MARPOL AMENDMENTS

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

Oil mist instead of water cooling
None of the TCA turbocharger bearing casings is water-cooled - not even in the largest frame sizes, the TCA88 and TCA99. The heat brought in by the compressor and the turbine is dissipated in the luboil flung off the shaft of the rotating assembly. The oil mist thus generated can drop down the walls of the very generously-dimensioned interior of the bearing casing, thereby evenly absorbing the heat which is to be dissipated. The bearing casing boasts its own air vent, which can likewise be connected to the left or right. This air vent ensures that the leakage air which the compressor inevitably forces into the bearing casing through the shaft seal of the rotating assembly does not increase crankcase pressure in the engine, but instead is dissipated directly.
The result is a turbine with 41 so-called "wide-chord" blades arranged in a fir-tree root in the turbine disc.The characteristic feature of wide-chord blades is their very high chord-to-height ratio. This produces a compact-looking, very stiff and hard-wearing turbine blade. For engine matching the turbine blades can be of varying angles and lengths. With the aid of leading-edge design tools it is now possible to dispense with lacing wire to dampen exhaust-generated vibrations, even in four-stroke engine applications. Apart from improving the blade profile, this has also been an immense boost to efficiency.
A new design of compressor volute and new designs of nozzle ring ensure optimum
turbocharger matching and contribute to the high efficiency of the TCAturbochargers.
2.Difference SULZER, RT FLEX and B&W (ME-C)
3.Difference between ME – MC
Ans; The ME series of engines have no camshaft. Instead, to provide power for fuel injection and exhaust valve lifting, they utilise a hydraulic oil loop with fine filtered oil from the main engine lubricating system at about 200 bar pressure.
The advantages of the ME series of engines come from the fact that the timing and intensity of fuel oil injection and exhaust valve opening and closing is optimal at all steady and transient loads, thus giving lower part load fuel oil consumption, lower emissions and particularly smoother and better low load operation. The balance between cylinders will be easier to adjust for smoother operation. All this will eventually mean longer MTBO (Mean Time Between Overhauls).
The engine can be changed over to different ‘low emission modes’ where its NOx exhaust emission can be reduced below the IMO limits if desirable due to local emission regulations
The electronic control of the fuel injection system and the exhaust valve operation, together with the fact that ME engines are normally delivered with on-line cylinder pressure measurement equipment and the engine diagnosis system CoCoS-EDS, provides a number of benefits:
• Well-proven conventional fuel injection pattern and technology
• Adjustable injection intensity by electronically variable cam “angle” and cam “length”
• The control system offers more precise timing and thereby better engine balance with equalized thermal load in and between cylinders
• Uniform combustion and heat load at any load
• Lower rpm possible for manoeuvring
• Sequential cylinder cut-off at low load
• High injection pressure at low load
• Slide type zero-sack-volume fuel valves
• Improved emission characteristics, i.e. lower NOx and less visible smoke at any load
• System comprising performance monitoring for longer time between overhauls.
• Monitoring of the engine (based on CoCoS-EDS) identifies running conditions which could lead to performance problems
• The Overload Protection System ensures compliance with the load diagram and ensures that the engine is not overloaded
Optimum crash stop and reverse running performance
• “Engine braking” may be obtained, reducing the stopping distance of the vessel
• Faster acceleration of the engine by opening the exhaust valves earlier during acceleration
• Significantly improved dead slow running with low minimum rpm and stable operation together with improved combustion due to the electronic control of fuel injection

The following parts are omitted:
Chain drive
Chain wheel frame
Chain box on frame box
Camshaft with cams
Roller guides for fuel pumps and exhaust valves
Fuel injection pumps
Exhaust valve actuators
Starting air distributor
Governor
Regulating shaft
Mechanical cylinder lubricator
Local control stand
The above-mentioned parts are replaced by:
Hydraulic Power Supply (HPS)
Hydraulic Cylinder Units (HCU)
Engine Control System (ECS), controlling the following:
Electronically Profiled Injection (EPIC)
Exhaust valve actuation
Fuel oil pressure boosters
Start and reversing sequences
Governor function
Starting air valves
Auxiliary blowers
Crankshaft position sensing system
Electronically controlled Alpha Lubricator
Local Operating Panel (LOP)
Hydraulic cylinder unit
The hydraulic cylinder unit, of which there is one per cylinder, consists of a hydraulic oil distributor block with pressure accumulators, an exhaust valve actuator with ELVA control valve and a fuel oil pressure booster with ELFI control valve. Each individual HCU is interconnected by double-wall piping, through which the hydraulic oil is led.
ELVA and ELFI valves were substituted by one common FIVA valve controlling both the exhaust valve actuation and the fuel oil injection.
ELFI valves
On the Print Circuit Board (PCB) components have come loose due to vibrations. Improvements by means of resilient mountings have been introduced on all vessels in service with ELFI valves, and performance has been Good
ELVA valves
Early service experience proved that low ambient temperatures, as often experienced during shop tests in the winter season, gave rise to sticking high response valve spools in the ELVA valve due to low hydraulic oil temperatures. The diameter of the spool was reduced in order to obtain correct functioning of the high-response valve Initially, the ME tacho system was designed on the basis of trigger segments with a sine-curved tooth profile mounted on the turning wheel. The total trigger ring was built from eight equal segments.
Two redundant sets of sensors were applied. This initial tacho system is relatively expensive, and the system The new tacho system is based on optical angular encoders installed on the free end of the crankshaft. This system, consisting of two redundant encoders
Alpha Lubrication system
The ME engine has the advantage of an integrated Alpha lubrication system, which utilizes the hydraulic oil as the medium for activation of the main piston in the lubricators. Thus, a separate pump station and control are not needed compared to the MC counterpart.

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

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

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

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

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


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

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

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

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

15.Grounding – holed ship is sitting hard what will you do.
Ans:
a.follow the contingency plan , damaged stability plan- for grounding and flooding
b.calculate all stress and stability before attempting any transfer of oil and bunkers
c.Consider transfer of oil in case it is in the way of bunker or cargo tanks, to prevent pollution
d.Inform the company, DPA, communicate with office alert team
e.Analyze the possibility of assistance required from the shore- nearest coastal state and classification societies
f.Refer to the tidal charts of the concerned area
g.Maintain stability of the vessel
h.Sound the adjacent tanks
i.Consider the possibility of the patching up of the hole or any repairs if possible by the shore and ship staff
j.Do not use engines to take the vessel out of the aground condition
k.Warn vessel in vicinity
l.Close all tank valves and pipe lines master valves where appropriate

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

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

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

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

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

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

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


Training concerning security
n.importance of keeping a good vigilance on board ship
o.familiarization with Ships security plan
p.importance of gangway watchkeeping, importance of filling up gangway log.
q.significance of various security levels
r.action to be taken when a security breach has taken place- raise alarm
s.precaution to prevent piracy,
t.importance of doing religious security search to prevent stowaways
u.importance of checking received spares and stores prior taking them on board.
v.Actions to be taken on finding an unidentifiable object
w.Keep the areas which not in use closed and locked,
x.Importance of access control.
y.Importance of adequate lighting and patrolling under various security levels

24.What is collision what action will you take as chief engineer
Ans: Collision is material damage to ship, may be make ship unseaworthy.
a.raise alarm
b.stand by in engine room for engine movements as per bridge order, stop engines
c.muster, head count
d.shut down all non essentials
e.sound all the tanks
f.isolate penetrated tanks
g.prepare for firefighting.
h.consider the possibility of oil transfer
i.make initial assessment of type , location and extent of damage
j.is damage above or below water line
k.buoyancy and stability affected
l.is vessel maneuverable
m.is there any risk of any pollution to the environment
n.prepare for firefighting if required,
o.inform the nearest coastal state

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


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

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

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


27.seaman welfare fund
Ans;
a.grant of monthly exgratia monetary assistance of Rs 200 to medically unfit seaman / widows
b.Adhoc ex gratia on death of seaman – 5000 Rs for foreign going and 3000 for home trade
c.Educational scholarship to children of seaman
d.Grants to various seafarers clubs hostels homes for recreation and other welfare facilities
e.Financial assistance to distress seaman effected by natural calamities- cyclone floods riots
f.Advance of wages to seaman to the vessels of ex shipping company who could not meet their liabilities- goes into liquidation
g.Death compensation to the widows- Rs. 40000
Contribution to the fund
From foreign shipowners, by way of wage differential between international and Indian wage- initial corpus
By way of transfer of fines imposed on seaman. And voluntary donations
Fees from govt, -aid
Unemployment relief contribution received from shipowners,
Interests earning of thereof.

Constitution of welfare fund 16 members
Chairman- DG
Vice chairman- Dy DG
Two Indian Shipowners reps
2 govt nominee
2 foreign shipowners reps
one person representing Indian public sector shipping company
4 – seaman
1-merchant navy officer
1secretary
1treasurer


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


30.how will you evaluate and training a junior engineer
Ans; training has to be done systematically and under a certified experienced person. It has to be documented, follow TAR BOOK
a.on the basis of performance in task assigned.
b.Follow safe working practices
c.Knowledge of LSA and FFA equipments- location and operation
d.On the basis of knowledge of emergency exits
e.On the basis of pipe line tracing
f.Performance as evaluated during drills- knowledge of life boat stations - equipments
g.Ability to assist a watchkeeping engineer in keeping the watch as second assistance
h.Ability to work with hand tools , measuring instruments,
i.Ability to communicate clearly
j.Ability to understand drawing and manuals
k.Ability to demonstrate the medical first aid , and action to be taken in event of medical emergency.
l.Ability to prepare main and aux machineries for operation, as second assistance to a engine room watch keeper
m.Ability to trouble shoot.
n.Ability to understand the importance of the working parameters and their deviations
o.Ability to understand transfer and ship board pumping systems
p.Basic knowledge of electrical machineries and safe working practices
q.Understanding the importance of documentation under ISM
r.Knowledge of operation of anti pollution equipments and plans
s.Ability to demonstrate fire fighting – perform during fire drills etc

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


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

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

34.who- will pay for the ships total loss
Ans – hull and machinery insurer

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

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

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

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

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

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

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

45.Under LDC what are black and gray material
Ans black materials list, most dangerous and prohibited
organo halogen compounds
mercury and its compounds
cadmium and its compounds
persistent plastics and other persistent synthetic material
crude oil and petroleum products
radioactive waste
chemical and biological weapons
Grey list materials ( can be dumped after permission is sought from the national authorities)
waste containing significant amounts of Arsenic , Zinc ,Copper , Lead, Organo silicon compounds, Cyanides Fluorides, pesticides and by products.

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

47.How many IMO and ILO conventions India has ratified
Ans. IMO conventions
SOLAS 74
Protocol SOLAS 78
PROTOCOL SOLAS 88
Protocol MARPOL 73
COLREG 72
FAL
LOAD LINE 66
PROTOCOL LAOD LINE 88
TONNAGE 69
CLC 69
PROTOCOL CLC 76
FUND
PROTOCOL FUND 76
PROTOCOL FUND 92
CSC 72
INMARSAT
STCW 78
STCW95
SALVAGE
SAR 79
STP71
STP PROTOCOL 73
SUA
ILO conventions
MINIMUM AGE CONVENTIONS ( 15)
MEDICAL EXAMINATIONS OF YOUNG PERSONS( 16)
SEAMANS ARTICLES OF AGREEMENT( 22)
SEAFARERS IDENTITY DOCUMENTS (108)
MINIMUM STANDARD CONVENTION ( 147)


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

50.How you are going to motivate a junior engineer who is not willing to work, tell me what will you do.
Ans
talk to him about his problem
give him task to build up his confidence
a new person is unknown , you will have to find his capabilities
give him training as per the TAR book
solve if any work related problems
guide him . or assign a suitable person to guide him
give him sufficient rest
involve him in major overhauls
unbiased evaluation of his performance


51.What is ISPS code, what are the duties of a chief engineer, security levels
Ans:
assessment of SSP plan
declaration of security- , being SSO
strict control on access control
regular security inspection
maintaining and supervising the implementation of SSP
proposing modification to the SSP
reporting to the company any non conformity during internal audit
reporting all security incidents to the CSO
ensure all security equipments are properly calibrated and maintained
reviewing and completing the declaration of security


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


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

54.What is hamburg rule,
hague and hague visby rules were too much in favors of carrier hence hamburg rule were designed
they do not give so many exception from liability as hague and Hague visby rules
applicable to inward and outward cargo’s, live animals carried as cargo’s cargo carried on deck
India has not ratified to hamburg rules
Limitation of liability of carriers has increased about 25 %, that is 835 SDR per package

55.Under what conditions insurance will be given
Ans hull and machinery
Peril clause;
Sister ship clause see page no-127 handout
Leased equipment
Running down clause- ¾ th collision liability
Sue and labour
Deductibles
Vessel should be under classification
ISM certification , DOC SMC
Management, flag, state charter( bareboat), changes insurance becomes invalid
Wages and maintenances- which form a part of general average
War risk clause- additional premium to be paid
New for old
Bottom treatment- painting cleaning not be given- but claims for bottom plating damage
Disbursement- increased value of the vessel can be insured
General average and salvage
Tender provisions- leading under writer has write to order to go to port of refuge, has write to place tender,
Notice of claim

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

57.what are inter personal conflict
41.hague – visby rules
58.CAS
59.Incase of grounding what is your action, how you will retrieve from the situation manage to re-float the vessel
60.Junior engineer is disobeying you what action will you take as chief engineer
61.Human fatigue
Ans; state of feeling tired, weary, or sleepy that results from prolonged mental or physical work, extended periods of anxiety, exposure to harsh environments, or loss of sleep. The result of fatigue is impaired performance and diminished alertness.

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

Causes of fatigue;
Crew-specific Factors
Sleep and Rest(e.g. ship’s violent movement, weather, heavy vibration, noise
or poor accommodation)
(e.g. stress, family worries, on-duty responsibilities) (e.g. disruptions caused by drills, loading and unloading)
- Quality, Quantity and Duration of Sleep
- Sleep Disorders/Disturbances
- Rest Breaks
Biological Clock/Circadian RhythmsThe biological clock is perfectly
synchronised to the traditional pattern of daytime wakefulness and night-time sleep. Irregular schedules caused by shifting rotations, crossing time zones, etc. cause the circadian rhythms to be out of synchronization.
Psychological and Emotional Factors, including stress
- Fear
- Monotony and Boredom
Health
- Diet
- Illness
StressStress can be caused by a number of things, including:
Environmental hardships (noise, vibration, exposure to high and low temperatures, etc)
Weather (i.e. ice conditions)
Personal problems (family problems, home sickness, etc.)
Broken rest
Long working hour sExcessive work load
Working consistently “heavy” workloads can cause fatigue. Workload is considered heavy when a person works excessive hours or performs physically demanding or mentally stressful tasks. Excessive work hours and fatigue can result in negative effects:
- Increased accident and fatality rates
- Increased dependence upon drugs, tobacco or alcohol
- Poor quality and disrupted sleep patterns
On-board interpersonal relationships
- Skill, knowledge and training as it relates to the job
- Personal problems
Interpersonal relationships
Age
Management Factors (ashore and aboard ship)
Organizational Factors
Staffing policies and Retention
Role of riders and shore personnel
Paperwork requirements
Economics
Schedules-shift, Overtime, Breaks
Company culture and Management style
Rules and Regulations
Resources
Upkeep of vessel
Training and Selection of crew
2. Voyage and Scheduling Factors
Frequency of port calls
Time between ports
Routing
Weather and Sea condition on route
Traffic density on route
Nature of duties/workload while in port
Ship-specific Factors
Ship design
Level of Automation
Level of Redundancy
Equipment reliability
Inspection and Maintenance
Age of vessel
Physical comfort in work spaces
Location of quarters
Ship motion
Physical comfort of accommodation spaces
Environmental Factors
Exposure to excess levels of environmental factors, e.g. temperature, humidity,excessive noise levels,can cause or affect fatigue.
Ship motion is also considered an environmental factor. Motion affects a person’s ability to maintain physical balance.
EFFECTS OF FATIGUE
PERFORMANCE IMPAIRMENT SIGNS/SYMPTOMS
1 Inability to concentrate Unable to organize a series of activities
Preoccupied with a single task
Focuses on a trivial problem, neglecting more important ones
Reverts to old but ineffective habits
Less vigilant than usual
2 Diminished decision-making ability Misjudges distance, speed, time, etc.
Fails to appreciate the gravity of the situation
Overlooks items that should be included
Chooses risky options
Difficulty with simple arithmetic, geometry, etc.
3 Poor memory Fails to remember the sequence of task or task elements
Difficulty remembering events or procedures
Forgets to complete a task or part of a task
4 Slow response Responds slowly (if at all) to normal, abnormal or
emergency situations
5 Loss of control of bodily movements May appear to be drunk
Inability to stay awake
Affected speech e.g. it may be slurred, slowed or garbled
Feeling heaviness in the arms and legs
Decreased ability to exert force while lifting, pushing or
pulling
Increased frequency of dropping objects like tools or parts
fatigue that will manifest in physical discomfort, such as:
Headaches
Giddiness
Heart palpitations / irregular heart beats
Rapid breathing
Loss of appetite
Insomnia
Sudden sweating fits
Leg pains or cramps
Digestion problems
detrimental effect on alertness
susceptible to errors of attention and memory
affect an individual's ability to respond to stimuli, perceive stimuli, interpret or understand stimuli, and it can take longer to react to them
detrimentally affect a person’s performance and may reduce individual and crew effectiveness and efficiency; decrease productivity; lower standards of work and may lead to errors being made.
PROTECT YOURSELF FROM THE ONSET OF FATIGUE
Deep sleep
Between 7 to 8 hours of sleep per 24-hour day
Uninterrupted sleep
Consider relaxation techniques such as meditation and yoga, which can also be of great
help if learnt properly
Monitor your hours of work and rest when opportunity arises
Take breaks when scheduled breaks are assigned
Exercise regularly. Any type of muscular activity: running, walking, stretching or even chewing gum
“strategic napping” as a short-term relief technique to help maintain
performance levels during long periods of wakefulness. The most effective length for a nap is about 20 minutes. This means that if you have the opportunity to nap you should take it. naps longer than 30 minutes will cause sleep inertia, may disrupt later sleeping periods
Social Interaction Social interaction (conversation) can help you stay awake. However, the interaction must be active to be effective.
Job Rotation Changing the order of activities, where personnel are assigned tasks that include variety in the nature of tasks, can be beneficial in breaking up job monotony. Mixing tasks requiring high physical or mental work with low-demand tasks can be beneficial.
Scheduling drills in a manner that minimizes the disturbance of rest/sleep periods
Ensuring that shipboard conditions, within the crew’s ability to influence, are maintained in a good state (e.g., maintaining the heating, ventilation and air-conditioning (HVAC) on schedule, replacing light bulbs, and contending with the sources of unusual noise at the first opportunity)
Emphasizing to shore management the importance of selecting seafarers with the right
training and experience for the job
Creating an open communication environment, by making it clear to the crew members that it is important to inform supervisors when fatigue is impairing their performance and ensuring that there will be no recriminations for such reports
Increasing awareness of the long term health care of appropriate lifestyle behavior (e.g.
exercise, relaxation, nutrition, smoking and alcohol consumption)
Management should consider the following in developing fatigue management policies and
systems:
ISM Code requirements for clear, concise guidance on operational procedures on board
The need for joining crews to be adequately rested before assuming duties
Scheduling time for proper hand over on crew change
Voyage length, time in port, length of service and leave ratios
Multicultural issues; language barriers, social, cultural and religious isolation
Interpersonal relationships, stress, loneliness, boredom, social deprivation and increased
workload as a result of small crew numbers
Provision for shore leave and onboard recreation, family communication
Improved sleeping berths and accommodation
Adequate quality and quantity of food for proper nutrition
Read Modules 2-4 for additional potential managerial mitigation tools
Modification of present ship design or future designs

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