ling ch yoar the Chef Englnee about tobe ad up for’ months for commercial reason. All Nery on board require to}be preserved! during the lay-up peri for e-commiss take as Chief Engineer to prepare the Main (a) Describe the structure of IMO, , ; Specify the responsibilities and work done by the Assembly, the Council and various on mmittees. What role do the sub committees perform in supporting the main {o)State and explain the two methods used to amend IMO conventions and discuss which method is quicker and why. Give an illustration of amendments to either SOLAS or MARPOL stating the nature and topic af amendments. ‘Bonijren/ae | 2071 /56R/q2 hig J __ , (a) Describe the structure of IMO >> The Organization consists of an Assembly, a Council and five main Committees: the Maritime Safety Committee; the Marine Environment Protection Committee; the Legal Committee; the Technical Cooperation Committee and the Facilitation Committee and a number of Sub- ‘Committees support the work of the main technical committees, I I I 1 { ae Soc (See) eer | eee est "(b) Specify the responsibilities and work done by the Assembly, the Council and various “main committees, What role do the sub committees perform in supporting the main ; ihe: Member States and it meets one: session if necessai Ippr«I the nn of making recommendations to Governments on ‘ ae ">> receive reports ae proposals of the Committees and Bie organs and submit them to the _ Assembly and Member States, with comments and recommendations as appropriate; >> appoint the Secretary-General, subject to the approval of the Assembly; >> enter into agreements or arrangements concerning the relationship of the Organization with ‘other organizations, subject to approval by the Assembly. Main committees 1. Maritime Safety Committee (MSC) 2. The Marine Environment Protection Committee (MEPC) 3. Legal Committee 4. Technical Cooperation Committee 5. Facilitation Committee ‘>> The MSC is the highest technical body of the Organization. It consists of all Member States. >> The functions of the Maritime Safety Committee are to “consider any matter within the scope ‘of the Organization concerned with aids to navigation, construction and equipment of vessels, manning from a safety standpoint, rules for the prevention of collisions, handling of dangerous “cargoes, maritime safety procedures and requirements, hydrographic information, log-books and navigational records, marine casualty investigations, salvage and rescue and any other _ ‘matters directly affecting maritime safety" ‘ >> The Committee is also required to provide system for performing any duties assigned to itby _ the IMO Convention or any duty within its scope of work which may be assigned to it by or under ‘international instrument and accepted by the Organization. shas the responsibility for considering and submitting recommendations and guittes ¢ on Ship Design ond Gonstruction (SDC); ttee on Ship Systems and Equipment (SSE); and Sub-Committee on Carriage of Cargoes and Containers (CCC). >> The Legal Committee is empowered to deal with any legal matters within the scope of the Organization. The Committee consists of all Member States of IMO. >> It was established in 1967 as a subsidiary body to deal with legal questions which arose in __ the aftermath of the Torrey Canyon disaster. ">> The Legal Committee is also empowered to perform any duties within its scope which may be assigned by or under any other international instrument and accepted by the Orgat ti >> The Technical Cooperation Committee is required to consider vithin the scope of the Organization concerned with the implementation of technical cooperation projects for which _ the Organization acts as the executing or cooperating agency“and any other matters related to the Organization's activities in the technical cooperation field. ‘with IMO's work in eliminating unnecessary formalities and "red tape" in international shipping ‘by implementing all aspects of the Convention on Facilitation of International Maritime Traffic 1965 and any matter within the scope of the Organization concerned with the facilitation of international maritime traffic. ne and why. Give an illustration of amendments to either SO1AS oF al atu fa trea sheperesn Hf approval ha ‘accession refer toring tino fare inthe frst place, especialy wher the number of toa convention is very large. | percentage requirement in practice led to long delays in Bate amendments | into. To remedy the situation a new amendment procedure was devised in IMO. This lure has been used in the case of conventions such as the Convention on the International tions for Preventing Collisions at Sea, 1972, the International Convention for the nition of Pollution from Ships, 1973 and SOLAS 1974, all of which incorporate a procedure. “involving the “tacit acceptance” of amendments by States. | >> Instead of requiring that an amendment shall enter into force after being accepted by, for example, two thirds of the Parties, the “tacit acceptance” procedure provides that an amendment shall enter into force at a particular time unless before that date, objections to the amendment are received from a specified number of Parties. >> The “tacit acceptance" procedure has greatly speeded up the amendment process. ~ Amendments enter into force within 18 to 24 months, generally Compared to this, none of the amendments adopted to the 1960 SOLAS Convention between 1966 and 1973 received sufficient acceptances to satisfy the requirements for entry into force, QS. (a) As chlef engineer officer, explain how you will prepare vessel for dry docu, wer suid also Inelude all the required items that you will ensure procure when vessels planned for dry docking. {b) Outline the essential information tobe supplied to the dry deek management prior to dry docking.a vessel Albay DONE IN zozW/octvos Q4. Name the present ISO standards for Marine Fuel and explain the salient features of i, With reference to fuel ofl analysis report, explain the relevant corrective action which can * "be initiated against various adverse observations in it. _(b) explain the salient features and importance of Bunker Delivery Note. [anigjian 2010 ra #106 | 1 ae >> Sixth edition of ISO standard, ISO 8217:2017 specifies the requirements for fuels for use in'>> The Scope (Clause 1) has been expanded to include fuels containing net only “hydrocarbons from petroleum crude oil” but also from oil sands and shale, and hydrocarbons from synthetic or renewable sources, - Sulphur limits >> Sulphur limits have been reduced for several distillate grades. The sulphur limft for DMA and DMZ has dropped from 1.50% to 1.00% by mass. The same limits apply to the bio-blend - equivalent DFA and DFC. DMX is unchanged at 1.00% maximum sulphur. With reference to fuel oil analysis report, explain the relevant corrective action which can be initiated against various adverse observations in it. i a, Density: >> Max limits: 991 Kg/m3 (RMG Grade) & 1010 Kg/m3 (RMK Grade) It is the relationship between mass and volume ata defined temperature 15°C >> Increased density may: >> Affect the centrifuge operation (ineffective in water removal) ~_ >> Affect the engine's performance (increase of ‘CCAI, with viscosity constant) |. >> Reduce the specific energy of the fuel _ >> Reduced density than that declared by suppliers, Results in economical loss for the buyers; bunkers are sold by weight, but delivered by volume __b.Viscosity | >> Viscosity is a measure of how fuel will flow and it varies with temperature; as heavy oil is heated, it will flow more easily Viscosity is measured at 40° C for distillate and 50° C for residual fuels. For residual oils, the common viscosity Is 180 cSt and 380 cSt, butt reaches up to 700 cSt. >> Viscosity greater than specified, may affect pump ability, preheating settling / separation, ‘spray formation, atomization and combustion. The maximum viscosity of the fuel that can be used in an engine depends on the heating facilities available, However, too hot fuel, part of itmay turn to gas at the injection pumps, which is preventing the generation of proper injection pressure. i“ ‘ _ >> Increased viscosity is not a problem for the engine, provided that it is reduced to levels Fecommended by the engine manufacturers (10-15 cSt at engine inlet). < Aluminium + Silicon \ i I per ISO 8217:2017, RMG & RMK grades + 60 ppm (previous 80 ppm). Hard used as catalyst in petroleum refining process, Engine manufacturers li i : ected into the engines to 15 mg/kg they nea ia 0 water degy on reduction of GI S558 cea a Sareea ean yn BN a Jn eg eae sive IMO strate 5 eeere a MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL~B implementation programme for the effective uptake of alternative low carbon and zer¢ arbon fuels, including update of national actions plans to specifically consider such fuels. 2 Operational ‘energy efficiency measures for both new and existing ships including indicators inline with three-stepapproach thatcan be utilized to indicate and enhance theenergy efficiency performance of ships; z , a 3. new/innovative emission reduction mechanism(s), possibly including Market-based Measures (MBMs), to incentivize GHG emission reduction; 4. Further continue and enhance technical cooperation and capacity-building 5. Development of a feedback mechanism to enable lessons learned on implementation of ‘measures to be collated and shared through a possible information exchange on best practice, 1. Pursue the development and provision of zero-carbon or fossil-free fuels to enable the shipping sector to assess and consider decarbonization in the second half of the century. 2, Encourage and facilitate the general adoption of other pos le new/innovative emission reduction mechanism(s). Timelines ~ Candidate measures sct out in this Initial Strategy should be consistent with the following timelines: a 2. Possible mid-term measures could be measures finalized and agreed by the Committee "between 2023 and 2030. 3, Possible long-term measures could be measures finalized and agreed by the Committee beyond 2030. : Q6.(A) Describe the salient features of atest OPP equipment compared with the earlier versions. Discuss the latest guidelines for the mandatory entries to be made in Oil Record. Book. 4 (B) Your ship isfitted with an approved comminuted and disinfected sewage system. State the criteria to be followed for discharge of sewage from such a system and what are the parameters to be considered for deciding the moderate rate of discharge fora particular se c Describe the salient features of latest 1OPP equipment compared with the earlier versions. >2 The Revised Guidelines and Specifications for Pollution Prevention Equipment for Machinery Space Bilges of Ships adopted by resolution MEPC.107(49) on 18 July 2003 supersedes the Guidelines and Specifications for Pollution Prevention Equipment for Machinery Space Bilges of ‘Ships adopted by resolution MEPC.60(33) on 30 October 1992; oi Dil Content Meters Resolution MEPG107(49) - NEW Resolution MEPGOO(33) OLD i ‘standards for oil content meters that reflect J exten: the state of technology from. old eras in ! cfficiently monitoring processed efuents. | ee aOil content meter is designed to read oil- Gil content meters to read distillate oi] AND concentration of 10 ppm, followed by tests with iron oxide concentrations of 50 ppm and 100 ppm respectively ‘The required response time for the oilcontent meteris § seconds. Gil content meters are required to be tamper resistant and the meters are to be designed to not allow the equipment to discharge while fush water is being fed toit. No special requirements to read oll-water! emulsions il content meters to read ONLY distillate oil Response time for oil content meter is 20 seconds. “There arene such requirements: Oil content monitors are required to store Pertinent operational data which can be reconciled with the oil record book to assure conformance No stich requirement. ‘TEST SPECIFICATIONS FOR TYPE APPROVAL OF 15 PPM BILGE ALARMS Contaminant and color test Sample pressure or flow test Shut off tests TEST SPECIFICATIONS FOR TYPE APPROVAL OF 15 PPM BILGE ALARMS Calibration test ‘Contaminant and colour test Sample pressure or flow test Shut offtests Utilities supply variation test Calibration and zero drift test Response time test GENERAL, Forshipsbuilton orafter 1JAN 2005 For ships built on or after S0ApFII1994 5 “The routine maintenance ofthe Isppm Bilge Separator and the 15 ppm.Bilge alarm system should be clearly defined by the manufacturer In the associated Operating and maintenance manuals." = Not mentioned = The accuracy of the 15ppm Bilge alarms should be checked at the [OPP certifica renewal surveys according to manufacturer's instructions. Alternatively, the unit may be replaced by a calibrated 15ppm Bilge Alarm. OILY WATER SEPERATOR, =separator can handle any oily mixtures: “ plete rane of pils ~ Gravitational type, not effective aver the complete range of ollsnor with oilof vers“WWW. DIESELSHIP.COM MARINE ENGINEERING MANAGEMENT AT MANAGEMENTLEVEL—BOOK1 3, = Can deal satisfactorily with oil of very high density and mixture as emulsion. Re-circulating facilities provided, afer and adjacent to the overboard outlet of the ‘stopping device to enable the 15-ppm bilge Separator system including the 15ppm bilge alarm system and the automatic stopping device, to be tested with the overboard discharge closed. Requires training of ship staff with respectto familiarization in operation and maintenance of the equipment OWS. >> The layout of the installation to be arranged so that the overall response time (including the response time of 1Sppm Bilge alarm) between an effluent discharge from the 15ppm Bilge separator exceeding 15ppm and the operation of the automatic stopping deyice preventing overboard discharge should be asshort as possible and, in any case, notmore than 20secs. > Ieistecommended that a simple means be provided aboard ship to check on instrument relative density or mixture as emulsion thus a lot of processing needs to be done before the processing in the OWS. Recirculating facilities provided to enable the oil filtering equipment to be tested with the ‘overboard discharge closed at initial and periodic surveys. No mandate, >> The layout of the shipboard installation to | be arranged so that the overall response time between an alteration in the mixture being pumped and the alteration in the meter reading should be as shortas possible and, in any case, not more than 40 secs to allow for remedial action being taken before the oil content of the mixture being discharged exceeds the permissible limit >> Itis recommended thata simple means be provided aboard ship to check on instrument drift, repeatability of the instrument reading | drift and to confirm the accuracy and and the ability to re-zero theinstrument___| repeatability of the instrument reading, Discuss the latest guidelines for the mandatory entries to be made in Oil Record Book. Guidance for recording of operations in the oll record book Part i ~ machinery space operations (ll ships) >> Operations should be recorded in chronological order as they have been executed on board >> Dates should be entered in dd-MONTH-yyyy format, ep. 16-MAR-2009. Date [Code (letter) >> Incineration or landing ashore of oily garbage and used filters should be recorded in the Garbage Record Book only. >> All Entries are to be made and signed.by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of the ship >> Do notleave any full lines empty between successive entries >> lla wrong entry has been recorded in the Oil Record Book (ORE), it should immediately be Struck through with a single line in such a way that the wrong entry is still legible, The wrong | entry should be signed and dated, with the new corrected entry following, Trem number _ | Record of operations 7 signature of the ollicer in-chargeWww. DIESELSHIP.COM MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL = BOOK’ >> Recording of quantities retained in bilge water holding tanks listed under section 33 of the 1OPPCis voluntary and not required by the Convention. >> The recording of general maintenance of items pertaining to the OWS remains voluntary and is not required to be recorded in the ORB. (B) Your ship is fitted with an approved comminuted and disinfected sewage system, State the criteria to be followed for discharge of sewage from such a system and what are the Parameters to be considered for deciding the moderate rate of discharge fora parti ship. State the criteria to be followed for discharge of sewage from sucha system >> Annex IV- Regulations for the Prevention of Pollution by Sewage from Ships, Chapter 3 - Equipment and control of discharge, Regulation 11 - Discharge of sewage prescribes the following; >> Subject to the provisions of regulation 3 of this Annex, the discharge of sewage into the sea is prohibited, except wien: >> The ship is discharging comminuted and disinfected sewage using a system approved by the Administration ata distance of more than 2 nautical miles from the nearest land. >> The sewage that has been stored in holding tanks shall not be discharged instantancously but atamoderate rate when the ship is en-route and proceeding at not less than 4 knots; Parameters to be considered for deciding the moderate rate of discharge Thexate ofdischarge shall be approved by the Administration based upon standards developed by the Organization; or >> The ship has in operation an approved sewage treatment plant which has been certified by the Administration to meet the operational requirements of this Annex, and the test results of the plant are laid down in the ship's International Sewage Pollution Prevention Certificate; and additionally, the effluent shail not produce visible Noating solids nor cause discoloration of the surrounding water. (Q7. With reference to Ma (@) Port of Refuge (b) Particular average and General Average (©) Total Loss and Constructive Loss. 2019/NuG | is/ocr | 2020/aR/ea | 2020/0CT/@F | 2021 /SERIAT € Insurance, write short notes on following: (a) Port of Refuge >> Port of refuges a port where the ship is diverted due to a situation wherein avessel has an ‘emergency caused and tendered the vessel unsafe to sail further >>The decision to call for a port of refuge is taken by the master of the ship when he finds that continuing the voyage would be dangerous to the safety of the crew, ship, cargo, and the environment >> Place ofrefige to stabilize its condition and reduce the hazards to n neans a place where a ship in need of assistance can take action ta enableit tion, and to protect human life and the environment 2 swith respect to port of refuge >> ‘Theterm “portot refuge” is used here in its wider sense as indicating any port at which general average expenses are Incurred. It may thus include anormal port of call for loading, bunkering, ete ordischary @ mm 6“WWW. DIESELSHIP.COM (MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL - BOOK 1 8 Samule charges that can be put under GA are; 1. Port charges 2. Cargo discharge, either partial or full 3, Storage 4,Reloading 5, Repairs (temporary & permanent) 6.Surveys,agency ete |. 7.Crew costs (b) Particular Average and General Average ‘What is Particular average Loss? >> Particular average loss is partial and unforeseen loss accidentally incurred by sea perils. When goods arrive at its destination, the surveyor inspects them and certifies their damaged condition. After survey, astatement of particular average is prepared. Particular average may be divided into the following stages: 1, Measures of the actual loss:, Loss = sale price of goods — sale price of damaged goods. 2.Where the valued policy is taken, the actual measure of loss has to be adjusted on the basis of the amount insured, 3. Where the unvalued policy is taken, itis this amount which the insured can recover from the ‘underwriter up to te sum insured. 4-1n addition, insured can also claim certain charges ie. survey fee, sales commission ete. General average : >> General average is an ancient form of spreading the risk of sea transport and existed long ‘before marine insurance. General average means general losses, as opposed to a particular loss under marine insurance. >> Itis defined in the rules of YORK-ANTWERP rale as: There isa general average act when and only when any extraordinary sacrifice or expenditure is intentionally and reasonably made or incurred for the common safety for their purpose of preserving from peril the property involved. ina common maritime adventure. Essentials of GA: 1, The loss inust be the direct result of a general average act. 2,Sacrifice or expenses must be extraordinary in its nature. $.The sacrifices must be intentional and not accidental, 4, Itmust be reasonable and prudent. 5,lemust be done in times of peril 6.Its object must be the preservation of the property and not thesafety ofany particularint 7.At must result in the preservation of the ship and a part of the cargo. j 8.The common danger must not be the result of a default. ! rest Aspect General Average Particular Average 7 Loss is an extraor Loss is partial loss Types of Lose sceldentlly insured by sea a | common interest. pets sia vl nd Loss is purely accidental and i | Type ofsitua Poa Eee Sustion. deliberate lo unforeseen loss, | Possibility of insurance | THE eaUSe of General Average’ The cause of Parlculat Loss cannot be insured, | Aves ine Loss can be insured.‘WWW.DIESELSHIP.COM [MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL ~ 800K 1 TLoss affects generalor Effect commen interest, hence termed general average. Loss must be reasonable and | prudent f Lossisan extraordinary | Lossis of ordinary character character of general nature. | and ofparticular nature. Loss involves only particular property orinterest. Reasonableness No such condition a Nature of Loss 7 ‘The loss shall be shared by | Falls entirely upon the Staragolloss alltheowners of cargo. _ | owner. (Q Total Loss and Constructive Loss, 1. Total Loss >> The actual total loss is a material and physical loss of the subject-matter insured. >> Where the subject- matter insured is destroyed or so damaged asto cease to be a thing ofthe kkind insured, or where the insured is irretrievably deprived thereof, there is an actual total loss. >> When a vessel is foundered or when merchandise is so damaged as to be valueless or when the ship is missing it will bean actual total loss. ‘The actual total loss occurs in the following ca >> The subject-matter is destroyed, e.g, a ship is entirely destroyed by fire. => The subject-matter is so damaged as to cease to be a thing of the kind insured, Here, >> the ‘subject: matter is not totally destroyed but damaged tosuch an extentasthe result of the mishap; It fs no longer of the same species as originally insured. The examples of such losses are— foodstuff badly damaged by sea water became unfit for human consumption, >> The subject-matter is lost. For example, where a ship is declared as missing after end of official search is called off. Anactual total loss is presumed unless there is some other proof to Show against it. >> Where the subject-matter had ceased to be of the kind insured. the assured will be given the full amount of total loss provided there was insurance up to that amount, and the insurer will ubrogate all rights and remedies in respect of the property. Any amount realized by the sale of the material will go to the insurer 2, Constructive total loss >> Where the subject-matter Is not actually lost in the above manner but is reasonably abandoned when its actval total joss is unavoidable or when tt cannot be preserved from total Joss without involving expenditure which would exceed the value ofthe subject-matter. For example, >> The cost of repair and replacement was estimated to be $50,000, whereas the ship was estimated to be $40,000, the ship may be abandoned and willbe taken as a constructive total loss, ‘The constructive total loss will be where; >> The subject matter insured is reasonably abandoned on account of its actual total loss appearing to beunavoidable >> The subjectsmatter could not he preserved f rctual total loss without an expenditure Which would exceed its repaired and recovered value."The ins ot compelled to-abandon his interest, where the goods are abandoned, the insurer will have to pay the full insured value, QB. An Indian flagship has grounded offthe coast offdiaand ihe owners haveabandonedWWW. DIESELSHIP.COM MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL - 800K 1 ry ‘steps should be initiated and who should initiate such steps for the safety of the marine property and environment. (earner Toone. ‘ly r Note : This question is directly focussing on the recently drafted “The merchant shipping bill 2020". As there is no clear written protocol for ships that are abandoned in Indian coast in the Merchant shipping Act 1958, the recently proposed Merchant shipping bill covers the aspect of abandoned ship and the responsibility to protect the marine property and environment. Definition of an Abandoned vessel Abandoned yesseli means a vessel which has been abandoned and deserted by the owner or ship ‘owner or the master of the vessel without any hope of recovering it or whose owner or ship owner ts unknown or cannot be traced or has failed fo full his fundamental obligations under this Act or whose master has beon laf without fmancial means in respect of its operation and includes ary, vessel falling within Section 318 >> Abandoned vessel includes any of the following vessels in the coastal waters and Indian vessel anywhere, along with its cargo, Ifany loaded, whether afloat or stranded (@) a vessel whose ship owner is unknown or cannot be traced and in which or on whose cargo, fany loaded, no other person claims stake, within the specified time period, despite the Central \ Gayernment duly notifying the flag state of the vessel or consulate of the country of domicile of = the registered owner. wy {b) a vessel whose owner or ship owner or master or person holding stake in the vessel or its aq argo, including the mortgagee, insurer, salvor or contractor, fail to fulfill the ship owner's = fundamental. obligations, required under this Act. towards ensuring safety, security, 4 environment protection and crew and passengers’ welfare: ica (Ga vessel restrained by any court in India and for which the person assigned responsibility by fe 2 thie: coure flle thle chip owner's fundamental obligations, vauired under. tis Ae = towards ensuring safoty, security, environment protection and crew and passengers’ welfare 4 Provided that declaration of a vessel as an abandoned vessel by the Central Government, due to {inaction or omission by stakeholders shall not absolve the ship owner or other persons in charge ‘ofthe vessel, including the insurers, of their obligations under this Act, 2 Explanation 1: For the purposes of sub-clause (b), failure to fulfil fundamental obligations shall be deemed to have occutred if effective action, in view of the Central Governe taken by the owner within the specified time period stipulated Government against such shipowner or owner or master, (2) The Central Government may prescribe the form and procedure for issuance of notice to the flag state of the vessel or consulate of the country of domicile of the registered owner for the | irposes of sub-section (1}{a) of this Section. ; has not been, the order passed by the Central Power of the Central Government in respect ofabandoned vessels. | 23 (1) Wheneverit is brought tothe cognizance ofthe Cen Governmentthata vessel in Indi clicate the vessel to be attWWW.DIESELSHIP.COM [MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL ~ 800K 1 4 abandoned within the meaning of this Act, the Central Government may take actions towards ascertainment of such condition and towards safe and environmentally sound resolution of the situation, disposal or removal of the vessel from Indian waters thereafter, in accordance with prescribed rules. >> (2) The Central Government may, give such directions, in writing. as it deems appropriate, to @ port authority or Maritime Board or any other authority or agency to render services or assistance or take measures in respect of any abandoned vessel which has been abandoned on ‘or near the coast of India, or within the coastal waters. (3) The directions passed under sub-section (1) shall be witha view to ensuring safety, security, Preventing the abandoned vessel from posing a threat to life or property or environment, inchiding protection of India's coastline or related interests from pollution or threat of pollution. arising out the abandoned vessel, (4) Any costs or expenses incurred by the Central Goverament or any authority or agency for taking any measures in respect of an abandoned vessel, in accordance with the directions passed by the Central Government under sub-section (2) shall constitute a debt due to the Central Government and may he recovered from the proceeds received from the sale ofthe vessel or its cargo. (8) The procedure for reimbursement of costs or expenses, including the manner of determination of the rates for services rendered, to the authority or agency complying with the directions of the Central Government under sub-section (2) may be prescribed. (6) Notwithstanding anything contained in the Admiralty Att, 2017, the debt due to the Central Government stated under sub-seetion (4) shall be a charge on the vessel and shall have first priority after the following maritime liens- {a) claims for wages and other sums due to the master, officersand other members of the vessel's complement in respect of their employment on the vessel, including costs of repatriation and social insurance contributions payable on their behalf, (b) claims in respect of loss of life or personal injury occurring, whether on land or on water, in direct connection with the operation of the vessel Q9, (a) The STCW 95 convention was amended in manila on 25th June 2010. What major changes and amendments were made forthe engine department? (b), Illustrate the salient factors for "Onboard Training” and standard of competence as laid but in the existing chapter Ill of the STCW 95 and the fed chapter Ill of STCW (Manila amendments). Underline the specific roles a chief engineer needs to perform room personnel under the existing and new regulation. What will be the criteria for evaluating competence for onboard training by'a chief engineer? towards satisfactory training of ¢ la in 25 June 2010. What major changes and > StCW95 chapter itl deals with standards required forengine room personnel underdifferent éapacies >> The following chaiiges were made to chapter Il by STCW 2010, Manila amendments 1, Regulation 11/5 deals with minimum requirements for certification of ratings as ableseafarer: engine ina manned engine-room or designated to perform duties in a periodically unmanned, Bi 2 6. ae‘WWOWDIESELSHIP.COM MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL~BCOK1 49 __—{$# ——sXs OOOO 2. Regulation I/6 deals with minimum requirements for certification of electro-technical officers 3, Regulation I1I/7 Mandatory minimum requirements for certification of electro-technical ratings (6) Illustrate the sallent factors for “onboard training’ and standard of competence as laid out in STCW 95 Chapter Ill, Underline the specific roles a Chief Engineer needs to perform towards satisfactory training of engine room personnel under the existing and «flew Regulation. What will be the criteria for evaluating competence for onboard training bya Chief Engineer? ZO1i/FES | 2010/OCT | AOTOFAUG [2011 /AUG | 20157ANG 79/5 | ZOzT/ MARIOS ZOLG/IUN | DITTOGE | 2030/SKO9 | AIBN Mlustrate the salient factors for “onboard training’ and standard of competenceaslaid out in STEW 95 Chapter III * >> Chapter Ill of STCW '2010, deals with standards required of Engine Room personnel under different capacities. >> Chapter I1I/1, deals with standards required fora watch- keeping Engineer Officer: >> IIl/2 and I11/3, deal with the standards required for Chief Engineer and Second Engineer officer for Main propulsive powers of more than 2000 kW and between 750 kW to 3000 kW respectively. ee >> Chapter I1/3, deals with standards required for serving as Engine Room rating, ‘On Board Training: - >> Every candidate shall follow an approved Onboard training which 1. Ensuresthat during the required period of seagoing service, the candidate receives systematic practical training and experience in the tasks, duties and responsibilities ofan Officer in charge ‘of an Engine Room watch-keeping, taking into account the guidance given in section B-Ill/1, of the Code. | 2.Isclosely supervised and monitored, by a qualified and certificated Engineer Officer on board the ships. in which the approved seagoing service is performed 3.Isadequately documented, in a Training Record Book. Standards of Competence: E => STCW95 has very clearly specified the standards required under various capacities. Chapter Ill, has divided the Competency standard, to four functions 1. Marine engineering, 2. Electrical, Electronic and Control Engineering, 3. Maintenance and Repair, 4, Controlling the operation of ship and care for persons on bo Roles a Chief Engineer needs to perform towards satisfactory training of engine room personnel under the existing and new Regulat k Chief Engineor must establish training program on board ship. tle shoul a >> Breakedown various jobs into duties, tasks, and sub-tasks, ee >> Establish priorities of task 4 >> Define performance standard foreach task. bee) 5> |dentiy preferred mode of learning D | >>Coltect data on profile of trained personnel iO/DRSELSHIP.LOM MARINE ENGINEEKING MANAGEMENT Al MAnAGERaR >» Givettrainee, independence of doing job and at the same time supervise his work constantly. >> Identify constraints like language, lack of training etc. >> Ifa Trainee is found to be lacking in knowledge in some areas, then the Chief Engineer must discuss his wealmess with him and must try to give him achance to improve upon. Ifthe trainee, needs formal training in certain fields then Chief Engineer must request for Shore based training ofthe person concerned, ‘What will be the criteria for evaluating competence for onboard training by a Chief Engineer? >> The criteria for evaluating competence for onboard training of Engine Room personnel is Riven in column 4, of Tables A-lII/1, III/3 and IIl/4. On the basis of these guidelines and evaluation criteria, the Competency of on board training can be evaluated. >> Some of the criteria are ~ >> Identification of important parameters and selection of material is appropriate. >> Use of equipment and machine tool is appropriate and safe, >> Selection of tools and spares is appropriate. >> Dismantling, inspecting, repairing and re-assembling are in accordance with manuals and ‘good working practices, >> The conduct, handover and relieving of ‘watch’ conforms to the accepted principles and procedures. >> A proper record is maintained of the movement and activities relating to the ships enginecring systems. >> Communications are clearly and well understood in accordance with established rules and procedures to ensure safety of operations and to avoid environment pollution. >> The causes of machinery malfunctions are property identified and actions are designed to ensure overall safety of the ship and plant. >> Procedures for monitoring shipboard operations and ensuring compliance with MARPOL requirements are fully observed >> The type and scale of emergency is properly identified and emergency procedures are followed as per plan. >> Actions in responding to abandon ship and survival situations are appropriate. >> Legislative requirements, relating to Safety of life at sea and protection of environment are correctiy identified AUGUST 2021, Ql. Writeshort notes on Casualty Investigation Code and IMO Me ping ie sg Seabee BING don ta varios cin onviens oF BG: Following ar tha consent and articles under which above responsibility is laid down SOLAS 1, Chapter 1, part G Regulation 21 states «mete el ; a me ets maritime epson;S Sees 25 ge%e gaze pee Sede ee : cooperation between governments, to ;to correctly identify the cause.. The delegation of athory to recognized organtzatons (ROs); the related conte monitoring mechanism of the survey and certification processes by the Member States, 2. Periodical Lubricating Oil Analysis, its correct interpretation and corrective ‘measures are of critical significance for the maintenance of marine machineries. With ‘reference to the modern analysis techniques employed for the condition of 1.0, discuss the following: A). Elemental (Spectrometric) Analysis B). Fourler Transform Infrared (FTIR) Spectroscopy (). Particle Count ‘D). Base Number Vs Acid Number je/FEB | 2016/SEP_| 2017 AN | 2OI7]FEB_ | 2o17/mBC | oRI/WL/aT | zoaT/AUG/OA | —____d A). Elemental (Spectrometric) Analysis >> Elemental analysis is the most fundamental test in the oll analysis mainly used to determine the presence of wear metals such as iron, lead and copper in diesel engine oils. >> Currently, elemental analysis is used to determine the concentrations of 15 to 25 different elements ranging from wear metals and contaminants to oil additives. _>>Unit of Measure is ppm >> EN also referred as clemental spectroscopy OR wear metal analysis works on the principles of Atomic Emission Spectroscopy (AES). >> Individual atoms within the sample are excited using a high-energy source. The atoms absorb” ‘energy from the excitation source and eventually emit light energy. 35 By measuring the amount of light emitted for various atoms such as iron, copper, zine and Sodium, the concentration of each atom can be determined. >>The two most common types of atomic emission spectroscopy are Rotating Disc Electrode (RDE) and Inductively Coupled Plasma (ICP). Both of these methods have limitations in. ‘analyzing particle sizes, with RDE limited to particles less than 8 to 10 microns and ICP limited to particles less than 3 microns. They are useful for providing trend data. Advantages ‘>> An effective oil analysis report will provide reference data for the new oll so any amounts of additive elements can be easily distinguished from those of contaminants. >> It is better to analyze trends rather than focus on any specific measurement of ¢lemental analysis data. ‘ a Tn some cases engine / Machinery wear may generate particles that are greater nl 1 size, ‘which are invisible to the AES instrument. Hence, ather ‘tests likB —_ -_B). Fourier Transform Infrared (FTIR) Spectroscopy ‘>> FTIRis one of the most widely used tools in the oil analysis highly preferred as itis a purely instrument-based test. >> Quick to perform and fs capable of simultaneously detecting multiple parameters, including ‘water, fuel, glycol, oil oxidation, soot and certain additives such as ZDDP phenols. >> FTIR Is based on the fundamental principles of molecular spectroscopy. The basic principle {s that specific molecules absorb light energy at specific wavelengths, known as thelr resonance frequencies, different types of molecules, such as the additive ZDDP and water, or fuel and glycol absorb infrared light at different wavelengths. ‘>> Therefore, itis possible to determine the presence of different molecules in the sample with FTIR, simply by measuring the absorption at different wavelengths, or wavenumber. >> An FTIR spectrometer works by taking a small quantity of sample and introducing It to the infrared cell. The intensity of light transmitted through the sample is measured at each wavenumber allowing the amount of light absorbed by the sample to be determined as the _ difference between the intensity of light before and after the sample cell. This is known is the infrared spectrum of the sample. >> As most used oil samples are complex mixtures, including base oil molecules, additives, oil degradation by-products, wear debris and contaminants, the infrared spectrum of a used oil ‘Sample is typically complex, and can be difficult to interpret with any degree of certainty. Despite this drawback, FTIR still has value in used oil analysis and is employed by the majority of oil analysis labs asa screening tool ‘The testing proce: > Commonly used type of instrument is called an attenuation cell FTIR instrument. FTIR analysis of used oil samples is a three-stage process. >> The first stage is to record the FTIR spectrum of a new oil sample to obtain a baseline FTIR trace. >> The second stage isto record the same FTIR spectrum of the used oil sample. >> The third and final stage is to subtract the new oil baseline, often referred to as the new oil reference from the used oil spectrum to obtain the difference spectrum. ©). Particle Count >> Particle Counting is single most important test for used oll analysts. >> Particle count data is an instrumental, from ensuring that abrasive be ris minimized, to determining if a hydraulic fluid is clean enough for rellable operation oF evaluating the performance of afilter in the field >> Particle counting offers a surplus of information and simple & economical, ‘Advantages >> Verifies filter performance >> Verifies pump condition ‘>> Identifies high engine blow by conditions >> Identifies changing atmospheric contamination >> Troubleshoots and isolates problems >> Identifies the need for further analysis >> Verifies centrifuge performance >> Detects high corrosive wear>> These titration-based methods are slow and expensive to execute, ‘volumes of sample and solvent, and are prone to interferences. >> The high cost and poor accuracy of these methods limit their usefulness and application to routine oll monitoring. >> The potential alternate means for determining acid number and base number are by using & ‘variety of partial least squares (PLS) direct-read Fourier transform infrared (FTIR) methods, ‘which estimate the acid and base number of used oils by directly measuring the spectrum of undiluted oi. D), Base Number Vs Acid Number Add Number Base iber ‘The acid number is the concentration of acid | The base number is the reserve of alkalinity in Inthe the oll Results are expressed in terms of the volume | Results are expressed in terms of the volume of potassium hydroxide in milligrams of potassium hydroxide in milligrams equired toneutralizethe acdsin one gram of | required to neutralize the acids in one gram of | ‘oil | eit [Acid naraber testing @ primarily performed | Base number testing s mainly or over-based| mn non-crankcase ols. | erankcase oll. ‘An acid number that is too high or too low |~ A base number that is too low can indicate | | may be the result of oil oxidation, the | high engine blow-by conditions (fuel, soot, | | presence of an incorrect lubricant or additive | ete), the presence of an incorrect lubricant, depletion. {internal leakage contamination or oil oxidation from extended oil drain intervals and/or extreme heat "ASTM methods, including D664, D974, D2896 | SAME | and D4739, are the current industry standard ‘methods for measuring the acid Q3. India, one of the world’s five major ship recycling countries, has acceded to the IMO Hong Kong Convention, the treaty that will set global standards for safe and environmentally sound hip recycling. Discuss the key features of “The Hong Kong International convention for the safe and environmentally sound Recycling of Ships”. [zazirresjas | 20zs/avcyas Mistoric background ‘Scrapping into recycling > Historically ship dismantling was referred as scrapping, however this. ‘approach is changed by IMO and addressed it as “recycling” and created a convention to ensure as practical as possible, every single part ofthe ship is recycled. MEPC involvement -> Guidelines were developed by the Marine Environment Protection Committee (MEPC) and finalized at the MEPC 49th session in July 2003. >> These guidelines were adopted as the:[MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL — BOOK 2 0 __ 1. Guidelines on Ship Recycling by the 23rd Assembly in November-December 2003 by -_Tesolution A.962(23) and were subsequently amended by; 2 Resolution A.980(24).Resolution A:962(23). “Mathing goes waste" > The guidelines noted that, In the proces of recycling ships, virtually nothing goes to waste. The materials and equipment are almost entirely reused, Steel Is “< Teprocessed to become, reinforcing rods for use In the construction industry or as comer castings and hinges for containers. Ships’ generators are reused ashore. Batteries find their way {nto the local economy. Hydrocarbons on board become reclaimed oll products tobe used as fuel {in olling mills or brick kins. Light fittings find further use on land, ‘Ship_recvcling as “green” industry > Property handled, ship recycling fs, a “green” industry. _ However, the guidelines also recognized that, although the principle of ship recycling may be sound, the working practices and environmental standards in the yards often leave much to be desired. While ultimate responsibility for conditions in the yards has to lie with the countries in which they are situated, other stakeholders must be aged to contribute towards ‘minimising potential problems in the yards. “Given Passport” -> The Guidelines on Ship Recycling also introduced the concept of a "Green Passport” for ships. ‘>> It was envisaged that this document, containing an inventory of all materials used in the construction ofa ship that are potentially hazardous to human health or the environment, would accompany the ship throughout its workin >> Produced by the shipyard atthe construction stage and passed to the purchaser of the vessel, the document would be in a format that would enable any subsequent changes in materials or equipment to be recorded. >> Successive owners of the ship would maintain the accuracy of the Green Passport and Incorporate into itall relevant design and equipment changes. ith the final owner delivering it, with the vessel, to the recycling yard Entrvinte force >>The Convention is open for accession by any State. It will enter into force 24 months after the ate on which 15 States, representing 40 per cent of world merchant shipping by gross tonnage, have either signed it without reservation as to ratification, acceptance or approval or deposited instruments of ratification, acceptance, approval or accession with the Secretary: General Fr eaves donot pose any unnecessary sto human hal sft and othe ‘environment, ey rorvertion ; ‘gia Se‘The Hong Kong Convention adreses al he ses around shi recting inching he ak that ships sold for scrapping may contain environmentally hazardous substances sud a8 aiestos, heavy metals, hydrocarbons, ozone-depleting substances and others Itals(Www. DIESELSHIP.COM [MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL - 800K 1 ‘concerns raised about the working and environmental conditions at many of the world's ship recycling locations, >> The design, construction, operation and preparation of ships so as to facilitate safe and. ipromising the safety and operational efficiency of environmentally sound recycling without com ships; >> The operation of ship recycling facilities in a safe and environmentally sound manner; >> The establishment of an appropriate enforcement mechanism for ship recycling incorporating certification and reporting requirements. ‘Procedure for ship recycling Anventony of hazardous materials-> >> Upon entry into force of the Hong Kong Convention, ships to be sent for recycling will be Fequired to carry an inventory of hazardous materials, which will be specific to each ship. >> An appendix to the Convention provides a list of hazardous materials the installation or use ‘of which is prohibited or restricted in shipyards, ship repair yards, and ships of Parties to the Convention: Presrecveling survey> >> Ships willbe required to have an initial survey to verify the inventory of hazardous material, aaditional surveys during the life ofthe ship, anda final survey prior to recycling ‘Shin Becucing Plan-> >> Ship recycling yards will be required to pro a ing the manner in which each ship will be recycled, de on its particulars and its inventory Parties willbe required to take effective measures to ensure that ship recycling facilities under {heirjurisdiction comply withthe Com Q4, (A) Discuss what you understand by directional stability and manocuvring, How are these attributes provided in a ship? (B) Using typical engine power versus engine speed diagram and propeller demand ‘curves, discuss the relation between the maximum rated output of the propulsion plant and the power for which the propeller is designed. 2o17jFeR | 20i7/0eC saifiizas | 2001/aue era i ed as."Pitch” and motion he "Zanis is called “vaw", The other 3 are co-MARINE ENGINEERING MANAGEMENT AT MANAGEMENTILEVELB00K1 55 ‘This is the ship's ability o resume a straight line path having the same direction ‘sit had before the disturbance. There can be two possible paths during the ‘disturbance phase: either it can be oscillatory or non-oscillatory. tat aN th >> Directional stability OR, < %> This stability is attained ina similar way to the feathers on an arrow in elther direction, by the greater resistance to motion at the aft end of the vessel, affected by the trim, or difference in Graught forwards to aft, and controlled by the rudder or side thrusters if fitted. >> A ship is said to be directionally stable ifa deviation from a an external force or moment is acting to cause the deviation >> Whena ship at rest in stil water and disturbed in the hydrostatic forces and ‘Set course increases only while horizontal plane in the absence of any if the ship returns it to its original position, the ship is in neutral equilibrium, £7 Rihen a moving ship is disturbed in yaw itis acted upon by hydrodynamic forces which may ied be stabilizing or destabilizing. If stabilizing, the ship will ake up a new steady line of advance ea but unless some corrective action is applied, by using the rudder, aia A degree of directional stability is desirable otherwise excessive rudder i i movements will be needed to maintain a straight course. A directionally unstable : ) ship is easy to manoewvre, but requires very high power to keep the ship in z course! While a stable ship may not be responding as easy as an unstable ship, i however requires less energy expenditure by its steering gear in maintaining « ‘Set course. A compromise between extremes is therefore desirable How are these attributes provided in a ship? >> Directionally stability is not possible without a rudder, Side thruste rs and propeller : movement. = The otherimportant aspect of the ship's hull isits directional or course-keeping performance at sea. In other words, its mandeuvrability. In order to evaluate the manoeuvrability ofthe bare hull, the following are evaluated: StralhtLine Stability: fa ship moving ina straight line is subjected to an external disturbance, and it changes its direction bur.continues to move in a straight line along the new direction, without the help of the rudder, then the hull is said to have straight-line stability Ditsctional Stability: Ifa ship moving ina straight line is subjected to an external disturbance, nd ft continues to move along a new path which is parallel to the intial direction, the ship is Said to possess directional stability. Direction: ty i ot possible without the ald of a Control surface (eg. rudder), but having straight-line stability makes it easy to stability Path Stability: fa ship moving ina straight line Is disturbed externally, and itcont ues to move Ges te sae path (aftera few oscillations), it sad to have path stability, Path stably, lke dlirectional stability, can only be attained if straight-line stability is achieved, io Main directional !\WWW.DIESELSHIP.COM MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL-BOOK1 >> The design goal during the development of a ship's hull, is, therefore, to attain straight line stability. For this various tank, tests are carried out at model basins and the hydrodynamic coefficients are measured for the bare hull. >> These hydrodynamic coefficients are the characteristic properties of the hull’s course ‘keeping abilities, and in case of unwanted results, changes in the hull’s shape or geometry are decided upon. For example, a skeg is often added to the hull in later stages of design to improve on its straight-line stability, after the model basin test results are obtained. Disturbance Old Path —'— Straight Line Stability Path Stability B) Using typical engine power versus engine speed diagram and propeller demand Curves, discuss the relation between the maximum rated output of the propulsion plant and the power for which the propeller is designed. ea => The term ‘propeller design basis’ refers to the power, rotational speed and ship speed that are chosen to act as the basis for the design of the principal propeller geometric features. >> The selection of the design basis starts with a consideration of the mission profile for the ss vessel. Each vessel has a characteristic mission profile which is determined by the owner to meet ay the commercial needs ofthe particular service under the economic conditions prevailing >> It is also necessary that the propeller and engine characteristics mateh, not only when the = vessel is hew butalso after the vessel has been in service for some years, Since the diesel engine i at the present time is Used for the greater majority of propulsion pants, explanation is based primarily foradiesel engine propulsion 2 diesel engine hasa general characteristic of the type shown in Figure with a propellerdemand curve superimposed on it which is'shown in this instance to. pass through the Continiious Rating (MCR) of the engige. It should not, however, be assumed that in the general 4 ase the propeller demand curve must pass through the MCR point of the engine >>The propeller demand curveis frequently represented by the so-called ‘propeller law’, which suka isa cubic curve. i 2> This, however, is an approximation, since the propeller demand is dependent on all of the 7 Narious hull resistance and propulsion, components, and therefore haya more complex / functional relationship >> In practice, however, the cubic apy on is gen ly Valid over limited power ranges,‘www. o1esetstu.com MARINE ENGINEENING MANAGEMENT AT MANAGEMENT LEVEL—B00K1 Pitched (stif), curve A, or under pitched (easy), curve B. In either case, the maximum power of the engine will not be realized, since in the case of overpitching the maximum power attainable will be X ata reduced cpm, this being governed by the engine torque limit. >> In the alternative under-pitching case, the maximum power attainable will be Y at 100 per ent rpm, since the engine speed limit will be the governing factor. In addition to purely Brometric Propeller features, a number of other factors Influence the power absorption characteristics. Engine Power % —~ Typical of these factors are, 1, Sea conditions 2. Wind strength 3. Hulll condition in terms of roughness and fouling, 4. Displacement. >> itis generally true that increased severity of any of these conditions requires an increase in Power to drive the ship atthe same speed. This has the effect of moving the power demand curve of the propeller to, the left in thie direction of curve A. As a consequence, if the propeller is ‘designed to operate at the MCR condition when the ship is clean and in a light displacement with favourable weather, such as might be found on a trial condition, then the ship will not develop full power in subsequent service wh when the weather deteriorates. - Under these co brake horsepower developed by the engine. able to the draughts are deeper and the hull fouls or ions the engine torque limit wi restrict the >> This is most commonly achieved by designing the propeller to operate at a few revolutions fast when the vessel is new, so that by mi Sesined value, In addition, when significant changes of draught oecur between the trial and the ‘operating conditions, appropriate allowances need to be made for this effe >> Figure illustrates one such scenario, in which the propeller has be docking cycle the revolutions will have fallen to the n selécted so that in the‘Www. DIESELSHIP.COM [MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL-BOOK1 5 erated condition and hence the ship will not attain its maximum speed this is because the ‘engine will reach its maximum speed before reaching its maximum power. ‘>> Asa consequence, in poorer weather or when the vessel fouls or works at a deeper draught, the propeller characteristic moves to the left so that the maximum power becomes available, >> Should it be required on trials to demonstrate the vesset's full-speed capability, then engine manufacturers often allow an over speed margin with a restriction on the time the engine can ‘operate at this condition. This concept of the difference in performance of the vessel on trial and in service introduces the term of a ‘sea margin’, which is imposed by the prudent owner in order to ensure the vessel has sufficient power available in service and throughout the docking cycle. >> In practice the propeller designer will use a de-rated engine power as the basis for the propeller design. This is to prevent excessive maintenance costs in keeping the engine at peak performance throughout its life 85 Engine brake horse power (BHF) — P= Generator toad 965 100 1033 engine Revolution (RPM + “Typical Propeller Design Point >> Hence the propeller is normally based on a Normal Continuous Rating (NCR) of between 85 per cent.and 90 per cent ofthe MCR conditions: Figure (Typical propeller design point) shows a typical propeller des tor. For this ship an NCR of 85 per cent of the MCR was chosen and the power of the shaft generator P the NCR. >> This formed the propeller design power, The rotational speed for the propeller design power. ‘The rotational speed for the propeller design was then fixed such that the power absorbed by the propeller in service, together with the generator power when in operation, could absorb the MER of the engine at 100 per cent rpm. This was done by deducting the quired by th generator form the combined service propeller and generator demand curve to arrive at the j Service propulsion only curve and then applying the sea margin which enables the propeller to run fast on trial, In this way, the design power and revolutions basis 1b Q5.A. What are P&I clubs? Describe how P&I clubs gn point for a vessel working with a shaft ger deduicted from, lect fund from ship-owners; © & |A. Whatis P&I clubs? >> Protection and Indemnity insurance, is a shipowner’ s insurance to cover for legal liabilities to third parties. “Third parties” are any person, apart from the shipowner himself, who may have a legal or contractual claim against the ship. >> Protection and indemnity insurance (commonly referred as “P & I") provides cover to ship ‘owners and charterers against third-party liabilities encountered in. thelr commercial operations. Responsibility for damage to cargo, for pollution, for death, injury or illness of passengers or crew and damage to docks and other installations are examples of typical exposures, Pal insurance is usually arranged by entering the ship in a mutual insurance assoclation, usually referred to as a “lub”. Ship owners are members of such clubs. Legal lability is decided in aceardance with the laws of the country where an accident takes place. A Protection and Indemnity association is ofien referred 10 as a “club”. This is because the members club together to insure similar risks on a mutual basts. surance cover for contractual liability is agreed at the time the owner requests insurance cover from the club and in cargo insurance, cavers loss or damage to the goods carried usually in accordance with the owner's responsibility under crew contracts or special terms relating to the trading pattern of the vessel. >> Ia ship owner or charterer requires P&l insurance in connection with the operation of a vessel, he may contact a P&I association Describe how P&I clubs collect fund from ship-owners: >> Mutual Insurance means that the members of the club are its owners and share in its results. >> Therefore premiums are also mutual and estimated fora given policy year and finally decided when the year is closed which is minim n (but also normally) three years later >> Premiums are therefore referred to as “calls >> An estimated total call is calculated for any given ship. Calls may be charged all in advance, the full estimated total call or divided into advance and supplementary calls. >> The benefit of charging estimated total call the first policy year is that the member may be able to fully budget his costs. Before the policy year is finally closed, the club can decide the claims and to charge an additional supplementary call B. What are the risks that are covered under the rm “protection” and "inde: ty? >> The word protection simply means that the insurance also covers assistance when a ship is involved in an accident and the shipowner and his Master need help. Often the club’s early intervention and assistance will help to head off problems and serve to protect the shipowner: from inflated claims, >> PAl insurance is an indemnity type of insurance, which means the shipowner (or member of, the club) must demonstrate his loss before the club will pay out (or indemnity him) under the cao7 >> The club never assumes the owner's liability, therefore technically the owner (or member) is always responsible for payments (the “pay to be paid” principle). In practice, the club takes over the business of handling claims and ensuring that payments are correctly made. Coverage Crow related >> Injury/hospitalization >> Deviation >> Death, repatriation of body >> Repatriation of injured crew and for his reliever >> Personal effects, in case of fire >> Crew wages, if the vessel lost and passenger saved, >> Passenger claims Third Party people >> Injury to Supplier, Agents, stevedores etc. Cargo related >> Damage to cargo (Wet) >> Collapsing of twin deck >> Cargo shifting and damaging the hull-In this case the H&M insurance will pay first but later they will charge from the ship owner as it may be due to lack of ashing arrangement or improper lashings. That will be paid by the ship owner Damage to fixed and floating obiects/installations S.P-M, Buoys, shore crane etc ‘Wreck removal >> Sometim: ship wrecks has to be removed, marked or destroyed if Bp oF a naturel >> Sometimes the claims will be so high and the individual clubs have be paid by clubs, pools and reinsurance. Reinsurance is available up t mitations. Those it will 30BS Eines Customs, immigrs >> Not for overloading and PSC fines Piracy >> For Crew and cargo >> Not for Hijacking & ransom ‘Stoways >> Fine: uate >> Fines and cost for repatriation m CC & \d cost for repatriation,8 ‘Soluce >> Which is nota part of GA (Salvage for oil pollution) Q6. (a) Describe the background and relevance of the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001. (b)Define the following under Bunker Convention and explain how they differ from other ‘similar Convention such as CLC’92. (W Pollution damage (li) Bunker oit Ui) Time limits for claims {iv) Exclusions. 2016/FEB | 2016/APR pa_[ —2016/5eP —[2017/iaK | z0T77RPR | 2017ON | DOIN a018/APR | ~aore,juT | 2019/AN | —zoK9pAPR | 20197N | 2019 ULE | 209 Se 2az0/jAn | 2020/0CT/q3 | 2021/)AN/Q> | 2021/AUG/Q6 | tee Adoption: 23 March 2001; Entry into force: 21 November 2008 Oblective ofthe convention >> The Convention was adopted to ensure that adequate, prompt, and effective compensation Is available to persons who suffer damage caused by spills of oll; when carried as fuel in ships’ bunkers. Conventions applies to: >> The Convention applies to damage caused on the territory, in exclusive economic zones of States Parties = including the territorial sea, and >> The bunkers convention provides a free-standing instrument covering pollution damage only, Backeroundand relevance >> The convention is modelled on the International Convention on Civil Liability for Oil Pollution Damage, 1969. >> As with that convention, a key requirement in the bunkers convention is the need for the registered owner of a vessel to maintain compulsory insurance cover. 5> Another key provision is the requirement for direct action this would allow a claim for compensation for pollution damage to be brought directly a >> The Convention requires ships over 1,000 grass tonna financial security, such as the guarantee of a bank or similar f liability of the registered owner for pollution d inst an insurer: to maintain insurance or ether ancial institution, to cover the e in an amount equal to the limits of liability under the applicable national or international limitation regime, but in all cases, not exceeding an amount calculated in accordance with the Conyention on Limitation of Liability for Maritime Claims, 1976, as aniended. a) Pollution damage; Bunker convention C92 cic 69 Pollution | (a) loss or damage caused Same as Bunker loss or damage damage | outside the ship _by | convention caused contamination’ resulting from outside the ship the escape or discharge of oil carrying | oll by | from the ship, wherever such contamination | ‘escape or discharge may occur, resulting that_compensation —_ CC & ae ntheBete oa; Uw ied pacresime “| feerered. by the | cL.c/Fund BREE Re occ carlin Pacatiocnc BAER Eh ct en Soot : s Ebi eh: : ere[MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL. ___ >> Continuous fillets welding shall be used in which is in this location as this isin the way of connection ofthe web to the face plate forall members. 9.NDT ‘ F >> Once the job Is completed, the complete area Is to be checked for any possible cracks of deformation dueto heat, : >> The method can be elther ultrasonic or radiographic as available and ‘accepted by the attending surveyor. : 10, Modification of documents / drawing >> The shell expansion plan and other shell plans to be modified or additional notes to be added. with the repair carried out and the material, welding consumable used, size of the insert plates etcto bementioned in the existing documents and drawing and the same is tobe provided to the ship 11, Survey ** Our class surveyor will inspect the damage prior to starting the work, throughout the repair Progress and upon completion and during the NDT. 22 The yard shall supply all required documents relating to the repair such as material seruficate, welders certificate, consumable used data, welding permit issued to the yard, NDT report by approved agency. Etc Z Q8: Elaborate the influence of a charter on operation of propulsion and other ship board machineries during a voyage. After taking over ship as Chief Engineer you have been {nformed that ship is on time charterand has a history of unforeseen auxiliary mach ery breakdown atsea State the different options you haveand actions you would take as Chie Engineer prior to the commencement of voyage. See joer | soe [aaa] EAN = G/N | aga 1 seinnan | “2oe)uan|— Bt) ng | a BORA/BEC/E | 2021 /ULI/AT | 2025/HUL¥/O6KOH DOE ITEOE Explain the influence of a charter on operation of propulsion and other ship board machineries during a voyage. 2 Rights of a charterer over the eperation of propulsion & other shipboard machineries Fracruuly depends on the type of charter the ship ison and the agreementtaid down betwene the charterer and the ship owner. Frais ofa veyage charter and time charter, it isthe responsiblity ofowner to take care of ships propulsion machinery and other machineries on hoard, *> Ina Bare-boat chartering arrangement itis reserved by the chartere laid. Time Charter 2> Ina Time Charter the Owner hires the ship to the Chartei Mati Festrictions on trading limits and cargoes -so that the Owner'sintereat Protected, Gants Charters can be for short (ex single voyages) ar for long periods of tits Normally the Otmmerispaldahirerate per day whils the vesselis on charter, ig The Owner-agreesto provide Pe vesselto the Charterer for his commercial use foran agreed period of time. is per the agreement ret fOr a set period of time, usually\\ a5 ie x \\ \ ue y ae AS Biter: is oe a Se Rea ASN CaN ° eae ion SAANA responsible officer to be assigned for maintenance and inspection. Periodic maintenance Tequired tests of local and remote operation are to be carried out. Ensure Ventilation flaps _, and dampers shall move freely with all parts in place. >> The crew Is to be familiar with the operation of fire dampers. Fire dampers/ducts indicated ‘on the Fire and Safety Plan are to be marked, indicating clearly which space the damper serves. |__ >» Other ventilation inlet/outlet closings are preferably to be marked to the same standard as above. Operating handles and ‘stoppers are to be in good working condition. 2, Emergency source of power - Emergency generator not starting >> In most cases this happens due to the automation failure or the staring mechanism failure. ‘Remedvas ce , >> Asa weeldly routine and as required by the company SMS try out the generators from an auto |__ start, load sharing and full load testing for atleast 30 minutes. ___ > Ensure the officer in charge not only updates the record but the testing is actually done in co- |__ operation with self or second engineer. >> perform all PMS at high priority and all spares concerning to be considered as critical and held in stock always. +3. Fire detection system failure / Bemedvas CE _ >> Asa weekly routine and as required by the company SMS try out the detection feature using “the right medium and ensure they trigger the alarm as required. >> Ensure the officer in charge regularly checks all the detectors monthly and a valid record is intained, filtering equipment failure or not in correct operation ring equipment shall be in very good working condition, if there is any issue with the be reported to the class, company and the flag state. - ; rentries to be made in the oil record book with the correct outage date & time. ‘and replace the spares and ensure the system in good working order and all personnel n fs aware of the operational procedure, i ine oil leakage alarm failure —¥eat ST oa iY Po Aaa ‘i 3 ater a Resto ce eeoy nh_ Rew certificates will still be dated from the expiry of previous one. ___ >> Every certificate will be subjected to an annual, intermediate and renewal survey, External _ Survey ts required for every cargo ship. A minimum of two such inspections are required every __ Syrsand interval between two such inspections shall not exceed 3 yrs. >> The harmonized system provides a system for extension of certificate limited to 3 months to ‘enable a ship to complete its voyage or 1 month for ships managed in short ‘voyage. >> This extension is also granted if ship is at port where adequate survey facilities are not available, A written request must be submitted to administration or RO issuing the certificate on behalf of administration clearly stating reasons for extension. >> When an extension is granted, period of validity of the new certificate will start from the expiry date of existing certificate before extension. >> In Indian waters, if vessel is in port with an ‘expired statutory certificate and the port has not © adequate facility for survey the principal officer concerned may permit the ship to proceed from ~ that port to another port in India. Such exter shall not exceed one month. Q3. What are the principal reasons responsible for compounding of machinery vibration in connection with operation of a long stroke diese! engines and associated machinery arrangements? What are the key factors for excitations generated by the engines? ZOO BUIo/WOV | 2013/AN | BO1Z/ WN | an/ROW | zOie/ MAK, eoLe7N | 2a/IL|BOTS AN] BNS/N | 2015/1, |2015/se | Pve UN (iene | 2oK/ogr | 207m atta] __ What are the principal reasons responsible for compounding of machinery vibration in connection with operation of a long stroke diesel engines and associated machinery _ arrangements? itadvancement with engines capable of delivering power output above the 100,000bhp s in increased exciting torques and stresses resulting several complicated ree ‘ . ~ anit on fs one of the effects of super long strokes an! increased HIP. This ting machinery and must be investigated i|a consignee, the bill of lading will be the \ bill of | 4 . 7 sas tof ing maybe the phys carer (ship 0 " Ter WT “Es ale aalioalralatid ree Analysis ee Rea oe Meet Analysts (FMEA) 7 EiaStes ee eS a oN eee : des at eee a) cae ‘a . aesii Sas se 22MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL=BOOK1 5 >> Internal audit is usually done 3-6 weeks prior to external audit. IA serves as self evaluation ‘to monitor how effectively the SMS is implemented on board. >> Aisa self-evaluation prior to the main examination by a third party. Guidance >> The internal audit s carried out extensively same as an external audit. During internal audit, the shortcomings of the shipboard SMS, identified as the form of NC, observation can be rectified by ship staff or by the company before any external audit: This provides time and guidance for improving the preparedness towards external audit. >> Any deficiency /NC which would have been left unattended tll the time of external audit thus will be brought up and corrective action procedure will be laid down. Preparation >> IAs carried out well ahead of external audit, this ensures the crew aboard are trained and. famillarised on what to expect during an external audit. >> Based on the outcome of IA, prior to EA, the deficiencies can be attended and rectified which will ensure efficient EA and acquire full benefit of the audits, You have been asked to carry out an internal audit of the deck department on board your vessel, explain how you will proceed in carrying out effective internal audit. Pre-qudit meeting >> Meet all shipboard leadership, get introduced and explain the importance of IA. The scope and sequence of the 1A should be discussed with the master to agree to avoid any conflict with ship's regular operation, >> Start the inspection from the bridge following the sequence as below Bridge >> Check the following > Are Navigation equipment or radio equipment maintained in good order? > Are updated versions of nautical publications and IAMSAR Manval. (Volume Iti) available? > Are maritime safety information from NAVTEX or EGC checked regularly? > Arenautical charts and Notice to Mariners controlled properly? > ISENCs updated in accordance with ECDIS handling procedure in SMS properly? > Are standing order or night order issued regularly by the master? Crew living space & Accommodation >> To check if the erew accommodation facilities are maintained in good order, the following areas are inspected > Common toilets, Shower & tollet in cabins > Provision room, Galley > Air Cond. Unit room & Laundry > Are posted Muster lists updated? (Bridge, Engine Room, Accommodation) > Is SOLAS training manual controlled properly? (Mess Rooms, Recreation Rooms)[MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL - 800K 2 7 Are there distinctively marked garbage receptacles to receive garbage for recycling? > Any receptacles on deck area, poop decks or areas exposed to the weather should be secured on the ship and have lids that are tight and securely fixed, > Is watch schedule for watch keeper posted? > Ishospital accommodation ready for emergency use? > Are medicaments properly controlled? ~ Qn Deck > Are closing appliances, L.S.A. and F.F.A maintained properly? Such as Lifeboat, Rescue Boat, Fire Damper » Are coating / painting of hull parts and equipment maintained properly? » Are conditions of hull part maintained in good order (No damage, No corrosion/ rust or No temporary repair) >> Interview with the Officer and/or Rating for, » When did he join? Did he undergo familiarization training just after joining? > Was essential instruction prior to sailing given to him? > When did he last participate in an abandon ship drill? > Does he know his assigned duties in emergency? > Does he know how to donning and use fireman outfit and/or breathing apparatus (including EEBD)? > Does he understand what alarm signals may sound in emergency? > Have there been any accidents or hazardous occurrences (near-miss) on board? > Did he receive a copy of the recordsjof daily rest hours endorsed by Master or by a & person authorized by the master? dnlerview with the Master > Statutory certificates and survey > Are valid statutory certificates, available on board? as validity of statutory certificates informed to the company as per the procedures? > Classification certificates and records > Are valid Classification Certificate and Sur records jontifiuous Synopsis Record (CSR) and survey records xy Records available on board the ship? > For the ship with ESP Notation, are ESP file including documents related to ESP survey available on board the ship? > Crew list, Does every seafarer hold a valid medical certificate? > Number & Nationality of Master and Officers? > Number & Nationality of ratings? > Certificates for crew members > Is the ship manned in compliance with the Safe Manning ( > Does each of Master or Officer hold a Certificate of compe accordarice with STCW? > Are original copies of Master's or Officer’s Certificates and Endorsements kepton board the ship? > Are ratings assigned to pa ficate? ney or a Dispensation in of navigational or engine-room watch duly certificated?”WWPW.DIESELSHP.COM MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL~BOOK1 9g > Is the Master familiar with the requirements of the company’s SMS relating to Section 6 of the ISM Code, referring to Manual/Procedures? > Have all crew members received Pre-joining training as per the procedures? >Have on-board training and Instructions been conducted as per the Manual/Procedures? > Have newly joined crew members received the Familiarization training required by the sTcw? > Have newly joined crew members received the Familiarization training required by the SOLAS within 2 weeks after joining? 2 Have On-board trainings and instructions required by the SOLAS conducted regularly? > Is the working language specified by the company recorded in the ship's log-book? > Are SMS related documents given in a language understood by ship's crew? > Are all crew able to read and understand the SMS manual? > Has the company established any plan/measure to cope with the case where some members of crew are \inable to read and understand the manual? > Are crews able to communicate effectively in the execution/performance of their cuties? > Is the Master's SMS awareness on acceptable level? > Is the Master given necessary support so that the master’s duties can be safely performed? > fmergency preparedness > Has the ship been ready for Emergency Situations identified? > Has the company provided the ship with updated emergency contact list? > Is the Master familiar with the procedures to respond emergency situations identified? > Have drills and exercise for the emergency situations identified been conducted as per the procedures? eae > Does radio personnel aware of how to transmit distress alert under GMDSS? ae 5 Is SOPEP (SMPEP) properly controlled with the latest emergency contact list? os > Are ship-specific Emergency Towing Booklet controlled properly? * > Haye mandatory drills been conducted regularly? | a5 > Has the ship been safely operated without a sea casualty and/or serious human injury since the last periodical aut? > In the event of accident, has th the procedures? >In the event of accident, have the responses and actions been taken by the ship as per the procedures? > In the event of accident, has the SMS been reviewed based on the results of investigation? Wy given the master necessary support as per Maintenance > Is the Ship maintained suficiently in accordance with the relevant rules and regulations | and the Company's SMS? ! > Has maintenance for ship and equipment been carried out as per the plan established? ‘| > Hlave maintenance works performed been properly recorde, ia > Have specific measures for important equipment/technical system identified been a taken as per theWWW.DIESELSHIP.COM [MARINE ENGINEERING MANAGEMENT AT MANAGEMENT LEVEL - 800K 1 ey 2 Avs the “maintenance manuals and associated documents” for lifeboats and launching appliances prepared by the manufacturer or service provider controlled properly? = Have weekly monthly inspections and routine maintenance for lifeboats and launching appliances been conducted under the direct supervision of a senlor officer in accordanos ‘with the instructions provided by the manufacturer or service provider? > Are the records of Inspections, servicing, repairs and maintenance for lifeboats and # taunching appliance signed by the person who carried out the work and also signed by the Company's representative or the Master? 2 Is there any technical deficiency report which has been reported to the Company? » Has the company responded to the deficiency reported? > Have corrective actions to the deficiency reported been taken? 2 Have deficiencies found during shipboard tour by auditor been found by any of the crew members already? > Have these deficiencies been reported to the Company? » If temporary repair had been applied, did the crew follow the instruction from Company? > Are these defective items being involved in the ship's maintenance plan established? » What was the result of the last ship's regular inspection for these defective items? Document control * Are all documents and data controlled as per the Company's SMS? > Are ship's SMS manuals of updated version? > Have revisions of the SMS manuals been properly recorded? > Have obsolete documents been properly removed? a 3 > Are the SMS manuals available at all relevant locations? ~ > Have company’s circular: letters: or information been filed properly and easily identified? > Have publications to be provided under the SMS been updated? > Are as-Built Construction Drawings and other plans showing subsequent structural alterations available on board? f Y Internal audittind System revie } > Are the Internal Audits carried out as per the Company's SMS > Are!/procediire and criteria to extend internal audit within three months under exceptional circumstances established in SMS? > When internal audit was extended (not more than 3 months), have the extension be conducted by the company in accordance with procedure and criteria in SMS > Have internal audit and possible corrective actions been carried. out as per the documented procedures? > Have the Internal Audits been carried out by person(s) not onboard the ship? > Have internat audit records been kept onboard the ship? > Have Master and officers been aware ofthe result ofthe internal audit? > Have non-conformities been raised atthe audit? fa > Haye timely corrective actions for the non-conformities Wlentitied during the internal i audit been taken? > Has th e company notified the ship of the result of m agement review?