Identification, maintenance and certification of loose lifting gear

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

1. Identification, maintenance and certification of loose lifting gear

ANSWER :-

Identification, maintenance and certification of loose lifting gear Identification :-

1. Loose gear is any item which attaches the load to the appliance or an    interchangeable item in the load path, not permanently attached to the lifting appliance or which are not an integral part of the lifting appliance. Loose gear may also be known as lifting gear or lifting accessories.
2. Loose gear items include: hooks, blocks, chains, shackles, swivels, rings, links, slings, grab buckets, spreaders, lifting beams and lifting frames.
3. Every lifting equipment and its component parts shall be identified with a visible   marking including the safe working load (SWL).
4. Every item of the loose gear should be legibly and durably marked with a  alphanumeric identification mark to relate it to record of test examination and where appropriate to indicate the quality of steel from which it is made.
5. Where prominent it should be incised, stamped or outline- welded.
6. Where practicable,the SWL should be marked on the equipment prominently. However where this is not possible (i.e., a small lifting gear), a coding system can be used to provide the user with the required information. Examples of such systems       include colour coding or attaching some form of label.
7. Where a number of lifting accessories are assembled to form a single lifting equipment which is not dismantled after use, the assembly should be marked to indicate its safety characteristics to users.
8. Where there are other characteristics which may cause a lifting accessory to become unsuitable for use in a particular application, this information should be marked or otherwise made available to the user.

Certification :-

1. Article 25(2) of the Occupational Safety and Health (Dock Work) Convention, 1979 (No. 152), requires that “a register of the lifting appliances and items of loose gear shall be kept in a form prescribed by the competent authority.
2. Every item of loose gear shall, before being taken into use for the first time be tested, thoroughly examined and certified by a competent person in accordance with the   required regulations.
3. Upon satisfactory completion of the procedures indicated, the competent person shall complete and issue the Register of Lifting Appliances and attach the appropriate  Certificates. An entry shall be made in Part I of the Register.

• The certification form to be used in conjunction with this Register (Form No. 1) is Form No. 3 – Certificate of test and thorough examination of loose gear. It contains the  Identity of national authority or competent organization, Name of Ship, Certificate No., Port of Registry, Name of Owner, Distinguishing number or mark, Description of loose gear, Number Tested, Date of test, Test loaded (tonnes), Safe working load (SWL) (tonnes), Name and address of makers or suppliers, Name and address of the firm of competent person and instructions.

Maintenance of loose gears :-

1. Inspection of hooks and other load-lifting attachments, safety catches and swivels for damage, free movement or wear, and checks to ensure that hook shank threads and  securing nuts do not show signs of excessive wear or corrosion.

2. Inspections of blocks should check that:

• — sheaves are not cracked at the rim, and no part of the rim is missing;
•  — grooves are not excessively worn;
• — sheaves turn freely and smoothly;
• — head-fitting swivels are securely fastened and free from visible defects;
• — shanks are not distorted, turn freely by hand and are not slack in their holes.

3. Regular visual inspections of every item of loose gear shall be carried out by a responsible person before use. A record of these regular inspections is to be entered in Part II of the Register of appliances and loose gears, but entries need only be made when the inspection has indicated a defect in the item.

4. Every item of loose gear shall be thoroughly examined by a competent person at least once in every 12 months. The particulars of these thorough examinations shall be entered in Part I of the Register.

5. Retesting and thorough examination of every item of a loose gear is to be carried out after every substantial alteration or renewal or after repair of any stress bearing part. It should be entered in part I of the register.

6. No new item of loose gear shall be manufactured of wrought iron. Heat treatment of any existing wrought iron components should be carried out to the satisfaction of the  competent person. No heat treatment should be applied to any item of loose gear unless the treatment is in accordance with the manufacturer’s instruction; to the satisfaction of the competent person. Any heat treatment and the associated examination are to be recorded by the competent person in Part I of the Register.

7. Hammer tests may be carried out to investigate extent of corrosion, non-destructive examination to investigate any cracking, where necessary dismantling of moving or concealed parts to investigate wear and tear, where necessary.

8. Loose gear should be stored in area where they will not be subjected to mechanical damage, corrosive action, moisture, extreme temperatures etc.
9. Shock loading should be avoided. Loose gear should never be kept under prolonged tensions. Threads of eye-bolts and shackles to be maintained in good condition to  ensure proper tightening.

Dry-Docking major event , first special survey

  Q:- Why is dry-docking referred to as a major event in the maintenance of a ship?

As a Chief Engineer explain different steps that need consideration while planning a dry-docking project of a ship due for its first special survey.

ANSWER :- 

1. Dry-docking is referred to as a major event in the maintenance of a ship because of reason that without it the underwater portion of ship cannot be assessed and due to the extent of survey/items to be examined during dry docking.
2. Dry docking is a process whereby a ship is brought into a dock which is then emptied of sea   water so that work can be performed on the exterior part of the ship below the waterline.
3. The purpose of dry docking is to examine underwater hull and fittings, assess their  condition and carry out  required repair and maintenance.
4. As per M.S. cargo ship construction and survey rules (INDIA) 1991, every vessel has to dry dock twice in 5 years in which the intermediate dry dock should be at two and half years but can be extended up to 3 years. Intermediate dry dock can be replaced by in water survey, but the ship has to be dry docked at 5 year interval.
5. M.S. cargo ship construction and survey rules 1991 also states that propeller shaft and the tube shaft driving screw propellers shall be withdrawn and surveyed at intervals not exceeding two and half years, but Principal officer can extend it up to 3 years. However, depending upon the tail shaft system like oil bath or water bath, keyless propeller or keyed propeller, the survey requirement can be extended. One of the dry docking has to coincide with the special survey, which is done once in 5 years.

Requirement of special or class renewal survey; - for first special survey ship <= 5 years

  Special Surveys are to be carried out at 5 years intervals to renew the Classification Certificate. 

A docking survey in accordance with the requirements of class is to be carried out as part of the special survey.

there are two special survey  special survey Hull and machinery 

Special survey hull 

The first special survey is to be completed within 5 years from the date of the initial classification survey and thereafter 5 years from the assigned date of the previous special survey. However, an extension of class of 3 months maximum beyond the 5th year may be granted in exceptional circumstances. 

 For surveys completed within 3 months before the expiry date of the special survey, the next period of class will start from the expiry date of the special survey. For surveys completed more than 3 months before the expiry date of the special survey, the period of class will start from the survey completion date.

The special survey may be commenced at the 4th annual survey and be progressed with a view to completion by the 5th anniversary date. 

 As part of the preparation for special survey, the thickness measurement and survey programme is to be dealt with, in advance of the special survey. The thickness measurement is not to be held before the 4th annual survey.

 Record of special survey will not be assigned until the machinery survey has been completed.

Special Survey I (5 years old) :-Tank internal examination requirements for steel craft

• Peaks:-All tanks
• Salt water ballast:-All tanks
• Lubricating oil:-None
• Fresh water:-None
• Oil fuel:-None
• Sanitary:-All tanks

 Thickness measurement 

The thickness measurements are normally to be by means of ultrasonic test equipment and are to be carried out by an approved firm.

Thickness measurements may be carried out within the 12 months prior to the due date of the special survey.

The minimum requirements for thickness measurements are As per ship type and age of ship.

Thickness measurements are normally to be carried out under the supervision of the Surveyor. However, the Surveyor may accept thickness measurements not carried out under his supervision subject to re-checking the measurements as deemed necessary to ensure acceptable accuracy.

A thickness measurement report is to be prepared. The report is to give the location of measurements, the thickness measured as well as corresponding original thickness. Furthermore, the report is to give the date when the measurements were carried out type of measurement equipment, names of personnel and their qualifications and has to be signed by the operator. The report is to be verified and countersigned by the Surveyor.

Special Survey I (5 years old) Suspect areas, as required by the Surveyor and may include areas where the coatings are found to be other than in GOOD condition .

special survey- machinery

 The machinery special survey becomes due five years from the date of build or from the last assigned machinery special survey (SSM) date.

 Upon satisfactory completion of the machinery special survey an appropriate record will be entered in the supplement of Register of Ships.

Continuous survey of machinery (CSM)

 At the request of the Owners and upon approval of the proposed arrangement a system of continuous survey of machinery (CSM) may be undertaken whereby the requirements of special survey of machinery are completed within a five year period. The survey cycle is to be such as would ensure that the interval between consecutive examination of each item does not exceed five years and it is expected that approximately an equal proportion of the machinery would be subjected for survey each year.

Further parts of machinery may require to be opened if  any defects are found during the course of Survey of any item and the defects made good to the satisfaction of the Surveyor

Survey requirements machinery

         All auxiliary engines driving the generators and other essential machinery together with their coolers and attached pumps are to be opened up and examined as considered necessary by the Surveyor. Alarms and safety devices fitted on these units are to be included in this survey.

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

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

 Propulsion system:-shafts thrust block and all bearings are to be examined. The lower halves of bearings need not be exposed if alignment and wear are found to be acceptable.

      An examination is to be made as far as practicable of all propulsion gears complete with all wheels, pinions, shafts, bearings and gear teeth, thrust bearings and incorporated clutch arrangements.

All pumps, heat exchangers, forced draught fans, etc. used for essential purposes are to be opened up and examined as considered necessary by the Surveyor.

 The valves, cocks and strainers of the bilge system including bilge injection are to be opened up as considered necessary by the Surveyor and together with pipes, are to be examined and tested under working conditions. If non-return valves are fitted in hold bilges, these are to be opened up for examination.

Reduction gears, flexible couplings and clutch arrangements are to be opened as considered by the Surveyor in order to permit the examination of the gears, gear teeth, spiders, pinions, shafts and bearings, reversing gears, etc. Essential parts of other power transmission arrangements are to be opened up and examined as considered necessary by the Surveyor.

Holding down bolts and chocks of main and auxiliary engines, gear cases, thrust blocks and tunnel bearings are to be checked.

 Intermediate shafts and bearings, thrust bearings and their seating are to be examined. The lower halves of bearings need not be exposed if alignment and wear are found acceptable.

 Sea connections:- All openings to the sea including sanitary and other overboard discharges in the machinery spaces and pump rooms together with valves and cocks are to be examined internally and externally. 

 Internal combustion engines for propulsion:-All working parts of the engines and their attached pumps are to be opened and examined. These are to include all cylinders, cylinder heads, valves and valve gear, pistons, piston rods, cross-heads, guides, connecting rods, crankshafts, vibration dampers and all bearings, camshafts and driving gear, fuel pumps and fittings, scavenge pumps, scavenge blowers and their prime movers, superchargers, air compressors, inter coolers, clutches, reverse gears, crankcase door fastenings and explosion relief devices and such other parts of the machinery as may be considered necessary. Integral piping systems are to be examined. The maneuvering of engines is to be tested under working condition.

Unattended machinery spaces/Remote control systems:-the proper operation of the safety devices will be checked, in particular, such as emergency stops, emergency astern movement, standby control of the propelling gear, fire alarm.The log recording the operating conditions is to be checked.  

Electrical equipment survey requirements:-An electrical insulation resistance test is to be made on the electrical equipment and cables. 

 The fittings on the main and emergency switchboards, verify that they provide suitable protection for their respective circuits.

 Generator circuit-breakers are to be tested, so far as is practicable, to verify that protective devices, including preference tripping relays, if fitted, operate satisfactorily.

The electric cables and their securing arrangements are to be examined, 

All generators and steering gear motors are to be examined and are to be operated under working conditions, though not necessarily under full load or simultaneously.

Navigation light indicators are to be tried under working conditions, and correct operation on the failure of supply or failure of navigation lights verified.

Emergency lighting, transitional emergency lighting, supplementary emergency lighting, general emergency alarm and pump address systems are to be tested as far as practicable.

 Where batteries provide the source of power for any essential services, their installation, including charging and ventilation arrangements, is to be examined.

Preparation for survey:-

C/E should consider following things while planning for dry dock /first special survey

The ship is to be prepared for overall survey in accordance with the requirements . The preparation is to be of sufficient extent to facilitate an examination to ascertain any excessive corrosion, deformation, fractures, damages and other structural deterioration. 

• Defect list to check
• class status report to be checked and prepare a list of items due for the survey. and send it to the superintendent for arranging surveyor for this.
• Necessary action, such as Tanks and spaces are to be safe for access, i.e. gas freed, ventilated and illuminated. 
• Also stock of spare ,tools and store to be check and ensure adequate is available for dry docking .
• The Detailed dry dock plan will be prepared together with the ships superintendent .
• Check painting requirements for hull and advise master accordingly for raising a requisition for paints.
• Check the; last anchor chain report and accordingly prepare for anchor and anchor chain inspection.
• Carry out a gauging inspection / thickness measurement and establish the scope of steel repairs.
• Make a complete list of all certificates expiring; list of conditions of class to be dealt with is clear, list of new applicable regulations to be attended to is available.
• Modifications /fabrications if any as per new regulations should be prepared.
• In preparation for survey and thickness measurements and to allow for a thorough examination, all spaces are to be cleaned including removal from surfaces of all loose accumulated corrosion scale. 
• Sufficient illumination is to be provided to reveal corrosion, deformation, fractures, damages or other structural deterioration.
• For the survey, means are to be provided to enable the surveyor to examine the hull structure in a safe and practical way. 

 Equipment for survey :-Thickness measurement is normally to be carried out by means of ultrasonic test equipment. The accuracy of the equipment is to be proven to the Surveyor as required. Thickness measurements are to be carried out by a firm approved by the society.

One or more of the following fracture detection procedures may be required if deemed necessary by the Surveyor: 

• Radiographies equipment; 

• Ultrasonic equipment; 

• Magnetic particle equipment; 

• Dye penetrant.
Document and drawing to be kept ready before dry dock

• General arrangement plan
• Tank arrangement and capacity plan
• Shell expansion plan
• Fire plan
• Muster list
• Detail of ship's communication system
• Class survey reports,

Mean piston speed, its significance on consumption of fuel oil .

Q:-Illustrate mean piston speed, its significance on consumption of fuel oil. Explain how mean piston speed is related to r.p.m. and ideal combustion. Joining an old ship as Chief Engineer, formulate a methodology by which you can ascertain   the optimum use of fuel oil against desired mean piston speed.

 Mean Piston speed: The mean piston speed is a parameter in the power equation which suggests that power can simply be increased by increasing the MPS. But this can only be done up to the limitations imposed by the following consideration.

                  Dynamic forces and moments are generated within the engine system when the reciprocating and rotating masses are in motion. The magnitude of these forces are greatly increased with speed on bearings, bearing bolts and other moving parts and    reaction forces on stationery members are increased due to inertia forces. Similarly the peak turning moment of the fluctuating torque due to the moments of forces and the    reaction torques is also magnified in magnitude failure as a consequence of high   maximum fluctuating stress is a factor which should receive more consideration in the design.

          Speed decreases the service life at those components which form rubbing and rotating. The relative surface speed must be such that the rate of wear of piston rings or liners must be within the acceptable limits speed however is not the only criteria on for wear as it is known that wear on the liner is maximum at top center where the speed is least. Nevertheless, where the working condition is identified as one of extreme with high     temperature and pressure existing and lubrication being in the thin film region speed must be limited for greater safety and reliability. The output at the cylinder is lowered   beyond a certain speed as the efficiency of the gas exchange process sharply drops.    

           The output of a diesel engine depends on its capacity to breath fresh air at the beginning of compression. At a high piston speed the resistance of gases to how in and out of the cylinder increases high level of torsional vibration in the elastic shaft system.

The expression (2Ln) for mean piston speed can be re arranged as follows:  

         Mps  = 2 x Stroke   x n      where n=(N/60)   , N=rpm

           The expression further suggests that besides a power function the mps permits manipulation of other parameters for certain gain for a certain mps and bore diameter, shorter the stroke higher is the speed of revolution. A short stroke reduces the height and weight of the engine considerably.

             Significance on consumption of fuel oil:-

    M.P.S. = 2Ln ; if stroke is constant, then MPS is proportional to N

    Now Power P = P_mLAN

        where, P_m = mean effective pressure

                    L   = stroke

                    A   = area of cylinder

                    N   = revolutions per minute 

      If L & A are constant;

      Then     Power α P_m.N

       Equation of power is also related to displacement and speed of ship.

              Power α Δ^⅔ V³

   where    Δ = Displacement

                V = ships speed

At constant displacement of ship

         power α V³

          but V α p.N

where      p  = propeller pitch

                N = rpm

  but p is constant

Therefore, V α N

Now putting this value in the power equation

   power α V³α N³

Now we can conclude that,

   power α (MPS)³

Therefore MPS is the parameter of the power equation.

But the fuel consumption of a ship depends upon the power developed, indeed the     overall efficiency of power plant is often measured in terms of the specific fuel  consumption which is the consumption per unit of power expressed in kg/kwh

Fuel consumption per unit time α power

                                                       power α Δ^⅔ V³

       Therefore, fuel consumption per unit time α Δ^⅔ V³

       or      fuel consumption/day    =    Δ^⅔ V³               _ tonnes

                                                                                      fuel coefficient

                                                                                                        

        in above equation, at constant Δ and constant value of fuel coefficient,

                               fuel cons./day α V³

                                   but           V α p x N

                               Therefore     V α N   (because propeller pitch p is constant)

             Therefore,  fuel/cons. /day α N³

             We know that,         MPS α N

              Therefore, fuel cans. /day α  (MPS)³

      From the above equation, we can say that the higher the mean piston speed, higher the fuel cans. and lower the MPS, lower the fuel cons.

       Increase and decrease of MPS has limitations due to following reasons:-

1) If MPS is high, time available for fuel combustion is very less, so some unburnt fuel will carry forward to exh. gas due to incomplete combustion; thus fuel consumption increases and thermal efficiency becomes low

2) At low MPS, compression is isothermal, but we need adiabatic compression, i.e. no heat loss or gain. at slow MPS, compression temperature is not sufficient to complete combustion of fuel injected, and unburnt fuel will carry over resulting in to black smoke and higher fuel         consumption.

        How MPS is related to rpm and ideal combustion:-

        MPS plays a great role as far as scavenging, i.e. exchange of gases is concerned. the output of the cylinder is lowered beyond a certain piston speed as the efficiency of the gas exchange process sharply drops. With effective MPS, better scavenging and         compression temp. Can be achieved, resulting in complete combustion of fuel oil          injected. Complete / ideal combustion gives you better power and RPM.

         The methodology by which you can ascertain the optimum use of fuel oil against desired mean piston speed in an old ship:-

            Upon joining an old ship as a chief engineer, the following checks are to be carried out:-

1. Check all the parameters of the engine
2. Take power cards for all the units
3. Check fuel and cylinder lub. oil cons. of engine
4. Check that PMS for m/e is being followed as per maker's instructions
5. Check the maintenance history of main engine

  All above parameters you can compare with previous record, including sea trial records. From above, you will come to know about the status of M/E & its output and fuel cons. For optimum fuel consumption, firstly, better scavenging and better  compression should be there, and mean piston speed is affecting scavenging.

1) Factors affecting scavenging to be maintained.

• Scavenge ports to be kept clean.
• Turbo charger air filter to be kept clean.
• Air cooler both air and water side clean.
• Exhaust valve maintenance as per PMS.

2) Engine parameters must be closely monitored.

• Exhaust temperature and color of smoke.
• Engine peak pressure and performance.
• Inspection through scavenge ports.
• Scavenge temperature.

1.   Fuel System:-

• Fuel purification to be proper
• Fuel pressure to be maintained
• Fuel injectors are in good overhauled and pressure tested condition
• Fuel timing should be proper
• Condition of fuel pump should be good
• Correct fuel temp. to be maintained

1.  Optimise cylinder lubrication by manual setting.
2. Maintain the PMS of M/E.

Attained energy efficiency design index and Required energy efficiency design index

Q:-With respect to energy efficiency design index explain in details the following:

1. Attained energy efficiency design index
2. Required energy efficiency design index  

ANSWER :-

Amendments to MARPOL Annex VI were adopted during MEPC 62 in July 2011 (resolution MEPC. 203(62)), adding a new chapter 4 to Annex VI on Regulations on energy efficiency for ships to make mandatory the EEDI for new ships, and the SEEMP for all ships. The regulations apply to all ships of 400 gross tonnage and above and are expected to enter into force on 1 January 2013. 

EEDI is a number accounting for the amount of CO2 generated per tonne-mile of cargo carried. A higher EEDI indicates a less energy efficient ship (by design)

Purpose of the EEDI 

The Energy Efficiency Design Index for new ships creates a strong incentive for further improvements in ships’ fuel consumption. The purpose of IMO’s EEDI is: 

1.  to require a minimum energy efficiency level for new ships; 
2.  to stimulate continued technical development of all the components influencing the fuel efficiency of a ship; 
3. to separate the technical and design based measures from the operational and commercial measures (they will/may be addressed in other instruments); and 
4.  to enable a comparison of the energy efficiency of individual ships to similar ships of the same size which could have undertaken the same transport work (move the same cargo). 

A) Regulation 20:-Attained Energy Efficiency Design Index (Attained EEDI) 

‘The actual EEDI of a vessel is called the attained EEDI and its calculated based on guideline published by IMO.’

 The attained EEDI shall be calculated for:

• each new ship;
• each new ship which has undergone a major conversion; and
• each new or existing ship which has undergone a major conversion, that is so extensive that the ship is regarded by the Administration as a newly constructed ship.

1. The attained EEDI shall be specific to each ship and shall indicate the estimated performance of the ship in terms of energy efficiency, 
2. The EEDI technical file that contains the information necessary for the calculation of the attained EEDI and that shows the process of calculation. 
3. The attained EEDI shall be verified, based on the EEDI technical file, either by the Administration or by any organisation  duly authorised by it.
4. The attained EEDI shall be calculated taking into account guidelines developed by the (IMO)Organisation RESOLUTION MEPC.212(63).
5. The attained ship Energy Efficiency Design Index (EEDI) is a measure of ships energy efficiency (g/t*nm).
6. The EEDI provides a specific figure for an individual ship design expressed in grams of CO2 per ship’s capacity mile and a smaller EEDI value indicate a more Energy efficient ship.
7.     Attained EEDI   <=   Required EEDI

 The EEDI is calculated using the following simplified formula:

                            CO2 Emission

  EEDI     =  -------------------------------

                           Transport Work

 EEDI is a ship's carbon dioxide output divided by its cargo-carrying capacity.

                    Power · Specific Consumption · Carbon Conversion 

EEDI =  --------------------------------------------------------------------------

                                              Capacity · Speed

The CO2 emission represents total CO2 emission from combustion of fuel at design stage , including propulsion and auxiliary engine taking into account the carbon content of the fuel in question. If some innovative energy efficient technology or non conventional source of energy is used on board the energy saved by this means will be deducted from the total CO2 emission based on actual efficiency of system.
Transport work is calculated by multiplying the ships capacity as designed with ships design speed measured at max design load condition.

 In the equation above, the EEDI is a value calculated taking design values as parameters, and it expresses the CO2 emission reduction potential. EEDI is required to satisfy the IMO standard value for new ships to be built and is being introduced in phases as regulatory measures.

These ships will be required to have an International Energy Efficiency Certificate (IEEC). 

Verification of the EEDI 

 Regulation 20 of the regulatory text requires the attained EEDI for a new ship to be verified. Guidelines on verification of the EEDI are to assist verifiers (ship surveyors) of the EEDI in conducting the verification in a uniform manner. The guidelines will also assist shipowners, shipbuilders as well as engine and equipment manufacturers, and other interested parties, in understanding the procedures of EEDI verification. 

 EEDI verification should be conducted on two stages: 

1. preliminary verification at the design stage, 
2. final verification at the sea trial, before issuance of the final report on the verification of the attained EEDI. 

b.Required EEDI :-MARPOL Annex VI Chapter 4 Regulation 21

1. The EEDI establishes a minimum energy efficiency requirement for new ships depending on ship type and size and is a robust mechanism to increase the energy efficiency of ships stepwise for many decades to come. The EEDI is a non-prescriptive, performance based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. As long as the required energy efficiency level is attained, ship designers and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations. The reduction level in the first phase is set to 10% and will be tightened every five years to keep pace with technological developments of new efficiency and reduction measures. IMO has set reduction rates up to 2025 from when a 30% reduction is mandated for most ship types calculated from a reference line representing the average efficiency for ships built between 1999 and 2009.
2. Required Energy Efficiency Design Index is the maximum value of attained EEDI that is allowed by MARPOL Annex 6 Chapter 4 Regulation 21 for the specific ship type and size.

 The Required EEDI shall be applied for ship which falls into one of the categories defined in MARPOL Annex 6 Regulation 2.25 to 2.31 and to which MARPOL Annex 6 Chapter 4 is applicable.For each: 

• new ship;
• new ship which has undergone a major conversion; and
• new or existing ship which has undergone a major conversion that is so extensive that the ship is regarded by the Administration as a newly constructed ship

1. A ship’s attained EEDI must be equal to or less than the required EEDI for that ship type and size, which will be a function of the reference line value and a reduction factor X i.e

                              Attained EEDI ≦ Required EEDI 

  Required EEDI= (1-X/100) × Reference line value               ,where X is the reduction factor.

1. Reference lines have been developed by the IMO for a number of ship types. The EEDI reference lines refer to statistically average EEDI curves derived from data for existing ships. The reference lines are ship specific and dependent on ship type and size.
2. The reference line value is formulated as 

                                                                         -c         

  Reference line value = a (100% deadweight)  

                                                                  -c

                i.e. Reference line value = a × b 

where "a" and "c" are parameters given in Table 2 of Marpol Annex VI , Chapter 20 determined from the regression curve fit and b is the deadweight.

Eg.  

Capacity Depending on the ship type, different units for capacity are used: 

• For bulk carriers, tankers, gas carriers, container ships, general cargo ships, refrigerated cargo ships, combination carriers, LNG carriers and all types of Ro-Ro ships deadweight (DWT) is used. 
• For container ships the capacity is 70 % of DWT. 
• For cruise passenger ships GT is used as capacity. 

Reduction factors (X)will be used to implement the EEDI in phases so as to gradually reduce the required EEDI. The required EEDI will be reduced by X % each five years based on the initial value (Phase 0) and depending on the vessel size. 

    The EEDI phases are

1. Phase 0 ( 1 Jan 2013 – 31 Dec 2014 ) – 0 %
2. Phase 1 ( 1 Jan 2015 – 31 Dec 2019 ) – 10 %
3. Phase 2 ( 1 Jan 2020 – 31 Dec 2024 ) – 20 % and -15%
4. Phase 3 ( 1 Jan 2025 and onwards ) -30 %

The major amendments to SOLAS which have entered into force in 2015

Q:- What are the major amendments to SOLAS which have entered into force in 2015. Briefly discuss any five of them.

                1 January 2015: Code for Recognized Organizations :-Code for recognised organisations (RO Code) becomes mandatory under SOLAS, MARPOL and Protocol of 1988 relating to the International Convention on Load Lines, 1966. 

1 January 2015: Entry into force of 2013 May SOLAS amendments Amendments to the following: 

- SOLAS regulation III/19 to require musters of newly embarked passengers prior to or     immediately upon departure; 

• SOLAS regulation III/19, on emergency training and drills, to mandate enclosed-space entry and rescue drills, which will require crew members with enclosed-space entry or  rescue responsibilities to participate in an enclosed-space entry and rescue drill at least once every two months. 

• Related amendments also to the International Code of Safety for High-Speed Craft (HSC Code), 
• the Code for the Construction and Equipment of Mobile Offshore Drilling Units (MODU Code) and 
• the Code of Safety for Dynamically Supported Craft (DSC Code).

-Amendment to ISM code

-SOLAS CH V Reg 19, para 2.10   entry into force :-01/07/2015 ,ship type  Tankers ≥3,000 gt 

1. Code for Recognised Organizations (RO Code)(entering into force on01.01.2015)

SOLAS Chapter XI-1 has been updated to make the newly adopted Code for Recognised Organisations mandatory. 

All amendments adopted to the RO Code will also be deemed mandatory.

“The Code serves as the international standard and consolidated instrument containing minimum criteria against which organisations are assessed towards recognition and authorisation and the guidelines for the oversight by flag States.”
It comprised three parts:
1) General – including communication of information, scope of the code and delegation of authority.
2) Recognition and authorisation requirements for organisations – including management, resources, performance measurement and quality management systems.
3) Oversight of recognised organisations – including principles of auditing and how to  establish and manage an oversight programme.

2. Safety instructions for passengers(entering into force on01.01.2015)

(SOLAS Ch III Regulation 19 – Emergency training and drills )

The time when muster of passengers according to SOLAS III, Reg. 19.2.2 shall be

carried out will be harmonised with the time of passengers´ safety briefing according

to SOLAS III, Reg. 19.2.3. Musters shall be carried out before departure or immediately

after departure.

 require musters of newly embarked passengers prior to or immediately upon departure;

    Ships carrying passengers that are to be on board for more than 24 hours must take musters of newly-embarked passengers ‘prior to or immediately upon departure’. Passengers must be instructed in the use of life-jackets and on what action to take in the event of an emergency. Passenger safety briefings must also be given prior to or immediately after departure. This must be made by announcement on the ship’s public address system or equivalent means and may be supplemented by information cards, posters or video programmes.

3.Enclosed space entry and rescue drills

(SOLAS Ch III Regulation 19 – Emergency training and drills )

According to SOLAS III, Reg. 19.3.3  ‘crew members with enclosed space entry and

rescue responsibilities shall participate in corresponding safety drills at least once

every two months’.

Enclosed space entry and rescue drills should be planned and conducted considering

the recommendations provided by the IMO (Resolution A.1050(27) Revised Recommendations

for entering enclosed spaces aboard ships).

These must include the following:
“.1 checking and use of personal protective equipment required for entry;
.2 checking and use of communication equipment and procedures;
.3 checking and use of instruments for measuring the atmosphere in enclosed spaces;
.4 checking and use of rescue equipment and procedures; and
.5 instructions in first aid and resuscitation techniques.”

Every crew member shall be instructed about risks associated with entering enclosed

spaces and applicable procedures on board. The instruction shall be given within the

regular intervals of instructions in the use of the ship's life-saving and fire extinguishing

appliances every two months (SOLAS III, Reg. 19.4.2.5 in conjunction with Reg. 19.4.1).

Drills shall be recorded in the ship's log-book.

 Note :- Related amendments also to the International Code of Safety for High-Speed Craft (HSC Code), 

the Code for the Construction and Equipment of Mobile Offshore Drilling Units (MODU Code) and 

the Code of Safety for Dynamically Supported Craft (DSC Code).

4. Amendments to the ISM-Code

1. According to paragraph 6.2 of the ISM-Code the company is required to ensure that

the ship is appropriately manned in all situations of ship operation (cf. Principles of

minimum safe manning, Resolution A.1047(27)):

     "6.2 The Company should ensure that each ship is:

.1 manned with qualified, certificated and medically fit seafarers in accordance

with national and international requirements; and

.2 appropriately manned in order to encompass all aspects of maintaining safe

operations on board."

2. According to new paragraph 12.2 the responsible company is obliged to verify in regular

intervals whether third parties which undertake ISM-related tasks act in conformity

with the company's safety management system:

"12.2 The Company should periodically verify whether all those undertaking delegated

ISM-related tasks are acting in conformity with the Company's responsibilities under

the Code."

In the ISM-Code, reference to guidelines and recommendations developed by the IMO

will be added in footnotes

5. SOLAS CH V Reg 19, para 2.10   entry into force :-01/07/2015 

ship type  Tankers ≥3,000 gt

summary of regulation

This resolution requires that “tankers of 3,000 gross tonnage and upwards constructed before 1 July 2012, not later than the first survey* on or after 1 July 2015” must be fitted with ECDIS if they are engaged on international voyages.

Electronics chart display and information system.

The major amendments to SOLAS which have entered into force in 2014

Q:- What are the major amendments to SOLAS which have entered into force in 2014. Briefly discuss any five of them. 

Answer

1 January  2014: Entry into force of May2012 SOLAS amendments .

1.  amendment to SOLAS regulation II-1/8-1, to introduce a mandatory requirement for new passenger ships for either onboard stability computers or shore-based support, for the purpose of providing operational information to the Master for safe return to port after a flooding casualty;
2. amendment to SOLAS regulation III/20.11.2 regarding the testing of free-fall lifeboats, to require that the operational testing of free-fall lifeboat release systems shall be performed either by free-fall launch with only the operating crew on board or by a simulated launching;
3.  amendment to SOLAS chapter V to add a new regulation V/14 on ships' manning, to require Administrations, for every ship, to establish appropriate minimum safe manning levels following a transparent procedure, taking into account the guidance adopted by IMO (Assembly resolution A.1047(27) on Principles of minimum safe manning); and issue an appropriate minimum safe manning document or equivalent as evidence of the minimum safe manning considered necessary; 
4.  amendment to SOLAS chapter VI to add a new regulation VI/5-2, to prohibit the blending of bulk liquid cargoes during the sea voyage and to prohibit production processes on board ships;
5. amendment to SOLAS chapter VII to replace regulation 4 on documents, covering transport information relating to the carriage of dangerous goods in packaged form and the container/vehicle packing certificate; and
6.  amendment to SOLAS regulation XI-1/2 on enhanced surveys, to make mandatory the International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code, resolution A.1049(27)).

1 July 2014: Entry into force of November 2012 SOLAS amendments 

1. Reducing on-board noise:- entering into force on 1 July 2014 is the new SOLAS           regulation II-1/3-12, which requires new ships to be constructed to reduce on-board noise and to protect personnel from noise, in accordance with the revised Code on noise levels on board ships, which sets out mandatory maximum noise level limits for machinery spaces, control rooms, workshops, accommodation and other spaces on board ships. 
2. Recovery of persons from the water :-Amendments to SOLAS regulation III/17-1 to        require ships to have plans and procedures to recover persons from the water, as well as related Guidelines for development of plans and procedures for recovery of persons from the water. Also, a related MSC resolution on Implementation of SOLAS regulation III/17-1 to ships to which SOLAS chapter III does not apply; 
3. Fire-fighter communication on-board:-Amendments to SOLAS regulation II-2/10 on fire fighting enter into force on 1 July 2014, to require a minimum of two two-way   portable radiotelephone apparatus for each fire party for fire fighters’ communication to be carried. The apparatus shall be of an explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014 shall comply with the above requirements not later than the first survey after 1 July 2018. 
4. Instructions, on-board training and drills:-amendments to regulation II-2/15 on                 instructions, on-board training and drills require an on-board means of recharging breathing apparatus cylinders used during drills, or a suitable number of spare cylinders. 
5. Protection of vehicle, special category and ro-ro spaces ,Another amendment to          regulation II-2/20 on protection of vehicle, special category and ro-ro spaces related to fixed fire-extinguishing systems, updates the requirements.  The amendments      apply to ships constructed on or after 1 July 2014. Ships constructed before 1 July 2014 shall comply with the previously applicable requirements.
6. Forms of certificates and records of equipment:-Other amendments to the appendix to the annex to the SOLAS Convention replace all forms of certificates and records of equipment, including its 1988 Protocol, and further amendments relate to the forms of the Cargo Ship Safety Construction Certificate and Cargo Ship Safety Equipment Certificate of its 1978 Protocol. 

Five discuss

1.Recovery of persons from the water

The SOLAS amendments, adopted in 2012, were developed as part of the International Maritime Organization (IMO)’s work on large passenger ship safety and are aimed at ensuring all ships have the capability to effectively serve as a rescue asset and have the right equipment to be able to rescue persons from the water and from survival craft, in the event of an incident.  

This new requirement is intended to enhance safety at sea and also to provide support to search and rescue coordinators in all types of rescue operations and, particularly, in those situations where there is insufficient dedicated search and rescue capacity or access to helicopters and specialized rescue craft is limited. 

The ship’s plans and procedures should take into account related Guidelines for the development of plans and procedures for recovery of persons from the water (MSC.1/Circ.1447). 

Ships constructed before 1 July 2014 are required to comply with the requirement by the first periodical or renewal safety equipment survey of the ship to be carried out after 1 July 2014,whichever comes first.

The implementation of the requirements on ships to which SOLAS does not apply is encouraged under a related MSC resolution​, also adopted in 2012,  which invites SOLAS Contracting Governments to determine to what extent the requirements should apply to: cargo ships of a gross tonnage below 500 engaged on any voyage; cargo ships of a gross tonnage of 500 and above not engaged on international voyages; passenger ships not engaged on international voyages; fishing vessels; high-speed craft; dynamically supported craft; special purpose ships; and mobile offshore drilling units.

For seafarers, IMO has issued A Pocket Guide to Recovery Techniques (IMO I947E).

2.Reducing on-board noise:- entering into force on 1 July 2014 is the new SOLAS  regulation II-1/3-12, which requires new ships to be constructed to reduce on-board noise and to protect personnel from noise, in accordance with the revised Code on noise levels on board ships, which sets out mandatory maximum noise level limits for machinery spaces, control rooms, workshops, accommodation and other spaces on board ships.

The limits specified in this section shall be regarded as maximum levels and not as desirable levels. Where reasonably practicable, it is desirable for the noise level to be lower than the maximum levels specified. 

          The Code is intended to provide standards to prevent the occurrence of potentially hazardous noise levels on board ships and to provide standards for an acceptable environment for seafarers. 

These standards were developed to address passenger and cargo ships. Since some sizes and certain service types of ships have been exempted from these requirements, it should be recognised that full application of the Code to ships that differ appreciably from conventional ships will require special considerations. 

The Code is intended to provide the basis for a design standard, with compliance based on the satisfactory conclusion of sea trials that result in issuance of a Noise Survey Report. Ongoing operational compliance is predicated on the crew being trained in the principles of pesonal protection and maintenance of mitigation measures. 

3.SOLAS Regulation II-1/8-1 has been amended and will require operational information to be provided to the master after a flooding casualty to assist with decisions regarding safe return to port.

The new requirement applies to passenger vessels over 120m in length or with three or more main vertical zones, constructed on or after 1 January, 2014. The operational information can be provided by onboard stability computers or through shore-based support arrangements, as follows.

Onboard stability computers

If the ship is complying with the regulation using onboard stability computers, the following requirements apply:

1.  At least two independent stability computers capable of processing the data and     providing the necessary information should be installed on board.
2. The computers must be approved in accordance with the guidelines .
3. The computers should have an uninterruptible power supply (UPS) connected to both main and emergency switchboards.
4. At least two crew members should be competent in operating the computers and  capable of interpreting the output in order to provide the required information.

Shore-based support

As an alternative to onboard stability computers, shipowners can arrange shore-based        support which provides prompt access to computerised damage stability and residual      structural strength calculation programs.

Shore-based support should be operational within one hour; whereby operational means the ability to input details of the conditions of the ship as instructed.

Shore-based support should be manned by adequately qualified persons with regard to     stability and ship strength; 

no less than two qualified persons should be available to be on call at all times. 

4.According to the SOLAS Regulation VI/5-2, the blending of all MARPOL liquid cargoes during sea voyages is prohibited. Physical blending refers to the process whereby the ship's cargo pumps and pipelines are used to internally circulate two or more different cargoes with the intent to achieve a cargo with a new product designation.

Regulation VI/5-2 was adopted by the International Maritime Organisation at the 90th session of the Maritime Safety Committee through Resolution MSC.325(90)

This prohibition does not apply:

1. when cargo transfers are undertaken for the safety of the ship and crew or protection of the marine environment;

2. to the blending of products for use in the search and exploitation of seabed mineral resources on board ships used to facilitate such operations (e.g. offshore vessels).

The regulation prohibits production processes on board ships during sea voyages. Production processes refer to any deliberate operation whereby a chemical reaction between a ship's cargo and any other substance or cargo takes place.

This prohibition does not apply to the production processes of cargoes for use in the search and exploitation of seabed mineral resources on board ships used to facilitate such operations (e.g. offshore vessels).

5. Fire-fighter communication on-board:-Amendments to SOLAS regulation II-2/10 on fire fighting enter into force on 1 July 2014, to require a minimum of two two-way portable radiotelephone apparatus for each fire party for fire fighters’ communication to be carried. The apparatus shall be of an explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014 shall comply with the above requirements not later than the first survey after 1 July 2018.