VOLUME 11 ● ISSUE 4 JOURNAL OF THE INSTITUTE OF MARINE ENGINEERS (INDIA) march 2017

`50/-

THE NIGHTMARE
OF OIL SPILL;
and the ecosystem
INSIDE
The 10 worst oil spills in World history 17
Human Element, Training And Watchkeeping 35

22
08 28 33 47
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4 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017
 MER-(I)
CONTENTS
Oil Spill Response
MARINE
ENGINEERS 08 The Nightmare of Oil Spill; and the Ecosystem
REVIEW (INDIA) – Capt. Sandeep Kalia Propulsion

JOURNAL OF THE INSTITUTE

OF MARINE ENGINEERS Propulsion
(INDIA)

Administration Office 19 Combined Gas, Electric & Steam Propulsion

IMEI House – Mr. Gautam Sen
Plot No. 94, Sector - 19, Nerul,
Navi Mumbai 400 706. 22 Incomplete Propeller Immersion – Risk of Propeller Shaft
Tel. : +91 22 2770 16 64 bearing damage – www.dnvgl.com
Fax : +91 22 2771 16 63
E-mail : editormer@imare.in
Website : www.imare.in Technology
Editor
Mr S. M. Rai 24 Computer Applications on Board a Ship
– Mr. Alok Kumar Mitra
Advisor, MER
Mr. Sadanand Subramanian

Editorial Board
Training
Mr Y. Nath
Mr B. S. Mathur
Ms Sharvani Mishra
28 The Future of Maritime Training – Mr. Ajit Seshadri

Journal Coordinator:
Ms Meenu Bhalla Special Report
Disclaimer:
Papers and articles have been included
in this Journal largely as submitted, with 33 Budget Proposals – Mr. K. Ravichandran
basic editing and formatting only, and
without technical peer review. The Institute
of Marine Engineers (India) does not take
any responsibility whatsoever for any Regulars
statements and claims made in these papers
and articles for the quality, accuracy and
validity of data presented or for any other
contents. Inclusion of papers, articles, and 06 Editor’s Desk
advertisements does not constitute any form
of endorsement whatsoever by The Institute 35 Maritime Affairs
of Marine Engineers (India).
40 Election Notification
Printed, Published and Edited by
Mr. Surendra M. Rai on behalf of 42 News from IMEI
The Institute of Marine Engineers (India).
Published from 1012 Maker Chambers V, 43 Maritime Seminar
221 Nariman Point, Mumbai - 400 021, and
printed from Corporate Prints, Shop No.1, 44 Upcoming Events
Three Star Co-op. Hsg. Society, V.P. Road,
Pendse Nagar, Dombivli (E) - 421 201.
45 Can you take the Quiz?
District - Thane
47 Students’ Corner

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6 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017
 Editor’s Desk...
Dear Friends
Sadly once again Shipping is in the news and in the limelight due to an ill-fated accident
and oil pollution at sea. It is truly a matter of great concern that despite indulging in over
90% of the global trade and “soldier” like services rendered by our seafarers; remaining
away from home for months, often encountering hostile rough seas, severe weather
conditions and remaining on job 24x7 in very challenging and difficult conditions; we are
in the news only for such an unfortunate rare and isolated incidents. The stupendous
contribution of the fraternity goes largely unnoticed and un-acknowledged.
As is widely known among all the mishaps and accidents at sea, the most difficult to
combat is the spills of heavy fuel oils. Calculated on a cost per tonne basis, they are
the most expensive to clean up. Damages, efforts, resources and time for any clean-
up operation is far out of proportion to the actual amount of oil spilled. Post recent
Chennai mishap, in this issue we are focussing on the oil spillage and enlightening
members on the related incidents and issues. It is not surprising that the media and the
general public are largely unaware of the realities. The challenges for the future are very
clear. Far more efforts needs to be put in implementing effective contingency plans,
ensuring that all the resources and accumulated technical knowledge is promptly made
available and utilised for the response operations under a knowledgeable expert eye.
In a departure from set practice of decades, Govt. of India advanced and presented
the annual budget 2017-18 on 1st February this year. It did not have any unpleasant
surprises for any segment and appears to be populist, safe and a balanced budget.
Development and growth are the nodal points. However it appears to have fallen short
on the expectation of the masses. Fiscal discipline and prudence are the essence of any
budget and it is heartening that despite a market cacophony, it has not deviated from
its long term goal of fiscal consolidation. No significant direct measures or relief for the
shipping sector was announced and futuristic proposals, if any, were merged under the
umbrella of transport infrastructure, covering rail, road and ports. Regrettable for the
maritime community, the budget reflects that it is not on the government’s priority list.
While admitting that roadmap to change and progress will have many speed-breakers,
the implementations of budget proposals remain the keyword.
India under the auspices of National Maritime Day Celebrations Committee will be
organising Maritime Week all over India from 30th March to 5th April, with the usual
functions and gusto. An interactive seminar will be held on 3rd and the main function on
5th at Mumbai. The theme chosen for this year is “Connecting India through Shipping”.
Details of the celebrations are available on the website of the Directorate General of
Shipping www.dgshipping.gov.in.
It is a matter of great pride and honour for Indian Maritime sector that India has been
chosen as a Lead Country for the GEF-UNDP-IMO Project on removing the Capacity
Barriers for implementing Energy Efficiency Measures for IMO under the United Nations
Development Programme (UNDP). The project is expected to benefit the Indian Shipping
Industry, particularly in educating and updating the technical knowledge and expertise
to the ship operators and the seafarers. Emphasis will be on CO2 emissions, global
warming and the increasing concern to the humanity at large. IMO has proposed to
organise a workshop on the subject, during early March 2017 at Mumbai.
We are grateful to our members and the industry for very encouraging and positive
feed backs on our recent issues, covering relevant national and international maritime
concerns. We look forward to your continued support and comments to assist us in
living up to the expectations.

S M Rai
editormer@imare.in
smrai7@gmail.com

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oil spill response
THE NIGHTMARE OF OIL SPILL;
and the ecosystem
– Capt. Sandeep Kalia
Chennai Collision and Spillage
MT Maple bearing Isle of Man flag carrying LPG and Indian Flag
M.T. DAWN KANCHIPURAM while crossing each other collided at
03.45 AM on 28th January, 2017 outside the Kamrajar harbour,
Chennai. The Oil Tanker, M.T. DAWN KANCHIPURAM, which was
carrying 32,813 Tonnes of POL, suffered a rupture which led to
engine oil spill (Not the POL being carried as cargo). There was
no casualty or injury to the crew members.
Kamarajar Port immediately deployed oil boom around the
vessel after bringing it to a safe location at 07.00 AM on 28th
January, 2017 to contain seepage if any. No further seepage
was discovered. The situation was closely monitored by top
officials of the Port from the time of accident and the required
assistance was rendered to both vessels. Since the oil tanker
M.T. Kanchipuram was loaded with a huge amount of POL
cargo, it was critical to ensure that this vessel is safely berthed
and its cargo discharged to obviate the possibility of any further
catastrophic accident and a major oil spill.
Immediate steps were taken to assess the damage to the
vessel. The diving team of Kamarajar Port carried out under-
water inspections. The port officials consulted the respective
Classification Societies and DG Shipping officials carried
8 M a rine E n gi n e e rs Revi e w ( In d i a )
out inspection of the vessels internally and externally. After
examining the stability of the vessel, it was decided to berth the
M.T. Kanchipuram at the port to immediately discharge cargo
to prevent any further environmental damage. The Kamarajar
Port carefully brought this vessel to the port which was a very
challenging task since the main engine of the vessel was not in
operation and the berthing movement had to be carried out as a
cold move. This major step averted the possibility of a major oil
spill disaster. Vessel completely discharged the POL cargo.
The National Oil Spill Disaster Contingency Plan has provided
the responsibility zones. Port is responsible for responding to
an oil spill within the port area, the Coast Guard is responsible
for acting as the Central Coordinating Agency for combating
oil pollution in the maritime zone and the State Governments
are responsible for shore line response. Equipment required to
handle Tier-1 Oil Spill Response was available with the Kamarajar
Port and was deployed.
The Coast Guard was informed by 6.15 AM on 28.01.2017
soon after the collision of the incident by the Kamarajar Port. The
Coast Guard deployed their ships and helicopters by 07.15 AM on
the same date to survey and keep a watch on the oil spill.
w w w.im a re .in | M a rch 2017
Experience entails that spills of persistent oils, whether from cargo carried on tankers or bunker fuel used by
ships are among the most difficult to combat. Due to their viscous nature, it leads to prolonged persistence
in the marine environment, have the potential to cause widespread contamination of sensitive environmental
and economic resources. Through this paper the author intends to raise awareness about impact of spills,
cleanup & restoration efforts required to combat Oil Spills. Lessons needs to be learnt from past and recent
spillsto adopt an informed approach for the selection of effective response techniques, equipment and
personnel, for the development of improved spill response management and contingency planning.

Preface
Oil and chemical spills threaten Life,
Property, and the Environment. Spills into
our coastal waters, whether accidental
or intentional, can harm people and the
environment and substantially disrupt
marine transportation with potential
widespread economic impacts.
The sheer scale of incidents like Oil
Spill are so daunting & challenging that
we need to collectively push frontiers of
cutting edge technology and innovation
that would drive the synergies in planning,
prevention, response, containment and
restoration efforts for such incidents.
While technology, knowledge and
innovation is the need of the hour, there is
a compelling need for capacity building,
human resource development & creation
of a very calibrated and dispersed
awareness.
Preventing spills or incidents
requires solid project planning, design,
implementation and leadership. If a spill
or other unplanned event occurs, we
should have plans and processes in place
to ensure we can respond effectively.
There is an imperative need to conduct
thorough investigations of all significant
incidents to understand the root cause,
share lessons learned and prevent future
incidents.
While we are riding a new wave of
expansive research, innovation and
renewed dedication to advancing
effectiveness in oil spill response
capabilities. It is of even more
significance and importance in Indian
subcontinent because of our large coast
line, vast population & their livelihood
dependence on the marine ecosystem.
In a developing country with a high
growth rate it is imperative that industrial
activity including that in the shipping
industry would increase exponentially in
near future, this along with the drastic
effects of climate change mandate that
we promote awareness of the perils that
incidents like spill could cause on not just
ecology but on human life too.
The Collision of MSC Chitra& M V
Khalijia III in year 2010, at entrance of
Mumbai harbour was an eye opener
for all stakeholders and tested our
preparedness. It had seriously affected
the port operations for many days. This
was followed by un-detected guests,
M V Wisdom & M T Pavit in year 2011,
landing on our national beach. Hence, the
need for a comprehensive Emergency
Response system has been flashed in
various forums by Agencies, Authorities
and the Government.
In the wake of the recent ENNORE Oil
Spill incident, wear yet again reminded of
the fragility of similar eco-sensitive areas

A massive clean-up operation was launched in Tiruvallur,
Chennai and Kancheepuram Districts by engaging more than
2000 persons at various sites including Ernavur, Chennai Fishing
Harbour, Marine Beach, Besant Nagar, Kottivakkam, Palavakkam,
Neelankarai and Injambakkam beaches. The Coast Guard has
been coordinating the cleaning operations jointly with personnel
from the Chennai Port and Kamarajar Port, the State Government
and its agencies, Indian Oil Corporation, NGOs, Cadet Trainees
from maritime educational institutions, student volunteers
and fishermen. Groups were formed and cleaning work was
undertaken at different places of the shoreline.
Shri Pon. Radhakrishnan Minister of State for Shipping visited
the accident site on 30th January, 2017 and inspected the area
where the vessels were anchored and gave directions to the
Kamarajar Port to keep a close watch on the situation. Additional
Secretary, Ministry of Petroleum & Natural Gas; Joint Secretary
(Ports), Ministry of Shipping, Chief Surveyor to the Govt of India
and Additional D.G. Shipping carried out an on the spot inspection
of the affected areas and to coordinate and review the oil spillage
cleaning operations. They also met the Chief Secretary, Govt. of
Tamil Nadu who also held review meetings for monitoring the
remedial measures being taken.
The Chennai Port and Kamarajar Port have set up information
Control Rooms. Kamarajar Port has Tier-I Oil Spill Response
Equipment, which was deployed by the Port. National Centre
for Sustainable Coastal Management, an autonomous centre of
MoEF & CC, has been engaged by Kamarajar Port to study the
impact on the environment.
At Ernavur, which had the maximum drift of sludge, booms
have been deployed along the shore line to contain the oil spread.
More than 1000 people were deployed here with portable pollution
cleaning equipment for shore line cleaning. The required logistics
and equipment support has been provided by the Chennai and
Kamarajar Ports. Sufficient gum boots, gloves, buckets, mugs,
liquid hand wash and drums have been provided to facilitate
manual cleaning. In addition, 3 Super Suckers and submersible
pumps have also been deployed to remove the oil spill. Coast
Guard has also sprayed Oil Spill Dispersants for removal of oil
slick. ICGS Varad with TC-3 and Oil Spill Dispersant (OSD) sailed
out and neutralized remaining Oil slick near Chennai Lighthouse.
The total quantity of spilled oil is reported to be over 100 tons
with the information that till 2nd February, 2017 oil removed was
65 tonnes. In addition, Super Suckers had removed 54 tonnes
which contained 70% water. It is observed that there is a vast
difference between quantity of reported oil spilled and sludge
recovered apparently due to the fact that the oil gets coagulated
and becomes puffy when it is mixed with water, Contd. pg. 14

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oil spill response
in the waters following any causality
leading to spill & the increasing amount
of uncertainty for similar incidents. These
activities damage important habitat
for plants and animals and degrade the
quality of life for people who live near,
work, and recreate in impacted areas.
While everything in place, on paper a
long term marine disaster is unfolding
off Ennore coast with people already
reporting dead fish and turtles. An
estimated oil spill of 20 MT of HFO has
been termed as “National Disaster”,
by the media. This is a glaring concern
on the level of awareness amongst
our society.
Imagine having an incident like Deep
Water Horizon or 1/10th of the magnitude,
it will be a National Catastrophe.
Indian Perspective
Indian Government had approved the
National Oil Spill Disaster Contingency
Plan (NOS-DCP) in November 1993,
designating the Indian Coast Guard as
the Central Coordinating Authority.
In 2015, the Coast Guard
comprehensively revised the NOS-DCP
to meet international standards, setting
up an Online Oil Spill Advisory system
that places India “amongst a select
list of countries that have indigenously
10 M a rine E n gi n e e rs Revi e w ( In d i a )
developed capabilities for prediction
of trajectory of oil spills, mapping of
environmental sensitivities in coastal
zones, deployment of aerial dispersant
spray system and facilitating the regional
oil spill contingency plans”.
The same year, India had ratified
the International Convention on Civil
Liability for Bunker Oil Pollution Damage,
2001 (Bunker Convention) which
ensures adequate, prompt, and effective
compensation for damage caused by
oil spills.
The Ministry of Defense is the
Administrative Ministry for implementing
the plan and for coordinating with other
ministries. The Ministry of Home Affairs
is the focal point for any disasters at
sea. Other ministries, oil companies, port
authorities and maritime states are also
stakeholders in the Plan.
There are three response centres: - In
Mumbai, Chennai and Port Blair, each with
qualified personnel and a well-stocked
inventory of response equipment. Limited
capabilities exist with the Coast Guard at
Kochi and Vadinar on the west coast.
Oil handling facilities and offshore
installations would be expected to handle
Tier 1 incidents and respond to spills in
their designated area. However, the Coast
Guard would take over the operation if
the spill were beyond the capability of the
facility concerned or where the response
capability has not been developed.
Outside of oil handling facilities and
offshore installations, all spills are
handled by the Coast Guard. The Coast
Guard would coordinate with various
resource agencies during a response, as
laid out in the NOSDCP.
Beach and shoreline clean-up is
allocated to the pollution control boards
of respective coastal states and the port
authorities in port areas. The Coast Guard
would provide assistance as required.
Since 2011, in collaboration with
Ministry of Shipping, ONGC & Indian
Coast Guard, Oil Spill India (OSI) — an
international forum on oil spill prevention,
preparedness, response and restoration
systems has been showcasing the best
practices, technologies and experiences
on oil spill management. Their 2016
Mumbai summit focused on the theme
of “Commitment, Synergy, Excellence”.
Fate of Oil Spills
When oil is spilled at sea it normally
spreads out and moves on the sea
surface with wind and current while
undergoing a number of chemical and
physical changes. These processes
are collectively termed weathering and
w w w.im a re .in | M a rch 2017
determine the fate of the oil.
Some of these processes, like natural
dispersion of the oil into the water, lead to
the removal of the oil from the sea surface,
and facilitate its natural breakdown in the
marine environment.
Others, particularly the formation of
water-in-oil emulsions, cause the oil to
become more persistent, and remain
at sea or on the shoreline for prolonged
periods of time.
The speed and relative importance of
the processes depend on factors such as
the quantity spilled, the oil’s initial physical
and chemical characteristics, weather
and sea conditions and whether the oil
remains at sea or is washed ashore.
Ultimately, the marine environment
usually eliminates spilled oil through the
long-term process of biodegradation.
A number of models are available for
predicting the trajectory and weathering
of oil spills at sea.
These can serve as a useful guide to
understanding how a particular oil is likely
to behave and help in assessing the scale
of the impact which a spill might cause.
Severity of Spills
The following determine the severity of
spills;
• What got spilled?
www.im are.in | Ma rch 2 0 1 7
• Where will it go and what will it hit?
• What damage will it cause and
how can the effects of the spill be
reduced?
Various factors determine the severity
(and cost) of an oil spill, including
the type of oil; amount spilled; rate
of spillage; physical, biological and
economic characteristics of the spill
location weather and sea conditions; and
efficiency of cleanup. Of these factors
one of the most significant is the type of
oil, with heavy fuel oils being amongst the
most problematical because of their high
viscosity, which is more pronounced in
cold waters and in winter months.
This means that they do not readily
dissipate or degrade naturally, and are
thus highly persistent. Heavy crude oils
and emulsified lighter crudes may also
be highly persistent and many of the
observations made in this review may
therefore apply more widely than to
just heavy fuel oils. Spills of heavy fuel
oils have the potential to travel great
distances from the original spill location
and to cause widespread contamination
of coastlines and sensitive resources.
An oil slick causes damage through
physical contact, ingestion, inhalation and
absorption. It contaminates planktons,
Ma rine E ngineers R ev iew (India)
which in turn contaminate all who feed on
them. Oil can kill eggs and larva. Exposure
in adult fish leads to reduced growth,
changes in heart and respiration rates, fin
erosion and reproduction damage.
Toxic effects of oil can also kill larger
animals. Sea turtles are vulnerable when
they swim to shore for nesting. Birds that
float on water get oiled and lose the ability
to fly or dive. They also ingest or inhale oil
on their feathers while grooming, causing
immediate death or organ damage. Oil
also hampers the water repellency of
feather and fur, leading to hypothermia in
birds or sea others.
Response & Containment
Oil spills can be extremely hazardous
and environmentally threatening, and
need to be contained and cleaned as
soon as possible. Immediate efforts
should be made to stabilize the damaged
vessel, isolate the oil, and prevent further
damage to the coastline. Every second
counts !!
Spill should be essentially contained
at sea. If it reaches the coastline, the
cleanup operations & efforts increase
multifold. The first action if the spill
embraces the coastline is to cordon off
the area, to prevent general public to
11
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come in contact with it.
People who clean up the spill are
more at risk. Problems could include skin
and eye irritation, boils, neurologic and
breathing problems, and stress. Long
term exposure without adequate PPE
may lead to organ failures or cancer.
Personal protective equipment must
be donned before entering the sight of
spill. This includes specialized Apron or
splash suits for protection of body from
head to toe. Rubber gloves, hard hat,
eye protection, rubber boots, respirators
with air filters must be donned by spill
responders. Any kind of body contact with
body must be avoided. Decontamination
after cleanup operation is a must.
The most notorious oil spill in history
was the Exxon Valdez catastrophe
in 1989, which changed the outlook
towards Oil Spill Response.
This disastrous oil spill released 11
million gallons (more than 41 million
liters) of crude oil into the Prince William
Sound in Alaska, and largely served as a
wake-up call to the detrimental effects of
oil spills on the ecosystem.
Spill Response Techniques
As oil spill, it floats on water and
prevents sunlight to pass through it.
The shiny substance that appears on
the top layer of water is nothing but oil
which makes it difficult for plants and
sea animals to survive. Cleaning up of oil
spill is no easy task. Various factors need
to be considered before carrying out
operations. Some of them being amount
of oil spilled, temperature of water, type
of beaches and many more.
Once oil is spilled at sea, it will
naturally spread, fragment and disperse
under the influence of wind, waves and
currents. For spills in coastal waters, the
oil will often drift towards the shore and
become stranded due to the action of
waves and tides. In order to contain the
oil at the spill site, recover the oil floating
on the sea and clean-up any oil that
might become stranded on the shore,
there are a variety of techniques that can
be employed.
The prevailing weather and sea
conditions, the characteristics of the
oiled shoreline and the nature of the oil
can all combine to pose challenges to
any clean-up operation.
A number of advanced response
mechanisms are available for controlling
oil spills and minimizing their impacts on
www.im are.in | Ma rch 2 0 1 7
human health and the environment.
Damage to spill-contaminated shorelines
and dangers to other threatened areas can
be reduced by timely and proper use of
containment and recovery equipment. The
following techniques may be used during an
oil spill:
Mechanical containment or recovery is the
primary line of defense against oil spills.
Containment and recovery equipment
includes a variety of booms, barriers, and
skimmers, as well as natural and synthetic
sorbent materials. Mechanical containment
is used to capture and store the spilled oil
until it can be disposed of properly.
Chemical and biological methods can
be used in conjunction with mechanical
means for containing and cleaning up
oil spills. Dispersing agents and gelling
agents are most useful in helping to keep
oil from reaching shorelines and other
sensitive habitats. Biological agents have
the potential to assist recovery in sensitive
areas such as shorelines, marshes, and
wetlands. ICG establishes the process for
authorizing the use of dispersants and
other chemical response agents.
Physical methods are used to clean up
shorelines. Natural processes such as
evaporation, oxidation, and biodegradation
can start the cleanup process, but are
generally too slow to provide adequate
environmental recovery.
Physical methods such as wiping with
sorbent materials, pressure washing, and
raking and bulldozing can be used to assist
these natural processes.
Ma rine E ngineers R ev iew (India)
At-Sea Response
Several options are available to respond
to oil at sea and can be considered in
three broad strategies; containment and
recovery, in-situ burning and dispersant
application. The selection of the most
appropriate strategy will depend on
many factors, including; the response
resources available, the national and local
regulations on oil spill response, the spill
scenario and the physical and ecological
characteristics of the area impacted by
the spill.
Shoreline Clean-Up and Response
The majority of ship-source oil spills
occur close to the coast and, as a result,
many spills result in contamination of
shorelines.
Oil reaching stranding on the shore
can cause significant environmental
and economic impacts and may also
largely determine the political and public
perception of the scale of the incident, as
well as the over costs. When oil does reach
the shoreline, considerable effort may be
required to clean the affected areas.
It is therefore essential that
comprehensive and well-rehearsed
arrangements for shoreline clean-
up are included in contingency plans.
The techniques available for shoreline
clean-up are relatively straightforward
and do not normally require specialised
equipment. However, inappropriate
techniques and poor organisation can
aggravate the impacts caused by the oil
itself.
Those who have been trained in spill
response are familiar with the limitations
13
oil spill response
of clean-up of all types of oil at sea,
and will also appreciate the additional
limitations that heavy fuel oils impose
on spill response measures. However,
unrealistic expectations of what may
be achieved by clean-up attempts
at sea remain widespread amongst
non-specialists. Targeted training and
education would serve to dispel some of
the prevailing misconceptions, thereby
reducing wasted effort on futile activity
forced upon responders by influential
parties with a legitimate interest but a
poor grasp of the subject.
The in-situ burning of spilled oil is
not a realistic option for most spills of
heavy fuel oils in view of the low level of
volatile components required to sustain
combustion. In addition, it is likely that
the residue from attempts to burn heavy
fuel oil would sink, thereby posing a risk
to sea bed communities and fishing
activity, particularly trawling.
Skimming devices must be able to
handle highly viscous or solidifying oil
that can often have floating debris incor-
porated. This rules out the use of skim-
mers designed for light and medium oils.
Oil which has sunk in open waters is
unlikely to be recoverable, because of
wave action, water depth or the scattered
distribution of the oil on the sea bed.
Despite the sluggish response of the
concerned authorities, it may not be still
too late for significant damage control.
There are several technologies for
containment and removal that depend
on the nature of the spill and prevailing
natural conditions. The use of different
types of booms, skimmer boats and
aerial dispersants have been proved
effective.
Disposal
The transport, segregation and final
disposal of waste generated during
oil spill cleanup isfrequently a major
challenge, both in terms of the nature of
the waste and often because of the large
quantities involved.
Empirical observations reveal that a
ton of oil on a beach usually generates
about 10 ton of oily waste during beach
cleaning.Ideally, wastes should be
segregated to allow the option of dealing
with different materials in different ways.
For example, bulk oil can often be
recycled, oily seaweed composted, oily
sand stabilised and land-filled, and oily
plastic sheeting, bags and protective
14 M a rine E n gi n e e rs Revi e w ( In d i a )
clothing incinerated.
Conclude
There is a persistent threat to Indian
waters particularly on the west coast,
due to high volume of oil exploration
activities at Mumbai High compounded
by converging Marine traffic (from
Gulf & Singapore), hugging south west
coast, carrying millions of tons of oil &
hazardous materials, which could create
man-made oil spills. Any such incident
may create a catastrophic situation.
Efforts should be focused on
enhancing operational & awareness skills
of seafarers, while emphasising their role
in maintaining Clean seas.
As a country we are still at a nascent
stage. Although we are very good on
paper but we have been exposed in real
time response. Think it is a continuous
learning process. We have the latest
equipment and technology in place,
somehow we need to maintain and
operate them frequently to ensure that
they will not fail upon us when we need
them. Real time drills should be practiced
by all concerned on monthly basis rather
than conducting table top drills 6 monthly
or annually.
Without practicing in real live
scenario, we will keep falling short on
actual response. Table top exercises
looks excellent on paper, record keeping
purposes, however, live simulation drills
every month is the need of the hour until
both the front runners and the standby
team is made fully aware of the response
procedures.
There is an imperative need for
capacity building, training of human
resource & most importantly building
awareness amongst all stakeholders.
In order to enhance preparedness at
National Level, all stakeholders need to
come together and address the glaring
concerns. It is extremely crucial that there
is mass dissemination of the information
& awareness be created since the same
is at a discount.
The dynamics at sea can only be
appreciated and understood by people
who put their feet in the water practice
and practice. Until we train, train and
retrain we may never achieve perfection.
It would be better to forearmed & fore-
warned!!
The author is Global Brand Ambassador &
Co Chairman, Oil Spill India 2016. He is the
Founder Director – GOL Salvage Services.
Chennai Collision... contd. from pg. 9
sand etc. More than 90% of the work
has been completed and most of
the residual work is expected to be
completed in a couple of days.
Chennai Port and State Govt.
have organized medical camps from
31st January, 2017 at Ernavoor and
Kasimedu fisheries harbour.The
Indian Oil Corporation has provided
special bio-remediation material
for treatment of the collected oil
sludge for its safe disposal. HPCL
has arranged for Trailers and
manpower for transporting collected
sludge to Kamarajar Port area for
bioremediation treatment under
the expert guidance of IOC R&D
experts where 2000 Sq.M. pit has
been created for the purpose. The
bioremediation will be undertaken by
IOCL under supervision of Tamil Nadu
Pollution Control Board which will be
completed within six to eight weeks
The Coast Guard ship and
helicopters are carrying out regular
sorties for continuous monitoring of
oil slick. If oil spillage accumulation
is spotted anywhere, manpower and
material under the overall supervision
of Coast Guard will be deployed.
Directorate General of Shipping
has instituted a statutory inquiry
under the Merchant Shipping Act to
ascertain the causes and contributory
factors that led to the accident. Both
the ships have been restrained from
leaving the Port. D.G. Shipping is also
holding discussions with the owners
of the ships and the mechanism of
distribution of compensation and
payment of claims by the insurers will
be shortly in place.
The P&I insurers of M.T. DAWN
KANCHIPURAM are in the process
of establishing a local ‘Claims Desk’
and specifying the procedures for
submitting and handling claims. The
representative from the International
Tanker Owners Pollution Federation
Limited (a specialised international
agency on ‘Oil Spill Response’ –
arranged by the owner / P&I insurers
of M.T. DAWN KANCHIPURAM has
also reached Chennai.
(Courtesy BSN )
w w w.im a re .in | M a rch 2017
Methods for Oil Spill
Clean-up at Sea
O
il spills are very dangerous
occurrences for the marine
ecosystem and the very
marine life-forms’ existence
gets threatened. Since exploration of
oil from oceanic resources has become
a must and oil transportation by oil
tankers is a basic necessity, accidental
spills occur which is mostly attributed
to negligence. The importance of
knowing how to and employing
various oil spill clean-up methods is of
utmost importance.
The efficient management of
resources engaged in any clean-up is
vital to the success of the operation.
In deciding which clean-up techniques
are to be used, the management team
have to consider the interests of all
concerned with the various local uses of
the marine environment eg recreation,
tourism, fisheries, industry and marine
conservation. Proper organisation of the
workforce and activities on the shoreline
is also crucial so that the clean-up is
undertaken in the most safe and effective
way possible and that unnecessary
impacts on the environment are avoided.
For any clean-up operation
the successful management and
organisation can be greatly assisted
by a well-designed contingency plan
that incorporates a high degree of local
knowledge and has been prepared by the
agencies, organisations and stakeholders
who are designated and assigned the
clean-up response.
The selection of the most appropriate
clean-up techniques requires a rapid
evaluation of the degree and type
of contamination, together with the
length, nature and accessibility of
the affected area. It is very important
to start containing and removing oil
from the spilled area as quickly as
practicably possible.
There are different methodologies
some primitive and some advanced,
that can be adopted for the purpose of
cleaning up oil spills. Some of the few
important and commonly deployed are
as follows:
Using Oil Booms: Oil booms are a
www.im are.in | Ma rch 2 0 1 7
very popular method of controlling and
limiting oil spills. There are various kinds
of oil booms that have been designed for
various areas where the oil spillage might
occur, leading to a quite thorough oil spill
clean-up.
Using Sorbents: Sorbents are
sponges that are placed on the surface
of the affected spillage area. These
sorbents suck and absorb the oil from the
surface of the water leading to an oil spill
clean-up.
Burning In-situ: In simple terms, this
means burning of the oil on the site where
the spillage has occurred. The burning
has to be done immediately before the
oil spill can spread to a larger area. This
is a rather risky method and needs to be
adapted under extreme controlled and
well monitored conditions.But the most
important disadvantage of such an on-
site burning is that the exhaust that is
released contains toxic particles that can
cause other damages to the oceanic air
in addition to the marine life forms.
Using dispensers: This method
involves using fertilizers to disperse the
oil spillage in the water. Even though the
method sounds and looks unconventional,
it is one of the recommended oil spill
clean-up method. The fertilizers help to
hasten the growth of micro-organisms
which help to diffuse the components of
the oil spilt in the water.
Skimming: As the name suggests,
skimming involves the removal of the oil
spillage with the help of tools(vacuum
trucks, pumps etc) and equipment from
the surface of the water. The most
important aspect to be noted is that only
lighter oils can be separated and removed
from the water in this method of cleaning
up oil spills. This is because the density
of oil is lighter than the density of water.
Using Hot water and huge force: In
this method, hot water is used to push
the oil spilt back into the water with high
force. This is mostly to restrict the spill
from reaching the shore and the beaches.
Further with the help of skimming tools
and other equipment, the oil spill clean-up
operation can be undertaken away from
the shores.
Ma rine E ngineers R ev iew (India)
Using Manual labour: This is most
visible and an easy and apparent but
primitive option. People in the coastal
areas and beaches can help to accelerate
such oil spill clean-up operation. By using
simple tools like spades, shovels and
buckets, removing and isolating the area
affected by oil spillage is possible.
Using Technological aid: By using
cranes and tractors, the oil spillage area
in beaches and coastal areas can be
cleaned.If it is not possible to carry out
the oil spill clean-up operation, there
itself they can be taken to labs and other
equipped areas where the oil spill can
be separated from the sand and other
items generally found in the beaches and
coastal areas.
Using natural methods: The simplest
method of dealing with the oil spill
clean-up operation is to make use and
leave it to the components of nature like
the sun, the wind, the weather and the
tides. The particles of the oil spill in due
course of time depending on the oil type
evaporate because of the constancy of
these elements. This apparently is no
action and is leaving it to the mercies of
the nature to take its own course. The
process is the slowest.
With a variety of methods to choose,
a person’s enthusiasm and optimism to
carry out the enormous oil spill clean-
up task can be sustained. Just like one
makes use of the broom, these methods
are adopted to clean the affected and
problematic areas at a much higher
level. It is to be remembered and kept in
mind that any inappropriate technique
and poor organisation can aggravate the
impacts caused by the oil itself.
It is hoped that since ships, ship
owners, seafarers and the ship managers
are becoming aware of the risks
and problems caused to the oceanic
atmosphere, the requirement of such oil
spill clean-up methods will reduce in the
days to come.
PREVENTION IS BETTER
THAN THE CURE
(Compiled from Networks)
15
16 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017
The 10 worst oil spills in
World history
1. The largest oil spill occurred in
Kuwait during the Gulf war on 19
January 1991. It was a deliberate act
by the Iraqi forces as they opened oil
valves to slow down the advance of
American troops. Around 330 million
gallons of oil were spilled on to the
sea, which covered more than 4,000
square km with a 4 inch thick oil slick.
2. The oil spill in the Gulf of Mexico on
22 April 2010, which is known as
the largest accidental spill in history,
released an estimated 210 million
gallons of oil into the ocean. The
spill was caused by the explosion
at the Deepwater Horizon oil rig in
the Gulf region. The oil continuously
flowed for over 85 days until it
was capped on 15 July 2010. The
massive oil spill left 572 miles of
shoreline covered with oil slick and
cost the lives of thousands of birds
and marine creatures. Experts have
stated that this oil spill will have long
term environmental impact.
3. Oil well Ixtoc 1 in the Bay of
Campeche in Mexico exploded due
to pressure build-up in June 1979,
releasing 140 million gallons into
the sea for ten months. The spilled
oil covered the area of 1100 square
miles and caused severe damage to
marine life.
4. The explosion of Atlantic Empress,
which was the result of the collision
of two full super-tankers off the coast
of Tobago in the Caribbean Sea ranks
as number 4 in our list. The accident
released 88.3 million gallons of oil
to the ocean. It also damaged both
ships, and caused one of the tankers
to explode claiming the lives of 26
crew members.
5. The massive Nowruz oil field spill in
the Persian gulf of Iran took place on
10 February 1983. The spill occurred
when an oil tanker crashed into the
Nowruz field platform during the war
between Iran and Iraq, damaging the
oil field underneath and releasing
over 80 million gallons of crude oil
to the sea. The spill continued for 7
months and leaked approximately
1,500 barrels of oil per day.
6. The explosion of ABT Summer
tanker in 1991 off the coast of
Angola, spilled 80 million gallons
of oil into the ocean, causing oil
slick that covered the area over 80
square miles. The tanker burned for
three days before sinking; however
the oil was broken up by high seas,
therefore causing relatively small
environmental damage.
7. The Kovla River oil spill which took
place on 6 August 1983 in Russia
was caused by the poor maintenance
of the pipeline. This resulted in
the release of 84 million gallons
of fuel. The dike containing the oil
had collapsed due to cold weather
conditions, causing the oil to spread
across 170 acres of streams, bogs
and marshes, destroying the whole
ecosystem.
8. Tanker Amoco Cadiz ran aground
off the coast of Brittany, France, in
1978, spilling 68.7 million gallons of
oil. The accident was caused by the
failure to steer the vessel during a
severe storm. The oil was spilled into
the English Channel, claiming the
lives of hundreds of thousands of
marine creatures.
9. Explosion of the M/T Haven tanker
off the coast of Italy on 11 April
1991 killed six people and leaked 45
million gallons of oil for 12 years. The
reason for the explosion was thought
to be the ship’s lack of maintenance.
The oil spill caused severe damages
to the marine life.
10. The Torrey Canyon oil spill near Scilly
Isles (UK) occurred on 18 March
1967. The supertanker collided with a
reef off the coast of Cornwall, spilling
around 36 million gallons of oil into
the sea. The spill polluted 180 miles
of coastland and the oil slick expand-
ed for over 270 nautical miles, killing
more than 15,000 birds and damag-
ing marine life in the whole region.
(Exxon Valdez is not among the top ten !)
(Compiled from network)

Exxon Valdez Oil Spill

At 9:12 PM on March 23, 1989, the Exxon Valdez departed
from Prince William Sound, Alaska, with several people in
charge of the ship. The pilot, captain and the helmsmen
all were responsible to steer the 986-foot ship—carrying
53,094,510 gallons of oil—through the Valdez Narrows.
That night, the Exxon Valdez came across icebergs, so
the captain ordered the helmsmen to turn the ship out of the
shipping lanes and around the icebergs. Specific instructions
were given which apparently were not followed to the tee
and at 12:04 AM on March 24, the Exxon Valdez ran aground
on Bligh Reef, spilling 10.8 million gallons of oil into Prince
William Sound. This till date remains one of the largest spills
in USA killing thousands of seabirds, sea otters, harbour
seals and billions of salmon and herring eggs.
It was unclear who was at fault, but it was likely some
type of human error. Later investigations charged the
captain with negligent discharge of oil. He was ordered
to pay a $50,000 fine and give 1000 hours of community
service. Exxon reportedly paid $2.1 billion to clean up the
spill. The Exxon Valdez was repaired and renamed the Sea
River Mediterranean but was prohibited from entering Prince
William Sound. Series of new names and bad luck continued
to follow this ship, until it was finally sold for scrap in 2011
and was recycled in 2012 at Alang Gujarat.

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 Always ahead
ADVERTISEMENT
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Flexibility

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India Representative for
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email: oceanic@lukoil.com

18 M a rine E n gi n e e rs R evi e w ( In d i a ) ww
w w w.im a re .in | M a rch 2017
 PROPULSIOn

COMBINED GAS, ELECTRIC

& STEAM PROPULSIOn
– Gautam Sen

INTRODUCTION
The development of ship propulsion in
the aspect of ship economical operation,
environment protection and propulsion
efficiency (Triple E – Economy,
Environment, Efficiency) is the standard
of contemporary shipbuilding. The
standard is based on use of most modern
design of engines, deep waste heat
utilisation in engine rooms and efficient
operation of ships.
For a large number of today’s
passenger and cruise ships, diesel-
electric propulsion was selected as
optimal solution.On the other hand,
various combined propulsion systems
are developing rapidly and they have a
goal to reduce the share of diesel-electric
propulsion on these types of ships.
COGES (Combined Gas, Electric &
Steam) propulsion system is one of the
potential options which must be taken
into consideration during selection of
ship propulsion. Some of its features and
characteristics are significantly better in
comparison to diesel-electric propulsion
as stated here-under.
no need to fire-up auxiliary boilers.
• This is an important aspect in
calculating total fuel consumption
and overall emissions (prime movers
plus boilers). Attention must be
paid on the choice of steam-cycle
details, such as boilers, condensers
and type of cycle (condensing or
back-pressure) in order to design an
economically optimal plant.
GENERAL ADVANTAGES OF COGES
• The general advantage of combined
cycles with electric transmission
is that they allow the adaptation of
high-speed turning turbines to the
slow turning propellers without the
need of a heavy reduction gear.
• In addition, with all the generators
supplying power to a common
distribution system, one prime
mover can easily provide power to
two or more shafts and ship service.
• Another advantage of combined
cycles with electric transmission
is that the location of the main
engine is less constrained compared
with designs featuring a direct
transmission between the engine
and the propeller.
Further improvement can be achieved
if prime mover is more compact and the
engine room use less space so additional
passenger cabins or cargo holds could be
accommodated.

SYSTEM OVERVIEW
• COGES propulsion system is based
on electric propulsion motors and
alternators driven by both gas
turbines and steam turbine(s). Heat
recovery steam generators are fitted
in the gas turbine exhaust lines and
generated superheated steam (at
approximately 30 bar) is led to a
steam turbo-alternator.
• COGES completely change
the properties of conventional
propulsion system, whereas gas
turbine efficiency decreases at low
load, the steam turbine recovers the
loss of power. The result is constant
fuel consumption over a wide
operational range.
• Heat for ship’s services is taken
directly from the steam turbine
extraction or at the steam turbine
exhaust and thus there is normally

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 19

PROPULSIOn
turbogenerator (2, 4). Electric power
supplies electric motor 5 driving
shippropeller 7 and ship electric network
(11). Gas turbine 1 exhaust gases are
used for steam generating in waste heat
boiler 3 (HRSG i.e. Heat Recovery Steam
Generator). The steam drives steam
turbine 2 and is used for ship heating
purposes (12).

FUEL USED IN COGES TYPE

PROPULSION PLANTS
Comparison of harmful substances in
POLLUTANT EMISSIONS COMPARISON exhaust gases of same power diesel
engines fuelled with heavy fuel oil and
Propulsion system NOx (g/kWh) SOx CO2 (g/ Particulates natural gas are shown below.If the
(g/kWh) kWh) (g/kWh) emission from diesel engine burning
Steam turbine 1 11 950 2.5 heavy fuel oil is assumed 100% then the
(50% BOG, 50% emission from engine burning natural
HFO)
gas is reduced to: for carbon dioxide
Slow-speed diesel 17 7.7 580 0.5
75%, for nitrogen oxides 15%, for sulphur
(HFO with 2%
sulphur) oxides 0% and for solid particles 0%.
Application of natural gas makes
Medium-speed 1.3 0.5 445 0.05
diesel (BOG) possible to avoid these inconveniences
because natural gas does not contain
Medium-speed 12 7.7 612 0.4
diesel (HFO with sulphur. Additionally natural gas has 25%
2% sulphur) higher calorific value than heavy fuel oil
Medium-speed 12.5 2.0 620 0.04 (natural gas 52 MJ/kg, heavy fuel oil 41
diesel (MDO) MJ/kg) and market price of natural gas
COGES (BOG) 2.5 0 480 0.01 is lower than low sulphur fuel oil. Lower
consumption of high calorific value fuel
minimises carbon dioxide emission to
atmosphere.

EFFICIENCY OF COGES TYPE

COGES TYPE COMBINED TURBO-
ELECTRIC PROPULSION SYSTEM
Marine combined COGES type propulsion
system (Combined Gas Turbine and
Steam Turbine Electric Drive System)
consists in electric ship propulsion
where electric energy is delivered by
thermodynamically connected gas and
steamTurbo-generators. Thermodynamic
connection of gas turbine and steam
turbine results inconsiderable increase
of whole propulsion plant efficiency by
utilisation of gas turbine exhaust gases
energy.
An example of COGES propulsion system
is shown.
COGES TYPE PROPULSION PLANT
Ship electric power station consists of
gas turbogenerator (1, 4) and steam
PROPULSION PLANT
Efficiency of COGES propulsion plant
depends on gas turbine exhaust gases
energy utilisation rate. Energy of
exhaust gases is used for generation
of steamdriving steam turbogenerator.
The power of propulsion plant depends
on ship deadweight and sailing speed.
For example it is 25/50 MW for ship
of120000/150000 DWT.
Results of efficiency analysis for
COGES propulsion plant (total power
49 MW) consisting of two gas turbine
generators and one steam turbine
generator are shown below. Efficiency
depends on power distribution between
gas and steam turbines. (Details in
chart below).High rate of exhaust
gases utilisation results in higher
steam generation allow achievement of
efficiency equal and even higher than
the same of diesel engine (now for
diesel engine about 50 - 55%). Analysis
carried out appoint possibility of about
60% efficiency of marine COGES

20 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017

propulsion plants.
Nowadays, shore power stations
working in COGES system with
constant load achieve efficiency of 60%.
Competitive in efficiency can be diesel
engine connected with steam turbine
driven by steam generated in waste heat
boiler but under condition that diesel
engine burns heavy fuel oil and COGES
system is fed with marine diesel oil. If
natural gas is applied the competition is
won by COGES system.

TYPICAL COMBINED GAS ELECTRIC

&STEAM PROPULSION SYSTEM
Influence of power distribution between
gas turbines and steam turbine on fuel
consumption and efficiency for COGES
propulsion system using natural gas is
shown.
Gas turbine performs the highest
efficiency in the range of full load. For
partial load the efficiency of gas turbine
considerably drops. During ship operation
the partial load of main propulsion plant
is frequent. COGES propulsion plant can
be designed in the way to obtain high
efficiency also at partial load. Power of 2) Small COGES footprint and low no boiling!
gasturbines is to be properly diversified. weight mean arrangement flexibility Flexible cycle … integrates with diesel or
For example if total power of the plant is and increased cargo capacity gas turbine
49MW and power distribution between 3) Gas turbine volume and power Compact, closed loop system … minimal
gas turbines and steam turbine 70/30the density can yield up to 10 % more O&M
power of gas turbines can be 22MW,12 cargo volume, >30% more than Competitive thermal-to-electric power
MW and 14MW respectively. This way low speed diesel & dual fuel diesel conversion efficiency … typically lower
three combinations of propulsion power electric capital
can be executed. At each combination 4) Exhaust energy recovery option - cost vs. steam or Organic Rankine Cycle
gas turbines can operate under full or Safe, non-flammable, non-toxic, non- (ORC) technologies
nearly full load. Such a combination corrosive, thermally stable working fluid
The author is former Director, Marine
increases operational elasticity and Simple, in-stack waste heat exchanger … Department, Kolkata Port Trust.
efficiency of propulsion plant.
Celebrity Cruises Line of Miami, USA
has number of passenger ships like
Celebrity Millenium which run on COGES
IME(I), Kochi
principle carrying 1950 passengers each. The Institute of Marine Engineers (India), Kochi
COGES Plant with Azipod Propulsors
- High manoeuvrability and better
living conditions of people on board VYTTILA, Kochi
(crew, passengers) can be obtained by
conducts DGS approved
application of azipod propulsors. Azipod
propulsors besides ship propulsion MEO Class II Preparatory Course
are very effective steering gear. Use of (4 months)
azipod propulsors eliminate propulsion
shafting, which is the source of hull starts on 1st of every month
vibrations. Fee structure
CONCLUSION
Rs. 30,000/- for the full course
Advantages of COGES over Diesel (10% discount for IMEI members)
Propulsion –
Contact email: imeikochi@gmail.com
1) Design Flexibility: Multiple sources
of electrical power and steam

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PROPULSIOn
Incomplete Propeller Immersion
Risk of propeller shaft
bearing damage
D
NV GL has observed an increasing
trend in reported incidents
involving aft propeller shaft
bearing damages. Most of the damages
reportedly have developed within a short
period of time, typically a few minutes to
an hour, under the respective operating
conditions. This article reflects what is
suspected to be one of the contributory
factors to damages occurring during
operation involving incomplete propeller
immersion. It is recommended that
operators undertake suitable precautions
and respective mitigating measures in
this regard.
Typical damages observed and their
consequences
The observed trend is not specific to a
vessel type. It rather reflects operation
of the affected vessels in areas with
limitations on the draft of the vessel
or loading conditions without suitable
precautionary measures to limit the
RPM/power of the engine.
Typical damages observed involve
wiping of white-metal-based bearing
material in the aft part of the bearing,
indicating a complete or partial loss
of the hydrodynamic oil film under the
Fig. 1
Fig. 2
22 M a rine E n gi n e e rs Revi e w ( In d i a )
Fig. 3 – Typical downward bending moment induced by propeller (incomplete
propeller immersion)
reported operating conditions (Figures
1, 2). Physical contact of the shaft with
the bearing material is reflected by an
elevated bearing temperature and, in
most cases, at an exponential rate of rise.
In an isolated case involving
extended operation beyond the alarm
point (normally 65°C), bearing damage
was even observed with a slower rate
of temperature rise. The reported
damages resulted in expensive and time-
consuming repairs.
Bearing failure may lead to the risk
of total loss or diminishment of main
propulsion function capacity and, in
some cases, may be detrimental to the
propeller shaft in the event of steel-to-
steel contact. In the event of long-term
operation with incomplete propeller
immersion which does not result in an
immediate failure, the risk of fatigue-
related bearing failures arising out of
excessive cyclic loading and associated
shear forces on the bearing will co-exist.
Typical design consideration –
complete propeller immersion
Design criteria regulated by applicable
DNV GL rules cover complete propeller
immersion. Design margins also cater
for some eccentric propeller loading, for
instance, due to an inhomogeneous wake
field and/or operation with the propeller
blade tips in close vicinity of the water
surface.
The shaft alignment philosophy
incorporates an acceptable distribution
of loading on the shaft bearings while
taking into consideration the forces and
associated bending moments induced
by the propeller during operation. The
propeller weight and hydrodynamic forces
influences the angular misalignment
of the shaft in way of the aft bearing
(relative slope) and, subsequently, the
shaft-bearing contact area.
Hydrodynamic lubrication conditions
are predominantly influenced by the RPM,
diameter of the shaft, viscosity of the oil,
the net effective contact area of the shaft
in way of the bearing and the bearing load.
Contact area also regulates the local sur-
face pressure applied on the bearing.
Exceptional operating condition –
incomplete propeller immersion
Operation with incomplete propeller
immersion may induce an excessive
eccentric thrust on the propeller and,
consequently, a downward bending
moment on the shaft. This may result
in exaggerated localized loads (edge
loading) and surface pressure on the
aft bearing arising out of an increased
relative slope and reduced bearing
contact area (Figures 3, 4, 5, 6).
w w w.im a re .in | M a rch 2017
 Localized bearing loads acting on a exponential degree of risk in a partially a dry dock or ballast exchange at sea
diminished contact area, not catered submerged propeller condition. etc., it would be prudent to carry out
for in the design criteria, lead to total or satisfactory design/risk assessment
partial loss of an effective hydrodynamic Recommendations to operators and the respective mitigating
oil film of minimum thickness. Hence, the Operators are recommended to measures.
risk of prospective consequential bearing undertake suitable precautions during
damage co-exists under exceptional operation to ensure complete propeller Such measures may include:
operating conditions with incomplete immersion. • Lower RPM/power
propeller immersion. • Limited steering angles
The additional bending moment This may typically be achieved by a • The use of tugs
generated is a function of the degree of combination of: Other risks arising out of similar
lack of propeller immersion, RPM and • Suitable means of information in the operating conditions, e.g. change in
the power. Elaborating this further, the on-board operating procedures torsional vibration characteristics, also
bending moment is proportional to the • Promoting increased awareness of need to be managed, but are not included
thrust force, which is proportional to the risk involved in this technical article.
the square of the RPM. Consequently, • Defining precautionary measures
increasing RPM introduces an under exceptional conditions to enter Courtesy: www.dnvgl.com

Fig. 4 – Increased relative slope in way of Fig. 5 – Contact pattern in way of the aft
the aft bearing (edge contact) bearing
Fig. 6 – Exponential increase in local
surface pressure

83 & 84 , NEHRU NAGAR , 1ST MAIN ROAD, KOTTIVAKKAM (OMR) ,

ISO 9001:2008 CERTIFIED BY ABS
Chennai – 600041
TEL: 044 – 6455 5336/ 64525336
AOH: 9884042103
E-mail: massa.academychennai@gmail.com
WEBSITE: http://massa-academy-chennai.org
& GRADED A1 (OUTSTANDING ) BY NKK

COMPETENCY COURSES COMMENCEMENT UPGRADATION & COMMENCEMENT FEES

COMPETENCY COURSES COMMENCEMENT FEES MODULAR COURSES
MEO Class I - Preparatory Course1st Jan, 1st Mar, 1st May, 1st
1stJul,
May,1st1st
Sep,July, 1st September 2017 HIGH VOLTAGE SWITCHGEAR
MEO Class I – Preparatory course Rs. 19000 Up-gradation courses for
1st Nov 2nd
&Monday
SAFETY of every
COURSE Rs. 7500 (Ops) &
Engineers (Mgmt & Ops.
month
MEO Class II - Preparatory
MEO Class II – Preparatory course Course 1st of every month 1st of every month
Rs. 29000 Level) (DG Approved) Rs. 16500 (Mgmt))
MEO Class IV – Preparatory
2nd Matescourse
(FG) (Non DG ) Course 1st of every month
15th June, 15th OctRs. 600015th Feb 2018
Up-gradation courses for
2ND Mate (FG) Function course
Function
15th Feb,15th June, 15th Oct
2017,
Rs. 24000 3Starts:
rd
MondayEvery Monday
of every Rs. 10000 (Ops) &
Deck officers (Mgmt & Management level (5 days) -
month Rs. 16500 (Mgmt)
Chief Mate Chief
(FG) – Mate
Phase(FG)
1 Course 15th Mar, 15th June, 15th 15th
- Phase I Course Sept,March,
15th Dec15th Rs. 37500
June, 15th Sept 2017 Ops. Level)
Chief Mate (FG) – Phase 2 Course 15th Jan, 15th Apr, 15th July, 15th Oct Rs. 37500
Fees Rs 18,000/- only
Ship security officer On request Rs. 5000
Chief Mate (FG) - Phase II Course1st Jan, 1st March, 1st May, 1st15th
July,April,
1st 15th July, 15th Oct. STSDSD course Operation level (1 day) - Rs. 2000
On request
Advanced Shipboard Management course Rs. 25000
Advanced Shipboard Management Course Sep, 1st Nov 1st May, 1st July, 1st Sept 2017
Fees Rs 3500/- only

SIMULATOR COURSE COMMENCEMENT

DieselSIMULATOR
Engine Combustion
COURSESGas Monitor Simulator Course 2nd & 4th Monday
COMMENCEMENT Of Every Month
FEES Require Faculty with MEO Class I CoC
PACKAGE COURSES FEES
Diesel engine
Enginecombustion gas monitor
Room Simulator simulator Level2nd
- Management & 4th Monday of every
Course 1stmonth Rs. 10000
& 3rd Monday Of Every Month
Engine Room Simulator – Management level 1st & 3rd Monday of every month Rs. 10000 UPGRADATION & COMMENCEMENT
MEO Class I – Preparatory course + Diesel engine
EngineEngine
Room Room Simulator
Simulator - Operational
– Operational level Level2Course
nd 2ndmonth
& 4 Thursday of every
th & 4th Monday Of Every Month
Rs. 5000 MODULAR COURSES Rs. 29000
combustion gas monitor simulator course
Radar Observers Simulator course (ROSC) 1 Monday of every month
st
Rs. 7500
Radar Observer Simulator Course 1st Monday Of Every Month Upgradation Course 2nd Monday of every
Automatic Radar Plotting Aid Simulator course 3rd Monday of every month Rs. 4500 MEO Class II – Preparatory course + Engine Room
RADAR,Automatic
ARPA, Navigation
RadarSimulator course
Plotting Aid Simulator Course4th Monday of every month Rs. Every
3rd Monday Of 9500 Month for Engineer
Simulator (MGMT & level
– Management month Rs. 35000
Ship manoeuvring simulator & bridge teamwork OPE. LEVEL)
3rd Monday of every month Rs. 15000
Radar,
courseARPA,
(SMS &Navigation
BTW) Simulator Course 4th Monday Of Every Month Chief Mate (FG) – Phase 2 Course + RADAR, ARPA,
Rs. 44000
Liquid cargo handling Simulator course (Oil) 1st & 3rd Monday of every month Rs. 10000 Navigation Simulator
Upgradation coursefor
Course (RANSCO)
3rd Monday of every
Ship Maneuvering Simulator & Bridge Teamwork Course Every Month
Chemical cargo & Ballast water handling Simulator Deck officer (MGMT & month
2nd & 4th Monday of every month Rs. 15000 Advanced Shipboard Management course + Ship
Liquid Cargocourse
Handling Simulator Course (Oil) Course 1st & 3rd Monday Of Every Month manoeuvring simulatorOPE LEVEL)
& bridge teamwork course
Rs. 38000
High voltage safety & switch gear course (Mgmt.
Every Monday Rs. 19000
Chemical Cargo level)
& Ballast water Handling Simulator Course 2nd & 4th Monday Of Every Month ShipSimulator
security course
officer(ROSC)+
/ On request
Radar Observers Automatic
High voltage safety & switch gear course (Ope. Rs. 11000
High Voltage Switchgear Every Monday Rs. 4000 STSDSD
Radar Plotting Course course (ARPA)
Aid Simulator
level) & Safety Course(Mgmt & Ops level) Every Monday/Tuesday

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 23

TEchNOLOGY
COMPUTER APPLICATIONs
ON BOARD A SHIP
– A.K. Mitra
INTRODUCTION
With the advent of a great evolution in
the power electronics domain and the
IT field, a precise and smooth control
of all the operations of a ship is no
longer a dream but within the grasp
at no extra cost. On the contrary, they
provide accuracy with no human error,
man power saving, more efficient and
optimum fuel cost operation. It employs
a micro-processor, which belongs to the
domain of digital electronics, and is a
programmable device which is capable
of performing functions and processor
at the micro level. Several logic circuits,
set of commands and instruction are in
built in a microprocessor.
DISTRIBUTED DIGITAL CONTROL
SYSTEM
• It is a micro processor based
computer oriented Distributed
Digital Control System where all
operations including navigation and
propulsion control of a ship have
Navigational & Voyage Management
24 M a rine E n gi n e e rs Revi e w ( In d i a )
been decentralized and managed
from Field Control Station (FCS);
• FCS placed closed to the equipment,
acquire the data from sensors/
transducers and also sends signals
to Actuators through Remote
Terminal Unit (RTU) by multiplexing
cables;
• The FCS consisting of Processor,
Interface Cards and Power Units,
controls the plant;
• Communication interfaces are
also available for connecting
Programmable Logic Controller and
Data Acquisition Units (DAU) with
FCS
DISTRIBUTED DIGITAL CONTROL
PARAMETERS
• All the FCSs are connected to Data
Highway Bus (V-net) having hot bus
for 100% redundancy; V-net bus
carries live information of all the
machineries;
• Data Highway is connected
to Ethernet Bus through
Communication Gateway Unit
(CGU), for distribution as per
communication protocol;
• Ethernet Bus provides on-line
information to Engine & Deck
Officers through LAN System and
also to Supervisory Computer
system stationed ashore through
V-Sat Antenna;
• V-Net is a 10Mbps real time control
bus which links stations such as
Field Control Station FCS, Human
Interface Station HIS, Bus Converter
BCV & Communication Gateway
Unit CGU;
• Human Interface Station (HIS) is
windows XP open system computer
used for operation & monitoring – it
displays process variables, control
parameters and alarms necessary
for users to quickly grasp the
operating status of the plant;
DISTRIBUTED DIGITAL CONTROL
SYSTEM NETWORK
It is a microprocessor based computer
oriented distributed digital control sys-
tem where all operations including navi-
gation and propulsion controls of a ship
have been decentralized and managed
from Field controller command centres.
All parameters, data and communica-
tions within the ship’s sub – systems are
controlled by decentralized Field control
stations (FCS) with data being acquired,
processed and stored locally for onward
transmission to the command centre.
Sub – systems FCSs acquire the data
from sensors/transducers and also send
signals to actuators through remote
terminal unit by multiplexing cable. The
FCSs controls the plant. Communication
interfaces are also available for connect-
ing Programmable Logic Controller and
Data Acquisition Units with FCS. The
sub – system Field Control stations are
connected to the Data Highway Bus (V
net) having Hot Bus 100% redundancy.
Data highway is connected to Ethernet
w w w.im a re .in | M a rch 2017
bus through Communication Gateway Electronic Navigational Chart (Enc)
Unit for Supervisory Computer System
stationed ashore. The main command
centre Human Machine Interface Station
(HMIS) employs a Windows NT open
system computer for operation and
monitoring.
A simple two –wire link is the solution
for the connection of any number of lo-
cal alarm terminals to the system. These
terminals can be positioned anywhere
on board but are typically fitted in chief
Engineer/2nd Engineer’s Cabins and
other accommodation areas where crew
members can be alerted to any alarm.
These local alarms can be interrogated
by an operator to display the causes of
ECDIS
the alarm as well as reading the status
of any point in the system.
Fibre optic cables are used in case of
large number of data transmission and
to eliminate electromagnetic interfer-
ence.

NAVIGATIONAL & VOYAGE

MANAGEMENT
It provides a clear picture of the ship’s ex-
act position and movement on a large gi-
ant colour electronic nautical chart. FCS
sets the right course and are designed
to adapt to changes with the external in-
fluences on the ships, such as wind and
waves; Steering dynamics also takes
care of the ship’s course due to chang-
es in load, trim, speed and water depth;
Electronic Chart Display & Information
System (ECDIS) is the outcome of it.
ELECTRONIC NAVIGATIONAL
CHART (ENC)
An ENC is a presentation of hydro graph-
ic and navigational information in digital
form. ENC is vector data, which is com-
posed of points, lines and area features
with detailed attributes. From the rela-
tionships between these (points, lines
and areas) and ship’s features (speed,
draft, course etc) , the navigational chart
is drawn for safe navigation.
ELECTRONIC CHART DISPLAY &
INFORMATION SYSTEM (ECDIS)
An Electronic Chart Display and Informa-
tion System (ECDIS) is a computer-based
navigation information system that com-
plies with IMO regulations and can be
used as an alternative to paper nautical
charts. An ECDIS system displays the
information from electronic navigation-
alcharts (ENC) or Digital Nautical Charts
(DNC) and integrates position informa-
tion from position, heading and speed
through water reference systems and
optionally other navigational sensors. It
is possible for an ECDIS system to intel-
ligently detect and alarm the navigator of
possibly dangerous situations.
VOYAGE DATA RECORDER
Like a Black Box in an aeroplane, Voyage
Data Recorder helps investigations and
future safety. It records –
• Vessel position, date and time;
• Speed, heading and depth under
keel;
• Wind speed and direction;
• Rudder Angle, Engine Order,
Watertight door, Mandatory main
alarm status;
• Communication from a dedicated
VHF;
• Bridge Audio;
• Hull Stress Monitoring;
SIMPLIFIED VOYAGE DATA
RECORDER
HULL STRESS MONITORING
The loss of older bulk carriers over
the years is thought to be due to hull
collapsing for the following reasons :
• inadequate initial structural design;
• lack of maintenance;
• severe sea condition;
• faulty cargo loading.
Large vessels, such as tankers, bulk
carriers and container carriers, where
the hull girder stiffeners are relatively low
compared to their size for flexibility, uses
hull monitoring system;
In fact IMO recommends, that all
bulk carriers above 20,000 dwt should
be equipped with hull stress monitoring
system;
A strain gauge monitoring system,
measures the forces, motions and re-
sulting stresses on the ship’s hull caused
by the sea state and loading;
• The sensors within the system
provide information which is
processed and displayed in the
bridge in real time;
• An alarm is given when critical
conditions have occurred or if they
are developing, giving advance
warning, improving safety and
reducing the risk of environmental

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 25

 People-Powering Your Business

DELIVERING QUALITY.
OUR KEY TO SUCCESS.
Our reputation for being one of the most versatile shipping
organisations in the country has now become a harbinger of
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Corporate office Delhi office liaison office (Singapore)

block no. 33, 6th floor, d-84 Himalaya Hosue, 8th floor, ims shipping (pte.) limited
Vaswani mansions 23 kasturba gandhi marg, 31, cantonment road,
dinshawVacha road, churchgate connaught place, singapore – 0897 47
+91 22 4213 6789 new delhi – 110001, india +65 622 4491
mumbai – 400020, india. +91 11 2332 4842 – 45

26 M a rine E n gi n e e rs R evi e w ( In d i a ) ww
w w w.im a re .in | M a rch 2017
 pollution; Simplified Voyage Data Recorder
• Computer also provides advisory
options of further course of action
under such situation for the ship
staff to choose the right one, as they
are the best judge on the spot;

SHIP STABILTY
Computer maintains the ship stability
during heavy seas by load cells fitted at
the bottom of each tank/hold and by
monitoring roll motions;
The Centre of gravity (CG) and Meta-
centric height (GM) are calculated all the
time even during cargo loading and in
case of limiting GM, gives early indica-
tions to the ship staff;
Computer also gives options for im-
proving the GM by suggesting, say, shift-
ing of cargo, altering ballast or draining
of high Settling tanks to DB Tanks to low-
er the CG etc, for the ship staff to choose
the right option under the prevailing situ-
ation.

CARGO HANDLING
In oil tankers – oil level, volume, density,
weight, percentage tank utilization,
inert gas pressure, oxygen content,
temperature and pressure in the tank
and pipeline are monitored;
Automatic operation of cargo pumps
and valves are actuated for efficient car-
go operation;
A mimic panel shows the sectional
views of the ship indicating tank content
with different colours, position of the
valve openings etc, so that a person sit-
ting in front of the computer screen can
have the full information on the progress
of the cargo handling;
PROPULSION CONTROL
For a controllable pitch propeller in a
two stroke slow speed engine or four
stroke medium speed engine, remote
processing units are placed closed to
the machinery components, to control
and optimize the fuel efficiency. Fuel
Lever Position, Propeller Pitch Angle &
Engine Speed are pre-programmed for
optimum engine efficiency.
MAIN ENGINE AND AUXILIARY
MACHINERY CONTROL
ENGINE PERFORMANCE CONTROL
Electronic eye fitted inside the engine,
monitors the engine parameters such
as pressure, temperature and power
developed and controls engine fuel lever features to this system which
as well as propeller pitch for optimum adds extra feathers to its cap as
fuel consumption; far as novelty and reliability are
Engine combustion peak pressure, concerned.
commencement of injection and power The author is a visiting faculty at FOSMA
are monitored by the computer and ac- and MECT.
cordingly electronic governor & fuel
pump timing are adjusted to get the opti-
mum output, keeping all the parameters
within safety limits; APRIL 2017 ISSUE
CONCLUSION
WILL BE “PREVENTION OF AIR
Above all, every system employs dual
network for 100% redundancy, hence im- POLLUTION FROM SHIPS AND
proved safety. THE IMPROVED EFFICIENCY
• Safety is further increased by TECHNOLOGIES”
maximum decentralization of data
acquisition and control function, READERS, PLEASE
local units will function even in case CONTRIBUTE ARTICLES ON
of network failure. THE TOPIC BY 15TH MARCH.
• Pre-indicative alarms under adverse
situation as well as suggestions - EDITOR
for remedial action are additional

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 27

training
“Smart Campus”
The Future of Maritime Training
– Ajit Seshadri
Picture for representation only.
ABSTRACT
This concept note is being given for
evolving a campus at a Maritime Train-
ing Institute – MTI as a “Smart Campus”.
The implementation process starts with
stake holders carrying out an Audit of
Green Assets and Account of the prin-
cipal elements constituting the natural
resources ( NR) and all these are com-
puted.
All NR elements are assessed and
subjected to remediation at the campus
itself to transform the campus into a
Smart Campus with a pre-planned bud-
getary expenses and audit with a pro-
gressive time frame.
Even though most MTIs are environ-
mentally conscious and maintained, a bit
more effort can be afforded proportion-
ately to get more benefits from the na-
ture. It is generally seen that with a ap-
28 M a rine E n gi n e e rs Revi e w ( In d i a )
proximate costing of 5 to 10% of annual
budget, then a lot could be gained by the
MTI in time to come. The gains are esti-
mated to be 2 times the costs afforded
i.e. the gains/ benefits are approximately
15 to 20% of annual budget.
In doing conservancy measures there
are gains both directly and indirectly to
the institutions .The sustainable ap-
proach at each of the campus-sites is
to carry out environmental practices on
main elements - viz. water, waste wa-
ter, management of wastes, greening
of campus, optimization of energy and
building awareness on festival / religious
celebrations and others.
Several mixes of these Green Proj-
ects are executed/ made and duly main-
tained to get the desirable effects and
their gains at the respective campus
sites. Thus after becoming confident
of sustaining the efforts, the projects are
up-scaled and newer ones are added to
suit the varied needs of the Institution.
This creation of green initiatives results
in evolving of Smart- campus holistically
at the Institution itself with tangible and
intangible benefits.
In conclusion, a Smart Campus is
evolved at the institution to sustain
its green initiatives with progressive
gains and benefits accrued on natural
resources and optimization and reuse of
wastes etc.
INTRODUCTION
Under the auspices of the Indian
Government’s pet initiative a few cities
are selected for the “Smart Cities
Mission”. Financial grants are being
offered to states for development of
w w w.im a re .in | M a rch 2017
 progressively year after year by periodi-
Conversion of Wastes for Reuse
using Process of Green Initiative cal green audit and improvements done
Design, Lay-out & On site Implementation at the sites.

Natural Resource Green Audit at a Smart Campus is

collection of assessed data and bio-
remediation of natural resources of six
for ced/directional human nature activity (6) elements as detailed below:-
activity

1. Water- resources viz. ground wa-

wastes / Resource ter- from aquifers, piped- municipal
supply,tanker water. Rain water from up-
stream and at campus and flowing down
Figure 1: Cycle for Conservation of Natural Resources / Remediation of wastes stream, Rain Water Harvesting (RWH)
done , creation of re-use water from
these cities and their infrastructure. On each of the institution. Regular Sustain- waste water ex. sewage, sullage, kitchen,
the ground it is seen to be beneficial ability Audits are carried out with target- others are done. All remedied water is
and needed as the natural resources are ed improvements year after year. re-used and if in excess is contained in
conserved and wastages are recycled in Functioning of MTIs are designed water-bodies and its assets audited, im-
each of the city. for total deliverables to the society for proved year after year. Water is used dur-
Sustainable initiatives are promoted employment and realization of jobs ing dry-summer ones etc..
and efforts are afforded in order that among students. A few MTIs also con-
natural resources are conserved. Efforts duct value added Post- sea training for 2. Solid Waste- Bio wastes segregated
for better energy distribution, commu- Mariners serving in the Industry. There- composted to manure, used for greens
nication mechanism and roadways are fore it would be beneficial for MTIs to & plants. Non bio- wastes are recycled.
propagated in all Smart Cities. All these aspire to become-“Smart Campus”. This Toxic and hazardous wastes are safely
would go a long way in providing better is easily accomplished with efforts made disposed off . Gaseous wastes – Engine
quality of living for citizens living in each
of the cities.
Striking a similarity of individual cit-
ies with Institutes, we can gather that
all the Institute campuses are also sepa-
rate entities and are duly maintained for ANNUAL MEET
providing services to the community.
Academic Institutions deal directly with
the public and deliver the services of
DELHI BRANCH
providing education and professional
The Institute of Marine Engineers (India), Delhi Branch, is
training to students etc. While the Institu-
tions have the moral obligation to impart
having its contributory Annual Dinner.
education, they also groom the com-
Date: 18th March, 2017
munity and inculcate good culture and
custom for better jobs for employment Time: 8 p.m. onwards
and in doing upgrade living standards.
In would be in order to have all academic Venue:
institutions to aspire and become “Smart
Campus” exerting efforts for conserving The Junction, Opposite Aurobindo Market,
usage of natural resources viz. water,
Hauz Khas, New Delhi (500 meters from Indian Oil Building).
wastes, electric- power for energy us-
age. The expenses are economized and Dress Code: Smart Casuals
there is more availability of resources at
lesser costs and expenses at each insti- All mariners are invited and requested to confirm attendance
tution. ASAP to enable us to make proper arrangements. Those
It is also observed that over the years, interested may please contact:
one by one premier educational institu-
tions are exerting efforts to become Ms. Asha – Mobile Number +91 9650426134
more conscious on energy and water
consumption. Environment friendly mea- Office: +91-11-40545397, +91-11-41009760.
sures are also practised so that pollution
The Institute of Marine Engineers (India), Delhi Branch
effects are reduced in their sites. This
also enhances the sustainability level of

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 29

 IMEI - Marine Consultancy services
The Institute of Marine Engineers (India) is empanelling
experts for its marine consultancy services.
 The IMEI will work on commission/ % basis.
 IMEI will allot the work to the consultants and consultants have to make Quotations for the same.
 Consultant may apply to IMEI and scrutiny will be made as per experience in particular field.

Presently the Institute plans to offer the following consultancy services:

1. Consultancy for establishment and implementation of management systems leading to Certification by Certification Body/
authority:
 Quality management in compliance with ISO 9001
 Environment Management in compliance with ISO 14001
 Safety Management in compliance with ISM Code
 Ship and Port facility Security management Code in compliance with ISPS Code
 Carrying out internal audits and issuing reports, related to the above management systems
2. Carrying out Energy Audits – on ships, at port facilities and other marine industry
stablishments – and issuing reports:
3. Carrying out inspections and issuing reports for following:
 Ships (pre-purchase or pre-sale)
 Shipboard equipment, systems and components
 Port Facility equipment, systems and components
 Offshore facility equipment, systems and components
4. Conducting value addition training workshops for marine industry including offshore.
IME (I) members – individuals and organisations - who wish to empanel themselves are requested to write to the IME (I), enclosing
the following details:
For registration please provide the following details:

Membership No.:
Full Name & address:
Industry experience post sea-service:
Present occupation:
Consultancy expertise such as:
 New shipbuilding design / inspection of behalf of owners;
 Pre-ship purchase inspection;
 Supervision and inspection during repairs;
 Inspection & certification of equipment/components/systems;
 Establishing and auditing management systems;
 Any other.

Those members who had previously registered themselves on the panel are requested to re-register for the purpose of up-dation
of the Institute’s data bank.
Please send all details to:
Secretary, Marine Consultancy Services Mr. Uma Shankar Singh - administration@imare.in /using@imare.in
Tel. No. : 022-27701664/27706749
Relevant procedural details, including normal terms and conditions, will be conveyed to you after empanelment.

30 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017

 S. Natural Resource Input Process Green Conserved Resource communities are done.
No. Initiative Smart Output - Sustainability of all green- initiatives
Campus Asset are assessed and corrections are
1. Rain/ storm water RWH – Rain Water Recharge in well/pond done as required for betterment of
Harvesting Sustainability Indicators.
2. Waste water/ sewage STP- Sewage Treatment Co-composting process - Environmental foot-print is
Plant Bio-manure created
assessed on all factors and duly
3. Waste water sullage STP- Sewage Treatment Re-use water for green monitored and controlled.
Plant
- Instructions are afforded as per
4. Solid waste – bio origin Compost/ Soil Co-composting process requirement on STCW Statutory
Treatment
rules / MEPC guidelines etc. As
5. Solid waste – non-bio Recyclers mode/ safe Revenue realized/ re-use regards Energy Conservation, a full-
-disposal
fledged Energy Audit is carried out
6. Air Quality - CO2 / SPM Campus greens/ Lawn/ green cover with awareness on EEDI, EEOI and
landscapes
SEEMP followed on ships.
7. Festival - celebrations Eco-conduct / safe Smart campus evolved - Creation of Smart Campus in an
practices
institution will be capital, resource,
8. Electricity supplied Energy audit/ Revenue saved/ no waste
technology and innovation
conservation
intensive. In the design, planning
Heat Islands, others as planned/audited/ assets realized at SMART Campus at MTIs
and implementation of Smart
Figure 2: Details of Process and Smart Campus Assets - Audit Account Campus, the practices should follow
to nurture the tradition and culture
exhaust, fumes assessed, audited and Guidance for Implementation of Green of the region.
bio-remedied. Audit and Environmental Initiatives for - Smart campus having the prime role
Smart Campus:- of teaching/ training the students
3. Greens- peripheries having trees Faculty, youngsters/ students and sup- should aspire in realizing the
cover with foliage and shrubs. Planned port staff to evolve a team to assist and common social and environmental
spaces with lawns, planters- big, plan out the specifics on the proposal good in marine community.
medium and small, ornamental, terrace done. Implementation is done on project - Specific initiatives at MTIs are
gardens etc. Facility prepared for nursery mode with an aim of making of a Smart planned and progressed for training
with gardeners attention. Horticulture Campus. The job specification is made deliverables with involvement of
concepts, detailing on landscaping, with costing details and budget approval faculty, students and communities.
aesthetic appeals are being done. is sought and executed. References:
Quantity of trees and quality of flora/ An audit assessment of projects is 1. IMO – MSC - Rules and Regulations.
fauna- birds, reptiles, and others are done on the techno- economic basis, 2. MEPC – MARPOL Annexures
audited and maintained. and gains/ benefits are computed. Time 3. STCW - 1995/ 2010 Rules
frame for timely execution is indicated. 4. Green initiatives –
4. Energy Audit - Electricity Supplies Project is done on audit centric mode. www.griha.teri.org
from EB, Captive DG sets, power As per requirement of Marine Industry/
Mr. Ajit Seshadri is visiting Faculty with
generation from renewable energy – DG Shipping regulations, the initiatives School of Maritime Studies, Vels University,
solar and bio-gas etc. Energy audits, are planned and modified. Environmen- Chennai. The views expressed are those of
the Author’s own.
conservancy measures, power usage tal projects are done as per IMO’s MEPC
optimization done. on waste water – Ref. Annex IV of MAR-
POL, Solid wastes/ Garbage as per An-
5. Heat Islands - Assess and Reduce nex V and potable/ drinking water as per
heat island effect at varied locations by WHO- IHR 2005 Rules. For principles and
having soft – paving on ground, lighter practices on campus air quality (Indoor
colors on roofs and walls. Optimize Air and outdoor) - Annex VI is followed and
Conditioning; enhance thermal comfort complied with.
and campus micro-climate zones. Also An Environmental Laboratory cater-
create vent- tunnel drafts in building ing to the needed parameters can be in-
spaces to reduce power bills troduced and progressed with Revisions
and Updates issued reg. IMO Rules etc.
6. Environmental and Community Related pollution and its effects are also
Assets Conduct of religious festivals, made aware to students and others.
functions tolerant to environment are
PLEASE VISIT LINK FOR
planned and maintained on campus GENERAL: LATEST issue OF MER (I)
grounds, month by month. Recreational
and sports/ games grounds
- Student/ Faculty Awareness and
their Participation Programs and www.imare.in
are developed. involvement associated with

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 31

32 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017
 SPECIAL REPORT

Budget proposals...
Adequate coffers to be the key to success
– K Ravichandran

T
he Government has taken several
initiatives on port modernisation,
capacity augmentation,
development of greenfield ports, port-
road-rail connectivity, inland waterways
and coastal shipping under the Sagar
Mala programme. The Union Budget
2017-18 carries forward this momentum
by announcing a slew of measures for the
sector, which will throw up opportunities
for the private sector contractors and
developers.
The Budget has an allocation of
Rs 2,41,387 cr for the Transportation
sector, which includes roads, railways
and shipping. For the shipping ministry projects. As a result, the trade continues On the taxation front, companies
per se, the allocation has gone up to Rs. to prefer ports with well established related to the port sector will benefit from
1,773.0 crore for 2017-18, as against the port connectivity and adequate railway the extension of the carry forward period
revised estimates (RE) of Rs. 1,454.0 rakes. This has resulted in lopsided of MAT credit to 15 years from 10 years
crore for 2016-17. Allocations for some growth patterns with some private ports now, as the profits generated by a majority
of the ongoing projects are as follows: struggling for cargo, even while others of the companies in this sector are back
Sagarmala-Rs 600 cr (vs Rs 406 cr in 16- with good connectivity growing at a ended, which will improve the cash flow
17 RE), Port development - Rs 233 cr (vs robust pace. position of the companies.
Rs 186 cr in 16-17 RE) and grants to the While the measures announced are From the ship owners perspective, the
Inland Water Transport Authority of India- long-term positives for the sector, which recent measures on Inland Waterways and
Rs 303 cr (vs Rs. 362.3 crore in 16-17 RE). will entail significant funding for the Coastal Shipping will throw up significant
Other specific announcements include implementation of the planned initiatives, business opportunities over the medium
a) identification of 2000 km of roads for the actual budgetary provision is nominal. term. Currently, the shipping players
coastal connectivity and b) programme Hence the key to the success of the active in this space are not generating
to implement the development of multi- projects will be getting the private sector meaningful returns on their investments
modal logistics parks and multi-modal to participate in some of the projects by due to inadequate cargo and under utilized
transport solutions by synergising optimally allocating risk and return, thus vessels. Consequently, barring players
investments in railways, roads, waterways enticing the private developers. Moreover, who are active in coastal shipping of POL,
and civil aviation. Currently, many private the Government may also have to further majority of the companies are struggling
sector ports are bogged down by poor allocate resources to carry forward the with high debt. While the incumbents will
rail and road connectivity, with significant proposals, in the absence of which the be the first ones to be benefited from the
delays in the implementation of planned plans will remain on paper. anticipated pick up in cargo, further growth
in fleet will be dependent on addressing
of infrastructural constraints such as
The recent measures on Inland Waterways and Coastal Shipping will last mile connectivity, 24 hour navigation
throw up significant business opportunities over the medium term. facilities, maintenance of adequate draft
Currently, the shipping players active in this space are not generating level and rationalization of tariffs/priority
meaningful returns on their investments due to inadequate cargo and
berthing by the private ports. Moreover,
underutilized vessels. Consequently, barring players who are active in
coastal shipping of POL, majority of the companies are struggling with the players also suffer from several
high debt. While the incumbents will be the first ones to be benefited taxation issues. From the customers
from the anticipated pick up in cargo, further growth in fleet will be perspective, PSUs are expected to play
dependent on addressing of infrastructural constraints such as last mile a critical role in shifting the cargo from
connectivity, 24 hour navigation facilities, maintenance of adequate road/rail to national waterways/coastal
draft level and rationalization of tariffs/priority berthing by the private shipping, especially for bulk commodities
ports. Moreover, the players also suffer from several taxation issues. such as Coal, Fertilisers and Steel. PSUs
with their large logistical requirements,

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 33

are in a better position to demonstrate
the benefits of moving part of the cargo
to national waterways/coastal shipping,
which will encourage the private sector
to follow suit. The industry also faces
some issues in getting adequate long
term funding as the lenders are not
enthused by the weak financial health of
the incumbents active in coastal shipping
and inland waterways. In this regard,
while the recent regulatory measures
will be reassuring, lenders will develop
more confidence only when the operators
are able to demonstrate a sustainable
financial model.
As regards the shipping companies
active in international trade, they are yet
to recover from the long downcycle in
the industry from 2008 onwards. While
the fortunes of the individual segments,
such as tankers, dry bulk, containers
and offshore logistics, showed signs
of revival at various points in time since
2008, they proved to be short lived. Hence
all the segments have been witnessing
significant volatility in charter rates,
forcing only the low leveraged entities
to sustain with the rest defaulting to the
Companies related to the port
sector will benefit from the
extension of the carry forward
period of MAT credit to 15
years from 10 years now, as the
profits generated by a majority
of the companies in this sector
are back ended, which will
improve the cash flow position
of the companies.
lenders and in midst of debt restructuring.
Because of the weak returns and lack
of visibility on the industry revival, many
of the domestic shipping companies
have curtailed their capex on new ships.
Moreover, getting long term funding has
also proved to be a challenge for the
industry, with several international banks
active in ship financing curtailing their
loan book. This has significantly impacted
the order book of domestic ship building
companies, who have also been hit by
high debt levels taken before the industry
downcycle for expansion of ship building
capacities. While the orders from defence
forces have partly alleviated the demand
risk, not all companies have been able
to benefit on this account, because of
stringent qualification criteria adopted by
the buyers. Ship repair is another source
of revenue which some ship building
companies have tapped. However,
significant competition from leading
shipyards in our maritime neighbourhood
results in low conversion of orders.
As a result, the domestic ship building
companies are continuing to be affected
by low yard utilization and weak returns.
In this regard, the proposed
measures by the Government on port
led development offer some ray of
hope for the beleaguered sector. Key
to success will be faster conversion of
plans to execution by allocating sufficient
funds and facilitating faster regulatory
approvals. Moreover the maritime sector
could do with simplification of tariff setting
process for Major Ports and resolution of
ongoing litigations between the private
sector developers and TAMP, which will
send a strong signal in attracting fresh
risk capital.
The author is Group Head – Corporate
Sector Ratings, ICRA Ltd.

The Institute Of Marine Engineers (India)

IMEI HOUSE, Plot No.94, Sector-19, Nerul, Navi Mumbai. Tel.2770 1664, 2770 6749 Telefax: 27711663 (Direct),
Email: training@imare.in. Website: www.imare.in

REGISTRATION OPEN FOR Following DGS APPROVED COURSES

▶ MEO Cl. I (FG) 2 months course commencing on 14th March 2017 and will be followed by
Diesel Engine Gas combustion Simulator course in the same premises
▶ MEO CLASS III (NCV_CEO) UPTO 3000kW – STCW 2010- 2months course – 14th March 2017
▶ MEO Cl. III (NCV_SEO) Part-A - STCW 2010 -2months course - 1st Apr.2017/1st June 2017
▶ MEO Cl. III (NCV_SEO) Part-B - STCW 2010 -4months course - 1st Mar.2017/1st May 2017
▶ Refresher & Up gradation Course for Engineer Officers commencing on 14th Mar.2017
▶ MEO CL. II (FG) – 4 months Prep. Course commencing on 1st August 2017/1st Sept. 2017/1st Oct. 2017/1st
Nov. 2017/1st Dec. 2017
▶ MEO CL. IV (NCV) 4 months Course Commencing on 1st Apr.2017/ 1st June 2017
▶ Security Training for Seafarers with Designated Security Duties – On request
▶ Ship Security Officer Course – On request
▶ MEO Cl. IV(FG) non mandatory course (2months duration) – On request
▶ 2 weeks Induction course for Naval candidates – on request

Note: Payment can be done through the ICICI Bank (IFSC Code: - ICIC0000151) on A/C No.015101031872 in the
name of “The Institute of Marine Engineers (India)” only after confirming the availability of seats.
Please make the payment from saving bank account only not from NRI/NRE account
For enquiries contact on 022-27711663 between 1400 – 1700 hrs.
Features: Experienced Faculty, Air Conditioned Class Rooms, Well-Stocked Library, Individual
Attention; special tutorials for orals

34 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017


Human Element, Training and
Watchkeeping
Sub-Committee on Human Element, Training and Watchkeeping (Htw 4),
Meets - 30 January-3 February 2017
Source: IMO, Flickr
The 4th session of IMO Sub-committee
on Human Element, Training and
Watchkeeping (HTW4), was held at
IMO headquarters in London from 30th
January to 3rd February 2017. Following
is a summary of discussions held.
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 trainers and at institutes
approved by national Administrations.
The Sub-Committee validated the
following model courses:
New courses validated:
• Basic training for ships operating in
polar waters
• Advanced training for ships operating
in polar waters
• Ratings forming part of a watch in a
manned engine-room or designated
to perform duties in a periodically
unmanned engine-room;
• Ratings as able seafarer deck;
Revised model courses validated:
• Engine-Room Simulator (2.07);
• Assessment, Examination and
Certification of Seafarers (3.12);
• Training course for Instructors
(6.09);
• Onboard assessment (1.30);
www.im are.in | Ma rch 2 0 1 7
MARITIME AFFAIRS – IMO
The Sub-Committee also approved
the terms of reference for review or
development for the following draft
model courses, to be reviewed and
validated at HTW 5:
New model courses to be developed:
• Use of Leadership and Managerial
Skill;
• Crisis Management and Human
Behaviour Training;
• Crowd Management Training;
• Passenger safety, cargo safety and
hull integrity training;
• Safety training for personnel
providing direct service to
passengers in passenger spaces;
• Electro-technical Rating.
Revision of model courses:
• Liquefied Natural Gas (LNG) tanker
cargo and ballast-handling simulator
(1.36);
• Advanced Training in Fire-fighting
(2.03);
• Radar, ARPA, Bridge Teamwork
and Search and Rescue – Radar
Navigation at Management Level
(1.08);
• Automatic Identification System
(AIS) (1.34);
• Proficiency in Personal Survival
Techniques (1.19)
Progress with revision of Guidelines on
Ma rine E ngineers R ev iew (India)
Fatigue
Progress was made with the
comprehensive review of the IMO
Guidelines on Fatigue annexed to
guidance on fatigue mitigation and
management (MSC/Circ.1014), which
was issued in 2001.
A working group which met during
the session reviewed the draft revised
introduction and several updated
modules, but it was agreed more time
was needed to complete the task. The
revised guidelines on fatigue will be
further considered at the next session.
Comprehensive review of STCW-F
The comprehensive review of the 1995
STCW-F Convention, which provides
training requirements for fishing vessel
personnel continued. The review aims to
update and revise the treaty, taking into
account the unique nature of the fishing
industry, the fishing working environment
and the need to prevent damage to the
marine environment.
A correspondence group was
established to further the work ahead of
HTW 5.
The review will result in the updating
of the International Convention on
Standards of Training, Certification
and Watchkeeping for Fishing Vessel
Personnel (STCW-F), 1995, which entered
into force in 2012. The treaty sets the
certification and minimum Contd. pg. 36
35
MARITIME AFFAIRS – EU

EU Votes for Deadline for

Shipping Emission
The European Parliament voted in favour
of the inclusion of CO2 emissions from
shipping in the EU Emission Trading
Scheme (ETS) and the establishment of
a maritime climate fund “in the absence
of progress at international level” as from
2023.
Climate change being a global
challenge and shipping being a global
industry, ESPO strongly believes that IMO
is by far the right place to introduce CO2
target and measures to reduce emissions
from shipping in line with the Paris
Agreement.
In that respect, ESPO believes that
the roadmap agreed at the IMO MEPC
meeting last October is a starting point
for the discussions.
On the basis of available scientific
evidence, the IMO needs to strengthen
its efforts and submit an initial reduction
target to the stock-take process of the
Paris Agreement in 2018 accompanied
by short-term measures. By 2023, IMO
should introduce the necessary target
and measures to bend down the CO2
emissions curve.
ESPO believes that a 6-year period
until EU measures are put in place, is
sufficient time for the IMO to discuss
and agree on the necessary target and
measures. 2023 must therefore be seen
as a milestone.
In case this deadline is not met, EU
measures will have to be introduced. It
should however be clear that in case of
an international agreement by 2023, the
EU measures are to be repealed.
“The Paris Agreement has delivered
tremendous results due to the
international cooperation and the active
engagement of developing and developed
countries. As climate change is a global
threat and shipping an international
sector, it’s clear that a regional approach
is not preferable”, says ESPO’s Secretary
General, Isabelle Ryckbost.
“The IMO is by far the right place
to introduce a target and measures
for shipping emissions. The vote in
Parliament should be seen as an
encouragement for a global solution,
given that the foreseen deadline of 2023
is respected. If, however, the IMO will not
deliver an emissions reduction target
and measures to implement it by 2023,
an EU approach seems unavoidable. We
therefore hope that the IMO will speed
up the process and demonstrate the
same level of ambition when addressing
climate change as it did on the global
air pollution cap agreed last October”,
Isabelle added.
Ports, coastal cities and their local
communities are amongst the most
vulnerable to extreme weather conditions
resulting from global warming. Under
the Paris Agreement all countries and
all sectors of the economy need to take
immediate action and to contribute
to keeping the increase of the global
temperature well below 2°C.
The EU and national climate measures
that are currently being developed
to implement the Paris Agreement,
will oblige ports to reduce the carbon
footprint of their land-based activities.
These efforts should be accompanied by
measures covering emissions generated
at sea. The environmental reputation of
the maritime and port sector is at stake.
Last October, IMO MEPC 70 agreed on
a roadmap towards the development of a
comprehensive strategy on the reduction
of GHG emissions from ships. 2018 has
been set as a milestone for defining an
initial IMO strategy. This initial strategy
will allow international shipping to take
part in the first stock-taking meeting
under the Paris Agreement in 2018 where
all national reduction targets will be
tested for being fit for purpose.
This initial strategy would
subsequently be adjusted based on the
analysis of available data, and a revised
strategy envisaged for spring 2023 will
be finally adopted. The roadmap does
not however make any commitment to
setting an initial emissions reduction
target as part of the strategy.
(Source Marine Link)

Human Element... contd. from pg. 35
training requirements for crews of seagoing fishing vessels
of 24 metres in length and above.
The review of the STCW-F Convention is particularly
important since this is the only IMO instrument currently
in force for the fishing industry. The review is expected to
support wider ratification of the Convention.
Interim Guidance for STCW implementation
The Sub-Committee approved a circular giving advice
related to implementation of the 2010 Manila amendments
to the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers (STCW),
clarifying the requirements related to the provision of
documentary evidence for port State control officers and
other third-party inspection regimes; and clarifying the
training requirements for Electronic Chart Display and
Information Systems (ECDIS) required under the STCW
Convention.
The advice will be issued as an STCW.7 circular on Interim
Guidance for Parties, Administrations, port State control
authorities, recognized organizations and other relevant
parties on the requirements of the STCW Convention, 1978,
as amended.
ECDIS
The Sub-Committee finalized the revisions to section E on
ECDIS training of the proposed updated ECDIS – Guidance
for good practice (MSC.1/Circ.1503).

36 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017

 MARITIME AFFAIRS – in brief

HIMT Cadets assist in clean-up

operations
D irector General of Shipping Dr
(Mrs) Malini V Shankar along with
Mr Amitabh Kumar the Additional
Director General of Shipping, Mr Shyam
Barik, Principal officer, MMD, Chennai
and Commdt Sanjay Anchalwar, DDG
(training) visited HIMT College Chennai
on 9th February 2017. DGS thanked and
appreciated the initiative of the cadets of
HIMT who participated in the clean-up
operations of the oil spill that occurred
on 28th January at Chennai subsequent
to the collision of MT BW Maple and MT
Dawn Kanchipuram.
DGS in her address to the students
stated that this type of disaster is very
sad and something that could not be
Dr. (Mrs.) Malini V Shankar, IAS
completely explained through books,
sessions or by simulation. The cadets
who attended the oil clean-up operations
now have first-hand knowledge of such
mishaps and the damage it causes to the
environment. It will teach cadets lessons
so that knowingly they do not allow any
such incident to happen ever again. A
small error can cause immense damage
to the environment.This incident has also
taught the students the essence of team-
work, commitment to the job and the
leadership skills.
CEO Mr. Sanjeev S Vakil and Principal
Mr. C.P Gopinath thanked the visitors for
their appreciation and their encourage-
ment.

World’s First Purpose- Bangladesh

Built LNG Bunkering Vessel inks deal
Delivered with India for
The vessel ENGIE Zeebrugge, belonging The operation of LNG-fueled ships
certification
to the JV “Gas4Sea” of ENGIE, NYK and can result in a reduction of nearly all Bangladesh and India signed an
Mitsubishi Corporation, will load LNG emissions of SOx and particulate matter agreement for certification in
fuel at Fluxys’ LNG terminal in Zeebrug- (PM), compared to ships powered with maritime, industrial survey and in-
ge, where small carriers with capacities conventional fuels. LNG use can also spection in Bangladesh. Mr. Syed
from 2 000 m3 can dock at the recently reduce CO2 emissions by up to 25% and Ariful Islam, director general of
commissioned second jetty.The delivery NOx emissions by more than 80% com- the Department of Shipping and
of the bunker ship comes amid more pared to gasoil.A main challenge in the Mr. Vijay Arora, joint managing
stringent emission regulations for ships. widespread adoption of LNG bunker fuel director of the Indian Registrar of
As from January 2015, regulatory emis- is developing the supply infrastructure to Shipping (IRS), signed the deal on
sion limits for SOx have been reduced support the increasing number of LNG- behalf of their respective sides in
by the International Maritime Organisa- fueled ships that are expected to come Dhaka.
tion (IMO) from 1.0% to 0.1% in so-called into operation. So far LNG-fueled ships The IRS can now certify the
Emission Control Areas. More recently, have been largely dependent on fixed raw materials for shipbuilding
according to a decision by IMO, emission bunker locations or the limited bunkering and oceangoing vessels. Cur-
limits for SOx will be reduced outside the capacity of Truck-to-Ship LNG trailers. rently, companies from France,
ECAs from the current 3.5% to 0.5% as of Germany and Italy certify Ban-
January 2020. Source – gCaptain gladesh’s oceangoing vessels on
shipbuilding, safety and inspec-
tion.The agreement will help fur-
Chabahar Port operational ther grow trade between Bangla-
desh and India as both countries
in March have already signed a Coastal
The strategic port of Chabahar in Iran which is being developed to build a transport- Shipping Agreement to increase
and-trade corridor through Afghanistan giving India an access to global markets is bilateral trade through the coastal
expected to be opened by March. The construction of this port assumes significance areas and reduce time and trans-
as it will allow bypassing the route through Pakistan for accessing markets in Europe portation costs.
and Central Asia and also save on time and cost of doing business. India had in May Source- The Daily Star
2016 signed the historic deal with Iran and Afghanistan.

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 37

 CMC MARITIME ACADEMY - CHENNAI
The Taj, New No. 70, Old No. 29, Block - C, 3 Floor, Ritherdon Road, Vepery,
Chennai - 600 007. Tamil Nadu (INDIA)
Email: admission@cmcacademy.ac.in Phone: 044 42691188 / 42651199 Mob: +91 98436 55985
For Online Booking - Logon to www.cmcacademy.in
For Admission of Any Course or Fresh Recruitments, Please Contact: 0422 7172000
You may also contact Chennai Campus: 044 42691188 / 42651199 | +91 98436 55985
Coimbatore Campus: 0422 2612200 | +91 98431 55985
COURSES OFFERED
COURSES (POST - SEA COURSES) - CMC CHENNAI CAMPUS DURATION
HIGH VOLTAGE SAFETY AND SWITCH GEAR [MANAGEMENT LEVEL] 5 DAYS

------------------------------- D.G. SHIPPING APPROVED ------------------------------------

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HIGH VOLTAGE SAFETY AND SWITCH GEAR [OPERATIONAL LEVEL] 1 DAY

MEO CLASS I & II UPGRADATION AND REVALIDATION COURSE 11 DAYS
MEO CLASS IV UPGRADATION AND REVALIDATION COURSE 6 DAYS
MEO CLASS I PREPARATORY COURSE 2 MONTHS
MEO CLASS II PREPARATORY COURSE 4 MONTHS
2ND MATE COMPETENCY COURSE [FUNCTION] 4 MONTHS
OIL TANKER FAMILIARIZATION COURSE (OTF) 5 DAYS
GAS TANKER FAMILIARIZATION COURSE (GTF) 5 DAYS
CHEMICAL TANKER FAMILIARIZATION COURSE (CTF) 5 DAYS
SECURITY TRAINING FOR SEAFARER (STSDSD) 2 DAYS
SHIP SECURITY OFFICER COURSE (SSO) 3 DAYS
REFRESHER SSO 1 DAY
ADVANCE FIRE FIGHTING (AFF) 6 DAYS
MEDICAL FIRST AID (MFA) 4 DAYS
REFRESHER MFA 3 HRS
REFRESHER MEDICAL CARE 3 HRS
FIRE PREVENTION AND FIRE FIGHTING (FPFF) 3 DAYS
PERSONAL SURVIVAL TECHNIQUES (PST) 3 DAYS
PERSONAL SAFETY AND SOCIAL RESPONSIBILITIES (PSSR) 3 DAYS
ELEMENTARY FIRST AID (EFA) 2 DAYS
REFRESHER FPFF 3 HRS
REFRESHER PST 2 HRS
ARGUMENTATION FPFF (AUG FPFF) 1 DAY
SPECIALIZED TRAINING ON OIL TANKERS (TASCO) 10 DAYS
SPECIALIZED TRAINING ON GAS TANKERS (GASCO) 10 DAYS
SPECIALIZED TRAINING ON CHEMICAL TANKERS (CHEMCO) 10 DAYS
PROFICENCY IN SURVIVAL CRAFT & RESCUE BOATS (PSCRB) 5 DAYS
REFRESHER PSCRB 1 DAY

COURSES (POST - SEA COURSES) - CMC COIMBATORE CAMPUS DURATION

HIG H V OLTAG E SAFETY AN D SW ITCH G EAR [M AN AG EM EN T LEV EL] 5 DAYS
HIG H V OLTAG E SAFETY AN D SW ITCH G EAR [OPERATION AL LEV EL] 1 DAY
BRIDG IN G COU RSE FOR EXISTIN G ETO's (BETO) 16 DAYS
M ARIN E BOILER & STEAM EN G IN EERIN G [M AN AG EM EN T LEV EL] 9 DAYS
M ARIN E BOILER & STEAM EN G IN EERIN G [OPERATION AL LEV EL] 6 DAYS

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38 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017


Green Initiative for Major Ports
T he Ministry of Shipping aims to set up
91.50 MW of solar energy capacity
at the twelve Major Ports and 45 MW of
wind energy capacity by the two Major
Ports of Kandla and V. O. Chidambaranar.
Major Ports have started the process of
setting-up renewable energy projects
by investing Rs.704.52 crores (Solar Rs.
412.02 Cr and Wind Rs. 292.50 Cr) in
these projects. When completed, these
renewable energy projects will help in
the reduction of carbon dioxide emission
by 136,500 MT annually. These projects
will also help to reduce cost of power
purchased by utilization of renewable
energy for power generation, resulting
in estimated saving of Rs 75 crores
annually, when fully commissioned. The
wind energy projects will be executed
by two Major Ports namely Kandla Port
and V.O. Chidambaranar Port. The total
capacity of the wind energy projects is 45
MW out of which 6 MW has already been
commissioned by Kandla Port.
A total of 15.20 MW of solar projects
has also been commissioned with Vi-
sakhapatnam Port leading the way with
DFC to be operational by 2020
Operations of goods trains on Dedicated
Freight Corridor (DFC) is expected to start
by December 2020 according to Dedicat-
ed Freight Corridor Corporation of India
Ltd (DFCCIL).
The DFC project will be free from all
level crossings, a major safety hazard in
rail network. Contracts worth Rs 18,000
crore were awarded during 2016 for the
First Cargo Vessel Arrives
Under CSA
The first container ship, MV Nou Kollan-1,
operated by Riverline Logistics and
Transport Ltd, arrived from Kolkata at
Pangaon Inland Container Terminal in
Keraniganj on 17th February. The vessel
berthed at the terminal under the Coastal
Shipping Agreement (CSA) between
Bangladesh and India. The deal, signed
in 2015, allows direct movement of
www.im are.in | Ma rch 2 0 1 7
MARITIME AFFAIRS – in brief
Picture for representation only.
9 MW, while the other ports in which so-
lar projects have been commissioned are
Kolkata Port (0.06 MW), New Mangalore
Port (4.35 MW), V.O. Chidambaranar-
Port(0.5 MW), Mumbai Port (0.125 MW),
Chennai Port (0.1 MW), Mormugao (0.24
DFC project, while 100% contracts in the
1504-km-long Western DFC have been
awarded, for the 1840-km-long Eastern
DFC, it is 87%.Once fully operational, DFC
will be capable of carrying train load of
13,000 tonne with average speed of 75
km per hour against the current speed of
25 km per hour.
Source- Tribuneindia
ships at sea between the two countries.
It has helped improving the connectivity
between the two neighbours by reducing
shipping time from 30-40 days to 4-10
days. The route is expected to decongest
the roads and land custom stations
through which most of the bilateral trade
have been taking place so far.
Source – The Daily Star
Ma rine E ngineers R ev iew (India)
MW) & JNPT(0.82 MW). The remaining
solar power projects will be commis-
sioned phase wise and is expected to be
completed by 2018.
Source - Business Standard
Big push to
multi-modal
logistics in
Budget
The Finance Minister has stressed
on the need to have an effective
multi-modal logistics and transport
sector, which will make the econo-
my more competitive. For the trans-
portation sector as a whole, includ-
ing rail, roads, shipping, the Finance
Ministry has proposed 2,41,387
crore in 2017-18. This magnitude
of investment is expected to spur
a huge amount of economic activ-
ity across the country and create
more job opportunities. The merg-
ing of the Railway Budget with the
main Budget is expected to facili-
tate multi-modal transport planning
between railways, highways and in-
land waterways.
Source – Business Line
39
ELECTION NOTIFICATION

IME (I) GOVERNING COUNCIL AND

BRANCH & CHAPTER COMMITTEE
ELECTIONS 2017-18
The elections for The Institute of Marine Engineers (India) are now due. Accordingly, as required per our
operating rules (ORP), kindly note the following schedule of the said elections.

1. SCHEDULE
a) The Election Officer shall study the format of the nomination form and make corrections, if required
to avoid misinterpretation, before sending them out.
b) Nomination papers for Council elections to be posted by 1st February of every odd year.
c) Nomination papers for the Council to be received in the Institute’s office by 15th March of every odd
year.
d) Last date for withdrawing nomination 30th March of every odd year.
e) The scrutiny of nomination papers for the Council to be completed by the Election Committee by the
5th April of every odd year.

2. BALLOT PAPERS
a) Printing of ballot papers to be completed by 5th May of every odd year.
b) Posting of ballot papers to be completed by 15th May of every odd year.
c) Last date for receiving ballot papers at the Institute’s office in Mumbai will be 1st August of every
odd year. All ballot papers received are to be deposited in a sealed box which any member of the
Institute shall be allowed to examine for effectiveness of the sealing arrangement. This box shall be
available for examination by any paid up corporate member during 10.00 hrs to 11.00 hrs and 16.00
hrs to 17.00 hrs on institute working days. The ballot box can only be examined externally.
d) A note will also be published below the schedule that any member whose ballot paper has not
reached him (by 15th of June of odd year) should contact the Institute immediately and ask for a
duplicate to be sent to him.
e) Last date for receiving ballot papers at the Institute’s office is 1st August of every odd year.

3. E-VOTING
a) Before conducting the election, all the eligible members will have to go through a registration
process during which, they can opt for either e-voting or a paper based ballot system.
b) This registration process shall run from 1st January of the odd year to the 15th February.
c) The e-Voting shall take place from 15th May to 1st August during every odd year.
d) A reminder email/sms shall be sent to all members who have registered for e-Voting by 15th June
to inform the, about the commencement of the Election process and the need for them to contact
the IMEI in case he has not received the link/communication for carrying out his e-Voting.

There is an Election Officer/ Scrutinizer officer appointed by 33rd AGM held on 17th Sept, 2016 and a
scrutinizing committee of three persons will be formed, who are to ensure that IME (I)’s elections are as
transparent as can be.
If any member has any questions/suggestions in this regard, they may contact the undersigned.

-Honorary General Secretary

(Further details can be obtained from IME(I) HO, Nerul, Navi Mumbai and checked on Institutes website)

40 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017

 ELECTION NOTIFICATION

ADDITIONAL INFORMATION WITH

RESPECT TO OPTING OF E-VOTING
& PROCEDURES
Dear Members,

Further to email dated 25th Aug 2016, 26th October 2016 and 5th December 2016 requesting for your
opinion on e-Voting during the forthcoming elections in 2017, the e-Voting proposal has already been
approved by the GC as well as in the AGM held on 17th September 2016 at Nerul.

The next elections shall therefore be a concurrent combination of the usual Ballot Paper system
along with a new e-Voting option. Members who wish to opt for e-Voting shall be required to indicate
their choice and the remaining Members shall continue to get their paper ballots as usual. This shall be
applicable for both - the elections for the Head Office as well as the elections for the Branches.

This change has been necessitated due to complaints regarding the inefficiency of our postal system
which had resulted in the delayed/non- receipt of Ballot papers by a few of our Members during the last
elections. It will also enable our Members who are sailing to exercise their franchise in a much easier
manner.

All Members who wish to opt for e-Voting are reminded to indicate their options before 31st March
2017 by replying to this email. It is not possible to opt for e-Voting later.

The Institute of Marine Engineers (India) has extended the e-voting facility to all corporate members
which will be conducted by CDSL. All the members are hereby requested to go through a process of
“registration” during which, they have to exercise any one of the two options available. If you are interested
in e-voting, kindly opt for “YES” and if you are interested in paper based voting, please opt for “NO”. Emails
in this regard were sent to all members on 1st February 2017 along with user ID and password for
logging in to e-voting website as mentioned below for registration. Kindly follow the instructions given
below to state whether you are interested in e-voting or not by giving your option as YES/NO.

i. The registration period begins on Wednesday 1st February 2017 10.00 AM (IST) and ends on
Monday, 31st March 2017 at 5.00 PM (IST). The registration process shall be disabled thereafter.
ii. The Members should log on to the e-voting website www.evotingindia.com.
iii. Click on Shareholders/ Members.
iv. Enter your User ID as [USERID]
v. Next enter the Image Verification as displayed and Click on Login.
vi. Enter your password as [PASSWORD]
vii. After entering these details, click on “submit” tab
viii. Click on the EVSN of The Institute of Marine Engineers (India) on which you choose to exercise your
option
ix. You will be guided to next page where you will see YES/NO options
x. After selecting your option either YES or NO, click on “SUBMIT” tab.
xi. A confirmation box will be displayed. If you wish to confirm your option, click on “OK”, else to change
your option, click on “CANCEL” and accordingly modify your option.

Election Officer
The Institute of Marine Engineers (India)

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 41

news from imei
Tablet based Online Assessment
Introduction
The Digital India programme is a flagship
programme of the Government of
India with a vision to transform India
into a digitally empowered society and
knowledge economy.
The Institute of Marine Engineers
India – Mumbai Branch, took this vision
forward andproposed to Director
General of Shipping the Tablet based
online assessment for various exams
conducted by the Institute on behalf
of DGS. It is expected that the Tablet
based assessment will be extended to
more competency exams by DGS in the
coming years.
The Programme was officially
introduced and inaugurated by Minister
of Shipping Mr.Nitin Gadkari during the
Maritime IndiaSummit in April 2015
at Mumbai and finally launched in
November 2016.
The Journey
IMEI – Mumbai branch in collaboration
with Eduquity career technologies (P)
Ltd. presented the initial concept paper
to DGS in early 2016. The software
was developed by M/s.Eduquity career
technologies over the next few months
in close cooperation with IMEI – Mumbai
and was ready for initial testing in
September 2016.
IIT Bombay was tasked to evaluate
the techno commercial soundness of the
concept. Technical assessment of the
system was carried out by IIT Bombay
through evaluation of allcomponents
of the system. Finally, a full session
ofreal examination was assessed by IIT
Bombay team and system was endorsed
to function flawlessly.
The first live examination was
conducted on the 27th Nov 2016 after
repeated satisfactory trials.In the short
span of 2 months, nearly 100 NCV exam
candidates have since been assessed
through the Tab based online Exams till
Jan 2017.
India is the first Country to use the
TABLET based technology in the Maritime
Competency Examination. Some salient
advantages of using system are as below:
- Enhanced Test Security
- Instant Result Processing for
42 M a rine E n gi n e e rs Revi e w ( In d i a )
OBJECTIVE EXAMS
- Reliable, Fast, Transparent Re-
Checking
- Reduced Paper Work
- Centralized Storage with Backup of
Result enabling easy archival
The key innovation of the system is a
provision for answers to be written by
candidates on a tablet using a stylus
pen. The tablets available todayare
as powerful as desktops, with good
processing power, adequate memory,
and excellent connectivity. So, the system
has been developed around a tablet with
these features.
The question paper gets downloaded
on thetab at the beginning of the
examination. The candidate ‘writes’ the
answer on the tablet using the stylus
pen against any chosen question. The
digitized ‘hand-written’ answers are
collated at the end as the answer book of
a candidate.
The application permits the experts/
examiners to see and mark the
answerson a computer. Examiners can
write comments on the digital answer
scripts, and award marks. Like the
candidates, examiners are also pre-
registered and are given special login
credentials. Since all the answer books
are digital, these can be accessed by the
examiners from the central server. The
digitized answer papers can be viewed
by the respective users and the system
is made fully secure. The ‘hand written
answers’ during the test reside both,
on the tablet as also on the server. The
contents are synchronized to ensure no
loss of data.
DGS as the administrator has a real-
time access to information on
- Evaluation Status
- Summary of Scores
- Tracking & monitoring time for
evaluation
- Evaluation duration of Script
Presentation at IMO subcommittee
meeting
The TAB based examination was
presented at the IMO plenary by the Indian
delegation of Mr. Sanjay Anchalwar,
Capt. Azad and Mr. Rajeev Nayyer
(IMEI – Mumbai Branch Chairman) in
the first week of February 2017 during
the IMO sub-committee meeting. The
Presentation got very good response
and appreciation from all the delegates
for the innovative idea and many have
expressed keen interest about its cost
and benefits.
Some commendations from the IMO
delegates during the meeting are as
below:
‘India is doing path-breaking things in
recent times and this would also qualify
as that’
‘I believe it is a ground breaking
concept that will help the maritime world
long way’
IME (I) is proud to have taken the initiative
with active participation and support of
the DGS and putting this innovative digital
concept to the IMO. Our congratulations
to the Mumbai Branch.
MARITIME
WEEK
The National Maritime
Day Celebration Central
Committee is organizing
as every year the
Maritime Week all over
the country from 30th
March to 5th April 2017.
The theme this year is
“Connecting India through
Shipping”. The main
function is scheduled to
be held on 4th & 5th April
in Mumbai.
For details please visit
DGS website at www.
dgshipping.gov.in.
w w w.im a re .in | M a rch 2017

IMEI Kochi holds seminar
“Methanol Powered Ships” and “TIER III Emission Control” discussed
Kochi branch of IMEI held presentations
titled “Methanol Powered Ships” and “TIER
III Emission Control” on 16th February
2017. The presentations were made by
students of MEO Class II Preparatory
Course. The papers threw light on the
methods being developed currently to
tide over rising oil prices in the face of
stringent environmental regulations.
Methanol Powered Ships
As the need and awareness about the
environment friendly engines are rising,
the suitability of methanol powered
engines in sea going vessels are being
investigated. Considering that methanol
being a low flash point fuel (11 deg C)
well below the flash point of fuels (60
deg C) allowed today on board all safety
aspects are looked into and addressed
successfully along with its economic
feasibility in the design of methanol
powered engines.
As many parts of the present day
engines like boilers, purifiers, and heaters
have become redundant with the use of
methanol; engine room sizes are reduced
considerably thereby increasing space
available for cargo on board. The fuel has
the added advantage of very low content
of carbon, sulphur and NOX in emission
and complies with Energy Efficient Design
Index (EEDI).
Methanol is made from natural
Seamen Enhancement Program to be held
on 3rds, 4th March at IMEI, Kochi
IMEI, Kochi has been selected
as a training centre for Seamen
Enhancement Program by Board
of Examinations for Seafarers Trust
(BEST , collaboration of IMEI and CMMI)
. In order to improve the standards of
Indian seafarers and to compete with
international crew, Indian crew would
be briefed on various aspects of sea
life. It is the first of the series of ‘Two
day Seamen Enhancement Program
(SEP)’ for Indian seamen.
Topics such as recreation on board,
www.im are.in | Ma rch 2 0 1 7
gas which is easily available. It is also
produced from bio-mass, municipal and
industrial wastes. The presentation titled
“Methanol Power Ships” were made by
M/s AbhinandanDhiman, Akhil Joshi,
RanjithSivarajan and Ron Jacob.
TIER III Emission Control
With the Tier II requirements for
emission control taking effect in the
North American and Caribbean ECA, it
is expected to reduce the NOX emission
control drastically. Several technologies
are being used to achieve the tier III levels
of NOX in the emission of the ships such
as Selective Catalytic Reduction (SCR),
inter-personal relationship and team
building, skill development, career
progression and motivation, attitude
and ethics, preparing seafarers to join
a ship, introduction to basics of MLC
2006, contemporary communication
skills including Information Technology
(IT), cleanliness and hygiene, personal
safety and hazard identification will be
covered in two days.
The program will be held on 3rd
and 4th March at IMEI House, Vytilla by
expert Mariners from IMEI and CMMI.
Ma rine E ngineers R ev iew (India)
maritime seminar
Exhaust Gas Re-circulation and use of
LNG and methanol. In the presence of
a catalyst, ammonia gas reduces the
NOX content of exhaust gas at specific
temperature to water and nitrogen. In
another innovative method exhaust gas is
re-circulated in the engine.
The presentation titled “TIER III
Emission Control” was made by M/s
Jithinraj TP, Nidhin OM, Sarath K, and Vipin
Antony.
Dr. KA Simon, Director, KunjaliMarakkar
School Marine Engineering, CUSAT talked
in appreciation of the students’ efforts.
Mr. A.R.Bhaskar, EC member distributed
mementos to the participants.
IMEI, Karnataka Chapter
hosts talk on Digital
Payments and Transfers
Dr. (Prof.) A. Vittal Hegde, Professor,
Dept. of Applied of Mechanics, NITK,
Surathkal, delivered a talk on “Digital
Payments and Transfers” at 1900
hours on 27th January 2017.
The meet organised by the
Mangalore Chapter of IMEI was
held at Eden Club, Mangalore. Mr.
T.Narayana, Chairman, Karnataka
Chapter welcomed everyone and
introduced the Chief Guest. Mr. K. P.
Prakash, HS, proposed the vote of
thanks.
43
Electrical Engineering for
Marine Engineers
Knowledge Sharing Session, SS-6 was held on 18th February 2017 at IMEI House.
Mr Sisir Chanda, Technical Supdt. from
M/s Bernard Schulte Ship Management
gave a presentation on Electrical
Engineering for Marine Engineers. He
covered in detail topics such as risk
involved in generating, distributing
and using electricity and how these
risks can be handled. He explained
hazards involved in handling electricity
like Personnel, Safety and machinery
operated by electricity. Effect of current
through human body was discussed and
Electrical hazards such as short circuits,
overload circuits, leakage current,
electrical contacts, electrical sparks and
electric fires were explained in detail.

SATURDAY SESSION 6 – DATE 18TH march 2017

TOPIC: Life boat basics with case study
presented by: Mr Dharmendra Singh from BSM & Mr Shobhit Kapoor from lr
TIME: 0900 – 1300 HRS
VENUE: IMEI HOUSE, NERUL

upcoming events
NAME 9th Annual Coasts and Marine Structures 2017 Conference

DESCRIPTION How to maximise and prepare to accommodate bigger vessels.

DATE 20 – 22, March 2017

VENUE Brisbane

CONTACT +61 (2) 9229 1000, Email: registration@igpc.com.au

NAME Green Ship 2017

DESCRIPTION Will focus on Innovative Green Technologies, Green Ship Designs and Ship Building, Impact on
IMO Emission Regulations, Ballast water treatment

DATE April 7, 2017

VENUE Mumbai

CONTACT +91 22 2616 4000, Email: events@littoralindia.com

NAME Arctic Shipping Forum 2017

DESCRIPTION Insights - new opportunities for shipping in the arctic and harsh environments

DATE April 25 to 282017

VENUE Helsinki

CONTACT + 44 (0) 20 7017 5511, maritimecustserv@informa.com

44 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017


WHISKY ON THE ROCKS
– Abhijit Banerjee
This is the story of a 1981 submarine
grounding that almost led to a full-scale
war.
1. Which country’s submarine was
involved?
2. What class of submarine was it as
designated by NATO?
3. Which was the other country in the
stand-off?
4. What is the capital of that country?
5. What is the popular name by which
this incident is known?
At the height of the Cold War, on 27
October 1981, while surfacing within
Swedish waters, about 10 kilometres
(6.2 miles) from the main Swedish naval
base at Karlskrona, the Soviet Whisky-
class diesel-electric submarine S-363
accidentally hit an underwater rock and
grounded. A Swedish fisherman who
happened to first spot the grounded
submarine saw binoculars and machine
guns being pointed at him from the
stranded boat. He, however, managed
to alert the naval base and the navy was
there in no time.
The submarine’s presence coincided
www.im are.in | Ma rch 2 0 1 7
CAN YOU TAKE THE QUIZ?
with a Swedish naval exercise, testing
new equipment, in the area. Swedish
naval forces reacted to the breach of
sovereignty by sending an unarmed
naval officer aboard the boat to meet
the captain and demand an explanation.
The submarine’s captain initially claimed
that simultaneous failures of navigational
equipment had caused the boat to get
lost (despite the fact that the boat had
already somehow navigated through
a treacherous series of rocks, straits,
and islands to get so close to the naval
base). The Soviet navy would later issue
a conflicting statement claiming that the
boat had been forced into Swedish waters
due to severe distress, although the boat
had never sent a distress signal, and
instead had attempted to escape.
The Soviet Navy sent a rescue task
force – comprising destroyers, frigates
and corvettes, commanded by a Vice
Admiral - to the site in Sweden. Sweden’s
centre-right government at the time was
determined to safeguard Sweden’s territo-
rial integrity. As the Soviet recovery fleet
appeared off the coast on the first day, a
Ma rine E ngineers R ev iew (India)
fixed coastal artillery battery locked onto
the ships, indicating to the Soviets that
there were active coastal batteries on
the islands. The fleet did not stop or turn
back, and as they came closer to the 12-
mile (19 km) territorial limit the battery
commander ordered the fire control radar
into top secret war mode, turning the ra-
dar signal from a single frequency to one
that jumped between frequencies to stay
ahead of enemy jamming. Almost im-
mediately the Soviet fleet reacted, and all
vessels, except a heavy tugboat, slowed
down, turned, and stayed in international
waters. Swedish torpedo boats confront-
ed the tugboat, which also left.
The Swedes were determined to
continue investigating the circumstances
of the situation. The Soviet captain, after a
guarantee of his immunity, was taken off
the boat and interrogated in the presence
of Soviet representatives. Additionally,
Swedish naval officers examined
the logbooks and instruments of the
submarine. The Swedish National Defence
Research Institute also secretly measured
for radioactive materials from outside
45
CAN YOU TAKE THE QUIZ?
the hull, using gamma ray spectroscopy
from a specially configured Coast Guard
boat. They detected something that was
almost certainly uranium-238 inside the
submarine, localized to the port torpedo
tube. Uranium-238 was routinely used
as cladding in nuclear weapons and the
Swedes suspected that the submarine
was in fact nuclear armed. The yield of
the probable weapon was estimated to
be the same as the atomic bomb dropped
over Nagasaki in 1945. Although the
presence of nuclear weapons on board
S-363 was never officially confirmed by
the Soviet authorities, years later, the
vessel’s political officer confirmed that
there were nuclear warheads on some of
the torpedoes, and that the crew had been
ordered to destroy the boat, including
these warheads, if Swedish forces tried to
take control of the vessel.
As the Soviet captain was being
interrogated, the weather turned bad
and the Soviet submarine sent a distress
call. In Swedish radar control centres, the
images became less clear. The storm
could be the reason for this. Or Soviet
46 M a rine E n gi n e e rs Revi e w ( In d i a )
armada were detected passing the 12-
mile (19 km) limit heading for Karlskrona.
This produced the most dangerous
period of the crisis and is the time when
the Swedish Prime Minister Thorbjörn
Fälldin gave his order to “Hold the
border” to the Supreme Commander of
the Swedish Armed Forces. The coastal
batteries, now fully manned, as well as
the mobile coastal artillery guns and
mine stations, went to “Action Stations”.
The Swedish Air Force scrambled
reconnaissance aircraft and strike aircraft
armed with modern anti-ship missiles.
After a tense 20 minutes, Prime Minister
Fälldin was informed that it wasn’t Soviet
surface ships but two German merchant
ships that were approaching. The high
point of the crisis was over.
The submarine was stuck on the rock
for nearly 10 days. On 5 November 1981
it was hauled off the rocks by Swedish
tugs and escorted to international waters,
where it was handed over to the waiting
Soviet fleet.
This international stand-off is often
referred to as the “Whisky on the Rocks”
incident.
(Acknowledgement: Atlas Obscura, Reddit,
wikipedia, emmitsburg.net)
Answers to quiz:
1) U.S.S.R. / Soviet Union.
jamming could also have been a factor, it 2) Whisky / Whiskey.
was suspected. As the Soviet submarine 3) Sweden.
sent its distress call, two ships coming 4) Stockholm.
from the direction of the nearby Soviet 5) “Whisky on the rocks”.
Call for donations for IMEI
Building Fund
Construction work has commenced to add the third floor to the existing two floors to
the IMEI building in Nerul. This will give the Institute space to increase classrooms and
labs for its Training and Learning activities. Construction will be completed by June
2017.
It is a matter of great pride that the current building was built purely from contributions
by its members. To fund the expansion we are once again reaching out to our members
and Corporates. We seek your generous contributions. IT deductions can be claimed
under section 80G.
Members who wish to contribute as Project Managers to oversee the construction
activities may also contact the undersigned.
Any contribution in cash or kind will be gratefully acknowledged.
Cheque in favour of The Institute of Marine Engineers ( India)
Bank details for making the payment through NEFT
Name of the account – The Institute of Marine Engineers ( India)
Name of the Bank - IDBI Bank
Savings Bank account No – 244104000013165
IFSC Code – IBKL0000244
w w w.im a re .in | M a rch 2017

FIXED INERT GAS SYSTEM FOR
OIL TANKER OPERATIONS
GENERAL
Hydrocarbon gas normally encountered
in petroleum tankers cannot burn in
an atmosphere containing less than
approximately 11% oxygen by volume.
Accordingly, one way to provide
protection against fire or explosion in the
vapour space of cargo tanks is to keep
the oxygen level below that figure. This is
usually achieved by using a fixed piping
arrangement to blow inert gas into each
cargo tank in order to reduce the air
content, and hence the oxygen content,
and render the tank atmosphere non-
flammable.
The flammable limits vary for different
pure hydrocarbon gases and for mixtures
derived from different petroleum liquids.
For practical purposes, the lower and
upper flammable limits (LFL and UFL) of
crude oil vapours are taken to be 1% and
10% respectively by volume.
As inert gas is added to the
hydrocarbon gas/air mixture, the
flammable range decreases until a
point, is reached where the LFL and UFL
coincide. This point corresponds to an
oxygen content of approximately 11%.
No hydrocarbon gas/air mixture can
burn at this oxygen level. For practical
purposes and to allow a safety margin,
8% is taken as the level of oxygen at
which no hydrocarbon gas/air mixture
can burn under any circumstances.
To prevent fire or explosion in a tank
containing a hydrocarbon gas/air
mixture, it is therefore necessary to
produce and supply inert gas having an
oxygen content not normally exceeding
5% and to displace the existing air in
the tank until the resultant oxygen level
throughout the tank does not exceed 8%
by volume.
SOURCES OF INERT GAS
Possible sources of inert gas on tankers
www.im are.in | Ma rch 2 0 1 7
Do you have a Question?
Our panel of experts can help you with an answer.
Marine Engineers Review (India)
and combination carriers are:
• Uptake gas from the ship’s main and
auxiliary boilers.
• An independent inert gas generator.
• A gas turbine plant when equipped
with an afterburner.
COMPOSITION AND QUALITY OF
INERT GAS
Inert gas must be delivered in the gas
main with a maximum oxygen content
of 5%. The oxygen content of inert gas
in the cargo tanks must not exceed
8%. When using flue gas from a main
or auxiliary boiler, an oxygen level of
less than 5% can generally be obtained,
depending on the quality of combustion
control and the load on the boiler.
When an independent inert gas
generator or a gas turbine plant with
afterburner is fitted, the oxygen content
can be automatically controlled within
finer limits, usually within the range 1.5%
to 2.5% by volume, and not normally
exceeding 5%.
In certain ports, the maximum oxygen
content of inert gas in the cargo tanks
may be set at 5% to meet particular safety
requirements, such as the operation of a
vapour emission control system. Where
such a limitation is in place, the vessel
is usually advised of the requirements in
the pre-arrival information exchange.
Efficient scrubbing of the inert gas is
essential, particularly for the reduction of
the sulphur dioxide content. High levels
of sulphur dioxide increase the acidic
characteristic of the inert gas, which is
harmful for personnel and may cause
accelerated corrosion to the structure of
a vessel.
The table below provides an
indication of the typical composition of
inert gas generated from boiler flue gas,
expressed as a percentage by volume.
Ma rine E ngineers R ev iew (India)
students’ corner
Nitrogen N2 83%
Carbon dioxide CO2 12-14%
Oxygen O2 2-4%
Sulphur dioxide SO2 50 ppm
Carbon monoxide CO Trace
Nitrogen Oxide NOX Trace
Water vapour H2O Trace
(high if not
dried)
Ash and soot (C) Traces
Density 1.044
METHODS OF REPLACING TANK
ATMOSPHERES
If the entire tank atmosphere could be
replaced by an equal volume of inert
gas, the resulting tank atmosphere
would have the same oxygen level as
the incoming inert gas. In practice, this
is not the case and a volume of inert
gas equal to several tank volumes must
be introduced into the tank before the
desired result can be achieved.
The replacement of a tank
atmosphere by inert gas can be achieved
by either inerting or purging. In each of
these methods, one of two distinct
processes, dilution or displacement will
predominate.
Dilution takes place when the incoming
inert gas mixes with the original tank
atmosphere to form a homogeneous
mixture through the tank so that, as the
process continues, the concentration of
the original gas decreases progressively.
It is important that the incoming inert
gas has sufficient entry velocity to
penetrate to the bottom of the tank. To
ensure this, a limit must be placed on the
number of tanks which can be inerted
simultaneously.
Displacement depends on the fact
that inert gas is slightly lighter than
hydrocarbon gas so that, while the inert
47
students’ corner
gas enters at the top of the tank, the should make the transition from liquid petroleum passing back to the
heavier hydrocarbon gas escapes from the inert condition to the gas free machinery spaces.
the bottom through suitable piping. condition without passing through To demonstrate that the inert gas
When using this method, it is important the flammable condition. In practice, plant is fully operational and in good
that the inert gas has a very low velocity this means that before any tank is working order, a record of inspection of
to enable a stable horizontal interface gas freed, it should be purged with the inert gas plant, including defects and
to be developed between the incoming inert gas until the hydrocarbon their rectification, should be maintained
and escaping gas. However, in practice, content of the tank atmosphere is on board.
some dilution inevitably takes place below the critical dilution line
owing to the turbulence caused in the • When a ship is in a gas-free Degradation of Inert Gas Quality
inert gas flow. This method generally condition before arrival at a loading Tanker personnel should be alert to the
allows several tanks to be inerted port, the tanks must be inerted prior possible degradation of inert gas quality
or purged simultaneously. Whatever to loading. as a result of air being drawn into the
method is employed, and whether tanks due to inappropriate operation
inerting or purging, it is vital that oxygen In order to maintain cargo tanks in a non- of the inert gas or cargo systems, for
or gas measurements are taken at flammable condition the inert gas plant example, by:
several heights and horizontal positions will be required to: • Not topping-up the inert gas
within the tank to check the efficiency of • Inert empty cargo tanks promptly if the pressure in the
the operation. A mixture of inert gas and • Be in operation during cargo system falls, for example, due to
petroleum gas, when vented and mixed discharge, deballasting, crude oil temperature changes at night.
with air, can become flammable. The washing and tank cleaning. • Prolonged opening of tank apertures
normal safety precautions taken when • Purge tanks prior to gas freeing for tank gauging, sampling and,
petroleum gas is vented from a tank • Top-up the pressure in the cargo dipping
should therefore not be relaxed. tanks when necessary during other During tank entry operations, any
stages of the voyage It must be draining of water from a non-inerted
CARGO TANK ATMOSPHERE CONTROL emphasised that the protection tank into the slop tank will result in
provided by an inert gas system entrainment of air into the drainings
Inert Gas Operations depends on the proper operation and, ultimately, into the inerted tank
Tankers using an inert gas system and maintenance of the entire atmospheres via the slop tank. The
should maintain their cargo tanks in a system. volume of air entrained in this manner
non-flammable condition at all times. It can be particularly high if an eductor is
follows that: Inert Gas System Maintenance used on recirculation to the slop tank. If
• Tanks should be kept in an inert There should be close co-operation the liquid is to be drained to the slop tank,
condition at all times, except when between the deck and engine the inert gas quality in all tanks should be
it is necessary for them to be gas departments to ensure the proper closely monitored.
free for inspection or work, i.e. maintenance and operation of the inert
the oxygen content should not be gas system. It is particularly important to APPLICATION TO CARGO TANK
more than 8% by volume and the ensure that non-return barriers function OPERATIONS
atmosphere should be maintained correctly, especially the deck water seal
at a positive pressure. or block and bleed valves, so that there Inerting of Empty Tanks
• The atmosphere within the tank is no possibility of petroleum gas or Before the inert gas system is put
into service, the tests required by the
operations manual or manufacturer’s
Issue of Watch Keeping Certificate instructions should be carried out. The
fixed oxygen analyser and recorder
(WKC),Tanker Endorsement (TE) and should be tested and proven to be in good
CoP Able Seafarer Engine order. Portable oxygen and hydrocarbon
meters should also be prepared and
tested. When inerting empty tank which
At IMEI - Navi Mumbai, Kolkata, Chennai, is gas free; for example following a dry-
Kochi, Delhi & Pune docking or tank entry, inert gas should
The Institute of Marine Engineers (India) has been authorized by the Directorate be introduced through the distribution
General of Shipping to issue Watch Keeping Certificates (WKC), CoP Able system while venting the air in the tank
Seafarer Engine (ABE) to Engine Room Ratings and Tanker Endorsement to the atmosphere.
(TE) to Engine Room Ratings, Engine Room Petty Officers, Engineer Officer This operation should continue until
Trainees, vide addendum to NT/ ENGG Circular No. 12 of 2012 dated 16. 04.
the oxygen content throughout the tank is
2013 and NT/Eng Circ. 3 of 2015 dated 18th Nov. 2015.
not more than 8% by volume. Thereafter,
For IMEI Facilitation Center addresses and details of each branch: the oxygen level will not increase if
Visit IMEI website: www.imare.in
a positive pressure is maintained by
Find our contact details, timing, fees to MMD and Service Charges of IMEI
using the inert gas system to introduce

48 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017

Picture for representation only.
additional inert gas when necessary.
If the tank is not gas free, the
precautions against static electricity
should be taken until the oxygen content
of the tank has been reduced to 8%.
When all tanks have been inerted, they
should be kept common with the inert
gas main and the system pressurised
with a minimum positive pressure of at
least 100mm water gauge.
Loading Cargo or Ballast into Tanks in
an Inert Condition
When loading cargo or ballast, the inert
gas plant should be shut down and the
tanks vented through the appropriate
venting system. On completion of loading
or ballasting, and when all ullaging is
completed, the tanks should be closed
and the inert gas system restarted and
repressurised. The system should then
be shut down and all safety isolating
valves secured. Local regulations may
prohibit venting after crude oil washing
Simultaneous Cargo/Ballast Operations
In the case of simultaneous loading and
discharge operations involving cargo or
ballast, venting to the atmosphere can
www.im are.in | Ma rch 2 0 1 7
be minimised, or possibly completely
avoided, by interconnecting the tanks
concerned through the inert gas main.
Depending on the relative pumping rates,
pressure in the tanks may be increased
or a vacuum drawn, and it may therefore
be necessary to adjust the inert gas flow
accordingly to maintain tank pressures
within normal limits.
Vapour Balancing during Ship to Ship
Transfers
Vapour balancing is used to avoid the
release of any gases to the atmosphere
through vents and to minimise the use of
the inert gas systems when transferring
cargo from ship to ship. The inert gas
mains of the vessels are connected
using a flexible hose. As a minimum, the
following recommendations should be
followed:
• Equipment should be provided on
at least one of the vessels to enable
the oxygen content of the vapour
stream to be monitored. This
should draw samples continuously
from a location close to the vapour
manifold connection and should
Ma rine E ngineers R ev iew (India)
include the facility for audible and
visual alarms should the oxygen
content of the vapour stream exceed
8% by volume. The oxygen analyser
and associated alarms should be
tested for proper function prior to
each cargo transfer operation.
• The oxygen content of the vapour
space of each tank connected to
the IG main of both ships should be
checked and confirmed to be less
than 8% by volume.
• The vapour transfer hose should
be purged of air and inerted prior to
commencing transfer of vapours.
• The vapour manifold valves should
not be opened until the pressure in
the cargo system of the receiving
vessel exceeds that of the vessel
discharging cargo.
During the cargo transfer:
• The inert gas system on the
discharging vessel should be kept
operational and on stand-by, with
the inert gas main deck isolating
valve closed.
• The inert gas pressure on both ships
should be monitored and each ship
49
students’ corner
advised of the other’s pressure on a
regular basis. The inert gas system
should be used if the inert gas
pressure in the discharging vessel
falls to a low level (300mm wg).
• Transfer operations should be
suspended if the oxygen content of
the vapour stream exceeds 8% by
volume and should only be resumed
once the oxygen content has been
reduced to 8% or less by volume.
• The cargo transfer rate must not
exceed the design rate for the
vapour balancing hose.
Loaded Passage
A positive pressure of inert gas should
be maintained in the ullage space at all
times during the loaded passage in order
to prevent the possible ingress of air. If
the pressure falls below the low-pressure
alarm level, it will be necessary to start
the inert gas plant to restore an adequate
pressure in the system.
Loss of pressure is normally
associated with leakages from tank
openings and falling air and sea
temperatures. In these cases, it is all
the more important to ensure that the
tanks are gas tight. Gas leaks are usually
easily detected by their noise and every
effort must be made to eliminate leaks
at tank hatches, ullage lids, tank cleaning
machine openings, valves, etc.
Leaks which cannot be eliminated
should be marked and recorded for
sealing during the next ballast passage
or at another suitable opportunity.
Certain oil products, principally
aviation turbine kerosene and diesel oil,
can absorb oxygen during the refining
and storage process. This oxygen can
later be liberated into an oxygen deficient
atmosphere such as the ullage space
of an inerted cargo tank. Although the
recorded incidence of oxygen liberation
is low, cargo tank oxygen levels should
be monitored so that any necessary
precautionary measures can be taken
prior to the commencement of discharge.
Discharge of Cargo or Ballast from
Tanks in an Inert Condition
The inert gas supply must be maintained
through cargo or ballast discharge
operations to prevent air entering the
tanks. If, on arrival in port, the inert gas
has to be de-pressurised in order to
measure or sample the cargo, it may be
difficult, because of the low boiler load,
to re-pressurise with inert gas having
sufficiently low oxygen content. In this
event, it may be necessary to create a
load on the boiler by using the main cargo
pumps to circulate the cargo around the
ship’s pipelines until the inert gas quality
is satisfactory.
Great care is necessary to ensure
that the pumping arrangements used
for circulating cargo do not give rise to
an overflow.
Throughout the discharge of cargo,
particularly when the boiler load is low
or fluctuating, the oxygen content of
the inert gas supply must be carefully
monitored.
If hand dipping of a tank is necessary,
pressure may be reduced while dipping
ports are open but care must be taken
not to allow a vacuum to develop since
this would pull air into the tank. To prevent
this, it may be necessary to reduce the
cargo pumping rate, and discharge
should be stopped immediately if there
is a danger of the tanks coming under
vacuum. Both the oxygen content and
pressure of the inert gas main should be
continuously recorded during discharge.
Ballast Passage
During the ballast passage, tanks other than
those required to be gas free, should remain
in the inert condition and under positive
pressure to prevent ingress of air. Whenever
pressure falls to the low pressure alarm
level, the inert gas plant should be restarted
to restore the pressure, with due attention
being paid to the oxygen content of the inert
gas delivered.
Static Electricity Precautions
In normal operations, the presence of inert
gas prevents the existence of flammable
gas mixtures inside cargo tanks. However,
hazards due to static electricity may arise,
mainly in the case of a failure of the inert
gas system. To avoid these hazards the
following procedures are recommended:
• If the inert gas plant breaks down
during discharge, operations should
be suspended. If air has entered the
tank, no dipping, ullaging, sampling
or other equipment should be
introduced into the tank until at
least 30 minutes have elapsed since
the injection of inert gas ceased.
After this period equipment may be
introduced provided that all metallic
components are securely earthed.
This requirement for bonding should
be applied until a period of five hours
has elapsed since the injection of
inert gas ceased.
• During any necessary re-inerting of a
tank following a failure and repair of
the inert gas system, or during initial
inerting of a non-gas free tank, no
dipping, ullaging, sampling or other
equipment should be inserted until
the tank is in an inert condition, as
established by monitoring the gas
vented from the tank being inerted.
However, should it be necessary to
introduce a gas sampling system into
the tank to establish its condition,
at least 30 minutes should elapse
after stopping the injection of inert
gas before inserting the sampling
system. Metallic components
of the sampling system should
be electrically continuous and
securely earthed.
(Source : Isgott 5)

Questions for MEO Class II and I students

The Institute of Marine Engineers (India) promotes the growth of Marine Engineering through various channels and
avenues. It is our constant endeavor to keep pace with the latest developments in the Industry.
The IMEI requests members to submit list of questions that are suitable to test the competency of candidates
appearing for their Class II and Class I MEO examinations.
The DG approved syllabus for these exams has been uploaded on the IMEI website (www.imare.in).
Members are requested to send their questions to Director, Training.
Email: Email: director@imare.in

50 M a rine E n gi n e e rs Revi e w ( In d i a ) w w w.im a re .in | M a rch 2017

www.im are.in | Ma rch 2 0 1 7 Ma rine E ngineers R ev iew (India) 51
Published on 5th of every month “Reg. No. MCS/090/2015-17”
Published on 5th of every month
Published
and Posted on 5thth of every month
/ 6th of every month at Mumbai
“Reg. No. RNI
MCS/090/2015-17”
“Reg.
No.No. MCS/090/2015-17”
MAH/ENG/2006/19917
Published th on 5th
everyof every month “Reg. No. MCS/090/2015-17”
RNI No. MAH/ENG/2006/19917
and Posted on 5th / 6th of every month at Mumbai
and
PatrikaPosted on 5
Channel / 6th of
Sorting Office, month
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Office, / 6th
G.P.O., of
Mumbai
:MR/Tech/WPP-336/South/2016 every month at Mumbai
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W.P.P. Licence
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without prepayment’
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6thprepayment'
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Office, G.P.O., Mumbai - 400 001
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