Friday, 22 July 2011MARPOL AMENDMENTS

1.latest amendments in MARPOLAns; Adjustable nozzle ringThe intake air is compressed by the compressor wheel, which is driven by the turbine. Both the compressor wheel and the turbine can be adjusted to engine requirements by choosing from a range of meridians and blading configurations. Diffusers and nozzle rings which are very finely stepped in their mass-flow areas allow the turbochargers to be fine-tuned to the engine. For maximum variability an optional nozzle ring capable of adjustment during operation will be available in the near future.

Oil mist instead of water coolingNone of the TCA turbocharger bearing casings is water-cooled - not even in the largest frame sizes, the TCA88 and TCA99. The heat brought in by the compressor and the turbine is dissipated in the luboil flung off the shaft of the rotating assembly. The oil mist thus generated can drop down the walls of the very generously-dimensioned interior of the bearing casing, thereby evenly absorbing the heat which is to be dissipated. The bearing casing boasts its own air vent, which can likewise be connected to the left or right. This air vent ensures that the leakage air which the compressor inevitably forces into the bearing casing through the shaft seal of the rotating assembly does not increase crankcase pressure in the engine, but instead is dissipated directly.The result is a turbine with 41 so-called "wide-chord" blades arranged in a fir-tree root in the turbine disc.The characteristic feature of wide-chord blades is their very high chord-to-height ratio. This produces a compact-looking, very stiff and hard-wearing turbine blade. For engine matching the turbine blades can be of varying angles and lengths. With the aid of leading-edge design tools it is now possible to dispense with lacing wire to dampen exhaust-generated vibrations, even in four-stroke engine applications. Apart from improving the blade profile, this has also been an immense boost to efficiency.A new design of compressor volute and new designs of nozzle ring ensure optimumturbocharger matching and contribute to the high efficiency of the TCAturbochargers.2.Difference SULZER, RT FLEX and B&W (ME-C)3.Difference between ME MCAns; The ME series of engines have no camshaft. Instead, to provide power for fuel injection and exhaust valve lifting, they utilise a hydraulic oil loop with fine filtered oil from the main engine lubricating system at about 200 bar pressure.The advantages of the ME series of engines come from the fact that the timing and intensity of fuel oil injection and exhaust valve opening and closing is optimal at all steady and transient loads, thus giving lower part load fuel oil consumption, lower emissions and particularly smoother and better low load operation. The balance between cylinders will be easier to adjust for smoother operation. All this will eventually mean longer MTBO (Mean Time Between Overhauls).The engine can be changed over to different low emission modes where its NOx exhaust emission can be reduced below the IMO limits if desirable due to local emission regulationsThe electronic control of the fuel injection system and the exhaust valve operation, together with the fact that ME engines are normally delivered with on-line cylinder pressure measurement equipment and the engine diagnosis system CoCoS-EDS, provides a number of benefits: Well-proven conventional fuel injection pattern and technology Adjustable injection intensity by electronically variable cam angle and cam length The control system offers more precise timing and thereby better engine balance with equalized thermal load in and between cylinders Uniform combustion and heat load at any load Lower rpm possible for manoeuvring Sequential cylinder cut-off at low load High injection pressure at low load Slide type zero-sack-volume fuel valves Improved emission characteristics, i.e. lower NOx and less visible smoke at any load System comprising performance monitoring for longer time between overhauls. Monitoring of the engine (based on CoCoS-EDS) identifies running conditions which could lead to performance problems The Overload Protection System ensures compliance with the load diagram and ensures that the engine is not overloadedOptimum crash stop and reverse running performance Engine braking may be obtained, reducing the stopping distance of the vessel Faster acceleration of the engine by opening the exhaust valves earlier during acceleration Significantly improved dead slow running with low minimum rpm and stable operation together with improved combustion due to the electronic control of fuel injection

The following parts are omitted:Chain driveChain wheel frameChain box on frame boxCamshaft with camsRoller guides for fuel pumps and exhaust valvesFuel injection pumpsExhaust valve actuatorsStarting air distributorGovernorRegulating shaftMechanical cylinder lubricatorLocal control standThe above-mentioned parts are replaced by:Hydraulic Power Supply (HPS)Hydraulic Cylinder Units (HCU)Engine Control System (ECS), controlling the following:Electronically Profiled Injection (EPIC)Exhaust valve actuationFuel oil pressure boostersStart and reversing sequencesGovernor functionStarting air valvesAuxiliary blowersCrankshaft position sensing systemElectronically controlled Alpha LubricatorLocal Operating Panel (LOP)Hydraulic cylinder unitThe hydraulic cylinder unit, of which there is one per cylinder, consists of a hydraulic oil distributor block with pressure accumulators, an exhaust valve actuator with ELVA control valve and a fuel oil pressure booster with ELFI control valve. Each individual HCU is interconnected by double-wall piping, through which the hydraulic oil is led.ELVA and ELFI valves were substituted by one common FIVA valve controlling both the exhaust valve actuation and the fuel oil injection.ELFI valvesOn the Print Circuit Board (PCB) components have come loose due to vibrations. Improvements by means of resilient mountings have been introduced on all vessels in service with ELFI valves, and performance has been GoodELVA valvesEarly service experience proved that low ambient temperatures, as often experienced during shop tests in the winter season, gave rise to sticking high response valve spools in the ELVA valve due to low hydraulic oil temperatures. The diameter of the spool was reduced in order to obtain correct functioning of the high-response valve Initially, the ME tacho system was designed on the basis of trigger segments with a sine-curved tooth profile mounted on the turning wheel. The total trigger ring was built from eight equal segments.Two redundant sets of sensors were applied. This initial tacho system is relatively expensive, and the system The new tacho system is based on optical angular encoders installed on the free end of the crankshaft. This system, consisting of two redundant encodersAlpha Lubrication systemThe ME engine has the advantage of an integrated Alpha lubrication system, which utilizes the hydraulic oil as the medium for activation of the main piston in the lubricators. Thus, a separate pump station and control are not needed compared to the MC counterpart.

4.what are the basic features of ME GI enginesAns; the new modified parts of the ME-GI engine pointed out, comprising gas supply piping, large-volume accumulator on the (slightly modified) cylinder cover with gas injection valves, and HCU with ELGI valve for control of the injected gas amount.High-pressure gas compressor supply system, including a cooler, to raise the pressure to 250-300 bar, which is the pressure required at the engine inlet. Pulsation/buffer tank including a condensate separator. Compressor control system. Safety systems, which ex. includes a hydrocarbon analyser for checking the hydro-carbon content of the air in the compressor room and in the double-wall gas pipes.Sealing oil system, delivering sealing oil to the gas valves separating the control oil and the gas. Inert gas system, which enables purging of the gas system on the engine with inert gas .The gas supply system is a common rail system, the gas injection valve must be controlled by another system, i.e. the control oil system. This, in principle, consists of the ME hydraulic control (servo) oil system and an ELGI valve, supplying high-pressure control oil to the gas injection valve, thereby control-ling the timing and opening of the gas valve. the normal fuel oil pressure booster, which supplies pilot oil in the dual fuel operation mode, is connected to the ELGI valve by a pressure gauge and an on/ off valve incorporated in the ELGI valve.By the control system, the engine can be operated in the various relevant modes: normal dual-fuel mode with minimum pilot oil amount, specified gas mode with injection of a fixed gas amount, and the fuel-oil-only mode.The principle of the gas mode control system is that it is controlled by the error between the wanted discharge pressure and the actual measured discharge pressure from the compressor system. Depending on the size of this error the amount of fuel-gas (or of pilot oil) is either increased or decreased. If there is any variation over time in the calorific value of the fuel-gas it can be measured on the rpm of the crankshaft. Depending on the value measured, the amount of fuel-gas is either increased or decreased.

5.comparison between ME - MC engineAns;Power, speed and nominal Specific Fuel Oil Consumption (SFOC) are the same for the ME series as for their MC counterparts.The SFOC has been reduced significantly at part load as the maximum pressure can be maintained down to 65-70 percent of the engine load.SFOC is the same as for the mechanically controlled engines at nominal outputAt lower load, the SFOC is lower for the electronically controlled enginesEasy to change between various running modes.

6.What is intelligent cylinder lubricationAns;Alpha Lubricator systemensures considerable cylinder oil savingscontrollable wear rates, scuffing control andlonger intervals between engine overhauls.However, over lubrication is not only expensive - it may even be counter productive in promoting scuffing through excessive carbon depositsand/or "bore-polished" running surfaces.The properties of cylinder oil scraped from the cylinder liner wall reflect the chemical environment in the cylinder as well as the physical condition of rings and liner; and there is a direct relationship between some of the key parameters in the scrape-down oil and the actual cylinder condition. A lubrication algorithm - based on scrape-down oil analysis data, cylinder oil dosage, engine load and cylinder wear rate can thus be created.

7.Alpha adaptive lubricationAns; The main element of cylinder liner wear is of a corrosive nature, and the amount of neutralizing alkaline components needed in the cylinder will therefore be proportional to the amount of sulphur (which generates sulphurous acids) entering the cylinders. A minimum cylinder oil dosage is setin order to satisfy other requirements of a lubricant, such as providing an adequate oil film and detergency propertiesThe cylinder oil must be injected into the cylinder at the exact position and time where the effect is optimal, which is not always possible with the conventional lubricators of today.The following two criteria determine the control: The cylinder oil dosage shall be proportional to the sulphur percentage in the fuel The cylinder oil dosage shall be proportional to the engine load (i.e. the amount of fuel entering the cylinders). a standard TBN 70-80 cylinder oil. For operation in long periods with fuels with a sulphur content below 1%, we recommend changing to a cylinder oil with a lower TBN (i.e. TBN 40-50 cylinder oils). the control of the cylinder oil dosage proportional to the engine load, together with rpm-proportional and mep-proportional lubrication. At part load, load-proportional cylinder oil dosage will provide large cost savings and also reduce the environmental impact from excessive lubrication. Below 25% load, the load-proportional lubrication is stopped, and rpm-proportional lubrication takes over,.In the present version of the Alpha Lubricator System the ship staff inputs the so-called HMI( human machine interface-setting ) based on the sulphur percentage of the fuel used and a conversion table. An input is made at the appropriate system panel each time the fuel specification is changed. This is done by one input on theHMI-panel of the Alpha Lubricator System each time the fuel specification is changed.Typical feed rate (mechanical lubriator), 1.2 g/bhph, rpm proportional controlBasic feed rate (mechanical lurbicator), 0.9 g/bhph, rpm proportional controlBasic feed rate (Alpha Lubricator System), 0.8 g/bhph, MEP proportional controlAlpha ACC, 0.25 g/bhph/S%Significant savings in daily cylinder oil consumption through Alpha ACC of this 12K90MC engine monitored over a five-month period since system implementation equate to annual savings of 340 000 USD on cylinder oil.

8.what is alpha pulse cylinder lubrication systemAns; The new lubricating system is based on the principle of injecting a specific volume of oil into the cylinder, via a number of injectors, for every four (or every five, six, etc.) revolutions. Furthermore, the precise timing ensures that all cylinder oil is delivered directly onto the piston ring pack where it is needed.a small piston for each lubricator quill in the cylinder liner, and the power for injecting the oil comes from the system pressure, supplied by a pump station. A common rail system is used on the driving side, but the injection side has a high-pressure positive displacement system, thus giving equal amounts to each quill and providing the best possible safety margin against clogging of single lubricator quills.The pump station includes two pumps (one operating, the other on stand-by with automatic start up). The computer unit comprises a main computer, controlling the normal operation, a switch-over unit and a (simple) back-up unit. The injection function is controlled by the computer sending an on/off signal to a solenoid valve.A shaft encoder (which can be shared with the PMI system, or timing system on the Intelligent Engine) supplies the necessary timing signal.The amount of oil injected can be adjusted automatically or manually as required, e.g. at load changes, start/stop, at reduced engine load (different modes are available), sulphur % in the fuel, temperature level on liner surface, variation in cylinder oil BN, etc. Pre-lubrication before start can be made manually or be a sequence in the bridge manoeuvring system.The pump station supplies the Alpha Lubricators with 40-50 bar oil pressure.

9.What is multistage turbo chargingAns;1.exhaust flow is bypassed from one stage to another, in doing so energy contained in the exhaust is preserved.2.bypass flow is passed through a VGT vane outlets, other variable geometry nozzle. Thus converting pressure energy to kinetic energy. Such high kinetic energy exhaust gas is made to exert mechanical rotational force on the lower pressure turbine wheel. The VGT mechanism is only in one turbine volute.

10.Definition of a bulk carrier as per SOLASAns: bulk carrier means a ship which is constructed generally with single deck , top side tanks, and hopper side tanks, in cargo spaces, and is intended primarily to carry dry cargo in bulk, and includes such types as coal carriers and combination carriers.

11.definition of bulk carrier of single side skinAns - means a bulk carrier in which cargo hold is bounded by the side shell. One or more cargo holds bounded by a double skin, the width of which is less than 760mm (for ships built before 1 jan2000) and less than for 1000mm ( for ships built between 1st jan 2000 and 1st july 2000).

12.As chief engineer vessel has too much breakdown people are tired how will you motivate them.Ans; 1. Improve the working atmosphere- safety culture to follow, no goupism, no conflicts2. approval,praise and recognition3. ensure that work is divided amongst them equally- team building4. do the job peacefully and carefully, to avoid mistakes5. C/E must be in the vicinity of the job and provide guidance where required6. pat on their backs7. give them incentive- overtime to the crew,8. assure them sufficient rest after the job is completed, keeping in mind minimum manning required for watch keeping9. emphasise on good communications10. help them in their jobs with ur own hands.11.tell them to do better job so that work is carried out without errors and no further breakdown of same machineries to be attended12.permit them to use new spares where required, avoid using substandard spares.13.If required request for Advice from specialist.14.Take care of their living standard and assure that good quality of food is provided to them.

15.Grounding holed ship is sitting hard what will you do.Ans:a.follow the contingency plan , damaged stability plan- for grounding and floodingb.calculate all stress and stability before attempting any transfer of oil and bunkersc.Consider transfer of oil in case it is in the way of bunker or cargo tanks, to prevent pollutiond.Inform the company, DPA, communicate with office alert teame.Analyze the possibility of assistance required from the shore- nearest coastal state and classification societiesf.Refer to the tidal charts of the concerned areag.Maintain stability of the vesselh.Sound the adjacent tanksi.Consider the possibility of the patching up of the hole or any repairs if possible by the shore and ship staffj.Do not use engines to take the vessel out of the aground conditionk.Warn vessel in vicinityl.Close all tank valves and pipe lines master valves where appropriate

16.Bunker spill who will pay for the compensation, up to what extentAns: as per bunker convention the P&I club of the shipowner shall pay the compensation

The limit of liability for claims for loss of life or personal injury for ships not exceeding 1,000 gross tonnage is 2 million SDR (US$3.17 million ).For larger ships, the following additional amounts are used in calculating the limitation amount:For each ton from 2,001 to 30,000 tons,- 800 SDR (US$1,269)For each ton from 30,001 to 70,000 tons,- 600 SDR (US$952)For each ton in excess of 70,000, - 400 SDR (US$634).17.Difference between car insurance and ship insuranceAns;Car insurance is transferable where as ship insurance is not transferable,Car insurance is done on the basis of depreciated value , where as ship insurance is on the basis of agreed value coverage. Or actual cash value- will get depreciated amount.car insurance - the price of new parts is paid, On ships new for old provision is there, against- drunken driving is not insured. Negligence of master crew and officer can be insured,18.what is the difference between the bunker and CLC conventionsAns: bunker convention is applicable above 1000 GT for ships others than tankers,CLC is applicable to oil tankers carrying 2000 GT and above, applicable to laden as well as unladen and bunkers from such tankers.contribution from shipowner, bareboat charterers, operator / manager, ,limits of liability as per the national regime, but in all cases not exceeding LLMC (limitation of liability for maritime claims

19.All generators damage, H&M policy, insurance clause,Ans; new for old clause: either new generator or new spares required for partial damaged generators shall be compensated for

20.Differentiate between safety and securityAns; safety;is action to prevent a possible injury or death or damage to the property and environmentSecurity: is a threat to country, ship, premises of any installation from the intruders who wish to cause damage to the persons, property or environment deliberately

21.Differentiate between prohibited area and restricted areaAns: Prohibited area: area where no trespassing is allowed and trespassers are liable to be prosecutedRestricted area: area where entry is subjected to identification of the concerned personnels

22.Annex VI Volatile organic compound,Ans; Regulation 15 Volatile Organic CompoundsIMO shall specify the ports and terminals, size of ships and types of cargos which requires vapour emission control with an approved vapour collection system during loading of such cargosVapour emission control systems are provided on terminalsVapour emission collection systems are required for shipsExisting tankers which are not fitted with vapour collection systems may be accepted for a period of three years after the terminal was included in the above list.This regulation shall only apply to gas carriers when the type of loading and containment systems allow safe retention of non-methane VOCs on board, or their safe return ashore.

23.How will you train your juniors for safety and security?Ans; training concerning safetya.Demonstrate the use and notify the locations of all safety equipments- such as LSA and FFA, carry out drills and ask seniors to demonstrate,b.Train them regarding the pollution prevention equipments- such as IOPP( to officers and trainee engineers), contents of SOPEP locker, garbage segregation and disposalc.Ensure they understand the garbage management plan and its contentsd.Train them in the operation of workshop machinery and power tool, safe methods and procedures, checks to be carried out prior every operatione.Importance of wearing appropriate safety gear- such as goggles, helmets, safety shoes, full sleeve boiler suits, ear protection, etc through training sessions verbally and through audio visualsf.Importance of following safe techniques while lifting loadsg.Importance of implementation of ISM filling up of checklists and documentationh.Importance of following standard operating practice.i.Familiarization with all locations of emergency exitsj.Importance of record keeping, and religiously carrying out daily and safety routines- such as Saturday routines.k.Importance of team work and taking sufficient rest during non working Hoursl.Carry out fire, abandon ship , oil spill, MOB drills at regular intervalsm.Importance of proper communication while carrying out shipboard operations.

Training concerning securityn.importance of keeping a good vigilance on board shipo.familiarization with Ships security planp.importance of gangway watchkeeping, importance of filling up gangway log.q.significance of various security levelsr.action to be taken when a security breach has taken place- raise alarms.precaution to prevent piracy,t.importance of doing religious security search to prevent stowawaysu.importance of checking received spares and stores prior taking them on board.v.Actions to be taken on finding an unidentifiable objectw.Keep the areas which not in use closed and locked,x.Importance of access control.y.Importance of adequate lighting and patrolling under various security levels

24.What is collision what action will you take as chief engineerAns: Collision is material damage to ship, may be make ship unseaworthy.a.raise alarmb.stand by in engine room for engine movements as per bridge order, stop enginesc.muster, head countd.shut down all non essentialse.sound all the tanksf.isolate penetrated tanksg.prepare for firefighting.h.consider the possibility of oil transferi.make initial assessment of type , location and extent of damagej.is damage above or below water linek.buoyancy and stability affectedl.is vessel maneuverablem.is there any risk of any pollution to the environmentn.prepare for firefighting if required,o.inform the nearest coastal state

25.Oil spill punishment in MS actPart XIA Prevention and containment of Pollution of the sea by oil , Section 356Ans; oil spill 5 lakhs rupees fine to master or the person concernedIOPP equipment not fitted 10000 rupees fineNot maintaining oil record book 5000 rupees., imprisonment of six months or fine or both if willfully make an false entry or destroys entriesIf master refuses to certify the entries in the oil record book then 1000 rupees fine.

26.MS amendments/ chaptersAns: The Merchant Shipping Act, 1958 has been amended on fifteen occasions since 1958 and the major amendments were made as indicated below :-(a) In 1966, the provisions of the International Convention for the Safety of Life at Sea, 1960(i) The Special Trade Passenger Ship Agreement, 1971 and(ii) The Protocol on space Requirements for Special Trade Passenger Ships, 1973. The amended provisions of Law aim at upgrading safety requirements applicable to special Trade Passenger Ships (Formerly known as unberthed Passenger Ships)(e) In 1979, provision for placing an obligations on the persons obtaining certificates of competency under the Act to serve Government or Indian Ships for a specified period was incorporated in the Act;(f) In 1981, provisions to enable the Co-operative Societies to own and register ships was incorporated in the Act;(g) In 1983, the provisions of the International Convention on Control and Prevention of Pollution of Sea by ships in accordance with the amendments to the 1954 Oil Pollution Convention; giving provisions for civil liability for Oil Pollution damage, was incorporated in Part X B of the Act.The 1983 amendment act also provided to insert new provisions for registration of fishing boats, their inspection etc, in Part XVA of the Act,(h) In 1984 provisions in relation to Welfare of Seamen and insurance of crew of sailing vessels, etc. was incorporated in the Act;(i) In 1986, Section 80 of the Act regarding grant of certificate of service to naval officers was deleted from the Act, as the International Convention on Standards of training, Certification and Watch-keeping 1978 (to which India is a party) does not permit grant of certificates of service without examination.(j) In 1986, an Act called the Shipping Development Fund Committee (Abolition) Act,1986 was passed to abolish the SDFC constituted under the M.S. Act, 1958. The Central Government delegated the Shipping credit and Investment Company of India Limited, a Company registered under the Companies Act, 1956 ( 1 of 1956) with all its functions in 1987.(k) In 1987 provision with regard to manning of ships by certificated officers in accordance with the Standards of Training, Certification and Watchkeeping Convention of 1978 was inserted in the Act;(l) In 1988, provisions of the International Convention on Civil Liability for Oil Pollution Damage, 1969 and its 1976 Protocol was inserted in Part XB of the Act;(m) In 1993, on the recommendation of the M.S.Act Review Committee, the Sections 21,42,45,51, 412 and 414 of the M.S. Act, 1958 were amended. The Govt. of India in 1991, set up a Review Committee under the Chairmanship of Director General of Shipping to review the Merchant Shipping Act 1958 in its entirety taking into consideration the international conventions which India has ratified but not enacted statutorily. The Committee has gone into depth of the provisions of M.S. Act 1958 and has suggested wide ranging amendments of various sections including the preamble. The intent and purpose of the Act is better explained in the suggested preamble by the Review Committee which now includes to provide for registration of Indian ships, safety.of ships, welfare of seafarers etc. These suggestions/recommendations of the Review Committee are under consideration of the Government to amend the M.S. Act 1958 for incorporating the same. The policy of liberalisation adopted by the Government since 1991 has also been taken care of for inclusion in the Merchant Shipping Act(n) 2002 :- 1. Regulations to issue and control license for recruit and placement agency2. New section 97 reception of remuneration, donation, fees, from seamen for shipping is prohibited.3. New section 97A Prohibition of Discrimination4. New sub-section substituted for various existing sub-sections in Part 9 safety, section Safety certificates, safety equipment certificates, safety radio certificates, exemption certificates.5. New Part- XC International oil pollution Compensation Fund.a.seamens employment office role has been redefined to control and regulate the manning agent, and recruitment and placement service, instead of controlling and regulating the employment of seaman.b.Central govt has been empowered to prescribe different manning scales for different types of shipsc.Act was amended to improve CLC 92 protocol and fund convention 92 ammendmentd.Solas 74 as amended in 1988 to implement the provisions of loadline conventions 1966 as amended in 1988,To harmonize the survey and certification (HSSC) procedures with those of solas convention 1974 as amended in 1988, to enable the central govt to implement the provisions of LLMC 76( o ) 2003 : - Mandatory requirements of Int. sewage pollution Prevention certificate.Inspection and control of ships .Revision of subsections of Section 356A to 356H. Part 11A.Prevention and contentment of pollution of sea by oil.substitution for a new section added 356 Provisions of port state inspections on Indian ports, issue of certificates under MARPOL for annex I, II, IV. To any non Indian ship in India and to Indian ship abroad on the request of the flag state.Regulation for the noxious liquid substances and its associated equipments added to the act,

2005- Adopted new compensation limits as per CLC 2000 and Fund 2000 conv.

Part I - preliminaryPart II - National Shipping Board,Part III - General Administration,Part IV - Shipping Development Fund ( Omitted )Part V - registration of Indian ships.Part VI - certificates of officers.Part VI - obligation of certain certificate holders to serve Government or in Indian ships.Part VII - seamen and apprentices.Part VIII - passenger shipsPart IX - Safety.Part IX A - Nuclear Ships3.13.1 The review committee has suggested for inclusion of one more part Part IX B to cover provisions for mobile offshore Drilling units section 344 J to 344 Z. (Proposed).Part X - collision, accident at sea and liability.Part X A - limitation of liability.Part X B civil liability for oil pollution damage.3.16.1 The review committee has suggested include part X C to give provision of International Oil Pollution fund Convention 1971 and its protocol.Part XI A Prevention and containment of pollution of sea by Oil :Part XII : investigation and inquiries3.19.1 The review committee has suggested to constitute a formal board of investigation headed by a judge instead of giving the matters to the court, as it is assumed that the court take too much of time in coming to a conclusion.Part XIII - wreck and salvage.Part XIV - control of Indian ships and ships engaged in coasting trade.Part XV sailing vesselspart XVA- fishing boatsPart XVI penalties and procedurePart XVII` - miscellaneousPart XVIII - Repeals and saving

27.seaman welfare fundAns;a.grant of monthly exgratia monetary assistance of Rs 200 to medically unfit seaman / widowsb.Adhoc ex gratia on death of seaman 5000 Rs for foreign going and 3000 for home tradec.Educational scholarship to children of seamand.Grants to various seafarers clubs hostels homes for recreation and other welfare facilitiese.Financial assistance to distress seaman effected by natural calamities- cyclone floods riotsf.Advance of wages to seaman to the vessels of ex shipping company who could not meet their liabilities- goes into liquidationg.Death compensation to the widows- Rs. 40000Contribution to the fundFrom foreign shipowners, by way of wage differential between international and Indian wage- initial corpusBy way of transfer of fines imposed on seaman. And voluntary donationsFees from govt, -aidUnemployment relief contribution received from shipowners,Interests earning of thereof.

Constitution of welfare fund 16 membersChairman- DGVice chairman- Dy DGTwo Indian Shipowners reps2 govt nominee2 foreign shipowners repsone person representing Indian public sector shipping company4 seaman1-merchant navy officer1secretary1treasurer

28.responsibilities of seaman as per MS act. 190.Misconduct endangering life or ship.- No master, seaman or apprentice belonging to an Indian ship, wherever it may be, or to any other ship, while in India, shall knowingly-(a) do anything tending to the immediate loss or destruction of, or serious damage to, the ship, or tending immediately to endanger the life of, or to cause injury to any person belonging to or on board the ship; or(b) refuse or omit to do any lawful act proper and requisite to be done by him for preserving the ship from immediate loss destruction or serious damage, or for preserving any person belonging to or on board the ship from danger to life or from injury.191.Desertion and absence without leave.- 194.General offences against discipline(b) if he is guilty of wilful disobedience to any lawful command or neglect of duty;(d) if he assaults the master or any other officer of the ship;(e) if he combines with any of the crew to disobey lawful commands or to neglect duty or to impede the navigation of the ship or retard the progress of the voyage;(f) if he wilfully damages his ship or commits criminal misappropriation or breach of trust in respect of, or wilfully damages any of, her store or cargo.195.Smuggling of goods by seamen or apprentices.-(2) If a seaman lawfully engaged is convicted of an offence of smuggling opium, hemp or any other narcotic drug or narcotic,196.Entry of offences of official logs.-202.Payment of fines imposed under agreement to shipping master.-208.On change of master, documents to be handed over to successor.-29.enumerate the benefits of seamanAns:a.issuance of Continuous discharge certificateb.issuance of certificate of competency provisionsc.repatriation of seamand.medical examination and treatment of sick seamane.maritime lien over the shipf.distress seaman benefitsg.welfare benefitsh.provisions health and accommodation - working condition benefitsi.allowances for short and bad provisionsj.enquiry(inspection) upon complaint by a seamank.special provision for the protection of seaman in respect of litigationl.property of deceased seamanm.payment of wages, duesn.advance and allotment of wageso.settlement of wagesp.working hours of seamanq.wages on termination of service by wrecks illness etc

30.how will you evaluate and training a junior engineerAns; training has to be done systematically and under a certified experienced person. It has to be documented, follow TAR BOOKa.on the basis of performance in task assigned.b.Follow safe working practicesc.Knowledge of LSA and FFA equipments- location and operationd.On the basis of knowledge of emergency exitse.On the basis of pipe line tracingf.Performance as evaluated during drills- knowledge of life boat stations - equipmentsg.Ability to assist a watchkeeping engineer in keeping the watch as second assistanceh.Ability to work with hand tools , measuring instruments,i.Ability to communicate clearlyj.Ability to understand drawing and manualsk.Ability to demonstrate the medical first aid , and action to be taken in event of medical emergency.l.Ability to prepare main and aux machineries for operation, as second assistance to a engine room watch keeperm.Ability to trouble shoot.n.Ability to understand the importance of the working parameters and their deviationso.Ability to understand transfer and ship board pumping systemsp.Basic knowledge of electrical machineries and safe working practicesq.Understanding the importance of documentation under ISMr.Knowledge of operation of anti pollution equipments and planss.Ability to demonstrate fire fighting perform during fire drills etc

31.Why divided into X, Y, Z, what is the scientific aspect and what is the pollution aspectAns; the marine pollution hazards of thousands of chemicals have been evaluated by the Evaluation of Hazardous Substances Working Group, giving a resultant GESAMP2 Hazard Profile which indexes the substance according to its bio-accumulation; bio-degradation; acute toxicity; chronic toxicity; long-term health effects; and effects on marine wildlife and on benthic habitats.Due to revision of all substances , the substance which belongs to earlier group now it come under other group. As it is human behaviour to follow the same things as he followed earlier. The same things may be happen about the substances which were earlier in one category , and if that substance now comes under different category , but still he may assume in old way only and it may endanger the operation. Hence the name of groups also changed from A,As a result of the hazard evaluation process and the new categorization system,Category X ; if discharge into sea or tank cleaning would present a major hazard to environment and humans, therefore justify the prohibition of the discharge into the sea.Category Y ; hazard, or harm to amenities, therefore requires, limitation on the quantity and qualityof the dischargeCategory Z ; minor hazard or therefore justify less stringent restrictions on the quality and quantity of the discharge.Other substances; those substances which fall outside the category X, Y , Z because if discharged or tank washings they present no harm to the marine resources and human healthor amenities, when discharged into sea. The discharge of bilge or or ballast water or other residues or mixtures from such tanks are not subjected to any requirements of the MARPOL annex IIvegetable oils which were previously categorized as being unrestricted will now be required to be carried in chemical tankers. for the transport of vegetable oils in deep tanks or in independent tanks specially designed for the carriage of such vegetable oils on board dry cargo ships allows general dry cargo ships that are currently certified to carry vegetable oil in bulk to continue to carry these vegetable oils on specific trades.

32.In case of engine room fire how will as a leader of the team fight the fireAns;;a.refer to the contingency plan and take suitable actionb.muster, headcount, evacuate any casualty if anyc.assess the situation , gravity of the fire if any witness is present,d.stop M/E after informing bridge if requirede.f.shut down ventilation and operate remote shut down devicesg.motivate crew to effectively prepare the fire fighting outfit and fight the fireh. start emergency fire pump and isolate concerned valve carry out boundary cooling where possiblei.emphasize the crew entering the fire space to follow safety procedure and effectively communicate the situation thereofj.as a leader of the team chief engineer will access the situation and consult with the master the possibility of releasing fixed fire fighting installationk.ensure that engine room is evacuated prior releasing CO2, after releasing CO2 do not enter the engine room and give sufficient time for fire to extinguish and cool- say 6-8 hrs.l.after lapse of such time again make entry into engine room and re assess the situation and damage caused.m.after fighting the fire consider the damage and the maneuverabilityn.consider shore assistance required in there aftero.make initial report and final reports

33.What is re-insuranceAns; Reinsurance The insurer under a contract of marine insurance has an insurable interest in his risk, and may reinsure in respect of it, the original assured has no right or interest in respect of such reinsurance.Insurers reduce their exposure to risk by insuring themselves against claims. General Insurance Corporation (GIC) was designated as the Indian Reinsurer in November 2000 by Act of parliament to function exclusively as Life and Non-life Reinsurer. The reinsurance regulation of the country aims at maximum retention of insurance premium within the country. As per existing statute, GIC is entitled for 20% obligatory cessions on risks underwritten by the non-life insurers in India. The legislation also provides for utilizing GICs capacity before any risk is offered to the international market. Being the Indian Reinsurer, GCI plays the role of reinsurance facilitator for the Indian insurance companies.

34.who- will pay for the ships total lossAns hull and machinery insurer

35.who will pay for the ships crewAns; protection and indemnity clubs

36.who will pay for the pollutionAns; protection and indemnity clubs

Ans; efficiency- ratio of useful work performed in relation to efforts input or ratio of output to inputEffectiveness;

37.suppose you are 2/E on a foreign ship, and you are injured or dead what are the provision in MS actAns; 174.Expenses of medical attendance in case of illness.- (1) If the master of an Indian ship, or a seaman or apprentice, receives any hurt or injury or suffers from any illness (not being a hurt, injury or illness due to his own wilful act or default or to his own misbehaviour), resulting in his being discharged or left behind at a place other than his proper return port, the expenses of providing the necessary surgical and medical advice, attendance and treatment and medicine, and also the expenses of the maintenance of the master, seaman or apprentice until he is cured, or dies, or is brought back to the port from which he was shipped or other port agreed upon after receiving the necessary medical treatment, and of his conveyance to that port, and in case of death, the expenses, if any, of his burial recrimination shall be defrayed by the owner of the ship without any deduction on that account from his wages.(2) If the master, seaman or apprentice is on account of any illness or injury temporarily removed from his ship, at a port other than his proper return port, for the purpose of preventing infection, or otherwise for the convenience of the ship, and subsequently returns to his duty, the expenses of removal and of providing the necessary surgical and medical advice, attendance and treatment and medicine and of his maintenance while away from the ship, shall be defrayed in like manner.(3) The expenses of all medicines, and surgical and medical advice, attendance and treatment, given to a master, seaman or apprentice while on board his ship, shall be defrayed in like manner.(4) In all other cases any reasonable expenses duly incurred by the owner for any master, seaman or apprentice in respect of illness, shall, if proved to the satisfaction of the Indian consular officer or a shipping master, be deducted from, the wages of the master, seaman or apprentice.(5) Where any expenses referred to in this section have been paid by the master, seaman or apprentice himself, the same may be recovered as if they were wages duly earned, and, if any such expenses are paid by the Government, the amount shall be a charge upon the ship and may be recovered with full costs of suit by the Central Government.50. what are the provisions for property of the deceased seamanAns:a.152.Master to take charge of the effects of deceased seamen.b. The master shall thereupon enter in the official log book the following particulars, namely:-(a) a statement of the amount of money and a detailed description of the other effects;(b) a statement of the sum due to the deceased for wages and of the amount of deduction, if any, to be made from the wages.c. If the ship touches a foreign port, within forty-eight hours of arrival elsewhere, the master shall report the case to the Indian consular officer at such portd. if consular thinks necessary then he will take charge of the property of deceased seaman and shall give a receipt to the master The receipt shall be produced by the master to the shipping master within forty-eight hours after his arrival at his port of destination in India.e. If ship is coming to India then the master shall, within forty-eight hours after his arrival at his port of destination in India, pay and deliver and property to the shipping master at that port.f.if the deceased seaman dies at any place outside India leaving any money or effects not on board the ship, the Indian consular officer at or near the place shall claim and take charge of such money and other effectsg.An Indian consular officer to whom any property of a deceased seaman or apprentice is delivered, may think of selling such property with permission of the dependent of the deceased seaman or shall remit the property to the shipping master at the port of engagement of the deceased seaman.h.Disposal of unclaimed property of deceased seamen, such property shall be with shipping master for 1yr then he will sell it and put the money in public account of India

38.latest developments on chemical tankers-Ans; revised annex IIBefore category were A,B,C,D on the basis ofCategory A ; if discharged or tank cleaning would present a major hazard to environment or humans, or causes serious harm to amenities. and therefore requires stringent anti pollution measures.Category B if discharged or tank cleaning would present a hazard to environment or humans , or harm to amenities., requires special anti pollution measuresCategory C : minor hazard , or minor harm, requires special operational proceduresCategory D; recognizable hazard and minimal harm, requires some attention in operational procedures

Category X ; if discharge into sea or tank cleaning would present a major hazard to environment and humans, therefore justify the prohibition of the discharge into the sea.Category Y ; hazard, or harm to amenities, therefore requires, limitation on the quantity and quality of the dischargeCategory Z ; minor hazard or therefore justify less stringent restrictions on the quality and quantity of the discharge.Other substances; those substances which fall outside the category X, Y , Z because if discharged or tank washings they present no harm to the marine resources and human health or amenities, when discharged into sea. The discharge of bilge or or ballast water or other residues or mixtures from such tanks are not subjected to any requirements of the MARPOL annex II.

Tank retention has been reduced to 75 ltrs per tank. For each category for ships after 1 jan 2007 as compared with previous 100 to 300 ltrs.

45.Under LDC what are black and gray materialAns black materials list, most dangerous and prohibitedorgano halogen compoundsmercury and its compoundscadmium and its compoundspersistent plastics and other persistent synthetic materialcrude oil and petroleum productsradioactive wastechemical and biological weaponsGrey list materials ( can be dumped after permission is sought from the national authorities)waste containing significant amounts of Arsenic , Zinc ,Copper , Lead, Organo silicon compounds, Cyanides Fluorides, pesticides and by products.

46.Why SAR amendments required to be made.Ans ;all the countries are not fully developed so a regional cooperation was sought with assistance from developed countries, and also few of the developed countries were not party to the conventioncooperation between IMO and ICAO, led to replacement of IAMSAR ( international aeronautical and maritime search and rescue )manual with MERSAR ( merchant ship search and rescue) and IMOSAR ( IMO search and rescue),experience of states which had implemented the convnetion

47.How many IMO and ILO conventions India has ratifiedAns. IMO conventionsSOLAS 74Protocol SOLAS 78PROTOCOL SOLAS 88Protocol MARPOL 73COLREG 72FALLOAD LINE 66PROTOCOL LAOD LINE 88TONNAGE 69CLC 69PROTOCOL CLC 76FUNDPROTOCOL FUND 76PROTOCOL FUND 92CSC 72INMARSATSTCW 78STCW95SALVAGESAR 79STP71STP PROTOCOL 73SUAILO conventionsMINIMUM AGE CONVENTIONS ( 15)MEDICAL EXAMINATIONS OF YOUNG PERSONS( 16)SEAMANS ARTICLES OF AGREEMENT( 22)SEAFARERS IDENTITY DOCUMENTS (108)MINIMUM STANDARD CONVENTION ( 147)

48.ISM applicable to which all ships.Ans regardless of construction applies topassenger ships including high speeds crafts, not later than 1 JULY 1998oil tankers, chemical tankers, gas tankers, bulk carriers , cargo high speed craft of 500 GT and above not later than 1 JULY 1998other cargo ships and mobile offshore drilling units of 500 GT and above not later than 1 JULY 2002Ans49.Incase of unlimited liability in US water how will the owner payAns; Oil pollution cover for U.S.A.Separate cover has to be taken for actual or threatened oil pollution arising out of an incident to which the US Oil Pollution Act 1990 (OPA 90) and COFR (Certificate of Financial Responsibility) requirements is applicable. Additional premium has to be paid for this additional cover.P&I will pay .

50.How you are going to motivate a junior engineer who is not willing to work, tell me what will you do.Anstalk to him about his problemgive him task to build up his confidencea new person is unknown , you will have to find his capabilitiesgive him training as per the TAR booksolve if any work related problemsguide him . or assign a suitable person to guide himgive him sufficient restinvolve him in major overhaulsunbiased evaluation of his performance

51.What is ISPS code, what are the duties of a chief engineer, security levelsAns:assessment of SSP plandeclaration of security- , being SSOstrict control on access controlregular security inspectionmaintaining and supervising the implementation of SSPproposing modification to the SSPreporting to the company any non conformity during internal auditreporting all security incidents to the CSOensure all security equipments are properly calibrated and maintainedreviewing and completing the declaration of security

52.Incase of a piracy attack how will you manage or action to be taken,Ans ;raise SSAS ( ships security alarm system) to notify the nearest port authoritysound emergency alarm & muster the crew inside accommodationinform local authority by any other means to ask for assistancelock all restricted area, lock all the entrances to the accommodationavoid direct confrontation with piratespiracy can be avoided by keeping security patrols deck watchrig fire hose to deter boarders,best possible illumination of water around the vessel at nightadvise the crew that emergency alarm will be sounded if pirates boardnotify head office, flag state, P&I,prepare report with full description- with photographs of crime scene.

53.As you have come out of your cabin have noticed smoke in the alleyway what action will you take.Ans;raise alarm , find the source of fire or smoke, and inform bridge to raise emergency alarm signal, inform them details of firetry to extinguish or restrict fire,muster and fight the fire as per fire contingency plan.Make a report and inform authorities- port state, flag state, company and P&I

54.What is hamburg rule,hague and hague visby rules were too much in favors of carrier hence hamburg rule were designedthey do not give so many exception from liability as hague and Hague visby rulesapplicable to inward and outward cargos, live animals carried as cargos cargo carried on deckIndia has not ratified to hamburg rulesLimitation of liability of carriers has increased about 25 %, that is 835 SDR per package

55.Under what conditions insurance will be givenAns hull and machineryPeril clause;Sister ship clause see page no-127 handoutLeased equipmentRunning down clause- th collision liabilitySue and labourDeductiblesVessel should be under classificationISM certification , DOC SMCManagement, flag, state charter( bareboat), changes insurance becomes invalidWages and maintenances- which form a part of general averageWar risk clause- additional premium to be paidNew for oldBottom treatment- painting cleaning not be given- but claims for bottom plating damageDisbursement- increased value of the vessel can be insuredGeneral average and salvageTender provisions- leading under writer has write to order to go to port of refuge, has write to place tender,Notice of claim

56.If container is fallen who will payAns cargo insurer will pay39.How is doing salvage LOF, SCOPIC, who will pay for the salvage.40.loyds open form 2000

57.what are inter personal conflict41.hague visby rules58.CAS59.Incase of grounding what is your action, how you will retrieve from the situation manage to re-float the vessel60.Junior engineer is disobeying you what action will you take as chief engineer61.Human fatigueAns; state of feeling tired, weary, or sleepy that results from prolonged mental or physical work, extended periods of anxiety, exposure to harsh environments, or loss of sleep. The result of fatigue is impaired performance and diminished alertness.

A reduction in physical and/or mental capability as the result of physical, mental or emotional exertion which may impair nearly all physical abilities including: strength; speed; reaction time; coordination; decision making; or balance.

Causes of fatigue;Crew-specific FactorsSleep and Rest(e.g. ships violent movement, weather, heavy vibration, noiseor poor accommodation)(e.g. stress, family worries, on-duty responsibilities) (e.g. disruptions caused by drills, loading and unloading)- Quality, Quantity and Duration of Sleep- Sleep Disorders/Disturbances- Rest BreaksBiological Clock/Circadian RhythmsThe biological clock is perfectlysynchronised to the traditional pattern of daytime wakefulness and night-time sleep. Irregular schedules caused by shifting rotations, crossing time zones, etc. cause the circadian rhythms to be out of synchronization.Psychological and Emotional Factors, including stress- Fear- Monotony and BoredomHealth- Diet- IllnessStressStress can be caused by a number of things, including:Environmental hardships (noise, vibration, exposure to high and low temperatures, etc)Weather (i.e. ice conditions)Personal problems (family problems, home sickness, etc.)Broken restLong working hour sExcessive work loadWorking consistently heavy workloads can cause fatigue. Workload is considered heavy when a person works excessive hours or performs physically demanding or mentally stressful tasks. Excessive work hours and fatigue can result in negative effects:- Increased accident and fatality rates- Increased dependence upon drugs, tobacco or alcohol- Poor quality and disrupted sleep patternsOn-board interpersonal relationships- Skill, knowledge and training as it relates to the job- Personal problemsInterpersonal relationshipsAgeManagement Factors (ashore and aboard ship)Organizational FactorsStaffing policies and RetentionRole of riders and shore personnelPaperwork requirementsEconomicsSchedules-shift, Overtime, BreaksCompany culture and Management styleRules and RegulationsResourcesUpkeep of vesselTraining and Selection of crew2. Voyage and Scheduling FactorsFrequency of port callsTime between portsRoutingWeather and Sea condition on routeTraffic density on routeNature of duties/workload while in portShip-specific FactorsShip designLevel of AutomationLevel of RedundancyEquipment reliabilityInspection and MaintenanceAge of vesselPhysical comfort in work spacesLocation of quartersShip motionPhysical comfort of accommodation spacesEnvironmental FactorsExposure to excess levels of environmental factors, e.g. temperature, humidity,excessive noise levels,can cause or affect fatigue.Ship motion is also considered an environmental factor. Motion affects a persons ability to maintain physical balance.EFFECTS OF FATIGUEPERFORMANCE IMPAIRMENT SIGNS/SYMPTOMSUnable to organize a series of activities1 Inability to concentrate Preoccupied with a single taskFocuses on a trivial problem, neglecting more important onesReverts to old but ineffective habitsLess vigilant than usualMisjudges distance, speed, time, etc.2 Diminished decision-making ability Fails to appreciate the gravity of the situationOverlooks items that should be includedChooses risky optionsDifficulty with simple arithmetic, geometry, etc.Fails to remember the sequence of task or task elements3 Poor memory Difficulty remembering events or proceduresForgets to complete a task or part of a taskResponds slowly (if at all) to normal, abnormal or4 Slow response emergency situationsMay appear to be drunk5 Loss of control of bodily movements Inability to stay awakeAffected speech e.g. it may be slurred, slowed or garbledFeeling heaviness in the arms and legsDecreased ability to exert force while lifting, pushing orpullingIncreased frequency of dropping objects like tools or partsfatigue that will manifest in physical discomfort, such as:HeadachesGiddinessHeart palpitations / irregular heart beatsRapid breathingLoss of appetiteInsomniaSudden sweating fitsLeg pains or crampsDigestion problemsdetrimental effect on alertnesssusceptible to errors of attention and memoryaffect an individual's ability to respond to stimuli, perceive stimuli, interpret or understand stimuli, and it can take longer to react to themdetrimentally affect a persons performance and may reduce individual and crew effectiveness and efficiency; decrease productivity; lower standards of work and may lead to errors being made.PROTECT YOURSELF FROM THE ONSET OF FATIGUEDeep sleepBetween 7 to 8 hours of sleep per 24-hour dayUninterrupted sleepConsider relaxation techniques such as meditation and yoga, which can also be of greathelp if learnt properlyMonitor your hours of work and rest when opportunity arisesTake breaks when scheduled breaks are assignedExercise regularly. Any type of muscular activity: running, walking, stretching or even chewing gumstrategic napping as a short-term relief technique to help maintainperformance levels during long periods of wakefulness. The most effective length for a nap is about 20 minutes. This means that if you have the opportunity to nap you should take it. naps longer than 30 minutes will cause sleep inertia, may disrupt later sleeping periodsSocial Interaction Social interaction (conversation) can help you stay awake. However, the interaction must be active to be effective.Job Rotation Changing the order of activities, where personnel are assigned tasks that include variety in the nature of tasks, can be beneficial in breaking up job monotony. Mixing tasks requiring high physical or mental work with low-demand tasks can be beneficial.Scheduling drills in a manner that minimizes the disturbance of rest/sleep periodsEnsuring that shipboard conditions, within the crews ability to influence, are maintained in a good state (e.g., maintaining the heating, ventilation and air-conditioning (HVAC) on schedule, replacing light bulbs, and contending with the sources of unusual noise at the first opportunity)Emphasizing to shore management the importance of selecting seafarers with the righttraining and experience for the jobCreating an open communication environment, by making it clear to the crew members that it is important to inform supervisors when fatigue is impairing their performance and ensuring that there will be no recriminations for such reportsIncreasing awareness of the long term health care of appropriate lifestyle behavior (e.g.exercise, relaxation, nutrition, smoking and alcohol consumption)Management should consider the following in developing fatigue management policies andsystems:ISM Code requirements for clear, concise guidance on operational procedures on boardThe need for joining crews to be adequately rested before assuming dutiesScheduling time for proper hand over on crew changeVoyage length, time in port, length of service and leave ratiosMulticultural issues; language barriers, social, cultural and religious isolationInterpersonal relationships, stress, loneliness, boredom, social deprivation and increasedworkload as a result of small crew numbersProvision for shore leave and onboard recreation, family communicationImproved sleeping berths and accommodationAdequate quality and quantity of food for proper nutritionRead Modules 2-4 for additional potential managerial mitigation toolsModification of present ship design or future designs

International Labor Organisation: Convention Concerning Seafarers Hours of Work and the Manning of Ships ILO Convention No. 180. 92, 133, 140, 141 and 147. Each introduces minimum habitability requirements (e.g. noise control and air conditioning) on board ships.International Maritime Organisation: International Convention on Standards of TrainingCertification and Watchkeeping for Seafarers, 1978 as amended in 1995 (STCWConvention)2; Seafarers Training, Certification and Watchkeeping Code (STCW Code) PartsA: Part A of the Code requires posting of the watch schedules.Part B of the Code recommends that record keeping is useful as a means of promoting compliance with the rest requirements.International Safety Management Code (ISM Code)5; This Code introduces safety management requirements on shipowners to ensure that conditions, activities, and tasks (both ashore and afloat) that affect safety and environmental protection are planned, organized, executed and verified in accordance with company requirements. The fatigue related requirements include:1. manning of ships with qualified and medically fit personnel;2. familiarization and training for shipboard personnel; and3. issuance of necessary support to ensure that the shipmasters duties can be adequatelyperformed.and various guidelines/recommendations

DIFFERENCE BETWEEN ESP AND CAS

1. Difference between ESP and CAS2. Why a ship required to be registered ? in which convention does it come3. what is development in charter party

liens:Lien is a claim or charge upon property securing the payment of some debt or the satisfaction of some obligation or duty. The lien can be enforced by arrest and sale of the propertyMaritime liens will come before mortgages and any statutory rights inrem(i.e. against the ship or cargo, etc.) and possessory liens

4. compensation regime5. superstructure definition; is bridge a superstructure6. third party liability definition and example7. reliability based on maintenance8.developments in turbocharger nozzle rings flow9.Differentiate between maritime liens and mortgage10.Conflict between India and IMO, what will be the effect.11.Equipment failure.12.what are the C/E responsibilities as per ISM

13.What is a third party?14.why do u require registry of ship.What shipboard health and safety document planWhat are the essential features of quality management system?15.what is a marine casualty?16.Reliability barred index maintenance

Firing pressure influence. Reducing the firing pressure via injection retardation will lower the peak temperature and thus reduce NOx, but it also inevitably leads to higher fuel consumption.Air quality control.The partial pressureof the reagents oxygen and nitrogen can only be influenced by changing the specific amount of air entering the engine, or by changing the ratio between oxygen and nitrogen. The ratio can be changed by exhaust gas recirculation (EGR). If 15 per cent of the exhaust gas is recirculated, the resulting oxygen concentration in the intake air will be reduced from about 21 per cent (atmospheric) to around 18 per cent, and the impact on NOxformation will be significant

Water emulsification. It was verified years ago that water emulsification leads to a significant reduction of the NOxThe influence of water emulsification varies with the engine type, but generally one per cent of water reduces NOxby one per cent.Water injection or humidification. Water can also be added to the combustion chamber through separate nozzles or by means of stratified injection of water and fuel from the same fuel nozzle. The results are similar to the results of water emulsification, but water emulsification is simpler to apply and minimises water consumption.Another way to introduce water into the combustion zone is by humidifying the scavenge air. However, knowing that too much water in the scavenge air may be harmful to the cylinder condition, and that we therefore use watermist catchers as standard after the scavenge air cooler, this method is not appealing.

IMO-IMOs purposesare stated in Article 1 of the Convention on the International Maritime Organization. The chief purposes can be summarised as:to facilitate inter-governmental co-operation on State regulation and practices relating to maritime technical matters; andto encourage and facilitate the adoption of the highest practicable standards of maritime safety, efficiency of navigation and prevention and control of marine pollution from ships.

IMO organs* IMOs main organs are itsAssembly,Council,Maritime Safety Committee(MSC),Marine Environment Protection Committee(MEPC),Legal Committee, andTechnical Co-operation Committee. There is also aFacilitation Committeeand a number ofsub-committeesof the main technical committees.

Assembly- is thehighest governing body of IMO. It consists of allMemberStatesand meets onceevery 2 yearsin regular sessions, and in extraordinary sessions if necessary. The Assembly is responsible for approving IMOs work programme, for voting IMOs budget and for determining IMOs financial arrangements. It elects IMOs Council. Plenary sessions of the Assembly are open to the press and public, but the majority of its work is done in Committee.Council- is composed of 40 Member States elected by the Assembly for 2-year terms beginning after each regular session. 10 Council members are Member States with the largest interest in providing international shipping services, e.g.GreeceandNorway. 10 are other States with the largest interest in internationalseaborne trade. 20 are other States with special interests in maritime transport or navigation and whose election to the Council will ensure the representation of all major geographic areas of the world2.* Council is theexecutive organ of IMO, responsible under the Assembly for supervising IMOs work. It performs the functions of Assembly between sessions, except for making recommendations to governments on maritime safety and pollution.

Protocols- are important treaty instruments made whenmajor amendmentsare required to be made to a convention which, although already adopted, has not yet entered into force.

Conventions- aremultilateral treaty documents. (For notes on treaties see A01a.3.)- are thechief instrumentsof IMO, beingbinding legal instrumentsregulating some aspect of maritime affairs of major concern to IMO, e.g. safety of life at sea or marine pollution.

Recommendationsare not formal treaty documents like Conventions and Protocols and are not subject toratification. They provide more specific guidelines than treaty documents. Although Recommendations are not legally binding on governments, they provide guidance in framing national regulations and requirements.. Recommendations are generally intended to supplement or assist the implementation of the relevant provisions of conventions and, in some cases, the principal codes, guidelines, etc.

Codesare named, e.g. the International Code of Signals (1969) and the ISM Code. Many Codes, such as the Timber Deck Cargoes Code, are non-mandatory but may be used by Governments as the basis for national regulations. Other codes, such as the ISM Code, the IBC Code and the IGC Code, are mandatory under a regulation of a parent Convention.Resolutions- are the final documents resulting from the agreement by the IMOAssemblyor amain committee(e.g. MSC or MEPC) of some matter such as an Amendment or Recommendation.Amendments are made by adoption of aResolution,

Convention on Limitation of Liability for Maritime Claims, 1976LLMC 1976 LLMC Protocol 1996Specifies limits of liability for claims for loss of life or personal injury, and property claims(such as damage to other ships, property or harbour works). Limitation amounts are expressedin terms of units of account, each unit being equivalent in value to the Special DrawingRight (SDR) as defined by the International Monetary Fund (IMF). For personal claims,liability for ships not exceeding 500 tons is limited to 330,000 SDR (equivalent to aroundUS$422,000). For larger ships, additional amounts are based on a tonnage scale. Provides fora virtually unbreakable system of limiting liability. Declares that a person will not be able tolimit liability only if "it is proved that the loss resulted from his personal act or omission,committed with the intent to cause such a loss, or recklessly and with knowledge that suchloss would probably result".

ILOILOs main purpose is toraise world labour standardsby building up acode of international law and practice.It forms policies and programmes to helpimprove working and living conditions,enhance employment opportunitiesandpromote basic human rights.TheILO Conferenceconvenesannually. EachMemberStateis represented bytwo government delegatesplus anemployer delegateand aworker delegate.* Conferences main job is to examine social problems and adoptinternational labour standardsin the form of ILOconventionsandrecommendations.

ILO Convention No. 147Minimum Standards Convention.requires ratifying States to have regulations laying down for ships registered in their territory:safety standards, including standards of competency, hours of work and manning;appropriate social security measures;shipboard conditions of employment and living arrangements where these are not already provided for bycollective agreements or courts;

requires ratifying States to agree:- to hold an official inquiry into any serious marine casualty involving its flag ships, particularly those involving injury and/or loss of life, the final report of the inquiry normally to be made public (Article 2)to ensure that adequate procedures exist for the engagement of seafarers on its ships and for investigation ofcomplaints in this connection and that adequate procedures exist for the investigation of complaints aboutengagement of its own seafarers on foreign ships, or foreign seafarers on foreign ships in its territory;to ensure that seafarers employed on its own flag ships are properly qualified or trained;to verify by inspection, etc. that its flag ships comply with applicable international labour Conventions which it has ratified;1920 Minimum Age (Sea) ConventionPlacing of Seamen Convention1926 Seamens Articles of Agreement ConventionSeafarers Hours of Work and Manning of Ships Convention, 1996Working time is restricted to a maximum of 14 hours in any 24-hour period, and to 72 hours in any 7-day period. There must be a minimum of 10 hours of rest in any 24-hour period, or 77 hours in any 7-day period.

Flags of convenience (FOCs)flags of necessity , open registers and free flags.are designated by theITF Fair Practices Committee, which decides which flags are FOCs and which are not.The criteria include:whether the country allows non-citizens to own and control vessels;whether access to and transfer from the registry is easy;whether taxes on shipping income are low or non-existent;whether the country of registration does not need the shipping tonnage for its own purposes but is keen to earn the tonnage fees;whether manning by non-nationals is freely permitted;whether the country lacks the power (or the willingness) to impose national or international regulations on the shipowners using its flag.

Status of ISM Code* TheInternational Management Code for the Safe Operation of Ships and for Pollution Prevention(theISM Code) -came into force on1 July 1998for:passenger shipsof any tonnage, including high-speed passenger ships, on international voyages;gas carriersof 500gt or over on international voyages;oil tankersof 500gt or over on international voyages;chemical tankersof 500gt or over on international voyages;bulk carriersof 500gt or over on international voyages; andhigh-speed cargo shipsof 500gt or over on international voyages.

- came into force on1 July 2002for:other cargo shipsof 500gt or over on international voyages; andmobile offshore drilling units(MODUs) of 500gt or over on international voyages.-was amendedin December 2000 by resolution MSC.104(73) andcame into force in its revised formon 1 July 2002.* National regulations gaveearlier effectin some countries to the ISM Codes requirements2.Hull and machinery insurancesto which the International Hull Clauses (01/11/02) apply are conditional on a valid ISMDocument of ComplianceandSafety Management Certificatebeing held by the Owners or party assuming responsibility for operation of the vessel (see G04a.2i)

Non-conformity: An observed situation where objective evidence indicates the non-fulfilment of aspecified requirement.Major non-conformity: An identifiable deviation that poses a serious threat to the safety of personnel or the ship or a serious risk to the environment that requires immediate corrective action and includes the lack of effective and systematic implementation of a requirement of this Code.Objective evidence: quantitative or qualitative information, records or statements of fact pertainingto safety or to the existence and implementation of an safety management system element, which isbased on observation, measurement or test and which can be verified.Observation: A statement of fact made during a safety management audit and substantiated byobjective evidence.

Declaresobjectives of Codeas being to ensure safety at sea, prevention of human injury or loss oflife, and avoidance of damage to the environment, in particular, to the marine environment, and toproperty (1.2.1).Safety management objectives of Coshould,inter alia:1. provide for safe practices in ship operation and a safe working environment;2. establish safeguards against all identified risks; and3. continuously improve safety management skills of personnel ashore and aboard ships, includingpreparing for emergencies related both to safety and environmental protection (1.2.2).SMSshould ensure:compliance with mandatory rules and regulations; andthat applicable codes, guidelines and standards recommended by IMO, Administrations,classification societies and maritime industry organisations are taken into account (1.2.3).

Interim certificationIDOCmay be issued to facilitate initial implementation of Code when:1. a Co is newly established; or2. new ship types will be added to an existing DOC,- following verification that Co has an SMS meeting Codes objectives,provided ,Co demonstratesplans to implement a SMS meeting full requirements of Code within IDOCs period of validity.IDOCshould be issued for not more than 12 months by FSA, an RO or, at the request of FSA, byanother CG.Copy IDOCshould be placed on board so that master, if requested, can produce it forverification by the FSA or organisation recognised by FSA, or for purposes of port State control onoperational procedures. Copy DOC is not required to be authenticated or certified (14.1).ISMCmay be issued:1. to new ships on delivery;2. when a Company takes on responsibility for the operation of a ship which is new to the Company; or3. when a ship changes flag .ISMCshould be issued for not more than 6 months by FSA, an RO or, at the request of FSA, by another CG (14.2).ISMCs validity may be extendedin special cases for not more than 6 months from expiry date byFSA or, at request of FSA, another CG (14.3).ISMCmay be issued after verification that:1. DOC or IDOC is relevant to the ship;2. SMS provided by Co for the ship includes key elements of ISM Code and has been assessed during the audit for issuance of DOC or demonstrated for issuance of IDOC;3. Co has planned a ship audit within 3 months;4. master and officers are familiar with SMS and planned arrangements for its implementation;5. essential pre-sailing instructions are provided; and6. relevant information on SMS has been given in working language(s) understood by shipspersonnel (14.4)

The International Transport Workers Federation(ITF) is a London-based democratic federation of worldwide transport workers trade unions, and includes NUMAST and RMT amongst its members.FOC shipowners may sign theITF Special Agreement. This requires owners to employ seafarers on the terms and conditions of the ITF Standard Collective Agreement, and to enter into individual contracts of employment which incorporate the terms of that Agreement. Owners who have signed the ITF Special Agreement will be issued with a Blue Certificate.

SOLAS regulation XI-1/3(Ship identification number)10applies to all passenger ships of 100gt and upwards and all cargo ships of 300gt and upwards. Every ship must be provided with an identification number which conforms to the IMO Ship Identification Number Scheme adopted by IMO (regulation 3.1). The ships identification number (the IMO Number) must be inserted on the certificates and certified copies thereof issued under regulation I/12 or regulation I/13 (i.e. the SOLAS safety certificates)TheIMO Ship Identification Number Scheme-was introduced as avoluntary scheme, recommended in IMO Resolution A.600(15) and intended to enhance maritimesafetyand marinepollution preventionand to facilitate the prevention of maritimefraud.It should be insertedon the Certificate of Registry and on all certificates issued under IMO Conventions. IMO recommend that it is also inserted onother certificatessuch asSuezand Panama Canal Tonnage Certificates.

CONTINUOUS SYNOPSIS RECORD* SOLAS regulation XI-1/5 provides that, with effect from 1 July 2004, ships must be issued with aContinuousSynopsis Record(CSR) which is intended to provide an on-board record of the history of the ship.* The CSR will be issued by theflag State administrationand will contain information such as the name of the ship and of the State whose flag the ship is entitled to fly (the flag State), the date on which the ship was registered with that State, the ships identification number (i.e. its IMO number), the port at which the ship is registered and the name of the registered owner(s) and their registered address.*Any changesmust be recorded in the CSR so as to provide updated and current information together with the history of the changes.

SHIP CLASSIFICATION* Ship classification entails inspection of a ship and its components at all stages of construction from design to sea trials, and regular inspection throughout its life to ensure that it is maintained to the required standards of the classification society. It is valuable to insurers, shipbrokers, bankers, shippers and other parties needing reliable information about a vessels condition.

Classification is not mandatoryfor any particular class or type of ship. There is, however, as outlined in a statutory requirement SOLAS Party State ships to bedesigned, constructed and maintained in compliance with the structural, mechanical and electrical requirements of a classification societywhich is recognised by the flag State Administration in accordance with the provisions of SOLAS regulation XI-1/1,Classificationis in many cases acontractual requirementof:hull and machinery underwriters14;cargo underwriters15; andP&I clubs,- breach of which may render the insurance cover void.

Full Membersof IACS have, as a minimum, 30 years experience as a classification society with their ownClassification Rules, a classed fleet of not less than 1500 ocean-going vessels of over 100gt with an aggregate total of not less than 8 million gross tonnage, and a professional staff of at least 150 exclusive surveyors and 100 technical specialists, all of whom must be qualified and trained in accordance with IACS Procedures.*Associate Membersof IACS have, as a minimum, 15 years experience as a classification society with their own Classification Rules, a classed fleet of not less than 750 ocean-going vessels of over 100gt with an aggregate total of not less than 2 million gross tonnage, and a professional staff of at least 75 exclusive surveyors and 50 technical specialists, all of whom must be qualified and trained in accordance with IACS Procedures.

Periodical surveys of existing shipsMaintenance of class depends on the programme ofperiodical hull and machinery surveysbeing carried out within stipulated periods. Survey programmes consist chiefly ofspecial, annual and intermediate surveys.

*Special surveysof the hull are carried out at 5 yearly intervals in order to establish the condition of the hull structure to confirm that the structural integrity is satisfactory in accordance with the classification requirements, and will remain fit for its intended purpose until the next special survey, subject to proper maintenance and operation. Special surveys are also intended to detect possible damages and to establish the extent of any deterioration. Special surveys of machinery are carried out at the same intervals and have corresponding aims. Following satisfactory completionof special surveys (as reported by LR surveyors), a new Certificate of Class is issued by the society.*Annual surveysmust be carried out within 3 months before or after each anniversary date of the completion commissioning or special survey in order to confirm that the general condition of the vessel is maintained at a satisfactory level. Following satisfactory completion of an annual survey, the Certificate of Class is endorsed by the LR surveyor.* Intermediate surveysare carried out on all ships instead of either the second or third Annual Survey. Following satisfactory completion of an intermediate survey, the Certificate of Class is endorsed by the LR surveyor.*Docking surveysare carried out by arrangement with the owner. Ships under 15 years old must be examined in drydock twice in any 5 year period; not more than 3 years may elapse between dockings. Ships 15 or more years old must be examined in drydock at 2-yearly intervals with extension to 2.5 years when a suitable high-resistance paint is applied to the underwater portion of the hull.*Continuous surveysof the hull are permitted on all ships other than bulk carriers, combination carriers and oil tankers, which are now subject to enhanced surveys. All hull compartments are to be opened up for survey and testing in rotation with a 5-year interval between examinations of each part.*Complete surveys of machinery (CSM)are carried out every 5 years, with parallel arrangements as for the hull.

Chief engineers examinations of machinerymay be made where the society agrees to some items of the machinery being examined by the ships chief engineer at ports where the society is not represented, or, where practicable, at sea. A limited confirmatory survey is carried out at the next port where a society surveyor is available.Where an approved planned maintenance system operates, confirmatory surveys may be held at annual intervals.*In-water Surveysmay be accepted in lieu of any one of the two Docking Surveys required every 5 years on ships less than 15 years old and are to provide the information normally obtained from Docking Surveys, so far as practicable. The beam must be greater than 30m (or as agreed), and a suitable high-resistance paint must have been applied to the underwater portion of the hull. (For notes onstatutory provisions relating to in-water surveys,*Inert gas systemsmust be surveyed annually. In addition, on ships to which an IGS notation has been assigned, a special survey of the IG plant must be carried out every 5 years.

Certificates of Class* ACertificate of Classis a document issued by a classification society certifying the structural and mechanical fitness of a ship for a particular use or service in accordance with the rules and regulations laid down and made public by that society.* A valid Certificate of Class may be a requirement of:aHulland Machinery insurer, for a ship being insured;a P&I club, for an entered ship;a cargo insurer, for the carrying ship;the flag State Administration, for ship registration purposes;a port authority or customs administration, for port clearance purposes.

Where a Certificate of Class is required but the ship is not classed, or is below a certain tonnage (e.g. 500gt), aCertificate of Seaworthinessmay be acceptable.

Conditions of Class* Where a class surveyor considers that continuance of a ship in class should depend on certain requirements being fulfilled by the shipowner, e.g. the repair at the next dry-docking of certain specified damage, or the inspection or testing of certain specified equipment, or the witnessing of the first loading of a cargo on a new ship, he will list these on the Interim Certificate of Class as Conditions of Class Now Imposed.If conditions of class are not complied with, class is liable to be suspended or withdrawn by the society.

Suspension or withdrawal of class* When thesocietys regulationsas regards surveys on hull, equipment or machinery arenot complied with, the ship is not entitled to retain class. Class will besuspendedorwithdrawn, and acorresponding notationwill be assigned.* When it is found, from reported defects in the hull, equipment or machinery, that a ship isnot entitled to retain classin the Register Book, and the ownerfails to repair such defectsin accordance with the societys requirements, class will be suspended or withdrawn.

Three security levelsare defined in ISPS Code, part A, section 2.1, as follows:Security level 1means the level for which minimum appropriate protective security measures must bemaintained at all times.Security level 2means the level for which appropriate additional protective security measures must bemaintained for a period of time as a result of heightened risk of a security incident.Security level 3means the level for which further specific protective security measures must be maintained for a limited period of time when a security incident is probable or imminent, although it may not be possible to identify the specific targetEvery chemical tanker and every gas carrier, of any tonnage, must carry anappropriate Certificate ofFitnessfor the carriage of the particular cargo on board. These certificates are required by the provisions of the various IMO Codes for gas carriers (see D03d.1) and for chemical tankers (see D03e.1).Gross tonnage-is expressed as a whole number, without any unit, e.g. Gross tonnage: 8756.is a realistic indication of theships sizebased on the moulded volume of the entire ship (hull plus erections and all enclosed spaces) without deductions, exemptions or special allowances.is used mainly in the compilation of statistics.*Net tonnage-is expressed as a whole number, without any unit, e.g. Net tonnage: 3367.is a general indication of the shipsearning capacity, derived from a formula based on the moulded volume ofthe cargo spaces, the number of passengers carried, the moulded depth of the ship and the summer draught.is used by many authorities as the basis for charging dues, e.g. light dues, port charges and canal dues.

GMDSS;communications systems for use in the global system;search and rescue radar transponder (SART);equipment carriage requirements SOLAS; distress communications and false alerts; extracts from theITU Radio Regulations 1998; the management of VHF; VHF DSC, list of coaststations for Sea Areas A1; MF DSC, list of coast stations for Sea Areas A2 andlimits of sea areas diagrams; HF DSC, list of coast stations for Sea Areas A3 andA4; Inmarsat; COSPAS-SARSAT; Maritime Safety Information (MSI) under theGMDSS; SafetyNET; NAVTEX; distress, search and rescue; Appendix 1 GMDSSRadio Log; index of stations and services; numerical list of shore based MMSInumbers; Phonetic Alphabet and Figure Code; International Code of Signals.Thedailytests and checks referred to in Schedule 3 are as follows:The proper functioning of the DSC facilities must be tested at least once each day, without radiation of signals,by use of the means provided on the equipment.Batteries providing a source of energy for any part of the radio installations must be tested daily and, where necessary, brought up to the fully charged condition.* Theweeklytests and checks referred to in Schedule 3 are as follows:The proper operation of the DSC facilities must be tested at least once a week by means of a test call, when within communication range of a coast station fitted with DSC equipment.Where a ship has been out of communication range of a coast station fitted with DSC equipment for a period of longer than one week, a test call must be made on the first opportunity that the ship is within communication range of such a coast station.Where the reserve source of energy is not a battery (for example, a motor generator), the reserve source of energy must be tested weekly.* Themonthlytests and checks referred to in Schedule 3 are as follows:Each EPIRB and satellite EPIRB must be examined at least once a month to determine its capability to operate properly, particularly its ability to float free (where required to do so) in the event of the ship sinking, its security and for signs of damage.Each search and rescue radar transponder must be checked at least once a month for security and signs ofdamage.Each survival craft two-way VHF equipment must be tested at least once a month on a frequency other than 156.8 MHz (VHF Channel 16).

Part A of the STCW Codeismandatoryand contains, for example,tables of minimum standardsrequired ofseafarers.Part Bis onlyrecommendedand containsguidance and adviceintended to help with implementation of the revised Convention.The White List* Under regulation 7 of chapter 1 (General Provisions) of STCW 95, Parties must provide detailed information to IMO concerning administrative procedures taken to ensure compliance with the Convention, education and training courses, certification procedures and other factors relevant to implementation. This information is used by IMOs Maritime Safety Committee to identify complying Parties. Other Parties will then be able to accept certificates issued by these Parties. (No proof of compliance was required under STCW