Marine Engineers Review (India) January 2013 www.imare.

in 1
2 Marine Engineers Review (India) January 2013 www.imare.in
 contents
Editorial 5
Energy Savings And GHG Reduction On Board 7
The Ships Through Energy Audits
2013-Shipping Outlook 9
Environment Changes Needed In Maritime Training! 10
Branch News 13
Marine Engineers Review (India) Shipping News 17
Journal of The Institute of Marine Revised Garbage Discharge Regulations for Ships 19
Engineers (India) Simplified overview of the discharge provisions of the
revised MARPOL Annex V (resolution MEPC.201(62))
Administration Office Identification of key technical measures for improving 21
IMEI House energy efficiency of ships and to achieve required Energy
Plot No. 94, Sector - 19, Efficiency Design Index (EEDI)
Nerul, Navi Mumbai 400 706. Boiler Survey Preparation And Procedure 37
Manhole covers: expensive failures in basic procedures 43
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Marine Engineers Review (India) January 2013 www.imare.in 3

4 Marine Engineers Review (India) January 2013 www.imare.in
 From the Editors Keyboard... ... ...
F
or a long while, most people
believed that the oceans could
absorb anything that was thrown into
them, but this attitude has changed
along with greater awareness of the
environment. Many items can be
degraded by the seas - but this process
can take months or years, for example,
2-4 weeks for a piece of paper, 3-14
months for a rope, 13 years for painted
piece of wood, 100 years for a tin can,
200-500 years for an aluminum can
and 450 years for a plastic bottle.
Fish and marine mammals can in
some cases mistake plastics for food
and they can also become trapped
in ropes, nets, bags and other items.
Many types of garbage from ships
can be just as deadly to marine life as
oil or chemicals due to their various
injurious or adverse effects on marine
organism. Some of them cause cancer,
deform body parts, affect reproductory
capability.
The world’s oceans cover 70% of our
planet. The health of our ocean, land
and people are all linked together. It is
the responsibility of all of us to protect
and preserve that environment.
It is clear that a good deal of the
garbage at sea comes from people
on shore - from towns and cities that
dump rubbish into rivers or the sea but
some are also discharged from ships.
Marine Engineers Review (India) January 2013
Revised Annex V of MARPOL
Convention governing discharge of
garbage at sea has entered into force
from 1st January 2013 which makes
it illegal to dump overboard almost
everything that constitutes garbage,
including dunnage, in waters anywhere
in the world. The only materials that
can be dumped overboard fall within
half a dozen broad categories that
include food waste, only those dry
cargo residue and cleaning agents
categorized as not harmful to marine
environment, and carcasses of animals
that died during the voyage. All other
“stuff” must compulsorily be kept
on board to be handed over to the
shoreside reception facility.
In terms of environmental
management, one of the main areas
of attention for today’s ships will be
the reduction and overall elimination
of waste generation at sea. Returning
the packaging material to suppliers,
whenever possible, ensuring use
of reusable dunnage and generally
not taking on anything that could
eventually become garbage, are the key
elements in garbage management.
However, waste will still be produced
onboard. The objective then is to
ensure that the minimal amount of
waste that is produced is disposed of
in a sustainable and environmentally
sound manner. And this is where the
port sector comes into play. For the
shipping industry, the key to ensuring
nothing ends up in the ocean is
ashore.
This solution is simple in concept
but clearly complex in execution. To
provide an adequate facility in every
port to ensure all the ships calling
there are able to dispose of their
wastes while delivering their cargoes
should not in theory be a problem.
With some logistical, practical and
operational planning, combined with a
strong political will, the establishment
of port reception facilities can be
realized. In Europe, the European
Maritime Safety Agency (EMSA) has
been giving some teeth to the European
Directive 2000/59EC on the provision
of port reception facilities by taking
port states to court when deemed not
to be providing adequate facilities.
Waste may sound a boring concept,
but one only needs to imagine the
awful situation on board any ship
where wastes have piled up due to
lack of reception facility and become
a serious health issue. Many ships
will be unable to handle the amount
of garbage requiring incineration, and
many ports will be unable to handle
the dunnage, residues and wash
water of residues of cargo considered
harmful to marine environment
suddenly foisted on them without big
investments and planning.
If port states required trade and were
prepared to invest in the establishment
of ports, berths and terminals, then the
least they can do is to service those same
ships with the necessary equipment to
allow them to meet the requirements
as specified in the globally binding
antipollution legislation.
Once we have the facilities in place
the industry can meet its zero pollution
objectives. This in turn will provide
further creditability to shipping as the
greenest mode of transport.
Marine Engineers Review wishes all
its readers a very happy, peaceful and
prosperous New Year.
I. N. Bose
Hon Editor - MERI
editormer@imare.in
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6 Marine Engineers Review (India) January 2013 www.imare.in

 General
Energy Savings And GHG Reduction
On Board The Ships Through Energy
Audits
By Hari K. Taneja*
With the introduction of Ship Energy Efficiency Management
Plan for all existing and new ships engaged in transport
work with effect from 1st January, 2013, it will become
incumbent upon all shipboard and shore based management
teams to explore all practical and cost-effective avenues for
implementing following measures either individually or
cumulatively:
• Limiting the use of fossil fuel derived energy in the
operation of various machineries installed on board
including provision for:
• Minimizing energy wastage;
• Promoting energy efficiency awareness;
• Implementing vessel and voyage energy strategies to
minimize energy wastage;
• Promoting, where possible, co-operation between
charterers and port authorities to facilitate energy
efficient operation.
It has been suggested by many experts that in the first
step it is best to identify simple improvement measures
and those requiring no or low cost items. In the second
step improvements in systems and if deemed appropriate,
investments in energy saving technologies with short payback
periods may be considered. Finally, if deemed appropriate,
investment in technical measures for large improvements in
hydrodynamic of hull and propulsion efficiencies may be
considered. The idea is to pluck low hanging fruits first.
One cannot find a fault with the step-by-step approach
suggested above. While it will not be difficult to pluck the
low hanging fruit in the first step by using the expertise of
technical and operations personnel in the company, it may
become increasingly difficult to identify energy saving
strategies in the second and subsequent steps through the
use of internal resources. It is therefore suggested that as we
proceed further into our quest for energy savings and energy
efficiency on ships, we should consider using energy audits
through internal and external resources.
* The Author is the former Chief Executive of Indian Register of Shipping and former President of the Institute of
Marine Engineers (India).
All views expressed in the Article are his owned personal views.
Marine Engineers Review (India) January 2013
WHAT IS ENERGY AUDIT?
The energy audit is a feasibility study. For it not only serves
to identify energy use among the various operations and to
identify opportunities for energy conservation but it is also
crucial first step in establishing an energy management
program. The audit will produce the data on which such a
program is based. The report of the audit will reveal to the
owner, manager or management team of the ship the options
available for reducing energy waste, the costs involved, and
the benefits achievable from implementing those energy
conserving opportunities (ECOs).
STAGES IN ENERGY AUDIT PROGRAM.
Energy audit may range from a single walk-through survey
at one extreme to one that may span several phases. These
phases include a simple walk-through survey followed
by monitoring of energy use on the ship and then model
analysis using computer simulation of ship operation. The
complicity of the audit is therefore directly related to the
stages or degree of sophistication of the energy management
program and cost of the audit exercise.
In order for the energy audit to be successful it should be
carried out in holistic systematic manner for all the ship’s
energy producing and energy consuming systems. It should
target the areas where energy can be saved and identify
the corresponding corrective action. Since an audit can
result in reduced exhaust emission, it will help increase
the sustainability of ship operations and support the ship
operator in complying with environmental best practices.
TECHNICAL AND NON-TECHNICAL ASSESSMENT
A ship performance is normally only partially tested and
verified during commissioning trials. However, under
normal operations, overall ship performance is influenced
by the number of technical and non- technical factors.
Technical factors include the condition of the hull and
main and auxiliary machinery, sea and ambient conditions,
www.imare.in 7
 General
and ship and machinery control settings. Non-technical
aspects relate to how the ship is utilized and operationally
managed.
The energy audit will examine all the technical and non-
technical factors to identify areas of inefficiency and propose
technically flexible and cost-effective corrective actions.
ENERGY AUDIT PROCESS
Energy audit is carried out through a combination data
analysis, review of the operational processes and a shipboard
audit. Data collection and analysis is performed in order
to gauge ship and machinery performance characteristics,
for comparison to baselines. This process identifies a set of
opportunities for saving energy. A next step in audit process
is a shipboard audit. A shipboard audit has three main
objectives:
• To assess the status of ships and its major machinery;
• To assess the ships operational management processes;
and
• To validate the quality of measured data.
It may incorporate a wide range of technical assessments,
including:
• Ship performance (hull);
• Main engine performance;
• Auxiliary engine performance;
• Auxiliary load balance;
• Fuel quality and fuel supply system;
• Management of ships operations;
• Lighting systems;
• Rotating machinery;
• Boiler, steam and compressed air system;
• HVAC system;
• Equipment retrofit;
• Personnel training.
ENERGY EFFICIENCY ACTION PLAN
The outcome of the shipboard audit is a specific list of energy
efficiency actions and objectives. Each of these objectives
is then analyzed, from both a technical and an economical
point of view, in order to demonstrate which ones are
economically feasible and cost-effective by carrying out
cost-benefit analysis and where appropriate working out the
pay-back periods and Internal Rate of Return (IRR). The
ultimate result: a detailed and tailored action plan to help
the owner and manager to reduce the fuel consumption, cut
greenhouse emissions, and increase efficiency.
NEED FOR ENERGY AUDITORS
While low hanging fruits can easily be plucked through the
8 Marine Engineers Review (India) January 2013
existing technical expertise normally available in a shipping
or ship management company, higher energy saving can
only be achieved through the use of systematic energy audits
conducted by trained and qualified energy auditors.
BUREAU OF ENERGY EFFICIENCY (a statutory body
under the Ministry of Power, Government of India)
The Government of India set up the Bureau of Energy
Efficiency (BEE) (website : http://www.bee-india.nic.in ) on
1st March 2002 under the provision of Energy Conservation
Act, 2001. The mission of the BEE is to assist in developing
the policies and strategies with a thrust on-self regulation and
market principle, within the overall frame work of Energy
Conservation Act, 2001 with prime objective of reducing
energy intensity of Indian economy.
Since its formation in 2002, BEE has done excellent work in
reducing the energy intensity of the Indian economy through
many initiatives taken by it. One of these initiatives that has
made significant contribution in this regard is the publication
of four important books on the subject of energy auditing
the details of which are given below. These books can be
downloaded from the website of BEE free of
cost. Holding examinations for energy managers and auditors
and certifying those who pass the energy audit examination
is another important initiative. BEE also maintains a list of
energy managers and auditors in the country.
LIST OF BOOKS AVAILABLE ON BEE WEBSITE
Book 1 : General Aspects of Energy Management and
Energy Audit;
Book 2 : Energy Efficiency in Thermal Utilities;
Book 3 : Energy Efficiency in Electrical Utilities;
Book 4 : Energy Performance Assessment for Equipment
and Utility System.
CONCLUDING REMARKS
It is the considered view of the author that the practicing
marine engineers with their knowledge, qualifications,
experience and background are an ideal material to become
energy auditors provided they study these books carefully,
undertake the energy auditors and managers examinations
and pass the same conducted by BEE. This can open up new
avenues for marine engineers who wish to work ashore.
Those marine engineers who are interested in taking up
energy audit as a profession may visit the website of BEE.
The author would go further to recommend to the Chief
Surveyor in the DGS’s office:
• to include the study of energy savings and energy
audits in the curriculum of Certificates of Competency for
Engineers;
• Establish closer liaison with BEE.
www.imare.in
 General
Revised Garbage Discharge
Regulations for Ships
(Extracts from Australian Maritime Safety Authority Marine Notice 6/2012)
The purpose of this Marine Notice is to advise ship owners
and operators of new requirements, to come into effect
from 1 January 2013, that will prohibit the discharge of
garbage waste into the sea from ships, except in very limited
circumstances.
The Marine Environment Protection Committee (MEPC)
of the International Maritime Organization (IMO) has
developed amendments to Annex V of the International
Convention for the Prevention of Pollution from Ships
(MARPOL). These amendments were adopted at the 62nd
session of the MEPC in July 2011.
Discharge of garbage
The new regulations will prohibit the discharge of garbage
into the sea, except in the following limited circumstances,
which will only apply while the ship is “en route”:
• at least 3 nautical miles from the nearest land for food
wastes which have been passed through a comminuter
or grinder. Such comminuted or ground food waste is to
be capable of passing through a screen with openings no
greater than 25mm;
• at least 12 nautical miles from the nearest land for food
wastes that have not been treated by passing through a
comminuter or grinder;
• at least 12 nautical miles from the nearest land for cargo
residues that cannot be recovered using commonly
available methods for unloading. These cargo residues
are not to contain any substances classified as harmful to
the marine environment, taking into account guidelines
that are currently being developed by IMO;
• cleaning agents or additives contained in cargo hold, deck
and external surfaces wash water may be discharged into
the sea, however these substances must not be harmful to
the marine environment, taking into account guidelines
currently being developed by IMO;
• animal carcasses may be discharged into the sea providing
the discharge is as far as possible from the nearest land,
taking into account guidelines that are currently being
developed by the IMO.
A further notice will be issued in 2012 once the various
guidelines mentioned above have been completed and
circulated by the IMO.
Marine Engineers Review (India) January 2013
The major change will be that ships will no longer be able to
discharge paper, cardboard, wood,
packing materials, dunnage, glass, metal, crockery,
incinerator ash or similar refuse at sea at all.
It will not be mandatory to offload waste in every port of
call. If appropriate storage is available on board a vessel it
may retain waste onboard for bulk disposal at a particular
port.
As previously provided, exceptions in the regulations
continue for:
• the discharge of garbage from a ship necessary to secure
the safety of a ship and those on board, or saving a life at
sea;
• the accidental loss of garbage resulting from damage
to a ship or its equipment, provided that all reasonable
precautions have been taken before and after the
occurrence of the damage, to prevent or minimize the
accidental loss;
• the accidental loss of fishing gear from a ship provided
that all reasonable precautions have been taken to prevent
such loss; or
• the discharge of fishing gear from a ship for the protection
of the marine environment or for the safety of that ship or
its crew.
Garbage Management Plans
The other major change is that the requirement for ships to
have Garbage Management Plans has been extended from
every ship of 400 gross tons and above and every ship
certified to carry 15 persons or more, to apply to:
• every ship of 100 gross tons and above;
• every ship which is certified to carry 15 or more persons;
and
• fixed or floating platforms.
….The IMO guidelines for the development of garbage
management plans has been issued as Resolution
MEPC.220(63) which can be accessed at www.imo.org
by following the links to “the Knowledge Centre” and the
“Index of IMO Resolutions”.
www.imare.in 9
 General
Other changes
Other changes include:
• fixed or floating platforms engaged in exploration and
exploitation of the sea-bed will be required to comply
with placarding obligations;
• new requirements for recording accidental discharge or
loss of garbage from ships less than 400 gross tons in the
ship’s official logbook; and
• new requirements to report to both the Flag and the
coastal State for accidental loss or discharge of fishing
gear which poses a threat to the marine environment
or navigation. Amendments will be made to Australian
legislation to give effect to the revised garbage discharge
regulations for ships.
Guidelines for Revised
Garbage Discharge
Regulations
(Extracts from Australian Maritime Safety
Authority Marine Notice 19/2012)
Marine Notice 6/2012 provided information on the revised
garbage discharge regulations for ships that will enter into
force internationally and for Australia on 1 January 2013.
Marine Notice 6/2012 also advised that a further Marine
Notice would be issued once a number of associated
guidelines designed to assist in the implementation of
MARPOL Annex V, including the management of cargo
residues, cleaning agents or additives and animal carcasses,
had been finalised by IMO. These guidelines have now
been agreed and can be found in IMO document Resolution
MEPC.219(63).
….A summary of the Guidelines has been provided below,
however for further information please refer to the 2012
Guidelines for the implementation of MARPOL Annex V.
The Guidelines can be found through the Knowledge Centre
on the IMO web page at www.imo.org, and then following
the link to the Index of IMO Resolutions…
Cargo Residues
The revised regulations in Annex V of MARPOL provide
that the discharge of cargo residues is only permitted “…
while the ship is en route and as far as practicable from
the nearest land, but in any case not less than 12 nautical
miles from the nearest land for cargo residues that cannot be
recovered using commonly available methods for unloading.
These cargo residues shall not contain any substances
classified as harmful to the marine environment, taking into
account guidelines developed by the Organization.”
10 Marine Engineers Review (India) January 2013
The IMO Guidelines provide the following information on
what is classified ‘harmful to the marine environment:
“Cargo residues are considered harmful to the marine
environment and subject to regulations 4.1.3 and 6.1.2.1
of the revised MARPOL Annex V if they are residues of
solid bulk substances which are classified according to the
criteria of the United Nations Globally Harmonized System
for Classification and Labelling of Chemicals (UN GHS)
meeting the following parameters:
1. Acute Aquatic Toxicity Category 1; and/or
2. Chronic Aquatic Toxicity Category 1 or 2; and/or
3. Carcinogenicity2) Category 1A or 1B combined
with not being rapidly degradable and having high
bioaccumulation; and/or
4. Mutagenicity2) Category 1A or 1B combined with
not being rapidly degradable and having high
bioaccumulation; and/or
5. Reproductive Toxicity2) Category 1A or 1B combined
with not being rapidly degradable and having high
bioaccumulation; and/or
6. Specific Target Organ Toxicity Repeated Exposure2)
Category 1 combined with not being rapidly degradable
and having high bioaccumulation; and/or
7. Solid bulk cargoes containing or consisting of synthetic
polymers, rubber, plastics, or plastic feedstock pellets
(this includes materials that are shredded, milled,
chopped or macerated or similar materials)”.
The Guidelines state that the shipper should classify and
declare, as part of the declaration required in section 4.2
of the International Maritime Solid Bulk Cargoes Code
(IMSBC Code), if a solid bulk cargo is or is not harmful to
the marine environment, using the seven criteria based on
the UN Global Harmonised System (UN GHS) (4th revised
edition 2011), as set out above. For specific products (e.g.
metals and inorganic metal compounds), guidance available
in annexes 9 and 10 of the UN GHS are essential for proper
interpretation of the criteria and classification and should be
followed. Shippers should notify the competent authorities
of the port State of loading and unloading of the basis for the
provisional classification.
..In adopting the Guidelines in March 2012, the IMO Marine
Environment Protection Committee recognised that the
toxicity data needed to classify many solid bulk cargoes as
‘harmful to the marine environment’ would not be available
when the revised MARPOL Annex V enters into force on 1
January 2013 and that interim measures for the application
of the third, fourth, fifth and sixth bullet points above would
be needed.
www.imare.in
 General
Such interim measures are set out in IMO Circular MEPC.1/
Circ.791. This circular provides for the following interim
measures:
• between 1 January 2013 and 31 December 2014, if
adequate and reliable data on a solid bulk cargoes
carcinogenicity, mutagenicity, reproductive toxicity, or
specific target organ toxicity – repeated exposure are not
available, shippers of solid bulk cargoes should still make
every effort to ensure that their solid bulk cargoes are
classified to the extent possible using the seven criteria
set out above;
• also, between 1 January 2013 and 31 December 2014,
while shippers are acquiring adequate and reliable data
on a solid bulk cargoes carcinogenicity, mutagenicity,
reproductive toxicity, or specific target organ toxicity
– repeated exposure, Administrations should accept
provisional classifications of solid bulk cargoes that are
based on the other criteria 1, 2 and 7 as set out above.
• as of 1 January 2015, shippers' classifications of solid
bulk cargoes should be made using all seven criteria
listed above.
The Circular also requests parties to MARPOL Annex V
to ensure the provision of adequate facilities at ports and
terminals for the reception of solid bulk cargo residues
including those entrained in the wash water.
Cleaning agents or additives
Cleaning agents may only be discharged into the sea while
the ship is ‘en route’ and if the substance is not harmful to
the marine environment. A cleaning agent is not harmful to
the marine environment if it:
• is not a "harmful substance" in accordance with the
criteria in MARPOL Annex III; and
• does not contain any components which are known to be
carcinogenic, mutagenic or reprotoxic (CMR).
The IMO Guidelines further provide the following:
“The ship's record should contain evidence provided by the
producer of the cleaning agent or additive that the product
meets the criteria for not being harmful to the marine
environment. To provide an assurance of compliance, a dated
and signed statement to this effect from the product supplier
would be adequate for the purposes of a ship's record. This
might form part of a Safety Data Sheet or be a stand-alone
document but this should be left to the discretion of the
producer concerned”.
Animal carcasses
Animal carcasses may only be discharged into the sea while
the ship is ‘en route’ and providing the discharge is as far
as possible from the nearest land, taking into account the
Guidelines that have been developed by IMO. Ship owners
and operators engaged in livestock trade should obtain a copy
of the Guidelines, and refer in particular to section 2.12.
In summary, it is recommended that the discharge into the sea
should take place greater than 100 nautical miles (nm) from
the nearest land and in the maximum water depth possible.
Carcasses should also be passed through a comminuter or
grinder, or have their thoracic and abdominal cavities opened
prior to their discharge. The guidelines address circumstances
where this is not possible (for example, on a voyage that is
not often greater than 100nm from the nearest land) and
provide information on dealing with mortalities in excess of
those generated during the normal operation of a ship.
For each animal carcass incinerated, discharged into the sea
or discharged to a reception facility, an entry in the Garbage
Record Book must be made. The entry should include the
date/time, position of the ship and remarks to specify the
animal species (e.g. sheep, cattle, goats etc.), the category
"H" and the number of carcasses discharged. Where the
discharge is to a reception facility, the receipt obtained
from the facility should be attached to the Garbage Record
Book.

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 General
2013-Shipping Outlook
Shantanu Paul
“Global freight data show trade slowing down”. In Dec-
2012, this is the headline of the “Statistics Brief” of ITF
(International Transport Forum) an intergovernmental
strategic think-tank based in Paris with 54 member countries
including India. In Dec- 2011, the same ITF report headlined
“global freight volumes confirm stagnation and indicate
near-term decline” and we are witnessing the same in the
global GDP growth, which is estimated to be considerably
less in 2012, at least 0.5%, against 3.7% registered in 2011.
In Sept-2012, the WTO (World Trade Organization) press
release also headlined “Slow global growth to hit trade in
2012 and 2013”.
Shipping which carries much of the global trade, about 90%
by volume and 70% by value, is passing through an awful
phase since mid 2008. This is due to the dual impact of
reduced global trade growth in the aftermath of the financial
crisis and the shipping overcapacity due to high optimism
in newbuilding orders during the last boom that started in
2003. The super-heated Chinese demand to fuel its super-
fast growth rate initiated the historic super-boom. Now
China is cooling down fast. In the quarter ended in Sept-
2012, Chinese GDP growth registered 7.4% which is the
seventh-consecutive quarterly decline. Rising India is now
heading for a decade low GDP growth. Also in the second
half of 2012, the total external trade by sea (in tonnes) of
USA and EU27 remained stagnant below pre-crisis levels.
Under this backdrop huge glut of new ships joining the
global fleet every month are making the situation worse.
There is a widespread agreement that 2013 is unlikely to
see any great upwards shift in rates or asset (ship) values
beyond a few short-term spikes. Definitely this is going
to be a tough year for many ship-owners. “Be afraid. Be
very afraid”. That’s the message from John Fredriksen the
Lloyds’s List top influencer of the shipping industry this
year declared in Dec-2012. During the boom period (2003-
2008) speculators and investors were also prevalent in new-
building orders along with regular players due to availability
of cheap loans from irresponsible banks. Industry must learn
from mistakes. Now all well-wishers of shipping hope that
over-lending, over-capacity and over-excited speculation by
under-experienced people must end.
Some records of 2012 are truly scaring. In Jan-2012
shipyards delivered 146 dry-bulk carriers, an all-time high.
BDI hit 25 years low on 3rd Feb-2012. New deliveries of
VLCCs are expected to cross 60 by the end of this year.
In the last quarter of 2012, VLCC charter rates touched
an unbelievable US $ 100 per day. Large container ships,
above 10000 TEU, have already pushed the smaller ships,
below 3000 TEU, from the mainline business. In Nov-2012,
12 Marine Engineers Review (India) January 2013
the largest container ship, 16000 TEU Marco Polo, joined
the global container fleet. New-building price has dropped
almost half of the 2007 peak. Second-hand vessel’s price is
at rock bottom. A section of Lloyds’s List top-100 influencer
believes that winners will be those who continue to provide
a good service and develop closer relationships with their
customers. Others think that introducing ship technology
that is more environmentally and economically efficient is
one way to control costs and gain competitive advantage for
survival. There is no one-size- fits-all remedy!
2013- Shipping Outlook- bleak or blue? Dr Martin Stopford,
the world famous economist who just retired as chief of
Clarkson Research UK, is investing his money in farming.
Mr. Fredriksen, who made his fortune in shipping, was too
busy in his salmon fishery in the last summer. However, he
is back in the business and thinks what happens next is going
to be “exciting”.
Happy New Year-2013
“Forecasting is not a respectable human activity and not
worthwhile beyond the shortest of periods” (Peter F Drucker,
Management: Tasks, Responsibilities, Practices, 1974)
The paper is based on literature review and professional
knowledge of the author in the maritime field. The opinion(s),
view(s) and conclusion(s) expressed in this paper are purely
author’s personal and not that of the organization he is
employed with.
Advertise in the MER (I)
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applications in the Maritime Industry (Shipping, Ports,
Navy, Coastguard, Offshore) then the MER (I) is the
ideal medium to promote your products or service.
This monthly technical journal is distributed free to the
Members of the Institute of Marine Engineers (India).
Many of the readers of this journal are the top decision
makers in the Maritime Industry and journal is on their
desks all through the month.
Ask now for our Advertisement Rates.
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Institute of Marine Engineers
(India)
Imei house, sector 19, plot 94, nerul,
navi mumbai 400 706.
Tel. : +91 22 27701664 / 27706749
Fax : +91 22 27711663 Url : www.imare.in
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 Branch News
GOA NEWS
IME President At The Institute Of
Maritime Studies, Goa Passing Out Function
113 Cadets of Institute of Maritime Studies, Vasco-da-gama, to the shipbuilding industry of
Goa passed out completing their pre-sea training in Marine Goa. All the members of this
Engineering, at an impressive passing out function held society contribute not only
at the Institute’s grounds. H.E. Shri Bharat Vir Wanchoo, financially, but also devote lot of
Governor of Goa was the Chief Guest at the function. time as a social responsibility.
Shri Ashok V. Chowgule, Chairman, Society of Industrial He mentioned that Institute of
and Technical Education of Goa (SITEG), welcomed the Maritime Studies, received full
Governor and the dignitaries present. In his speech, he support of the industry in Goa
enumerated the history of the society. He stated that coming and the cadets trained are doing
together of the shipbuilding industry of Goa was essential to well in the shipping industry.
set up a high standard institute to provide skilled manpower He emphasized that hundreds
of students from economically
weaker section of the society,
IME President Dr. from Goa have benefitted
B.K.Saxena speaking at the from this Institute, as they are
passing out function now drawing high salaries in
merchant navy.

The Chief Guest, Honorable Governor of Goa, Shri Bharat

Vir Wanchoo stated, “Our country is on the threshold of being
a superpower and so we need to work out new strategies
President IME, Dr. B.K.Saxena greeting Chief Guest, for systematic and optimum utilization of our resources
Governor of Goa Shri Bharat Vir Wanchoo including sea resources.

Cadet Ashwani Kumar Devari receiving Cadet Pawan Ambekar receiving Best Marine Cadet Anandkumar Pal receiving the Best
Most Promising Marine Engineer award Engineer and Shipmate for graduate award All round Performance award for diploma

Cadet Prajot Raut Desai receiving the Best Cadet Shodhan Chodankar receiving Most Cadet Vishnu Deepak receiving Best All
Marine Engineer and Shipmate for diploma Promising Marine Engineer for diploma round Performance for graduate

Marine Engineers Review (India) January 2013 www.imare.in 13

 Branch News
The Guest of Honour, Dr. B. K. Saxena, President of The
Institute of Marine Engineers (India) told that Goa is an Obituary
important place of maritime activity and the cadets passing
out from this institute have to play a significant role in the Christopher D’Lima
marine sectors. He advised the cadets that as ambassadors’
of our nation they need to play a crucial role in the maritime
THE LAST WORD!!
field. He wished them safe sailing, and advised them to work
hard and achieve success. Shri B. K. Saxena requested the “When you are gone, you take with
Chief Guest to present a silver plaque to the Institute of you what you leave behind”
Maritime Studies as an acknowledgement of its contribution
to The Institute of Marine Engineers (India). Shri Ashok
V. Chowgule, Chairman, SITEG and Shri B. S. Mathur,
Our colleague from 1965-1969 DMET Batch, passed away
Director received the silver plaque. on 1st December 2012 at Mumbai, and with his passing,
one of our many seafarers of a vanishing breed who loved
Prizes and certificates were distributed at the hands of the us, faded in history.
Chief Guest and the Guest of Honour. The Most Promising
He joined The Great Eastern Shipping Co Ltd in November
Marine Engineer award for diploma was won by Cadet
1969 and left as Senior Fleet Manager (Technical) in
Shodhan Chodankar and for graduate was won by Cadet
August 2002.
Aashwini Kumar Devari. The Best Marine Engineer and
Shipmate award for diploma was won by Cadet Prajot Raut ‘Chris’ nicknamed by us had all the qualities which
Desai and for graduate was won by Cadet Pawan Ambekar. characterise a good human being and transformed love into
The Best All-round Performance award for diploma was service. He always had a smile to share, time to give and
time to care.
won by Cadet Anand kumar Pal and for graduate was won
by Cadet Vishnu Deepak. Today, he rests among the people he loved most. A loving
nature kind and true, is the way we will remember you.
Shri B.S.Mathur proposed the vote of thanks and wished the A Tribute from his Batchmate
cadets a long and safe career at sea. N. Nanda Roll No: 1151

Wishing You A Happy & Prosperous New Year 2013

14 Marine Engineers Review (India) January 2013 www.imare.in

 Branch News

Technical Meeting at Cochin

A technical meeting was organised by Institute of Marine
Engineers (India), Cochin Branch on Marine Pollution and
allied subjects on 23rd November 2012. Programme was
held at Central Institute of Fisheries Nautical and Engineering
Training Hall at Ernakulam. Mr. M.P. John, Chairman,
Cochin Branch presided over the meeting. Following
illuminating presentations were made on the occasion.
1. “IMO’s Latest Conventions Related to Marine
Environmental Protection and the Associated Capacity
Building Challanges” By Dr. Jose Matheickal, Head,
Technical Co-operation Coordination & Major Projects and
Chief Technical Adviser, GloBallast Partnerships, Marine
Environment Division, International Maritime Organization
(IMO).
2. “Air Pollution from Ships” By Prof Dr. K.A. Simon,
Director, K M School of Marine Engineering, Cochin
University of Science and Technology.
Presentations were followed by a very lively question answer
session and the speakers were appreciated by one and all.
Mr. A.R. Bhaskaran, Vice Chairman, IMEI, introduced the
speakers. Meeting was well attended by Marine Engineers,
Master Mariners, Shipping industry personnels and students.
Dr. Jomon Thachil, Director (I/C), CIFNET welcomed the
gathering and Mr. M. Swaminathan, Secretary proposed the
vote of thanks. Participants of the technical meeting had the
rare privilege of interacting with the IMO Head on matters
such as GloBallast, Technical Co-operation, Environment
Protection etc. and gain first hand information. Meeting
was followed by high tea.

Passing Out Ceremony at K M School

of Marine Engineering, CUSAT, Cochin
Fifth Passing Out Ceremony of a batch of 30 students of four
year B.Tech. Marine Engineering course was conducted in a
colourful manner in the sprawling campus of the university
at Cochin on 31st July, 2012. Mr. Deepak Shetty, IRS,
Director General of Shipping, Mumbai was the Chief Guest
of the occasion. He was received with a befitting guard
of honour. During the public meeting that followed, Dr.
Ramachandran Thekkedath, Vice-Chancellor of Cochin
University presided.
Mr. Deepak Shetty, in his address pointed out that India
is lobbying to get rid of the 'sensitive' tag on its exclusive Mr. Deepak Shetty, IRS, Director General of Shipping
economic zone, considering the implications of the tag on inspecting the Guard of Honour.
the safety of Indian fishermen operating in Indian waters and
on the high insurance premium paid by shippers plying these
waters. He added that India had taken up the case with the
International Maritime Organisation and continued to lobby
with other countries and groups to get the Indian waters off
the sensitive designation as there had been no incidents of
piracy in the Indian waters so far. He also motivated the
passing out students. He mentioned that although there are
more than 137 maritime training institutes in the country,
Cochin University provided an example of an efficiently run
training institution.
Mr. B R Sekhar, Principal Officer, MMD, Kochi was the Mr. Deepak Shetty, IRS, inaugurating the Passing Out
Guest of Honour. Course Certificates were handed over Ceremony by lighting the traditional lamp
to the students by Dr. Godfrey Louis, Pro Vice Chancellor Cochin University welcomed the gathering and Dr. A
of Cochin University. The function was very well attended Ramachandran, Registrar of Cochin University proposed the
by the marine engineering fraternity of Cochin. Prof. Dr. vote of thanks. This was followed by cultural programme
K.A. Simon, Director, K M School of Marine Engineering, of the students and a sumptuous dinner for all.
Marine Engineers Review (India) January 2013 www.imare.in 15
 Branch News

Annual General Meeting Cochin

Annual General Meeting of the Institute of Marine Engineers
(India), Cochin Branch was held on 11th August 2012 at
the auditorium of Merchant Navy Club, Willingdon Isand,
Kochi- 682003. The meeting began at 6 PM with silent
prayer and paying homage to the departed soul of late
Shri. P.L.D’Abreo who had served the institute for many
decades.
Shri. M.P. John, Chairman welcomed the gathering. He
apprised the members the salient achievements of the Branch
during the past one year. Notable achievements were (1)
conduct of Cochin Marine Seminar (COMERSEM) 2011 at
Indian Medical Association Hall, Kochi -682017 on 18th &
19th November 2011, which was reported to be a resounding
success, (2) conduct of MEO Class II preparatory classes on
regular basis with enhanced capacity and with the seats fully
occupied, (3) presentations of technical papers and conduct Shri. M.P. John, Chairman addressing the gathering
of mentoring program, (4) transferring Rs. 8 lakhs to Head
Quarters as surplus funds generated by the Branch totaling to A.R Bhaskaran, Vice Chairman. He thanks the members for
Rs.23 lakhs during the past 3 years, and (5) near completion attending the meeting especially to Shri. R.V. Balakrishnan
of the extension work of the building. Nair and Shri. A.C. Vijayan who had come all the way from
Shri. Swaminathan, Hon. Secretary read out the minutes of Trivandrum and Calicut respectively. The meeting was
AGM held on 29th of July 2011 at Merchant Navy Club, followed by a dinner for the members and their family.

Technical Meeting
Cochin and was passed. Thereafter, Hon. Secretary presented
the activity report of the Branch for the year 2011-12.
Shri V.J. Jos, Treasurer presented the audited account of
the Branch for the financial year 2011-12. After detailed
discussion and deliberation, the report was passed. The
meeting also decided to continue utilize the service of the
At Visakhapatnam
M/s Vijarajan & Associates for auditing the accounts for the
financial year 2012-13 at the same remuneration paid for
2011-12.
The chairman requested the members to involve in the
activities of the Institute vigorously to evolve better. He
requested sailing chief engineers to help the branch for the
smooth conduct of training course with their participation as
faculty. The meeting concluded with vote of thanks by Shri.

Technical meeting was held on 07-12-2012. Mr C

Subrahmanyam introduced the speaker Mr B Ramamurthy,
GM(retd) Hindustan Shipyard Limited. The speaker
elaborated the procedures of sea trials of new ships. Mr P J
Dutta gave vote of thanks. The very informative paper in full
View of the audience will be published in next issue.

16 Marine Engineers Review (India) January 2013 www.imare.in

 Branch News

HIMT - 1st Private Institute Of India

To Receive DGS Approval For MEO-1
(Engineering Management) Preparatory
Course And Conduct Of ECDIS Course
Hindustan Institute of Maritime Training has once again set
a benchmark and has received a special Diwali Gift from
D. G. Shipping, who has accorded approval for conducting
the MEO Class 1 Preparatory course (ENGINEERING
Management) course on 12th Nov’12.
Also, the Institute is first to receive D.G. Shipping approval
for conduct of ECDIS Course. Capt S. Krishnamurthyi,
President of Nautical Institute ,UK and Vice President of
Sanmar Shipping Ltd was the Chief Guest at HIMT, Chennai
for Inaugurating the 1st DGS approved ECDIS Course on
17th Dec’12.

Marine Engineers Review (India) January 2013 www.imare.in 17

 Notice: Annual Dinner (Meet)
Mumbai Branch
Venue: Mumbai Cricket Association (MCA) For further details / tickets / advertisements/
Grounds at Bandra Kurla Complex support, kindly contact
Date: Saturday the 2nd March 2013 Mr. S. Vaidya Tel: 022-22851195
Time: 1930hrs onwards Email: mumbai@imare.in
Dress: Lounge Suit / National.

The Institute of Marine Engineers (India)

Non Mandatory Course on Maritime Rules and Regulations
Conducted by the Mumbai Branch of the IMEI
“Maritime Labour Convention 2006 – An Overview and a look into the
Problems Areas during Implementation”
Course Content
This course is offered in 3 modules:
Module 1) Introduction & Overview of MLC 2006. Explaining what was wrong with earlier ILO
Maritime Labour Conventions, and what is special about MLC 2006.
Module 2) Generally addressing Shipowners responsibilities, Masters responsibilities and Sea-
farers responsibilities covering all the Titles.
Module 3) Problem areas for implementing MLC 2006 Before and After ratification by India.

Certificate: Certificate issued by - Mumbai Branch of The Institute of Marine Engineers (India)
Methods: Presentation, Case studies, Group work
Shipping Companies: Superintendents, Fleet managers, Nautical officers & Sailing
Target groups:
Engineers, Surveyors, Naval Architects and Other Members of the Marine fraternity
Capt. V. Makuden (IRS faculty) and Mr. D. Mitra (Maritime Consultant and GL
Faculty:
Trainer)

Date and Time: 19th January 2013 (Saturday) 0900 hrs to 1700 hrs

Venue: “IMEI House”, Plot No. 94, Sector-19, Nerul, Navi Mumbai. INDIA.

Rs.1,750/- plus Service Tax @12.36% = INR 1966/- payable to “The Institute of
Fees:
Marine Engineers (India)”
Mr. S. Vaidya – The Institute of Marine Engineers (India) – Mumbai Branch, 1012
Registration: Maker Chamber V, Nariman Point, Mumbai 400-021.
Phone :(022) 22851195, (022) 22834035
18 Marine Engineers Review (India) January 2013 www.imare.in
 General
Simplified overview of the discharge provisions of the
revised MARPOL Annex V (resolution MEPC.201(62))
which has entered into force on 1 January 2013
(for more detailed guidance regarding the respective discharge requirements please refer to the text of MARPOL
Annex V or to the 2012 Guidelines for the Implementation of MARPOL Annex V)

Offshore platforms
(more than 12 nm
Type of garbage Ships outside special areas Ships within special areas from land) and all
ships within 500 m of
such platforms
Discharge permitted ≥3 nm Discharge permitted ≥12 nm from the
Food waste comminuted or
from the nearest land, en route nearest land, en route and as far as Discharge permitted
ground
and as far as practicable practicable
Discharge permitted ≥12 nm
Food waste not comminuted
from the nearest land, en route Discharge prohibited Discharge prohibited
or ground
and as far as practicable
Cargo residues1 not
Discharge permitted Discharge prohibited Discharge prohibited
contained in wash water
≥12 nm from the nearest Discharge permitted ≥12 nm from the
Cargo residues1 contained in
land, en route and as far as nearest land, en route, as far as practicable Discharge prohibited
wash water
practicable and subject to two additional conditions2
Cleaning agents and
additives1 contained in cargo Discharge permitted ≥12 nm from the
hold wash water nearest land, en route, as far as practicable Discharge prohibited
Discharge permitted
Cleaning agents and and subject to two additional conditions2
additives1 in deck and Discharge permitted
external surfaces wash water

Carcasses of animals carried Discharge permitted as far

on board as cargo and which from the nearest land as Discharge prohibited Discharge prohibited
died during the voyage possible and en route

All other garbage including

plastics, synthetic ropes,
fishing gear, plastic garbage
bags, incinerator ashes,
clinkers, cooking oil, floating Discharge prohibited Discharge prohibited Discharge prohibited
dunnage, lining and packing
materials, paper, rags, glass,
metal, bottles, crockery and
similar refuse

When garbage is mixed with or contaminated by other substances prohibited from discharge or
Mixed garbage
having different discharge requirements, the more stringent requirements shall apply

1
These substances must not be harmful to the marine environment.
2
According to regulation 6.1.2 of MARPOL Annex V the discharge shall only be allowed if: (a) both the port of departure and the next port
of destination are within the special area and the ship will not transit outside the special area between these ports (regulation 6.1.2.2); and (b)
if no adequate reception facilities are available at those ports (regulation 6.1.2.3).

Marine Engineers Review (India) January 2013 www.imare.in 19

20 Marine Engineers Review (India) January 2013 www.imare.in
 Technical
Identification of key technical measures
for improving energy efficiency of ships
and to achieve required
Energy Efficiency Design Index (EEDI)
Ajoy Chatterjee, CEng, C.Mar.Eng, FIMarEST, FIMar.E, FIE
Abstract :
Emissions of carbon dioxide in the exhaust gasses of ships’ engines burning fossil fuels contribute significantly to the harmful
air pollutants in coastal areas and in congested shipping lanes as well as to wider global warming. This paper highlights the
potential options for reduction of emissions of greenhouse gases from the shipping sector, from a technological perspective.
The fundamental categories of options are by improvement in design of ships and propulsion devices; using renewable energy
sources and use of emission reduction technologies, fuel cells etc.

Shipping is the lynchpin of the global economy and society.
Over 90% of the world’s trade is carried by sea. Given that
the bulk of this trade consists of commodities such as grain
and oil, the International Maritime Organization (IMO)
concludes that, without shipping, half the world would
starve and the other half would freeze.
The heightened concern at the impact of ever increasing
global shipping activities on the environment has given
further impetus to efforts by the IMO to develop sustainable
and environmentally conscious means of preventing
pollution from ships, such as those aimed at reducing
atmospheric pollution and addressing climate change and
global warming. Carbon di-oxide (C02) is produced during
combustion of fuels and in proportion to the carbon content
of fuel. C02 is the main Green House Gas (GHG) emission
as shown in Figure 1
Improved energy efficiency means that the same amount
of useful work is done, but using less energy. This in turn
means less fuel burned and reductions in emissions of
Carbon Dioxide in exhaust gases and thus contributing to
reduction in ‘global warming”. A wide range of options are
available for increasing the energy efficiency of ship design
and ship operation.
Due to industrial activities and burning of fossil fuels, C02
level in the atmosphere has been rising in the past several
decades. Figure 2 shows these changes that also include the
seasonal changes. C02 is the main cause of global warming.
IPCC (Intergovernmental Panel on Climate Change) studies
have shown that if the atmospheric C02 concentrations are
increased to 450 ppm, this will lead to a 2 degree Celsius
increase in global temperature.
A two degree ceiling to global warming has been agreed
internationally and therefore the global C02 must not go
beyond 450 ppm.

Figure 2- Trends of changes to global atmospheric C02

Figure 1 - Main GHG gases
concentrations
Marine Engineers Review (India) January 2013 www.imare.in 21
22 Marine Engineers Review (India) January 2013 www.imare.in
Marine Engineers Review (India) January 2013 www.imare.in 23
 Technical
How to avoid global warming
IPPC forecasts for changes to future C02 concentration is
shown in Figure 2. Accordingly, the “Business as Usual”
use of fossil fuel scenarios will lead to quite high C02
concentrations by the end of this century. To limit C02 to 450
ppm maximum limit (and thereby limit global warming to 2
C maximum), drastic reductions in C02 production (about
50% below 1990 level) is required as shown in Figure 3
Figure 3- GHG emissions reductions needed to stabilize
the global C02 concentrations
International efforts
International efforts to reduce the impact of climate change
started primarily in Rio in 1992 where the framework
for climate change control was agreed by more than 150
governments. This was followed by the adoption of the
Kyoto Protocol in 1997 which bound the Annex I countries
to reducing their national GHG emissions by an average of
5.2% below 1990 levels, by 2012. Due to its international
nature, marine transportation could not be directly handled
through the Kyoto Protocol by Annex I countries. Instead,
they were tasked to work through the IMO, under Article
2.2 of the Kyoto Protocol, in order to “pursue limitation or
reduction of emissions of greenhouse gases not controlled
by the Montreal Protocol from ... marine bunker fuels.”
Mandatory measures to increase energy efficiency and
reduce GHG emissions from international shipping were
adopted in July 2011 by Parties to MARPOL Annex VI
at the 62”’ meeting of the MEPC (Marine Environment
Protection Committee) of the IMO. This represents the
first ever mandatory global C02 reduction regime for an
international industry sector. Also, it represents a unique
technical standard amongst various transport sectors;
where shipping embraces the state of the art regulatory
regime for ship energy-efficient design and operation thus
taking a leading role within transportation.
As a result, a new chapter entitled “Energy Efficiency
Regulations for Ships” was added to MARPOL Annex VI
with a number of additional regulations including:
24 Marine Engineers Review (India) January 2013
• Regulation 20 on Attained EEDI
• Regulation 21 on Required EEDI
• Regulation 22 on SEEMP
• Regulation 23 on technical cooperation and technology
transfer, mainly to developing countries
Amongst the agreed regulations, both EEDI (Energy
Efficiency Design Index) and SEEMP (Ship Energy
Efficiency Management Plan) are mandatory measures for
ships and will come into force from 1” January 2013.
The EEDI is applicable to new ships and will ensure
promotion of energy-efficient ship design / building. The
EEDI is a performance-based standard that requires certain
minimum energy efficiency in new ships. Ship designers and
builders are free to choose the technologies to satisfy the
EEDI requirements in a specific ship design.
On the other hand, SEEMP is a management tool and
establishes a mechanism for operators to improve the energy
efficiency of ships and will be applicable to new and existing
ships from and after 1 Jan. 2013.
What is EEDI?
The EEDI is an index that indicates the grams of C02
(generated)/tonne. Mile (cargo carried) for a ship for one
of specific reference design point. The intention is that by
imposing limits on this index, IMO will be able to drive ship
technologies to more efficient ones over time. The EEDI
framework will be used by the IMO for control of C02 from
shipping in much the same way that MARPOL Annex VI
has regulated NOx and SOx emissions - through phased
reductions in limits.
Attained EEDI and Required EEDI
The Attained EEDI is the actual value of EEDI for a ship
that is calculated using EEDI formula and verified within a
tight verification regime. The EEDI formula and calculation
details have been defined as part of supporting guidelines
for the regulations. The attained EEDI must be less than
the Required EEDI that will be calculated for each ship
according to a well defined equation (representing “EEDI
reference line”) in combination with a reduction factor.
While the calculation of Attained EEDI is mandated for a
number of ship types over the size of 400 gross tonnage,
the agreed phases for Required EEDI, together with ships
included and level of EEDI reduction relative to “EEDI
reference line” is shown in Table 1
EEDI (both attained and required) will not apply to ships with
diesel-electric, steam turbine or hybrid propulsion systems.
Ships such as smaller ships, Ro-Ros, passenger ships (cruise)
will be included in at later stages of implementation once
the technical methods for their EEDI framework have been
developed and agreed.
www.imare.in
 Technical
Table 1 – EEDI reduction factors, cut off limits and implementation phases
EEDI =
EEDI formula and guidelines
The detailed description of EEDI formula is beyond the
scope of this article. However, it can be mentioned that EEDI
formula in its entirety is a complex one and its implementation
in a consistent way will pause some difficulties. This
will be the case in later years when the innovative energy
technologies are embraced by the industry.
In addition to the formula, implementation of EEDI
regulations involves use of a relatively large number of
Guidelines, some of which are still under development.
Overall and as it stands now, the following guidelines will be
used (some of them depending on ship type and technology
used):
• Guideline for calculation of EEDI
• Guidelines for survey and verification of EEDI
• Guidelines for minimum power of ship for safe
operation.
• Guidelines for validation of ship electric power table
(EPT).
• Guidelines for verification of innovative technologies
Marine Engineers Review (India) January 2013
It is anticipated that consistency of use of the above
guidelines will pose a number of issues for the industry. The
completion of the guidelines is underway and may continue
till MEPC 64th meeting in October 2012.
EEDI Verification
EEDI verification will be carried out by Recognised
Organisations (ROs) on behalf of flag States using
corresponding data and documents and observing tank tests
and sea trials. EEDI verification takes place in two stages:
• Pre-verification
• Final verification
Pre-verification will occur at the design stage whereas
final verification will be conducted after construction
and as part of the commissioning sea trials. Ship design
data, tank test data and speed trial data will be subject to
scrutiny and verification by ROs. Dedicated guidelines are
developed to ensure consistency of verification, although
some important issues such as speed-power scaling methods
and unified approach for data correction have yet to be
clarified.
www.imare.in 25
 Technical

Boilers are excluded from EEDI! Figure 4

Emission-Reduction Technology Options
There is a large list of existing and emerging technologies
that could be used for EEDI reduction. Some of these
technologies, such as extra smooth foul release paints,
are gradually being used while others, such as waste heat
recovery and hull propeller improvements, could be used
if their cost effectiveness is improved. The advantage of
application of new technologies for emission reductions on
ships is that it can improve the EEDI value without changing
DWT or ship speed; the improvement in efficiency would
not cause any changes to, or constraints on, the operation
pattern of the ship.
Main methods for EEDI reduction:
I. Deadweight increase Methods for EEDI Reduction
Figure 5 above illustrates the relationship between the
II. Advanced technologies:
EEDI and improvement measures.
• Existing/proven technologies;
to satisfy this minimum requirement. Reduction rates should
• Innovative technologies;
be determined ideally by the effects of (c) application of new
• Renewable energy technologies. technologies only while speed reduction should be kept aside
III. Alternative fuels: as an option or some margin for shipbuilder / ship-owners to
meet the required EEDI value.
• LNG
Energy Losses On Board Ship
IV. Speed reduction
Only a fraction of the fuel energy going into the ship’s
The point of “Base Ship” represents the EEDI and DWT of main engines actually ends up generating propulsion
the average and representative ship among existing ships with thrust. This is illustrated in Figure 6, which represents a
a conventional machinery and propulsion system. The point small well-maintained cargo ship moving at about at 15
of “Modified Ship” represents the EEDI and DWT where knots in Beaufort 6 head weather condition. The bottom
various efficiency improvement measures are assumed to bar in this diagram represents the energy input to the
have been applied to the “Base Ship”. The effect of (a) size main engine from the fuel. In this case, 43% of the fuel
increase is to move EEDI in parallel with the baseline; thus, energy is converted into shaft power while the remaining
it does not contribute to the downward shift of the lines. The energy is lost in the exhaust or as heat losses. Due to
effect of (b) speed reduction does contribute to the downward further losses in the propeller and transmission, only 28%
shift, however, it should be recalled that the required EEDI of the energy from the fuel that is fed to the main engine
value for a new ship is “minimum” requirement for every generates propulsion thrust in this example. The rest of the
new ship. No matter what special circumstances (route- energy ends up as heat, as exhaust, and as transmission
specific) ships are obliged to operate under they would have and propeller losses. The majority of these remaining 28%

26 Marine Engineers Review (India) January 2013 www.imare.in

 Technical
are spent overcoming hull friction, while the remaining Technologies which are available to significantly improve
energy is spent in overcoming weather resistance and ship’s energy efficiency in the short, medium and long-term
air resistance, as residual losses and for generating waves. include:
Additional to this is the fuel energy for operation of auxiliary 1. Ship capacity enhancement
engines. Ships other than the case shown will have the same
• Larger ships.
types of losses; however, the relative sizes will differ.
• Purposely designed ships for specific routes/cargo
mixes.
• Multi-purpose ships (combination carriers) to avoid
ballast (empty) legs.
• Use of light weight construction materials.
• Zero or minimum ballast configurations.
2. Hull and propeller
• Hull optimization for less resistance and improved
sea margins.
• Advanced underwater hull coatings.
• More hydro-dynamically efficient aft-ship, propeller
and rudder arrangements.
Figure 6 Use of propulsion energy on board a small • Reduced air drag through improved aerodynamics of
cargo ship, head sea, Beaufort 6 hull and superstructure.
Ship Technologies for EEDI Reduction • Hull air lubrication systems.
No EEDI reduction measure Remark
1 Optimized hull dimensions and form Ship design for efficiency via choice of main dimensions (port and canal
restrictions) and hull forms.
2 Lightweight construction New lightweight ship construction material.
3 Hull coating Use of advanced hull coatings/paints.
4 Hull air lubrication system Air cavity via injection of air under/around the hull to reduce wet surface
and thereby ship resistance.
5 Optimization of propeller-hull Propeller-hull-rudder design optimization plus relevant changes to ship’s aft
interface and flow devices body.
6 Contra-rotating propeller Two propellers in series; rotating at different direction. This leads to overall
reduction in propeller losses.
7 Engine efficiency improvement De-rating, long-stroke, electronic injection, variable geometry turbo charging,
etc.
8 Waste heat recovery Main and auxiliary engines’ exhaust gas waste heat recovery and conversion
to electric power.
9 Gas fuelled (LNG) Natural gas fuel and dual fuel engines.
10 Hybrid electric power and propulsion For some ships, the use of electric or hybrid would be more efficient.
concepts
11 Reducing on-board power demand Maximum heat recovery and minimizing required electrical loads flexible
(auxiliary system and hotel loads). power solutions and power management.
12 Variable speed drive for pumps, fans, Use of variable speed electric motors for control of rotating flow machinery
etc. leads to significant reduction in their energy use.
13 Wind power (sail, wind Engine, etc.) Sails, fletnner rotor, kites, etc. These are considered as emerging
technologies.
14 Solar power Solar photovoltaic cells.
15 Design speed reduction (new builds) Reducing design speed via choice of lower power or de-rated engines
Table 2- List of technologies that is expected to be used for reducing the future ship’s EEDI

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28 Marine Engineers Review (India) January 2013 www.imare.in
 Technical
3. Engines, waste heat recovery and propulsion system
• More efficient main and auxiliary engines (de-rating,
electronic control, long-stroke, variable geometry
turbocharger, etc.).
• Waste heat recovery and ship’s thermal energy
integration.
• Fuel cell and hybrid electric technologies
4. Alternative fuels
• Natural gas such as LNG
• Bio fules
• Hydrogen
• Nuclear
5. Alternative sources of energy
• Solar panels
• Wind power such as kites, sails and flettner rotors.
Categorizing of Innovative Energy Efficiency
Technologies
Innovative energy efficiency technologies are allocated to
category (A), (B) and (C), depending on their characteristics
and effects to the EEDI formula. Furthermore, innovative
energy efficiency technologies of category (B) and (C) are
categorized to two sub-categories (category (B-1) and (B-2),
and (C-1) and (C-2), respectively). (See figure 7)
Category (A): Technologies that shift the power curve, which
results in the change of combination of PP and Vref: e.g.,
when Vref is kept constant, PP will be reduced and when PP
is kept constant, Vref will be increased
Category (B): Technologies that reduce the propulsion
power, PP, at Vref, but not generate electricity. The saved
energy is counted as Peff
Category (B-1): Technologies which can be used at any time
during the operation and thus the availability factor (feff)
should be treated as 1.00.
Category (B-2): Technologies which can be used at their
Figure 8 - Most of the technologies aim to recover part
of the 40% losses
Marine Engineers Review (India) January 2013
full output only under limited condition. The setting of
availability factor (feff) should be less than 1.00.
Category (C): Technologies that generate electricity. The
saved energy is counted as PAEeff
Category (C-1): Technologies which can be used at any time
during the operation and thus the availability factor (feff)
should be treated as 1.00.
Category (C-2): Technologies which can be used at their
full output only under limited condition. The setting of
availability factor (feff) should be less than 1.00.
Propeller energy balance
Propeller efficiency comes down to simple physics;
unfavourable wake flow from the hull into the propeller as
well as energy losses from propeller rotation will reduce
the potential thrust that can be gained from a propeller
functioning in fully optimised conditions. In an effort to
counteract this, appendages and supplements to propeller
systems have been invented to create the conditions that
are most conducive to obtaining maximum thrust from the
propeller.
Detailed description of the above technologies is beyond the
scope of this document and has been covered in a number
of publications as identified in references section. However
in the following paragraphs, key technical measures like
optimization of propeller-hull interface, flow devices use
of alternative fuels and renewable sources of power for
improvement of ship propulsion efficiency are highlighted.
The ability to improve propulsive efficiency with mechanisms
and devices added in front or astern of the propeller, is
currently one of the surest ways to save fuel on a ship; many
of the devices are well-developed and tested with extensive
in-service data to support the claims and marketing hype of
the manufacturers.
Ducts, fins, nozzles, bulbs and an array of other devices, as
stated below, exist to reduce propeller losses (see figure 8)
and propel vessels at reduced power and faster speeds.
• Rim drive thrusters
• Bulb hub cap twisted rudder
• CPP and feathering CPP
• Contra-rotating propeller / podded contra- rotating
propeller.
• Non hub vortex propeller and propeller boss cap fins
• Azipod propulsion
• Grim wheel
• Ducted propeller – Mewis duct system
• Pre-swirl device
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 Technical
• Post-swirl devices
• Wake-equalizing duct for propeller efficiency
• High efficiency Rudder Propeller combination.
Shape and size of ship’s hull
An analysis for tankers and bulk carriers of the design
parameters (block coefficient, length displacement ratio
and Froude number) which have a direct influence on the
propulsion power shows that during the last 20 years the
block coefficient has increased by 1 - 5% and the length
displacement ratio has decreased by 1-5%.
Both developments lead to higher EEDI values over
the same period The speed and the Froude number have
increased over the same 20 years, which also has a negative
effect on the EEDI as this is strongly speed dependent. The
combined increase of the block Coefficient and the Froude
number are very problematic as it is against rules and
guidelines based on hydrodynamic principles, according to
which the block coefficient should be decreased when the
Froude number is increased. Computer calculations where
the above-mentioned parameters have been varied for the
different tanker and bulk carrier sizes show that based on
the typical ship design standard today, the EEDI may be
decreased by 5-10% by selecting more favourable hull
proportions result in a lower block coefficient and a hi g
h e r slenderness ratio, even without changing the speed or
introducing any new technical measures.
Hull air cavity system (ACS) or Hull air lubrication
Figure 9 -Schematic Illustration of an air bubble system
(Source MEPC 64/4/8)
Although the wave-making resistance of ships can be
minimised by careful hull design, friction drag is more
important for large, slow speed, commercial ships.
Air bubble lubrication systems (Figure 9) are based on the
powered injection of air beneath the ship. Several small
holes on the hull’s bottom are used for injection of micro
air bubbles into the flow stream. By interfering with the
generation of vortices, the transition to the highly dissipative
turbulent flow regime, which typically occurs around the
hull, is delayed. Friction drag is reduced due to the lower
30 Marine Engineers Review (India) January 2013
friction forces associated with laminar flow, compared with
turbulent flow.
Uncertainties in the physical mechanisms, and the scaling
and technical feasibility of this system, need to be solved by
2020. In particular, the potentially negative interactions of the
dispersed bubbles with the propeller must be eliminated.
Hull air cavity system (ACS) or Hull air lubrication
The injection of air beneath a ship’s hull can have an
alternative embodiment, but one that also results in friction
drag forces being decreased. In air cavity systems, large
indentations are opened on the hull’s bottom. Compressed air
is pumped in to fill the void space and establish a continuous
air cavity. The steel-seawater interface is thus replaced by a
more slippery air-seawater interface, effectively. Reducing
the hull’s wetted surface and thereby the friction forces. A
decrease in fuel consumption of around 10 % is possible.
As air will inevitably escape from the cavity, it has to be
continuously replaced. Advantages of ACS system (figure
10);
• Reduces hull skin friction by creating a partial air
cushion.
• Up to 15% of fuel savings is claimed.
• This technology is still under trials and a number of pilot
trials are underway.
How ACS Works
Figure 10
Negative side-effects include the generation of a destabilizing
free surface under the hull. Energy will be lost, both by
the formation of gravity waves on this free surface and by
dispersion of bubbles into the propeller inflow.
Hybrid Materials for ship construction
Reducing the weight of a ship’s hull can decrease emissions
and save fuel. Lightweight materials are used in smaller
vessels and secondary structures, e.g. fibre reinforced
plastics, aluminium, and titanium.
Hybrid materials can be formed from multiple layers of
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 Technical
metal sheets and piles of polymer composite laminates.
Fibre-metal laminates combine the qualities of metals (high
impact resistance, durability, flexible manufacturing) with
those of composites (high strength and stiffness to weight
ratio, good resistance to fatigue and corrosion). The metal
layers can be of either aluminium or steel plates, whereas the
polymer core can be reinforced with carbon or glass fibres.
The application of these materials in the aeronautical
industry and in specialised ships provides an opening
for introducing these materials into shipping. However,
widespread adoption by 2020 is unlikely. The main
obstacles include high costs, manufacturing and recycling
challenges, and fire resistance issues.
Alternative Fuels
Within the foreseeable future, existing propulsion systems
are likely to continue to dominate with carbon-based liquid
fuels being the only realistic large volume fuel for shipping
over the next 15 to 20 years.
With currently available propulsion machinery, natural gas
emits around 20% less C02 emissions than residual or diesel
oil fuels. Natural gas will initially become an alternative to
conventional residual or diesel oil fuels in some regions and
in particular for short sea shipping where the combined SOx
and NOx and Energy Efficiency Regulations will add impetus
to its uptake. Later, natural gas will be used more widely
when liquefied natural gas (LNG) or compressed natural gas
(CNG) distribution infrastructures become available.
BioFuels
Biofuel is a renewable energy source with the potential
of considerable decrease in lifecycle CO2 emissions. In
operation, SOx and particulate matter emissions are also
reduced, while NOx emissions slightly increase. In principle,
existing diesel engines can run on biofuel blends. The most
promising biofuels for ships are biodiesel and crude plant
oil. Biodiesel is most suitable for replacing marine distillate, terrestrial photovoltaic”, etc.
and plant oil is suitable for replacing
residual fuels. There are, however,
various unresolved problems. These
include fuel instability, corrosion,
susceptibility to microbial growth,
adverse effects on piping and
instrumentation, and poor cold flow
properties. Although these technical
challenges could be resolved by 2020,
widespread use of biofuel in shipping
will depend on price, other incentives,
and availability in sufficient volumes.
Breakthroughs in production methods
and new regulations could have a
significant impact. Figure 11. Schematic diagram of photo-voltaic power generation system
Marine Engineers Review (India) January 2013
Renewable Energy Technologies
This option would provide a reduction in EEDI via use of:
• Wind power
• Solar energy
Renewable energy technologies are expected to play a
major role in the long term, in particular for vessels with
well-defined duty cycles and are operating over long routes.
The modern versions of the wind technologies are currently
under pilot testing and are expected to form part of the future
ship power systems.
Kites
Kites are smaller installations and provide a thrust force
directly from the wind. The system consists of the kite,
control lines with a control node, a Hawser connection to
the forecastle, a winch, and the bridge control system.
Commercial kites currently range from 160 to more than
300 m² and can substitute a propulsion power of up to 2000
kW depending on the wind conditions and ship’s speed.
They fly at between 100 and 420m high, at wind speeds of
3 to 8 Beaufort scale. The automatic control system actively
steers and stabilizes the kite, optimising its performance.
The relative ease of kite installation for wind propulsion
may result in ship retrofits within the next 10 years. Kite
operation entails few additional tasks for the crew. Conflicts
with cargo handling equipment could arise.
Renewable energy – Solar
Photovoltaic (PV) power generation system set on a ship
will provide part of the electric power either for propelling
the ship or for use inboard. PV power generation system
consists of PV modules and other electric equipments.
Figure 11, shows a schematic diagram of PV power
generation system. The PV module consists of combining
solar cells and there are some types of solar cell such as
“Crystalline silicon terrestrial photovoltaic” and “Thin-film
(Source MEPC 64/4/8)
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 Technical
Solar cells have so far been tried and tested on a number provide supplementary propulsion power in hybrid electric
of pilot cases on ships. They are feasible but provide ships. The main barriers against uptake are cost, weight, size,
significantly low power relative to the ship’s total power lifetime, and slow response to load variations. During the
requirements. However, with the advent of flexible modern next decade fully commercial marine fuel cells will become
sails in the future, the sails would be fully covered with solar available.
cells and this will increase the level of power production by The use of fuel cells running on natural gas is expected first
this option. for auxiliary engines and, later, in the small ship category.
Marine Fuel cell Feasibility studies for fuel cells powered by natural gas
report no emissions of NOx, SOx or particulate matter (PM)
In order to increase efficiency in power
production, alternatives to combustion
have to be considered. Fuel cells
convert chemical energy directly to
electricity, at a theoretical efficiency of
up to 80 % (hydrogen), through a series
of electrochemical reactions. They
can be fuelled by natural gas, bio-gas,
methanol, ethanol, diesel, or hydrogen.
LNG fuel cells emit up to 50 % less
CO per kW than diesel engines. Due to
the establishment of Emissions Control
Areas (ECAs), installation of LNG
fuel cells will be favoured. Currently,
a marine fuel cell prototype delivers
power in the range of 0.3 MW. Initially,
fuel cells will provide auxiliary power,
e.g. hotel loads. Ultimately they will Figure 12

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 Technical
and a significant reduction in C02 emissions compared to EGR Exhaust gas recirculation (NOx reduction
diesel engines burning a similar fuel. Fuel cell solutions technology)
will replace current power systems in the long term when
FAME Fatty Acid Methyl Ester (a type of bio-diesel)
feasibility and reliability of these technologies for ship-
board application are proven. (See Figure 12) FTD Fischer–Tropsch diesel (a type of synthetic diesel)
SUMMARY GCM Global climate model
The foregoing paragraphs discuss the potential for saving GHG Green house gasses
energy and reducing CO2 emissions substantially from
GT Gross tonnage
international shipping, as depicted in Figure 12 above.
It has been assessed that, by application of known GTP Global temperature change potential
technology and practices, shipping could be 25–75% more GWP Global warming potential
energy-efficient, depending on the ship type and the degree
of compromise. HCFC Hydrochlorofluorocarbons
Regulations aside, what can shipping actually do HFC Hydrofluorocarbons
immediately? HFO Heavy fuel oil
• More efficient operations, e.g. weather routing, control HVAC Heat, ventilation and air conditioning
of energy consumers onboard, speed optimizing and
ICF International Compensation Fund for GHG emissions
trim
from ships
• The introduction of more efficient technology – both for IEA International Energy Agency
ships in operation and for new buildings
IMO International Maritime Organisation
• Fuel shift from residual fuel oils, marine gasoil and diesel
INTERTANKO International Association of Independent
oil to use of natural gas; possibly other green fuels
Tanker Owners
• Improved infrastructure, including port turn-around IPCC Intergovernmental Panel on Climate Change
times, port capacity / -logistics and size of ships
ISO International Organization for Standardization
• Improved cooperation between players including owners/ ISM International Safety Management
charterers, contractual issues, port integration
LNG Liquefied natural gas
It’s not just technology; it’s also about people and their
organisations. LRFPR Lloyd’s Register – Fairplay Research
LRIT Long range identification and tracking system
List of abbreviations and acronyms
MARPOL International Convention for the
ACS Air cavity system
Prevention of Pollution from Ships
AGWP Absolute global warming potential
MR Management Representative
BC Black carbon
MCFC Molten carbonate fuel cell
CDM Clean development mechanism
MCR Maximum continuous rating
CFC Chlorofluorocarbons
MDO Marine diesel oil (distillate marine fuel with possible
CH4 Methane residual fuel traces)
CO Carbon monoxide MEPC Marine Environment Protection Committee
CO2 or CO2 Carbon dioxide METS Maritime emissions trading scheme
DPA Designated Person Ashore MGO Marine gas oil (distillate marine fuel)
ECA Emission Control Area MSD Medium speed diesel
EEDI Energy Efficiency Design Index NOx Nitrogen oxides
EEOI Energy Efficiency Operational Indicator Ppm Parts per million
EJ Exajoule (1019 joules) Lpp Length between perpendiculars

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34 Marine Engineers Review (India) January 2013 www.imare.in
 Technical
Definitions
Various terms in the EEDI equation are fully defined in reference 4, a summary of which is given in the following table:
Term Unit Brief description
Capacity [Tonne] Ship capacity in deadweight or gross tonnage at summer load line
(for container ships,70% of deadweight applies).
CFAE [gCO2/g fuel] Carbon factor for fuel for auxiliary engines.
CFME [gCO2/ g fuel] Carbon factor for fuel for in main engines.
fEFF [-] Correction factor for availability of innovative technologies.
fi [-] Correction factor for capacity for ships with technical/regulatory limitations in capacity.
fc [-] Correction factor for capacity for ships with alternative cargo type that impact the
deadweight-capacity relationship (e.g. LNG ships in gas carrier segment).
fj [-] Correction factor for ship specific design features (e.g. ice-class ships).
fw [-] Correction factor for speed reduction due to representative sea conditions
neff [-] Number of innovative technologies.
nME [-] Number of main engines.
nPTI [-] Number of power take-in systems.
PME [kW] Ship propulsion power that is 75% of main engine Maximum Continuous Rating or shaft
motor (where applicable); also taking into account the shaft generator.
PAE [kW] Ship auxiliary power requirements at normal sea going conditions.
PAEeff [kW] Auxiliary power reduction due to use of innovative technologies
Peff [kW] 75% of installed power for each innovative technology that contributes to ship propulsion
PPTI [kW] 75% of installed power for each power take-in system (e.g. propulsion shaft motors).
SFC [g/kWh] Specific fuel consumption for auxiliary engines as per NOx certification values.
SFCAE
SFCME [g/kWh] Specific fuel consumption for main engines as per NOx certification values.
Vref [knots] Attained ship speed (at 75% main engines’ MCRat calm sea and deep water operation at
ship’s “capacity” as defined above).

Parameters for EEDI formula References:

Pp is the propulsion power and is defined as ΣPME (In case
where shaft motor(s) are installed, ΣPME +ΣPPTI(i),shaft,
[as shown in paragraph 2.5.3 of EEDI Calculations as shown
in March, 2012 Guidelines on the method of calculation of
the Attained Energy Efficiency Design Index (EEDI) for
new ships , Resolution MEPC.212(63) – reference 4.
Scope of ship systems included in EEDI formula
The figure below shows the scope of ship systems that are
represented in EEDI equation. The items contained within
the dashed-line box are included in EEDI formula while
everything outside the box is excluded.
Calculation of Attained EEDI involves the determination
/ measurement / calculation of all the terms as identified
in Table above and their verification. The terms and their
values shall be recorded in an “EEDI Technical File” and
then submitted to Recognised Organisation (on behalf of flag
Administration) for verification. IMO in its EEDI calculation
Guidelines have provided a sample “EEDI Technical File”.
A number of publications have been referenced for compiling
this paper. This is gratefully acknowledged by the Author.
The list of references is as follows:
1. “Sustainable Energy in Marine Transportation”, IMarEST
Conference on “Sustainable shipping: progress in a changing
world”, February 2005, London, UK
2. IMO, Marine Environment Protection Committee,
Guidelines for Voluntary Use of the Ship Energy Efficiency
Operational Indicator, MEPC.1/Circ.684, 2009
3. IMO, Marine Environment Protection Committee,
submission by Norway on “Updated Marginal Abatement Cost
Curves for shipping”, MEPC 6011NF.19, 15 January 2010.
4. IMO Resolution MEPC.212 (63): “2012 Guidelines on
the Method of Calculation of the Attained EEDI for new
ships”, Adopted on 2 March 2012.
5. IMO Resolution MEPC.213 (63): “2012 Guidelines for
the Development of a SEEMP”, Adopted on 2 March 2012.
6. IMO Resolution MEPC.214 (63): “2012 Guidelines on Survey
and Certification of the EEDI”, Adopted on 2 March 2012.

Marine Engineers Review (India) January 2013 www.imare.in 35

 Technical
Note 1: Mechanical recovered waste energy directly coupled to shafts need to be measured since the effect of the technolofy is
directly reflected in the Vref
Note 2: In case of combined PTI/PTO the normal operational mode at sea will determine which of theseto be used in calculation.
Scope of ship systems included in EEDI formula
7. IMO Resolution MEPC.215 (63): “Guidelines for
Calculation of Reference Lines for use with the EEDI”,
Adopted on 2 March 2012.
8. IMO Publication, “Guidance for Administrations on
MARPOL Annex VI”, IMO, October 2010.
9. IMO document entitled “Summary, Implementing and
Enforcing MARPOL Annex VI”.
10. Henrik Madsen, Tor Svensen, Sverre Alvik, 0yvind
Endresen, Tore Longva and Magnus Eide” Pathways to Low
Carbon Shipping”, DNV, June 9th 2009.
11. “Revised MARPOL Annex VI, October 2008
12. IMO Resolution A.963 (23) “IMO policies and practices
related to the reduction of GHG emissions from ships”, 4
March 2004.
13. IMO Second GHG study, published by IMO, 2009.
14. “Marginal Abatement Costs and Cost Effectiveness
of Energy Efficiency Measures”, document submitted by
IMarEST, MEPC 62/INF.7, 8 April2011
15. “Example of a Ship Energy Efficiency Management
Plan (SEEMP}”, document submitted by OCIMF, MEPC
62/INF.10, 8 April 2011.
16. Chatterjee, A “Operational Energy Efficiency Measures
on Ships”, Lecture Notes, The Great Eastern Institute of
Maritime Studies, Lonavala, India.
36 Marine Engineers Review (India) January 2013
17. Nakicenovic, N. and Swart, R. (editors), Special Report
on Emissions Scenarios: A Special Report of Working Group
Ill of the Intergovernmental Panel on Climate Change,
Cambridge University Press, Cambridge, UK, 2007.
18. International Maritime Organization, Marine Environment
Protection Committee, Technical and operational means for
reducing C02 emissions from shipping, MEPC 58/INF 14,
2008
19. Bertram, V. And Schneekluth, B. 1998. Ship Design
for Efficiency and Economy. Second edition. Butterworth
Heinemann. ISBN 0-7506-4133-9 (978-0-7506-4133-3).
20. Wijnholst, N. and Wergeland, T. 2009. Shipping
Innovation, IOS Press. ISBN 978-1-58603-943-1
21. Shine, K.P., Fuglestvedt, J.S., Hailemariam, K. and
Stuber, N. 2005. “Alternatives to the global warming
potential for comparing climate impacts of emissions of
greenhouse gases”. Climatic Change, 68: 281–302.
22. Panamax Tanker – A case study by Hans Otto Holmegaard
Kristensen, Senior researcher, Technical University of
Denmark (hohk@mek.dtu.dk)
23. International Maritime Organization, Document
- Guidance on treatment of innovative energy efficiency
technologies for calculation and verification of the attained
EEDI - MEPC 64/4/8 Dated 29 June 2012
www.imare.in
 Student Section
Boiler Survey
Preparation And Procedure
Cadet Wayne D’Souza, Cadet Shodhan Chodankar, Cadet Vialli Jones, & Cadet Avilton Fernandes
Institute of Maritime Studies, Goa
t Introduction
The boiler is vital equipment on ships. It is used as main
propulsion (in steam ships) and for auxiliary heating in other
ships. It is very sensitive and dangerous equipment, where
there should be regular inspections and surveys carried out
to avoid accidents.
t Types of Boilers
There are two main types of boilers. The main two basic
boilers are:
• Water tube boiler
• Fire tube boiler
The design and arrangement of both the types is just the
opposite. In water tube boilers, the feed water passes through
the tubes and the hot gases are made to pass over them, while
in fire tube boilers, the hot gases passes through the tubes
and the feed water surrounds them.
t Need For Boiler Survey or Inspection
1. Boilers are inspected to maintain the safe working
condition.
2. It is a statutory requirement to conduct survey
consisting of regular internal inspection and external
examination.
t Frequency of Boiler Survey
1. Boilers on passenger ships are surveyed annually.
2. For cargo ships it is surveyed twice in five years with
interval not more than 36 months.
3. Requirements may differ with different Flag states.
t Important checks to be carried out
The Inspection is not completed until the boiler has been
examined under steam and the following items dealt with:
* Complete cleaning and survey preparations
* Pressure gauge calibration.
* Maintenance of water level indicators and protective
devices.
* Safety valves adjustment under steam to blow off at
the required pressures.
* Testing of remote control gear for fuel shut off valves.
* Repairing/renewing worn or damaged boiler tubes.
Marine Engineers Review (India) January 2013
* Overhauling of boiler valves.
* Insulations and fire brick renewals.
t Planning for Boiler Survey
1. Confirm time available, manpower, and time
required.
2. Check for spares e.g. manhole door joints, gauge
glass, packing and steam joints.
3. Check the tools required e.g. gagging tool, torque
spanner, rope, chain block etc.
4. Previous records, if any, should be examined and
note taken of any previous defects
5. Review past incidents of failure, abnormal condition,
or crack discovery .
6. Steam requirement for the next port should be
considered e.g. Tankers require steam in discharged
Port.
7. Briefing to other engineers of work involved.
t Preparation for Boiler Survey
Before inspection is to be carried out, the boiler which is
firing should be shut down. These are the steps to be followed
before shutting down the boiler for inspection.
1. Take the work permit and fill check list as per ISM
2. Change over M/E, A/E, and Boiler to diesel oil.
3. Change over from automation to manual firing of
boiler.
4. Stop the firing of the boiler and purge boiler for three
to five minutes.
5. Switch off power and off the circuit breaker for forced
draught fan, FO pump, feed pump, and combustion
control panel. Hang necessary notices.
6. Consume as much steam as possible.
7. Let the boiler cool down naturally.
8. When boiler pressure is close to the atmospheric
pressure, open the vent cock to prevent formation of
vacuum.
9. Once sufficient cooled, open manhole door first with
all personal safety precaution.
10. Ventilate the boiler for period of about 12 to 24
hours.
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38 Marine Engineers Review (India) January 2013 www.imare.in
 Student Section
11. Then check for oxygen, flammable vapour, and toxic
gasses.
12. If it is safe, prepare for entry.
t Preparation for Entry
These are the steps to be carried out before entering the
boiler for inspection:
1. Take entry permit and fill the ISM check list.
2. Check the Oxygen content in the furnace.
3. Personnel safety protection wears, e.g. helmet, safety
shoes, hand gloves, etc.
4. No extra instruments to be brought in.
5. Remain in communication and ensure proper
lighting.
t Cleaning
1. Boiler should be thoroughly cleaned, wire-brushed if
Fig: Boiler shell Thickness Testing
required to clean the internal surfaces.
2. The tubes must be cleaned internally and externally to 3. The engine room floor underneath the boiler possess
remove any deposits of scales or combustion products. a damp atmosphere, and there may also be oil deposits
3. In case of difficulty in manual cleaning, chemical and stored rags or paint drums. These are all potential
cleaning with citric acid can be done. hazards.
4. Pitting corrosion in the area of the water level to be
t Inspection
checked for, especially on idle boilers.
z Boiler Shell 5. Joint faces of manhole, handhole and mudhole doors
The shell has to be first inspected because the mountings should be checked to ensure their sealing faces are in
are placed on the shells of boiler. Boiler shell plates are good condition.
inspected so that the mountings are firmly supported and z Support and securing arrangement:
safe to operate when the boiler is firing.
1. The attachment between the boiler and foundation
1. Boiler shell should be checked for any signs of
structure should have adequate provision for expansion.
leakages. Examine the condition of insulating material.
2. Internal examination is made for cracks, corrosion
wastage, or deformation of shell plating particularly in
way of opening in the shell, around welded connections
and near tube connections.

Fig: Boiler Foundation Arrangement

z Inspection of tubes
Fig: Boiler Shell Cleaning
2. Examine the foundation and bracing bolts of boiler
for corrosion, fretting and rusting.
1. Scale deposits
Scale formation in boilers leads to lower efficiency
because of reduction in heat transfer rates which may
lead to overheating of tubes.
These are resulting from excessive concentrations of
dissolved solids or alkali or the presence of oil or other
organic substances in the boiler water.

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 Student Section

Fig: Scale formation inside the boiler

Fig: Boroscope view of boiler Tube

2. Inspect tubes for corrosion, excessive deposits, flare-

Fig: Checking for distorted tubes
2. Check for direction due to overheating maximum
permissible deviation or sag may be 2 inch in 12 ft before
renewal.
cracking, and pitting.
3. Inspect hand-hole plates and stud threads.
4. Make a complete waterside examination and check
for scale build up as necessary.

z Borescope Inspection of Boiler Tubes z Water Drum

The video borescope inspection of the boiler tubes shows 1. The internal plating of the water drum should be
common problems such as pitting, corrosion, cracking, inspected for any defects like thermal cracking, pitting,
scale deposits and other defects. scale formation, etc.
The purpose of this inspection is to ensure that the 2. Manhole door along with necessary fittings on the
corrosion and deposit are not excessive.. The inspector water drum should be checked for proper seating.
simply snakes the video borescope camera down the
boiler tube from one end to the other. As the inspector 3. Drum ends should be carefully examined for
pulls the camera back towards him he can view the
condition and record the inspect.
z Boiler Furnace
The boiler furnace is the place where the combustion of fuel
takes place and it is covered by refractory materials which
prevent the heat loss due to radiation.
z Inspection carried out in furnace
1. Examine exterior of headers for corrosion, erosion,
thermal cracking and condition of insulation.
2. Condition of refractory.
3. Around the burner assembly check refractory, tube
condition and accumulation of soot or carbon.
z Check on steam drum for corrosion, scaling, and
pitting:
1. Condition of manhole seats and surface must be
checked. Fig: Manhole door

40 Marine Engineers Review (India) January 2013 www.imare.in

 Student Section
2. Check for pitting, cracking, resiliency, and condition
of springs.
3. Check spindle for straightness.
4. Check the discharge and drain piping, it should be
well clear.
5. Check dampers to ensure that linkages are secured
and well-greased.
6. Check condition and operation of all feed water, blow
Fig: Fractures in drum ends down, drain, and other valves.
7. Examine outside of lagging of rusty streaks and other
cracking around the manhole which could lead to serious telltale signs.
consequences.
z Burner
The principal boiler mountings are to be examined
externally, and opened up for internal inspection where 1. Proper housing of burner should be checked
considered necessary. 2. Carbon deposits on the burner tip indicate combustion
The main boiler mountings are: taking place close to its tips.
• Safety Valves 3. While cleaning the burner takes due care not to
• Steam Stop Valve damage/scratch fined machined swirl orifice plate.
• Feed Check or Control valve 4. Renew orifice plate if wear taken place beyond the
limit .and periodic checks to be carried out.
• Water level gauges
• Pressure Gauge Connection z Adjustments and Settings
• Air release Cock Pressure Setting of the Boiler Safety Valve:
• Sampling Connection
The adjustment can be carried out on this type of valve to
• Blow Down Valve give the desired discharge and blow down characteristic.
• Scum Valve 1. Take necessary personal safety precaution and
• Low level alarm arrange tools i.e. gagging tool and calibrated gauges.
• High level alarm 2. Remove the accessories like lock, easing gear, split
• Chemical dosing valve compression ring, etc.
Inspections to be carried out on these are as follows: 3. Install a calibrated pressure gauge.
1. Major mountings are removed, dismantled, and 4. Put gagging tool on the second valve.
inspected. 5. Shut off the Main Steam stop valve.
2. Gauge glasses, safety valves, feed check valve, and 6. Put the boiler in ‘Manual Mode’.
steam stop valves are all checked for corrosion, erosion, 7. De energize the ‘High Steam Pressure Switch’, or
strength, and correct operation. bring it above normal range.
3. Internal feed and chemical injection pipes are 8. Slightly loosen the set adjusting nut.
inspected for oxygen pitting and corrosion.
9. Slowly raise the boiler pressure.
4. Leakage from manhole doors has been the cause
10. Adjust the lift pressure.
of serious shell wastage. Where this is exceeded, the
clearance can be restored by building up the door spigot 11. Once the required lift pressure is set and the valve
with welding. has lifted, note this pressure and also the pressure at
which it seats.
5. A careful check is made for strained door studs,
stripped and slack nuts. 12. Now gag this valve and calibrate the second valve.

z Inspection of valves: 13. Once the setting of second valve is done, remove the
gagging tool and assemble both the valves completely.
1. Check condition of internal parts of valve for sign of Don’t forget to put the split compression ring between
corrosion, galling and wear. the adjusting nut.

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 Student Section
14. Re energize the ‘High Steam Pressure Switch’ and
bring it to set value.
15. Start the firing of boiler and raise the steam. Once the
pressure reaches the set value the ‘High Steam Pressure
Switch’ should stop the boiler before the Safety Valve
opens.
16. Finally put the boiler back on ‘Auto Mode’.
z HydrostaticTesting
One of the most important yet simple test that ensures the
integrity of the boiler is the ‘Hydrostatic Test’.
The test consists of filling the Boiler with water and
pressurizing the water to at least 1.5 times the maximum
operating pressure for a short time. This is an endurance test;
any weak link fails during the test.
Test Requirements
1. Ensure that all work is completed and documented.
2. Remove lagging material near joints and areas where
there may be leakages
3. Connect a high pressure positive displacement pump
(Hydrostatic pump) to the boiler. Fix a calibrated and
accurate pressure gauge to the boiler.
42 Marine Engineers Review (India) January 2013
4. All valves and opening in the boiler are closed.
5. Fill the boiler with water using a high capacity filling
pump.
6. During filing ensure removal of entrapped air by
opening vents at the highest point in the boiler.
7. Gradually raise the pressure to 1.5 times the
maximum allowable operating pressure.
8. The pressure in the boiler should maintain without
dropping for at least 30 minutes.
9. Visually inspect for any signs leakages or wetting of
the surfaces.
10. After the inspection reduce the pressure gradually to
atmospheric and drain the boiler.
11. Test is witnessed by inspection agencies or regulatory
authorities, who then approves and certifies the test.
The survey is not complete until the boiler has been examined
under steam, and the pressure gauges checked against a test
gauge. The water level indicators and protective devices
must be tested.
Once all the repairs and tests are carried, safety valves are
set in the presence of class surveyor and all the parameters
are found satisfactory, the boiler is put into service.
www.imare.in
 General
Manhole covers: expensive failures in basic
procedures
The Association is currently handling
several claims where either fuel oil or
ballast water has entered into cargo
holds through incorrectly secured
manhole covers. In each case cargo
has been damaged.
In one incident a failure to tighten
some of the manhole bolts properly
permitted a small leakage of fuel oil
and the contamination of cargo led to
significant disposal and hold cleaning
costs being incurred. In another
incident all the manhole bolts were
missing resulting in all bottom stowed
containers being flooded when the
ship started routine ballasting of the
double bottom. In this latter incident
ballast water flooded the hold to a
depth of two metres which indicated
that the crew were also not monitoring
the ballasting of the double bottom
closely.
In two cases where the ship had been
in dry dock prior to the incident,
it is suspected that the shore-side
working teams had failed to secure
the manhole covers upon completion
of their work. However, it is important
to note that while the dock personnel
failed to close the manhole covers, it is
ultimately the ship’s responsibility to
check all manhole covers are properly
closed.
Members are reminded that whilst
tanks will be opened for scheduled
work during dry dock, it is possible that
tanks that are not on the scheduled dry
dock work list might be opened. Class
for example, might require inspection
of tanks that are not on the contractors
work list or, if there is hot work, an
adjacent tank might need to be opened
for inspection purposes.
It is also recommended that a checklist
be maintained of tanks that are opened.
The checklist should state who is
responsible for closing the manholes
and a responsible officer should follow
up to check that they are closed.
A regular maintenance programme
should be in place to check that
manhole covers and rubber packaging
are in a good condition. In addition
wherever grabs and bulldozers have
been used in the hold a responsible
officer should check after completion
of discharge that no damage has been
caused to the manhole covers and
securing bolts.
The Association recommends that
during dry docking a member of the that all the tanks have been properly
crew is tasked, wherever possible, sealed.
with monitoring the progress of work
(Sourse: Risk Watch, November
performed in certain areas of the ship
and that, in any event, at the end of 2012 issue, The Britannia Steam Ship
the dry docking the crew should check Insurance Association Limited)

Maritime Events For Your Diary

Feb. 07-09, 2013 Chennai, India.WSF 2013, World Shipping Forum 2013. Organized by IMEI Chennai Branch.
www.wsf2013.com
Feb. 16, 2013 Kolkata, India. Annual Contributory Dinner, Institute of Marine Engineers (India), Kolkata Branch
Contact: 033-24987805, 9831385294
Mar. 02, 2013 Mumbai, India. Annual Dinner Meet, Institute of Marine Engineers (India), Mumbai Branch
Contact: 022-22851195 or Email: Mumbai@imare.in
Apr. 09-11, 2013 Singapore. Sea Asia 2013, Suntec Convention Centre, www.rina.org.uk/sea_asia_2013.html
Apr. 28-30, 2013 Sydney, Australia. Marine 13. Australia’s first ever International Marine Conference and Exhibition
www.marine13.com
May 06-09, 2013 Houston, Texas, USA. Offshore Technology Conference www.otcnet.org/2013
Oct. 08-10, 2013 Mumbai, India. INMEX India 2013. www.Inmex_India_2013
Mar.11-13, 2014 London, UK. Oceanology International. www.oceanologyinternational.com

Marine Engineers Review (India) January 2013 www.imare.in 43

 E-Learning for MEO Class IV
Exams - preparatory course
The Institute of Marine Engineers (India) aims to reduce the time that a maritime professionl spends away
from his/her family when preparing for competency exams. Towards that, IMEI is proud to announce
that its is the first maritime institution in India to introduce e-learning preparatory course for ‘Certificate
of Competency‘ examiniations. Teledata Marine Solutions Ltd, IMEI’s partner in developing the e-
learning course has a wealth of experience in developing Certificate of Competency (CoC), Academic and
Professional e-learning programs for a number of leading maritime education providers around the world.

MEO Class IV (Motor)

This is a e-preparatory program for Marine Engineering Officer Class IV Certificate of Competency (Motor)
Examination conducted by the Directorate General of Shipping, (DGS), Govt. of India. This program meets
the requirements of The Director General of Shipping (DGS) and the International Maritime Organization
(IMO).
Teledata’s expertise in developing maritime e-learning programs combined with thorough reviews by
maritime professionals and educators at Teledata and IMEI means that the progarm is on par with the best
in e-learning and also meets the reuirements of DGS. This assists engineer officers to attain knowledge and
competence to pass the examination conducted by the DGS.

The MEO Class IV (Motor) program is divided into the following courses online.
• GEK – General Engineering Knowledge • MET – Marine Electro Technology
• MEK - Motor Engineering Knowledge • SCS – Ship Construction & Stability
• MEP - Marine Engineering Practices • Highlights
• SSEP – Ship Safety Environmental Protection

The program uses extensive animations, graphics, text and concept maps to enhance the interactive learning
experience. The courses are SCORM (Sharable Content Object Reference Module) which is an Interntional
e-learning program development standard developed to enhance e-learning experience. It also provides exam
guide and tips, quiz, practice assessment, downloads and external learning links. It lets the candidate to learn
at their own pace and time from anywhere 24/7. The candidates additinally have access to e-coaching and
computer based self assessment.
On successful completion of the above e-learning program online, IMEI will issue a course completion
certificated to the candidate/engineer officer.
The entire course is available to students at Rs. 25,000/- ( Twenty five Thousand ) and if students desire, they
can avail each subject by paying Rs. 5000/- ( Five Thosand) as per their choice.
For joining the course and payment of fees , please Visit our website www.imare.in
For queries and further information, you may contact :
Honorary General Secreatry
Institute of Marine Engineers (India)
IMEI House, Sector 19, Plot No. 94, Nerul, Navi Mumbai, Pin 400706
Tel : +91 22 2770 1664/32676735 l Fax :+91 22 2771 1663
E mail : hgs@imare.in; adminstration@imare.in, Website: www.imare.in

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