Vikram

Hi all, I have compiled a series of answers for Mr.Sukumarans oral questions. The answers have been taken from various references. I do not take any guarantee with the accuracy of answers. This has been compiled with the sole intention of helping out my friends appearing for orals. Just thought of sharing in the forum. I hope it helps. Any mistakes and wrong answers please feel free to correct it and implement the correct answers and inform other members in the forum about the same.All the best.Vikram Shamanna.

ORALS QUESTIONS OF Mr. SUKUMARAN1. What is Hong Kong convention? Is there an initial, annual and renewal survey? how to define the hazardous material for the survey?

SHIP RECYCLING:- The development of the Hong Kong ConventionThe Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009 (the Hong Kong Convention), was adopted at a diplomatic conference held in Hong Kong, China, from 11 to 15 May 2009, which was attended by delegates from 63 countries.The Conventionis aimed at ensuring that ships, when being recycled after reaching the end of their operational lives, do not pose any unnecessary risks to human health, safety and to the environment.

The Hong Kong Convention intends to address all the issues around ship recycling, including the fact that ships sold for scrapping may contain environmentally hazardous substances such as asbestos, heavy metals, hydrocarbons, ozone-depleting substances and others. It also addresses concerns raised about the working and environmental conditions at many of the world's ship recycling locations.The text of the Hong Kong Convention was developed over three and a half years, with input from IMO Member States and relevant non-governmental organizations, and in co-operation with the International Labour Organization and the Parties to the Basel Convention.Regulations in the new Convention cover: the design, construction, operation and preparation of ships so as to facilitate safe and environmentally sound recycling without compromising the safety and operational efficiency of ships; the operation of ship recycling facilities in a safe and environmentally sound manner; and the establishment of an appropriate enforcement mechanism for ship recycling, incorporating certification and reporting requirements.Upon entry into force of the Hong Kong Convention, ships to be sent for recycling will be required to carry an inventory of hazardous materials, which will be specific to each ship. An appendix to the Convention provides a list of hazardous materials the installation or use of which is prohibited or restricted in shipyards, ship repair yards, and ships of Parties to the Convention. Ships will be required to have an initial survey to verify the inventory of hazardous materials, additional surveys during the life of the ship, and a final survey prior to recycling.Ship recycling yards will be required to provide a "Ship Recycling Plan", specifying the manner in which each ship will be recycled, depending on its particulars and its inventory. Parties will be required to take effective measures to ensure that ship recycling facilities under their jurisdiction comply with the Convention.

The following guidelines have been developed and adopted to assist States in the early implementation of the Conventions technical standards:2011 Guidelines for the Development of the Inventory of Hazardous Materials, adopted by resolutionMEPC.197(62);

2011 Guidelines for the Development of the Ship Recycling Plan, adopted by resolutionMEPC.196(62);

2012 Guidelines for Safe and Environmentally Sound Ship Recycling, adopted by resolutionMEPC.210(63); and

2012 Guidelines for the Authorization of Ship Recycling Facilities, adopted by resolutionMEPC.211(63).

Also two further guidelines have been developedand adopted to assist Statesin the implementation of the Conventionafter it enters into force:2012Guidelines for the survey and certification of ships under the Hong Kong Convention, adopted by resolutionMEPC.222(64); and

2012 Guidelines for the inspection of ships under the Hong Kong Convention, adopted by resolutionMEPC.223(64).

Entry into force criteriaThe Convention is open for accession by any State. It will enter into force24 months after the date on which 15 States, representing 40 per cent of world merchant shipping by gross tonnage, have either signed it without reservation as to ratification, acceptance or approval or have deposited instruments of ratification, acceptance, approval or accession with the Secretary-General. Furthermore, the combined maximum annual ship recycling volume of those States must, during the preceding 10 years, constitute not less than 3 per cent of their combined merchant shipping tonnage. For more detailed information please refer to resolutionMEPC.178(59)on the calculation of the recycling capacity for meeting the entry-into-force conditions of the Hong Kong Convention and documentMEPC 64/INF.2on the same topic.Historic backgroundIMOs role in the recycling of ships, the terminology used to refer to ship scrapping, was first raised at the 44th MEPC session in March 2000 following which a correspondence group was established to research this issue and provide information about current ship recycling practices and suggestions on the role of IMO.

Guidelines were developed by the Marine Environment Protection Committee (MEPC) and finalized at the MEPC 49th session in July 2003. These guidelines were adopted as the:Guidelines on Ship Recyclingby the 23rd Assembly in November-December 2003 by resolutionA.962(23)and were subsequently amended by resolutionA.980(24).

ResolutionA.962(23)IMO Guidelines on Ship Recyclinggive advice to all stakeholders in the recycling process, including administrations of ship building and maritime equipment supplying countries, flag, port and recycling States, as well as intergovernmental organizations and commercial bodies such as shipowners, ship builders, repairers and recycling yards.

The guidelines noted that, in the process of recycling ships, virtually nothing goes to waste. The materials and equipment are almost entirely reused. Steel is reprocessed to become, for instance, reinforcing rods for use in the construction industry or as corner castings and hinges for containers. Ships' generators are reused ashore. Batteries find their way into the local economy. Hydrocarbons on board become reclaimed oil products to be used as fuel in rolling mills or brick kilns. Light fittings find further use on land. Furthermore, new steel production from recycled steel requires only one third of the energy used for steel production from raw materials. Recycling thus makes a positive contribution to the global conservation of energy and resources and, in the process, employs a large, if predominantly unskilled, workforce. Properly handled, ship recycling is, without question, a "green" industry. However, the guidelines also recognized that, although the principle of ship recycling may be sound, the working practices and environmental standards in the yards often leave much to be desired. While ultimate responsibility for conditions in the yards has to lie with the countries in which they are situated, other stakeholders must be encouraged to contribute towards minimising potential problems in the yards.

The Guidelines on Ship Recycling also introduced the concept of a "Green Passport" for ships. It was envisaged that this document, containing an inventory of all materials used in the construction of a ship that are potentially hazardous to human health or the environment, would accompany the ship throughout its working life. Produced by the shipyard at the construction stage and passed to the purchaser of the vessel, the document would be in a format that would enable any subsequent changes in materials or equipment to be recorded. Successive owners of the ship would maintain the accuracy of the Green Passport and incorporate into it all relevant design and equipment changes, with the final owner delivering it, with the vessel, to the recycling yard.

Subsequently, at its 53rd session in July 2005, the Marine Environment Protection Committee (MEPC) agreed that the IMO should develop, as a high priority, a new instrument on recycling of ships with a view to providing legally binding and globally applicable ship recycling regulations for international shipping and for recycling facilities. MEPC 53 also agreed that the new IMO instrument on ship recycling should include regulations for the design, construction, operation and preparation of ships so as to facilitate safe and environmentally sound recycling, without compromising the safety and operational efficiency of ships; the operation of ship recycling facilities in a safe and environmentally sound manner; and the establishment of an appropriate enforcement mechanism for ship recycling (certification/reporting requirements). MEPC 53 further agreed that the above-mentioned instrument should be completed in time for its consideration and adoption in the biennium 2008-2009.

The IMO Assembly in November-December 2005 subsequently agreed that IMO should develop a new legally-binding instrument on ship recycling. Assembly resolutionA.981(24)New legally-binding instrument on Ship Recycling requested the Marine Environment Protection Committee to develop a new instrument that would provide regulations for:the design, construction, operation and preparation of ships so as to facilitate safe and environmentally sound recycling, without compromising the safety and operational efficiency of ships;

the operation of ship recycling facilities in a safe and environmentally sound manner; and

the establishment of an appropriate enforcement mechanism for ship recycling, incorporating certification and reporting requirements.

The resolution referred to the urgent need for IMO to contribute to the development of an effective solution to the issue of ship recycling, which will minimize, in the most effective, efficient and sustainable way, the environmental, occupational health and safety risks related to ship recycling, taking into account the particular characteristics of world maritime transport and the need for securing the smooth withdrawal of ships that have reached the end of their operating lives.

RESOLUTION MEPC.222(64) Adopted on 5 October 2012 2012 GUIDELINES FOR THE SURVEY AND CERTIFICATION OF SHIPS UNDER THE HONG KONG CONVENTION THE MARINE ENVIRONMENT PROTECTION COMMITTEE, RECALLING Article 38(a) of the Convention on the International Maritime Organization concerning the functions of the Marine Environment Protection Committee conferred upon it by the international conventions for the prevention and control of marine pollution, RECALLING ALSO that the International Conference on the Safe and Environmentally Sound Recycling of Ships held in May 2009 adopted the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009 (the Hong Kong Convention) together with six Conference resolutions, NOTING that Article 5 of the Hong Kong Convention prescribes that ships subject to survey and certification shall be surveyed and certified in accordance with the regulations in the Annex to the Hong Kong Convention, NOTING ALSO that regulation 10.2 of the Annex to the Hong Kong Convention requires that surveys of ships for the purpose of enforcement of the provisions of the Hong Kong Convention shall be carried out taking into account the guidelines developed by the Organization, NOTING FURTHER that regulations 11.1 and 11.11 of the Annex to the Hong Kong Convention require that the International Certificate on Inventory of Hazardous Materials and the International Ready for Recycling Certificate shall be issued taking into account the guidelines developed by the Organization, HAVING CONSIDERED, at its sixty-fourth session, the draft 2012 Guidelines for the Survey and Certification of Ships under the Hong Kong Convention developed by the Working Group on Ship Recycling, 1. ADOPTS the 2012 Guidelines for the survey and certification of ships under the Hong Kong Convention, as set out in the annex to this resolution; 2. INVITES Governments to apply the 2012 Guidelines for the survey and certification of ships under the Hong Kong Convention upon the entry into force of the Convention; and 3. REQUESTS the Committee to keep the Guidelines under review. * * * ANNEX 2012 GUIDELINES FOR THE SURVEY AND CERTIFICATION OF SHIPS UNDER THE HONG KONG CONVENTION 1INTRODUCTION1.1 Objective of the guidelines Article 5 of the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009, (hereafter referred to as "the Convention") prescribes that each party shall ensure that ships flying its flag or operating under its authority and subject to survey and certification are surveyed and certified in accordance with the regulations in the annex to the Convention. The purpose of this document is to provide guidelines for the survey and certification of ships under the Convention (hereafter referred to as "the guidelines"), covered in "Part C Survey and certification" of the annex to the Convention (regulations 10 to 14). These guidelines will assist Administrations and recognized organizations in the uniform application of the provisions of the Convention and help shipowners, shipbuilders, suppliers, ship recycling facilities and other interested parties to understand the process of conducting surveys and issuing and endorsing certificates. 1.2Approach of the guidelinesThese guidelines provide the procedures for conducting surveys to ensure that ships comply with the Convention, and the requirements for issuing and endorsing an International Certificate on Inventory of Hazardous Materials and issuingan International Ready for Recycling Certificate.1.3These guidelines apply to surveys of ships of 500 gross tonnage and above, as specified in article3 of the Convention.1.4In the event that a new survey method is developed, or in the event that the use of a certain Hazardous Material is prohibited and/or restricted, or in the light of any other relevant experience gained, these guidelines may need to be revised in the future.2DEFINITIONSThe terms used in these guidelines have the same meaning as those defined in article2 of the Convention and regulation1 of the annex to the Convention, unless expressly provided otherwise.2.1"Date of Construction", as referred to in the forms of the International Certificate on Inventory of Hazardous Materials and the International Ready for Recycling Certificate, means the date used by the Administration to determine whether the ship is a "new ship"or an "existing ship"in accordance with the relevant provisions of regulations 1.3 and 1.4 of the Annex to the Convention.3SURVEYS3.1Initial surveyThe aim of the initial survey is to verify whether partI of the Inventory of Hazardous Materials has been prepared in accordance with the Convention requirements. There are different requirements for the initial surveys of new ships and for those of existing ships.3.1.1Initial survey for new ships1 1 In ascertaining whether a ship is a "new ship" or an "existing ship" according to the Convention, the term "a similar stage of construction" in regulation 1.4.2 of the annex to the Convention means the stage at which: .1 construction identifiable with a specific ship begins; and .2 assembly of that ship has commenced comprising at least 50 tonnes or one per cent of the estimated mass of all structural material, whichever is less. 3.1.1.1In the case of a new ship, an initial survey should be conducted before the ship is put in service.3.1.1.2Prior to the initial survey for a new ship, a request for the initial survey should be submitted by the shipowner or shipyard to the Administration or to a recognized organization along with the ship data required for the International Certificate on Inventory of Hazardous Materials, as follows:.1name of ship;.2distinctive number or letters;.3port of registry;.4gross tonnage;.5IMO number;.6name and address of shipowner;.7IMO registered owner identification number;.8IMO company identification number; and.9date of construction.3.1.1.3The request for an initial survey for anew ship should be supplemented by PartI of the Inventory of Hazardous Materials which identifies Hazardous Materials contained in ship structure and equipment, their location and approximate quantities along with the Material Declaration and Supplier's Declaration of Conformity in accordance with the2011Guidelines for the Development of the Inventory of Hazardous Materials (resolution MEPC.197(62), as amended), and all other documents used to develop the Inventory of Hazardous Materials.3.1.1.4The survey should verify that partI of the Inventory of Hazardous Materials identifies the Hazardous Materials contained in the ship structure and equipment, their location and approximate quantities, by checking the Material Declaration and Supplier's Declaration of Conformity, and should clarifythat the ship complies with regulations4 and 5of the annex tothe Convention. The survey should also verify that the Inventory of Hazardous Materials, especially the location of Hazardous Materials, is consistent with the arrangements, structure and equipment of the ship, through onboard visual inspection.3.1.1.5The International Certificate on Inventory of Hazardous Materials should be issued either by the Administration or by any person or organization authorized by it, after successful completion of the initial survey, to any new ships to which regulation10 of the annex tothe Conventionapplies.3.1.2Initial survey for existing ships3.1.2.1In the case of an existing ship, an initial survey should be conducted before the International Certificate on Inventoryof Hazardous Materials is issued and not later than five years after the entry into force of the Convention.The initial survey should be harmonized with the renewal surveys required by other applicable statutory instruments of the Organization, in line with regulations5.2 and 10.5 of the annex to the Convention and with the principles established in resolution A.1053(27), as amended (Survey Guidelines under the Harmonized System of Survey and Certification (HSSC), 2011).3.1.2.2Prior to the initial survey for an existing ship, a request for the initial survey should be submitted by the shipowner to the Administration or to a recognized organization along with the ship data required for the International Certificate on Inventory of Hazardous Materials as listed in paragraph3.1.1.2above.3.1.2.3The request for an initial survey for an existing ship should be supplemented by PartI of the Inventory of Hazardous Materials, and/or the visual/sampling check plan developed in accordance with the 2011 Guidelines for the development of the inventory of hazardous materials.

3.1.2.4 Part I of the Inventory of Hazardous Materials which identifies Hazardous Materials contained and/or potentially contained in shipstructure and equipment, their location and approximate quantities should be developed through a visual check and/or sampling check on board the ship, based on the visual/sampling check plan in accordance with the 2011Guidelines for the development of the inventory of hazardous materials. Itshould then be submitted by the shipowner to the Administration or a recognized organization along with supporting information such as the report of the visual/sampling check and/or any Material Declaration and Supplier's Declaration of Conformity.

3.1.2.5The visual/sampling check plan and PartI of the Inventory of Hazardous Materials should be prepared by personnel with the requisite knowledge and experience to conduct the assigned task, in accordance with the 2011 Guidelines for the development of the inventory of hazardous materials, as may be amended.3.1.2.6The survey should verify that PartI of the Inventory of Hazardous Materials identifies the Hazardous Materials contained and/or potentially contained inthe ship structure and equipment, their location and approximate quantities, by checking supporting information such as the report of the visual check and/or sampling checkand/or any Material Declaration and Supplier's Declaration of Conformity.The surveyshould also clarify that the ship complies with regulations4 and5 of the annex to the Convention. Classification as "potentially containing hazardous materials"should be noted in the remarks column of the Inventory of Hazardous Materials. The survey should further verify that the Inventory of Hazardous Materials, especially the location of Hazardous Materials, is consistent with the arrangements, structure and equipment of the ship, through onboard visual inspection.3.1.2.7The International Certificate on Inventory of Hazardous Materials should be issued either by the Administration or by any person or organization authorized by it, after successful completion of the initial survey, to any existing ships to which regulation10 of the annex to the Convention applies, except for existing ships for whichan initial and a final survey are conducted at the same time;in such cases, only an International Ready for Recycling Certificate should be issued.3.2 Renewal survey 3.2.1 A renewal survey should be carried out at intervals specified by the Administration not exceeding five years. 3.2.2Prior to the renewal survey, a request for the renewal survey should be submitted by the shipowner to the Administration or to a recognized organization along with the ship data required for the International Certificate on Inventory of Hazardous Materials as listed in paragraph3.1.1.2above.3.2.3The request for a renewal survey should be supplemented by the latest version of partI of the Inventory of Hazardous Materials, and Material Declaration and Supplier's Declaration of Conformity regarding any change, replacement or significant repair of structure, equipment, systems, fittings, arrangements and material since the last survey.3.2.4The survey should verify that part I of the Inventory of Hazardous Materials is properly maintained and updated to reflect changes in ship structure and equipment, by checking Material Declaration and Supplier's Declaration of Conformity, and should clarify that the ship complies with regulations4 and 5 of the annex to the Convention. The survey should also verify that the Inventory of Hazardous Materials, especially the location of Hazardous Materials, is consistent with the arrangements, structure and equipment of the ship, through on-board visual inspection.Thesurvey should further verify that any decision by the shipowner to delete equipment, system and/or area previously classed as "potentially containing hazardous materials"from PartI of the Inventory of Hazardous Materials is based on clear grounds for believing that the equipment, system and/or area in question contain no Hazardous Materials.3.2.5A new International Certificate on Inventory of Hazardous Materials should be issued either by the Administration or by any person or organization authorized by it after successful completion of the renewal survey,in accordance with regulation11 of the annex to the Convention.3.3Additional survey3.3.1 An additional survey, either general or partial according to the circumstances, may be conducted at the request of the shipowner after change, replacement or significant repair of the structure, equipment, systems, fittings, arrangements and material, which has an impact on the Inventory of Hazardous Materials. 3.3.2Prior to the additional survey, a request for the additional survey should be submitted by the shipowner to the Administration or to a recognized organization along with the ship data required for the International Certificate on Inventory of Hazardous Materials as listed in paragraph3.1.1.2above.3.3.3The request for an additional survey should be supplemented by the latest version of partI of the Inventory of Hazardous Materials, and Material Declaration and Supplier's Declaration of Conformity regarding any change, replacement or significant repair of structure, equipment, systems, fittings, arrangements and material since the last survey.3.3.4The survey should verify that PartI of the Inventory of Hazardous Materials is properly maintained and updated to reflect changes in ship structure and equipment, by checking Material Declaration and Supplier's Declaration of Conformity, and should clarify that the ship complies with regulations4 and 5 of the annex to the Convention. The survey should also verify that the Inventory of Hazardous Materials, especially the location of Hazardous Materials, is consistent with the arrangements, structure and equipment of the ship, through on-board visual inspection.Thesurvey should further verify that any decision by the owner to delete equipment, system and/or area previously classed as "potentially containing hazardous materials"from PartI of the Inventory of Hazardous Materials is based on clear grounds for believing that the equipment, system and/or area in question contain no Hazardous Materials.3.3.5 The International Certificate on Inventory of Hazardous Materials should be endorsed either by the Administration or by any person or organization authorized by it after successful completion of the additional survey, in accordance with regulation 11 of the annex to the Convention. 3.4Final survey3.4.1 A final survey should be conducted before a ship is taken out of service and before the recycling of the ship has started. 3.4.2Prior to the final survey, a request for the final survey should be submitted by the shipowner to the Administration or to a recognized organization along with the ship data listed in paragraph3.1.1.2above and the Ship Recycling Facility data required for the International Ready for Recycling Certificate as follows:.1name of the Ship Recycling Facility(ies);.2distinctive Recycling Company identity number (as listed on the Document of Authorization to conduct Ship Recycling (DASR));.3full address; and.4date of expiry of DASR.In cases where multiple Ship Recycling Facilities are involved, the appropriate information for all the Facilities should be provided prior to the final survey. 3.4.3The request for a final survey should be supplemented by: .1the International Certificate on Inventory of Hazardous Materials, the Inventory of Hazardous Materials, and Material Declaration and Supplier's Declaration of Conformity regarding any change, replacement or significant repair of the structure, equipment, systems, fittings, arrangements and/or material since the last survey;.2the approved Ship Recycling Plan; and.3a copy of the DASR.3.4.4Prior to the final survey: .1PartI of the Inventory of Hazardous Materials should be properly maintained and updated to reflect changes in ship structure and equipment, andPartII for operationally generated wastes and PartIII for stores should be developed by the shipowner taking account of planned or expectedoperations before the arrival at the Ship Recycling Facility, and of the 2011Guidelines for the development of the inventory of hazardous materials, as may be amended; and.2the Ship Recycling Plan should be developed by the authorized Ship Recycling Facility, taking account of information includingthe Inventory of Hazardous Materials provided by the shipowner; as required by regulation9 of the annex to the Convention, the Ship Recycling Planshouldbe either explicitly or tacitly approved by the Competent Authority authorizing the Ship Recycling Facility.

3.4.5 The survey should verify the following:

.1that the Inventory of Hazardous Materials as required by regulation 5.4 of the annex to the Convention is in accordance with the requirements of the Convention, including that part I of the Inventory of Hazardous Materials is properly maintained and updated to reflect changes in ship structure and equipment since the last survey, and that parts II and III of the Inventory of Hazardous Materials identify the Hazardous Materials on board the ship, their location and approximate quantities; planned or expected operations during the period between the final survey and the arrival at the Ship Recycling Facility should be taken into consideration; .2that the Ship Recycling Plan, as required by regulation9 of the annex to the Convention, properly reflects the information contained in the Inventory of Hazardous Materials as required by regulation5.4 and contains information concerning the establishment, maintenance and monitoring of Safe-for-entry and Safe-for-hot-work conditions;in the case of tacit approval of the Ship Recycling Plan, the written acknowledgement of receipt of the Ship Recycling Plan sent by the Competent Authority in accordance with regulation9.4 and the enddate of the14-day review period should alsobe verified;.3that the Ship Recycling Facility(ies) where the ship is to be recycled holds a valid DASR in accordance with the Convention; and.4that any decision by the shipowner to delete equipment, system and/or area previously classed as "potentially containing hazardous materials"from the PartI of the Inventory of Hazardous Materials is based on clear grounds for believing that the equipment, system and/or area in question contain no Hazardous Materials.

3.4.6 The International Ready for Recycling Certificate should be issued either by the Administration or by any person or organizations authorized by it, after successful completion of the final survey, to any ships to which regulation10of the annex to the Convention applies.

3.5Flag transfer3.5.1 The certificates cease to be valid when a ship transfers to the flag of another State and the Government of the State to which the ship transfers should not issue new certificates until it is fully satisfied that the Inventory of Hazardous Materials is being properly maintained and that there have been no unauthorized changes to the structure, machinery or equipment. When so requested, the Government of the State whose flag the ship was formerly entitled to fly is obliged to forward as soon as possible to the new Administration a copy of the certificate carried by the ship before the transfer and, if available, copies of the relevant survey reports and records. When fully satisfied by an inspection that the Inventory of Hazardous Materials is being properly maintained and that there have been no unauthorized changes, the new Administration may, in order to maintain harmonization of the surveys, give due recognition to initial and subsequent surveys carried out by or on behalf of the former Administration and issue new certificates having the same expiry date as the certificates that ceased to be valid because of the change of flag. 3.5.2 The Government of the State to which the ship transfers should also make sure that the Inventory of Hazardous Materials complies with the legislation, guidelines and any additional requirements of this State. 3.5.3 If the flag transfer takes place after the final survey and after the International Ready for Recycling Certificate has been issued, the Government of the State to which the ship transfers should not issue the new certificate until fully satisfied that the conditions on the basis of which the International Ready for Recycling Certificate had been issued remain valid. 4SURVEYS OF SHIPS PRIOR TO ENTRY INTO FORCE OF THE CONVENTION4.1 Prior to the entry into force of the Convention, an Administration may conduct surveys of ships in accordance with these guidelines, and may then issue a statement of compliance to that effect. 4.2Ships capable of documenting full compliancewith the Convention through such a statement of compliance may be issued with a certificate on that basis upon entry into force of the Convention, subject to any additional requirements by the Administration.Forthe certificateto be issued, it may not be necessary for the ships to prepare the visual/sampling check plan required byregulation5.2 of the annex to the Convention ifthe Inventory of Hazardous Materials has been developed in accordance with the process stipulated in either paragraph4.1 or 4.2 of the 2011 Guidelines for the Developmentof the Inventory of Hazardous Materialsand has been verified throughthe process of issuing the statement of compliance.5 MARKET SURVEILLANCE 5.1 Each party may undertake market surveillance whereby sample analyses are conducted on equipment or materials which are on their market complete with Material Declaration and Supplier's Declaration of Conformity and which have not yet been placed on board, in order to ensure the appropriate enforcement of article 9 of the Convention and the accuracy of the Material Declaration and Supplier's Declaration of Conformity. 5.2 Where Material Declaration and Supplier's Declaration of Conformity are detected by market surveillance to be inaccurate, each party and the Organization should take the necessary measures by applying articles 10 and 12 of the Convention. 5.3 When conducting market surveillance and taking the necessary measures under these guidelines, all possible efforts should be made not to impose an excessive burden on suppliers, ships and ship recycling facilities.

Q.2 What are AFRAMAX and PANAMAX tankers?

The most common answers we all end up giving is the deadweight, for PANAMAX it is 50000-80000 DWT and for AFRAMAX it is 80000-120000 DWT. But this is not the answer he is looking for.

PANAMAX Tankers: These tankers operate in the region of Panama, especially the Panama Canal. They are designed as per the size specifications and regulations set by the Panama Canal authority. The size aspect is very important because if the size is not monitored during the construction stage it could pose a lot of problems when the ship is set in service. The Panamax tankers are built keeping in mind the entrance and exit points of the Panama Canal. The dimensions of PANAMAX are strictly monitored during construction stage.The typical dimension is 950L x 106W x 39.5 Depth.However the most important aspect of PANAMAX is the dimension of the Panama Canal lock gate dimension at the entry and the exit points.The dimension of Panama Canal lock gate is 1050L x 110W x 85 Depth. Based on these dimensions the PANAMAX is constructed to suit the Lock gate.

The new PANAMAX project: owing to the limitations of size of ship due to above dimension there was a limitation on traffic mobility, hence a new renovative project called New PANAMAX has come into existence in the year 2006, this calls for expansion of lock chambers of Panama Canal. The stipulated new dimension would be as follows.1400L x 180W x 60 Depth. This proposal has been approved since it would enhance the business.The PANAMAX DWT varies between 50000-80000.

AFRAMAX: The name AFRAMAX comes from Average Freight Rate Assessment (AFRA) system. AFRA is a tanker rating system created by Shell oil in the year 1954 to standardize the shipping contract terms. The AFRAMAX came into existence because of the size constraint that were posed when large oil tankers entered the sea routes that were highly prone to traffic.They generally operate in the region of European waters, Caribbean region, North Sea and Mediterranean seas.The countries that export oil on a comparatively lesser level than the Middle East countries rely on AFRAMAX tankers. Because the level of oil exported from Middle East is high and they make use of larger naval vessels to cargo oil. Since large vessels enter the seas there is a tendency for sea routes to get blocked and AFRAMAX seems to be the ideal solution.Due to their favourable sixe AFRAMAX can serve most of the ports in the world, they can serve in the regions which do not have very large ports or off shore terminals to accommodate VLCC, and in countries where import/export of oil is not great and terminals are small AFRAMAX is the most feasible solution.AFRAMAX have deadweight of 80000-120000.

Q3. What is Parametric Rolling?

The Physics Behind Parametric Rolling Parametric Rolling is a problem related to hullforms that experience considerable change in submerged volume when a wave passes longitudinally along the ship. This is significantly seen mostly in hulls having large bow and stern flares, stern overhang, and fine underwater hull form, that is mostly in container ships, fishing vessels and in some cases, passanger ships too. The same problem was not encountered in full form hulls like oil tankers and bulk carriers. Why?

In fine form hullforms with large flares and overhangs, the profile of waterlines when the ship experiences head seas changes rapidly as shown below:

Dotted Line: Waterline in still waterContinuous Line: Waterline when wave troughs at midships

Dotted Line: Waterline in still waterContinuous Line: Waterline when wave crest at midships

If you compare the figures above, you'll note that When wave trough is at midships, the water plane width is more than that in case of still water, resulting in increased stability (GM) than still water condition. When wave crest is at midships, the water plane width is less than that in case of still water, making the stability (GM) less than that of still water condition.This results in periodical increase and decrease in metacentric height of the ship. In one complete passage of a wave along the ship's length the GM increases and decreases once; that is, stability variation occurs twice in once wave period.How a parametric roll devolops due to this phenomenon, is a very interesting case to study. When a container ship is facing head seas and slight roll motions, In the first quarter (T = 0 to T = 0.25), when the midship experiences a wave trough, the GM increases (obviously, periodically varying according to the wave profile). So the roll angle decreases (initial roll degree was present due to small rolling motions in the ship). Had the ship been in still water, its roll angle at the end of the first quarter would have been zero. But a higher righting lever now actually causes the ship to end up with a slight roll angle to the other side! (just concentrate in the first quarter in the figure below)

Curse inertia, because of which the ship begins its roll to the other side. Don't forget, you've entered the second quarter (T=0.25 to T=0.50) i.e the midship now experiencing a wave crest. You're right! Decreased stability. And that means reduced righting lever compared to still water condition. By the end of this quarter, your ship's roll angle to the other side is more than what it would have been in still water. (refer to the second quarter in the above diagram) In short, your ship is in trouble, as this phenomenon will only keep increasing untill it achieves a resonating condition. Goodbye to containers on the deck!

A container ship after experiencing parametric roll

Q4. How will you explain the small dent in the hull to your superintendent?

Identify the location of the dent by using the ships plan and locate the frame number from aft.Identify the strake at which the dent has taken place.(Strake numbering is numeric and starts from Keel plate) Try and measure the depth of the dent as accurately as possible (using depth gauge, vernier or any other suitable measuring device)Measure the length of the dent.Measure the diameter of dent.Send a message to the superintendent with the photographic evidence and the drawings showing the exact location of the dent.Superintendent will arrange for a class surveyor to attend.Surveyor will inspect the dent and give his recommendation.Carry out the repairs as suggested by the surveyor.Send the message to the superintendent with the details of repairs carried out along with photographic evidence and associated reports of repairs.Superintendent will arrange for the repair survey by the class surveyor.Close the recommendation/condition of class.Q5. What is Organisational Behaviour?

The concept of Organisational behavior (OB) is a combination of various disciplines like psychology, anthropology (Study of humankind in all aspects), sociology, politics, economics etc; (Anything that involves human and his behavior) OB consists of ideas, theories, concepts and principles borrowed from above disciplines.It is also known as Behavioral science or Science of human behavior. It is integral part of modern management theory and practiced all over the world.It is concerned with what people do in the organization and how that behavior affects the performance in the organization.

The objective of organizational behavior comprises of the following. Describe the human behavior (How they behave?) Understand the behavior (Why they behave that way?) Predict the behavior (Guessing the future behavior) Modify the behavior (Altering the human behavior to suit the organizational requirements) Control behavior (Regulate the behavior)

OB can be broadly defined as understanding, predicting and managing the human behavior in an organization.

Characteristics of OB: Focuses mainly on human behavior at work and on understanding the behavior in an organization. It is relatively young and fresh. It is an art. Successful application of OB to deal with complex elements of human factor is solely dependent on the ability and skill of manager. OB is performance oriented, the purpose of study and implementation of OB is to improve and enhance the performance. It is a behavioral approach to the management. It studies the cause-effect relationship- relationship between behavioral cause and resulting outcome. It has borrowed the best from various subjects such as psychology, anthropology, sociology, economics, politics etc; Knowledge of OB helps in enhancing human behavior and productivity. It does not solve the issue at hand directly, but it helps in analyzing the issue at hand and understanding the problem. It can be applied to any field which involves human behavior.

Limitations of OB: The approaches and models used to study the behavior varies from human to human and region to region. It is not fool-proof, it can be challenged on various fronts. Knowledge of OB is based on studies carried out on a group of people in western countries, it cannot be treated same way universally as different people from different countries behave differently when confronted with the same situation. Most of the studies have been carried out many years back in a different scenario, it has not kept pace with the changing times, the behavior of people has changed with times. Most of the studies have been conducted on animals like monkeys, cats dogs etc; same thing cannot be applied to humans. After a certain point it follows the law of diminishing returns i.e at a particular level application of OB may not yield positive results. It only considers the human aspects, it does not take into consideration the totality of the aspects involved. It is a combination of various disciplines. A manager cannot be expert in all the disciplines. It has a tendency to exploit the employees. Knowledge of OB is neither sufficient nor upto date. Application of OB does not assure the absence of conflicts.

Q6. What are the latest developments in Purifier?

GEA Westfalia Separator is launching a new control generationSimple, efficient, reliable and remote-enabled: GEA Westfalia Separator IO

The new control generation GEA Westfalia Separator IO reduces complexity and focuses on user-friendlinessThe new control generation GEA Westfalia Separator IO reduces complexity and focuses on user-friendliness. Accordingly, the initial consideration when developing the human machine interface was not what the implemented logical controller or the centrifuge are able to do; instead, the focus was on what the user needs, either the operator, the commissioner or the companys own service engineer. Who needs what information and functionalities in which situation and what is not required, or in short: user-friendliness. This was the motto of the developers at GEA Westfalia Separator Group when they started to develop the new IO control. The aim was to make it simple because, in a world which is becoming more and more complex and difficult to understand, simplicity is the real sophistication to quote Steve Jobs. For the customer, this has enormous benefits: operating personnel are quickly able to understand and handle the control units of the centrifuge, the familiarisation is relatively short. This increases flexibility in production. The reliability of the production processes also improves because, if the system only displays what the user needs, the error potential declines automatically. The equation is simple: the fewer the buttons, the lower the probability to hit the wrong one. However, this does not mean that the new generation of control units has less functionality. On the contrary, IO offers much more than today`s control units. It is the user guidance facility which has been consistently reduced to the essentials to make sure that the user is not consistently overloaded with useless options or information. The benefit for the customer is that the wide range of functionalities is now available in a much more intuitive manner. Indeed, who of us is fully aware of all functions of our TV or digital camera? Nobody likes to wade through inch-thick instruction manuals with the result that we familiarize ourselves with the basic operations while everything else remains disregarded, including genuinely useful functions. Control, display and evaluate Thats why GEA Westfalia Separator IO aims to be as intuitive as possible. Displays have been consistently streamlined, the symbols are self-explanatory, and the colour code is based on international standards, either traffic signal colours for statuses or the standard which is used in plant construction for identifying pipework. One glance, and the operator knows not only what is running through the centrifuge but also whether the conditions are good or bad in this particular situation. IO is able not only to control and display, it is also able to evaluate. Because, in order to provide optimum operation of production processes, it is not sufficient merely to display the status of a machine; it is also necessary for the data to be interpreted. And this is where IO proves to be of great assistance for the customer. The customer is able to see how efficient the centrifuge is running in relation to energy consumption, performance or separation efficiency. Assistance by efficiency programmes However, the experts of GEA Westfalia Separator Group are still not satisfied. Because the knowledge that something is not operating perfectly is one thing; the other side of the coin is to know what needs to be done. What settings have to be changed now, and how? IO also provides assistance to the customer with regard to this question, namely by way of the optional efficiency programs. The only thing left to do now for the operator is to decide what his optimum status of the centrifuge is: maximum separating efficiency or performance, minimum energy consumption or auxiliary materials? The user only needs to push a button, and the centrifuge automatically adjusts to the desired status. This demonstrates the major advantage of installing a centrifuge and control unit as a complete solution. Because the efficiency programmes comprise the know-how and decades of knowledge regarding the control of centrifuges which only the OEM has. In view of the wide range of advantages, it almost goes without saying that IO also features remote capability. The operator is thus able to access his centrifuge via his tablet or smartphone. Even remote diagnosis by the experts from Oelde or the subsidiary is possible. This means that the centrifuges are ready to be deployed again as quickly as possible. With GEA Westfalia Separator IO, the entire potential of our centrifuges can be fully utilized: Simple, intuitive, reliable, user-friendly, with all these benefits provided even from home. The new operating system will be initially used for the CF decanter series of GEA Westfalia Separator. The process of changing over to cover all products is expected to be completed by mid-2014. Q7. What is the Latest development in turbochargers?Lately, the maritime sector has been investing heavily in R & D to cut down harmful emissions from the ship, along with reducing fuel consumption and operating cost. Maritime market has seen several developments in the past mainly for developing waste energy recovery systems such as economiser, turbocharger etc. A marine technology innovation has taken the research to all new level and to a step ahead. It is called the Hybrid Turbocharger.Hybrid turbocharger is developed by Mitsubishi heavy industries and it differs from conventional turbochargers in terms of both waste recovery and fuel saving. Exhaust gas energy is recovered to turn the compressor, which supplies scavenge air to the main engine and also generates electricity through an alternator attachment incorporated in the turbocharger known as MET hybrid turbocharger

The turbine and compressor does the heat energy recovery work and the alternator is used to generate electrical power without consuming any extra fuel as it is driven by the shaft power of the turbocharger.Requirements for setting up hybrid turbochargerFor a hybrid turbocharger, three basic things required are:1. Conventional turbocharger with extended shaft to accommodate alternator at blower end.2. A specially designed very compact alternator to run at very high speed of around 9000rom.3. A cooling system for alternator as heat generated will be more due to its compact size for given rpm.Construction of hybrid turbochargerA two part shell made form cast steel is fitted to the blower side scroll, which is built up with higher rigidity, in order to support alternator within the turbocharger silencer.The lower half shell is attached first and is made such that it acts like a sump to collect lubricating oil discharged from the alternator.

Intake filter and silencer are mounted above the alternator assembly with sufficient gap to allow air to pass over the shell in to the compressor blades.Cooling water jacket made up of aluminium is provided around the rotor winding and external cooling air is also supplied at extreme ends and centre of the windings.The alternator and compressor are connected by special designed flexible coupling.The length and weight of the Hybrid T/C is 313mm and 4600kg more as compare to conventional system.Working of Hybrid TurbochargerThe working is similar to any other generator, the only difference here is the prime mover which is turbocharger it self.The speed of prime mover governs the voltage and frequency of the generator. An initial D.C power is provided so that the required output voltage and frequency can be achieved.

At 9500 KW, the hybrid system can generate about 756 KW which is enough to take up full sea load of a normal size merchant vessel.Advantages With only little increase in the dimensions, enough power can be generated from main engine operation. Fuel saving as the heat recovery system is used for driving the alternator. The generator can function as motor at low load operation to drive blower for maintaining scavenge air pressure of the main engine. Eliminate the installation of auxiliary blower for main engine. As no extra fuel is used, it helps in emission cut down from ship.ApplicationMV Shin Koho, a 292 m long 180,000 dwt bulk carrier with a draft of 24.5m is the worlds first merchant vessel to successfully equipped with the hybrid turbocharger technology.

Q8.What is the latest development in Fresh Water Generator? AQUA freshwater generator AQUA uses vacuum distillation to convert seawater into high-quality freshwater for domestic and process utilization on ships, rigs, as well as in remote onshore locations. Desalination of seawater is an economically feasible and reliable solution.

The AQUA freshwater generator is a major advance based on proven Alfa Laval expertise. AQUAs optimized process cuts seawater needs in half, which minimizes pipework and allows the installation of smaller seawater pumps. This in turn reduces installation costs, fuel consumption and CO2 emissions.AQUA makes use of 3in1 plate technology, which enables desalination in a single plate pack with one type of titanium plate. Since the plate pack also contains the process vacuum, AQUA has no outer shell and is smaller than other freshwater generators. The plate pack slides open for easy access to the interior without an additional service area.The use of corrosion and erosion-resistant titanium, combined with an optimized process that inhibits natural scaling, ensures that AQUA needs little maintenance. The system has been fully tested both on and off shore, and is designed to last the lifetime ofthe ship.ApplicationAQUA uses vacuum distillation to convert seawater into high-quality freshwater for domestic and process utilization. By providing a constant supply of low-salinity water and continuously controlling the water quality, it eliminates the need for bunker water.AQUA is designed for automatic operation in periodically unmanned engine rooms and other automated operations. Jacket water, steam injection or a Hot Water Loop can all be used as heating media.Features and benefits Half the seawater flowCompared to other freshwater generators only half the seawater is needed, which means smaller seawater pumps can be used. Optimized distribution prevents dry spots and inhibits the natural scaling process. Lower costs and emissionsThe reduction in seawater pumping needs has a corresponding effect on the consumption of electrical energy. Less fuel has to be burned, which reduces both operating costs and CO2 emissions. 3-in-1 plate technologyAQUA incorporates the evaporation, separation and condensation processes into a single type of titanium plate. Desalination is handled within a single plate pack that also contains the process vacuum. No outer shell is necessary. Simple, compact installationWith no outer shell and no additional service area, AQUA has a minimal weight and footprint. Assembly can be handled on site and installation is simplified by the ability to use smaller seawater pumps and pipes.

Since AQUA is not sensitive to roll and pitch motions of ships, it can also be installed in any direction on board a ship. Easy operation and maintenanceAQUA offers start-and-forget operation, which saves time for the crew. Maintenance intervals are long and the plate pack slides open for easy access to the interior. Long product lifetimeHigh-grade materials that resist corrosion and erosion, including titanium for the plates and other wetted parts, ensure that AQUA will last as long as a ship. Low-salinity waterThe fresh water supplied has a lower content of salt and other dissolved solids than that supplied by other freshwater generators. It can be used directly by the steam boilers. Continuous quality controlAQUAs salinometer-equipped control system continuously monitors the quality of the outgoing fresh water. Capacity rangeThe AQUA series covers a capacity range from 3.1 to 60 m3/24 h, depending on the heating medium and cooling water temperatures. An AQUA freshwater generator can be dimensioned to suit any jacket water temperature from 55-95C at any cooling water temperature.Basic equipmentThe AQUA freshwater generator consists of a single plate pack containing a flexible number of titanium process plates. These plates are suspended within a frame, which comprises a carrying bar, frame plate and pressure plate. Evaporation, separation and condensation all occur within the same plate pack.Among the plate pack features are gaskets with rubber flaps that indicate correct plate assembly, as well as distance pipes that ensure proper plate alignment and correct tightening.Connected to the plate pack is a combined system for feed water, condenser cooling water and ejector water. The freshwater system consists of a freshwater pump and a freshwater control sensor that ensures a stable outgoing flow.Additional equipment Combined cooling and ejector water pump with electric motor Control panel with motor starters and salinometer Anti-scale chemical dosing unit for feed water Optional equipment Steam heating system with direct steam injection Equipment for steam boosting and hot water loop system Extended control panel with motor starters and salinometer Freshwater pH adjustment equipment Freshwater disinfection equipment Connections according to DIN, JIS and ANSI standards Cleaning-in-Place (CIP) unit

Q9. With respect to steel plate renewal, how will you decide how much steel plate to renew?? Normally steel renewal is carried out if we have a loss of thickness (t reserve) known from thickness gauging report, buckling, erosion, fracture, crack etc. 1. Repair plan is made, checked and approved by class surveyor. Plan should be made according to class rules. 2. Checking of material from yard and equivalent steel to be used. The grade of steel should be as far possible same or higher grade. 3. Steel plate renewal is in form of insert size of which is on discretion of the surveyor and size of damage. The full length can be renewed if the damage is > (plate length - 200 mm). For small damage or corrosion the size of plate is normally double in area. 4. The smallest insert allowed is of 450 mm in width as per IACS unified requirements.5. R (radius) of corners of the insert plate= 15mm or 3 x t thickness of plate.6. Minimum 100 mm distance shall be left on both sides from stiffeners.7. Thickness of insert plate = original plate thickness but not more than T+ (10% of thickness.) These rules are more or less same for different classifications and are found in the rule book.8. On completion surveyor checks by NDT etc depending on place of damage. Also workshop doing the work shall be class approved and work done in front of class surveyor.

Quantity required will be area of plate x thickness need or expected to renew found by dimension in shell exp plan added for each grade required and multiplied by density of steel approximately 7.854 tons/ m3 if all dimensions taken in mCalculate for each grade separately and order.

Grades of steel used in Chemical tankersGrades of steel used for chem tanker tanks are DUPLEX STAINLESS STEEL - (austenitic + ferrite) corossion resistant, high temprature upto 300 c and high on cr ( cr- 21%, ni - 6%). ASTM 240 m and uns 31803 are widely used having very high tensile strength of more than 750 and proof stress of less than 0.2 %.Q10. What are the SOLAS and LSA code Requirements for lifeboat:-The size, number and the capacity of the lifeboat for a merchant vessel is decided by the type of the ship and number of ships crew, but it should not be less then 7.3 m in length and minimum two lifeboats are provided on both side of the ship (port and starboard).-The requirement for lifeboat of a cargo ship with 20,000 GT is that the boat must be capable of launching when the ship is heading with a speed of 5 knots.-The lifeboat must carry all the equipments described under SOLAS which can be used in survival at sea. It includes rations, fresh water, first aid, compass, distress signalling equipments like rocket etc.-The ship must carry one rescue boat for rescue purpose along with other lifeboats. One lifeboat can be designated as a rescue boat if more then one lifeboat is present onboard ship.-The gravity davits must be hold and slide down the lifeboat even when the ship is heeled to an angle of 15 degree on either side. Ropes are used to hold the lifeboat in stowed position with cradle. These ropes are called gripes.-The wires which lift or lower the lifeboat are known as falls and the speed of the lifeboat descent should not be more then 36m/ min which is controlled by means of centrifugal brakes.-The hoisting time for the boat launching appliance should not be less then 0.3 m/sec with the boat loaded to its full capacity.-The Lifeboat must be painted in international bright orange color with the ships call sign printed on it.-The lifeboat station must be easily accessible for all the crew members in all circumstances. Safety awareness posters and launching procedures must be posted at lifeboat station.-Regular drills must be carried out to ensure that the ships crew members are capable of launching the boat with minimal time during real emergency.

Q11. What are the various Sampling methods for Bunker.

ANNEX 7 RESOLUTION MEPC.182(59)

Adopted on 17 July 2009

2009 GUIDELINES FOR THE SAMPLING OF FUEL OIL FOR DETERMINATION OF COMPLIANCE WITH THE REVISED MARPOL ANNEX VI

THE MARINE ENVIRONMENT PROTECTION COMMITTEE, RECALLING Article 38(a) of the Convention on the International Maritime Organization concerning the functions of the Marine Environment Protection Committee conferred upon it by international conventions for the prevention and control of marine pollution,

RECALLING ALSO that MARPOL Annex VI entered into force on 19 May 2005, RECALLING FURTHER resolution MEPC.96(47) by which the Committee adopted the Guidelines for the sampling of fuel oil for determination of compliance with Annex VI of MARPOL 73/78,

NOTING that the revised MARPOL Annex VI was adopted by resolution MEPC.176(58) which is expected to enter into force on 1 July 2010,

NOTING ALSO that regulation 18.8.1 on fuel oil quality within the revised MARPOL Annex VI requires that the bunker delivery note shall be accompanied by a representative sample of the fuel oil delivered taking into account guidelines to be developed by the Organization,

RECOGNIZING the need to amend the Guidelines for the sampling of fuel oil for determination of compliance with Annex VI of MARPOL 73/78, in accordance with provisions of the revised MARPOL Annex VI,

HAVING CONSIDERED the amendments to Guidelines for the sampling of fuel oil for determination of compliance with Annex VI of MARPOL 73/78 prepared by the Sub-Committee on Bulk Liquids and Gases at its thirteenth session,

1. ADOPTS the 2009 Guidelines for the sampling of fuel oil for determination of compliance with the revised MARPOL Annex VI, as set out in the Annex to this resolution;

2. INVITES Governments to apply the Guidelines, as amended, from 1 July 2010; and

3. REVOKES the Guidelines adopted by resolution MEPC.96 (47), as from this date.

2009 GUIDELINES FOR THE SAMPLING OF FUEL OIL FOR DETERMINATION OF COMPLIANCE WITH THE REVISED MARPOL ANNEX VI 1.Preface The primary objective of these Guidelines is to establish an agreed method to obtain a representative sample of the fuel oil for combustion purposes delivered for use on board ships.

2 Introduction The basis for these Guidelines is regulation 18.5 of Annex VI to MARPOL 73/78, as amended by resolution MEPC.176 (58), which provides that for each ship subject to regulations 5 and 6 of that Annex, details of fuel oil for combustion purposes delivered to, and used on board the ship, shall be recorded by means of a bunker delivery note which shall contain at least the information specified in appendix V to that Annex. In accordance with regulation 18.8.1 of Annex VI, the bunker delivery note shall be accompanied by a representative sample of the fuel oil delivered. This sample is to be used solely for determination of compliance with Annex VI of MARPOL 73/78.

3 Definitions For the purpose of these Guidelines: 3.1Suppliers representative is the individual from the bunker tanker who is responsible for the delivery and documentation or, in the case of deliveries direct from the shore to the ship, the Person who is responsible for the delivery and documentation. 3.2Ships representative is the ships master or officer In charge who is responsible for receiving bunkers and documentation. 3.3Representative sample is a product specimen having its physical and chemical characteristics identical to the average characteristics of the total volume being sampled. 3.4 Primary sample is the representative sample of the fuel delivered to the ship collected throughout the bunkering period obtained by the sampling equipment positioned at the bunker manifold of the receiving ship. 3.5Retained sample is the representative sample in accordance with regulation 18.8.1 of Annex VI to MARPOL 73/78, of the fuel delivered to the ship derived from the primary sample.

4 Sampling methods

4.1 The primary sample should be obtained by one of the following methods: manual valve-setting continuous-drip sampler; or time-proportional automatic sampler; or Flow-proportional automatic sampler.

4.2 Sampling equipment should be used in accordance with manufacturers instructions, or guidelines, as appropriate.

5 Sampling and sample integrity 5.1 A means should be provided to seal the sampling equipment throughout the period of supply.

5.2 Attention should be given to: the form of set up of the sampler; the form of the primary sample container; the cleanliness and dryness of the sampler and the primary sample container prior to use; the setting of the means used to control the flow to the primary sample container; The method to be used to secure the sample from tampering or contamination during the bunker operation.

5.3 The primary sample receiving container should be attached to the sampling equipment and sealed so as to prevent tampering or contamination of the sample throughout the bunker delivery Period.

6 Sampling location For the purpose of these Guidelines a sample of the fuel delivered to the ship should be obtained at the receiving ships inlet bunker manifold and should be drawn continuously throughout the bunker delivery period.

7 Retained sample handling

7.1 The retained sample container should be clean and dry. 7.2 Immediately prior to filling the retained sample container, the primary sample quantity should be thoroughly agitated to ensure that it is homogeneous. 7.3 The retained sample should be of sufficient quantity to perform the tests required but should not be less than 400 ml. The container should be filled to 90% 5% capacity and sealed. *The phrase be drawn continuously throughout the bunker delivery period in paragraph 6 of the Guidelines should be taken to mean continuous collection of drip sample throughout the delivery of bunker fuel covering each bunker delivery note. In case of receiving an amount of bunker fuel necessitating two or more delivery notes, the sampling work may be temporarily stopped to change primary sample container and then resumed as necessary.

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8 Sealing of the retained sample 8.1 Immediately following collection of the retained sample, a tamper proof security seal with a unique means of identification should be installed by the suppliers representative in the presence of the ships representative. A label containing the following information should be secured to the retained sample container:

location at which, and the method by which, the sample was drawn; date of commencement of delivery; name of bunker tanker/bunker installation; name and IMO number of the receiving ship; signatures and names of the suppliers representative and the ships representative; details of seal identification; bunker grade.

8.2 To facilitate cross-reference details of the seal, identification may also be recorded on the bunker delivery note.

9 Retained sample storage 9.1 The retained sample should be kept in a safe storage location, outside the ships accommodation, where personnel would not be exposed to vapours which may be released from the sample. Care should be exercised when entering a sample storage location. 9.2 The retained sample should be stored in a sheltered location where it will not be subject to elevated temperatures, preferably at a cool/ambient temperature, and where it will not be exposed to direct sunlight. 9.3 Pursuant to regulation 18.8.1 of Annex VI of MARPOL 73/78, the retained sample should be retained under the ships control until the fuel oil is substantially consumed, but in any case for a period of not less than 12 months from the time of delivery. 9.4 The ships master should develop and maintain a system to keep track of the retained samples. (Sorry guys!! Could not find any other material for various methods of sampling for bunkers) *** Q12. What is III Code?DRAFT IMO INSTRUMENTS IMPLEMENTATION CODE (III CODE)Table of ContentsPART 1 COMMON AREAS 2PART 2 FLAG STATES 4PART 3 COASTAL STATES 12PART 4 PORT STATES 13

PART 1 COMMON AREAS

Objective1. The objective of this Code is to enhance global maritime safety and protection of themarine environment and assist States in the implementation of instruments of theOrganization.

2. Different States will view this Code according to their own circumstances and will bebound only for the implementation of those instruments to which they are ContractingGovernments or Parties. By virtue of geography and circumstance, some States may have agreater role as a flag State than as a port State or as a coastal State, whilst others may havea greater role as a coastal State or port State than as a flag State.

Strategy

3. In order to meet the objective of this Code, a State should: .1 develop an overall strategy to ensure that its international obligations and responsibilities as a flag, port and coastal State are met; .2 establish a methodology to monitor and assess that the strategy ensures effective implementation and enforcement of relevant international mandatory instruments; and .3 continuously review the strategy to achieve, maintain and improve the overall organizational performance and capability as a flag, port and coastal State.

General

4. Under the general provisions of treaty law and of IMO conventions, States areresponsible for promulgating laws and regulations and for taking all other steps which maybe necessary to give those instruments full and complete effect so as to ensure safety of lifeat sea and protection of the marine environment.5. In taking measures to prevent, reduce and control pollution of the marineenvironment, States shall act so as not to transfer, directly or indirectly, damage or hazardsfrom one area to another or transform one type of pollution into another.

Scope

6. The Code seeks to address those aspects necessary for a Contracting Governmentor Party to give full and complete effect to the provisions of the applicable internationalinstruments to which it is a Contracting Government or Party, pertaining to: .1 safety of life at sea; .2 prevention of pollution from ships; .3 standards of training, certification and watchkeeping for seafarers; .4 load lines; .5 tonnage measurement of ships; and .6 regulations for preventing collisions at sea.

7. The following areas are to be considered and addressed in the development ofpolicies, legislation, associated rules and regulations and administrative procedures for theimplementation and enforcement of those obligations and responsibilities by the State: .1 jurisdiction; .2 organization and authority; .3 legislation, rules and regulations; .4 promulgation of the applicable international mandatory instruments, rules and regulations; .5 enforcement arrangements; .6 control, survey, inspection, audit, verification, approval and certification functions; .7 selection, recognition, authorization, empowerment and monitoring of recognized organizations, as appropriate, and of nominated surveyors; .8 investigations required to be reported to the Organization; and .9 reporting to the Organization and other Administrations.

Initial actions8. When a new or amended instrument of the Organization enters into force for aState, the Government of that State shall be in a position to implement and enforce itsprovisions through appropriate national legislation and to provide the necessaryimplementation and enforcement infrastructure. This means that the Government of theState shall have: .1 the ability to promulgate laws, which permit effective jurisdiction and control in administrative, technical and social matters over ships flying its flag and, in particular, provide the legal basis for general requirements for registries, the inspection of ships, safety and pollution-prevention laws applying to such ships and the making of associated regulations; .2 a legal basis for the enforcement of its national laws and regulations including the associated investigative and penal processes; and .3 the availability of sufficient personnel with maritime expertise to assist in the promulgation of the necessary national laws and to discharge all the responsibilities of the State, including reporting as required by the respective conventions.

Communication of information9. The State shall communicate its strategy, as referred to in paragraph 3, includinginformation on its national legislation to all concerned.

Records

10. Records, as appropriate, shall be established and maintained to provide evidence ofconformity to requirements and of the effective operation of the State. Records shall remainlegible, readily identifiable and retrievable. A documented procedure shall be established todefine the controls needed for the identification, storage, protection, retrieval, retention timeand disposition of records.

Improvement11. States shall continually improve the adequacy of the measures which are taken togive effect to those conventions and protocols which they have accepted. Improvement shallbe made through rigorous and effective application and enforcement of national legislation,as appropriate, and monitoring of compliance.

12 The State shall stimulate a culture which provides opportunities for improvement ofperformance in maritime safety and environmental protection activities, which may include,inter alia: .1 continual training programmes relating to safety and pollution prevention; .2 regional and national drills on safety and pollution prevention, which engage a broad spectrum of maritime related national, regional and international organizations and companies and seafarers; and .3 using reward and incentive mechanisms for shipping companies and seafarers, regarding improving safety and pollution prevention.

13. Further, the State shall take action to identify and eliminate the cause of anynon-conformities in order to prevent recurrence, including: .1 review and analysis of non-conformities; .2 implementation of necessary corrective action; and .3 review of the corrective action taken.

14. The State shall determine action needed to eliminate the causes of potentialnon-conformities in order to prevent their occurrence.

PART 2 FLAG STATESImplementation15. In order to effectively discharge their responsibilities and obligations, flag Statesshall: .1 implement policies through the issuance of national legislation and guidance, which will assist in the implementation and enforcement of the requirements of all safety and pollution prevention conventions and protocols to which they are parties; and .2 assign responsibilities within their Administrations to update and revise any relevant policies adopted, as necessary.

16. A flag State shall establish resources and processes capable of administering asafety and environmental protection programme, which, as a minimum, shall consist of thefollowing: .1 administrative instructions to implement applicable international rules and regulations as well as develop and disseminate any interpretative national regulations that may be needed including certificates issued by a classification society, which is recognized by the flag State in accordance with the provisions of SOLAS regulation XI-1/1, and which certificate is required by the flag State to demonstrate compliance with structural, mechanical, electrical, and/or other requirements of an international convention to which the flag State is a party or a requirement of the flag State's national regulations; .2 compliance with the requirements of the applicable international instruments, using an audit and inspection programme, independent of any administrative bodies issuing the required certificates and relevant documentation and/or of any entity which has been delegated authority by the State to issue the required certificates and relevant documentation; .3 compliance with the requirements related to international standards of training, certification and watchkeeping of seafarers. This includes, inter alia; .1 training, assessment of competence and certification of seafarers; .2 certificates and endorsements that accurately reflect the competencies of the seafarers, using the appropriate terminology as well as terms which are identical to those used in any safe manning document issued to the ship; .3 impartial investigation to be held of any reported failure, whether by act or omission, that may pose a direct threat to safety of life or property at sea or to the marine environment, by the holders of certificates or endorsements issued by the State; .4 that certificates or endorsements issued by the State can be effectively withdrawn, suspended or cancelled when warranted, and when necessary to prevent fraud; and .5 administrative arrangements, including those involving training, assessment and certification activities conducted under the purview of another State, are such that the flag State accepts its responsibility for ensuring the competence of masters, officers and other seafarers serving on ships entitled to fly its flag; .4 the conduct of investigations into casualties and adequate and timelyhandling of cases of ships with identified deficiencies; and

.5 the development, documentation and provision of guidance concerningthose requirements that are to the satisfaction of the Administration, foundin the relevant international instruments.

17. A flag State shall ensure that ships entitled to fly its flag are sufficiently andefficiently manned, taking into account relevant and existing measures such as the Principlesof Safe Manning adopted by the Organization.

Delegation of authority18. With regard only to ships entitled to fly its flag a flag State authorizing a recognizedorganization to act on its behalf, in conducting the surveys, inspections and audits, issuing ofcertificates and documents, marking of ships and other statutory work required under the conventions of the Organization or under their national legislation, must regulate suchauthorization(s) in accordance with the applicable requirements of the internationalmandatory instruments to: .1 determine that the recognized organization has adequate resources in terms of technical, managerial and research capabilities to accomplish the tasks being assigned, in accordance with the "Minimum Standards for Recognized Organizations Acting on Behalf of the Administration" set out in the relevant guidelines of the Organization1; .2 have as its basis a formal written agreement between the Administration and the recognized organization which, as a minimum, includes the elements set out in the relevant guidelines of the Organization2, or equivalent legal arrangements, and which may be based on the model agreement for the authorization of recognized organizations acting on behalf of the Administration; .3 issue specific instructions detailing actions to be followed in the event that a ship is found unfit to proceed to sea without danger to the ship or persons on board, or is found to present an unreasonable threat of harm to the marine environment; .4 provide the recognized organization with all appropriate instruments of national law and interpretations thereof giving effect to the provisions of the conventions and specify, only for application to ships entitled to fly its flag, whether any additional Administration's standards go beyond convention requirements in any respect; and .5 require that the recognized organization shall maintain records, which will provide the Administration with data to assist in interpretation of requirements contained in the applicable international instruments.

19. No flag State shall mandate its recognized organizations to apply to ships, otherthan those entitled to fly its flag, any requirement pertaining to their classification rules,requirements, procedures or performance of other statutory certification processes, beyondconvention requirements and the mandatory instruments of the Organization.

20. The flag State shall establish or participate in an oversight programme withadequate resources for monitoring of, and communication with, its recognizedorganization(s) in order to ensure that its international obligations are fully met, by: .1 exercising its authority to conduct supplementary surveys to ensure that ships entitled to fly its flag in fact comply with the requirements of the applicable international instruments; .2 conducting supplementary surveys as it deems necessary to ensure that ships entitled to fly its flag comply with national requirements, which supplement the international mandatory requirements; and .3 providing staff who have a good knowledge of the rules and regulations of the flag State and the recognized organizations and who are available to carry out effective oversight of the recognized organizations.

21. A flag State nominating surveyor(s) for the purpose of carrying out surveys, auditsand inspections on its behalf shall regulate such nominations, as appropriate, in accordancewith the guidance provided in paragraph 18, in particular subparagraphs .3 and .4.

Enforcement22. A flag State shall take all necessary measures to secure observance of internationalrules and standards by ships entitled to fly its flag and by entities and persons under theirjurisdiction so as to ensure compliance with their international obligations. Such measuresshall include, inter alia: .1 prohibiting ships entitled to fly their flag from sailing until such ships can proceed to sea in compliance with the requirements of international rules and standards; .2 the periodic inspection of ships entitled to fly its flag to verify that the actual condition of the ship and its crew is in conformity with the certificates it carries; .3 the surveyor ensuring, during the periodic inspection referred to in subparagraph .2, that seafarers assigned to the ships are familiar with: .1 their specific duties; and .2 ship arrangements, installations, equipments and procedures; .4 ensuring that the ship's complement, as a whole, can effectively coordinate their activities in an emergency situation and in performing functions vital to safety or to the prevention or mitigation of pollution; .5 providing, in national laws and regulations, for penalties of adequate severity to discourage violation of international rules and standards by ships entitled to fly its flag; .6 instituting proceedings after an investigation has been conducted against ships entitled to fly its flag, which have violated international rules and standards, irrespective of where the violation has occurred; .7 providing, in national laws and regulations, for penalties of adequate severity to discourage violations of international rules and standards by individuals issued with certificates or endorsements under their authority; and .8 instituting proceedings after an investigation has been conducted against individuals holding certificates or endorsements who have violated international rules and standards, irrespective of where the violation has occurred.

23. A flag State shall develop and implement a control and monitoring programme, asappropriate, in order to: .1 provide for prompt and thorough casualty investigations, with reporting to the Organization as appropriate; .2 provide for the collection of statistical data, so that trend analyses can be conducted to identify problem areas; and .3 provide for a timely response to deficiencies and alleged pollution incidents reported by port or coastal States.

24 Furthermore, the flag State shall: .1 ensure compliance with the applicable international instruments through national legislation; .2 provide an appropriate number of qualified personnel to implement and enforce the national legislation referred to in subparagraph 15.1, including personnel for performing investigations and surveys; .3 provide a sufficient number of qualified flag State personnel to investigate incidents where ships entitled to fly its flag have been detained by port States; .4 provide a sufficient number of qualified flag State personnel to investigate incidents where the validity of a certificate or endorsement or competence of individuals holding certificates or endorsements issued under its authority are questioned by port States; and .5 ensure the training and oversight of the activities of flag State surveyors and investigators.

25. When a State is informed that a ship entitled to fly its flag has been detained by aport State, the flag State shall oversee that appropriate corrective measures to bring the shipin question into immediate compliance with the applicable international instruments aretaken.

26. A flag State, or a recognized organization acting on its behalf, shall only issue orendorse an international certificate to a ship after it has determined that the ship meets allapplicable requirements.

27. A flag State shall only issue an international certificate of competency orendorsement to a person after it has determined that the person meets all applicablerequirements.

Flag State surveyors28 The flag State shall define and document the responsibilities, authority andinterrelation of all personnel who manage, perform and verify work relating to and affectingsafety and pollution prevention.

29. Personnel responsible for, or performing, surveys, inspections and audits on shipsand companies covered by the relevant international mandatory instruments shall have as aminimum the following: .1 appropriate qualifications from a marine or nautical institution and relevant