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Q. Major non conformity example and definition. As per ISM code major non conformity means an identifiable deviation that poses a serious threat to the safety of personnel, the ship, or a serious risk to the environment, that requires immediate corrective action. In addition lack of effective and systematic implementation of ISM code is also considered as a major non conformity. Structural damages, Invalid certificates or documents Emergency generator cannot start Oil record book not available Non conformities raised during last internal audits are still pending Non conformity example and definition Means an observed situation, where objective evidence, indicates the non fulfilment of a specified requirement, ISM checklists incomplete, Crew not aware of companies ISM safety and environmental protection policy Responsible officers not knowing their duties as per SMS manual Crew not knowing DPA Oil record book incomplete/ not signed 4. SOLAS latest developments / amendments.
Dec 2004 Amendments,
Bulk carrier safety- A new text for SOLAS chapter XII, Free fall life boat on bulk carrier Simplified VDR, S-VDR May 2005 Amendments, A revised chapter II indented to harmonize the provision on sub division and damaged stability for passenger and cargo ship. Probabilistic method is being used rather than deterministic method. All ships to be provided with arrangements, equipments, fitting of sufficient SWL for safe conduct of towing and mooring Water level detector in cargo holds for new single hold cargo ship other than bulk carrier. Ship construction drawings to be maintained on board and ashore Mandatory company and registered owner identification number May 2006 Amendments Long range identification and tracking system (LRIT) EPIRB capable of transmitting a distress alert through polar orbiting satellite 6. Name a detainable deficiency with respect to SOLAS, LOADLINE, MARPOL, STCW, ILO SOLAS: Improper Design of bilge pumping arrangement, Defect in propulsion and electrical machinery. Failure of proper operation of emergency generator, lighting, batteries , Failure of proper operation of main and aux steering gear, Emergency steering not operational, Certificates under convention expired, Major structural damage not informed to class or flag state. Life boat lowering arrangement not operational. Radio failure for distress signals, Below manning MARPOL Oil record book not available , Failure of operation of IOPP equipments such as OWS, Incinerator. Inadequate tank retention capacity for sludge tank for intended voyage. Sewage plant not operational. Illegal or evidence of illegal connections for bilge pumping. Absence of P &A manual, Cargo record book ILO Inadequate food and water for intended voyage. Sea fearer of age below min specified 15yrs. Evidence of inadequate rest hours STCW Failure of seafarers to hold a certificate, to have an appropriate certificate, to have a valid dispensation or to provide documentary proof that an application for an endorsement has been submitted to the flag State administration. Failure to provide proof of professional proficiency for the duties assigned to seafarers for the safety of the ship and the prevention of pollution. The Load Lines Convention Significant areas of damage, corrosion, or pitting of plating and associated stiffening in decks and hull are noticed affecting seaworthiness and strength. If temporary repairs are done to take local loads and are unless proper temporary repairs for a voyage to a port for permanent repairs have been carried out.
When replacing these components it is to be checked that the component replaced have the same IMO number as specified in the technical file 19. As 2/E what will you do in annex VI? Keep a accurate record of Ozone depleting substances and if any maintenance work need to be done on A/C or REF plants . Fuel injection valves may be leaking . Alternate design of cargo tanks CAS requirement for tankers of 15 year or more Enhanced Survey file to be maintained. Instructions to crew in safeties in dry dock. Fuel change over procedure to be available and are followed when required. Records of change over to LSFO consumption and . Ship out of dry-dock . Check integrity of vibration dampers and detuners if any. Leader to communicate with all. Certificates of chemical tanker Fitness certificate for carriage of noxious liquid substances in bulk ( NLS Certificate) 15. clean the filter . let it cool down and start maintenance job. Any changes to owner/ Flag state etc to be entered in this record. Merchant shipping act 1958 has been modified many times to implement the provisions of international conventions. 13. Check that power developed are comparable . What is NOx technical file? File maintained on board to verify the various components installed on the engine which affect the engine performance wrt NOx emission. check the foundation for any damage and tightness of the pedestal bearing . take the engine crankshaft deflection . Name . Name of Class society . Port at which registered . What is MS act? This is a comprehensive piece of legislation passed by Indian parliament in 1958 for development of maritime activities. Check the fuel timing . Q. What is continuous synopsis record? SOLAS chapter XI -1 Special measures to enhance maritime safety. methods for extracting Freon from the system to be available. Possibility of cutting out the affected unit Cut out the unit as per makers instructions cut out the fuel pump and exhaust valve using cutting out arrangements. Q. M/E top bracing to be checked . Name of owners and address. Check the tightness of the foundation bolts of M/E. Reg 5 states that every ship to which chapter 1 applies shall be issued with a continuous synopsis record .Prepare to stop engine . Ship identification Number . Latest developments in tankers /MARPOL Double hull construction./ If bare boat charterer--their address. Ship out of dry-dock. Incorrect or clogged flow meter. heavy vibrations what internal checks you will carry out. M/E breakdown in rough weather. New reg 14 on restriction of sailing with one hold empty and requirements for double side skin construction. Sample (MARPOL) to be signed and kept on board for 12 months with record. Name of flag state . What is latest in fire fighting? Water mist nozzles. Date registered .Check the chain tightness. should work carefully. Free fall life boats made mandatory on bulk carriers. Possibility of repairing or renewal of major spare parts Plan the job check availability of the spares . There is one file for each engine with EIAPP certificate issues. check the tightness of the shafting couplings . During bunkering a representative sample is obtained with Bunker delivery note with appropriate information to be available. Lash the heavy parts properly. Delegate nature duties and explain them in a meeting prior to starting the work . Air pressure drop at air filters coolers and assess the need for any cleaning of air side of air cooler. indented to provide on board record of the ship history. Novec 12.Check the operation of VIT and confirm that linkages are free Q. SFOC is increased what all-internal checks to carry out? Take indicator cards. Dec 2004 Amendments : A new text for SOLAS chapter XII – Additional safety measures for bulk carrier . Check and compare scavenge air pressure with test trials. 18.Absence of inability to read draught markings Insufficient stability Overloading 11. Tie rod tightness to be checked . Address of safety management company.hyper mist pump and nozzles in engine room.ISSP certificate. Look out for any unsafe act Fire capabilities may be reduced and efficient fire patrol to be done Dangers of fall. Take full assistance from engine and deck crew. Tell all crew to keep clear and themselves in safe working locations. Latest developments and amendments in bulk carriers.Name of administration issuing SMC.levers for SULZER exhaust valve must be closed . Take the trust bearing clearance. All must wear full protective gear. Protect any open removed guard rails. 14. Q. All components replaced and maintenance carried out on these components are to be recorded in this file.
adjustment of release gear system after assembly. Test of fire fighting equipments. properly arranged. are flow tested for proper pressures and . Quarterly testing and inspections All automatic alarms for the sprinkler system are tested using the test valves for each section. operational test as per above and with a load according to SOLAS regulation III/20.Keep no 1 unit on TDC when advised by the dock authorities. Details such as. Five-yearly operational testing should be done by lowering the boat loaded to a proof load of 1.dock . must ensure that if any other jobs are to be done. it has been decided that fire extinguishers may be hydraulically pressure tested during the dry dock once in three years. all sprinkler system pumps automatically operate on reduction of pressure in the systems. Check the mating ( Bedding) surfaces for area of contact. what will be the role of Second engineer? Give details of the propeller to the company from the makers instructions since it is a dry-dock job and company would arranging for an emergency dry. and all fixed fire-extinguishing installation using extinguishing gas are free from leakage. examination with regard to tolerances and design requirements. or equivalent load. However. material . charging pressure and condition.Check the manufacturers details of the new propeller and compare it with old propeller. When the boat has reached its maximum lowering speed and before boat enters the water. Installation cert. shipping companies are required to ensure that the ship‟s fire extinguishers are properly maintained and kept in satisfactory operating condition at all times Weekly testing and inspections All public address systems and general alarm systems are functioning properly. Pressure test certificates of bottles. Take crankshaft deflection . Nox technical file for each engine is available and maintained. who is a member of the IACS and the fire fighting equipment is approved in accordance with the relevant provision of the SOLAS 74 as amended and relevant provision of the FSS Code and applicable IMO Assembly Resolution All fire extinguishers are required to have 100 % spare charges.3. including sprinkler system pumps. Annual testing and inspections all fire extinguishers are checked for proper location. Q. hose and nozzles are in place.11. fire detection systems are tested for proper operation. OVERHAUL OF ON-LOAD RELEASE GEAR dismantling of hook release units. sprinkler system pressure tanks have correct levels of water as indicated by glass gauges. the international shore connection is in proper condition. fire extinguishers. Monthly testing and inspections all fireman‟s outfits. lines. all fire doors and dampers are tested for remote operation. and all CO2 bottle connections for cable operating system clips should be checked for tightness on fixed fire-extinguishing installations. Q. all fire doors and fire dampers are tested for local operation. and Examination of vital parts with regard to defects and cracks. the brake should be abruptly applied. all fire pumps are operated. and Breathing apparatus cylinders do not present leakages. Annual shore service certificate Q. In order to facilitate shipping companies. pitch.diameter.Keep the drawings concerned ready. Keep a record of stern tube oil seal leaks if any.2. What all certificates to carry regarding CO2 system Weight certificate. lockers providing storage for fire-fighting equipment contain proper inventory and equipment is in-proper condition. all fire pumps. Shipping companies are required to ensure that the refill of the same make is available on board ship Shipping companies are not able to comply with the requirement of getting one third of the fire extinguishers pressure tested every year. and are in proper condition. When the boat has reached its maximum lowering speed and before the boat enters the water. dry pipe sprinkler systems have appropriate pressures as indicated by gauges.Keep poker gauge handy and witness the propeller drop when measured by the dry dock authorities . Propeller is to be changed . Ensure that the rope guard is fitted back if removed . second eng. Keep record of fuel consumption and engine power output for future reference. Check the record of the dynamic balancing of the new propeller .1 times the maximum working load of the winch. all foam-water and water-spray fixed fire-fighting systems are tested for operation.Instruct the ship‟s crew to give required assistance to dry – dock authorities . Fire Fighting Equipments including portable fire extinguishers that exists while the ship is being registered under Indian flag are required to have documentary evidence of having approval of Administration or classification society. the brake should be abruptly applied.should be more than 90% Ensure that the tallow grease is adequately filled up in the cover and cover is cemented smoothly after boxing up DYNAMIC WINCH BRAKE TEST Annual operational testing should preferably be done by lowering the empty boat. all fixed fire-fighting system stop valves are in the proper open or closed position.back is recorded with location. all accessible components of fixed fire-fighting system are visually inspected for proper condition. fire hydrants. as appropriate. Should stop within 1 m of descent.
command and control of a vessel over the period leading upto and following an incident / casualty. The DG Communication centre will acknowledge confirming the conduct of the test. Masters and others concerned may please note that the SSAS test is to be carried out in the "LIVE" mode only. all hydrants are tested for operation. the DG Communication centre would advise the earliest suitable time for the conduct of the test. or otherwise. 7. the CSO/ Master to send an email to DG Communication centre stating that the "SSAS test has been completed and all subsequent alerts may be treated as true alerts. and not after several days. DG Communication centre will advise to reset the alert and then proceed to test from Location 2 6. 8. physical status." Request for compliance may be made immediately upon satisfactory completion of the test. sprinkler system connections from the ship‟s fire main are tested for operation. I.fighting systems should be internally inspected. In view of the foregoing. If all is OK. Ship Security Officer and other ship personnel as may be decided by the Master and the SSO. 4. the cost of recovery of the recording medium may be prohibitive and at times not feasible at all.C. The dedicated equipment used for transmission of Security Alert should not be used for any other routine communication. It is advised that such information shall be known to the Master. Call DG Communication centre to confirm whether alert Level 3 has been received. 9. 2.flows. as required. an uninterruptible power supply (UPS) or such similar device may also be considered as an alternate source of power. and control valves of fixed fire. When testing from Location 2. crankcase relief doors and bearing temp monitors. What is SSAS? The SSAS should be documented in the Ship Security Plan. Q. The location of activation points should be specified in the plan and may form a part of the „Confidential‟ Section of the plan. Purpose of VDR and SVDR The purpose of a Voyage Data Recorder (VDR) and Simplified Voyage Data Recorder (S-VDR) is to maintain and store (in a secure and retrievable form) information concerning the position. Bilge Well large enough to accommodate the normal drainage during the un attended periods. control valves of fixed fire-fighting system should be inspected. After resetting the system. it has been decided that all Indian ships shall install the float-free variety of the VDR / S-VDR. The ship staff may then carry out the SSAS test as per schedule. cost of recovery of fixed VDR recording medium may not be very expensive. first from Location 1. 10. The CSO/ Master shall confirm by phone whether the Alert has been received by DG Communication centre DG Communication centre will then advise if all details provided in the alert are correct. Company Security Officers. E-mail DG Communication centre the following information at least three hours in advance when requesting for a test : a) Name of the vessel and its present position b) Intended date and time (UTC) and IST of the test. In case of automatic starting of bilge pumps. The information contained in the VDR / S-VDR is to be retrieved and used during the subsequent investigation. However. Protection against Flooding: 1. which may include emergency source or independent supply. Engines above 2250 KW & above OR cylinders of bore more than 300 mm shall be fitted with Oil Mist Detectors. For a vessel operating in shallow waters. However. If all details received are correct. if the shipowner has already installed the fixed type of VDR or it is not possible to install the float-free VDR meeting full requirements of the IMO Resolution. all antifreeze systems are tested for proper solution. all fire hoses are hydrostatically tested. Requirements of a UMS ship as per SOLAS? Fire Protection: 1. It may be noted that SSAS tests with other ship/s may have already been scheduled at the proposed time. they shall ensure that an additional float-free arrangement may be made to retrieve the following information: Q. DG Communication centre will then revert compliance by email if tests were OK or advise further testing/ rectification. WAIT FOR about 30 minutes for alert to go to Level 3. Q. breathing apparatus air recharging systems checked for air quality. and air should be blown through the piping of extinguishing gas systems. in which case. The system should have the main source of electrical power and a backup source. long run alarms to be provided (in such case smaller bilge wells may be . DG Communication centre will confirm whether all is OK. movement. DG Communication centre will advise the CSO/ Master to reset the system. However. Five-year service hydrostatic testing for all SCBA cylinders. in case a vessel is lost in deep waters. Fire Detection & Alarm systems in: a) Boiler Air supply casings & exhausts b) Scavenge air systems for the propulsion machinery 2. 2. Q. 5. All Indian Ship owners. or otherwise. How to test SSAS? The standard procedure for testing of Ship Security Alert System is as follows: 1. 3.
Emergency bilge suction v/v to have a longer spindle to allow for it's operation in case of flooding. The rapson slide acting on either a fork tiller or the more common round arm. 3. Rapson Slide Actuators . c) audio-visual alarm on nav. then the . Alarm System : 1. The tiller drives the rudder stock by means of a key or keys. Alarm to indicate more than one fault & acceptance of one will not interfere with the other. In case of loss of power . to at least one of those cabins. Automatic shutdown of main propulsion machinery & boiler in case of serious malfunction which may lead to complete breakdown or explosion. automatic starting & coming on load of standby generator. Emergency stopping Device on Navigation Bridge independent of the Bridge control system. b) propeller speed & pitch position in case of CPP. Incase over ride function is fitted visual indicators to be provided to indicate that override has been activated.machinery control room . An important consideration in all steering gears is the "wear down" of the rudder carrying bearing. this bearing takes all the weight of the rudder. 2. 3. bridge . Alarm system continuously powered automatic change over to standby power in case of power failure. Each set of two cylinders in line are connected by a strong steel girder usually called a "Joist" which stiffens the system and forms a "guide bar" for the crosshead guide slippers to slide along. the top clearance is a precaution to stop the tiller bumping up the steering rams in the unlikely event of the rudder lifting in heavy weather. 2.Ram type Steering gear incorporating the rapson slide principle are the most common in use on heavy duty applications. Remote control of the propulsion machinery to be possible from one location at a time. the speed direction of thrust (pitch of propeller in case of CPP) 2. Automatic change over mechanism for all essential auxiliary machinery required for propulsion. including manoeuvring. Control of Machinery from Bridge 1. 5. Means of Communication : 1. Special Requirements: 1. Reliable means of vocal communication between nav. 6. Safety System: 1. Preferential trip 3. b) connected to engineer's cabins through a selector switch. The joist is often designed to incorporate the steering engine stops.engineer officer's accommodation. clearance when new can be 20 mm at bottom and 12 mm at top. Indicators on the Bridge for a) propeller speed & direction of rotation in case of fixed pitch propeller. Propulsion machinery orders from bridge to be duplicated in the machinery control room 4. Under all sailing conditions. bridge. The crosshead is free to slide along the circular arm of the tiller so that the straight line effort of the rams is applied to the angular moving tiller. 4. so as the rudder bearing wears down in service the tiller and crosshead bearing do not touch.allowed) 3. Should the bottom of the tiller and the crosshead bearing touch. Alarm System shall be provided a) capable of sounding an alarm in machinery control room. Normal power failure alarm. Therefore there must be adequate clearance between the bottom of the tiller and the crosshead bearing. An alarm to indicate low starting air pressure set at a level which will still permit starting operations of the propulsion m/cery.
Duties in case of emergencies like Fire . & Incinerator Q. Instructions to operate portable Fire Extinguishers their locations 06. Condition of Class A. How to use EEBD 11. Air Comp. Q. When a surveyor identifies corrosion. crew. Also called gross tonnage. 01. machinery and/or any piece of its equipment which. Provision for Ventilation :./ Em. Instructions For a Newly Joined J/E A. Each circuit cabin door is interlocked. Ventilation outlets are arranged at the top of the compartment as H is lighter than air b.* Mostly PVC containers are used (Polystyrene or Polyvinyl chloride) * Glass Containers are not used as they may break & also electrolyte in distilled water may attack glass. * Fan should be fitted outside the the battery room. • witnessing tests. Location of Fire Station Muster Station 08. If we open the cabin door the power is put 'OFF' & it is not possible to remove the key & same key is used for opening the fitting. Fire Line Isolation V/V & it's purpose 10.S. measurements and trials where applicable. repairs. * Electrical instruments should be intrinsically safe. CO2 Alarm 07.In Case of Lead Acid batteries during charging process Hydrogen & Oxygen is evolved / generated. Hence the possibility of explosion or fire in battery room is quite high . Various measures of the cargo carrying capacity or the volume of a ship: (1) Gross registered tonnage (GRT) is the total enclosed space of a ship expressed in registered tons of 100 cubic feet (2.* Tools should be insulated type so there will not be sparking & short circuiting if accidentally released from hand. * Outlet of the battery room duct (exh. Collision 03. .. Grounding .W. Familiarisation with Alarm Systems : General Alarm. This H2 & O2 mixture is highly flammable over a wide range of 4% to 74% . • detailed checks of selected parts. Locations of Emergency exits . Fire Alarm. * Before carrying out any maintenance it is necessary to check the atmosphere of the battery room Q. * Material of fan blade should be spark proof in case it may come in contact with the casing. manual call points to raise alarm 05.all * If steel containers will get loosened & they may produce spark. passengers. H2 being light extraction must be from the top of the room. Use of Tools & Replacement of Batteries :. Lighting :. remedial measures and/or appropriate recommendations/conditions of class are implemented before the ship continues in service. structural defects or damage to hull.832 cubic meters) each. Lifeboat Duties to explain 02. Em. Generator & their Locations 09. Battery rooms Safeties A. fan) should be above accommodation level & it should be at the aft of the Engine room blower suction. a. It is necessary that the accumulation of such gases is avoided & must be extracted from battery room so exhaust fan is provided . Bilge Injection / Em. Steering 12. GRT is a measure of the space available for cargo. and stores. Fire P/P / Em. * Aluminium tools are not used as it may produce sparking. c. in the opinion of the surveyor. A classification survey is a visual examination that normally consists of: • an overall examination of the items for survey. d. „Recommendation‟ and „condition of class‟ are synonymous terms used by IACS societies for requirements that specific measures. and is usually the basis for computing drydock charges.* All Lighting should be explosion proof. Distilled water Container :. Two keys for two circuits are not interchangeable. The rate of evolution of these gases is high in case of overcharging. affects the ship‟s class. Instruction regarding safe working Practices 04. Operation of O. * Main Switch for Lighting should be outside the battery room * It should have 2 independent circuits. * Steel Containers are not used DW attacks steel. request for surveys etc. are to be carried out by the owner within a specified time period . How to operate : Em. GRT & NRT A.weight of the rudder will be transferred from the rudder bearing to the steering rams with disastrous results such as leaking of working fluid from the cylinders and shearing of the ram Q.
deck house.3 there has been a security threat or a security incident involving the ship or involving the port facility.g. GRT and NRT are in the ratio of 3:2 or. the shipworm (teredo navalis) has damaged coastal defence structures. numerous invasive alien species have already established populations.g. and poop. 5. Also called net tonnage. in compliance with the ballast water performance standard in Regulation D-2 of the Ballast Water Convention.g. the combined merchant fleets of which constitute not less than 35 percent of the gross tonnage of the world's merchant shipping. The Ballast Water Convention will enter into force 12 months after the date on which not less than 30 states. property or the environment. if appropriate. small fishes. On average. but not later than 2016. the Convention requires the establishment of a ballast water management system on board ships which will replace the uncontrolled ballast water uptake and discharge operations common until then. forecastle. e. In general. have deposited their instrument of ratification with IMO as the depositary (Article 18 of the Convention). in the North and Baltic Seas.. as applicable. and navigation equipment. From 2009.3 Requests for the completion of a Declaration of Security.1 the ship is operating at a higher security level than the port facility or another ship it is interfacing with. . this aspect of marine environmental protection lacked adequate international regulations. engines. e. shall be acknowledged by the applicable port facility or ship.2 there is an agreement on a Declaration of Security between Contracting Governments covering certain international voyages or specific ships on those voyages. or pathogenic bacteria.(2) Under deck tonnage (UDT) is GRT less a ship's bridge. by boring into the wood and destroying it. The damage caused by such invasive alien organisms is rarely expressed in figures. the probability increases that such organisms survive the transport in ballast water.4 The Declaration of Security shall be completed by: .4 the ship is at a port which is not required to have and implement an approved port facility security plan. To address the situation in February 2004. (5) Displacement tonnage is the weight of water displaced by a ship computed on the basis that 35 cubic feet of salt water weigh one long ton (2240 pounds). In future. 5. the Ballast Water Convention was adopted during a diplomatic conference at IMO. and its origin mostly is not traced back to the discharge of ballast water For quite a long time. ISPS Declaration of Security 5 DECLARATION OF SECURITY 5. in other words. NRT is roughly equal to 60 percent of GRT. passengers. groynes made of local types of wood. under this section. crew.1 the master or the ship security officer on behalf of the ship(s). . benthic organisms or plankton.1 Contracting Governments shall determine when a Declaration of Security is required by assessing the risk the ship/port interface or ship to ship activity poses to persons. ballast water has to be treated on board before being discharged into the marine environment. In this way. and. fuel. With continued growth of shipping traffic.5 the ship is conducting ship to ship activities with another ship not required to have and implement an approved ship security plan. 5. BALLAST WATER MANAGEMENT The ballast water that is loaded by ships to stabilise them often contains organisms. which are released into the environment when the ballast water is discharged. it is usually the basis for computing harbour or port charges. In the Baltic Sea. or . and stores. fuel. e. (4) Dead weight tonnage (DWT) is the maximum weight (mass) of a ship when loaded up to its summer load line (see Plimsoll line) and is the sum of the weights of the cargo. DWT is about 60 percent of the GRT.2 A ship can request completion of a Declaration of Security when: . . . (3) Net registered tonnage (NRT) is GRT less space occupied by the crew.
support directly or through IMO to States. for new ships. performance-based mechanism that leaves the choice of technologies to use in a specific ship design to the industry. one for clockwise. this upper limit drops through time. by any other body responsible for shore-side security. the keel of which is laid or which is at a similar stage of construction four years and six months after the entry into force. Other amendments to Annex VI add new definitions and the requirements for survey and certification. Interlock switch for control handles (to prevent misoperation. Promotion of technical co-operation The new chapter includes a regulation on Promotion of technical co-operation and transfer of technology relating to the improvement of energy efficiency of ships. The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships. including the format for the International Energy Efficiency Certificate. to promote and provide. Overload protector fm hydraulic parts ie relief valve (one each for hoisting n luffing and usually two for slewing. particularly developing States. bearing in mind the provisions of regulation XI-2/9. and min.1/Circ. the minimum period for which Declarations of Security shall be kept by ships entitled to fly their flag. hoisting device stops automatically by the limit switch) 6. 5. on behalf of the port facility. ship designers and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations. The amendments to MARPOL Annex VI Regulations for the prevention of air pollution from ships. However.2.2 the port facility security officer or. 5. and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. which request technical assistance. Interim Guidelines on the Method of the Calculation of the Energy Efficiency Design Index for New Ships. the Administration may waive the requirement for new ships of 400 gross tonnage and above from complying with the EEDI requirements. which requires Administrations. The regulations apply to all ships of 400 gross tonnage and above and are expected to enter into force on 1 January 2013. 2009-08-17.5 The Declaration of Security shall address the security requirements that could be shared between a port facility and a ship (or between ships) and shall state the responsibility for each. if the Contracting Government determines otherwise. in respect of the implementation of measures to fulfill the requirements of Chapter 4. As long as the required energy-efficiency level is attained. when starting and restarting the crane after the limit sw are acted) 7. regulations and policies. bearing in mind the provisions of regulation XI-2/9. Q.2. subject to its national laws. Crane Safeties: 1. Jib max. add a new chapter 4 to Annex VI on Regulations on energy efficiency for ships to make mandatory the Energy Efficiency Design Index (EEDI). the delivery of which is after six years and six months after the entry into force. especially developing States. to promote the development and transfer of technology and exchange of information to States. The EEDI is a non-prescriptive.3. A formula producing an EEDI for each ship is developed. Then an upper limit on EEDI is mandated for all new buildings. angle and rest position limit switch 3. irrespective of jib angle) 4. Resistance thermometer sensor for oil cooler 9.681. It also requires the Administration of a Party to co-operate actively with other Parties. that request technical assistance.What is EEDI? Energy Efficiency Design Index (EEDI) is an attempt to measure how much CO2 a ship emits per unit of transport provided.3. in co-operation with IMO and other international bodies. or in cases of the major conversion of a new or existing ship.6 Contracting Governments shall specify. This waiver may not be applied to ships above 400 gross tonnage for which the building contract is placed four years after the entry into force date of chapter 4. Oveccurrent protector for induction motor .7 Administrations shall specify. Upper and lower limit switch for hoisting 2. the minimum period for which Declarations of Security shall be kept by the port facilities located within their territory.. Slewing limit switch (not for 360deg full slewing type) 5. 5. second for anti clockwise) 8. under regulation 19. The current EEDI formula is outlined in MEPC. four years after the entry into force date. In most variants. as appropriate. Slack limit switch for hoisting rope (to protect the hoisting rope from irregular winding or slackening. Differential limit switch between luffing and hoisting (to keep a minimum distance between jib top and hook block.
11. the point of contact will be outside the centre line of vessel. 9. How to Rescue a Person from a Confined Space on a Ship? Following precautions and procedures are to be followed for quick and effective rescue operation supposing a victim is to be rescued from an enclosed space. If not possible to carry SCBA. EEBD to be carried instead. 13. 1. 14. Breathing apparatus to be carried by rescuing party along with stretcher for the victim.10. A responsible officer to be made in charge of the operation. 3. 2. 6. 3) Small or Moderate Trim Aft: The slight trim allows the accenting of stern and bow in tandem rather than simultaneously as it will reduce the load and pressure on hull and the keel of vessel. Adequate man power to be present for the operation 4. Communication equipment (walky talky) to be given to all. 10.M” so that adequate initial metacentric height is required to compensate the same.M: When the ship touches the blocks. 2) Vessel to be Upright: While entering the dock the vessel needs to be upright which means there should be no port or starboard list when the ship touches the blocks. which may force the vessel to tip over. The three important parameters which must be ensured before entering the dry dock are: 1) Adequate Initial G. 12. Torch lights to be taken along. 8. 5. General emergency to be announced through the ship‟s alarm. In charge of operation to be present at entry point co-ordinating the operation. A life line to be tied out in the stretcher of the victim so that it can be guided and lifted out of the tank. Extra ready breathing apparatus to be kept stand by. plan a quick rescue operation and do it with proper equipments and team efforts . Never attempt to rescue a person alone from confined spaces. Life line to be used by the entry person. Jib emergency limit switch (to stop the jib motion if due to sticky or smthin the luffing ckt is malfunctioning) Three Requirements for Dry Dock Stability is the most important requirement for getting a ship safely into a dry dock. 7. Two trained persons to be ready with SCBA and PPE. Always call for help. there is a reaction at the point of contact which raises the centre of gravity “G” and reduces the metacentric height “G. Low level switch for oil tank 11. All prior checks to be carried out on SCBA used in the operation.
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