Professional Documents
Culture Documents
the gas supply system is a common rail system, the gas injection valve must be
controlled by another system, i.e. the control oil system. This, in principle, consists of
the ME hydraulic control (servo) oil system and an ELGI valve, supplying high-
pressure control oil to the gas injection valve, thereby control-ling the timing and
opening of the gas valve. the normal fuel oil pressure booster, which supplies pilot oil
in the dual fuel operation mode, is connected to the ELGI valve by a pressure gauge
and an on/ off valve incorporated in the ELGI valve.
By the control system, the engine can be operated in the various relevant modes:
normal dual-fuel mode with minimum pilot oil amount, specified gas mode with
injection of a fixed gas
amount, and the fuel-oil-only mode.
The principle of the gas mode control system is that it is controlled by the error
between the wanted discharge pressure and the actual measured discharge pressure
from the compressor system. Depending on the size of this error the amount of fuel-
gas (or of pilot oil) is either increased or decreased. If there is any variation over time
in the calorific value of the fuel-gas it can be measured on the rpm of the crankshaft.
Depending on the value measured, the amount of fuel-gas is either increased or
decreased.
9. comparison between ME- MC engine
Ans;
Power, speed and nominal Specific Fuel Oil Consumption (SFOC) are
the same for the ME series as for their MC counterparts.
The SFOC has been reduced significantly at part load as the maximum
pressure can be maintained down to 65-70 percent of the engine load.
SFOC is the same as for the mechanically controlled engines at
nominal output
At lower load, the SFOC is lower for the electronically controlled
engines
Easy to change between various running modes.
10. What is intelligent cylinder lubrication
Ans;
Alpha Lubricator system
- ensures considerable cylinder oil savings
controllable wear rates, scuffing control and
longer intervals between engine overhauls.
However, over lubrication is not only expensive - it may even be counter
productive in promoting scuffing through excessive carbon deposits
and/or "bore-polished" running surfaces.
The properties of cylinder oil scraped from the cylinder liner wall reflect the chemical environment
in the cylinder as well as the physical condition of rings and liner; and there is a direct relationship
between some of the key parameters in the scrape-down oil and the actual cylinder condition. A
lubrication algorithm - based on scrape-down oil analysis data, cylinder oil dosage, engine load
and cylinder wear rate can thus be created.
11. Alpha adaptive lubrication
Ans; The main element of cylinder liner wear is of a corrosive nature, and the amount of neutralizing
alkalinic components needed in the cylinder will therefore be proportional to the amount of sulphur (which
generates sulphurous acids) entering the cylinders. A minimum cylinder oil dosage is set
in order to satisfy other requirements of a lubricant, such as providing an adequate oil film and detergency
properties
The cylinder oil must be injected into the cylinder at the exact position and time where the effect
is optimal, which is not always possible with the conventional lubricators of today.
The following two criteria determine the control:
The cylinder oil dosage shall be proportional to the sulphur percentage in the fuel
The cylinder oil dosage shall be proportional to the engine load (i.e. the amount of
fuel entering the cylinders). a standard TBN 70-80 cylinder oil. For operation in long
periods with fuels with a
sulphur content below 1%, we recommend changing to a cylinder oil with a lower
TBN (i.e. TBN 40-50 cylinder oils). the control of the cylinder oil dosage proportional
to the engine load, together with rpm-proportional and mep-proportional lubrication.
At part load, load-proportional cylinder oil
dosage will provide large cost savings and also reduce the environmental impact
from excessive lubrication. Below 25% load, the load-proportional lubrication is
stopped, and rpm-proportional
lubrication takes over,
.
In the present version of the Alpha Lubricator System the ship staff inputs the so-called HMI( human
machine interface-setting based on the sulphur percentage of the fuel used and a conversion table. An input
is made at the appropriate system panel each time the fuel specification is changed. This is done by
one input on the
HMI-panel of the Alpha Lubricator System each time the fuel specification is changed.
Typical feed rate (mechanical lubriator), 1.2 g/bhph, rpm proportional control
Basic feed rate (mechanical lurbicator), 0.9 g/bhph, rpm proportional control
Basic feed rate (Alpha Lubricator System), 0.8 g/bhph, MEP proportional control
Alpha ACC, 0.25 g/bhph/S%
Significant savings in daily cylinder oil consumption through Alpha ACC of this 12K90MC engine
monitored over a five-month period since system implementation equate to annual savings of 340 000
USD on cylinder oil.
12. what is alpha pulse cylinder lubrication system
Ans; The new lubricating system is based on the principle of injecting a specific volume of oil into
the cylinder, via a number of injectors, for every four (or every five, six, etc.) revolutions.
Furthermore, the precise timing ensures that all cylinder oil is delivered directly onto the piston
ring pack where it is needed.
a small piston for each lubricator quill in the cylinder liner, and the power for injecting the oil
comes from the system pressure, supplied by a pump station. A common rail system is used on
the driving side, but the injection side has a high-pressure positive displacement system, thus
giving equal amounts to each quill and providing the best possible safety margin against clogging
of single lubricator quills.
The pump station includes two pumps (one operating, the other on stand-by with automatic
start up). The computer unit comprises a main computer, controlling the normal operation,
a switch-over unit and a (simple) back-up unit. The injection function is controlled by the computer
sending an on/off signal to a solenoid valve.
A shaft encoder (which can be shared with the PMI system, or timing system on the Intelligent
Engine) supplies the necessary timing signal.
The amount of oil injected can be adjusted automatically or manually as required, e.g. at load
changes, start/stop, at reduced engine load (different modes are available), sulphur % in the fuel,
temperature level on liner surface, variation in cylinder oil BN, etc. Pre-lubrication before start can
be made manually or be a sequence in the bridge manoeuvring system.
The pump station supplies the Alpha Lubricators with 40-50 bar oil
pressure.
13. What is ECS governor
14. What is multistage turbo charging
Ans;
1. exhaust flow is bypassed from one stage to another, in doing so energy contained
in the exhaust is preserved.
2. bypass flow is passed through a VGT vane outletas other variable geometry
nozzle. Thus converting pressure energy to kinetic energy. Such high kinetic
energy exhaust gas is made to exert mechanical rotational force on thelower
pressure turbine wheel. The VGT mechanism is only in one turbine volute.
15. What is intelligent engine
16. What are the parts reduced in RT Flex as compared to conventional sulzer
engines, so inabsence of removed components parts how the functions of those
parts are done.
17. How the camless can be run at a low rpm
18. Latest developments and amendments on the ships you have done last.
19. Latest developments about propellers
Ans;
22. Difference between a bulk carrier and a cargo ship, construction wise
Ans: cargo ship is any ship which is not a passenger ship.
23. As chief engineer vessel has too much breakdown people are tired how will you
motivate them.
Ans; 1. Improve the working atmosphere- safety culture to follow, no goupism, no
conflicts
2. approval, praise and recognition
3. ensure that work is divided amongst them equally- team building
4. do the job peacefully and carefully, to avoid mistakes
5. C/E must be in the vicinity of the job and provide guidance where required
6. pat on their backs-
7. give them incentive- overtime to the crew,
8. assure them sufficient rest after the job is completed, keeping in mind minimum
manning required for watch keeping
9. emphasise on good communications
10. help them in their jobs with ur own hands.
11. tell them to do better job so that work is carried out without errors and no further
breakdown of same machineries to be attended
12. permit them to use new spares where required, avoid using substandard spares.
13. Grounding holed ship is sitting hard what will you do.
Ans:
a. follow the contingency plan , damaged stability plan- for grounding and
flooding
b. calculate all stress and stability before attempting any transfer of oil and
bunkers
c. Consider transfer of oil in case it is in the way of bunker or cargo tanks, to
prevent pollution
d. Inform the company, DPA, communicate with office alert team
e. Analyze the possibility of assistance required from the shore- nearest
coastal state and classification societies
f. Refer to the tidal charts of the concerned area
g. Maintain stability of the vessel
h. Sound the adjacent tanks
i. Consider the possibility of the patching up of the hole or any repairs if
possible by the shore and ship staff
j. Do not use engines to take the vessel out of the aground condition
k. Warn vessel in vicinity
l. Close all tank valves and pipe lines master valves where appropriate
14. Bunker spill who will pay for the compensation, up to what extent
Ans: as per bunker convention the P&I club of the shipowner shall pay the
compensation
16. what is the difference between the bunker and CLC conventions
Ans: bunker convention is applicable above 1000GT for ships others than tankers,
contribution from shipowner, bareboat charterers, operator / manager, , limits of
liability as per the national regime, but in all cases not exceeding LLMC (limitation
of liability for maritime claims
CLC is applicable to oil tankers carrying 2000GT and above, applicable to laden as
well as unladen and bunkers from such tankers.
IMO shall specify the ports and terminals, size of ships and types of cargos which
requires vapour emission control with an approved vapuor collection system
during loading of such cargos
Existing tankers which are not fitted with vapour collection systems may be accepted for
a period of three years after the terminal was included in the above list.
This regulation shall only apply to gas carriers when the type of loading and containment
systems allow safe retention of non-methane VOCs on board, or their safe return ashore.
21. How will you train your juniors for safety and security?
Ans; training concerning safety
a. Demonstrate the use and notify the locations of all safety equipments-
such as LSA and FFA, carry out drills and ask seniors to demonstrate,
b. Train them regarding the pollution prevention equipments- such as
IOPP( to officers and trainee engineers), contents of SOPEP locker,
garbage segregation and disposal
c. Ensure they understand the garbage management pan and its contents
d. Train them in the operation of workshop machinery and power tool, safe
methods and procedures, checks to be carried out prior every operation
e. Importance of wearing appropriate safety gear- such as goggles, helmets,
safety shoes, full sleeve boiler suits, ear protection, etc through training
sessions verbally and through audio visuals
f. Importance of following safe techniques while lifting loads
g. Importance of implementation of ISM filling up of checklists and
documentation
h. Importance of following standard operating practice.
i. Familiarization with all locations of emergency exits
j. Importance of record keeping, and religiously carrying out daily and
safety routines- such as Saturday routines.
k. Importance of team work and taking sufficient rest during non working
Hours
l. Carry out fire, abandon ship , oil spill, MOB drills at regular intervals
22. What is collision what action will you take as chief engineer
Ans:
a. raise alarm
b. stand by in engine room for engine movements as per bridge order, stop
engines
c. muster, head count
d. shut down all non essentials
e. sound all the tanks
f. isolate penetrated tanks
g. consider the possibility of oil transfer
h. make initial assessment of type , location and extent of damage
i. is damage above or below water line
j. buoyancy and stability affected
k. is vessel manoeuvrable
l. is there any risk of any pollution to the enviornment
m. prepare for firefighting if required,
n. inform the nearest coastal state
(a) In 1966, the provisions of the International Convention for the Safety of Life at Sea,
1960 were inserted in the Act;
(e) In 1979, provision for placing an obligations on the persons obtaining certificates of
competency under the Act to serve Government or Indian Ships for a specified period was
incorporated in the Act;
(f) In 1981, provisions to enable the Co-operative Societies to own and register ships was
incorporated in the Act;
(g) In 1983, the provisions of the International Convention on Control and Prevention of
Pollution of Sea by ships in accordance with the amendments to the 1954 Oil Pollution
Convention; giving provisions for civil liability for Oil Pollution damage, was incorporated
in Part X B of the Act. The 1983 amendment act also provided to insert new provisions for
registration of fishing boats, their inspection etc, in Part XVA of the Act,
(h) In 1984 provisions in relation to Welfare of Seamen and insurance of crew of sailing
vessels, etc. was incorporated in the Act;
(i) In 1986, Section 80 of the Act regarding grant of certificate of service to naval officers
was deleted from the Act, as the International Convention on Standards of training,
Certification and Watch-keeping 1978 (to which India is a party) does not permit grant of
certificates of service without examination.
(j) In 1986, an Act called the Shipping Development Fund Committee (Abolition) Act,1986
was passed to abolish the SDFC constituted under the M.S. Act, 1958. The Central
Government delegated the Shipping credit and Investment Company of India Limited, a
Company registered under the Companies Act, 1956 ( 1 of 1956) with all its functions in
1987.
(k) In 1987 provision with regard to manning of ships by certificated officers in accordance
with the Standards of Training, Certification and Watchkeeping Convention of 1978 was
inserted in the Act;
(l) In 1988, provisions of the International Convention on Civil Liability for Oil Pollution
Damage, 1969 and its 1976 Protocol was inserted in Part XB of the Act;
(m) In 1993, on the recommendation of the M.S.Act Review Committee, the Sections
21,42,45,51, 412 and 414 of the M.S. Act, 1958 were amended. The Govt. of India in 1991,
set up a Review Committee under the Chairmanship of Director General of Shipping to
review the Merchant Shipping Act 1958 in its entirety taking into consideration the
international conventions which India has ratified but not enacted statutorily. The
Committee has gone into depth of the provisions of M.S. Act 1958 and has suggested wide
ranging amendments of various sections including the preamble. The intent and purpose
of the Act is better explained in the suggested preamble by the Review Committee which
now includes to provide for registration of Indian ships, safety.of ships, welfare of
seafarers etc. These suggestions/recommendations of the Review Committee are under
consideration of the Government to amend the M.S. Act 1958 for incorporating the same.
The policy of liberalisation adopted by the Government since 1991 has also been taken
care of for inclusion in the Merchant Shipping Act.
amendments 2002
(a) do anything tending to the immediate loss or destruction of, or serious damage to, the
ship, or tending immediately to endanger the life of, or to cause injury to any person
belonging to or on board the ship; or
(b) refuse or omit to do any lawful act proper and requisite to be done by him for
preserving the ship from immediate loss destruction or serious damage, or for preserving
any person belonging to or on board the ship from danger to life or from injury.
(e) if he combines with any of the crew to disobey lawful commands or to neglect
duty or to impede the navigation of the ship or retard the progress of the voyage;
Category X ; if discharge into sea or tank cleaning would present a major hazard to
environment and humans, therefore justify the prohibition of the discharge into the sea.
Category Y ; hazard, or harm to amenities, therefore requires, limitation on the quantity
and qualityof the discharge
Category Z ; minor hazard or therefore justify less stringent restrictions on the quality and
quantity of the discharge.
Other substances; those substances which fall outside the category X, Y , Z because if
discharged or tank washings they present no harm to the marine resources and human
healthor amenities, when discharged into sea. The discharge of bilge or or ballast water or
other residues or mixtures from such tanks are not subjected to any requirements of the
MARPOL annex II.
vegetable oils which were previously categorized as being unrestricted will now be required to be
carried in chemical tankers. for the transport of vegetable oils in deep tanks or in independent tanks
specially designed for the carriage of such vegetable oils on board dry cargo ships allows general dry
cargo ships that are currently certified to carry vegetable oil in bulk to continue to carry these vegetable
oils on specific trades.
31. In case of engine room fire how will as a leader of the team fight the fire
Ans;;
a. refer to the contingency plan and take suitable action
b. muster, headcount, evacuate any casualty if any
c. assess the situation , gravity of the fire if any witness is present,
d. stop M/E after informing bridge if required
e.
f. shut down ventilation and operate remote shut down devices
g. motivate crew to effectively prepare the fire fighting outfit and fight the
fire
h. start emergency fire pump and isolate concerned valvescarry out
boundary cooling where possible
i. emphasise the crew entering the fire space to follow safety procedure and
effectively communicate the situation thereof
j. as a leader of the team chief engineer will access the situation and consult
with the master the possibility of releasing fixed fire fighting installation
k. ensure that engine room is evacuated prior releasing CO2, after releasing
CO2 do not enter the engine room and give sufficient time for fire to
extinguish and cool- say 6-8 hrs.
l. after lapse of such time again make entry into engine room and re assess
the situation and damage caused.
m. after fighting the fire consider the damage and the maneuverability
n. consider shore assistance required in there after
o. make initial report and final reports
37. suppose you are 2/E on a foreign ship, and you are injured or dead what are the
provision in MS act
Ans; 174.Expenses of medical attendance in case of illness.- (1) If the master of an Indian
ship, or a seaman or apprentice, receives any hurt or injury or suffers from any illness (not being
a hurt, injury or illness due to his own wilful act or default or to his own misbehaviour), resulting in
his being discharged or left behind at a place other than his proper return port, the expenses of
providing the necessary surgical and medical advice, attendance and treatment and medicine,
and also the expenses of the maintenance of the master, seaman or apprentice until he is cured,
or dies, or is brought back to the port from which he was shipped or other port agreed upon after
receiving the necessary medical treatment, and of his conveyance to that port, and in case of
death, the expenses, if any, of his burial r cremation shall be defrayed by the owner of the ship
without any deduction on that account from his wages.
(2) If the master, seaman or apprentice is on account of any illness or injury temporarily removed
from his ship, at a port other than his proper return port, for the purpose f preventing infection, or
otherwise for the convenience of the ship, and subsequently returns to his duty, the expenses of
removal and of providing the necessary surgical and medical advice, attendance and treatment
and medicine and of his maintenance while away from the ship, shall be defrayed in like manner.
(3) The expenses of all medicines, and surgical and medical advice, attendance and treatment,
given to a master, seaman or apprentice while on board his ship, shall be defrayed in like
manner.
(4) In all other cases any reasonable expenses duly incurred by the owner for any master,
seaman or apprentice in respect of illness, shall, if proved to the satisfaction of the Indian
consular officer or a shipping master, be deducted from, the wages of the master, seaman or
apprentice.
(5) Where any expenses referred to in this section have been paid by the master, seaman or
apprentice himself, the same may be recovered as if they were wages duly earned, and, if any
such expenses are paid by the Government, the amount shall be a charge upon the ship and may
be recovered with full costs of suit by the Central Government.
50. what are the provisions for property of the deceased seaman
Ans:
a. 152.Master to take charge of the effects of deceased seamen.
b. The master shall thereupon enter in the official log book the following
particulars, namely:-
(a) a statement of the amount of money and a detailed description of the other effects;
(b) a statement of the sum due to the deceased for wages and of the amount of deduction, if any,
to be made from the wages.
c. If the ship touches a foreign port for forty-eight hours elsewhere, the
master shall report the case to the Indian consular officer at such port
d. if consular thinks necessary then he will take charge of the property of
deceased seaman and shall give a receipt to the master The receipt shall be
produced by the master to the shipping master within forty-eight hours
after his arrival at his port of destination in India.
e. If ship is coming to India then the master shall, within forty-eight hours after
his arrival at his port of destination in India, pay and deliver and property to the
shipping master at that port.
f. if the deceased seaman dies at any place outside India leaving any money or
effects not on board the ship, the Indian consular officer at or near the place shall
claim and take charge of such money and other effects
Category X ; if discharge into sea or tank cleaning would present a major hazard to
environment and humans, therefore justify the prohibition of the discharge into the sea.
Category Y ; hazard, or harm to amenities, therefore requires, limitation on the quantity
and qualityof the discharge
Category Z ; minor hazard or therefore justify less stringent restrictions on the quality and
quantity of the discharge.
Other substances; those substances which fall outside the category X, Y , Z because if
discharged or tank washings they present no harm to the marine resources and human
healthor amenities, when discharged into sea. The discharge of bilge or or ballast water or
other residues or mixtures from such tanks are not subjected to any requirements of the
MARPOL annex II.
Tank retention has been reduced to 75 ltrs per tank. For each category for ships after 1 jan
2007 as compared with previous 100 to 300 ltrs.
48. How many IMO and ILO conventions India has ratified
Ans. IMO conventions
SOLAS 74
Protocol SOLAS 78
PROTOCOL SOLAS 88
Protocol MARPOL 73
COLREG 72
FAL
LOAD LINE 66
PROTOCOL LAOD LINE 88
TONNAGE 69
CLC 69
PROTOCOL CLC 76
FUND
PROTOCOL FUND 76
PROTOCOL FUND 92
CSC 72
INMARSAT
STCW 78
STCW95
SALVAGE
SAR 79
STP71
STP PROTOCOL 73
SUA
ILO conventions
MINIMUM AGE CONVENTIONS ( 15)
MEDICAL EXAMINATIONS OF YOUNG PERSONS( 16)
SEAMANS ARTICLES OF AGREEMENT( 22)
SEAFARERS IDENTITY DOCUMENTS (108)
MINIMUM STANDARD CONVENTION ( 147)
Separate cover has to be taken for actual or threatened oil pollution arising out of an incident to
which the US Oil Pollution Act 1990 (OPA 90) and COFR (Certificate of Financial Responsibility)
requirements is applicable. Additional premium has to be paid for this additional cover.
P&I will pay .
51. How you are going to motivate a junior engineer who is not willing to work, tell
me what will you do.
Ans
talk to him about his problem
give him task to build up his confidance
a new person is unknown , you will have to find his capabilities
give him training as per the TAR book
solve if any work related problems
guide him . or assign a suitable person to guide him
give him sufficient rest
involve him in major overhauls
unbiased evaluation of his performance
52. What is ISPS code, what are the duties of a chief engineer, security levels
Ans:
assessment of SSP plan
declaration of security- , being SSO
strict control on access control
regular security inspection
maintaining and supervising the implementation of SSP
proposing modification to the SSP
reporting to the company any non conformity during internal audit
reporting all security incidents to the CSO
ensure all security equipments are properly calibrated and maintained
reviewing and completing the declaration of security
53. Incase of a piracy attack how will you manage or action to be taken,
Ans ;
raise SSAS ( ships security alarm system) to notify the nearest port
authority
sound emergency alarm & muster the crew inside accommodation
inform local authority by any other means to ask for assistance
lock all restricted area, lock all the entrances to the accommodation
avoid direct confrontation with pirates
piracy can be avoided by keeping security patrols deck watch
rig fire hose to deter boarders,
best possible illumination of water around the vessel at night
advise the crew that emergency alarm will be sounded if pirates board
notify head office, flag state, P&I,
pre pare report with full description- with photographs of crime scene.
54. As you have come out of your cabin have noticed smoke in the alleyway what
action will you take.
Ans;
raise alarm , find the source of fire or smoke, and inform bridge to raise
emergency alarm signal, inform them details of fire
try to extinguish or restrict fire,
muster and fight the fire as per fire contingency plan.
Make a report and inform authorities- port state, flag state, company and
P&I
55. What is hamburg rule,
hague and hague visby rules were too much in favors of carrier hence
hamburg rule were designed
they do not give so many exception from liability as hagu and Hague
visby rules
applicable to inward and outward cargos, live animals carried as
cargocargo carried on deck
India has not ratified to hamburg rules
Limitation of liability of carriers has increased about 25 %, that is 835
SDR per package
56. Difference between wreck and salvage
57. Difference between bill of lading, and mates receipt
58. What in premation
59. Under what conditions insurance will be given
Ans hull and machinery
Peril clause;
Sister ship clause
Leased equipment
Running down clause- th collision liability
Sue and labour
Deductibles
Vessel should be under classification
ISM certification , DOC SMC
Management, flag, state charter( bareboat), changes insurance becomes invalid
Wages and maintenances- which form a part of general average
War risk clause- additional premium to be paid
New for old
Bottom treatment- painting cleaning not be given- but claims for bottom plating
damage
Disbursement- increased value of the vessel can be insured
General average and salvage
Tender provisions- leading under writer has write to order to go to port of refuge, has
write to place tender,
Notice of claim
60.
61. If container is fallen who will pay
Ans cargo insurer will pay
62.
39. How is doing salvage LOF, SCOPIC, who will pay for the salvage.
40. Gas carrier latest developments
41. loyds open form 2000
Causes of fatigue;
Crew-specific Factors
Sleep and Rest(e.g. ships violent movement, weather, heavy vibration, noise
or poor accommodation)
(e.g. stress, family worries, on-duty responsibilities) (e.g. disruptions caused by drills,
loading and unloading)
- Quality, Quantity and Duration of Sleep
- Sleep Disorders/Disturbances
- Rest Breaks
Biological Clock/Circadian RhythmsThe biological clock is perfectly
synchronised to the traditional pattern of daytime wakefulness and night-time sleep.
Irregular schedules caused by shifting rotations, crossing time zones, etc. cause the
circadian rhythms to be out of synchronization.
Psychological and Emotional Factors, including stress
- Fear
- Monotony and Boredom
Health
- Diet
- Illness
StressStress can be caused by a number of things, including:
Environmental hardships (noise, vibration, exposure to high and low temperatures, etc)
Weather (i.e. ice conditions)
Personal problems (family problems, home sickness, etc.)
Broken rest
Long working hour sExcessive work load
Working consistently heavy workloads can cause fatigue. Workload is considered
heavy when a person works excessive hours or performs physically demanding or
mentally stressful tasks. Excessive work hours and fatigue can result in negative effects:
- Increased accident and fatality rates
- Increased dependence upon drugs, tobacco or alcohol
- Poor quality and disrupted sleep patterns
On-board interpersonal relationships
- Skill, knowledge and training as it relates to the job
- Personal problems
- Interpersonal relationships
- Age
Management Factors (ashore and aboard ship)
Organizational Factors
Staffing policies and Retention
Role of riders and shore personnel
Paperwork requirements
Economics
Schedules-shift, Overtime, Breaks
Company culture and Management style
Rules and Regulations
Resources
Upkeep of vessel
Training and Selection of crew
2. Voyage and Scheduling Factors
Frequency of port calls
Time between ports
Routing
Weather and Sea condition on route
Traffic density on route
Nature of duties/workload while in port
Ship-specific Factors
Ship design
Level of Automation
Level of Redundancy
Equipment reliability
Inspection and Maintenance
Age of vessel
Physical comfort in work spaces
Location of quarters
Ship motion
Physical comfort of accommodation spaces
Environmental Factors
Exposure to excess levels of environmental factors, e.g. temperature,
humidity,excessive noise levels,can cause or affect fatigue.
Ship motion is also considered an environmental factor. Motion affects a persons ability
to maintain physical balance.
EFFECTS OF FATIGUE
PERFORMANCE IMPAIRMENT SIGNS/SYMPTOMS
1 Inability to concentrate Unable to organize a series of activities
Preoccupied with a single task
Focuses on a trivial problem, neglecting more important ones
Reverts to old but ineffective habits
Less vigilant than usual
2 Diminished decision-making ability Misjudges distance, speed, time, etc.
Fails to appreciate the gravity of the situation
Overlooks items that should be included
Chooses risky options
Difficulty with simple arithmetic, geometry, etc.
3 Poor memory Fails to remember the sequence of task or task elements
Difficulty remembering events or procedures
Forgets to complete a task or part of a task
4 Slow response Responds slowly (if at all) to normal, abnormal or
emergency situations
5 Loss of control of bodily movements May appear to be drunk
Inability to stay awake
Affected speech e.g. it may be slurred, slowed or garbled
Feeling heaviness in the arms and legs
Decreased ability to exert force while lifting, pushing or
pulling
Increased frequency of dropping objects like tools or parts
fatigue that will manifest in physical discomfort, such as:
Headaches
Giddiness
Heart palpitations / irregular heart beats
Rapid breathing
Loss of appetite
Insomnia
Sudden sweating fits
Leg pains or cramps
Digestion problems
detrimental effect on alertness
susceptible to errors of attention and memory
affect an individual's ability to respond to stimuli, perceive stimuli, interpret or
understand stimuli, and it can take longer to react to them
detrimentally affect a persons performance and may reduce individual and crew
effectiveness and efficiency; decrease productivity; lower standards of work and may
lead to errors being made.
PROTECT YOURSELF FROM THE ONSET OF FATIGUE
Deep sleep
Between 7 to 8 hours of sleep per 24-hour day
Uninterrupted sleep
Consider relaxation techniques such as meditation and yoga, which can also be of great
help if learnt properly
Monitor your hours of work and rest when opportunity arises
Take breaks when scheduled breaks are assigned
Exercise regularly. Any type of muscular activity: running, walking, stretching or even
chewing gum
strategic napping as a short-term relief technique to help maintain
performance levels during long periods of wakefulness. The most effective length for a
nap is about 20 minutes. This means that if you have the opportunity to nap you should
take it. naps longer than 30 minutes will cause sleep inertia, may disrupt later sleeping
periods
Social Interaction Social interaction (conversation) can help you stay awake. However,
the interaction must be active to be effective.
Job Rotation Changing the order of activities, where personnel are assigned tasks that
include variety in the nature of tasks, can be beneficial in breaking up job monotony.
Mixing tasks requiring high physical or mental work with low-demand tasks can be
beneficial.
Scheduling drills in a manner that minimizes the disturbance of rest/sleep periods
Ensuring that shipboard conditions, within the crews ability to influence, are
maintained in a good state (e.g., maintaining the heating, ventilation and air-conditioning
(HVAC) on schedule, replacing light bulbs, and contending with the sources of unusual
noise at the first opportunity)
Emphasizing to shore management the importance of selecting seafarers with the right
training and experience for the job
Creating an open communication environment, by making it clear to the crew members
that it is important to inform supervisors when fatigue is impairing their performance and
ensuring that there will be no recriminations for such reports
Increasing awareness of the long term health care of appropriate lifestyle behavior (e.g.
exercise, relaxation, nutrition, smoking and alcohol consumption)
Management should consider the following in developing fatigue management policies
and
systems:
ISM Code requirements for clear, concise guidance on operational procedures on board
The need for joining crews to be adequately rested before assuming duties
Scheduling time for proper hand over on crew change
Voyage length, time in port, length of service and leave ratios
Multicultural issues; language barriers, social, cultural and religious isolation
Interpersonal relationships, stress, loneliness, boredom, social deprivation and increased
workload as a result of small crew numbers
Provision for shore leave and onboard recreation, family communication
Improved sleeping berths and accommodation
Adequate quality and quantity of food for proper nutrition
Read Modules 2-4 for additional potential managerial mitigation tools
Modification of present ship design or future designs
International Labor Organisation: Convention Concerning Seafarers
Hours of Work and the Manning of Ships ILO Convention No. 180. 92,
133, 140, 141 and 147. Each introduces minimum habitability requirements (e.g. noise
control and air conditioning) on board ships.
International Maritime Organisation: International Convention on Standards of Training
Certification and Watchkeeping for Seafarers, 1978 as amended in 1995 (STCW
Convention)2; Seafarers Training, Certification and Watchkeeping Code (STCW Code)
PartsA: Part A of the Code requires posting of the watch schedules.
Part B of the Code recommends that record keeping is useful as a means of promoting
compliance with the rest requirements.
International Safety Management Code (ISM Code)5; This Code introduces safety
management requirements on shipowners to ensure that conditions, activities, and tasks
(both ashore and afloat) that affect safety and environmental protection are planned,
organized, executed and verified in accordance with company requirements. The fatigue
related requirements include:
1. manning of ships with qualified and medically fit personnel;
2. familiarization and training for shipboard personnel; and
3. issuance of necessary support to ensure that the shipmasters duties can be adequately
performed.
and various guidelines/recommendations
71. Definition of seaworthiness as per merchant shipping act.