To order and receive fuel bunker on board ENSURING CORRECT QUANTITY

With regards to ordering and receiving fuel bunker on board, How will you ensure that in case of bunker disputes, especially with regards to quantity .

 ENSURING CORRECT QUANTITY:-

  After bunkering Bunker quantity disputes can arise due to 

1. Measured volume of barge is different from BDN
2. Measured volume for barge is different from ship’s figure
3. Weight of bunkers delivery note calculated with incorrect density 
4. High water content
5. Cappuccino bunker (air foam in bunkers) 

Normally up to 1% discrepancy in quantity is tolerated and if exceeds ‘letter of protest’ must be written by master ad an independent surveyor to be called for investigation .

In case of any dispute regarding quantity of bunker received, the chief engineer of vessel should raise a note of protest which shall be signed by both parties. 
Letter of protest (claim limit- qty :- 15days / quality :- 30days)

• Addressed to
• Made from
• Date ,time & port
• Details of dispute
• Copy to charter
• Copy to company
• Copy to supplier flag state
• Letter of protest by supplier

An independent surveyor may then be called to investigate the findings. This should be  entered in log book or an oil record book.

   

However, the following minimum steps are recommended :

1. Immediately notify the parties concerned and appoint an independent surveyor if not already done so and do not disconnect hoses.
2. Re-do the entire gauging, check and re-check both pre and post bunkering calculations making sure the list/trim corrections have been correctly applied.
3. Verify correct temperatures and densities have been used.
4. Issue letter of protest for each incident and have it acknowledged by the barge (note the barge Master will probably refuse to acknowledge such letters).
5. Write up a detailed statement of facts leading to the short delivery.
6. Preserve any evidence e.g. if you suspect froth on the surface of the fuel / too many bubbles on the sounding tape then taking photographs would be prudent.
7.   A success of a claim will largely depend on the nature and the quality of evidence gathered at the time the supply is made.If there is detailed contemporaneous written evidence, the ship operator will be in a much stronger position in case of subsequent litigations.
8. Further, it may be necessary for full disclosure of the supplier's stock movement reports to ensure that the original supplied quantity tallied with the quantity at the time of opening gauge.
9. Another tactic we have seen is "pilot onboard" – this may seem like a stalemate and to the supplier's advantage (delaying the vessel's departure it never a good thing) but with careful handling of the situation the agent should be advised beforehand to postpone the pilot boarding thus giving the vessel sufficient time to resolve / deal with the dispute.
10. The barge outturn figure (delivered fuel quantity) will be recorded on the BDN for  invoice purposes. In case of a short fuel delivery a note of protest must be issued and the same reflected in the Oil Record Book (ORB) and do not sign the BDN as presented but sign only for the soundings and ship's volume.

Harmonized system of survey and certification ,hssc survey

Q:-Explain Harmonization of Statutory Certificates under the   SOLAS 74/88 Convention.

If a period of a statutory Certificate has just expired and a port is having inadequate survey facility, state the actions you will take, as per the provision stated in the Protocol of 1998 relating to the International Convention for the Safety of Life at Sea, 1974.

ANSWER :-

A harmonized system of survey and certification covering international shipping regulations adopted by the International Maritime Organization enters into force on 3 February 2000, in order to alleviate the problems caused by survey dates and intervals between surveys which do not coincide, covering international shipping regulations including the codes and conventions of these following institutions:

1. International Convention for the Safety of Life at Sea (SOLAS), 1974
2. The International Convention on Load Lines (LL), 1966
3. The International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto -MARPOL 73/78
4. The International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code)
5. Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (BCH Code)
6. Code for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk (IGC Code).

Purpose

     Surveys, made in accordance with the harmonised survey system for ships, to harmonize intervals between surveys of all legitimate certificates issued to all marine vessels. 

       The harmonized system is presumed to facilitate all the troubles of periods between  surveys so that any ship would not have to worry about going into the process of a survey schedule required by one convention right after having gone through the same thing concerned in connection with another instrument.

Harmonized system adopted in 1988:-this is just for refrence

    The international requirements introducing the harmonized system of survey and certification for the SOLAS and Load Lines Conventions were adopted by IMO at an International Conference on the Harmonized System of Survey and Certification held in 1988 - which itself had its origins in the 1978 Conference on Tanker Safety and Pollution Prevention which recognized the difficulties caused by the survey and certification requirements of SOLAS, the Load Lines Convention and MARPOL 73/78. The 1978 Conference called upon IMO to develop a harmonized system which would enable the surveys to be carried out at the same time.

      The 1988 HSSC Conference adopted Protocols to the SOLAS and Load Lines Conventions to introduce the harmonized system. 

      The conditions for entry into force of the 1988 SOLAS and Load Lines Protocols were met on 2 February 1999, when Bahamas deposited instruments of accession to both instruments with IMO. Malta also recently acceded to the 1988 Protocols. The 1988 Load Lines Protocol has 36 States Parties with 58.58 percent of world merchant shipping tonnage. The 1988 SOLAS Protocol has 36 States Parties with 58.10 percent of world merchant shipping tonnage.

    In terms of MARPOL 73/78, the Convention allowed for amendments to the certification and survey requirements to be accepted by a procedure known as "tacit acceptance", meaning amendments enter into force on a specified date unless sufficient objections are received. 

    As a result, MARPOL 73/78 was amended on 16 March 1990 to introduce the harmonized system of survey and certification, with the proviso that the amendments enter into force at the same time as the  entry into force date of the 1988 SOLAS Protocol and the 1988 Load Lines Protocol.

List of certificates required on board ship relating to harmonized system of survey and certification (some depend on type of ship)

1. Passenger Ship Safety Certificate, including Record of Equipment
2. Cargo Ship Safety Construction Certificate
3. Cargo Ship Safety Equipment Certificate, including Record of Equipment
4. Cargo Ship Safety Radio Certificate, including Record of Equipment
5. Cargo Ship Safety Certificate, including Record of Equipment
6. International Load Lines Certificate(ILLC)
7. International Load Lines Exemption Certificate
8.  International Oil Pollution Prevention Certificate
9.  International Pollution Prevention Certificate for the Carriage of Noxious Liquid  Substances in Bulk.
10.  International Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk
11.   International Certificate of Fitness for the Carriage of Liquefied Gases in Bulk
12.   Certificate of Fitness for the Carriage of Dangerous Chemicals in Bulk

The harmonized system

In practice, many Administrations and classification societies already operate a form of harmonized survey and certification. Moreover, a resolution adopted by the IMO Assembly in 1991, and amended in 1993 (Resolution A.718(17), as modified by resolution A.745(18)), allowed for Governments which had ratified the 1988 SOLAS and Load Lines Protocols to implement the harmonized system ahead of the entry into force date of the protocols.

The harmonized system provides for:

• A one-year standard interval between surveys, based on initial, annual, intermediate, periodical and renewal surveys as appropriate;
•  A scheme for providing the necessary flexibility for the execution of each survey with the provision that the renewal survey may be completed within three months before the expiry date of the existing certificate with no loss of its period of validity;
• A maximum period of validity of five years of all certificates for cargo ships;
• A maximum period of validity of 12 months of the Passenger Ship Safety  Certificate;
• A system for the extension of certificates limited to three months to enable a ship to complete its voyage (or one month for ships engaged on short voyages);
•  When an extension has been granted, the period of validity of the new certificate is to start from the expiry date of the existing certificate before its extension.

      The main changes to the SOLAS and Load Lines Conventions are that annual inspections have been made mandatory for cargo ships and unscheduled inspections have been discontinued. Other changes refer to survey intervals and requirements.

       No more unscheduled inspections for harmonised system of classification for ships, while  annual surveys have been made mandatory

       At least two inspections are required to be executed of the ship’s bottom in a five year          period; maximum interval between the inspections has also been set at not more than thirty six months.

        A substantive harmonised system for merchant marine which credits a combined cargo ship safety certificate to replace existing safety equipment, safety construction and safety  radio certificates

Compressed air starting system and requirement for air compressor on ship

Q:- Compressed air starting system for ocean going ships has specific requirements with particular importance being assigned to requirement for air compressor. Pl enumerate these requirements, with reasons as relevant. `

ANSWER :-

1. In every ship means shall be provided to prevent overpressure in any part of compressed air systems and wherever water jackets or casings of air compressors and coolers might be subjected to dangerous overpressure due to leakage into them from air pressure parts. Suitable pressure relief arrangements shall be provided for all systems.

2. The main starting air arrangements for main propulsion internal combustion engines shall be adequately protected against the effects of backfiring and internal explosion in the starting air pipes.

3. All discharge pipes from starting air compressors shall lead directly to the starting air receivers, and all starting pipes from the air receivers to main or auxiliary engines shall be entirely separate from the compressor discharge pipe system.

4. Provision shall be made to reduce to a minimum the entry of oil into the air pressure systems and to drain these systems.

5. Air intakes for the compressors shall be so located as to minimise the intake of oil or water contaminated air.

6. Pipes from air compressors with automatic start shall be fitted with a separator or similar device to prevent condensate from draining into the compressors.

7. Starting systems for internal combustion engines shall have capacity for a number of starts specified without reloading of air receivers.

The capacity shall be divided between at least two air receivers of approximately same size.

8. If a starting system serves two or more of the above specified purposes, the capacity of the system shall be the sum of the capacity requirements.

9. For multi-engine propulsion plants the capacity of the starting air receivers shall be sufficient for 3 starts per engine. However, the total capacity shall not be less than 12 starts and need not  exceed 18 starts.

10.Two or more compressors shall be installed with a total capacity sufficient for charging the air receivers from atmospheric to full pressure in the course of one (1) hour.

11.The capacity shall be approximately equally shared between the compressors. At least one of the compressors shall be independently driven.

12.If the emergency generator is arranged for pneumatic starting, the air supply shall be from a separate air receiver.

13.The emergency starting air receiver shall not be connected to other pneumatic systems, except for the starting system in the engine room. If such a connection is arranged, then the pipeline shall be provided with a screw-down non-return valve in the emergency generator room.

For Survey requirements

1. All air receivers and other pressure vessels for essential services together with their mountings and safety devices are to be cleaned internally and examined internally and externally. If an internal examination of an air receiver is not practicable it is to be tested hydraulically to 1.3 times the working pressure.

2. Air compressors are to be opened up and coolers tested as considered necessary by the Surveyor. Selected pipes in the starting air systems are to be removed for internal examination and hammer tested. If an appreciable amount of lubricating oil is found in the pipes the starting air system is to be thoroughly cleaned by steaming or other suitable means. Some of the pipes selected are to be those adjacent to the starting air valves at the cylinders and to the discharges from the air compressors

Documented procedures under Emergency preparedness-Steering Failure

Steering Failure

This is a situation which endangers the maneuverability of the vessel, which can be a dangerous situation during maneuvering, river passage, shallow water passage, restricted and heavy traffic zones and bad weathers. This situation is best tackled by proper emergency preparedness and response through proper training and drills. Again, communication with the bridge is very important.

 Immediate Action 

DUTIES:

Master:

Communication and coordination of response. 

Officer on watch:

Initial response to alarm or failure:

ATTEMPT to regain steering. This may involve:

START a second steering motor

STOP the steering motor in alarm

CALL / INFORM  Master, Duty Eng., Helmsman for further action. 

ASSESS  immediate dangers i. e. Risk of Collision or Grounding etc. 

ADVISE Watchman as required, hoisting NUC signals, lookout etc.

ADVISE vessels in vicinity. Get anchors stby as required. 

SEND Helmsman to Steering Gear Room and establish communication.

Upon request from Duty Eng: 

If emergency steering has been prepared: 

ADVISE Helmsman to steer course or give helm orders.

RECORD all relevant details.

Duty Engineer:

MOBILISE and INFORM all engineers.

ADVISE Backup Duty Engineer to attend Engine Control Room. 

PROCEED to Steering Gear Room for initial technical response and eventual preparation of emergency steering. 

SELECT steering Gear to be used. (this may depend upon nature and location of fault or any automatic isolation)

SWITCH all Rudder Servo Units to LOCAL

SELECT one Janney Pump on this Steering Gear and 

START associated El. Motor

ASSIST with emergency steering accordingly Bridge / Helmsman‘s request. 

Chief Engineer:

PROCEED to Steering Gear Room for the initial technical responsense and assessment of repair options. 

REPORT to Master. 

ORGANISE repairs. 

ADVISE Backup Duty Eng. to mobilise personnel as required.

Backup Duty Engineer ( next in row ):

ATTEND Engine Control Room and provide Engine Room Services as required. MOBILISE Personnel as advised by C/E.

RECORD all relevant details.

Helmsman:

PROCEED to Bridge and be prepared to be sent to Steering Gear Room for Emergency Steering. In Steering Gear Room: 

ESTABLISH permanent communication with Bridge. 

STEER course or FOLLOW helm orders via torque motor/servo controller control levers.

OBSERVE gyro to steer a given course.

OBSERVE steering gear for rudder position.

ADVISE Duty Engineer to assist operation of  Emergency Steering Gear as per Bridge command.

All remaining Personnel:

ASSIST as required.

Main Purpose is to proceed with Vessel safe to the location where permanent repairs can be carried out to recover remote steering control.

Documented procedures under Emergency preparedness- Main engine failure

Main Engine Failure 

This is a very dangerous situation as it results in immobilisation of the vessel. 

It is further dangerous if the vessel is under maneuvering or in restricted area or facing a rough weather. 

It can be divided into various categories which forms emergencies such as Scavange fire, Uptake fire, crankcase explosion, Automation failure etc 

Immediate Action -

1.  Duty engineer/ Duty officer should take necessary steps to stop the engine if not engineer already stopped. should Duty officer should observe traffic situation whereas duty engineer prepare systems for stoppage. i.e firing of boiler, starting additional Aux Engine 
2. Inform Chief Engineer and Master about stoppage and sound Engineer's alarm Events must be logged and damage contained to the minimum. 

Follow up Action 

 These will be done by two man teams .The Chief Engineer will lead Engine Room team whereas Master will lead Bridge team. 

Bridge Response

• Inform Duty Engineer if not alerted by Engineer’s Alarm system.
• Call Master and Chief Engineer. 
• Appraise prevalent navigational situation and take any necessary action to improve safety margins.
• Check own vessel’s position, check for local dangers and assess risk. 
• Hand over the Engine Control to Engine room as requested.
• Engage Hand Steering and start second steering motor. Maintain original course or alter towards navigational safety. As the speed reduces, ensure that the helmsman is using sufficient helm to maintain course - once the ships head starts to drift it may not be possible to restore desired course.
• Depending on the navigational situation, it might be necessary to:

1. ¬ Transmit a Security Message on VHF DSC and VHF Ch 16.

1. ¬ Display necessary shapes/lights /sound signals as required 
2. ¬ Post additional look outs 
3. ¬ Call for Emergency Anchor stations and head for Emergency anchorage if needed. 
4. ¬ Advice relevant authorities if in coastal/port waters.
5. ¬ Log down events in the Deck log book.

Engine Room team 

1. Ascertain the cause of stoppage or failure of ME, by studying the order in which alarms are received; feed backs from duty engineer etc.
2. Stop leakage  of oil /water if generated during the incident.     
3. Commence damage assessment and arrive to logical estimate of time of stoppage. 
4. Communicate the stoppage duration to Master and Bridge team to enable them to         decide the safe place for anchoring.
5. Ascertain whether spares are available on board to carryout repairs necessary   either of temporary or  permanent nature and also whether they can be carried out by ship staff .
6. Carryout repairs with prior information to bridge & Master and with proper consideration to safety & pollution aspect.
7. Retain damaged parts on board for further investigation if required .

Incident Reporting :-Once the repairs have been successfully carried out. a detailed report should be prepared in the appropriate format of the Company 

This will include but not limited to the following: 

1. Time & date of incident 
2. Exact position of ship, distance from nearest land, port etc 
3. Details of damaged machinery, extent of damage.
4. Cause of damage in CE's opinion
5. Repair adopted, details of repairs done if they are not done as methods per maker's instructions. 
6. If further shore assistance is required 
7. whether the vessel is able to proceed with normal speed or reduced speed either to next port of call or port of refuge 
8. Any further investigation to be done or further analysis to be carried out to investigate in more detail, the causes of stoppage 

Identification, Maintenance And Certification Of Wire Ropes Identification

Q:-Comment in detail w.r.t ships lifting appliances on:

 Identification, Maintenance And Certification Of Wire Ropes Identification :-

1. Wires have for many years played an integral role in the daily operation and function of nearly every commercial vessel afloat. Applications will vary according to vessel type and purpose. Wire ropes are used in many applications such as for life boats, Elevators, Mooring, Cranes, Cargo lashings and in form of slings.

2. Wire ropes used in long lengths without terminations are not usually marked. The manufacture’s certificate for the wire is endorsed with its place of use to enable identification. A wire or wire sling with a thimble or loop splice ferrule should be proof-loaded and the safe working load stamped on the ferrule.

3. Markings on slings should be made in a permanent manner on: — the terminal ring or link;

— a tablet, disc or ferrule attached to the sling, provided that the attachment will not cause damage to the rope;

— a ferrule of a wire rope having ferrule-secured eyes; — the sling itself;

— a label; or

— by an approved electronic capture system.

4. Markings on slings should include the number of legs and the safe working load in straight lift and when the angle between the legs and the vertical is 45º.

5. Non-metallic slings should be marked with a label.

6. Ropes must be clearly marked in a way which relates them uniquely to their test Certificate.

Certification :-

1. Regulations concerning the testing, certification, thorough examination and inspection of wire rope will be implemented by the competent authorities and organisations appointed by them in accordance with the requirements of ILO Convention 152: articles 21 to 26.

2. The convention requires that Form No. 4 – Certificate of test and thorough examination of wire rope should be issued in conjunction with Register (Form No. 1). It includes details of :

• The competent person who carried out testing and thorough examination, date, place and signature.
•  Name and address of maker or supplier. 
•  Nominal diameter.
• Number of strands.
•  Number of wires per strand.
• Type of core.
• Lay of wire.
• Date of test of sample.
• Quality of wire (N/mm2).
•  Load at which sample broke (tonnes). 
• Safe working load of rope (tonnes).
• Intended use.

3. ISO 4309 - Cranes – Wire ropes – Care, maintenance, installation, examination and discard , sets out more comprehensive guidelines in comparison with those included in the ILO booklet.

Maintenance:-

1. Visual inspection of all ropes for broken wires, flattening, basket distortion, excessive wear or surface corrosion, or other signs of damage.

2. Checks of all rope terminations.

3. All wire ropes on lifting appliance should be regularly coated with a dressing free from acid and alkali.

4. The dressing should be applied where it is practical and safe to do so, the dressing should be applied where the rope passes over pulley, as the bending of the rope facilitates the penetration of dressing.

5. It may be necessary to clean wire ropes used in dusty or abrasive environments thoroughly before applying the dressing.

6. If a wire rope has deteriorated, the defective parts should not be joined together.

Documents and record required by ISO 9001:2008 and OHSAS 18001

Q. Discuss the mandatory records to be maintained under ISO 9001:2008 .


Documents required by ISO 9001:2008 are

• Documented statements of a quality policy and quality objectives; 
•  A quality manual
• Documented procedures required by this International Standard specifically for the following six activities :

1. Control of documents 
2. Control of records
3. Internal audit
4. Control of nonconforming product 
5. Corrective action
6. Preventive action

 Documents needed by the organization to ensure the effective planning, operation and control of its  processes, and Records required by this International Standard

Records required by ISO 9001:2008 are 

1.  Management reviews
2.  Education, training, skills and experience
3.  Evidence that the realization processes and resulting product fulfill requirements
4. The results of the review of requirements related to the product and actions. 
5. Design and development inputs relating to product requirements
6.  Results of design and development reviews and any necessary action
7. Results of design and development verification and any necessary actions 
8. Results of design and development validation and any necessary actions
9. Results of the review of design and development changes and any necessary actions
10. Results of supplier evaluations and any necessary actions arising from the evaluations
11. As required by the organization to demonstrate the validation of processes where the resulting output cannot be verified by subsequent monitoring or measurement.
12. .The unique identification of the product, where traceability is a requirement. 
13. Customer property that is lost, damaged or otherwise found to be unsuitable for use.
14. Basis used for calibration or verification of measuring equipment where no international or national measurement standards exist.
15. The validity of the previous measuring results when the measuring equipment is found not to conform to  the requirements.
16. Results of calibration and verification of measuring equipment. 
17. Internal audit results and follow-up actions.
18. Indication of the person(s) authorizing release of product.
19. Nature of the product non-conformities and any subsequent actions taken, including concessions obtained
20. Results of corrective action 
21. Results of preventive action 

The Health and Safety & OHSAS Guide 

            OHSAS 18001 is a standard used for an occupational health and safety management system, which enables an organisation to control its risks and improve its performance in this area.  The standard provides a systematic approach to identifying hazards, and then either eliminates or reducing the risks of the hazards.

Benefits

1. Reduce risks - it can contribute to a healthier working environment and help reduce accidents, employee illness and lost time.
2. Improved staff morale - it can help support improved staff morale and offers potential reductions in liability claims and lower insurance premiums.
3. Credibility - your organisation can benefit from increased credibility by having an OHS management system independently assessed.
4. Supplier of choice -   it lets you work with companies where certification to OHSAS 18001 is a contractual requirement.