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 2013: APR JULY AUG NOV

ANSWER:

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 3- 5 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 simila