1.

HOW WILL YOU PREPARE YOUR SHIP FOR A RENEWAL SURVEY OF INTERNATIONAL AIR POLLUTION
PREVENTION CERTIFICATE? EXPLAIN WITH SPECIFIC EMPHASIS ON THE RECORDS AND DOCUMENTS
TO BE MAINTAINED. ENUMERATE GENERAL REQUIREMENTS FOR SHIPBOARD INCINERATORS, AS
MENTIONED IN ANNEX VI OF MARPOL 73/78?
2012: JAN, MAR,APR 2013: JAN, MAR,APR AUG, SEPT
ANSWER :MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from ships applies to all ships
greater than or equal to 400 gross tonnage and to have an IAPP ( For renewal survey of IAPP certificate
the following things as per Annex VI should be considered. Prior to issuance of certificate the flag state
or
RO will need to confirm compliance with the applicable regulations contained within the annex. The
certificate continuity validity will require annual, intermediate and renewal surveys to be satisfactorily
carried out.
For renewal of IAPP certificate preparation will lie in the fact that vessel is complying with the
regulations of annex VI. So, preparation regarding to different regulations under annex VI will be:1. Regulation 12:- Ozone Depleting Substances (ODS)
This regulation does not apply to permanently sealed equipment where there is no refrigerant
charging connection. Subject to this regulation any deliberate emission of ODS shall be prohibited.
Also, after 19 may 2005 any installation which contains ODS other that HCFC is prohibited. Installation
containing HCFC is permitted till 1st January 2020.
Records and documents to be maintained:a) A list of equipment containing ODS should be maintained.
b) If the ship has any rechargeable system containing ODS, then an ODS record book should be
maintained. This record book shall be approved by administration.
c) Entries in ODS record book shall be recorded in terms of mass (kg) of substance in respect of
i) Recharge of equipment
ii) Repair or maintenance
iii) Discharge of ODS to atmosphere either deliberate or non-deliberate
iv) Discharge of ODS to land based facilities
v) Supply of ODS to ship
2. Regulation 13: Nitrogen Oxides (NOx)
a. Check all engines are certified and have the necessary documents.
b. Sight the EIAPP certificate and Check that an approved Technical file is maintained and include on
board verification procedure for all applicable diesel engine on board.
c. Verify Record book of engine parameters for all diesel engines is updated. Check that the following
is updated in the file:- changes to NOx emission related adjustable engine settings
- changes to NOx emission related engine components.
d. Confirm that NOX influencing components for diesel engines are provided with manufacturer's
identification code.
e. Confirm NOx emission related engine settings for diesel engines in order.
3. Regulation 14:- Sulphur Oxides SOx
a. Verify that the sulphur content of fuels is not above 3.5%, m/m and for fuels to be used inside SECAs
is not above 1%.m/m
b. Confirm satisfactory installation and documentation for fuel switching arrangements between low
and normal sulphur content fuel.
c. Verify the log-book for operation of fuel oil systems with low-sulphur fuel oils (SECA), is updated
and in compliance.
d. Verify operation of Exhaust gas cleaning system, if fitted.
4. Regulation 15:- VOC
a. Applicable for tankers only when entering ports where this is required. Verify VOC return system
certification and Vapour emission control system manual on board.
b. Confirm condition of vapour collection system. Check Vapour collecting piping including drains and
valves, marking and flanges at manifold.
Test level gauging system, overflow control systems including visual and audible alarms, and high and
low pressure alarms.

5. Regulation 16:- Shipboard Incineration

a. Get an overview of Incinerators requiring type approval Incinerator installed after 2000-01-01to be
approved according to resolution MEPC 76(40),
b. Check the Certificate and operation manual on board.
c. Verify satisfactory operation Check proper functioning of Alarm and Trips
d. Verify instruction for operation posted, warning and instruction plates, and that manufacturers
name, incinerator model number/type and capacity in heat units per hour is permanently marked on
the incinerator.
e. Check drip trays under burners, pumps and strainers should be free of oil deposits.
f. Check list of materials not to be incinerated is posted near the incinerator.
6. Regulation 18: Fuel Oil Quality
a. Verify bunker delivery notes on board and with correct content.
b. Verify that each bunker delivery note is accompanied by a representative sample.
c. Samples to be kept onboard until the fuel oil is substantially consumed, and for minimum 12
months. Every BDN is to be accompanied by a representative MARPOL sample of min.400 ml. The label
of the sample should be traceable to the BDN.
d. Sampling shall be drawn continuously throughout the bunker period as per MEPC.96(47).
e. Confirm satisfactory storage of fuel oil samples in a safe storage location, outside the ships
accommodation, where personnel would not be exposed to vapours which may be released from the
sample.
f. The BDN must be stored onboard for three years after the delivery. It is advised that an inventory is
made to help finding sample bottles and BDNs.
g. Verify that BDN's are provided for all bunker operations, recorded in E/R log book and or Oil Record
book, and that content of sulphur is below the required limits of 3.5% (worldwide) and 1% (SECA).
General Requirements for Enumerate general requirements for shipboard incinerators, as
mentioned in Annex VI of MARPOL 73/78.
1. Onboard incineration outside an incinerator is prohibited except that sewage sludge and sludge oil
from oil separators may be incinerated in auxiliary power plants and boilers when the ship is not in
ports, harbours and estuaries.
2. Incineration of Annex I, II and III cargo residues, of PCB's (Polychlorinated biphenyls), of garbage
containing more than traces of heavy metals and of refined petroleum products containing halogen
compounds is always prohibited.
3. Incineration of PVCs (polyvinyl chlorides) is prohibited except in shipboard incinerators type
approved according to resolutions MEPC 59(33) or MEPC 76(40).
4. Monitoring of combustion flue gas outlet temperature shall be required at all times and waste shall
not be fed into a continuous-feed shipboard incinerator when the temperature is below the minimum
allowed temperature of 850C.
5. For batch-loaded shipboard incinerators, the unit shall be designed so that the temperature in the
combustion chamber shall reach 600C within 5 minutes after start-up. It must be ensured that the
incinerators' flue gas outlet temperature monitoring system is operational.
All incinerators installed on or after 1 January 2000 shall be type approved in accordance with
Resolution MEPC 76(40) giving the IMO standard specification for shipboard incinerators. For such
incinerators a manufacturer's operating manual is required.
2. . Define a unseaworthy ship within the meaning of MS Act 1958, as amended.
Explain detainable deficiency with reference to a PSC inspection and
Describe the procedure to be followed for timely release of a vessel detained for serious structural
deficiencies under PSC.
2013: JAN APR JULY SEPT
ANSWER :In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship and unsafe ship is as
follows:Under section 334 a ship is said to be unseaworthy "when the materials of which she is made, her
construction, the qualification of master, the number, description and qualification of the crew
including officers, the weight, description and stowage of the cargo and ballast, the condition of her
hull and equipment, boilers and machinery are not such as to render her in every respect fit for the
proposed voyage or service."
Detainable deficiency

A deficiency that presents an immediate threat to the ship, its personnel or the environment, which
renders the ship unsafe to proceed to sea.
A ship can expect to be detained when in the professional judgment of a PSCO i.e he considered unsafe
to allow a ship to proceed to sea before the deficiencies identified have been rectified.
EXAMPLES OF DETAINABLE DEFICIENCIES
Under SOLAS
Failure of main propulsion, electrical, pumping and steering
Excessive oil leakage in E/R, lagging insulation contaminated by oil
Absence non compliance or poor condition of LSA equipments, fire dampers, ventilation
dampers, quick closing valves etc
Absence, non compliance of poor condition of navigational lights, shapes and sounds signals
Absence of corrected charts and publications
Absence or failure of mandatory navigational systems and equipments
Absence or failure of radio communications systems
Number, composition or certification of crew not corresponding to safe manning certificates
Under load lines
Insufficient stability or ability to calculate stability conditions
Significant areas of damage/corrosion/pitting of deck and hull effecting sea worthiness
Absence of poor condition of hull closing devices such as hatch covers and water tight doors
Under MARPOL
Absence or poor condition or failure of OWS, ODMCS and alarms
Remaining capacity of slop tanks / sludge tanks insufficient of intended voyage
No oil record book
Under STCW
Lack of or insufficient crew member certificates / endorsements
Inadequate navigational / engineering watch arrangements/personnel
Competency of crew members not adequate for the duties assigned for the safety and security
of the ship and prevention of pollution
Insufficient rested watch keepers for the first and relieving watch duties at the
commencement of the voyage
Under ILO convention
Insufficient food and portable water for next voyage
Excessively unsanitary conditions on board
No heating in accommodations if ship operated in low temperatures
Excessive garbage blocked passage ways
Once the detention order has been placed on a ship, it is likely to remain part of the historical port
state records for that ship and be displayed on web for at least 3 years. A detentions order might
include an instruction that the ship has to remain in a particular place or move to an anchorage or
other berth. The order should specify the circumstances that would allow the detention to be released
The fact that a ship had been detained should be clearly stated on Report form
Procedures for Rectification of Deficiencies and Release
1. It is the responsibility of the owner / Manager to inform the flag state and class about deficiency
and detention.
2. Port state will normally notify the flag state of any detention.
3. Flag state or a classification society acting on its behalf may attend the ship
to help resolve the problem in this case PSCO might agree to the remedial
action proposed by the surveyor and allow him to oversee the repairs.
4. The master and / or the ship owner would need to authorize the repair work
to be carried out in presence of the surveyor.
5. There will be associated costs to cover port state inspection cost will of
course also be charged to the ship detention orders are lifted once all
payment has been received in full
6. When deficiencies which caused a detention cannot be remedied in the port
of inspection, the ship concerned may be authorised to proceed to the nearest
appropriate repair yard available, as chosen by the master and the Port State
Authority, provided that the conditions determined by the competent
authority of the flag State and agreed by the Authority of the Port State are
complied with. Such conditions will ensure that the ship can proceed without

risk to the safety and health of the passengers or crew, or risk to other ships,
or without being an unreasonable threat of harm to the marine environment.
The flag State or the recognised organisation acting on its behalf should issue
single voyage certificates or preferably endorse existing certificates (to
proceed to a repair yard, normally in ballast). The terms of release should be
acceptable for the port State.
7. On the condition that all possible efforts have been made to rectify the
deficiency the ship may be allowed to proceed to port where any such
deficiency can be rectified.
3. . EXPLAIN THE KEY FEATURES OF THE UNITED NATIONS CONVENTION ON THE LAW OF
THE SEA? HOW MANY ARTICLES AND ANNEXES IT CONTAINS? ENUMERATE THE AREAS
COVERED UNDER THIS CONVENTION WITH PARTICULAR FOCUS ON DUTIES REQUIRED TO
BE FOCUSED BY THE FLAG STATE ?
2012: APR,AUG 2013: MAR,APR SEPT
ANSWER :UNCLOS stands for United Nations conventions on laws of sea. It was outcome
of the third UN conference in 1982 and came into force internationally on 16th
November 1994.
The UNCLOS replaces the older and weaker 'freedom of the seas' concept. The
UNCLOS provides a universal legal frame work for the National management
of marine resources and their conservation. The treaty document consists of 446
articles grouped under 17 part headings and 9 Annexes.
One of the functions of UNCLOS is to allocate responsibility to states for
setting some standards and enforcing the same standards in various maritime
zones to reduce/control the sources of pollution.
Necessity of UNCLOS was in order
1. To promote peaceful uses of the seas and ocean
2. To facilitate international communication
3. To enable equitable and efficient utilization of oceans resources
4. To protect and preserve The marine environment
5. To protect promote maritime safety
Important highlight/salient features of UNCLOS are as follows
1. It defines international law of the sea
2. Sets widths of the territorial sea at 12Nm with a contiguous zone at
20Nm
3. Sets Transit passages through international straits and territorial sea
4. Sets exclusive economic zone extending 200 Nm
5. It defines continental self and jurisdiction over the resources of the
shelf beyond 200Nm where appropriate
6. It defines legal status of the high seas and establishes regulations
for the control of the marine pollution
7. It allows dispute to be settled in the international court of justice
UNCLOS provisions concerning ships flag and nationality
Part VII High seas
Article 90 :- Right of navigation
Every state coastal or land locked has the right to have its ship flying its flag on
high seas
Article 91:- Nationality of ships
Every State should lay down conditions / requirements for granting its
nationality, registration and the right to fly its flag. Ships have the nationality
of the state whose flag they are entitled to fly
State must issue to ships flying its flag, documents to that effect
There should be a genuine link between the state and the ship
Article 92:- Status of ships
Ships must sail under the flag of one state and are subject to the jurisdiction of

the flag state on high seas

The permission for the change of flag is given only in the case of transfer of
ownership or change of registry
It also deems that a ship which uses two or more flags according to convenience
will be treated as a ship with no nationality
Article 93:- Ships flying the flag of the United Nations, its specialized agencies
and the International Atomic Energy Agency
It gives provisions for ships to fly the flag on UN or its agencies and
IAEA(International Atomic Energy Agency)
Duties of flag state
Article 94:- Duties of the flag State
1. Each flag state to effectively exercise its jurisdiction and control in
administrative, technical and social matters over ships flying its flag.
2. Maintain a register of the ships.
3. Assume jurisdiction under its internal law over each ship flying its flag and
its master, officers and crew in respect to administrative, technical and social
matters concerning the ship.
4. Take such measures for ships flying its flag as are necessary to ensure safety
of sea with regards to:
a) Construction, equipment and sea worthiness of ship
b) Manning of ships, labour conditions, training of crew (STCW & ILO
convention)
c) Use of signals, the maintenance of communications and preventions of
collisions such measures include
i. each ship is surveyed before and after registration by a qualified surveyor
of ships and has on board such charts, nautical publications, navigational
equipments and instruments for safe navigation of the ship
ii. each ship is in charge of master and officers who posses appropriate
qualifications in seamanship, navigation, communications and marine
engineering and the crew is appropriate in qualification and numbers for
the type, size, machinery and equipment of the ship.
iii. The master, officers, crew are fully conversant with and required to
observe the applicable international conventions like MARPOL, SOLAS,
COLREG, GMDSS etc.
5. In taking above measures, each state is required to confirm to generally
accepted international regulations, procedures and practices and to take any
steps which may be necessary to secure their observance.
6. A state which has clear grounds to believe that proper jurisdiction and control
w.r.t a ship is not exercised may report the facts to the flag state, upon
receiving such report flag state may investigate that matter and if necessary
to take remedial action.
7. Every state must cause an enquiry by a qualified person/s into every marine
casualty/incident of navigation and caused loss of life/damage to other
nationals or to a marine environment. The flag state and other states must cooperate
in the conduct of enquiry.
4. EXPLAIN IN DETAIL THE SIGNIFICANCE OF PROPELLER CURVES TO A CHIEF ENGINEER. ENUMERATE
THE SAFETY MARGINS IN RELATION TO THE PROPELLER.
2012: AUG
ANSWER:

2013: APR JULY AUG NOV

1. Engine builders supply a engine load diagram with their engines to allow the
operator to establish whether the engine is being operated within limits.
2. Propeller Curve is a curve of propeller characteristics imposed onto a load
diagram. It is curve plotted with the relationship between the propeller power
and the shaft rotational speed.
3. The nominal propeller characteristic curve is plotted from information gained
from running on the test bed where a load is put on the engine to simulate the
propeller. This is sometime referred to as the heavy running curve which the
engine would follow with a badly fouled hull or in heavy seas.
4. The propeller curve for a fully laden ship represents the engine load with a
clean hull in calm weather. This is sometimes referred to as light running
curve.
5. In normal operation the engine should be operating between these two
propeller lines. If the ship is in ballast (i.e. light ship), then the operating
point will move to the right of the propeller line.
6. If the engine is in good condition and properly supplied with air and the
effective stoke of fuel pump plunger are properly adjusted the mean effective
pressure developed under service condition according to the specific reading
of the load indicator correspond approximately with the mean effective
established for this particular position on test bed.
7. In the diagram, the propeller characteristic line through the point of MCR i.e.
the nominal power at nominal engine speed is called the nominal propeller
characteristic. Engines which are to be employed for propulsion of a vessel
with fixed propellers are loaded on test bead according to these propeller
characteristics.
8. However the propeller requirement for a new ship with a smooth and clean
hull should be less and will be located the right of the original propeller curve
which was established during sea trials.
9. With increase in resistance , changes in wake flow condition, due to marine
growth and ageing of the vessel hull, a rough or mechanically damaged
propeller, unfavourable sea and weather conditions or operating in shallow
waters the propeller will require higher torque to maintain its speed than it
did at the time of sea trials in such case the operating point will be located to
the left of the original propeller curve which was established during the sea

trials.
10. Although the cleaning and painting will help to reduce the increased
resistance of the ships hull, the new conditions can no longer be attained.
11. The thermal loading of an engine depends chiefly on the mean effective
pressure, the position of the operating point is also important, the farther left
it is situated from the propeller curve in the diagram, the poorer the air
supply to the engine and more unfavourable the engines operating condition
will become.
12. In order to attain maximum working conditions the operating point of the
engine for continuous should lie in the Range A on the right side of nominal
propeller characteristic.
Range A :The portion on the right of the nominal propeller characteristics is the service
range without continuous operating restrictions related to the selected MCR
point. The portion on the left of the nominal propeller characteristic is the
service range for transient operating conditions and should be avoided for
continuous operations
Range A :Maximum permissible engine power 40 % MCR from approx. 50% upto 67 %
of the MCR speed.
Range B :Service range with operational time limit. This characteristic originates from the
reference point 95% MCR power and 95 % MCR speed. With longer operating
time in this range, thermal overloading and possible resulting engine damage
may be expected.
Range C :Service range with over speed of 104 % to 108% of MCR speed, only
permissible during sea trials to demonstrate the MCR power in presence of
authorised representatives of engine builder.
Range D :Recommended layout range for fixed pitch propeller valid for maximum
draught, clean hull under contractual weather and sea conditions.
Range E :Overload range permissible only for maximum one hour during sea trials in the
presence of authorised representatives of engine builder.
There are 4 safety margins used
1. Sea Margin ( SM) ( approximately 15 % power )
The increase in power to maintain a given ships speed achieved in calm
weather (point A ) and under average service condition (point D), is defined
as the sea margin. This margin can vary depending on owners and charterers
expectations, routes, season and schedules of the ship. The location of the
reference point A and the magnitude of the sea margin are determined between
the shipbuilder and the owner.
With the help of effective antifouling paints, dry-docking intervals have been
prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an average
sea margin of about 15 % of the sea trial power.
2. Light running margin (LR)
It is the compensation for loss in RPM between dry docks for constant power
operation .
The sea trial performance (curve a) in figure C3 should allow for a 4 to 7 %
light running of the propeller when compared to the nominal propeller
characteristic (the example in figure C3 shows a light running margin of 5 %).
This margin provides a sufficient torque reserve whenever full power must be
attained under unfavourable conditions.
The recommended light running margin originates from past experience. It
varies with specific ship designs, speeds, dry docking intervals, and trade routes.
Therefore the light running margin required will be 5 to 6 %. This is the sum

of the following factors:

a) 1.52 % influence of wind and weather with an adverse effect on the intake
water flow of the propeller.
b) 1.52% increase of ships resistance and mean effective wake brought about
by:
Rippling of hull (frame to frame).
Fouling of local, damaged areas, i.e. boot top and bottom of the hull.
Formation of roughness under paint.
Influence on wake formation due to small changes in trim and immersion
of bulbous bow, particularly in the ballast condition.
c) 1% frictional losses due to increase of propeller blade roughness
d) 1% deterioration in engine efficiency such as:
Fouling of scavenge air coolers.
Fouling of turbochargers.
Condition of piston rings.
Fuel injection system (condition and/or timing).
Increase of back pressure due to fouling of the exhaust gas boiler, etc.
3. Engine margin (EM) or operational margin (OM)
Contractual speed is 90 % MCR for most engines. This is the margin allows
the vessel to increase speed above the contractual speed. Most owners
specify the contractual ships loaded service speed at 85 to 90 % of the
contract maximum continuous rating. The remaining 10 to 15 % power can
then be utilized to catch up with delays in schedule or for the timing of dry
docking intervals.
4. Shaft Generator Margin (SG) :It is given in case a shaft generator is fitted.
5. You as C/E are requested to inform your company with respect to inspection of propeller in
drydock during which you noticed a surface crack on one of the blades.
State the steps taken by you as C/E for successful handling of the situation. Also if some surface
cracks are noticed on the keyway of a tail shaft, state the steps taken by you for tackling the
problem. Explain the effects in case the cracks, as stated are not dealt with at the proper time.
2013: JAN JULY SEPT
ANSWER :Surface cracks have been noticed on one of the propeller blades:As soon as a crack has been observed on the propeller blade, the head
office as well as the Classification Society must be notified. The services of a
propeller expert would also be needed in certain cases.
Cracks on a propeller surface may be due to:Physical damage
Faults during casting
Physical Damage:- These types of cracks generally occur on the tips and
the leading edge of the propeller. Pitting may occur near the tips on the driving
face and on the whole of the fore side due to cavitation. Propeller blades are
sometimes damaged by floating debris which is drawn into the propeller stream.
Such damage must be made good as it reduces the propeller efficiency, while the
performance is improved by polishing the blade surface. If a built propeller is
fitted, it is necessary to ensure that the blades are tight and the pitch should be
checked at the same time. Small surface cracks can be ground out. Cracks at the
blade tips may require the cropping of the blade section. If this is carried out, a
matching section on the opposite blade would also have to be cropped in order
to maintain balance. Since thrust developed by such a cropped propeller would
be reduced, the main engine rpm will have to be adjusted to compensate for the
loss. All actions must be taken in consultation with the classification society and
propeller experts. It must be noted that most classification societies do not
permit any welding on the propeller as heat treatment and annealing is an

extremely complicated process. Therefore in extreme cases of cracks, it may be

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

The cracks in the keyway can be ground depending on the depth of thecracks. Large cracks would
require welding and machining. Welding will onlybe carried out after appropriate heat treatment and
annealing. The annealing period required for a tail end shaft of a large ship may extend up to 7 days.
It
must be noted that, in a tailshaft with key and keyed propeller, the thrust of the
propeller is not absorbed by the key but by the shrink fit between propeller hub
and shaft. Therefore cracks in the keyway of the tail end shaft do not pose as
much a problem as cracks on the shaft itself or cracks on the propeller.
6. WHAT ARE THE SIGNIFICANT SOLAS AMENDMENTS COMING INTO FORCE IN 2013? WITH
REFERENCE TO SOLAS 2010 AMENDMENT, DISCUSS " INTERNATIONAL GOAL BASED SHIP
CONSTRUCTION STANDARDS?
2012: JAN,2013: JUNE,JAN
ANSWER :Amendments to the International Convention for the Safety of Life at Sea
(SOLAS) aimed at preventing accidents during lifeboat launching entered into
force on 1 January 2013.
The amendments, adopted in May 2011, add a new paragraph 5 to
SOLAS regulation III/1, to require lifeboat on-load release mechanisms not
complying with new International Life-Saving Appliances (LSA) Code
requirements to be replaced, no later than the first scheduled dry-docking of the
ship after 1 July 2014 but, in any case, not later than 1 July 2019.

The SOLAS amendment is intended to establish new, stricter, safety

standards for lifeboat release and retrieval systems, and will require the
assessment and possible replacement of a large number of lifeboat release
hooks.
GOAL BASED SHIP CONSTRUCTION:---1. Goal based ship design and structure was first presented in 2002 in MSC 76
after a proposal was given by BAHAMAS and GREECE in 89th session of
council. They suggested that IMO should play a larger role in determining
the standard to which new ships are built, traditionally the responsibility of
classification society and shipyards.
2. It was adopted in 2010 at MSC 87. It will be applied to oil tankers and bulk
carriers starting in 2016. It means whose building contract is placed on/after
1st July 2016. In the absence of building contract keel laid on/after 1st July
2017. And whose delivery is on/after 1st July 2020.
3. IMO Goal based standards are:a. Broad, overarching safety, environmental and/or security standards that
ships are required to meet during their lifecycle.
b. The required level to be achieved by the requirements applied by
classification societies, other RO, administration and IMO.
c. Clear, demonstrable, verifiable, long standing, implementable and
achievable, irrespective of ship design and technology.
d. Specific enough in order not to be open to differing interpretation.
4. These basic principles were developed to be applicable to all goal based new
ship construction standard. In the near future IMO may develop goal based
standards for other areas e.g. machinery, equipment, fire protection etc.
5. The committee agreed in principle on a five tier system.

I. TIER 1 :- GOALS
Ships are to designed and constructed for a specified design life to be safe
and environmentally friendly when properly operated and maintained under
the specified operating and environmental condition, in intact and specified
damage condition, throughout their life.
Here safety also includes the ship structure being arranged to
provide safe access, escape, inspection and proper maintenance.
II. TIER 2:- FUNCTIONAL REQUIRMENT ---A set of requirements relevant to the functions of the ship structure is to be
complied with in order to meet the above mentioned goals. It consists of:-

a)DESIGN:-1) Design life :- 25 years design life

2) Environmental condition:- North Atlantic environment
3) Structural strength:- Suitable safety margin at net scantling
4) Fatigue life:- 25 years fatigue life in north Atlantic
5) Residual strength:- Sufficient
6) Protection against corrosion:- Coating design life specified.
7) Structural redundancy
8) Water tight and weather tight integrity
9) Human element consideration
10) Design transparency
b) CONSTRUCTION:1) Construction quality procedures
2) Survey
c) IN SERVICE CONSIDERATION:1) Survey and maintenance
2) Structural accessibility
d) RECYCLING CONSIDERATION:1) Recycling
III. TIER 3:- VERIFICATION OF COMPLIANCE
It provides the instruments necessary for demonstrating that the
detailed requirement in TIER 4 and TIER 5 comply with TIER 1 goals and
TIER 2 functional requirements. Verification process is:1) RO or administration submits request for verification of its rule.
2) IMO appointed audit teams review.
3) Report of audit team goes to MSC
4) MSC takes decision on conformity with GBS
IV. TIER 4:- Technical procedures and guidelines, including national and
international guidelines.
V. TIER 5:- Industry standard, codes of practices and safety and quality
systems for ship building, operation, maintenance, training etc.
SHIP CONSTRUCTION FILE:- it will contain the specific information on
how the functional requirements of the GBS have been applied in ship design
and construction. It shall be provided upon delivery of a new ship, and kept on
board a ship and/or ashore. It should be updated as appropriate throughout ships
life. Contents of SCF shall at least conform to the guidelines.
7. . IN AN UNFORTUNATE INCIDENT OF MAIN ENGINE CRANKCASE EXPLOSION ON YOUR VESSEL, THE
MAIN ENGINE WAS BADLY DAMAGED AND TWO ENGINE ROOM PERSONNEL SUFFERED SERIOUS
INJURIES. EXPLAIN HOW YOU WILL PRESENT THE VESSEL FOR SUBSEQUENT INSPECTIONS BY P&I AND
H&M INSURANCE COMPANIES WITH SPECIAL EMPHASIS ON THE RECORDS AND DOCUMENTS
REQUIRED IN EACH CASE TO ENSURE THAT ONLY GENUINE CLAIMS ARE HONOURED.
2012: JAN, MAR, SEPT 2013: FEB JULY
ANSWER:1) In spite of taking all safety measures and following all correct procedures,
sometimes unfortunate incidents do occur on board a ship. These result in
personal injuries and machinery damage.
2) After every incidence, investigations take place and insurance claims are
raised. The insurance underwriters appoint damage surveyors who come on
board and do their investigation. In the process of doing it, they ask for all
the relevant documents.
3) Suppose a main engine crankcase explosion has taken place on your ship in
which main engine was badly damaged and two engine room personnel
suffered serious injuries.
4) Now, you will have to present your vessel for subsequent inspections by P&I

and H&M insurance companies. We will see step by step what all should be
done after the incidence:a. Take care of persons injured:Since persons are seriously injured, give them first aid and ask for medical
advice from a rescue centre. Give the information to owner and charterer and
seek their advice. If the vessel needs to divert and make a emergency port of
call take permission from owner and charterer. But since main engine is also
badly damaged the vessel will need emergency towing. Give notice to agent
and P&I correspondent at the nearest port. They will arrange for the salvage
assistance. Enter in the port. Injured personnel to be transported to hospital
and later on they can be repatriated. All the medical treatment given to the
personnel should be chronologically documented in the medical book.
b. Reporting of incidence to:The incident should be reported to following without delay
Administration, Owner, Class, P&I correspondent, H&M broker & MAS
centre
c. Record keeping:Time, date, place and cause of injury should be recorded. The evidence
should be preserved and a witness statement should be taken. Write down all
important medical condition and drugs that were given to the person. The
persons injured were wearing PPEs or not. Take the statement of injured
personnel as soon as possible if they are in position of giving one. The most
important report in case of personnel injuries is Masters report. It is an
important evidence to judge whether the injury is work related or not. Photos
of sites and other evidence should be preserved.
d. Necessary documents and records required to honor only genuine claims
In case of P&I surveyor following documents should be kept ready:i. Master statement of fact
ii. Witness report
iii. Injured person statement
iv. Communication with the owners, managers, medical advisors and
authorities.
v. Deviation report
vi. Photos of place of evidence
vii. Medical report book relating to important medical condition and all the
drugs that were given to personnel
viii. Evidence showing personnel wearing PPEs
ix. Injured personnel familiarization with machinery form duly signed by
him.
x. Safety instructions explained.
In case of H&M surveyor following documents should be kept ready:i. Chief engineer log book and official log book entry.
ii. Masters and chief engineers statement
iii. Witness statement
iv. Engine room crew statements
v. Main engine PMS records
vi. Main engine bearings last renewal and evidence showing that only
genuine bearings were used.
vii. Main engine crankcase lubricating oil report
viii. Engine parameters at the time of incidence ( from log book or data
logger)
ix. Records showing last alarms and trips tried out ( from alarm logger)
x. Compliance with manufacturer or service letter received recently
All the above documents will be required by the surveyor appointed by H&M
underwriter. After the survey a damage survey report will be made. Now the
main engine will be repaired. And after that claims will be settled. Depending
upon the nature of insurance and the clauses inducted repairs can either be
carried out by owner and later the claims can be settled or repair tender can be

floated by H&M underwriter only and they can carry out the repairs.
8. . WITH REFERENCE TO PORT PSC ENUMERATE ON THE FOLLOWING (I) REGIONAL CO-OPERATION/ AGREEMENTS (II)
FUTURE OF PSC (III) IS PSC AN EFFECTIVE TOOL FOR SHIP SAFETY?
2012: JAN 2013: FEB JULY
ANSWER:(i) Regional co-operation/ agreements
1. When the national port state control enhances the safety of ships and thereby
protection of Marine environment only a regional approach then ensures that
substandard ships and operations have fewer places to conceal/hide facts.
2. Unless a regional approach is adapted, operator will just divert their ships to
ports in the region where no PSC or less stringent PSC inspections are
conducted.
3. Regional Agreement covers the exchange of information about ships their
records and the results of inspections carried out. This information is vital as
it enables subsequent ports of call, to target only ships that have not been
recently inspected.
4. In general, ships inspected within the period of previous 6 months from the
visiting date of port are not re-inspected, unless there are clear grounds to do
so.
5. Secondly, it is only by cooperation with the port of region, that it is possible
to monitor substandard ship in the region. This applies to ships that have
been allowed to sail with minor deficiencies on the condition that there are to
be rectified is the next port of call to monitor such ships constant exchange of
information between ports is necessary.
6. Thirdly, it is important for countries to achieve uniformity in the manner and
methodology of port state inspections and ultimately in their region so that
similar standards are applied with regards to the detention of ship and
training standards of port state control officers.
7. To achieve this it is common practice of many existing agreements to
conduct joint seminars for PSC officers to harmonize procedures. Therefore,
post State Control regimes were set up under a memorandum of
understanding (MoU).
8. Harmonized inspection procedures are designed to target substandard ships
with the main objective being to eventually eliminate them from the region
covered by MoUs participating states.
(ii) Future of PSC
1. The impact of PSC on ships and ship owners has grown with concern
members of regional PSC group are becoming more organized and
professional in this approach to inspections investigations. When detention
occurs the name of the ship is publicly announced and quoted in their
regional shipping magazines.
2. Ships with history of detention will find it increasingly difficult to trade
unless they & their companies gear up fully to the inspection criteria laid by
PSC.
3. There is a prospect of a Global Post State Control being formed, wherein the
exchange of information harmonization of procedures as well as training will
take place worldwide.
4. As more and more statistics and data are gathered and exchanged, by
different PSC secretariats, substandard shipping operations all over the
world will reduce.
5. These experiences will also provide maritime community with the
opportunity to analyze better the reasons of accidents and causalities so that
they can be prevented from occurring again.
6. In the shipping industry, there has been a long tradition of secrecy resulting
in problems being hidden and ignored than revealed and solved. As a result

of the above developments in the PSC, it is possible that there may be slow
change from the attitude of secrecy to transparency and openness.
(iii) Is PSC an effective tool for ship safety
1. PSC is exercised for the purpose of verifying that the condition of ship and
its equipments comply with the requirement of certain international maritime
conventions and the ship is manned and operated in compliance with the
applicable national law.
2. By provision of UNCLOS flag state has been given the primary
responsibility for ensuring that a ship is equipped, operated, maintained and
manned in accordance with Maritime International conventions. However,
some flag states have been unwilling or unable to carry out their international
conventions. A PSC inspection is thus, the second line of defence to prevent
substandard ships from operating.
3. Port states control is an international initiative for reduction of substandard
ships.
4. YES, it can be an effective tool. Most IMO conventions like STCW, ISM,
LOADLINE, SOLAS, MARPOL etc, come under the ambit of Port State
Control. Their inspectors have the authority as deputed by IMO to ensure that
vessels visiting their ports are compliant w.r.t. the various IMO conventions.
Hence they can definitely ensure that ships are safe and environment
friendly. Their powers to detain or threaten to detain ships on
various grounds, forces ships to be safe.
9. . ILLUSTRATE THE PROVISION KEPT TOWARDS ESTABLISHING PROCEDURES TO IDENTIFY AND TESTING OF
CRITICAL EQUIPMENTS UNDER ISM CODES. ENLIST THE SHIPBOARD ITEMS/ OPERATIONS SUBJECTED TO INSPECTION
AND TEST UNDER ISM CODES. HOW THE LIST OF CRITICAL EQUIPMENT AND SYSTEMS ARE MADE AND ON WHAT FACTORS
THEY ARE DEPENDENT.
2012: JAN 2013: FEB JULY
ANSWER:1. A new chapter management for the safe operation of ships was added to
SOLAS and the amendments introducing the new chapter IX entered into
force on 1st July 1998. The chapter made mandatory the International Safety
Management Code which established the following objectives:
a. to provide for safe practices in ship operation and a safe working
environment
b. to establish safeguards against all identified risks
c. to continuously improve safety management skills of personnel, including
preparing for emergencies
2. Critical equipment/system is that, the sudden failure of which may result in
hazardous situation. These are the equipments, whose failure can cause an
accident or result in a hazardous situation, thereby causing injury to
personnel or loss of life or damage to the marine environment or property.
3. As per, Element 10.3 of the ISM code, It is the responsibility of the company
to establish procedures in the Safety management System to identity such
systems and/or equipments. The company should establish procedures in its
safety management system to identify equipment and technical system, the
sudden operational failure of which may result in hazardous situation. The
SMS should provide for specific measures aimed at promoting the reliability
of such equipment or systems. These measures should include the regular
testing of standby arrangement or equipment or technical systems that are not
in continuous use. The Safety management System must, with respect to
critical technical system/equipments:
a. Have procedures to identify them
b. Have procedures to ensure their tests and functional reliability
c. Have procedures to establish and use alternative arrangements on sudden
failure

d. Have procedures to test stand by equipment

e. Have procedure to ensure that single failure does not cause of Critical
ship functions that could lead to accident
f. Have procedures to ensure that system/equipment inactive for some time
is tested regularly and prior to conducting critical operations.
4. As per Element 7 of the ISM Code the company must establish procedures
for the preparation of plans and instructions including checklists if any for
key shipboard operations related to the safety of the ship and the prevention
of pollution.
5. It is recognised that all equipments are important for the proper operation of
the vessel. If most of the equipments on board the ship are considered as
critical, the usefulness of the actual critical equipments becomes limited.
6. The risk assessment and root cause analysis of various past accidents, nearmiss/
hazardous occurrence method have been adopted for identifying the
critical equipment and the list made to meet ISM Code criteria and limited to
safety and environmental protection.
7. Hence, in combination with Element 10 the following shipboard
operations/items are subjected to inspection and test:
a. Securing water tight integrity
b. Navigation safety, including corrections to charts and publications
c. Oil transfer operations
d. Maintenance operations related to
e. Hull and super structure steel work
f. Safety, fire-fighting, life saving equipment
g. Navigation equipment
h. Steering gear
i. Anchoring and mooring gear
j. Main engine and auxiliary engine
k. Pipelines and values
l. Cargo handling equipment
m. I.G. System
n. Electrical installations
o. Fire detection and alarm system
p. Bunkering operations
q. Navigation in restricted visibility/high density traffic area
r. Operation in heavy weather
s. Critical machinery system
8. SHIPBOARD OPERATIONS can be categorized into:
(a) Normal Operations: Error becomes apparent, only after occurrence of a
hazardous situation
(b) Critical Operations: Error directly leads to accident.
Critical Operations would include (but not limited to)
Navigation in restricted visibility
Navigation in high density traffic area
Navigation in restricted/narrow area
Heavy weather operations
Handling of hazardous cargo and noxious substances
Bunkering and oil transfer operation at sea
Cargo operations on Gas/Oil/Chemical tankers
Critical machinery operations
10. . DIFFERENTIATE BETWEEN "THIRD PARTY LIABILITY" AND "CONTRACTUAL LIABILITY". WHEN
MAY THE SHIP-OWNER SEEK TO LIMIT HIS LIABILITY?
2012: JAN, MAR 2013: FEB JULY
ANSWER:An insurance policy is a contract. The insured is referred as first party to the

contract. The insurer i.e. the insurance company is who issues the contract is the
second party. A stranger to the contract who makes a claim against insured is
known as third party.
Third party liabilities:
1. It is obligation to compensate another person harmed or injured or suffered a
loss due to negligence or mistake or wrongful act of first party.
2. Third party liabilities are those liabilities which are caused to any other
persons or his property not included in any contract.
3. Contract takes place between two parties hence any third person not a
member of this contract is a third party or person.
4. When the insured first party causes a loss then the second party assumes
the insured liability up to the policy limit.
5. Examples of third party liabilities are collision, third party injury or death
claim, oil pollution liability, cargo claim, crew claim, unrecoverable general
average contribution etc.
6. When the agreement is signed by the parties, they agree on certain conditions
and goals written in the agreement. They also get certain liability towards
each other for successful achieving of the goals. But by any reason a third
party gets affected, then liability towards the third party is called third party
liability. E.g. compensation required to pay the affected coast during oil
pollution becomes third party liability.
7. There is no such agreement between ship owner and coast, but coast gets
affected due to pollution. So, ship owner takes P&I insurance cover in
respect to third party liability during ship operation.
8. For each defined peril there is fixed premium. More cover means more
premium required by the parties.
9. There is no mandatory requirement for the party to take any type of policy
except Liabilities for pollution damage. Rest is left to the ship owner and
cargo owner or any other party involved in the maritime adventure to take
cover for various liabilities and bear themselves.
Contractual liability:
1. During any agreement both parties agree for certain terms and conditions for
achieving particular goals and interests. So some liabilities are set towards
achieving goals. As agreement is signed by them, the liabilities are called
contractual liability.
2. Contractual liabilities for a ship owner are those by which he winds himself
under some contract with second party.
3. This form of agreement where one party takes on the liability of another by
contract is commonly termed as Holder harmless or indemnity agreement.
Contractual liability is the express liability namely charter party, bill of
lading, cargo insurance, contractual salvage, charterer agreement, towage
e.t.c.
4. Here the liability is documented for specific occasion and specific time.
Contractual liability claim settlement takes place in a judiciary, arbitration,
tribunal as in agreement.
5. Ship owner takes following types of contract:
a. With employee
b. With flag state administration for safe operation, to compliance with
national/international regulations/conventions.
c. Contract with cargo owner
d. Contract with salver or tug owner
e. Contract with class and his fees and survey
f. Repair contract etc.
The following are some typical contracts that a ship owner undertakes and
Ship owner may limit his liability covering:i. Contract with employees: undertakes that he will provide the safe plant,
equipments and safe environment and their due care, hence he would like to
limit the liabilities with regards to

a) Their medical expenses

b) Compensations to be paid in case of injury or death
c) Breaches to any thing intentionally or unintentionally caused by his
employees which could land him in trouble.
ii. Contract with flag State administration: He register his vessel under flag
state administration, hence he undertakes the responsibility for safe
operation and compliances with relevant conventions rules and regulations.
Hence he will like to limit his liabilities with regards to
a) Any breaches caused by the ship
b) Any fines imposed for non-compliance with regards to documents or
violation of rules & regulations
c) Oil pollution caused in their territory
d) Other expenses involved in landing people and stoways.
e) Expenses occurred for rendering those states service to ship and its
complements
iii. Contract with local agents and agency: He himself land up in this contract
in order to meet local requirement at port of call. He takes their service,
which a ship requires at port of call. He would like to limit his liabilities
with regards to
a) Agency fees
b) Claims by agents
c) Claim arises when agent breaches the contract
d) Any dame injury caused to their personnel
iv. Contract with salver or tug hire: These services are required by a ship
owner during a port of call to assist their ship and during distress when the
ship looses its main propulsion plants. Hence he would like to limit his
liabilities with regard to
a) The hire rate
b) Damage cause3d to the tug and their personnel
c) Salvers award
d) Any other claims made by salver in rendering his service
v. Contract with stevedores and work shops: In case the ship requires shore
personnel services then ship owner land up in these service contract and
would like to limit his liabilities with regards to
a) Their hire rate
b) Injury medical expenses etc
c) Damage or loss to their equipments
d) Any other claims placed by them
vi. Contract with the cargo owner (shipper): He undertakes this contract
of carriage that will carry the goods in a manner received to the agreed
destination within the agreed time frame. During such contracts he would
like to limit his liabilities with regards to
a) Loss/ leakage/ damaged caused due the negligence of his employees
b) Losses caused to the cargo owner due to delay
c) Losses caused to the cargo owner due to delivering the cargo other than
agreed destination
d) Any other claim made by cargo owner in this regard. i.e, damage/ loss/
delay to cargo during the duration when it was under the custody of ship
owner.
6. The ship owner makes contract with others such as class, charterer, pilotage,
repair contract etc. In all the cases he will limit his liabilities. Apart from
these he has to take care of himself. i.e,
a) Damaged caused to his own ship
b) Total or constructive total loss of his vessel
c) Freight not paid.
11. . WHAT DO YOU UNDERSTAND BY "UNSEAWORTHY VESSELS" WITHIN THE MEANING OF THE
SHIPPING ACT , AS AMENDED? WHAT ACCORDING TO YOU IS THE DIFFERENCE BETWEEN

"UNSEAWORTHY SHIP" AND " UNSAFE SHIP"? WHAT ARE THE OBLIGATIONS OF OWNERS TO CREW
WITH RESPECT TO SEAWORTHINESS?
2012: FEB,OCT DEC 2013: FEB AUG
ANSWER:In the M.S. Act 1958 of India as amended the meaning of unseaworthy ship and
unsafe ship is as follows:Under section 334 a ship is said to be unseaworthy "when the materials of
which she is made, her construction, the qualification of master, the number,
description and qualification of the crew including officers, the weight,
description and stowage of the cargo and ballast, the condition of her hull and
equipment, boilers and machinery are not such as to render her in every respect
fit for the proposed voyage or service."
Under section 336, unsafe ship may be defined an unsafe ship, that is to say, is
by reason of the defective condition of her hull, equipment or machinery, or by
reason of overloading or improper loading, unfit to proceed to sea without
serious danger to human life, having regard to the nature of service for which
she is intended.
Now we will discuss the difference of unseaworthy ship and unsafe ship in
details. First we will see the unseaworthy ship:1) A ship is unseaworthy, when the material which she is made and her
construction and design is faulty and not as per laid down regulation.
2) A ship is unseaworthy when its master, officers and crew are not qualified
and are not as per safe manning of the ship.
3) Not having enough certificates according to law make the ship unseaworthy.
4) A ship is said to be unseaworthy when the machinery or equipment is missing
which should have been installed as per any regulation.
5) An unseaworthy ship poses serious threat to human life.
6) A ship is said to be unseaworthy when its machinery or equipment is not able
to perform its duties for the intended voyage.
7) Wrong weight, description and stowage of cargo and ballast make the ship
unseaworthy for the voyage.
Now take the case of Unsafe ship:1) A ship is said to be unsafe, when the hull and equipment is temporarily
defective and the ship is unsafe for that proposed voyage.
2) A ship is said to be unsafe when its master, officers and crew are qualified but
do not follow the safe working practices.
3) Not maintaining the required provisions laid down in certificates can make
the ship unsafe during the voyage.
4) A ship is said to be unsafe if the machinery or equipment is placed on board
but found not working or the maintenance plan is not being followed.
5) An unsafe ship does not pose serious threat to human life.
6) A ship is said to be unsafe when its machinery or equipment is operated
wrongly at any instance by the ship's crew in the voyage.
7) Wrong procedure of ballasting, deballasting or negligence of crew towards
stowage of cargo makes the ship unsafe an any instance during voyage.
In broad perspective or loosely we can say that unseaworthiness depends on
design factors and physical factors. Also unseaworthy is a condition.
But ship becomes unsafe due to human factors. It is an act.
Obligation of owner to crew with respect to seaworthiness
1. In every contract of service, express or implied between the owner of an
Indian ship and the master or any seaman thereof, and in every contract of
apprenticeship whereby any person is bound to serve as an apprentice on
board any such ship, there shall be implied, notwithstanding any agreement
to the contrary, an obligation on the owner that such owner and the master,
and every agent charged with the loading of such ship or the preparing
thereof for sea, or the sending thereof to sea, shall use all reasonable means

to ensure the seaworthiness of such ship for the voyage at the time when such
voyage commences, and to keep her in a seaworthy state during the voyage.
2. For the purpose of seeing that the provisions of this section have been
complied with, the Central Government may, either at the request of the
owner or otherwise, arrange for a survey of the hull, equipment or machinery
of any sea-going ship by a surveyor.
12. . The vessel where you are posted as Chief Engineer is undergoing dry-docking and a serious fire
occurs on the deck because of welding work. Illustrate the documented procedures to deal
with such emergency and its advantage over non-documented actions? Explain the different
ship related contingencies against which document procedures are maintained under
emergency preparedness of ISM Codes. In case of a major pollution of oil from a ship how best
the contingency plans in emergency preparedness help over other actions.
2012: SEPT 2013: JAN SEPT NOV
ANSWER :1. According to the ISM code the company should make documented
procedures to identify describe and respond to potential emergency shipboard
situations.
The company should establish programme for drills
and exercises to prepare for emergency actions. The safety Management
System (SMS) should provide for measures ensuring that the companys
organization can respond at any time to hazards accidents and emergency
situations involving its ships.
2. As the fire fighting is to carried out on the deck of a ship in dry dock there
are several hurdles to fire fighting. Major jobs are being carried out, thus
most primary muster stations may not be suitable for muster log. Also, some
repairs may be in progress on the vessels general emergency alarm system
and thus alarm may not be available there is a possibility that some ships
crew have availed of shore leave. Also, several shore gangs are working at
different locations ships fire fighting appliances may have gone ashore for pr.
Testing/recharging. Hence above points to be taken into account whilst
devising a suitable plan.
3. It is also stated in SMS manuals documentation that the master make it clear
to the ship repairer that its his responsibility for taking suitable precautions
against fire, testing and certification of spaces prior to any hot work. There
has to be in place a clear written agreement to the effect and an
acknowledgement of the acceptance of their responsibility to be provided to
the ship owner/master.
4. To ensure proper safety against fire and fire fighting to be effective the vessel
management must also familiarize/acquaint with the Dock employers fire
safety plan, equipment and abilities which must include the following
information.
Identification of significant fire hazards
Procedures for recognizing and reporting unsafe conditions (fire patrols,
designated and non designated areas for hot work checklist etc).
Alarm procedures
Procedures for notifying employees of a fire emergency
Procedure for notifying fire response department of a fire emergency
Procedure for evacuation.
Procedure to account for employees after evacuation
Fire response policy- Information Whether (i) Initial fire response
(ii) Outside fire response (iii) A combination of both above required during a
particular type of fire.
Rescue and Emergency response.
5. And also following points to be considered while developing a contingency
plan to fight fire on board.
a) Suitable muster station for all teams to be declared made aware at the

beginning of day along with planning and allocation of other jobs.

b) Status of general emergency alarm to be checked and declared/made aware/
familiarize to ship staff and shore employees.
c) Equipment for communication with dock (telephone) to be conspicuously
marked and numbers for emergency services and fire department to be
highlighted.
d) Officers at management level to be familiar with dock evacuation procedure,
shore fighting abilities, fire fighting plan equipment and dock emergency
alarm.
e) Logs of attendance 1 each for vessel and yard employees to be maintained
specifying names of employees with jobs, location and in out times to avoid
chaos during head count.
6. Considering the above underlying concepts a suitable fire fighting plan
would be as follows:
Personnel witnessing the fire to shout fire, fire and raise general alarm and
inform and relay to command team of nature and location of fire and
whatever information available.
If possible also inform/alert clock fire department personnel muster at
suitable muster station command team/Technical team to inform Dock
fire department. (if not already informed)
Take head count, check logs (Attendance) stop all work.
In case of fire on Deck Emergency team I (headed by C/officer) to lead
fire fighting and in case of E/R fire Emergency Team II to lead fire
fighting Emergency Team II to lead fire fighting while other emergency
team will back up.
Emergency Team I to lead fire fighting to check fire line pressure, contain
extinguish fire.
To evacuate casualties if any.
To liase with Dock fire fighting department if already present and to assist
them in fire fighting with logistics and shipboard plans etc. asses damage
and possibility of secondary fire.
Back up team: To provide boundary cooling where required.
Provide equipment back up.
Restrict flame by removing flammable item.
Evacuate casualties and shore personnel.
Support team: To evacuate personnel and to provide first aid to injured.
Assist as directed.
Technical team: To cut of necessary electrical supplies to cut of shore
pneumatic lines. Stop vents oils valves drain oil lines etc.
The advantages of documented procedures over the non-documented
procedures for fire fighting
1. The plans are ship specific and devised by experts hence they are readily
executable and effective.
2. All personnel are accounted and resources can be mobilized in a very short
time.
3. Absence of key person may not affect fire fighting as jobs/duties and deputy
leader are assigned and well defined.
4. New joining crew can easily familiarize with procedure.
5. Documentation and availability of shipboard plans enable shore expertise to
access situation and give proper assistance.
6. Avoids duplication of effort, confusion/chaos.
7. Simplified instructions/complexity reduction
8. Documented procedure have been devised with an aim to quickly regains
control and restore.
9. Considerable damage to property loss of life and injury can be avoided.
10. Proper reporting and documentation helps in insurance claims.
11. Documentation enables to analyse effectiveness of procedures employed and
thus enable improvisation.

12. Human error due to poor decision making is minimized.

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

A) TIER 2 AND 3 EMMISION REGULATION ON MAIN ENGINE.

B)
HOMOGENIZER
FOR
WATER
EMULSION
C) SCR FOR NOx EMISSION REDUCTION.

2012: OCT 2013: FEB JUNE

ANSWER:Tier 2 and 3 emission regulation on main engine.

1. MARPOL Annex VI sets limits on NOx and SOx emissions from ship
exhausts, and prohibits deliberate emissions of ozone depleting substances.
2. The IMO emission standards are commonly referred to as Tier I...III
standards. The Tier I standards were defined in the 1997 version of Annex
VI, while the Tier II/III standards were introduced by Annex VI amendments
adopted in 2008, as follows:
2008 Amendments (Tier II/III)Annex VI amendments adopted in October
2008 introduced
(a) new fuel quality requirements beginning from July 2010,
(b) Tier II and III NOx emission standards for new engines, and
(c) Tier I NOx requirements for existing pre-2000 engines.
3. The revised Annex VI enters int o force on 1 July 2010. By October 2008,
Annex VI was ratified by 53 countries (including the Unites States),
representing 81.88% of tonnage.
4. NOx emission limits are set for diesel engines depending on the engine
maximum operating speed (n, rpm), as shown in Table 1 and presented
graphically in Figure 1. Tier I and Tier II limits are global, while the Tier III
standards apply only in NOx Emission Control Areas.
5. Tier II standards are expected to be met by combustion process optimization.
The parameters examined by engine manufacturers include fuel injection
timing, pressure, and rate (rate shaping), fuel nozzle flow area, exhaust valve
timing, and cylinder compression volume.
6. Tier III standards are expected to require dedicated NOx emission control
technologies such as various forms of water induction into the combustion
process (with fuel, scavenging air, or in-cylinder), exhaust gas recirculation,
or selective catalytic reduction.
7. Pre-2000 Engines. Under the 2008 Annex VI amendments, Tier I standards
become applicable to existing engines installed on ships built between
1st January 1990 to 31st December 1999, with a displacement 90 liters per
cylinder and rated output 5000 kW, subject to availability of approved
engine upgrade kit.
Homogenizer for water emulsion.
1. In order to have the optimal spray into the combustion chamber, it is
recommended that the water droplets in the fuel oil after emulsification are
as small as possible. Both ultrasonic and mechanical types of homogeniser
can be used to obtain the same level of NOx reduction per water unit added
without penalising the total engine performance. However, if the engine is to
be operated on diesel oil, it may be necessary to add additives to stabilise the
emulsion.
2. When this emulsified fuel is injected into the combustion chamber, NOx
reduction is achieved due to the following reasons:
a. The injection time of the emulsified fuel is greater than with fuel for the
same load on the engine. Due to this the flame temperatures are lower
and thus lower NOx formation.
b. The water that is present within the plume of the injected spray creates
secondary micro explosions thereby atomizing the injected fuel
thoroughly. This relates to a better and a more complete combustion of
the fuel and in turn reduces the peak flame temperatures.
3. Attainable values for NOx reduction is approximately 1 percent reduction of
for every percent of water added to the fuel. Some installations have
successfully tested up to 50% water without any signific ant operational
difficulties. In general 25-30% of water is sustainable throughout the load
range of the engine and returns a 25-30% reduction in NOx emissions.
4. Various types of homogenizers have been employed for fuel emulsification.
a. Mill pump homogenizer comprising of a grinding wheel impeller that
physically grinds the fuel as it passes through the unit.
b. Ultrasonic homogenizer employing high power ultrasonic transducers to

homogenize the fuel passing through the unit.

c. High pressure homogenizer comprising of a piston pump to raise the
pressure of the fluid to about 100 bar and releasing it through a
homogenizing valve that physically pulverizes the fluid passing through.
5. The added benefit of a homogenizer for residual fuels is that in the process
of homogenization, the asphaltenes in the fuel, which can vary widely in
size and can be as large as 70-100 microns in size is broken down to about 35 microns. This relates to better combustion and thus less deposits in the
combustion chamber.
6. Aside from the NOx reduction benefits derived from a homogenized fuel
emulsion, there is marked decrease in particulate matter emissions largely
due to the fact that the combustion process is more complete.
SCR for Nox emission reduction.
1. An SCR (Selective Catalytic Reduction) unit is an effective means of
conditioning the exhaust gas after the combustion process for reducing NOx
already formed in the combustion process.
2. SCR is the method for NOx reduction on diesel engines today that can give
the largest reductions.
3. The process essentially involves injecting ammonia in the exhaust stream and
in the presence of a catalyst the NOx reacts with the ammonia and forms
water vapour and nitrogen. Due to the hazardous properties of ammonia,
urea solution is generally used to provide the required ammonia.
4. With the SCR technique, the exhaust gas is mixed with ammonia NH3 or
urea (as NH3 carrier) before passing through a layer of a special catalyst at a
temperature between 300 and 400C, whereby NOx is reduced to N2 and
H2O.
5. The reactions are, in principle, the following
4NO + 4NH3 + O2 4N2 + 6H2O
6NO2 + 8NH3 7N2 + 12H2O
6. NOx reduction by means of SCR can only be carried out in this specific temperature
window:
If the temperature is too high, NH3 will burn rather than react with the
NO/NO2.
If the temperature is too low, the reaction rate will also be too low, and condensation
of ammonium sulphates will destroy the catalyst.
7. When engine exhaust gas is released from the exhaust gas receiver, urea or
ammonia is supplied to the pipeline via double-wall piping into a mixer. The
engine exhaust gas is mixed with the agent and led into the turbocharger in
the turbine side.
8. To compensate for the pressure loss across the SCR system, high-efficiency
turbochargers and high performing auxiliary blowers are mandatory. Due to
the ammonia/urea heat release in the SCR process, the exhaust gas
temperature from the turbocharger is slightly higher than the exhaust gas
temperature in engines without SCR.
The overall SCR system layout is shown schematically in Figure 6. It
consists of the following main components: A reducing agent storage tank, a
reducing agent feeding and dosing unit, the reducing agent injection
and mixing element, a reactor with catalyst elements, a soot blowing system
for keeping the catalyst elements clean and the control
system. A pump unit transfers urea from the storage tank to the dosing unit,
which regulates the flow of urea to the injection system based on the
operation of the engine. The dosing unit also controls the compressed air
flow to the
injector. The urea injector sprays reducing agent into the exhaust gas duct. After
the injection of reducing agent, the exhaust gas flows through the mixing duct to
the reactor, where the catalytic reduction takes place.

14. State the different types of Marine Insurance policies that could be undertaken by owners,
shippers or other related parties Explain the salient liabilities and exclusions related with each case
for an insurer.
2013: JAN JULY
ANSWER :There are various types of marine insurance policies available and they could
broadly be classified into 5 types.
1. Time policy - Insures property for a period of time.
2. Voyage policy - It insures property from one place to another it may include
a date limit.
3. Mixed policy - It covers both a voyage and a period of time of voyage and in
port after arrival.
4. Construction policy - It insures vessel while in course of construction not for
a period of time.
5. Floating policy - cargo policy that insures a number of shipments. In Canada
& US this policy is continuous and covers all shipments to a limit of liability
for any 1 loss.
The marine insurance policies that a ship owner can take are
1) Hull & machinery policy
2) Protection & indemnity cover.
The insurance policies for a cargo owner include
1) Marine cargo insurance
2) Goods in transit insurance.
Hull and machinery policies :
These are usually time policies with a maximum period of 12 months. Normally
the items covered will be clearly stated in the clauses of each policy. Any extra
port to be covered will raise the insurance premium.
Perils include
1) Peril of seas
2) Fire / explosion
3) Theft from outside
4) Jettison
5) Piracy
6) Earthquake volcanic eruption, lightening
7) Accidents during loading or discharging
8) Machinery damage
9) Latent defects in machinery or hull
10) Negligence of master, officer or crew
11) 3/4 collusion liability
Items not covered under insurance include
1) loss / damage eg insurer deliberately set fire to ship caused by willful
misconduct wilful negligence by owner.
2) loss of charter hire due to delays
3) loss due to wear and team
4) war risk cover.
6) Cost for scraping & painting vessel underwater part due to fouling
7) Valuation clause i.e. in case the vessel is a constructive total loss, salvage
values are not considered.
8) loss / damage from nuclear weapon or by radioactive material.
P & I cover
P&I club is a mutual club of ship owners for covering the various liabilities. P&I
cover available for
Cargo claims, Crew claims, Liability against the collision with fixed of floating
objects and installations, Claims for various fines of innocent breaches, Third
party death and injury claims, 1/4 Collision liability which is not covered by the
hull and machinery policy, Oil pollution liability, Special compensation,
stoways , unrecovered GA, Salvage expenses under LOF, wreck removal, ships

contribution of GA Etc.
Limits and restrictions on P&I cover:
Deviation, Delivery of cargo at port not specified in the contract of carriage,
Failure to arrive or late arrival at port, Delivery of cargo with out bill of lading,
out dated bill of lading, clean bill of lading in respect of damaged cargo, arrest
or detention.
Cargo insurance policies :
Most policies incorporate institute of cargo clause A, B or C. Institute of cargo
clause C: This covers only against major casualties. i.e, Fire, Explosion,
Stranded, grounding, sinking, capsizing, collision or contact, discharge at port of
distress, GA sacrifice and jettison.
Institute of cargo clause B: This covers all the above plus the damages due to
earth quake, volcanic eruption, lightening, washing overboard, entry of sea.
Institute of cargo clause A: Offers cover against all possible risks.
Items excluded in marine cargo insurance are
1. Claims resulting from insufficient or unsuitable packing or protection of
subject matter insured.
2. Claims for loss or damage arising from the financial default of Owners
Company, manager or charterer.
3. Claims against the use of nuclear weapons.
4. Claims arising from the damage by terrorist or politically motivated groups.
5. Claims arising from the unfitness of the ship.
War risk and strike risk cover are available for cargo insurance for an additional
premium.
Open cover policies and floating policies are available for cargo for long term
insurance.
15. Illustrate mean piston speed, its significance on consumption of fuel oil.
Explain how mean piston speed is related to r.p.m. and ideal combustion.
Joining an old ship as Chief Engineer, formulate a methodology by which you can ascertain optimum
use of fuel oil against desired mean piston speed.
2013: JUNE FEB EMCY
ANSWER :MEAN PISTON SPEED:It is the average speed of the piston in a reciprocating engine.
MPS = 2LN/ 60
For constant stroke length
MPS N ............................(1)
Now,
Power = PLAN/ 60
For constant L and A
Power PN .............................(2)
2/3 3
But, Power (displacement) (Speed)
For constant displacement,
3
Power (speed) ...............(3)
But speed,
V Pitch * N, So for constant pitch,
V N ..............................(4)
From (1), (2), (3) and (4)
3
Power ( MPS) ...................(5)
Now,
Fuel consumed / unit time Power ................................(6)
From (5) and (6)
3
Fuel consumed/ unit time is proportional to (MPS)

MPS LIMITATION:a. Increase in MPS will increase the dynamic forces and moments and this will
affect bearings, bearing bolts etc.
b. If MPS is high time available for fuel consumption is less.
c. If MPS is low, compression will be isothermal but we want compression to
be adiabatic. Low MPS will cause compression temperature to be low
resulting in incomplete combustion and increase in fuel consumption.
d. Speed decreases service life of frictional parts.
MPS plays a great role as far as scavenging, i.e. exchange of gases is
concerned. the output of the cylinder is lowered beyond a certain piston speed as
the efficiency of the gas exchange process sharply drops. With effective MPS,
better scavenging and compression temp. can be achieved resulting into
complete combustion of fuel oil injected. Complete / ideal combustion gives you
better power and rpm.
Methodology by which you can ascertain optimum use of fuel oil against
desired mean piston speed in an old ship:Upon joining an old ship as a chief engineer, following checks are to be
carried out:Check all the parameters of the engine
Take power cards for all the units
Check fuel and cylinder lub. oil cons. of engine
Check that PMS for m/e is being followed as per makers instructions
Check maintenance history of main engine
All above parameters you can compare with previous record including sea trial
records. From above, you will come to know about the status of M/E & its
output and fuel cons. For optimum fuel consumption, firstly, better scavenging
and better compression should be there, and mean piston speed is affecting
scavenging.
Scavenging
Keep scavenge ports cleaned
T/C air filters clean
Air cooler water and airside should be cleaned
If uniflow scavenging, then exhaust valve should be well maintained
Fuel System:Fuel purification to be proper
Fuel pressure to be maintained
Fuel injectors are in good overhauled and pressure tested condition
Fuel timing should be proper
Condition of fuel pump should be good
Correct fuel temp. to be maintained
Optimise cylinder lubrication by manual setting
Maintain the PMS of M/E
16 .Explain the difference between ISM and ISO certification
Discuss the mandatory records to be maintained under ISO 9001:2008
2013: JUNE SEPT

17. What is the difference between cargo safety construction certificate and cargo ship construction
certificate?
How will you prepare your ship for an annual safety construction survey showing clearly the areas
in which you will give special attention?
2013: JUNE SEPT

18. With the aid of a sketch explain the difference between international load line marking and
subdivision load line marking
How will you prepare your ship for a renewal load line survey?
2013: AUG SEPT

19. As a Chief Engineer describe the methodology you will practice during taking over/handing over
of your ship in a foreign port towards inventory management of lube oil / fuel oil on board. In case
of dispute arising thereof, describe how it can be best-solved? During the circumstances how you
would ascertain amount of oil not fit for use?
2013: AUG FEB EMCY
ANSWER :1. The normal practise during signing off and handing over, the out-going chief
engineer prepares handing over notes. It is a standard format set by the
individual company.
2. C/Es handing over format is available on board and has to be filled up while
signing off. The new C/E or incoming C/E has to sign on it and out-going
C/E also has to sign on it. This handing over form is filed in C/Es handing
over file.
3. Handing over notes are prepared by out-going C/E regarding fuel oil / lub oil
inventory, the incoming C/E has to check the bunker delivery report
file(bunker receipt of previous bunkers) for quality i.e. sulphur content,
viscosity, water content etc., and quantity received.
4. The incoming C/E has to
a. Check all the tank soundings and calculate the actual oil on board. Also
make sure that approved sounding table book is available in C/Es office
b. Confirm that fuel oil actually found and log book figure are
matching(nearly)
c. Check lub oil quantity on board and compare with log book figures
d. Check for any letter of protest given by previous C/E , if any letter is there
it must be signed by out-going C/E and bunker party
e. Check per day consumption of fuel oil and lubes from other records under
different conditions, i.e. ballast and loaded
f. Check the oil ROB fulfils the voyage requirements and accordingly ask
company for bunkers as necessary
g. Check all entries in the oil record book are up to date.
h. Check bunker sample laboratory test report file
i. Check the bunker operation checklist file and updated
j. Check MARPOL bunker file and bunker sample bottles and stickers for
next bunkers and seals available.
5. In case of any dispute arising over the quantity of lube oil / fuel oil delivered
on board, the out-going C/E must report the discrepancy to the incoming C/E.
If the out-going C/E is not able to show the cause for difference in the bunker
quantity or lube oil quantity, then the matter has to be reported to the master
who in turn will inform the company.
6. For ascertaining the amount of fuel oil not fit for use, C/E has to check
certain specifications of oil which is on board ship and compare with test
results obtained from the laboratory or as specified in bunker delivery note.
7. C/E should not use the Oil until it is confirmed that quality is OK.
8. Fuel Oil Specification:- To comply with the standard fuel oil quality always
use ISO 8217 standard fuel oil.
9. The only way of monitoring the oil quality would be to test the oil by
standard fuel or lub oil testing kit for immediate reference and to be tested by
approved and authorised testing agencies and labs. The results obtained from
the labs could be used in case:Disputes over quality supplied by supplier

Highlights area where operational adjustments of the main engine

may reduce damages
10. Bunker sample should be obtained at the point of bunker manifold using
continuous drip method. Sample should be representative of entire bunker oil
so that oil should be taken during starting to completion of the bunker and
sealed in sample bottles with sufficient or complete information required.
Bunker delivery note to be retained on board for minimum 3 years and
bunker samples to be retained on board for minimum 12 months.
11. As per ANNEX VI of MARPOL 73/78 the sulphur content of fuel should not
exceed 3.5% and the oil used for sulphur emission control areas should be
less than 1%, which should be clearly specified on the bunker delivery note.
20. With respect to key issue in ship repair contracts, illustrate: 1) payment terms2) ambit of the
specification and additional work 3) contract period, liquidated damages and force majeure 4)
guarantees and insurance 5) termination events.
2013: AUG FEB EMCY
ANSWER :Repair of the ship is a very vast and cumbersome process which required
through knowledge and application by various parties working toward
accomplishment of a job well and its specifications Basic terminology of various
terms where are generally used for repair contracts as explained below :
a) Payment Term :
The term and condition of monetary transaction in contract with the repair
contract are formally undertaken and negotiated before any job may be started.
This will apply as regards to how much has to be paid and when or in other
words how much money need to be shelled out by the company throughout the
jobs period and how much before the work starts. The payment terms will have
to be streamline with the period in the repair yard. Therefore a yard taking
25000/ day for 6 days = 150000 $ while the other yard taking 30000 / day for 5
days and offering a discount of 10% = 135,000$.
Thus the terms will also contain stuff like discount and any other
expenses.
All these terms will dead to finalize which yard the company will choose
for the job.
b) Ambit of specifications and additional works :
The specification and additional work will include matters like the name of the
vessel, department and the machinery for which the work is to be done then the
detail of the job specification will include stuff like valves pipelines length, not
and bolts or any smallest of specification that will be required to accomplish the
job.
The additional job specifications are those which are not covered in the
major job specification. These additional jobs may be due to the defects found or
occurred offer the preparation and submission of the major specification to
repair yard.
There additional jobs are mainly concerning renewal of pipelines or over
basis of valve of some new fitting as per any new regulation.
c) Contract period ; liquidated damages and force majuere :
Contract period is basically the time spent by the ship in the yard if the ship is
deluged by certain no of days in the yard over the contract period the owner are
entitled compensation which is generally in the range of 10% (generally) but
may vary from yard to yard. For claiming the same the company must keep all
the copies of the contract with terms and conditions properly understood and
signed.
Liquidated damages are those damages that the ship may come across in
case the yard has to be shut down because of bankrupt by or on similar line
hence the track record of the yard must be carefully taken into account before

selecting the yard and also payment terms should be as such that the owners do
not loss out much because of higher payment and the job done is too small.
Force major to the delay caused due to worker unrest or strike on the normal
correcting day. The contract may add this in its leave as to what action to be
taken in such matters indicating clearly if it happened for a few days or
continued for longer period of time and what compensation to be paid to the
owner.
d) Guarantees and Insurance :
Guarantees is like a promise that certain things will remain to work like or
certain limits for the period expressed or stated. If something fail to work within
such period the same will be replaced or provided with necessary spares. But in
some cases the guarantees may ask the owner to return the damaged parts to as
certain the cause of the damage.
Insurance is similar or supplementary to guarantee for older parts. An
insurer will have new or old clause where in like guarantee a new spare part will
be supplied in case of an incurred ship, which face damage like replacement of
hull plates with new for the old damaged / corroded plates.
e) Termination Event :
Those are the events or causes that are broadly listed in some cases expressed
(as per existing narrow) as to when the repair contract ceases to remain or the
contract becomes void. This can be true for both ship owner or yard.
The causes may be :
1) Unnecessary delay by the ship
2) Unnecessary delay by the yard.
3) Ship may require the services of dry dock and in this case unavailability
of the dock.
4) Payment not as per terms but slow or non-existent
5) Yard going towards bankruptcy
6) Strike / workers unrest in the yard.
7) Emergency in the state and not following work to be done in the yard, can
also lead to the termination of contract.
21.What is the purpose of annual surveys? Give a list of items that would be examined by a surveyor
during annual survey. Also explain condition of class. What impact condition of class has on a ships
commercial/technical aspects?
2013 AUG FEB EMCY
ANSWER : 4. The purpose of the annual survey is to do the general inspection of items
related to particular certificate to ensure that they have been maintained and
remain satisfactory for service for which the ship is intended
5. Annual surveys are to be carried out within a window from three months
before to three months after each anniversary date.
6. It is carried out by class surveyor. At the time of annual surveys, the ship is
generally examined. The survey includes an inspection of the hull, equipment
and machinery of the ship and some witnessing of tests, so far as is necessary
and practical in order to verify that, in the opinion of the attending
surveyor(s) the ship is in a general condition which satisfies the Rule
requirements.
The following items will be checked
A. General
a. Confirm no modifications have been made to the ship or equipment which
would affect the class
b. Confirm that all periodical surveys required for boilers and other pressure
vessels are up to date.
c. Confirm the CSM and CSH cycles are up to date in accordance with the
current survey status.

d. Confirm that the Periodical Survey of the automation and/or remote

controls for the main propulsion plant are Not overdue.
B. Documentation
a. All certificates required as per relevant rules will be checked. Eg Cargo
Ship Safety Construction Certificate, Cargo Ship Safety Equipment
Certificate, Cargo Ship Safety Radio Certificate, International Load Line
Certificate, International Oil Pollution Prevention Certificate, International
Safety Management Certification, Cargo Ship Safety Certificate etc.
b. The log entries records are verified.
C. Hull Survey
a. The condition of the hull and its closing appliances is satisfactory as far as
could be seen, The following items should be included as applicable
i. Hatchways; weather decks, casings, fiddley openings, skylights, flush
deck scuttles, deckhouses and companionways; superstructures;
windows; side scuttles; and deadlights; chutes and other openings;
scuppers; sanitary discharges and valves; guard rails and bulwarks;
freeing ports; gangways and lifelines; and permanent fittings for timber
deck cargoes.
ii. Vents and air pipes. Where appropriate vents and air pipe condition
should be verified.
b. The condition of the anchoring and mooring equipment is satisfactory, as
far as could be seen.
c. The watertight doors in the watertight bulkheads have been examined,
operationally tested.
d. The condition of the watertight bulkhead penetrations is satisfactory, as far
as could be seen.
e. The structural fire protection arrangements remain unchanged.
f. The manual and/or automatic fire doors have been operationally tested and
found satisfactory.
g. The operation of the loading instrument is verified.
h. The freeboard marks are verified.
i. Hatch covers, coamings and gaskets have been checked and mechanically
operated hatch covers tested to be found weather tight.
j. Salt water ballast spaces :- for corrosion and thickness measurement.
D. Machinery and Electrical Installation Survey
a. The machinery and boiler spaces and essential machinery are generally
examined.
b. The emergency escape routes from the machinery and boiler spaces are
free of obstruction.
c. The machinery and boiler spaces are free of all visible fire and explosion
hazards.
d. Piping systems containing fuel oil, lubricating oil or other flammable oils
where fitted are examined and operated as far as practicable, special
attention being paid to tightness, fire precaution arrangements, flexible
hoses and sounding arrangements and found satisfactory.
e. The main and auxiliary steering arrangements, including their associated
equipment and control system, are examined.
f. All the means of communication between navigating bridge, machinery
control and alternative steering positions are tested.
g. The bilge pumping systems, including bilge wells, extended spindles,
pumps and level alarms where fitted, are examined and operated as far as
practicable
h. Non-metallic expansion joints in piping systems which penetrate the hull
and are fitted below the deepest loaded waterline have been examined.
i. An external examination of boilers, pressure vessels, including safety
devices, foundations, controls, relieving gear, insulation, gauges and
piping is carried out as far as practicable.
j. The electrical equipment and cabling forming the main and emergency

electrical installations are generally examined under operating conditions

as far as practicable. Bonding straps for the control of static electricity and
earthing arrangements as fitted are also been examined.
k. The satisfactory operation of the main and emergency sources of power
and electrical services essential for safety in an emergency mode is
verified.
E. Statutory Survey Related Items
a. The fire control plan and duplicate are examined.
b. All fire and/or smoke detection and alarm systems are examined and
tested, as far as practicable.
c. An operative test of the fire main system and each fire pump, including the
emergency fire pump, is carried out.
d. All fire hoses, nozzles, applicators and spanners are situated at their
respective stations and in satisfactory condition.
e. The fixed fire fighting system controls, piping, instructions and markings
are properly maintained and serviced.
f. All semi-portable and portable extinguishers are fully charged, in their
stowed position and with valid service dates.
g. The remote controls for stopping fans and machinery and shutting off fuel
supplies in machinery spaces and where fitted, the remote controls for
stopping fans in accommodation spaces and means of cutting off power to
the galley are in working order.
h. The closing arrangements of ventilators, annular spaces, skylights,
doorways and tunnel where applicable are satisfactory.
i. The firemans outfits are complete and in satisfactory condition.
Condition of Class
When conducting surveys, any damage , defects, or breakdown is noticed which
is of such nature that does not require immediate permanent repair but is
sufficiently serious to require rectification by a prescribed date in order to
maintain class, suitable condition of class will be imposed by the surveyor.
Possible deficiencies shall normally be rectified before the renewal survey is
regarded as completed.
The Society may accept that minor deficiencies, recorded as condition of class,
are rectified within a specified time limit, normally not exceeding 3 months after
the survey completion date.
Where adequate repair facilities are not available, consideration may be given to
allow the ship to proceed directly to complete the voyage by imposing this
condition of class.
If it is ascertained that the owner has failed to comply with regulation of the
class on reported conditions of hull or equipment or machinery of the ship
before the due date assigned by audition of class the class will be suspended
or withdrawn.
A vessel must be in class at all times to be covered for insurance and
employment.
22. Exhaust emission control is a major global issue and under serious consideration by world
shipping. In this context, comment on the following,
Primary Nox reduction vis-a-vis secondary Nox reduction measures.
Scavenge Air Moisturizing & Exhaust Gas Recirculation for ME.
2013: FEB EMCY, AUG
ANSWER :a) Primary Nox reduction vis--vis secondary Nox reduction measures.
PRIMARY NOx REDUCTION MEASURE:These are measures aimed at reducing the amount of NOx formed during
combustion by optimizing engine parameters with respect to emission. Some of
the methods are listed below
A. Water addition:1. Direct water injection:- Greater heat capacity is utilized to reduce high peak

temperatures as the water evaporates immediately upon injection. Rapid

evaporation of injected water also helps to create a homogeneous fuel-air
mixture.
2. Emulsified fuel or fuel water emulsion :- It is favoured by some
manufacturer claiming clear reduction in NOx emission at low cost with no
significant design changes.
B. Altered fuel injection:1. Delayed fuel injection:- Retarded fuel injection timing retards the
combustion process. Nitrogen oxide formation occurs later and with lower
concentration.
2. Common rail control :- It has proven to be a very effective way in combating
NOx reduction techniques.
3. NOx optimized fuel spray pattern:- Different fuel nozzle types and models
injection also has an influence.
C. Combustion air treatment:1. Exhaust gas circulation :- This is one method of adding dilutants to intake air,
reducing burned gas temperature for any given mass of fuel and oxygen. But
it is more practical for engines burning cleaner fuel such as low sulphur and
low ash fuel.
2. Humidifying the scavenge air:- Injection of very fine water after the
turbocharger using special nozzles. The fine water droplets evaporate fast
and further heat is introduced in the air cooler and humidifies the combustion
air. Drawback is too much humidity can be harmful to the cylinder condition.
3. Reducing the amount of scavenge air, and hence reducing the amount of
excess oxygen available for conversion to nitrogen oxide.
4. Water cooled rest gas:- In an electronically controlled exhaust valve timing it
is quite easy to leave some of the exhaust gas in the cylinder. This obviously
has a negative impact on engine performance, however this can be
dramatically reduced by cooling the rest gas with a water spray, in which
case the rest gas accounts for some of the NOx reduction and the water spray
for the rest.
SECONDARY NOx REDUCTION MEASURE:These are measures designed to remove NOx from the exhaust gas by
downstream cleaning technique. The most common secondary measures are
1. SCR ( Selective catalytic reduction) :- In this system the exhaust gas is mixed
with ammonia before passing through a layer of special catalyst at a
temperature between 300 deg Celsius to 450 deg Celsius. The NOx is
reduced to gaseous and harmless byproducts water and nitrogen.
2. SNCR( Selective non catalytic reduction) :- In case of SNCR, the reaction
between ammonia and NOx takes place in a gaseous phase in a temperature
window of between 800 and 900 deg Celsius.
The most effective method of NOx reduction is secondary measure. The
advantages are:a. Secondary measures reduces Nox in case of SCR of up to 80- 95% and in
case of SNCR 30-50%. Whereas primary measures average Nox reduction is
up to 25- 35%.
b. Possible side effects of primary measures are lower overall energy efficiency,
increased carbon mono-oxide and soot formation and hydrocarbon emission,
corrosion due to reducing atmosphere, increase in un burnt carbon in fly ash.
So, this directly affects the combustion process and some measures can also
damage the engine components.
c. The secondary measures do not affect the engine component and combustion
process.
b) Scavenge Air Moisturizing & Exhaust Gas Recirculation for ME.
For both scavenge air moisturising (SAM) systems and the exhaust gas
recirculation (EGR) system, the NOx reducing effect is achieved by reducing the
local maximum combustion temperatures in the combustion chamber.

Scavenge Air Moisturizing

One temperature-lowering technique, called Scavenge Air Moisturizing (SAM)
by MAN and known generally as Humid Air Motor technology, is to increase
the moisture content of intake air. SAM uses seawater to cool and humidify air
coming out of the intake compressor, and then uses fresh water to remove the
salt from the system before it can damage the engine. The system requires
specially-shaped components, special materials and auxiliary machinery systems
for handling the humidification water, all run by a programmable logic
controller.
The SAM system has a seawater injection stage, where a surplus of seawater is
injected for saturation and cooling of the hot air from the compressor. The sea
water stage will provide a near 100% humidification of the scavenge air and
supply all of the water for humidification.
The freshwater stages 1 and 2 will be near temperature neutral to the scavenge
air and create a small freshwater production depending on the operation
parameters chosen. The freshwater stages only act as cleaning stages for
removal of any salt which may pass with the air from the seawater stage. A
continuous accumulation of salt in the freshwater stages would eventually cause
the salt content to reach an unacceptably high level. This is counteracted by
cooling the saturated air with the air cooler and generating some extra
freshwater for stage 2. The extra freshwater is then sent upstream on the tank
side of the SAM system. Thereby the content of salt in the freshwater stages can
be controlled
Exhaust gas recirculation
When a small percentage of exhaust gas is introduced into the combustion air,
the oxygen purity of the combustion air is reduced leading to lower NOx
emissions.
Primarily marine diesels operate on residual fuel that contains sulfur. Products
of combustion therefore contain corrosive gases that require to be taken into
account while designing an EGR system. Furthermore marine diesels being
turbocharged engines, the scavenge pressure is higher than the exhaust pressure.
This requires an additional exhaust blower. This system is an effective means of
NOx reduction. With a 20% EGR NOx reduction is in the order of 50% with
very little fuel consumption penalty.
23. . EXPLAIN PSC INSPECTION. UNDERLINE ITS AUTHORITY AND BASIS OF SUCH INSPECTIONS.
ENUMERATE THE RELEVANT REGULATIONS, ARTICLES AND ANNEXES OF SOLAS 1974, LOAD LINE 1966,
MARPOL 73/78, STCW 95 AND TONNAGE 1969 WHICH FORM PROVISION FOR PSC WHAT IS
UNDERSTOOD BY CONCENTRATED INSPECTION CAMPAIGN AND RIGHT OF APPEAL
2012: APR,JUL,SEPT 2013: MAR NOV
ANSWER :1. All ships in commercial trading need to be registered on country which
identifies its owners. The country of registration is known as flag state it is
the duty of the flag state to ensure all its ships flying their flag is safely
constructed, equipped and maintained as per relevant regulations of IMO and
ILO.
2. But ship trade internationally and have to call at various ports all over the
world and many ships may not call their flag state ports, so it makes
inspection of ships by flag state to ensure compliance with rules regarding
safety, maintenance, manning etc impossible so it is imperative that ships
must be inspected at various ports to ensure compliance. This is termed as
port state control(PSC).
3. Port state control inspection is an inspection program under which all
countries work together to ensure that all vessels entering their waters are in
compliance with strict international safety and Anti-pollution standards.
4. All countries involved in inspecting ships will share their findings with each

other. The ships that are found to be in violation of laid down standards are
detained in port, until their deficiencies have been rectified.
5. The objective of PSC is to detect and discourage owners from operating
substandard ships that endanger not only the ships crew and the port, but also
the environment.
6. PSC inspection helps to minimize the threat to life, properly and the
environment by disallowing substandard shipping.
7. The fundamental aim of the PSC is to supplement the inspections by the flag
state and eliminate sub-standard ships in order to ensure safer ships and
cleaner oceans it includes boarding, inspection, remedial action and possible
detention under the applicable conventions.
8. The key elements of PSC are
a) Ensuring compliance with international rules regarding safety, marine
pollution and working environment
b) Detaining substandard ships until deficiencies are rectified
c) Implementing a mutually agreed inspection rate of all visiting vessel
(normally 25 %).
d) Applying a targeting system for back-list vessels.
e) Mutual agreement with various neighbouring states for better
surveillance.
f) Providing technical assistance and training if required.
9. Port state control can be applied not only to those countries, who are party to
the convention but also to the ships that fly the flag of a state that has not
rectified a convention. Thus no ships are exempted from inspection because
the principle of no more favourable treatment applies.
10. Any state may also in act its own domestic laws and impose additional nation
al rules and regulations on foreign ships entering its water USA for example
has enacted the oil pollution act 1990 (OPA 90) which makes it mandatory
for tankers to have double hull or equivalent protection against spillage for
entry into any us port.
The relevant regulations Articles and annexes which form the provision for PSC
are as follows.
SOLAS 74
Regulation I/19:- General Provisions/ Control
Regulation IX/6:- Management of safe operation of ship/ verification and
control
Regulation XI-1/4:- Special measure to enhance maritime safety / PSC on
operational requirement
Chapter XI-2:- Special measures to enhance maritime securities (ISPS code)
MARPOL 73/78
Article 5:- Certificate and special rules and inspection of ships
Article 6:- Detection of violation and enforcement of the conventions
Annex I ,Regulation 11:- Regulation for prevention of pollution by oil/ PSC
on operational requirement.
Annex II, Regulation 16:- Regulation for prevention of pollution by
NLS/Measures of control/ PSC on operational requirement.
Annex III, Regulation 8:- Prevention of pollution by packaged harmful
substances/ PSC on operational requirement.
Annex IV, Regulation 13:- Regulations for the Prevention of Pollution by
Sewage / PSC on operational requirement.
Annex V, Regulation 8:- Regulation for prevention of pollution by garbage/
PSC on operational requirement.
Annex VI, Regulation10:- Regulation for prevention of air pollution/ PSC on
operational requirement.
LOAD LINES 1966
Article 21:- International load line convention with the port state control.
a) Limitation on the draft, to which a ship on its international voyages is to

be loaded.
b) Ensure adequate stability.
c) Provisions to determine freeboard of tankers.
STCW 95
Article X:- Control regulation (rights of PSCO to ensure all seafarers have
appropriate certificate)
Regulation 1/4:- Control Procedure
Tonnage 1969
Article 12:- Verification of Tonnage certificate
Although the tonnage convention is not a safety convention the revision A787
(19) has laid down the guidelines for port state control.
Concentrated Inspection Campaign are designed by several MOU members
to alert owners visiting their ports in order to promote specific compliance with
a convention. The purpose of this joint Concentrated Inspection Campaign is to
ensure compliance with rules and regulations under various conventions.
Every year a PSC Concentrated Inspection Campaign on an agreed topic by the
major MOUs is carried out. In practice, the Concentrated Inspection Campaign
means that during a regular port State control inspection the arrangements,
maintenance records and other applicable documentation related to agreed topics
will be verified in more detail for compliance.
These campaigns normally last a period of 3 months and focus on a specific area
of the ship. Eg.
CIC on Propulsion and Auxiliary Machinery,
CIC on on Hours of Work and Rest,
CIC on Fire Safety Systems,
CIC on structural safety and the international conventions on load line
CIC Lifeboat Launching Arrangements
CIC to verify Safety of Navigation in compliance with SOLAS Chapter V
24. WHAT IS BILL OF LADING? WHAT PRECAUTIONS ARE TO BE OBSERVED BEFORE SIGNING A BILL OF
LADING UNDER VOYAGE CHARTER AND TIME CHARTER? DIFFERENTIATE THE SALIENT
CONSIDERATION TAKEN DURING SURVEY OF SHIP UNDER I)BAREBOAT CHARTER II)
VOYAGE CHARTER III) TIME CHARTER. AS A C/E ON BOARD, EXPLAIN WITH REASONS,
WHICH OF THE THREE SURVEYS IS MOST DEMANDING AND EXHAUSTING AND WHY?
2012: FEB,APR, NOV DEC
ANSWERS :1. The bill lading is the declaration of the master of the vessel by which he acknowledges that he
received the goods on board of his ship and assures that he will carry the goods to the place of
destination for delivery, in the same condition as he received them against handing of the original bill
of lading.
2. The definition of a bill of lading given in the HAMBURG RULES is the following.
BILL OF LADING means a document which evidence a contract of carriage by sea and the taking over
of loading of the goods by the carrier, and by which the carrier undertakes to deliver the goods against
surrender of the document.
3. A provision in the document that the goods are to be delivered to the order of a named person, or
to order or o bearer, constitutes such an undertaking.
4. The bill of lading serves as a
a) A receipt of the goods by the ship-owner acknowledging that the goods of the stated species,
quantity and conditions are shipped to a stated destination in a certain ship or at least received in
custody of the ship owner for the purpose of shipment.
b) A memorandum of the CONTRACT OF CARRIAGE by which the master agrees to transport the goods
to their destinations all terms of the contract which was in fact concluded prior to signing of the bill
of loading are repeated on the back of this document

c) A document of little to the goods enabling the consigner to dispose of the goods by endorsement
and delivery of the bill of lading.
Types of Bill of Lading
1. Long Term B/L
2. Short Term B/L
3. Direct B/L
4. Combined transport B/L
5. Through B/L
6. Received for Shipment B/L
7. Straight B/L
Hague Visby rule apply to every type of bill of lading.
The precautions to be observed by the master or his deputy when signing the bill of lading are as
follows
1. The goods have actually been shipped (compared with mates receipt).
2. The date of shipment is correct.
3. That the bill of lading is not marked freight paid or freight not paid if not true.
4. Check that any clause of mates receipt is also contained in B/L
5. Check that reference is made to the charter party where one exists
6. Check that any charter party terms not conflict with B/L terms
7. Check that the number of original bills in the set is stated.
8. In any case, master is in doubt he should contact his P&I club correspondent.
9. If in case damaged or otherwise defective cargo is presented for loading reject goods, accept
goods as on condition that he will issue a clause bill of lading call P&I.
10. if ship and shore figures differ

11. If number of original B/L shown on the face of the bill not the same as the number of negotiable
B/L
1. call P &I
2. refuse to sign the bills until correct number is assigned
12. If B/L is in foreign language translator, call P&I master should issue B/L in English.
13. If master is asked to sign blank or partially completed B/L
1. call P&I
2. if early departure procedure (EDP) is used on tanker routes, agent signs behalf ofmaster
14. if B/L have to be re-issued or amended
1. call P&I
2. if B/L have to be reissued, ensure that first set is cancelled /returned / destroyed if master is asked
to sign predate of post date B/L -- refuse to sign.
Bareboat charter:
1. Is a contract for the hire of a vessel for an agreed period during which the charterers acquire most
of the rights of the owners.
2. In essence the vessel owners put the vessel at the complete disposal of the charters and pay the
capital costs, but no other costs.
3. The charters have commercial and technical responsibility for the vessel, and pay all costs except
capital costs.
4. There will be an agreement, that there will be an on hire survey. In the case of new ship building
the survey procedures can be done in the yard itself according to the agreement. In other cases there
is a thorough examination considering the following points.

5. As a Chief engineer, you are responsible for maintaining the equipment in good condition. Bunker
on board to be properly calculated and kept ready for the surveyors to check.
6. Cleanliness and proper P.M.S. system has to be maintained in view of seaworthiness.
7. It is a more stringent survey since the charter takes the responsibility of the vessel in full respect
except capital cost.
8. All crew members to be aware of the safety procedure and safe working practices according to the
company's quality management system. In this regard proper training and briefing to be given before
surveys.
9. If a second hand ship is taken over by a chief engineer and is being put on a bareboat charter he
should check following with respect to ship:a. Visual inspection of vessel
b. Seaworthiness
c. Documentation
d. Machinery condition
e. Pipeline condition
f. Underwater part
g. LSA and FFA items
h. Sounding of all tanks and calculate bunker, lub oil
i. Navigation equipment condition
j. Critical machineries inventory
k. Inventory of spares and stores
l. ORB ( last 3 years )
m. Master and Chief engineer log book
n. Ship sea trial if possible
o. Machinery survey records and PMS
p. Cargo hold condition
q. Insulation check of all motors and alternators.
Voyage Charter:
1. Is a contract for the carriage by a named vessel of a specified quantity of cargo between named
posts or places.
2. The ship owner basically agrees that he will present the named vessel for loading at the agreed
place within an agreed period of time a following loading, will carry the cargo to the agreed place,
where he will deliver the cargo.
3. The charter agrees to provide for loading, within the agreed period of time, the agreed quantity of
the agreed commodity, to pay the agreed amount of freight, and to take delivery of the cargo at the
destination place.
4. In effect the charterers hire the cargo capacity of the vessel and not the entire vessel.
5. The owner must provide the master and crew, act as carrier and pay all running and voyage costs,
unless the charter party specifically provides otherwise.
6. The survey under voyage charter is not very strict as compared to other charter party.
7. The charter mainly interested in sea worthiness and condition of the cargo space. The surveyor
checks for whether the vessel can carry the cargo of particular quantity and to be able to discharge
within an agreed period of time.
8. As a Chief Engineer one should take care of cargo hold/ tank, cargo gear condition. If any repairs
are necessary to keep the same in good condition that has to be carried-out. He has to prove that the
ship is able to carry the cargo safely and vessel able to reach in proper time which is agreed.
Time charter:
1. Is a contract for the hire of a named vessel for a specified period of time. (The charters agree to hire
from the ship owner a named vessel, of specific technical characteristics, for an agreed period of time,
for the chatterers purposes subject to agreed restrictions. The hire period of time, for the charters
purposes subject to agreed restrictions. The hire period may be the duration of one voyage (a "trip
charter") or anything up to several years ("period charters")).

2. The ship owner is responsible for vessels running expenses i.e., manning repairs and maintenance,
stores, masters and crews wages, hull and machinery insurance, etc. He operates the vessel
technically, but not commercially.
3. The owner bears no cargo handling expenses and do not normally appoint stevedores. The charters
are responsible for the commercial employment of the vessel, bunker fuel purchase and insurance,
port and canal dues (including pilot age, towage, linesmen etc.), and all loading stowing / trimming /
discharging arrangements and costs.
4. On-hire survey and delivery certificate:
There will be usually agreements that there will be an on-hire survey or delivery survey to establish.
board (R.O.B.) in order to determine the quantity the chatterers will have to
pay the owners for.

d swept clean, etc. and tanks for oil or chemicals must

pass survey and be certified fit.
5. The on-hire survey is usually carried out by jointly approved surveyors, paid for 50/50 by the owners
and the chatterer. Time spent on the survey is normally at the owner's risk, i.e., the vessel is not on hire until passing of the survey.
6. As a Chief Engineer, one should calculate the bunker on board correctly and to keep all machinery
in good condition. He has to prove that ship is able to
satisfy charter party requirement regarding fuel consumption and speed. Any maintenance required
for cargo holds or tanks to be carried-out prior survey to keep them in good condition.
25. WITH RESPECT TO ENGINE ROOM MAN MANAGEMENT ENLIST THE KEY ISSUES YOU WILL
ADDRESS WITH PROPER JUSTIFICATION IN THE FOLLOWING AREAS,
(A) TRAINING PROGRAMS (B) LONG TERM PERSONNEL DEVELOPMENT CONCEPT. (C) ATTITUDE
AND MOTIVATION DEVELOPMENT. (D) EMERGENCY RESPONSE (E)COPING WITH STRESS
2012: APR,AUG 2013 MAR
ANSWER :a. Interdepartmental Harmony :1. Working on board a ship is essentially teamwork. Different departments need
to work together, each playing a part in the overall management of the ships
operation.
2. Inter-departmental collaboration and harmony is the foundation on which a
effective management runs and it is of immense importance in ensuring safe
and efficient operation of the ship.
3. Poor inter-departmental relations cause morale and performance problems.
Emotional energy is squandered on complaining about others, while
productivity, hand-offs, quality and even safety can suffer.
4. The success of any department depends on how successful it is in gaining the
co operation of personnel in other department therefore as a chief engineer
one should be fully aware of importance of good interdepartmental relations.
5. To prevent disputes the company should be careful to define departmental
responsibilities clearly and as a chief engineer try to familiarise each
individual with company objectives, policies and organisation.
6. Chief engineer should speak often about making it very clear that we are all
one team, and that the competition is with other organizations, not with each
other.
7. To maintain harmony Chief engineer should encourage communication
between the various departments. Foster an environment of free
communication between the individuals of various departments.
8. Listen to input from all of the various departments. If you encourage input
from all of the departments, it will help promote fairness. This way, each

department will feel as if it has a say in how the business operates.

b. Developing a Safety Culture
1. Safety is of paramount importance and should be borne in mind before any
task is attempted. In order to get this message across, it is necessary to
develop a safety culture where all staff appreciates the importance of safety.
In fact, it must be their first consideration and become part of their way of
life.
2. The senior officers on the ship, in particular, must be totally committed to the
safety culture and must be seen to actively promote and support its
development. Everyone on board should actively promote safety.
3. To assist in the management of safety onboard ship, working parties or
committees should be set up. Indeed, the promotion of teamwork is an
important part of any good onboard safety management system.
4. Policies and practices of safety are used for regulating crews operations
through reward and punishment to pursue the working process implemented
successfully. Nevertheless, such management system is not sufficient to
achieve the goal of a good safety performance.
5. Establishing a culture that place the safety issue as the highest priority is also
necessary and crucial to facilitate the achievement of the goal. With this
culture, crew can be nurtured to have higher awareness of safety and to feel
an obligation to safety-without concern for repercussions.
6. The concrete strategies to establish a safety culture on board include
a. management and crews commitments to safety;
b. the provision of safe works and safety policies and practices, and
confirmation whether crew have high awareness of and good attitudes
toward safety prior to work;
c. the safety issue related to work is of the priority to be paid attention than
other matters;
d. a safety culture is identified as part of corporate culture;
e. effective vertical and horizontal communication about safety issues
between managers and crews;
f. Clear policies in relation to reward and punishment for safety matters;
g. Adequate provision of training;
h. Establishing and maintaining a safe workplace and working environment;
i. Implementing risk management of routine work; and
j. Establishing a good evaluation and control system of safety management.
c. Attitude and motivation development
6. Shipping companies are trying various theories to develop an individuals
attitude and ways to motivate him to perform better by applying techniques
like positive reinforcement, behaviour modification, stress relief etc.
7. It may be in manner of continuous employment in company and on rotation
basis, so that the individual can plan his leave and come back on finishing his
leave, for better prospect and need of money, self esteem, security etc.
8. A persons attitude is influenced by various factors such as his needs, his state
of mind i.e. stress levels, feeling of security, self esteem etc.
9. The most important step before trying to develop an individuals attitude & to
motivate him is understanding. Only after understanding him & realizing his
needs, aims etc. can one go about trying to improve his attitude & motivate
him.
10. The feeling of belonging / incentives, both promotion & monetary wise /
recognition of a job well done etc. go a long way in improving an individuals
attitude & thereby also motivating him to give more to the team.
d. Emergency response
6. By assigning every person on board a particular duty for different
emergencies & also responsibilities, every individual will know exactly what
to do in a given situation.
7. Drills & pre & post drills briefing/debriefings also help the crew members
understand what is expected of them & where they could improve.

8. Drills should be made as realistic as possible & not made a routine that
persons labour through. Different emergencies at different locations should
be practiced so that crew members are exposed to as far as possible all the
emergencies they may be faced with.
9. By doing this the response of the crew members will be swift as they will
know what is expected of them in any given emergency.
10. Also during drills the important of team work is emphasized which motivates
people in acting faster and in an organized manner in any kind of emergency.
26. Your vessel where you are POSTED AS A CHIEF ENGINEER IS ABOUT TO ENTER A DRY DOCK. STATE
THE COORDINATION AND EXCHANGE OF INFORMATION NECESSARY WITH THE MASTER OF THE
VESSEL FOR ENTERING THE DRY DOCK. ALSO, LIST THE NECESSARY PREPARATIONS REQUIRED
ALONG WITH THE DELEGATION OF RESPONSIBILITIES TO THE ENGINEERS OF THE VESSEL. ENLIST THE
INSPECTIONS AND CO-OPERATIONS YOU WILL MAKE WITH THE DRY DOCK AUTHORITIES FOR
UNDOCKING THE VESSEL.
2012: JULY,OCT 2013: FEB

ANSWER:Dry docking is one of the most important activities that a vessel may
come across. Hence a good planning and co-ordination will be vital towards
successful completion of dry dock.
The dry docking is governed by various factors:1) Classification society requirement
2) Statutory requirement
3) Condition of vessel
So for a successful dry dock there should be a good co-ordination
between master and chief engineer so that all the works are completed at time
without any casualty.
As a chief engineer following are the exchange of information which will
be necessary with the master:1. Class, survey and statutory requirement
2. Scope of work in dry dock categorizing especially time required, shore gang
required, work that is to be done by engine room and dock staff.
3. ROB of bunkers and L.O. to be shared by master
4. Any requirement for pumping of black water, oil sludge to reception facilities
and its arrangement.
5. Spare requirements as to what all spares have arrived and what will be
arriving.
6. List of survey items to be submitted to master.
7. Any special requirement like covering of vents, opening of tanks when grit
blasting is performed.
8. Co-ordination with master to required list and trim and put accordingly fuel
oil and fresh water tanks in use as advised by him.
9. Communicate with master as to be in touch with company regarding any new
requirements which ship will be fulfilling after dry dock. i.e. to fulfil any
compliance towards statutory requirements.
10. Any rules laid down by yard should be informed to ship personnel by master.
11. A pre docking tank cleaning and line washing plan to be informed by master
to chief engineer to mobilize the resources to carry out the operation.
12. All refit requirements to be submitted as stated with appropriate data e.g.
pipe repair material, location, staging required etc.
13. If any changes to be made in the emergency teams in the dry dock should be
well consulted before dry dock.
Delegation of responsibility to engine room staff:Preparedness for the same will start well in advance of the dry dock. The

preparedness will include the following:1. How to change over main engine and boiler in diesel oil.
2. How to change the ship power to shore power taking in account of voltage
and frequency.
3. Requirement of cooling of fridge and A/C plant
4. Method of sewage disposal.
5. Securing of heavy weights.
6. Tanks and coffer dams to be sounded.
7. Chief engineer and second engineer who are management level personnel of
engine room department, to make a rough plan to delegate responsibility of
various jobs.
8. Chief engineer will delegate responsibility for arranging spares as they
arrive.
9. Personnel to prepare tags for various valves with job number and fix them on
valve.
10. All safety aspects discussed and safety precautions to be followed. All engine
room personnel to be briefed about safety and asked to check the shore
personnel regarding safe working culture.
11. A day to day work report to be made and discussed to check whether all jobs
are proceeding as per schedule or there is some delay. If same look into them.
12. Chief engineer and second engineer to divide and co-ordinate various surveys
which they will oversee.
Now while undocking of vessel there should be proper co-ordination between
ship and yard personnel.
Various inspection and co-operation with dry dock personnel are:1. Check about the plan of dry dock and ensure that all works have been
completed.
2. Check paint work has been completed.
3. Hull repair completed.
4. All tanks plugs are in place and secured.
5. All anodes are fitted. Grease/ paper used on them while painting, are
removed.
6. Echo sounder transducer is cleaned of paper and grease.
7. Propeller rope guard is fitted properly and propellers are on dock mark.
8. Oil is not leaking from stern tube.
9. Rudder plugs are in place.
10. Ensure all valves are shut.
11. Sea grids are in place
12. Ensure all tanks are at same level while entry so as to have same trim when
refloating
Verify weight log certificate ( no heavy weight has been shifted)
27. A SHIP ON WHICH YOU HAVE JOINED AS CHIEF ENGINEER IS SCHEDULED TO BE PUT IN ACTIVE
SERVICE AFTER MAJOR LAY-UP AND NECESSARY REPAIRS. STATE THE PREPARATIONS AND TRIALS
YOU WOULD CONDUCT PRIOR OFFERING THE SHIP TO THE SURVEYING AUTHORITIES FOR SURVEY
AND INSPECTION.
2012: JULY OCT 2013: JUNE
ANSWER:1. A reactivation survey is to be carried out to restore a laid up vessel to active class status.
2. The primary objective of the reactivation survey is to ensure that the vessel is fit as per requirements
to proceed on intended voyage.
3. Hull and outfit :- A dry dock survey is required depending on the date of last DD survey and period
and condition of lay up an under water inspection may be permitted in lieu of the DD.
4. If the following significant repair are carried out to main or auxiliary machinery or steering gear,
consideration is to be given to a sea trial

a. The welding works for cracks of frame or bed plate of main engine and/or prime mover for main
generator.
b. Renewal or repair of crankshaft of main engine as well as D.G.
c. Repairing work done for camshaft/camshaft driving device of main engine as well as D/G.
d. Renewal or repair works of main parts of main engine and/or D/G.
e. Repairing work for power transmission system of propulsion shafting system.
f. Repairing work done for propellers.
g. Repairing work done for boiler plates.
h. Any other significant repairs done
The extent of sea trail and survey items depend on the discretion of attending surveyor in addition to
consideration of contents of the repairing work.
5. In addition , the items to be inspected includes
a. Anchor and chain cables, chain stopper , chain locker pumping arrangements.
b. Anchor windlass and mooring winches load tested and roller fairleads.
c. Cargo and machinery space bilges and their pumping arrangements.
d. Random cargo tanks, pump room, cargo piping.
e. Water tight doors, E/R sky light, fire dampers, ventilators and their closing devices.
f. Peak tanks, random ballast tanks and their s pumping system.
g. General examination and testing of ships whistle, internal communication system, general alarms
systems, steering arrangements and control and navigational lights.
h. Examination of fire protection and fire extinguishing system.
i. Examination and servicing of ship radio installations, gyro, radar, navigational aids etc.
j. Tank ventilation arrangements including closing devices, flame arresters and PV valves.
6. Machinery inspections
a. Boilers, heat exchangers and piping systems to be drained and cleaned of inhibitors and then
inspected and tested under operating conditions.
b. Engine LO, Stern tube LO and S/G hyd oil to be tested for contamination or chem. Degradation and
flushed and renewed if required.
c. Thrust bearing , intermediate bearing and their lubrication arrangements to be checked.
d. Diesel engine and associated gears and their lubrication arrangements to be opened and examined
for corrosion, wear, damage, tensioning etc. Crank shaft deflection to be recorded and protective
trips/ alarms to be tested.
e. All essential auxiliary machineries to be tested and their protective devices verified.
f. All piping systems to be examined under pressure and pressure relieving arrangements verified.
g. All connections to sea and their valves and stub pieces examined.
h. All Fire fighting arrangements including fire pumps to be tested.
i. Emergency generator to be tested and load test verified.
7. Electrical and control circuits
a. Insulation resistance of all power and lighting circuits with generators , motors and switchgears to
be tested and dealt with if necessary.
b. Generator to be tested under operating condition ,switches Circuit breakers and protective De vices
such at reverse power, OC relay, Preferential trip s etc verified.
c. All Essential control system and monitoring instruments and Emergency shut off to be verified.
8. Documentations and Certifications:-The validity of the various Trading and Statutory certificates to
be checked and updated or renewal survey to be carried out, as necessary.
9. Additional items to be considered
a. Possible corrections or revisions in international conventions requirements.
b. Necessary supplies, spares and consumables.
c. Internal corrosion removal and recoating.
d. Mooring lines and Cargo gears.
e. Gangways and Boarding ladders.

28. STATE THE APPLICABLE REGULATION OF SOLAS AND MARPOL UNDER WHICH IT IS MANDATORY
FOR A FLAG STATE TO CONDUCT AN INVESTIGATION INTO ANY CASUALTY. WRITE BRIEFLY THE
SALIENT POINTS OF CASUALTY INVESTIGATION CODE AND THE RECOMMENDED PRACTICES FOR A
SAFETY INVESTIGATION INTO A MARINE CASUALTY OR MARINE INCIDENT. WHAT DO YOU
UNDERSTAND BY THE TERM VERY SERIOUS MARINE CASUALTY?
2012: OCT DEC 2013: FEB
ANSWER:Every flag state has to carry out investigation in any casualty occurring
on board the ship flying its flag. This responsibility is laid down in various
conventions of IMO. Following are the conventions and articles under which
above responsibility is laid down:1) UNCLOS:- Article 94(7) states that " each state shall cause an inquiry to be
held by a suitably qualified person/persons into every marine casualty or
incident of navigation on the high seas involving a ship flying its flag and
causing loss of life or any other incident involving another state or marine
environment."
2) SOLAS 74:- Chapter 1, part C, Regulation 21 states that " Each
Administration undertakes to conduct an investigation of any casualty occurring
to any of its ships subject to the provisions of the present convention when it
judges that such an investigation may assist in determining what changes in the
present regulations might be desirable."
3) Article 12 of MARPOL73/78 and article 23 of ILLC also states more or less
same as stated in above conventions.
To harmonize the casualty investigation a code was adopted on 27th
November 1997 in IMO resolution A849(20) called casualty investigation code.
The salient features of the code.
1) Necessity of code:- It was acknowledged that the investigation and proper
analysis of marine casualties and incidents can lead to greater awareness of
casualty causation and result in remedial measures including better training to
enhance safety of life at sea and protection of environment.
It was also recognized that a standard approach and
cooperation between governments, to marine casualty and incident investigation
is necessary to correctly identify the cause.
2) Objective:- Objective to any marine casualty investigation is to prevent
similar casualties in future. Investigations identify the circumstances of the
casualty under investigation and establish the cause.
3) Who will do the investigation:a) Flag state has to carry investigation in all casualties occurring to its ship.
b) If casualty occurs in territorial sea of a state, then flag state and coastal state
should cooperate to maximum extent and mutually decide who will be the lead
investigating state.
c) If casualty occurs at high seas then flag state has to carry out investigation.
But if the casualty involves other other parties or affects environment of other
state, then all substantially interested state should work together and decide who
will be the lead investigating state.
4) Consultation and cooperation between states:- If casualty has taken place
in territorial water of any state then the coastal state should without delay report
the matter to flag state. Also if the casualty involves other parties all
substantially interested parties to be informed by investigating state.When two
or more states have agreed to the procedure for a marine casualty investigation,
the state conducting the investigation should allow representative of the other
state to:a) Question witness
b) view and examine documents and evidence
c) Produce witness and other evidence
d) Comment on and have their views properly reflected in final report.

e) Be provided with transcripts statement and final report relating to

investigation.
5) Recommended practice for safety investigation:a) Investigation should be thorough and unbiased.
b) Cooperation between substantially interested states.
c) It should be given same priority as criminal or other investigation.
d) Investigator should have ready access to relevant safety information including
survey records held by flag state , owner, class etc.
e) Effective use should be made of all recorded data including VDR in the
investigation of casualty.
f) Investigator should have access to government surveyors, coastguard officers,
pilot or other marine personnel of respective states.
g) Investigator should take account of any recommendation published by IMO
or ILO regarding human factor.
h) Reports of investigation are most effective when circulated to shipping
industry and public.
6) Reporting to IMO:- After investigation the lead investigating state should
circulate draft report to coastal state and substantially interested state for
comments. If no comment is received within 30 days lead state should send the
final report to IMO.
Very serious marine casualty means a ship casualty which involves total loss
of ship, loss of life or severe pollution.
29. . WHY IS DRY-DOCKING REFERRED TO AS A MAJOR EVENT IN THE MAINTAINENCE OF A SHIP? AS
A CHIEF ENGINEER EXPLAIN DIFFERENT STEPS THAT NEED CONSIDERATION WHILE PLANNING A DRYDOCKING PROJECT OF A SHIP DUE FOR ITS FIRST SPECIAL SURVEY
2012: JAN, MAR, SEPT
ANSWER :a) Dry docking is a process whereby a ship is brought into a dock which is then emptied of sea water
so that work can be performed on the exterior part of the ship below the waterline.
b) The purpose of dry docking is to examine underwater hull and fittings, assess their condition and
carry out required repair and maintenance.
c) As per M.S. cargo ship construction and survey rules (INDIA) 1991, every vessel has to dry dock twice
in 5 years in which the intermediate dry dock should be at two and half years but can be extended up
to 3 years. Intermediate dry dock can be replaced by in water survey but ship has to be dry docked at
5 years interval.
d) M.S. cargo ship construction and survey rules 1991 also states that propeller shaft and the tube
shaft driving screw propellers shall be withdrawn and surveyed at intervals not exceeding two and half
years, but Principal officer can extend it up to 3 years. However, depending upon the tail shaft system
like oil bath or water bath, keyless propeller or keyed propeller, the survey

requirement can be extended. One of the dry dockings has to coincide with the special survey, which
is done once in 5 years.
e) Dry-docking is referred to as a major event in the maintenance of a ship because of reason that
without it the underwater portion of ship cannot be assessed and due to the extent of survey/items
to be examined during dry docking. Following checks and repairs are carried out in dry dock: : 1. Condition of underwater hull up to load water line i.e., bottom and side shell for damages, shellopening edges for wasted and corners for possible cracks.
2. Rudder for damage and leakage, drain plugs to be opened to find evidence of leakage, locate the
leak by air/hydro-test, repair and retest, rudder bearing condition including pintles, lock nut tightness
and pintle clearance and smoothness of rudder movements to ascertain if rudder is required to be
removed for necessary repairs. Rudder trunk and stern frame for general condition and possible
damages/cracks.
3. Condition of oil seals for stern glands, rope guards, extent of shaft drop and condition of propeller
blades, condition of storm valves, sea tubes, sea inlet and outlet tubes and valves (if sea connections
due for survey now or before the next docking survey).
4. Condition of sea chest gratings, compressed air/steam pipe condition should be checked and
condition of sacrificial anodes in sea chests should be checked.
5. Condition of forward part of the vessel for chaffing with chains/damages with anchors including
those on bulbous should be verified.
6. Condition of bilge keel for damages, possible cracks in way of bilge keel butts and anodes should be
verified.
7. Chain cables if ranged and anchors if lowered should be examined.
8. If docking coincides with the special survey (i.e. within 15 months of due date of Special Survey) the
following SS items normally examined in dry dock should be surveyed and credited towards special
survey:
9. Shell plating and TM (thickness measurement) of bottom shell if required.
10. Anchors & chains including calibration of cables.
11. Chain lockers.
12. Scuppers, sanitary discharges and valves.
13. No hot work is permitted in tankers and gas carriers without gas freeing the tanks and vessels are
clear from ports. As such repair list for docking for these kind of ships should not only reflect defective
items but also items which are likely to be defective before next DS (Docking Survey), i.e. within the
next two and half years to avoid the vessel operating with a large numbers of condition of class.
14. It is essential that not only dates for docking are planned, but also details of repairs should be
completed well before docking is due, discussed with repair workshops. Materials ordered and made
available before repairs commenced.

15. A properly planned docking would not only reduce the docking and repair time but would also
ensure proper repair at a lower cost.
Each classed vessel is subject to a specified programme of periodic surveys after delivery. These are
based on a five-year cycle and consist of annual surveys, an intermediate survey and a class
renewal/special survey.
Special Survey which must take place every five years is a far more thorough inspection of the ship,
its machinery and fabric.
The Special Survey will see machinery dismantled to examine it for wear and tear, the thickness of
the plate checked for corrosion to ensure that it remains within acceptable limits. The opportunity will
be taken to examine parts of the ship that cannot be inspected in normal circumstances. All the ships
systems like refrigeration, electrical, control engineering and main and auxiliary machinery will be
examined. If the ship is a tanker or gas carrier, the special items of equipment appertaining to the
ships type, such as cargo pumps and inert gas systems will be examined. In short, the Special Survey
may be likened to a major health check for a ship, as it gets older.
As dry dock is very important event in the ships life. It is very costly affair too. So dry dock planning
to be carried out in advance.
Chief engineer should consider following things while planning for dry dock:-;
i) Prepare an official repair list; include proper photocopies of plans or diagrams of parts to repair.
Send the repair list to office.
ii) Ensure all plans are onboard.
a) dry dock plan
b) propeller push graph and plan
c) Rudder fitting diagram and plan
d) Tail shaft arrangement and plan
e) Steel plans (shell expansion plans, mid ship section plan, scantlings and frame plan)
iii) Check painting requirement for hull and advise master accordingly for raising requisition for paints.
iv) Check the; last anchor chain report and accordingly prepare for anchor and anchor chain inspection.
v) Make a complete list of items to be surveyed and send it to superintendent for arranging surveyor
for this.
vi) Carry out a gauging inspection / thickness measurement and establish the scope of steel repairs.
vii) Make a complete list of all certificates expiring; list of conditions of class to be dealt with is clear,
list of new applicable regulations to be attended to is available.
viii) Modifications /fabrications if any as per new regulations should be prepared.
ix) Make up to date list of spare parts available on board. Raise requisition accordingly.
x) Take inventory of stores. Raise requisition accordingly.
xi) Job allotment
xii) Job timing schedule
xiii) Safety
xiv) Check last tail shaft survey report. Check recent water content in stern tube lub oil. If stern tube
shaft liners (spare) or seals are required, then inform superintendent and raise requisition accordingly.
xv) CE has to check precision tools inventory. He should have poker gauge in his custody. Any short
coming should be reported to superintendent.