Q:-The protection of the Marine environment is of utmost importance today. Discuss.
(a) How would you as a C/E of a tanker ensure protection of the environment by compliance with the various Regulation of MARPOL 73/78 Annex 1 for prevention and control of pollution at sea?

ANSWER :

 Annex-I of MARPOL is applicable to all ships.
 However IOPP certificate is only required for tankers with gross tonnage 150 and above and other ships of 400 GT and above.
 IOPP certificate is also required for cargo ships of less than 400 GT if they carry substantial amount of oil (200 tonnes or more - trawlers, offshore supply vessels etc).
Annex-I mainly deals with two types of discharges:
discharges from machinery spaces (applicable to all ships) and
discharges from cargo or ballast spaces (applicable to oil tankers and ships belonging to third category mentioned above).

International oil pollution preventions (IOPP) certificate is issued after initial survey before the ship put in service.
Renewal surveys are required every five years and before the certificate in force have expired.
Four annual and one intermediate survey is required during the duration of the certificate.
 
DOCUMENTATION
Ensure that the IOPP certificate onboard is valid and complete along with their supplements (Form B) and copies of type approval certificates for equipment such as oil filtering equipment, oil content meter, ODME, oil- water interface     detectors etc.
 All approved manuals/documents such as SOPEP, ODME/COW/CBT must be verified onboard.
 The Manuals must be in a language understood by the ship’s personnel engaged in such operations, while the SOPEP should be in a language understood by the ships Master and Officers.
The Master/Chief Engineer must confirm that no unapproved modifications have been made to the pollution prevention arrangements and equipment .

Oil Record Book Part I:
should be checked to ensure that regular entries are made regarding bunkering, discharging at sea through 15ppm equipment, disposal by incinerating, etc.
The quantities recorded as disposed should be reasonable (for ships using heavy fuel oil approximately 1% sludge is generated – rough amount can be worked out based on number of days of voyage and daily fuel consumption).
There should be regular entries in the oil record book (normally at the end of each voyage or at weekly intervals) regarding the quantity of sludge retained on board in each of the tanks specified in the IOPP Form B. Only those tanks listed in the Form B should be used as sludge/bilge holding tanks.
 Where discharge to shore reception facilities is indicated, the receipt should be attached to the oil record book.
The oil record book is to be in the format recommended in the MARPOL book and should be regularly signed by both Chief Engineer & Master.

Regulation 36 - Oil Record Book, Part II - Cargo/ballast operations
(for tankers only):
 There should be regular entries for cargo loading, ballast operation at port or at sea, discharge/disposal of ballast through ODME or to shore facility and COW etc.
   The quantities should be correct. Verify the correctness of entries by checking records of the discharge of ballast through ODME with ODME printouts. should be regularly signed by chief officer (or person in-charge of cargo control room) and Master.

Equipment :-
15ppm oil filtering equipment:-
 The 15ppm oil filtering equipment should be type approved by a national administration or a recognised authority.
Check that the type approval certificate is available onboard and relates to the equipment installed.
Check the function by operation or simulation .
Check the 15ppm equipment and associated piping for signs of corrosion / leaks, check that pressure gauges are operational and check operation of 15ppm alarm and automatic stopping device (if fitted). The manual valve should be checked to ensure that it is not seized and moves freely.
Check that the piping has not been modified and there are no connections to the overboard discharge line.
 Audiovisual alarm or automatic stopping is required only for vessels over 10,000 Gross Tonnage.
 Automatic stopping device is mandatory if the vessel is operating in  special areas.
Check the bilge pump in running condition
Check whether any piping arrangement is fitted which bypasses the 15ppm filter and leads direct over board from bilges or from sludge tanks. Check the condition of valve and pipes for wastage/leak etc.
Check sludge tank for corrosion. Check that there is no discharge connection other than through the standard discharge connection. By taking sounding check that the remaining capacity of the sludge tank is sufficient for the voyage.
 Engine Room/Pump room Bilges: Check for excessive oil/oily water mixture.
Verify that standard discharge connection is fitted and it is of correct size as per regulation. Check the condition of piping & discharge flange. Check that special tally plate and/or distinctive paint identify it.
Check that notices/placards are posted at over board discharge valve, standard discharge connection, oily bilge pump, bunkering stations etc. warning the crew of consequences of unauthorized discharges and oil spillage.
Verify correct functioning of incinerator, boiler etc (using sludge).
Oil discharge monitoring equipment is to be checked for proper operation

. Check the external condition of system & equipment. Functioning of the equipment including automatic/manual stopping of discharge and interlock for starting the pump to be verified. This may be done by simulating input values for flow rate (based on pump characteristics), ships speed, oil content etc.
The rate of instantaneous discharge should not exceed 30 liters per nautical mile. Check the associated audio-visual alarms and indicators on the control panel. Check that recording/indicating devices are working properly, check the printouts for last few weeks (records showing date, time, position etc should be retained for 3 years), verify with oil record book entries for overboard discharge, check supply of consumables (paper, ink etc).
Oil water interface detector are to calibrated and maintained periodically. Check function at random by introducing into ballast or slop tanks or a test bucket containing mixture of water/oil.
Check segregated ballast tanks (SBT) for contamination with oil (visual examination as practicable). Check SBT lines for any cross connection with cargo line, if a portable spool piece is fitted check that a non-return valve is fitted and notice is posted for restricted use. Check dedicated clean ballast tank for contamination.
 An examination of the Crude Oil Washing System (COW) should be carried out and should include external examination of the system including pump, piping, valves & deck-mounted washing machines for leakage, corrosion/wastage, wear & tear. Where water washing is also fitted, check that provision for isolating steam heaters is operational during crude oil washing. Check that relief valve is fitted for COW pump. Check the operation of COW machines, if practicable during survey.
Check the effectiveness of the stripping line by hand dipping. Check the stripping line including small diameter pipe for shore connection for wastage/leakage. Check the over board discharge lines including part flow line on deck (in case of discharges situated below water line in existing tankers).
 Check the function of emergency stopping device for cargo pumps from control station & pump room.
 Check that arrangements to prevent spillage of oil, especially at bunkering stations, tanker manifolds, save all trays around F.O tank air pipes etc. are adequate.

sea-worthiness-->Maritime aministration ,Recognized oganization ,Ship owner,Insurance company

  Q:-In relation to sea-worthiness of a ship discuss the responsibility and authority of the following stake holder.
Maritime aministration ,Recognized oganization ,Ship owner,Insurance company

ANSWER:-

MARITIME ADMINISTRATION:-

AUTHORITY:-
 According to UNCLOS, flag state is completely responsible for the administrative,        technical and social matter of the ship, which also includes seaworthiness.
Article 94 of UNCLOS states that every state has to bring all the international conventions, to which they are parties, into their national laws.
In India MS act 1958 as amended,it is written that for all Indian flagged ship,India is responsible and dedicated to ensure the safety of the ship, the protection of life and          property at sea and the marine environment.

RESPONSIBILITY:-
1) To make ship construction rules.
Various IMO conventions to include in national legislation .
Monitoring the vessel during construction.
Do initial survey of vessel before registration .
Do periodic surveys to check ship standards .
Do investigation involving ship accidents.
Impose penalty to owners who are not maintaining ship seaworthy .

RECOGNIZED ORGANISATION:-
     AUTHORITY:-
These are independent organizations which do not benefit from ship owners, builders etc.
Flag state often authorizes these recognized organization some responsibilities by issuing official gazettes, notices or orders.
RO is only working on behalf of flag state.
 RO code.
RESPONSIBILITY:-
Make construction rule book and get it verified by administration .
Monitor the vessel construction in yard.
3) Ensure that ship’s equipments are in sound and reliable condition.
4) Ensure that ship’s various system comply with flag state rules and various international  convention.
5) Survey the vessel. All survey reports to be submitted to flag state.
6)Advice and give necessary technical guidance to owners for maintaining seaworthiness of ship.
Responsibility of ROs in today shipping world has increased as port states, charterers, P&I clubs rely on them to confirm that vessel is classed all time and complies with          international conventions and safety standards.
SHIP OWNER:-
AUTHORITY:-
To carry out his responsibilities the ship owner is free to choose any state where his ship can be registered and to choose any classification society recognized by that flag state.
RESPONSIBILITY:-
1) He has to maintain the condition of hull, m/c, cargo holds, cargo handling gears, safety etc. in highest grade.
2) He has to maintain class notification assigned to him.
3) He has to follow all the flag state’s regulation and the local regulations where his ship is  visiting.
4) Call the surveyors to carry out different surveys and to revalidate the certificates.
Report to flag state if any deficiency is developed on the ship which affects seaworthiness.

INSURANCE COMPANIES:-
AUTHORITY:-
According to MS act 1958 as amended vessel has to only cover civil liability for oil pollution.( Part X B of MS act).
No other insurance like H&M and P&I is required according to law.
Owners require insurance for commercial purpose, otherwise they will not get business. So, authority of insurance companies is limited to their own benefit that if unseaworthy vessels are        covered by them, they will have to pay more claims.
RESPONSIBILITY:-
 Ensure that vessel is seaworthy before issuing insurance policy .
 Ensure vessel is under class and class condition is maintained .
 Ensure ship owners have good management expertise.
4) Ensure ship owner is doing legal business.

The influence of external factors in higher consumption of fuel oil

Q-Explain the influence of following external factors in higher consumption of fuel oil and how at best they could be controlled?
(i) Ship's hull condition (ii) Weather condition (iii) Maintenance of different equipment’s in a fuel oil system (iv) Damage to propeller blades.
ANSWER :-
As there is very close business competition in the market each and every company keeps a very good eye on their quality of service. This has to be done at minimum and optimum expenses on the part of the company as the venture must also be commercially viable for them.
As a part of daily expenses of ship running cost it takes about 40% cost of overall expenses for bunker and related operations.
Hence savings in fuel is as very important part for shipping companies and also part of machinery genuine malfunction. Few savings in bunker expenses becomes surprisingly a significant amount in a life time period of the ship.
1.SHIPS HULL CONDITION
Ship’s hull condition definitely influences the fuel consumption. Ship’s movement is restricted by resistance experienced by the ship, which is comprised by two types called frictional resistance and residual resistance.
 Frictional resistance is a function of density of water, hull roughness and length of ship. Residual resistance is due to wake forming tendency caused due to movement in water and shape of ship.
Frictional resistance can be up to 70% of total resistance of the ship and hull condition is a major contributory factor in frictional resistance.
Thus it is very important to keep hull clean. Hull can be cleaned by several methods while ship is afloat, but majority of these are not effective in long run. So, regular dry docking is the best solution in this regard.


So any increase in underwater hull roughness will increase hull frictional resistance or vessel drag resulting in additional power requirement with increased fuel consumption and cost to maintain vessel speed.
Factor responsible for hull fouling are:-
a) Use of improper techniques in applying paint.
b) Poor quality of applied paint.
c) Long port stays or anchorage.
d) Damaged hull surface.
e) Poor maintenance of hull protective system.

Appropriate measures should be taken regarding the above points to reduce the extent of hull fouling of the ship. Antifouling paint of approved type and well maintained antifouling system plays an important role in ship’s regular operating period between dry docks.
It is found that ship fouling pattern is not very regular. As shown in (speed/power) graph, it may be very slow in initial stages or may be very standardized in the initial years but in over a period of time it becomes very ―stiff are very fast.
Speed and power graph also indicates that the engine may be thermally overloaded with a badly fouled hull resulting in a decrease of the operating life of machinery parts causing frequent breakdown and coating very heavily on shipping companies.

Antifouling paints of approved type and a well maintained antifouling system plays an important role in ships regular operating period between dry docks.

 2)Weather Condition
1. Ships are designed and constructed to withstand the forces of nature up to a certain    extent for a certain time. Depending upon the area of trading weather conditions keep changing and also the condition of the sea.
2. Seasons such as summer, winter or monsoons of extreme nature are very common in the trade of shipping. If climatic conditions/weather conditions are favorable it may result in a +ve slip i.e. the ship travels more than the distance given by the engine and vice versa with a bad or heavy weather condition it may result in a –ve slip resulting in a extra fuel consumption due to higher power demands and overloading of engines.
3. Good judgement and regular updates regarding weather conditions help the master in closing a route to avoid adverse weather condition. This may result in less full consumption in long run.
4. Engine manufacturer guidelines should be strictly followed in severe weather conditions. Governor load index, hunting, R.P.M, scavenging air limit torque limits must be taken into account to avoid thermal and mechanical overloading of the engine. Thus these guidelines can be kept in mind for keeping fuel consumption within limit
5. Effect of humidity plays a important role and is also important as it reduces the NOx limit. Humidity effects the density of charge air, development of power heat release more temperature in a unit and exhaust temperature.
Weather routing :-Use of weather routing services to avoid rough seas and head currents, to optimize voyage efficiency.

3)Maintenance Of Different Elements In Fuel Oil System
1. Although the condition of the hull and weather play a significant role in regulating fuel consumption, elements which directly control fuel have a proportional relation to the consumption of fuel.
It is meant that if parts or equipments used are in good condition then lot of fuel can be saved for example fuel injectors, fuel pipes, fuel pump and VIT RACK shock absorber if maintained in a good way in regular inspection and overhaul problems of fuel leakages can be minimized.
The different elements of fuel oil system are:-
Fuel oil injector:- It should be regularly changed after fixed running hours as per maker’s guidelines. Overhauled and tested valves to be used.
 Fuel pumps:- Injector timings to be checked regularly and adjusted as required.
 VIT:- Adjusted as per requirement. V.I.T. mechanism and fuel control rack and its connection with governor must be lubricated periodically to eliminate sluggishness and wear and tear.
Fuel oil filter:- Regular cleaning.
Viscotherm:- Regular maintenance and maintaining proper fuel oil temperature to achieve desired viscosity as per fuel oil analysis report.
Service tanks:- Proper temperatures to be maintained.
Greasing of fuel linkage
Operation and maintenance of purifiers should be always carried out for proper operation.
 Similarly pipe joints, V/V glands booster pump section or any fuel oil leakage in fuel oil system if attended immediately also improve the safety of the ship.
 Proper temperature of fuel supplied to the engine should be maintained for optimum efficiency.

4) Damage to the propeller blades

Propeller should be maintained in top condition at all times. The main factors that detract from optimum condition are fouling, cavitations and physical damage. But, any distortion from their true shape can cause an imbalance and hence vibration, which in turn causes increased cavitations, loss of thrust, drive shaft damage, wear on numerous bearing and increased fuel use due to decreased efficiency.
1. Propeller blades can be damaged/ rough for a number of reasons. They invariably become rougher during service as a result of cavitation damage to the metal surface itself, calcium deposits, mechanical damage and marine fouling, including slime, algae, barnacles, tube worms and other marine organisms as with the ship’s hull in general.
2. Although the surface area of the propeller is minuscule when compared to that of the entire hull, the effect of a rough propeller or Damaged propeller on the vessel’s fuel consumption is comparatively large.
 On the other hand, the cost of remedying a rough propeller compared to that of remedying a rough hull is very slight. Thus remedies for a rough propeller are not only simple and quick to execute, they also represent a fast, high return on investment.
4. Propellers can be cleaned or polished in the water or in dry dock.
5. Economically, the fuel saving from the more frequent cleaning of a propeller before it has become seriously fouled and rough greatly outweighs the cost of the cleaning itself. This propeller cleaning can be combined with a general hull inspection by divers making it even more economically viable.
Physical damage mostly causes vibration. The solution in this case is to trim the blades equally to remove the damage and achieve proper balance, and reduce excessive cavitation. But this should be done carefully as bad trimming can result in even worse problem.
Blade edge damage usually takes the form of cracks, bends, or breaks and may include the loss of a small section of the blade.
Minor bends or tears can sometimes be repaired without removing the propeller from the shaft.
Very slight distortions along the blade edge can usually be straightened cold by hammering carefully. After straightening however, the area worked should be dye-penetrant examined for cracks which may have resulted from the hammering.
       
DEFORMATION
Minor edge deformation can be corrected in-situ, using hand operated straightening levers and ‘soft’ flame heating torch (not oxy-fuel). Major straightening and pitch  checking would be carried out in a shore


ROUGHENING
Roughening may lead to rapid degradation. Very small pits (less than lmm) can be
ground out and polished. Deeper pits can be repaired by welding, grinding and polishing.
Temporary repair can be carried out using resin fillers.

EDGE CRACKS
Minor edge cracks can quickly become more serious, especially at the leading edge. If
the cracks are less than 10mm in length, they can be ground out and the edge ‘faired’.
Larger cracks may need to be repaired by drilling a small hole at the root of the crack,
gouging out, welding, grinding and polishing (not in the inner third of the blade).
Temporary arresting of propagation has been carried out by drilling a small hole at the
root of the crack, plugging the hole, grinding and polishing.
SERIOUS EDGE DAMAGE

Repaired by welding on a new cast piece of the blade. The blade is cropped and the new
portion clamped in position, welded on one side, ground flush, clamps reversed, other
side gouged, welded and ground. A final polish gives the required finish to the blade
surface.
The best welding techniques are the semi-automatic, inert gas shielded processes such as
MIG (MAGS) and TIG (TAGS). The repair should be in the outer 55% of the propeller
radius (outer two thirds of the blade) followed by stress relieving. The major repairs must
be earned out at a shore based facility with a stress reliving oven.

APPLICATION OF HEAT
This can be used to assist the fiting /removal of some propellers, but great care must be
taken to avoid high residual stresses being introduced when cooling. The consequences of
residual stresses could be stress corrosion cracking’ of the boss which may not occur
until some weeks or months after the application of the heat. Stress corrosion cracking in
the boss due to the incorrect use of heat for fiting /removal usually results in a scrapped
propeller. The heating process has been successfully carried out using steam, electric
blanket or soft flame such as produced by paraffin, or propane and air.
A force flame such as oxygen and fuel should not be used.
Under no circumstances should heat be used with shrink fit bosses since the resin bond to
the insert is destroyed.
There are 3 types of modification:-
Diameter reduction:- Easily and inexpensively performed underwater, this is the usual method for increasing RPM and balancing the ratio. The blade tips are cropped and faired.
Pitch reduction:- This involves twisting of blades and can only be accurately done in a workshop as blades need to be heated to prevent cracking. Although more expensive this is most effective modification as there is no loss of blade material. It is ideally suited to blades smaller than 4,000 mm diameter.
Trailing edge modification:- This is achieved by either bending the trailing edges or by cutting them. Both operation can be performed in water and can achieve an effect on the RPM of approximately 5%.