The capital,voyage and operating costs of ship operation and the modern management principles used in inventory control

Q. Discuss the capital,voyage and operating costs of ship operation and explain chief engineer’s role in optimising them.

what are the modern management principles used in inventory control.

Answer :-The three basic ship cost categories are: 

capital costs; voyage costs;  operating or running costs. 

1. Capital costs - (depend on how the ship is financed)

1.  are fixed costs associated with the ship’s purchase. 
2. include pre-delivery costs, loan repayments, interest, leasing charges, initial registration fees, taxes (sometimes), and any bareboat charterhire payable. 
3.  are the owner’ s responsibility. 
4. Depreciation costs:-Depreciation costs depend on:

• • cost of the asset,
• • expected salvage value of the asset,
• • estimated useful life of the asset, and
• • a method of apportioning the cost over such life
•    There are plenty of depreciation methods, e.g.:
• • straight-line depreciation
• • declining-balance method
• • sum-of-years' digits method
• • activity depreciation

2.  Voyage costs - 

are variable costs associated with the commercial employment of the ship. 

are the responsibility of the ship’s commercial operator. If the ship is let on a time charter, the charterer is
liable for the voyage costs. 

Voyage costs include:-

a) fuel costs/bunkers

b) port charges-port dues and service charges( e.g. tugs hire, pilotage, cargo handling ,agency fees.)

c) canal charges

Voyage costs: Fuel costs is depend on:

fuel price

engine power and  efficiency 

design and state of the hull 

ship’s speed

       Voyage costs: Port charges

Fees for the use of facilities and services provided by the port

Facilities uses fee is called port dues:-general use of port facilities ,this is based on:

volume of cargo

weight of cargo

gross tonnage fo the vessel

net tonnage fo the vessel

      Services:- service charges for pilotage, towage, cargo handling costs(loading/discharging)

      Voyage costs: Canal charges

Suez & Panama canal

Suez; charges are calculated in terms of the Suez Canal net ton (roughly corresponds to cargo-carrying space below the deck)and Special Drawing rights (not commonly used measures) charges vary for different types and sizes of ships

Panama; flat rate per Panama Canal net ton is used

3.  Operating or running costs - 

are semi-variable costs which fall between capital and voyage costs. 

are the responsibility of the ship owner or manager. 

a) crew costs,  b)stores ,  c)repair & maintenance  ,d)insurance  , e)administration

Operating cost	Items included in cost
Crewing	Officers’ earnings and leave pay; ratings’ earnings and leave pay; ratings’ overtime; pension and insurance contributions; crew establishment costs (recruitment, training, cadets, etc.); crew travel expenses; and sundry/unrecoverable medical costs
Storing	Provisions; deck stores - general; engine stores - general; paint; cordage; lubricants; cabin stores/laundry; and fresh water.
Maintenance	Deck repairs and spares; engine repairs and spares; electronics and navaids; and surveys.
Insurance	Hull and machinery insurance; P&I calls; war risks insurance; loss of earnings insurance; and deductible allowance.
Administration	Communication expenses; owner’s port costs; sundries; and management fee.

The modern management principles used in inventory control

 Lead time 

This is the time between 'shortage occurring' and the item being available to maintain supply. 

This influences the level of safety (minimum) stock. If supply lead time is longer than sales lead time. stocks are needed. If less. Stock holding can be entirely avoided. 

Lead time can be broken up, into several components 

1. order renew & processing time ie. time for comparing inventory with re-order levels time for re-order time for supplier to receive re-order 
2. Suppliers lead time (vendors, manufacturers, buying & dispatch) 
3. Transport time (from supplier to receiving bay) 
4. Receiving time-time taken for goods inwards & updating store records.

Minimizing Lead time Following actions can be taken to minimize suppliers Lead time

1. A precise date & time of delivery specified. This has a psychological influence on suppliers to deliver on time. 
2. Supplier made to understand that length of lead time can affect his perceived reliability 
3. Companies can also minimize lead time by putting in place systems to ensure prompt  re-order on stocks, approaching reorder level. 
4. Entering a partnership with major suppliers. can also help in reducing Lead time. 
5. Establishing a JIT (Just in Time) approach to Inventory management JIT Just In Time Management This is zero inventory Philosophy. where we have items when we need. and none when we don't. In a conventional inventory control. demand is predicted and based on "Lead time” the stock is acquired. 

Inventory Management Plan 

       This plan is based on Pareto's principle The lst  step is to class all spares & stores inventory into 3 classes. (ABC analysis) 

Class A Important, expensive items, small quantities. e g. Piston crown liner, connecting rods. Class A  items require tight control, accurate records and forecasting  correct demand. The JIT method is suitable. Personal supervision is  necessary 

Class B Significant it medium quantities eg Fuel PP plunger barrel, needle & guide. class B items can use a conventional stock control is placed system. order based on  predicted demand, lead time and minimum spares policy.

Class C unimportant items of large quantities e.g. Nuts & bolts, gaskets, spanners Class C items require minimum management supervision, Care must however be taken, to avoid excess Inventory or complete nil Inventory

Maritime Labour Convention (MLC) 2006

Q:-With reference to Maritime Labour Convention (MLC) 2006. briefly discuss the following.

1.  Minimum requirements for seafarers working on a ship.
2. Conditions of employment.
3. Accornodation and Recreational facilities,
4. Health protection, welfare and social security protection 

TITLE 1:- Minimum requirement for seafarers to work on a ship

1. Age – Minimum age is 16 year
2. Medical certificate – Seafarer should be medically fit
3. Training and qualification – Seafarer should be duly trained and certified to work on board ship.
4. Recruitment and placement – License to agencies 

Regulation 1.1 - Minimum age

Purpose:-To ensure that no under-age persons work on a ship

• Under  this minimum age for a seafarer is defined as 16 years to work on board a ship.
• Also night work of seafarers under age of 18 years is prohibited.

Regulation 1.2 - Medical certificate

Purpose:- To ensure that all seafarers are medically fit to perform their duties at sea

This regulation deals with medical fitness of a seafarer. Seafarer shall not work on a ship unless they are certified as medically fit to perform their duties. The standard of medical examination is without any prejudice to STCW 1978 as amended. A medical certificate issued in accordance with the requirement of STCW shall be accepted by competent authority. Certificate should be issued by duly qualified medical practitioner.

Regulation 1.3 - Training and qualifications

Purpose: To ensure that seafarers are trained or qualified to carry out their duties on board ship

This regulation deals with Training and qualification of seafarer. Seafarer shall not work on a ship unless they are trained or certified as competent or otherwise qualified to perform their duties. Training and certification should be in accordance with instruments adopted by IMO.

Regulation 1.4 - Recruitment and placement

Purpose: To ensure that seafarers have access to an efficient and well-regulated seafarer recruitment and placement system

This regulation deals with the recruitment and placement services. All seafarers shall have access to an efficient,adequate and accountable system for finding employment on board ship without charge to the seafarer. Each member state has to ensure that all private seafarer recruitment and placement services shall be operated only with a standard system of licensing or certification. Member state has to ensure that no fees or other charges are being paid by seafarer except for national statutory medical certificate, national seafarer book and a passport. Member state has to make sure that seafarers are informed of their rights and duties under their employment agreement before the process of engagement.

TITLE 2:- Conditions of employment

1. Seafarer employment agreement.
2. Wages.
3. Hours of work and hours of rest.
4. Entitlement to leave.
5. Repatriation.
6. Seafarer compensation for the ship’s loss or foundering.
7. Manning levels.
8. Career and skill development and opportunities for seafarer employment 

Regulation 2.1 – Seafarers’ employment agreements

Purpose: To ensure that seafarers have a fair employment agreement

• The terms and conditions for employment of a seafarer shall be clear written in a legally enforceable agreement. 
• It should be agreed by seafarer and he should has the opportunity to review and seek advice on the terms and conditions. 
• The agreement should be signed both by seafarer and the shipowner or representative of shipowner. 
• Both should have one set of original signed agreement copy.
•  Seafarer employment agreement should contain his full name, DOB, and birth place, shipowner name and address, capacity of seafarer to which he is employed, amount of his wages, amount of paid annual leave and termination of agreement.

Regulation 2.2 – Wages

Purpose: To ensure that seafarers are paid for their services

• All seafarer shall be paid for their work regularly and in full in accordance with their employment agreement.
•  Member states have to make sure that payments to be made to seafarer at no greater than monthly basis. 
• Seafarer has to be given with full account of their wages on monthly basis.
•  Also seafarer should be able to remit full or part of their earning to their families, dependents or legal beneficiaries.

Regulation 2.3 – Hours of work and hours of rest

Purpose: To ensure that seafarers have regulated hours of work or hours of rest

The limit of hours of work or rest shall be as follows-
a) Maximum hour of work shall not exceed

1. 14 hours in any 24 hours period and
2. 72 hours in any seven day period

OR
b) Minimum hours of rest shall not be less than

1. 10 hours in any 24 hours period and
2.  77 hours in any seven day period

   Hours of rest may be divided into no more than 2 periods, one of which shall be at least 6 hours in length and interval between consecutive periods of rest shall not exceed 14 hours.

Regulation 2.4 – Entitlement to leave

Purpose: To ensure that seafarers have adequate leave

Each member state shall require that seafarer employed on their ships are given paid annual leave. Seafarer shall be granted shore leave to benefit their health and well being and with the operational requirement of their position.

Regulation 2.5 – Repatriation

Purpose: To ensure that seafarers are able to return home

Seafarer have a right to be repatriated at no cost to themselves in circumstances and conditions specified in code. Member states are required to provide financial security to ensure that seafarer are duly repatriated in accordance with the code.

Regulation 2.6 – Seafarer compensation for the ship’s loss or foundering

Purpose: To ensure that seafarers are compensated when a ship is lost or has foundered

Seafarers are entitled to adequate compensation in the case of injury, loss or unemployment arising from the ship's loss or foundering. Shipowner has to pay indemnity against unemployment to the seafarer.

Regulation 2.7 – Manning levels

Purpose: To ensure that seafarers work on board ships with sufficient personnel for the

Each member shall require that ships flying their flags have sufficient number of seafarer employed on board to ensure that ships are operated safely, efficiently and with due regard to security under all conditions

Regulation 2.8 – Career and skill development and opportunities for seafarers‘ employment

Purpose: To promote career and skill development and employment opportunities for seafarers

Each member state shall have national policies to promote employment in the maritime sector and to encourage career and skill development and greater employment opportunities for seafarer.

TITLE 3:- Accommodation, recreation facilities, food and catering

1. Accommodation and  recreation facilities
2. Food and catering

Regulation 3.1 – Accommodation and recreational facilities

Purpose: To ensure that seafarers have decent accommodation and recreational facilities on board

Title 3, Regulation 3.1 addresses vessel design issues related to quality of life at sea, including the physical design of seafarer accommodation areas and the characteristics of the ambient environment (e.g., wholebody vibration, noise, indoor climatic variables, and lighting) which seafarers are exposed to during rest and recreation. requiring that ships that fly its flag:

•  (a) meet minimum standards to ensure that any accommodation for seafarers, working or living on board, or both, is safe, decent and in accordance with the relevant provisions of this Standard; and
•  (b) are inspected to ensure initial and ongoing compliance with those standards.

The competent authority shall pay particular attention to ensuring implementation of the requirements of this Convention relating to:

•  (a) the size of rooms and other accommodation spaces;
•  (b) heating and ventilation;
•  (c) noise and vibration and other ambient factors;
•  (d) sanitary facilities;
•  (e) lighting; and
•  (f) hospital accommodation.

Regulation 3.2 – Food and catering

Purpose: To ensure that seafarers have access to good quality food and drinking water provided under regulated hygienic conditions

  Each Member shall ensure that ships that fly its flag meet the following minimum standards:

•  (a) food and drinking water supplies, having regard to the number of seafarers on board, their religious requirements and cultural practices as they pertain to food, and the duration and nature of the voyage, shall be suitable in respect of quantity, nutritional value, quality and variety;
•  (b) the organization and equipment of the catering department shall be such as to permit the provision to the seafarers of adequate, varied and nutritious meals prepared and served in hygienic conditions; and
•  (c) catering staff shall be properly trained or instructed for their positions.

TITLE 4 :- Health protection, medical care, welfare and social security protection

1. Medical care on board ship and ashore
2. Ship owner’s liability
3. Health and safety protection and accident protection
4. Access to shore based welfare facilities
5. Social security

Regulation 4.1 – Medical care on board ship and ashore

Purpose: To protect the health of seafarers and ensure their prompt access to medical care on board ship and ashore

Each Member shall ensure that measures providing for health protection and medical care, including essential dental care, for seafarers working on board a ship that flies its flag are adopted which:

•  ensure the application to seafarers of any general provisions on occupational health protection and medical care relevant to their duties.
•  give seafarers the right to visit a qualified medical doctor or dentist without delay in ports of call, where practicable;
•  health protection services while a seafarer is on board ship or landed in a foreign port are provided free of charge to seafarers; and
• are not limited to treatment of sick or injured seafarers but include measures of a preventive character such as health promotion and health education programmes.

Regulation 4.2 – Shipowners’ liability

Purpose: To ensure that seafarers are protected from the financial consequences of sickness, injury or death occurring in connection with their employment

:

•  shipowners shall be liable to bear the costs for seafarers working on their ships in respect of sickness and injury of the seafarers occurring between the date of commencing duty and the date upon which they are deemed duly repatriated, or arising from their employment between those dates;
•  shipowners shall provide financial security to assure compensation in the event of the death or long-term disability .
• shipowners shall be liable to defray the expense of medical care, including medical treatment and the supply of the necessary medicines and therapeutic appliances, and board and lodging away from home until the sick or injured seafarer has recovered, or until the sickness or incapacity has been declared of a permanent character; and
•  shipowners shall be liable to pay the cost of burial expenses in the case of death occurring on board or ashore during the period of engagement.

Regulation 4.3 – Health and safety protection and accident prevention

Purpose: To ensure that seafarers’ work environment on board ships promotes occupational safety and health

• on-board programmes for the prevention of occupational accidents, injuries and diseases and for continuous improvement .
• requirements for inspecting, reporting and correcting unsafe conditions and for investigating and reporting on-board occupational accidents.

Regulation 4.4 – Access to shore-based welfare facilities

Purpose: To ensure that seafarers working on board a ship have access to shore-based facilities and services to secure their health and well-being

• Each Member shall require, where welfare facilities exist on its territory, that they are available for the use of all seafarers, irrespective of nationality, race, colour, sex, religion, political opinion or social origin and irrespective of the flag State of the ship on which they are employed or engaged or work.
• Each Member shall promote the development of welfare facilities in appropriate ports of the country and determine, after consultation with the shipowners’ and seafarers’ organizations concerned, which ports are to be regarded as appropriate.
•  Each Member shall encourage the establishment of welfare boards which shall regularly review welfare facilities and services to ensure that they are appropriate in the light of changes in the needs of seafarers resulting from technical, operational and other developments in the shipping industry

Regulation 4.5 – Social security

Purpose: To ensure that measures are taken with a view to providing seafarers with access to social security protection

The branches to be considered with a view to achieving progressively comprehensive social security protection  are: medical care, sickness benefit, unemployment benefit, old-age benefit, employment injury benefit, family benefit, maternity benefit, invalidity benefit and survivors’ benefit.

Refrigeration gases used on board vessels -ozone depleting potential of conventional refer gases

 Q:-With respect to refrigeration gases used on board vessels answer the following.Explain ozone depleting potential of conventional ref gases.

Name alternative refrigeration gases available and being used on board Explain the steps you will take to ensure that release of refrigeration gases from the plant is minimised during normal operation and during maintenance activities.

ANSWER :-

• The chlorofluorocarbons (CFCs) and hydrochloroflurocarbons (HCFCs) are  referred to as ozone depleting substances (ODS), because once these gases are released into the environment and reach the stratosphere, they interact with the ozone layer and destroy ozone molecules. ODS lifetime in the  stratosphere is between 100 and 400 years.
•  An ODS molecule has potential to destroy ozone molecules during its entire lifetime.Therefore,various CFCs and HCFCs are assigned Ozone Depletion Potentials (ODP) depending on their potential (specified relative to CFC-11) to cause ozone depletion in the stratosphere.
•  Ozone is a gas composed of three bonded oxygen atoms (O3).In the Earth’s atmosphere, ozone is formed from molecular oxygen (O2) in the  reactions initiated by the UV light.
•   Ozone can be found in two levels, at ground level and in the Earth’s upper atmosphere, referred to as the stratosphere. At ground level, ozone is a  significant air pollutant, forming smog. In the stratosphere it is referred to as the ozone layer.
•  The ozone layer encircles the stratosphere at approximately 10 km above ground level. It filters ultraviolet (UV) radiation reducing the amount of radiation reaching ground level. The depletion of the ozone layer exposes living   organisms to high levels of the harmful UV-B radiation.
  

  • • • 

OZONE DEPLETION POTENTIAL

           Ozone depleting substances (ODS) vary in their capacity to destroy ozone molecules. So scientists have developed a method of characterizing the relative  depletion caused by different ODS. 

           The ODP or Ozone Depletion Potential, is the potential for a single  molecule of the refrigerant to destroy the Ozone Layer.All of the refrigerants use R11 as a datum reference and thus R11 has an ODP of 1.0. 

    The less the value of the ODP the better the refrigerant is for the ozone layer and therefore the environment.

GLOBAL WARMING POTENTIAL

      Global warming potential (GWP) is a measure of how much a given mass of a gas contributes to global warming. GWP is a relative scale which compares the amount of heat trapped by green house gas to the amount of heat trapped in the same mass of CO2.

ODP and GWP of conventional refrigerant gas are as follows:-

     Gas                                           ODP                                     GWP

R-11                                               1.0                                           4000

R-12                                               1.0                                          2400

R-22                                               0.05                                        1700

Halon 1211    4

Halon 1301                  16

Because of much higher  ODP halon is banned.

Alternate gases available on board which are used in refrigeration systems are :-

   

•  R 134a (ODP=0)is long term replacement for R-12 and is best performed in medium and high temperature application.
• R 410A (ODP=0) is twice as efficient as R-22 but is recommended for new systems only.
• R 407C (ODP=0) is suitable for medium and high temperature application. And is   suitable for new system and for R-22  change over.
• R 404A (ODP=0) is suitable for low and medium temperature application. It is  suitable for new marine system.

As per Annex VI , Regulation 12:- Ozone Depleting Substances (ODS)

1.Existing systems and equipment using ODS are permitted to continue in service and may be recharged as necessary. However, the deliberate discharge of ODS to the atmosphere is prohibited.

2.Maintenance, servicing and repair work shall be carried out without releasing any substantial quantity of refrigerant.

3.When servicing or decommissioning systems or equipment containing ODS the gases are to be duly collected in a controlled manner and, if not to be reused onboard, are to be landed to appropriate reception facilities for banking or destruction.

4.Any redundant equipment or material containing ODS is to be landed ashore for    appropriate decommissioning or disposal. The latter also applies when a ship is dismantled at the end of its service life.

To minimize the release of refrigerant gas from plant following steps should be taken:

During operation ---

• Most important to maintain daily log of referent commonly called reefer log .This is to be maintain by duty engineer and cross checked by chief engineer to  ensure effective monitoring and early detection of any abnormality which can lead to gas leak to atmosphere.
• During normal operation loss of refrigerant from leaking joints, seals, gaskets and cracked pipe should be checked.
• Loss of refrigerant from safety relief valve, to overcome this pressure to be  maintain in range.
• Damaged mechanical seals on open type compressor are frequent source of  refrigerant leaks.  A clean dry system is essential for prolonged mechanical seal effectiveness to eliminate   emission. Compressor oils used for HCFC and HFC will absorb moisture readily and must keep dry to prevent refrigerant  decomposition.
• Excessive vibration and excess water pressure should not be allowed in the  condenser to avoid tube failure.
• Leak testing should be carried out regularly. Testing can be done by bubble testing with soap solution or by electronic leak detection.

During maintenance ----

• Loss of small quantities of refrigerant from charging lines during charging has to be avoid by taken proper care of connection .
• Before doing any maintenance gas should be recovered and not leaked in  environment. There is recovery cylinder is there on board and a vacuums pump to   recover gas from system.
• During maintenance compatible gaskets should be used which are compatible with the gas and oil used in the system.
• Evacuate the hoses before disconnecting temporary equipment.
• Practice recovery and recycling when recharging dryers and filters.  

Records and documents to be maintained:-

a) A list of equipment containing ODS should be maintained.

b) If the ship has any rechargeable system containing ODS, then an ODS record book should be  maintained. This record book shall be approved by administration.

c) Check for gas leaks to be carried out regularly and recored.

d) Entries in ODS record book shall be recorded in terms of mass( kg) of substance in respect of-

1.  Recharge of equipment 
2.  Repair or maintenance
3.  Discharge of ODS to atmosphere either deliberate or non deliberate 
4.  Discharge of ODS to land based facilities
5.  Supply of ODS to ship

junior engineer training on board ship

  Q:- A junior engineer has joined ship in which you are a chief engineer. Enumerate in detail the issue you would mentor him or her with respect to the following area

1. Up keep of his personal safety.
2. Up keep of the safety of his colleagues on board
3. Technical job, responsibility he need to learn at the earliest
4. What attention he needs to pay towards energy conservation and
5. His entitlement with regard to human right in a foreign port.

ANSWER :- 

 Programs that can be implemented for training shall be in accordance with chapter VI of STCW code, 

1. The purpose of such training should be to provide basic knowledge, increase their proficiency and the same time enhancing their skills by subjecting them to simulated emergency situations .
2. Familiarization and training to be conducted with respect to Ship board equipments, LSA, FFA, emergency preparedness and critical equipments.

 Chief engineer plays a important role towards satisfactory training of engine room personnel.

 Chief engineer must establish a training program onboard ship. He should:

1. The training and evaluation should be carried out as per the TAR book under the strict supervision of certified and experience Senior engineer.
2. Give trainee independence of doing job and at the same time supervise the work constantly.
3. Identify constraints like language, lack of training, etc.

a)Upkeep of personal safety

This part is cover in welcome pack or safety tour which should conduct as soon as join the vessel and before assign any job or duty.

ship Familiarization:- chief engineer must ensure  

1. He must  aware of location of life jacket  and immersion suits in his cabin and some addition on public place.
2. must know location of lifeboat station and his duty .
3. location of fire station ,fire party and his duty.
4. Identification of various alarm-general alarms,fire alarms,co2 alarms etc.
5. Know the escape route.
6. His duty as per Muster list for various emergency .
7. where to find emergency procedure.

PPE requirement:- 

• Ensure  that all required PPE has been issued to him and make him aware of use of PPE as per company requirement.
• mentor him  on the importance of wearing PPE.

safety on stair :-This is most common and frequent place where person can injured.need to explain about proper technique while using stairs, not to rush, use on hand for ship and one hand for himself.

Emphasis on safe working practices:- 

• Knowledge of manual handling technique.
• Procedure for enclose space entry and hazard associate with this.
• Permit to work system 
• Respect barrier, permits ,signs and notices.
• Importance of safety
• Nature of shipboard hazards 
• He must aware of life saving rules.

b) Upkeep of the Safety of his colleagues on board.

  The training should include knowledge and understanding of action to be taken upon encountering an accident or other medical emergency. 

1. Team work:- While working with others as team ,pay attention on safety aspect of job ,take part on job hazards analysis .Be transparent in Passing information.Admit in case of  mistake,this can present some kind of accident.
2. Working knowledge of safe working practices and personal shipboard safety,including: electrical safety,lockout/tag-out, mechanical safety, permit to work systems, working aloft working in enclosed spaces, lifting techniques.
3. Reporting:-JE should be trained to report any hazards situation.This will develop the      reporting quality. Reporting of near miss incident as per company policy.
4. The Training should include knowledge and understanding of action to be taken upon encountering an accident or other medical emergency, Compliance with emergency procedures,effective communication and human relationship on board.
5. Observation:-Ask to develop the sense of observation.

c) Technical job, responsibility he need to learn at the earliest

The Training should include knowledge and understanding of maintaining a Safe Engineering watch   including:

1. duties associated with taking over and accepting a watch .
2. routine duties undertaken during a watch.
3. maintenance of the machinery space logs and the significance of the readings taken.
4. duties associated with handing over a watch,
5. Safety and emergency procedures; change-over of remote/automatic to local control of all systems 
6. Safety precautions to be observed during a watch and immediate actions to be taken in the event of fire or accident, with particular reference to oil systems.

The Training should include knowledge and understanding of the following

1.  Basic configuration, Preparation, Operation of main and auxiliary.
2. Basic configuration, Preparation, Operation of electrical, electronic and control systems.
3. Appropriate use of hand tools, machine tools and measuring instruments for fabrication and repair on board.
4. Maintenance and repair of shipboard machinery and equipment. 
5. Compliance with pollution prevention requirements
6. The Trainee Should be given a basis knowledge of Pipe line Tracing . 
7. The trainee should assist the watch keeping engineer in keeping a watch.

d) What attention he needs to pay towards energy conservation

He should be aware about the best power management practices on boards such as

1. "Switch off lights when not in use".
2. Washing machines and dryers should be set to minimum selector timing: 
3. All non-essential pumps/machinery to be stopped in E/R after arriving at port/anchorage.
4. Printers and scanners when not in use should be powered off and unplugged.
5. In the galley or mess rooms, bread toasters and food warmers should likewise be unplugged immediately after use. Same with battery chargers for walkie-talkies.
6. Running of purifiers at port and idling is minimized so that not only the power and steam consumption but also sludge generation can come down.
7. Hot water calorifier is fitted with an electrical heater of 30 KW capacity. However to conserve energy the vessel generally uses steam (waste heat recovery) for the  calorifier.
8. Engine room temperature in cold climates should be kept as high as practicable so as to minimise waste of energy due to the cold air entering the engines for combustion. This can be done by stopping non-essential E/R blowers and by keeping E/R doors/sky light to the main deck shut. This will minimise flow of cold air inside and will also prevent heat escaping out from open doors.

e) His entitlement with regard to human right in a foreign port.

1. He shall be granted shore leave to benefit his health and well-being and  consistent with the operational requirements of their positions.

2. Seafarers have a right to be repatriated at no cost to themselves.

3. Seafarers have the right to visit a qualified medical doctor or dentist without delay in ports of call, where practicable.

4. For the protection of seafarers in foreign ports, there are measures taken to facilitate:

     (a) access to consuls of their State of nationality or State of residence; and

     (b) effective cooperation between consuls and the local or national authorities.

5. Seafarers who are detained in a foreign port are dealt with promptly under due   process of law and with appropriate consular protection.

6. Whenever a seafarer is detained for any reason the competent authority should, if the seafarer so requests, immediately inform the flag State and the State of  nationality of the seafarer. The competent authority should promptly inform the seafarer of the right to make such a request.

7. The State of nationality of the seafarer should promptly notify the seafarer’s next of kin. The competent authority should allow consular officers of these States immediate access to the seafarer and regular visits thereafter so long as the seafarer is detained.

AnnexV of Marpol ,Dish Water, Grey water, recycling and reuse

Q:-With respect to AnnexV of Marpol explain the significance of following 

Dish Water, Grey water, recycling and reuse

ANSWER:-

a)The revised MARPOL Annex V with an entry into force date of 1 January 2013 prohibits the discharge of all types of garbage into the sea unless explicitly permitted under the Annex.

Dishwater means the residue from the manual or automatic washing of dishes and cooking utensils which have been pre-cleaned to the extent that any food particles adhering to them would not normally interfere with the operation of automatic dishwashers.

Grey water means drainage from dishwater, shower, laundry, bath and washbasin drains. It does not include drainage from toilets, urinals, hospitals, and animal spaces, as defined in regulation 1.3 of MARPOL Annex IV (sewage), and it does not include drainage from cargo spaces. Grey water is not considered garbage in the context of Annex V.

Recycling means the activity of segregating and recovering components and materials for       reprocessing. Recycling is the waste management technique which has the potential for the greatest measurable reduction in a ship’s garbage waste-stream.

Reuse means the activity of recovering components and materials for further use without      reprocessing.

Classification Societies are Recognized Institutions

Q:- Emphasize the validity of "the statement that "Classification Societies are  Recognized Institutions"

    In your view if the statement carries some limitation highlight them with reason.

 List the statutory service undertaken by a classification body on behalf of Administration. 

Answer:-

          Classification societies are organisations that establish and apply technical standards in relation to the design, construction, and survey of marine related facilities including ships and off shore structures. The vast majority of ships are built and surveyed as per standards laid down by classification societies. These standards are issued by classification societies as a published rules A vessel that has been designed and built to the appropriate rules of a society may apply for a certificate of classification from that society may apply for a certificate of classification from that society such certificate is an attestation that a vessel is in compliance with the standards that have been developed and published by the society issuing the classification certificate.

      "Classification Societies are Recognized Institutions"

• Recognized organization (RO) means an organization that has been assessed by a flag State, and found to comply with this part of the RO Code.
• Classification societies are organizations that establish and apply technical standards in relation to the design, construction, and survey of marine related facilities including ships and off shore structures. 
• The vast majority of ships are built and surveyed as per standards laid down by classification societies. 
• These standards are issued by classification societies as published rules. 
• A vessel that has been designed and built to the appropriate rules of a society may apply for a certificate of classification from that society. Such certificate is an attestation that a vessel is in compliance with the standards that have been developed and published by the society issuing the classification certificate.
• In UNCLOS convention of IMO responsibilities of flag state granting the registration  of  a  ship  are  outlined.  Under  article  94,  the  flag  state  must-effectively exercise its jurisdiction and control in administrative, technical and social matters over ships flying its flag. 
• Many flag state countries in the world don‘t have sufficient expertise, experience and technical manpower to carry out the responsibilities of flag state nation regarding maintaining the standards of ships flying their flag so SOLAS and other international conventions permit the flag Administration to delegate the inspection and survey of ships to Recognised Organisation.

 Requirements for Recognized organization are as follows:

1. The Code contains all applicable requirements for ROs in one single IMO mandatory instrument and is intended to assist in achieving harmonized and consistent global assessment and authorization of recognized organizations, including Classification Societies, and will be the quality standard applied for audits of ROs.
2. The RO Code provides Administrations with a standard for a harmonized and consistent assessment when delegating authorization to recognized organizations (ROs) that assists in achieving a consistent oversight of ROs, and clarifies the responsibilities of organizations authorized as ROs, and the overall scope of that authorization.
3. The Code provides a consolidated instrument containing criteria against which ROs are assessed and authorized/recognized, and gives guidance for subsequent monitoring of ROs by Administrations.
4. The Code for recognized organizations (RO Code) was adopted by the Marine Environment Protection Committee, at its 65th session, by means of resolution MEPC.237(65) and by the Maritime Safety Committee, at its 92nd session, by means of resolution MSC.349(92). 
5. The Committees also adopted amendments to mandatory instruments which are expected to enter into force on 1 January 2015 by means of resolutions MEPC.238(65), MSC.350(92) and MSC.356(92) to make parts 1 and 2 of the Code mandatory under MARPOL annexes I and II, SOLAS and the 1988 Load Line Protocol. 
6. The Code consists of three parts. Part 1 contains general provisions. Part 2 contains mandatory provisions for the flag State  and  RO  as  already  contained  in  relevant IMO instruments and applicable international standards. Part 3 contains guidelines for the oversight of ROs by flag States.

• Part 1:-the mandatory requirements that an  organization  shall  fulfil  to be recognized by a flag State ;
• Part 2:-the mandatory requirements that an RO shall fulfil when performing statutory certification and services on behalf of its authorizing flag States ;
• Part 2:-the mandatory requirements that flag States shall adhere to when authorizing an RO ; 
• Part 3:- guidelines for flag State oversight of ROs .

The RO Code establishes:

The Code defines the functional, organizational and control requirements that apply to ROs conducting statutory certification  and  services  performed  under  mandatory IMO instruments, such as, but not limited to, SOLAS, MARPOL and the Load Lines Conventions.

All requirements of the Code are generic and applicable to all ROs, regardless of their type and size and the statutory certification and services provided.

ROs subject to this Code need not offer all types of statutory certification and services and may have a limited scope of recognition, provided that the requirements of this Code are applied in a manner that is compatible with the limited scope of recognition. Where any requirement of this Code cannot be applied due to the scope of services delivered by an RO, this shall be clearly identified by the flag State and recorded in the RO's quality management system.

 Limitations to the role of classification societies as RO :

1. While the authority to carry out statutory surveys and inspection on behalf of flag administration may be delegated to RO, the powers of enforcement of RO are limited. 
2. When required repairs or corrective actions are not carried out or a survey is not passed satisfactorily, RO's do not have the power to detain the ship. 
3. At the most RO can withdraw the statutory certificate or declare them invalid, and notify the ship's flag state or port state where vessel happens to be located for further action.
4. Also, ROs are not guarantors of safety of life at sea or seaworthiness of vessel because classification societies has no control over how a vessel is operated and maintained in between the periodic surveys which it conducts.
5. Acting as recognized organization, classification societies verify compliance with national/ international regulations adopted by a flag state. The RO cannot on its own interpret the regulation, nor without permission use professional judgement to accept equivalent          solutions.
6.   The specific roles of a RO are defined in contract with the flag state and flag state has the ultimate responsibility.

DELEGATION OF AUTHORITY

1. A flag State may delegate authority to an organization recognized as complying with the provisions of this Code to perform, on its behalf, statutory certification and services under mandatory IMO instruments and its national legislation.
2. The flag State shall not authorize functions beyond RO's capabilities. In this respect, the flag State shall take into consideration appendix 2 of this Code for authorization.
3. Flag States should cooperate with each other with the objective of ensuring that ROs to whom they delegate authority adhere to the provisions of this Code.

STATUTORY SERVICES:-

1. Through their extensive resources of manpower, worldwide expertise and technology, the classification societies have the capability to undertake surveys, maintain records and conduct the technical review necessary to fulfill the requirement of various IMO convention and codes based on national standards imposed by individual flag states.

2. Classification society undertakes statutory work on behalf of individual IMO member state.

3. Under the statutory services and activities, ROs may inspect and survey design, construction, equipment and technical part and operation of ship. The elements to be inspected or surveyed will depend on the specific requirement of the flag state.

4. On successful completion of the pertinent survey, the classification society will issue statutory certificate and attest that the ship complies with the legal requirement of the flag state.

5. If delegated by the administration, class may also carry out certification of the SMS according to ISM code.

Bridging Document ( interface contract )

Bridging Document 

1.   Document that aligns and co-ordinates the requirements and responses of various parties in relation to a specific aspect of a project. NOTE Commonly used to align and co-ordinate the emergency response procedures for owner and contractors.

2.    A bridging document is one method used to control cost and time on construction projects also commonly known as and “INTERFACE DOCUMENT” or “BRIDGING DOCUMENT”.A Bridging document shall mean a written document which defines how two or more safety management systems co-exist to allow co-operation and co-ordination on matters of health, safety and environmental protection between different parties (usually the COMPANY and the CONTRACTOR). Such a document cross-references the detailed procedures and combines them into one document which will be used and defines the responsibilities, accountability and work activities of the various parties.It is a document which defines and combines the Standard HSE Terms and Conditions of both, the companies SHE spec rules and policies with the contractors SHE spec rules and policies.Combining and defining both parties most common terms and conditions for HSE practices on a project.Pretty much one needs to sift through both parties documents and make one document or SHE specification file and or plan or HSE Plan and Manual in some cases.Hope this helps to put you in the picture and bring you in line.

3.    a bridging plan will be a document which is developed while looking at both the client and contractors HSE plans. 

when compiling the bridging document, you will essentially look at each step of the project and how / where it fits in with the HSE Plans. At this point you will look at the HSE Plans and decide on the specific company HSE Plan where the requirements are highest and input that requirement as the "chosen one" to follow during the project. 

So essentially the difference being that the HSE Plan is a company specific document whereby the Bridging Document forms the "bridge" which incorporates the best of both HSE Plans.

4.    Contractors usually define the HSE Plan that the Subcontractor need to also comply. Subcontractors will also have their own HSE Plan which will be prepared and tailored specifically to Contractor requirements. In order to link the document from Sub-Contractor and Contractor, usually the subcontractor will prepare the bridging document to align their HSE system with Contractor HSE system.