% v/v for distillate fuel.
o Water reduces specific energy.
o Freshwater contamination will lead to corrosion, damage to fuel pump and
injector.
o Is sea water contamination serious problem because sodium is present in
seawater along with vanadium (1:3) can cause high temperature corrosion.
o Recommended to remove water by separation.
o Recommended to do sufficient heating in settling / service tanks and by
frequent draining of tanks.
• Ash:
o Recommended value 0.15% residual fuel.
o High Ash content cause deposit on Piston surface, exhaust valve, turbocharger
blades and economiser tube. during combustion metal content converted into
solid as which after certain temperature becomes partially fluid does adhering
on all parts, stated above causing corrosion problem.
o Ash removal is recommended by frequent cleaning of the parts, turbocharger
should be regularly dry or wet wash.
• Vanadium:
o Allowed up to 350 PPM for RMG, 450 RMK.
o Sodium is due to sea water contamination increases problem of high
temperature corrosion (one percent by mass seawater, 100 PPM sodium).
o Sodium can be removed by water removal buy centrifuge or by settling.
214
o High temperature corrosion Problem can be limited by:
 Efficient cooling of valve seat and face
 Valve rotator for even thermal load
 Use of corrosion resistance material such as satellite and nimonic sea.
• Calculated carbon Aromacity index (CCAI)
o Introduced in ISO 8217: 2010, maximum limit 874 rmg, and RMK grade.
o CCAI is not determined by specific testing method, but calculated with the
specific formula on the basis of density and viscosity.
o CCAI between 850 - 860 → Is a better fuel.
o CCAI above 870 → is a bad and poor fuel.
o CCAI give ignition delay for fuel, so manufacturers give a limit to this for their
engines.
215
Explain latest development in marine tribology. Discuss the inferences you may draw
from marine lube oil analysis report with the proposed corrective action in each case.
Answer
• Tribology is the science and engineering of interacting surfaces in relative motion. It

includes the study and application of the principles of
o Friction
o Lubrication
o Wear
• The tribological interactions of a solid surface exposed face with interfacing materials
and environment may result in loss of material from the surface. The process leading
to loss of material is known as "wear". Major types of wear include abrasion, friction
(adhesion and cohesion), erosion, and corrosion.
• Wear can be minimized 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, MAN
B&W and Wartsila.
• Sulzer RTA-series engines now incorporate Tribo Pack technology -a package of
design measures that enable the TBO of the cylinder components, including piston
ring renewal, to be extended to at least three years. At the same time, Tribo Pack
allows the further reduction of cylinder lubricating oil feed rate.
• The design measures incorporated in TriboPack are:

o Multi-level cylinder lubrication
o Liner of the appropriate material, with sufficient hard phase
o Careful turning of the liner running surface and deep-honing of the liner over
the full length of the running surface
o Mid-stroke liner insulation, and where necessary, insulating tubes in the cooling
bores in the upper part of the liner
o Pre-profiled piston rings in all piston grooves
216
o Chromium-ceramic coating on top piston ring
o RC (Running-in Coating) piston rings in all lower piston grooves
o Anti-Polishing Ring (APR) at the top of the cylinder liner
o Increased thickness of chromium layer in the piston-ring grooves.
• A key element of TriboPack is the deep-honed liner. Careful machining and deep
honing gives the liner an ideal running surface for the piston rings, together with an
optimum surface microstructure. This gives good retention to the Cylinder lube oil
• The Anti-Polishing Ring prevents the build-up of deposits on the top land of the piston
which can damage the oil film on the liner and cause bore polishing.
• It is also important that the liner wall temperature is adapted to keep the liner surface
above the dew point temperature throughout the piston stroke to avoid cold corrosion.
Mid-stroke insulation and, where necessary, insulating tubes are therefore employed
to optimize liner temperatures over the piston stroke.
•
• Other development
o Alpha lubrication (MAN)
o Electronically controlled cylinder lubrication.
o The lube oil is injected exactly when the piston ring pack is passing the lube oil
quills, thus ensuring the best possible utilization of the costly lube oil.
• Anti-polishing ring.
o Piston ring: -CPR, Gas tight lock and controlled leakage grooves
o New tie rod design (MAN)
o Development in Bearing design
 Increase in bearing area
 Shape changed (lemon shaped) MAN
 Bearing temperature monitoring for moving bearing
 On line bearing wear measurement.
 Thick shell-Flex edge design(MAN)
 Thin shell-Blend edge design
217
Describe the salient features of latest IOPP equipment compared with the earlier
version.
Discuss the latest guidelines for mandatory entries to be made in oil record book.
Answer
IOPP Equipment Old Version as per MEPC 60(33): For ships built on or after 30-04-1994
IOPP Equipment New Version as per MEPC 107 (49): For ships built on /after 01-01-2005
MEPC
MEPC 107(49)
60(33)
Equipment is gravitational and not The 15 PPM bilge separator is capable of

effective over complete range of oils handling any oil mixture from the Machinery
which might be carried on ship. Nor can space bilges and is effective over the
it deal with oils with very high density or complete range oil mixtures which might be
a mixture presented to it as an emulsion, carried on ship and can deal satisfactorily
thus a lot of processing need to be done with oils of very high density and mixtures
before sending the bilge to OWS. presented to it as emulsions
Recalculating facilities provided, after and

Recalculating facilities not provide to adjacent to the Overboard outlet of the
enable the oil filtering equipment to be stopping device to enable the 15 ppm bilge
tested with the overboard discharge separator system including bilge alarm and
closed at initial and periodic surveys the automatic stopping device to be tested
with the overboard discharge closed.
Response time of the Oil Content

Not Exceeding 5 seconds
Meter is 20 seconds
No mention about training of ship staff

wrt familiarisation in operation and Requires training
maintenance of the equipment
218
Layout of the shipboard installation to be

such that overall response time between Th layout should be such that response
an alternating in the mixture being (including the response time of 15ppm bilge
pumped and the alteration in the meter alarm) between an effluent discharge from
reading should be as short as possible the 15 ppm bilge separator exceeding
and in any case not more than 40 sec to 15ppm and the operation of the automatic
allow for remedial action being taken stopping device preventing overboard
before oil content of mixture being discharge, should be as short as possible in
discharged exceeds the permissible any case not more than 20 sec
limit.
It is recommended that a simple means

Recommends that the simple means be
be provided on ship to check on
provided to check on instrument Drift,
instrument drift and to confirm the
repeatability of the instrument reading and
accuracy and repeatability of the
the ability to re – zero the instrument
instrument reading.
The routine maintenance of the 15 ppm

bilge Sep and the 15 ppm alarm system
should be clearly defined by the
manufacturer in the associated
Operating and maintenance manuals
The accuracy of the 15ppm alarm should be

checked at the IOPP certificate renewal
survey
Calibration test
Contaminant and
colour test Sample
pressure or flow test
Shut off tests
Utilities
supply variation test
Calibration and zero
drift test Response
time test
B). Mandatory entries in the ORB
ENTRIES IN ORB
OIL RECORD BOOK
PART I – Machinery space operations
Oil Record Book Part I shall be provided to every oil tanker of 150 gross tonnage and above
and every ship of 400 gross tonnage and above, other than oil tankers, to record relevant
machinery space operations. For oil tankers, Oil Record Book Part II shall also be provided
to record relevant cargo/ballast operations.
LIST OF ITEMS TO BE RECORDED

219
A. Ballasting or cleaning of oil fuel tanks

B. Discharge of dirty ballast or cleaning water from oil fuel tanks referred to under section
(A)
C. Collection and disposal of oil residues (sludge and other residues)
D. No automatic discharge overboard or disposal otherwise of bilge water which has
accumulated in machinery spaces
E. Automatic discharge overboard or disposal otherwise of bilge water which has
accumulated in machinery spaces
F. Condition of the oil filtering equipment
G. Accidental or other exceptional discharges of oil
H. Bunkering of fuel or bulk lubricating oil
I. Additional operational procedures and general remarks
MACHINERY SPACE OPERATIONS
RECORD OF OPERATIONS/SIGNATURE OF
CODE ITEM NUMBER OFFICER INCHARGE
DATE
PART II – Cargo/ballast operations (Oil tankers)
Every oil tanker of 150 gross tonnage and above shall be provided with Oil Record Book Part
II to record relevant cargo/ballast operations. Such a tanker shall also be provided with Oil
Record Book Part I to record relevant machinery space operations.
LIST OF ITEMS TO BE RECORDED

A. Loading of oil cargo
B. Internal transfer of oil cargo during voyage
C. Unloading of oil cargo
D. Crude oil washing (COW tankers only) (To be completed for each tank being crude oil
washed)
E. Ballasting of cargo tanks
F. Ballasting of dedicated clean ballast tanks (CBT tankers only)
G. Cleaning of cargo tanks
H. Discharge of dirty ballast
I. Discharge of water from slop tanks into the sea
J. Disposal of residues and oily mixtures not otherwise dealt with
K. Discharge of clean ballast contained in cargo tanks
L. Discharge of ballast from dedicated clean ballast tanks (CBT tankers only)
M. Condition of oil discharge monitoring and control system
N. Accidental or other exceptional discharges of oil
O. Additional operational procedures and general remarks.
TANKERS ENGAGED IN SPECIFIC TRADES
P. Loading of ballast water
Q. Reallocation of ballast water within the ship
220
R. Ballast water discharge to reception facility
CARGO/BALLAST OPERATIONS (OIL TANKERS)
RECORD OF OPERATIONS/SIGNATURE OF
ITEM
DATE CODE(LETTER) OFFICER
NUMBER
INCHARGE
Newly added
Criteria for sewage discharge.
Regulation 11:
• The ship is discharging comminuted and disinfected sewage using a system approved
by the admin at a distance of more than 3 Nm from the nearest land, or sewage which
is not comminuted or disinfected at a distance of 12 Nm from the nearest land, provided
that in any case the sewage that has been stored in the holding tanks shall not be
discharged instantaneously but at a moderate rate when the ships is enroute and
proceeding at not less than 4 knots.
• The rate of discharge shall be approved by admin based upon the standards
developed by the org.
• The ship has in operation an approved sewage treatment plant which has been
certified by the admin to meet the operational requirements.
• The test results of the plant are laid down in the ships ISPP certificate
• Additionally, the effluent shall not produce visible floating solids nor cause
discolouration of the surrounding water
• A holding tank of capacity to the satisfaction of the admin for the retention of all sewage
having regard to the operation of the ship, the number of persons on board and other
relevant functions
• the holding tank shall be constructed to the satisfaction of the admin and
shall have a means to indicate visually the amount of its contents.
DISCHARGE RATE
The maximum permissible discharge rate is 1/200,000 (or one 200,000th part) of swept
volume as follows:
Where:
DRmax = 0.00926 V D B
DRmax is maximum permissible discharge rate (m /h) V is ship’s average speed

3
(knots) over the period.

221
D is Draft (m)
B is Breadth (m)
The maximum permissible discharge rate specified above refers to the average rate as
calculated over any 24-hour period, or the period of discharge if that is less, and may be
exceeded by no more that 20% when measured on an hourly basis.
Swept Volume = Draft x Breadth x Distance travelled
Question number 1 December 2017
(A) Write in detail on situational leadership with reference to the different styles of
leadership and their application. Give shipboard examples.
(B) Elucidate the challenges of operating with a multi-cultural crew on board with
reference to communication values and any other aspect.
Answer:
Already done.
State the UNCLOS requirement for member states (a) To register ships flagged with
them (b) To control safety, pollution, and civil /social aspects of ship (c) What
mechanism is used in India to comply with these requirements.
Answer:
Already done.
(A) Define management and list and explain the function of management.
(B) Compare any two material / inventory management technique and explain their
usefulness and limitation for ship management.
Answer:
Already done.
(A) What do you understand by directional stability and manoeuvring. How are these
attributes provided in a ship?
(B) Using typical engine power versus engine speed diagram and propeller demands
curves, discuss the relation between maximum rated output of the propulsion plant
and the power for which the propeller is designed.
Answer:
Already done.
222
Sketch an on board high voltage generation and distribution system highlighting its
features.
Discuss in detail the various regulatory safety requirement of marine high voltage
ships/system installation.
Answer:
Already done.
Which engine development and retrofitting were adopted by engine manufactures to

enable hassle free slow steaming and ultra-slow steaming of ships?
Answer:
Already done.

(b) List out five deficiencies, which may lead to detention of the vessel. Also
enumerate the cause of such deficiency and preventive action you, as Chief Engineer,
will take to avoid reoccurrence of such detainable deficiencies.
Answer:
Already done.
What are the principles of modern salvage law? What is General average, explain in
context of General Average.
a) Entitlement
b) Artificial adjustment
c) Contestation.
Answer:
Already done.
Periodic lube oil analysis its correct interpretation and corrective measures are of
critical significance for the maintenance of marine machineries. With reference to the
modern analysis techniques employed for the condition analysis of L.O, discuss the
following: -
a) Elemental [spectrometric] analysis
b) Fourier transform infrared spectroscopy.
223
c) Particle count.
d) Base number Vs Acid number.
Answer:
Already done.
This Book is only for Educational purpose for Marine Engineering Examination for Class I officer’s. This book is Compiled
and made with the help of Alok Notes, Shashikant Notes and Aayushman Notes. Many of the new question are made by me
by searching google/Wikipedia. All questions are arranged in serial order from 2018 to 2017 for the viewer to get an ease of
reading without searching many books.

SDRGWH

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1

MEO CL 1 QUESTION PAPER SOLVED

MEO CLASS I QUESTION

Copyright © 2018 by Deathmaster

Printed in the Noida ( U.P.) – India.

Not For Sale

The main category of TBT free antifouling Paints are:

Controlled depletion polymer Paints (CDP)

Controlled Depletion Polymer (CDP) paint

• CDP is based on copper.

Hybrid TBT free paint

Self-Polishing Copolymer (SPC) paint

Fouling Release paint

• Fouling release is an antifouling paint, which is free from biocides.

B) Enhancement of foul release Coating by oil in Corporation:

1. Foul release coating have been developed as an alternative to biocide containing

c) Personal and health safety during application of antifouling paints:

In addition to above, class is automatically suspended in the following reasons:

The society do the withdrawal of class of a ship when:

Explanation of the following terms:

4. Memoranda: Other information of assistance to the surveyor and owner may be

7. Condition of class: if there is a major breakdown or malfunctioning of certain machinery

Machinery related emergency situations under emergency preparedness are:

1. Main Engine failure: This is very dangerous situation as it results in immobilization of

Salient action in dealing with main engine failure

• Inform bridge and take control

• Make report for the failure

Boiler automation failure

• Inform chief engineer and then inform Bridge

1. Minimum age to work on a ship

2. Medical certification for duties on board ship

• Regulation 1.2 - medical certification

3. Training and qualification

4. Recruitment and placement

Question 5 January 2018

A. Challenges with traditional fuel purification system on existing ships

B. Advanced Computer Based fuel cleaning system

1. ALCAP system is an example of advance competent based fuels cleaning system

C. Fuel storage and stability issues

D. Fuel oil additives and treatment:

Question 6 January 2018

B) Explanation of the following terms

• Extends to 12 nautical miles from the baseline

4. Exclusive economic zone

Question 7 January 2018

The different types of charter parties are: -

In case of any breakdown:

• Company must be informed regarding the breakdown machinery and proposed

If the breakdown is not over within time limits:

Question 8 January 2018

Referring to latest development in turbocharger application in Marine diesel engines

Power turbine generators

• Hybrid turbocharger is basically developed by Mitsubishi heavy industries and it differs

Electro assist turbocharger

• The electro assist turbocharger is a turbocharger that incorporates a compact electric

Question 9 January 2018

On completion of construction of the ship or as soon as practicable thereafter, measurement

• Sound level metre - it is used for acoustic measurements. it is commonly a handheld

Question number 1 February 2018

Question 2 February 2018

Question 3 February 2018

Requirements for recognised organisation are as follows:

Limitations to the role of classification society as recognised organisation: