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Question Sr 4, 3 2010.

Considering that the engine room is the most common single space on board ship for fires to break out, discuss the merits and demerits of the following fixed fire fighting systems:(a) Carbon dioxide (b) Pressure water-spray (c) High expansion foam. Answer (a) Carbon dioxide Merits Gas is clean and causes no damage Well known and well understood Simple to operate Suitable for machianary space and cargo space Suitable for deep rooted fire such as burning sludge

Demerits If sealing of compartment is not adequate then fire is not completely extinguished The space has to be completely evacuated if not then fatal for human life Not suitable for smoldering fire It has no cooling effect Delay before application due to evacuation of space is required Entry into space after extinguishing takes considerable time along with breathing apparatus is required

(b) Pressure water-spray

Merits Good cooling effect on fire thus good knocking down property It covers a large surface area in engine room Can be applied without any delay No need to evacuate the engine room Adequate and uninterrupted supply of water is available Personal can be rescued very easily by entering the engine room Immediate entry after fire is extinguished

Demerits It affects certaing delicate equipment Creates stability problem due to accumulation of water Electrical equipment insulation resistance drops down

(c) High expansion foam. Merits It is simple to operate Versatile Does not damage any equipment Once positioned very little physical exertion is required Has no stability problem Has some cooling effect

Demerits It will not flow against pressure above atom pressure therefore arrangement are to be made for venting the protected space whilst it is filled with foam

Once engine room fire is developed since foam is put from top it is carried away by convention current Heat radiation rapidly destroys the foam surface there fore high filling rate is required Question Sr. No. 4 2009, NOV 2006, SR 6 2006 W.R.T. H.O system describe Bunkering arrangement with safety fittings provided Onboard oil purification system Remote shut off arrangement How environmental pollution is avoided Temperature control arrangement The use of oil record book Answer. Bunkering arrangement. Bunkering connection is made on bunkering manifold of ship from where it is taken to different tank through valves. Valves are situated in engine room, controlling fuel flow into the storage tank and are placed near tank depth gauge this is termed as bunkering station. Air vents on tank extend upto weather deck level, thus if tank overflows due to overfilling, oil will be spilled on deck, During and oil transfer. To avoid this risk overflow arrangement is provided to fuel tanks. The air vent of double bottom tank, come up to deck and led into a pipe running in fore and aft direction on each side. Starboard air vent are connected pipe on starboard and port vent pipe are connected on port line pipe.

In some ships, ring main is formed by connecting up pipes with cross over at each end. In other case on cross over is fitted about mid length of port and starboard pipe. The downcomer are led fro sides of ring main or from centre of cross over into overflow tanks, the downcomer has sight glass indicating overflow to engine room personal. In case of overflow alarms are activated at bunker station and control room. Overflow tanks are safeguarded against overpressure by an air pipe extending up to deck, if overflow tank overflow then oil will be spilled on deck. All air vents are provided with wire mesh screen, on weather deck, which avoid any spark entering from outside into bunker tanks.

Remote shut off arrangement Every ship to which fire fighting appliance rule is applicable Oil transfer pump fuel oil supply pump and all such fuel pumps should have remote control situated outside the machinery space by which in case of fire, pump can be stopped from outside. Every pipe connected to fuel storage, settling tank or daily tank, not being double bottom tank, should have quick closing valve. i.e. to be shut from readily accessible position outside the space in which tank is situated, in case pipe burst and oil spilling in engine room which is major fire hazard. Inlet pipe to such tank is provided with non return valve

How environment pollution is avoided Heavy fuel oil system has potential of causing degradation effect on environment. Therefore control of such discharge from ship is essential. Marpol 73/78 is main

convention which is meant to prevent pollution caused by discharge of such oil overboard. Annex 1 on marpol 73/ 78 deals with prevention of pollution by oil. The discharge of oily bilge water into sea is restricted except under specified conditions. The machinery space bilge water, when mixed with heavy fuel oil, due to leaks, is to be 1st passed through oily water separation and then through the oil discharge monitoring and control system. Regulation stipulates Discharge of machinery space bilges into sea water. Bilge water does not originate from cargo pump room bilge. Bilge water is not mixed with oil cargo residue from pump room Pumping out bilge is permitted if, Ship is en route The oil content in bilge water do not exceed 15ppm. If ship is not in special area. If tanker is 50 Nm away from nearest land. Instantaneous rate of discharge of oil constant do not exceed 30 lt/Nm Total quantity of oil discharged into sea do not exceed 1/30,000 of total cargo capacity. Oil residue is transferred to reception facility Marpol 73/78, annex 6 has come in force from 19th may 2005. it sets limits of sulphur oxide and nitrogen oxide emission from ships exhaust. Sulphur in fuel should not exceed more than 4.5% when not in Sox emission control area, and less than 1.5% when in Sox emission control area. To control Nox emission

All diesels engines above 130Kw power output, which are constructed or under gone major conversion on or after 1st Jan 2000, should be tested and issued with Engine international air pollution prevention certificate [eiapp]

On board oil purification system. The purification of heavy oil is done in 2 stages. Here oil is 1st passed through purifier and then through clarifier The residual fuel is heated in supply tank to temperature of 50 to 60 degree C then drawn from this tank by purifier inlet pump. The pump delivers oil to thermostatically controlled heaters which raise the temperature of oil to 80 degree C, which is then fed to purifier with low feed rate to obtain maximum purification. Here water content in fuel is removed. The oil is now fed to clarifier, which is used to separate only solids. Oil from purifier is discharged to clarifier by purifier discharge pump. After clarification discharge pump delivers oil to daily service tank for engine use. For higher density fuel ALCAP system is now days used, here fuel up to density of 1010 Kg/m3 at 15 degree C can be treated.

Temperature control arrangement Residual fuel have very high viscosity thus separation and purification of such fuel is difficult. Therefore they are heated to bring down viscosity in range so that fuel oil can be used run propulsion system. Stem plant 15 65 c.s.t Diesel plant 8-27 c.s.t. The oil is heated either in steam heater or electrical heater In steam heater and low pressure [7Kg/cm2] saturated steam is passed which reduce viscosity of oil. Overheating of oil in both types of heater is essential

because it leads to cracking of oil which leads to deposits formation of heating surface, which impairs the efficient operation of heater In electrical heater elements are used. A viscosity controller is fitted downstream of heater, which measures the viscosity of oil and compares it with set value required, accordingly signal is generated which control the steam inlet valve to heater, to increase or reduce the steam flow in to heater.

Use of oil record book Regulation 17 Oil Record Book, Part I Machinery space operations 1 Every oil tanker of 150 gross tonnage and above and every ship of 400 gross

tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery space operations). The Oil Record Book, whether as a part of the ship's official log-book or otherwise, shall be in the form specified in appendix III to this Annex. 2 The Oil Record Book Part I shall be completed on each occasion, on a tank-

to-tank basis if appropriate, whenever any of the following machinery space operations takes place in the ship: .1 .2 .3 .4 ballasting or cleaning of oil fuel tanks; discharge of dirty ballast or cleaning water from oil fuel tanks; collection and disposal of oil residues (sludge and other oil residues); discharge overboard or disposal otherwise of bilge water which has

accumulated in machinery spaces; and .5 3 bunkering of fuel or bulk lubricating oil. In the event of such discharge of oil or oily mixture as is referred to in

regulation 4 of this Annex or in the event of accidental or other exceptional

discharge of oil not excepted by that regulation, a statement shall be made in the Oil Record Book Part I of the circumstances of, and the reasons for, the discharge. 4 Each operation described in paragraph 2 of this regulation shall be fully

recorded without delay in the Oil Record Book Part I, so that all entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship. The entries in the Oil Record Book Part I, for ships holding an International Oil Pollution Prevention Certificate, shall be at least in English, French or Spanish. Where entries in an official national language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy. Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I. Oil record book to be kept in readily accessible place and kept on board for 5years after last entry made in it Component authority may inspect the oil record book such as port state control.

Question Sr 2 2010, April 2007, NOV 2006, SR 6 2006 With reference to bunkering on board vessel describe the following: Initial preparation for H.O. & D.O. bunkering; Precautions for overflow during bunkering; Method of taking soundings during bunkering and operation of line valves. Initial preparation for H.O. & D.O. bunkering; INITIAL PREPARATION : Are all personnel aware of the intention to bunker? Are they aware of emergency procedures in case of an oil spill?

Has the bunkering plan been discussed with the officers involved? Are they aware of Their stations and duties during the bunkering operation Signals and alarms to be used in case of a spill Type(s), specifications and quantities of fuel to be taken Tanks to be filled and sequence Present soundings and expected soundings on completion Are all associated overboard discharge valves closed & secured? Are all unnecessary manifold valves/connections closed and blanked off Are all deck scuppers plugged? Are all save-alls emptied out and plugged? Is oil spill control equipment readily available in key locations? Are means of draining off any accumulation of water on deck provided? Is a common communication link between bunkering station, duty officer & engine room established? Are all bunker tank air pipes checked to be open and unblocked? Are all sounding pipe caps tight? Are all bunker tanks sounded? Are all bunker tank high level alarms checked for proper functioning? Is all fire equipment in position and fire precautions being observed? Precautions for overflow during bunkering; Monitor tank level getting filled continuously Reduce rate of flow or open next tank before topping up Give timely warning to bunker station for reducing flow, for stopping pumping Monitor supply line pressure, leakage via hose connection Close valve of tank whose bunkering is completed Ensure sufficient ullage in tank for hose draining air blowing

Notify supplier that last tank has reached The person stationed at the tank filling station is in overall charge of the bunkering procedure, he will monitor the tanks as they fill, keeping an eye on the filling line pressure and the filling rate. As the tanks approach 95% capacity, the next tank(s) should be opened and the full tanks shut off. If the bunkering to capacity, then the filling rate will have to be slowed right down whilst topping off the tanks. At the finish of bunkers, it is his responsibility to shut the valves, dip the tanks, and fill in the Oil Record Book. Question Sr 1 2011, What are the main features of the ISPS CODE. What are the function of the SSO, CSO, PFSO.

The objectives of this Code are: .1 to establish an international framework involving co-operation between

Contracting Governments, Government agencies, local administrations and the shipping and port industries to detect security threats and take preventive measures against security incidents affecting ships or port facilities used in international trade; .2 to establish the respective roles and responsibilities of the Contracting

Governments, Government agencies, local administrations and the shipping and port industries, at the national and international level for ensuring maritime security; .3 to ensure the early and efficient collection and exchange of security-related

information; .4 to provide a methodology for security assessments so as to have in place

plans and procedures to react to changing security levels; and .5 to ensure confidence that adequate and proportionate maritime security

measures are in place. In order to achieve its objectives, this Code embodies a number of functional requirements. These include, but are not limited to: .1 gathering and assessing information with respect to security threats and

exchanging such information with appropriate Contracting Governments; .2 requiring the maintenance of communication protocols for ships and port

facilities; .3 areas; .4 preventing the introduction of unauthorized weapons, incendiary devices or preventing unauthorized access to ships, port facilities and their restricted

explosives to ships or port facilities; .5 providing means for raising the alarm in reaction to security threats or

security incidents; .6 requiring ship and port facility security plans based upon security

assessments; and .7 requiring training, drills and exercises to ensure familiarity with security

plans and procedures

11COMPANY SECURITY OFFICER 11.1 The Company shall designate a company security officer. A person designated as the company security officer may act as the company security officer for one or more ships, depending on the number or types of ships the Company operates provided it is clearly identified for which ships this person is responsible. A Company may, depending on the number or types of ships they operate designate several persons as company security officers provided it is clearly

identified for which ships each person is responsible. 11.2 In addition to those specified elsewhere in this part of the Code, the duties and responsibilities of the company security officer shall include, but are not limited to: .1 advising the level of threats likely to be encountered by the ship, using

appropriate security assessments and other relevant information; .2 .3 ensuring that ship security assessments are carried out; ensuring the development, the submission for approval, and thereafter the

implementation and maintenance of the ship security plan; .4 ensuring that the ship security plan is modified, as appropriate, to correct

deficiencies and satisfy the security requirements of the individual ship; .5 .6 arranging for internal audits and reviews of security activities; arranging for the initial and subsequent verifications of the ship by the

Administration or the recognised security organisation; .7 ensuring that deficiencies and non-conformities identified during internal

audits, periodic reviews, security inspections and verifications of compliance are promptly addressed and dealt with; .8 .9 ship; .10 ensuring effective communication and co-operation between the ship enhancing security awareness and vigilance; ensuring adequate training for personnel responsible for the security of the

security officer and the relevant port facility security officers; .11 .12 ensuring consistency between security requirements and safety requirement; ensuring that, if sister-ship or fleet security plans are used, the plan for each

ship reflects the ship-specific information accurately; and .13 ensuring that any alternative or equivalent arrangements approved for a

particular ship or group of ships are implemented and maintained.

12

SHIP SECURITY OFFICER

12.1 A ship security officer shall be designated on each ship. 12.2 In addition to those specified elsewhere in this part of the Code, the duties and responsibilities of the ship security officer shall include, but are not limited to: .1 undertaking regular security inspections of the ship to ensure that

appropriate security measures are maintained; .2 maintaining and supervising the implementation of the ship security plan,

including any amendments to the plan; .3 co-ordinating the security aspects of the handling of cargo and ships stores

with other shipboard personnel and with the relevant port facility security officers; .4 .5 proposing modifications to the ship security plan; reporting to the Company Security Officer any deficiencies and non-

conformities identified during internal audits, periodic reviews, security inspections and verifications of compliance and implementing any corrective actions; .6 .7 enhancing security awareness and vigilance on board; ensuring that adequate training has been provided to shipboard personnel, as

appropriate; .8 .9 reporting all security incidents; co-ordinating implementation of the ship security plan with the company

security officer and the relevant port facility security officer; and .10 ensuring that security equipment is properly operated, tested, calibrated and

maintained, if any.

17PORT FACILITY SECURITY OFFICER 17.1 A port facility security officer shall be designated for each port facility. A person may be designated as the port facility security officer for one or more port

facilities. 17.2 In addition to those specified elsewhere in this part of the Code, the duties and responsibilities of the port facility security officer shall include, but are not limited to: .1 conducting an initial comprehensive security survey of the port facility

taking into account the relevant port facility security assessment; .2 ensuring the development and maintenance of the port facility security plan;

responsibilities imposed by chapter XI-2 and this part of this Code. .3 .4 implementing and exercising the port facility security plan; undertaking regular security inspections of the port facility to ensure the

continuation of appropriate security measures; .5 recommending and incorporating, as appropriate, modifications to the port

facility security plan in order to correct deficiencies and to update the plan to take into account of relevant changes to the port facility; .6 .7 enhancing security awareness and vigilance of the port facility personnel; ensuring adequate training has been provided to personnel responsible for

the security of the port facility; .8 reporting to the relevant authorities and maintaining records of occurrences

which threaten the security of the port facility; .9 co-ordinating implementation of the port facility security plan with the

appropriate Company and ship security officer(s); .10 .11 co-ordinating with security services, as appropriate; ensuring that standards for personnel responsible for security of the port

facility are met; .12 ensuring that security equipment is properly operated, tested, calibrated and

maintained, if any; and .13 assisting ship security officers in confirming the identity of those seeking to

board the ship when requested. 17.3 The port facility security officer shall be given the necessary support to fulfil the duties and Question March 2009. Feb, Jan 2009. DEC 2006, Sr 3, 2. 2006, Sr 11,8,7,2, 2005 State the causes of scavenge fire in a two-stroke engine and explain how the possibility of such an occurrence can be reduced. If a Scavenge fire does occur what action should be taken? Discuss the use of CO2 and dry powder for extinguishing such a fire and describe a fixed installation for applying one of these chemicals.

SCAVENGE FIRE: Carbonized lube oil, unburned fuel oil and carbon from the residual products of the combustion spaces are accumulated in the scavenge spaces with the running of the engine. Under certain faulty running condition of the engine, these may ignite causing afire in the enclosed scavenge space, known as scavenge fire Factors Contribute to the Scavenge Fire: 1. Blow past of combustion products caused by a) Leaky sticky or broken piston rings. b) Bodily worn out liner, scoring or scuffing at the liner surface. c) Faulty cylinder lubrication (i.e. quantity, quality or timing.) d) insufficient axial clearance of piston rings. 2. Overheated piston dissipates heat to the under piston area caused by a) Faulty atomization and injection pressure. b) Faulty fuel pump timing. c) Loss of compression. d) Engine overload.

c) Failure of coolant circulation or insufficient cooling due to formation of scale. 3. Blow back of exhaust gases caused by a) Exhaust back pressure or carbon deposits on exhaust ports. b) Fouling of grid before turbine inlet1 c) Fouling of turbine blades. d) Choking of EGB or economizer gas outlet. 4. Sometimes contain fuel oil due to a) Defective fuel injectors b) Incorrect pressure setting of injectors. c) Fuel particles landing on the cylinder liner. 5. Excessive cylinder lubrication which is drained down to the scavenge spaces.

6. Oxygen plentiful during engine operation. 7. Fouled scavenge manifold.

Prevention of scavenge fire: 1. Clean scavenge space and drain at regular interval. 2. Keep scavenge space drain open at regular interval. 3. Excess cylinder lubrication must b avoided4. In case of timed lubrication, the time has to be checked as per PMS. 5. Piston rings must be properly maintained and lubricated adequately. 6. Piston rod stuffing box must be maintained to prevent oil ingress in the scavenge space. 7. Prolong engine or any cylinder over loading must be avoided. 8. Cylinder liner wear must be within admissible limit

Action to be taken: 1. Reduce engine speed and inform bridge.

2. 3. A. 5. 6.

Cut off fuel supply to the affected unit and shut off valves. Cylinder lubrication is increased. Coolant flow through jacket and piston is maintained. Drains to be shut to prevent flow of spark in engine room. Keep clear of scavenge space relief door to prevent human Injury.

As per regulation at least 2 bottles are to be installed for extinguishing fire , one bottle is sufficient but for extinguishing fire in all scavenge space 2 bottles may be needed

Procedure of admission of CO2 Stop engine, auxiliary blower Cover T\C suction filters Shut all scavenge drains Open CO2 admission valve on respective scavenge space Open the CO2 cylinder valve and admit CO2 Carry out boundary cooling For extinguishing fire in scavenge space CO2 OR Dry powder can be used CO2 is preferred followed by dry powder Dry powder residue cleaning is difficult

Question

Describe with the aid of sketch the braking arrangement for controlled lowering of life boat. State the periodic survey requirement relating to the launching appliance and wire rope falls of life boat.

The wires that the lifeboat is lowered on are called the 'Falls' and are controlled by a small winch. A handbrake to the winch is released by lifting a lever against a counterweight ('dead mans handle') so that the lifeboat can be lowered. In the example shown, the outer casing rotates and is braked by downward pressure on the handle, which forces the brake shoes against the drum.

A static and dynamic test is used on the handbrake. The static test is applied to the brake by raising the lifeboat 50 to 100mm up from the rests with the boat loaded to 150% of its maximum and the harbour pins in.

The dynamic test involves lowering the boat at maximum speed with 110% maximum load and applying the handbrake. The maximum travel of the boat after applying the brake should be 1m.

(b) A centrifugal brake is fitted so that the speed of lowering does not exceed 36 m/min (2 ft/sec). In the example shown the rotating brake shoes are pressed against the drum when the centrifugal force overcomes the force in the springs. The centrifugal brake undergoes the dynamic test with 110% maximum loading and should contain the lowering speed to the maximum.

(c) (i) The roller ratchet will lock the brake drum against lowering until the central cam is rotated a small amount (by lifting the handbrake lever). The static test on the handbrake will also test the roller ratchet.

(ii) The roller ratchet is fitted alongside the handbrake and is required so the when the process of lifting the lifeboat back to the davits is interrupted, the falls will lock in that position and not start to lower.

State the periodic survey requirement relating to the launching appliance and wire rope falls of life boat. 4.4.7.6 Every lifeboat to be launched by a fall or falls, except a free-fall lifeboat, shall be fitted with a release mechanism complying with the following requirements subject to paragraph .5 below: .1 the mechanism shall be so arranged that all hooks are released simultaneously; .2 the mechanism shall have two release capabilities as follows:

.2.1 a normal release capability which will release the lifeboat when it is waterborne or when there is no load on the hooks; and .2.2 an on-load release capability which will release the lifeboat with a load on the hooks. This release shall be so arranged as to release the lifeboat under any conditions of loading from noload with the lifeboat waterborne to a load of 1.1 times the total mass of the lifeboat when loaded with its full complement of persons and equipment. This release capability shall be adequately protected against accidental or premature use. Adequate protection shall include special mechanical protection not normally required for offload release, in addition to a danger sign. To prevent an accidental release during recovery of the boat, the mechanical protection (interlock) should only engage when the release mechanism is properly and completely reset. To prevent a premature on-load release, on-load operation of the release mechanism should require a deliberate and sustained action by the operator. The release mechanism shall be so designed that crew members in the lifeboat can clearly observe when the release mechanism is properly and completely reset and ready for lifting. Clear operating instructions should be provided with a suitably worded warning notice; .3 the release control shall be clearly marked in a colour that contrasts with its surroundings; .4 the fixed structural connections of the release mechanism in the lifeboat shall be designed with a calculated factor of safety of 6 based on the ultimate strength of the materials used, assuming the mass of the lifeboat is equally distributed between the falls; and .5 where a single fall and hook system is used for launching a lifeboat or rescue boat in combination with a suitable painter, the requirements of paragraph 4.4.7.6.2 need not be applicable; in such an arrangement a single capability to release the lifeboat or rescue boat, only when it is fully waterborne, will be adequate. 4.4.7.7 Every lifeboat shall be fitted with a device to secure a painter near its bow. The device shall be such that the lifeboat does not exhibit unsafe or unstable characteristics when being towed by the ship making headway at speeds up to 5 knots in calm water. Except for free-fall lifeboats, the painter securing device shall include a release device to enable the painter to be released from inside the lifeboat, with the ship making headway at speeds up to 5 knots in calm water.

Question With respect to equipment supplied to detect and combat held fire in dry cargo

ships. a) Describe for a ship that carries dangerous cargo, the bridge based detection

arrangement. b) Explain how fires described in (a) above are dealt with, bearing in mind the

cargo quantity varies.

this system of smoke detection, alarm and Co2 flooding infrequently used for hold spaces and in some instances may be found as additional fire fighting equipment for engine room. For the detection of smoke 20 mm dia. sampling pipes are led from various compartments in the vessel to a cabinet on the bridge. Air is drawn continuously through these pipes to the cabinet by suction fans, which deliver the air through a .diverting valve into the wheel house. When a fire breaks out in a compartment smoke issues from the diverting valve

into the wheelhouse, warning bridge personnel of the outbreak. Simultaneously, an electronic smoke detector in the cabinet sets off audible alarms, hence if the bridge is unoccupied (i.e. in port) the notice of outbreak of fire is still obtained. With the cabinet is a dark chamber, where the sampling pipes terminate in labelled chimneys. Diffused light illuminates strongly any smoke, issuing from a chimney, hence the compartment which is affected by fire can easily be identified. Below the dark chamber in the cabinet is a well lighted compartment fitted with a glass window and hinged flap cover. Inside this compartment, 13 mm dia glass tubes are fitted which are the ends of sampling pipes, these glass tubes protrude into metal chimneys in the dark. chamber above. Small nylon propellers are visible inside the glass tubes in the lighted portion of the cabinet and when the fans are in operation these propellers will be seen to be continuously whirling indicating that the sampling tube is clear.

b) Change over valves are generally situated inside the lower portion of the cabinet, one for each of the sampling pipes. To flood an affected compartment with Co2 gas, the operator would first operate the appropriate change-over valve and secondly release the requisite number of Co2 cylinders for the compartment. Co2 gas would then pass through the sampling pipe to the space in which fire exists. Only the number of cylinders required for the hold should be released. Free volume of affected cargo hold is to be calculated (total volume of hold - volume of cargo) and 30% of which is required Co2 released. Specific volume of free Co2 is taken as 0.56 m3/kg. So according to required volume of Co2, only that many cylinders are to be opened individually for release into the cargo hold instead of gang release. Normally cylinders contain 45.2 kg Co2. Number of bottles to be released can be calculated easily from above data.

Question (a) Describe with the aid of a sketch the release arrangement for a machinery space fixed fire-fighting installation using CO2. Answer Quick release valve (Figure) is held in place by a hinged linkage arrangement until released.

Figure Valve type release Bottle pressure is normally about 52 bar (750 Ib/in2) but this varies with temperature. Bottles should not be stored where the temperature is likely to exceed 55C. The seal/bursting discs are designed to rupture spontaneously at pressures of 177 bar produced by a temperature of about 63C. The master valve prevents CO2 released in this way from reaching the engine room. Gas is released by the relief arrangement on the manifold, into the CO2 space where, in the event that the release was caused by a fire in the compartment,

the fire would be extinguished.

Question State in your answer any special need for rapid delivery of the gas and the timepermitted for discharge. Answer Rapid injection of CO2 is necessary to combat an engine room fire which has attained such magnitude that the space has to be evacuated. Hence the rule that 85% of the gas must be released within two minutes. The quantity of gas carried (a) must be sufficient to give a free gas volume equal to 40% of the volume of the space except where the horizontal casing area is less than 40% of the general area of the space, or (b) must give a free gas volume equal to 35% of the entire space, .whichever is greater. The free air volume of air receivers may have to be taken into consideration.

(b) Explain precautions to be taken prior release of CO2. Answer Before releasing the CO2, personnel must be accounted for and the engine room must be in a shut down condition with all openings and vent flaps closed The closing of all engine room openings and vent flaps will prevent entry of air to the space. All fans and pumps for fuel, can be shut down remotely as can valves on fuel pipes from fuel service and storage tanks.

Question (a) Describe with the aid of a sketch the release arrangement for a machinery space fixed fire-fighting installation using CO2.

Answer Quick release valve (Figure) is held in place by a hinged linkage arrangement until released.

Figure Valve type release Bottle pressure is normally about 52 bar (750 Ib/in2) but this varies with temperature. Bottles should not be stored where the temperature is likely to exceed 55C. The seal/bursting discs are designed to rupture spontaneously at pressures of 177 bar produced by a temperature of about 63C. The master valve prevents CO2 released in this way from reaching the engine room. Gas is released by the relief arrangement on the manifold, into the CO2 space where, in the event that the release was caused by a fire in the compartment, the fire would be extinguished.

Question

State in your answer any special need for rapid delivery of the gas and the timepermitted for discharge. Answer Rapid injection of CO2 is necessary to combat an engine room fire which has attained such magnitude that the space has to be evacuated. Hence the rule that 85% of the gas must be released within two minutes. The quantity of gas carried (a) must be sufficient to give a free gas volume equal to 40% of the volume of the space except where the horizontal casing area is less than 40% of the general area of the space, or (b) must give a free gas volume equal to 35% of the entire space, .whichever is greater. The free air volume of air receivers may have to be taken into consideration.

(b) Explain precautions to be taken prior release of CO2. Answer Before releasing the CO2, personnel must be accounted for and the engine room must be in a shut down condition with all openings and vent flaps closed The closing of all engine room openings and vent flaps will prevent entry of air to the space. All fans and pumps for fuel, can be shut down remotely as can valves on fuel pipes from fuel service and storage tanks. Question With respect to MARPOL 73/78, Annex - II, Noxious liquid chemicals are divided into categories; (a) State the number of categories, and what does each category signify. (b) State the requirement of Procedures and Arrangements Manual, and what information is available. Answer

Regulation 6 Categorization and listing of noxious liquid substances and other substances 1 For the purpose of the regulations of this Annex, noxious liquid substances

shall be divided into four categories as follows: .1 Category X: Noxious liquid substances X Which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a major hazard to either marine resources or human health and, therefore, justify the prohibition of the discharge into the marine environment; .2 Category Y: Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a hazard to either marine resources or human health or cause harm to amenities or other legitimate uses of the sea and therefore justify a limitation on the quality and quantity of the discharge into the marine environment; .3 Category Z: Noxious liquid substances which, if discharged into the sea from tank cleaning or deballasting operations, are deemed to present a minor hazard to either marine resources or human health and therefore justify less stringent restrictions on the quality and quantity of the discharge into the marine environment; .4 Other substances: Substances indicated as OS (Other Substances) in the pollution category column of chapter 18 of the International Bulk Chemical Code which have been evaluated and found to fall outside category X, Y or Z as defined in regulation 6.1 of this Annex because they are, at present, considered to present no harm to marine resources, human health, amenities or other legitimate uses* of the sea when discharged into the sea from tank cleaning or deballasting operations. The discharge of bilge or ballast water or other residues or mixtures containing only substances referred to as "Other Substances" shall not be subject to any requirements of the Annex.

The relevant text from the updated MARPOL Annex II is as follows: Regulation 14 Procedures and Arrangements Manual 1. Every ship certified to carry substances of Category X, Y or Z shall have on board a Manual approved by the Administration. The Manual shall have a standard format in compliance with Appendix 4 to this Annex. In the case of a ship engaged in international voyages on which the language used is not English, French or Spanish, the text shall include a translation into one of these languages. 2. The main purpose of the Manual is to identify for the ships officers the physical arrangements and all the operational procedures with respect to cargo handling, tank cleaning, slops handling and cargo tank ballasting and deballasting which must be followed in order to comply with the requirements of this Annex.
Question April 2009 DEC 2006 Explain why weighted cocks fitted on tank sounding pipes, Answer Cocks and valves are designed to control or interrupt flow. This is done in cocks by rotating the plug and in valves by lowering, raising or rotating a disc in relation to a seating surface or by controlling the movement of a ball Cocks

Figure Example of a sleeve-packed cock A cock may be straight-through, right-angled or open-bottomed as required by its situation in a pipe system. Its plug may be tapered or parallel with tightness achieved by lapping in or by resilient packing material (Figure 4.a) often in the form of a ready made sleeve. In machinery spaces, the short sounding pipes for fuel or lubricating oil tanks must be fitted with cocks having parallel as opposed to tapered plugs. This, together with the requirement for weighted handles which will automatically close the cock when released, is for safety. Tapered plugs, when tightened to hold the cock open for sounding and then forgotten, have contributed to fires when tanks have overflowed.

Remote operated gear for bilge valve In the case of flooding of engine room it is not possible to operate the valve from local position it can be operated remotely Emergency bilge valve is operated remotely

Ventilation pipe While deballasting air should entre from outside to prevent vacuum formation in tank and during ballasting air must escape to prevent tank getting pressurized other wise tank will collapse

During rolling and pitching tank level continuously changes since mass of water movement which leads to development of air pr or vacuum At this point air should entre to release vacuum or should go out to avoid over pressurization

Gauze are made of some good conducting material such as copper M.S. or S.S. They act as flame arrestor because of expanded surface of gauze flame front will get cooled down and there by extinguish the flame thus preventing flame or spark from outside from entering the tank and preventing fire and explosion If the mesh size is too big then efficiency of flame trap will reduce and it will not serve the purpose for which it is fitted If too small it will get chocked due too rust cargo dust hence tank will get pressurized and it will affect the functioning of vent Hence tanks may over pressurizes or go into vacuum condition

Question With reference to an automatic water sprinkler, fire detecting, alarm and extinguishing system for accommodation spaces : (i) Sketch a typical system Answer

(ii)Describe the operation of this system The sprinkler system is an automatic fire detecting, alarm and extinguishing system that is constantly 'on guard' to deal quickly and effectively with any out break of fire that may occur in accommodation or any other spaces. The system shown (Figure) has a pressure tank which is kept part-filled with fresh water and pressurized to 8 bar by compressed air. When the pressure drops below 5.5 bar, a salt water pump cuts in automatically so that if the sprinklers operate a supply of water is maintained. Each installation is divided into sections containing up to 200 sprinkler heads and each section has an alarm valve. When a head comes into operation the non-return alarm valve for the section opens and water flows to the sprinkler head. This non-return valve also uncovers the small bore alarm pipe lead

and water passes through this small bore alarm pipe to a rubber diaphragm. The water pressure acts upon the diaphragm and this operates a switch which causes a break in the continuously live circuit. Alarms, both visible and audible, fitted in engine room, bridge and crew space are then automatically operated. Stop valves, A and B are locked open and if either of these valves are inadvertently closed a switch will be operated that brings the alarms into operation. The alarm system can be tested by opening valve C which allows a delivery of water similar to that of one sprinkler head to flow to drain.

State the sources of water available Water is supplied from an air pressurised water tank (thus the system functions without electrical power), this water is fresh water to minimise damage. The tank is half filled with water and the rest is compressed air at pressure sufficient to ensure that all the water is delivered to the highest sprinkler at sprinkler head working pressure. Once this source of water is exhausted, falling main pressure is detected by a pressure switch. This activates a sea water supply pump. A valve is fitted on the system to allow proper testing of this function. After sea water has entered the system proper flushing with fresh water is required to prevent corrosion A shore connection may be connected to the system to allow function during drydock

Describe the sprinkler head and its operation

Each sprinkler head is made up of a steel cage fitted with a water deflector, a quartzoid bulb, which contains a highly expansible liquid, is retained by the cage. The upper end of the bulb presses against a valve assembly which incorporates a soft metal seal. When the quartzoid bulbs are manufactured, a small gas space is left inside the bulb so that if the bulb is subject to heat, the liquid expands and the gas space diminishes. This will generate pressure inside the bulb and the bulb will shatter once a predetermined temperature (and hence pressure) is reached. Once the bulb is shattered the valve assembly falls permitting water to be discharged from the head, which strikes the deflector plate and sprays over a considerable area.

State how the temperature rating of the sprinkler head is determined Generally the operating temperature range permitted for these bulbs is 68C to 93C but the upper limit of temperature can be increased. This would depend upon the position where the sprinkler head or heads are to be sited. Quartzoid bulbs are manufactured in different colours, the colour indicates the temperature rating for the bulb: e.g.: Rating colour: 68C - Red; 80C - Yellow; 93C - Green. (c) State the action that should be taken after the use of sea water in the fire fighting system. Answer

Sea water has entered the system proper flushing with fresh water is required to prevent corrosion

Question SR 11 2008. With reference to independent emergency fire pumps; State three areas where they are commonly installed and give reasons why: Describe with the aid of a sketch an air pump or primer used to initiate suction when the fire pump is situated above seawater level; State the suction lift which would be expected from a single stage pump system. State how the capacity of the fire pump should be tested; State how it can be ensured that the pump is kept in good working order; State the precautions which must be taken in sub-zero temperatures. Answer. a) The areas that an emergency fire pump would normally be situated are in steering flats, tunnels or at the forward end of the ship, away from the engine room, as if it were situated in the engine room, a fire or flood in that location could disable the pump.

b) Sketch

This sketch shows the 1st stage pump below the water line, this being the priming device, it is driven by a hydraulic motor. The 2nd stage pump and hydraulic unit are driven either by an electric motor fed from the emergency switchboard or by a diesel engine, these being situated in a position above the water line. This system is mainly used on larger vessels such as tankers where there is a high freeboard.

c) The water jet output capacity of the fire pump must be that it is capable of supplying two powerful jets of water simultaneously to any part of the ship.

d) It is ensured that the fire pump is in good working order by testing it weekly, checking it's coupling, seals and bearings, greasing them if necessary, pressures and current should be recorded when running.

e) Precautions in sub zero temperatures are that lines are drained of any water and if using a priming device such as a water ring type, some sort of antifreeze must be added.

[Answer (a) Emerg fire pump is located away from the e/r. It may be located in fwd part of the ship, shaft tunnel or in steering gear room.

The boundaries of the space containing the fire pump shall be insulated to a standard of structural fire protection. No direct access shall be permitted between the machinery space and the space containing the emergency fire pump and its source of power.

If it is there it should be through a water tight door. Ventilation arrangements shall be such as to preclude the possibility of smoke from a machinery space fire entering or being drawn into that space,

(b) fig :liquid ring pump

The liquid ring air pump consists of a bladed circular rotor, shrouded on the underside, which rotates in an oval casing. Sealing water is drawn into the oval casing through a make-up supply pipe. The water, thrown out to the casing periphery by the turning rotor, whirls around, to torm a moving layer against oval casing. The water seals the rotor blades and also recedes from and re-approaches the rotor boss twice in each revolution. The effect is to produce a series of reciprocating water pistons between the blades.

As the water surface moves out from the rotor boss, it provides a suction stroke and , as it moves in-.a disch stroke. The shaped suction and disch ports provided above the elliptical cone formed by the roatingwater, permit air to be drawn in from the main pump suction pipe float chamber and expelled thus the disch ports to atmosphere.

(c ) The capacity of the emergency fire pump shall not be less than 40% of the total capacity of the main fire pumps and in any case not less than 25 m cube/hour. When the emcy fire pump is delivering the quantity of water (as above), the pr at any hydrant (2 nos) shall be not less than Passenger ships - 3.5 kg/cm2

4000 gross tonnage and upwards -0.31n/mm2 1000 gross tonnage and upwards but under 4000 gross tonnage Cargo ships - 3.0 kg/cm2 6000 gross tonnage and upwards - 0.27 n/mm2 1000 gross tonnage and upwards but under 6000 gross tonnage - 2.6 kg/cm2 - 0.27 n/mm2

Also emcy fire pump shall be capable of supplying 2 jets of water at the hydrant in the above condition. We should run the pump once a week and check for its output i.e. we get two water jets at sufficient pr. we must ease up the v/vs, greasing of bearing should be done. The prime mover is to checked for c/case oil level and f.o level. The suction filter of the pump should be cleaned. Check the priming system for its proper operation. We must drain the fire main line, hence preventing the freezing at sub-zero temp, which otherwise may lead to cracking of pipes. For this drains are provided at fwd and aft in the fire main.]

Question Sr 4 2010, 2008 JAN 2007 What is meant by ballast water management? How does ballast water pollute costal water? Answer

Ballast water management plan The ballast water management plan should include a list of circumstances when ballast water exchange should not be undertaken. These circumstances may result from critical situations (emergencies), stress of weather, or any other circumstance where the safety of life is threatened.

The ballast water management plan should include the nomination of key shipboard personnel undertaking ballast water exchange at sea. Ships officers and ratings engaged in ballast water exchange at sea should be trained and familiarized with the following: i. The ship's pumping plan and ballast pumping arrangements, positions of air and sounding pipes, all compartment and tank suctions with the pipelines connecting

them to the ship's ballast pumps and in the case of the flow-through method, the opening at the top of the tank for release of water together with the overboard discharge arrangements.

ii. The methods for ensuring that sounding pipes are clear and that air pipes and non-return devices are in good order. iii. The different times required to undertake the various ballast water exchange operations.

iv. The methods in use for ballast water exchange at sea and safety precautions

v. The method of on-board ballast water record keeping, reporting and recording of routine soundings

Globally, it is estimated that about 10 billion tonnes of ballast water is transferred each year. The water taken on board for ballasting a vessel may contain aquatic organisms, including dormant stages of microscopic toxic aquatic plants - such as dinoflagellates, which may cause harmful algal blooms after their release. In addition, pathogens such as the bacterium vibrio diolerae (cholera), have been transported with ballast water. As ships travel faster and faster, the survival rate of species carried in ballast tanks has increased. At the same time, studies have shown that many species of bacteria, plant and animals can survive in ballast water after journeys of several months duration. As a result, many non-indigenous organisms have been introduced in new locations, often with disastrous consequences for the local ecosystem -which may include important fish stocks or rare species.

Question Sr 4 2010, 2008

With reference to cargo tanks of oil tanker The purpose of pressure vacuum valve Sketch a high velocity vent Describe the operation of this vent and why such a device is used Explain: The dangers of venting during the loading via open tank hatches

Moderate pressures of 0.24 bar {3.5 Ib/in2) acting on the large surfaces in liquid cargo tanks, are sufficient to cause damage and rupture. The pressure on each unit of area multiplied by the total area gives a very large loading on the underside of the top of a tank or other surface. Distortion can result or the metal plate may be ruptured. Similarly, a vacuum within a tank, can result in damage in the form of inward collapse, due to greater atmospheric pressure on the outside. Pressure/vacuum valves (Figure) attached to tank vents or in the ventilation system, will prevent either over or under pressure. They are set usually so that tank pressure of about 0.14 bar (2 lb/in2) will lift the larger main valve (the smaller valve will lift with it) and release excess pressure. One liquid-filled pressure-vacuum breaker, or more, should be fitted, unless pressure-vacuum valves are fitted that have the capacity to prevent excessive pressure or vacuum.

(2) These devices require little maintenance, but will operate at the required pressure only if they are filled to the correct level with liquid of the correct density; either a suitable oil or a freshwater/glycol mixture should be used to prevent freezing in cold weather; evaporation, ingress of seawater, condensation and corrosion should be taken into consideration and adequately compensated for; in heavy weather, the pressure surge, caused by the motion of liquid in the cargo

tanks, may cause the liquid of the pressure pressure-vacuum vacuum breaker to be blown out (see Figure).

Figure Principles ciples of liquid filled pressure pressure-vacuum breakers (3) The designer should ensure that the characteristics of the deck water seal, pressure-vacuum vacuum breakers and pressure pressure-vacuum vacuum valves and the pressure settings of the high and low inert gas deck pressure alar alarms ms are compatible; it is also desirable to check that all pressure-vacuum vacuum devices are operating at their designed pressure settings.

High velocity vents The type shown (Figure) has a moving orifice, held down by a counterweight to seal around the bottom of a fixed cone. Pressure build up in the tank as filling proceeds causes the moving orifice to lift. The small gap between orifice lip and the fixed cone gives high velocity to the emitted vapour. It is directed upwards with an estimated velocity of 30 m/s. Air drawn in by the ejector effect dilutes the plume.

The conical flame screen fixed to the moving orifice to give protection against flame travel will, like the moving parts, require periodic cleaning to remove gummy deposit. The cover is closed (as shown) when the vessel is on passage.

Fig. high velocity gas venting valve Tank vapours can be released and sent clear of the decks during loading through large, high velocity vents.

Explain: (i) The dangers of venting during the loading via open tank hatches

Tanks should be vented during loading through high velocity or masthead vents. The practice of venting through open tank hatches is dangerous because vapours produced due to crude oil cargo are heavy than air therefore these settle down on deck area also deck is considered as hazardous zone thus if there is accumulation of vapour and spark is generated due to falling tools or spark from shoes or due to dragging of equipment on deck will lead to an explosion on deck

There fore cargo venting is to be done at 6m height above deck for which vent pipes were fitted on tankers nowadays high velocity vent are used

(ii) Why the pressure / vacuum valve is not used for venting

Pressure vacuum valves can relieve moderate changes in tank pressure due to variations of temperature and vapour quantity. A drop towards vacuum conditions as the result of the condensation of steam will also be handled by the valve. A rapid pressure rise due to an explosion would not be relieved nor is the pressure/vacuum valve suitable as a vent when loading.

Question Sr. No. 4 2009, NOV 2006, SR 6 2006 W.R.T. H.O system describe Bunkering arrangement with safety fittings provided Onboard oil purification system Remote shut off arrangement How environmental pollution is avoided Temperature control arrangement The use of oil record book Answer. Bunkering arrangement. Bunkering connection is made on bunkering manifold of ship from where it is taken to different tank through valves. Valves are situated in engine room, controlling fuel flow into the storage tank and are placed near tank depth gauge this is termed as bunkering station. Air vents on tank extend upto weather deck level, thus if tank overflows due to overfilling, oil will be spilled on deck,

During and oil transfer. To avoid this risk overflow arrangement is provided to fuel tanks. The air vent of double bottom tank, come up to deck and led into a pipe running in fore and aft direction on each side. Starboard air vent are connected pipe on starboard and port vent pipe are connected on port line pipe. In some ships, ring main is formed by connecting up pipes with cross over at each end. In other case on cross over is fitted about mid length of port and starboard pipe. The downcomer are led frosides of ring main or from centre of cross over into overflow tanks, the downcomer has sight glass indicating overflow to engine room personal. In case of overflow alarms are activated at bunker station and control room. Overflow tanks are safeguarded against overpressure by an air pipe extending up to deck, if overflow tank overflow then oil will be spilled on deck. All air vents are provided with wire mesh screen, on weather deck, which avoid any spark entering from outside into bunker tanks.

Remote shut off arrangement Every ship to which fire fighting appliance rule is applicable Oil transfer pump fuel oil supply pump and all such fuel pumps should have remote control situated outside the machinery space by which in case of fire, pump can be stopped from outside. Every pipe connected to fuel storage, settling tank or daily tank, not being double bottom tank, should have quick closing valve. i.e. to be shut from readily accessible position outside the space in which tank is situated, in case pipe burst

and oil spilling in engine room which is major fire hazard. Inlet pipe to such tank is provided with non return valve

How environment pollution is avoided Heavy fuel oil system has potential of causing degradation effect on environment. Therefore control of such discharge from ship is essential. Marpol 73/78 is main convention which is meant to prevent pollution caused by discharge of such oil overboard. Annex 1 on marpol 73/ 78 deals with prevention of pollution by oil. The discharge of oily bilge water into sea is restricted except under specified conditions. The machinery space bilge water, when mixed with heavy fuel oil, due to leaks, is to be 1st passed through oily water separation and then through the oil discharge monitoring and control system. Regulation stipulates Discharge of machinery space bilges into sea water. Bilge water does not originate from cargo pump room bilge. Bilge water is not mixed with oil cargo residue from pump room Pumping out bilge is permitted if, Ship is en route The oil content in bilge water do not exceed 15ppm. If ship is not in special area. If tanker is 50 Nm away from nearest land. Instantaneous rate of discharge of oil constant do not exceed 30 lt/Nm Total quantity of oil discharged into sea do not exceed 1/30,000 of total cargo capacity. Oil residue is transferred to reception facility

Marpol 73/78, annex 6 has come in force from 19th may 2005. it sets limits of sulphur oxide and nitrogen oxide emission from ships exhaust. Sulphur in fuel should not exceed more than 4.5% when not in Sox emission control area, and less than 1.5% when in Sox emission control area. To control Nox emission All diesels engines above 130Kw power output, which are constructed or under gone major conversion on or after 1st Jan 2000, should be tested and issued with Engine international air pollution prevention certificate [eiapp]

On board oil purification system. The purification of heavy oil is done in 2 stages. Here oil is 1st passed through purifier and then through clarifier The residual fuel is heated in supply tank to temperature of 50 to 60 degree C then drawn from this tank by purifier inlet pump. The pump delivers oil to thermostatically controlled heaters which raise the temperature of oil to 80 degree C, which is then fed to purifier with low feed rate to obtain maximum purification. Here water content in fuel is removed. The oil is now fed to clarifier, which is used to separate only solids. Oil from purifier is discharged to clarifier by purifier discharge pump. After clarification discharge pump delivers oil to daily service tank for engine use. For higher density fuel ALCAP system is now days used, here fuel up to density of 1010 Kg/m3 at 15 degree C can be treated.

Temperature control arrangement Residual fuel have very high viscosity thus separation and purification of such fuel is difficult. Therefore they are heated to bring down viscosity in range so that fuel oil can be used run propulsion system.

Stem plant 15 65 c.s.t Diesel plant 8-27 c.s.t. The oil is heated either in steam heater or electrical heater In steam heater and low pressure [7Kg/cm2] saturated steam is passed which reduce viscosity of oil. Overheating of oil in both types of heater is essential because it leads to cracking of oil which leads to deposits formation of heating surface, which impairs the efficient operation of heater In electrical heater elements are used. A viscosity controller is fitted downstream of heater, which measures the viscosity of oil and compares it with set value required, accordingly signal is generated which control the steam inlet valve to heater, to increase or reduce the steam flow in to heater.

Use of oil record book Regulation 17 Oil Record Book, Part I Machinery space operations 1 Every oil tanker of 150 gross tonnage and above and every ship of 400 gross

tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery space operations). The Oil Record Book, whether as a part of the ship's official log-book or otherwise, shall be in the form specified in appendix III to this Annex. 2 The Oil Record Book Part I shall be completed on each occasion, on a tank-

to-tank basis if appropriate, whenever any of the following machinery space operations takes place in the ship: .1 .2 .3 ballasting or cleaning of oil fuel tanks; discharge of dirty ballast or cleaning water from oil fuel tanks; collection and disposal of oil residues (sludge and other oil residues);

.4

discharge overboard or disposal otherwise of bilge water which has

accumulated in machinery spaces; and .5 3 bunkering of fuel or bulk lubricating oil. In the event of such discharge of oil or oily mixture as is referred to in

regulation 4 of this Annex or in the event of accidental or other exceptional discharge of oil not excepted by that regulation, a statement shall be made in the Oil Record Book Part I of the circumstances of, and the reasons for, the discharge. 4 Each operation described in paragraph 2 of this regulation shall be fully

recorded without delay in the Oil Record Book Part I, so that all entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship. The entries in the Oil Record Book Part I, for ships holding an International Oil Pollution Prevention Certificate, shall be at least in English, French or Spanish. Where entries in an official national language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy. Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I. Oil record book to be kept in readily accessible place and kept on board for 5years after last entry made in it Component authority may inspect the oil record book such as port state control.

Question June 2009, SEP 2006 With reference to MARPOL 73/78; (a) Explain the purpose of an oil record book? (b) What is the regulation concerning above requirement? (c) What all is recorded in oil record book Part-1? (d) What is SOPEP?

(e) What are contents of a SOPEP locker? (f) Prepare a Pre Bunkering checklist. (g) Precautions to be taken during bunkering Regulation 17 Oil Record Book, Part I - Machinery space operations 1 Every oil tanker of 150 gross tonnage and above and every ship of 400 gross tonnage and above other than an oil tanker shall be provided with an Oil Record Book Part I (Machinery Space Operations). The Oil Record Book, whether as a part of the ships official log-book or otherwise, shall be in the Form specified in appendix III to this Annex. 2 The Oil Record Book Part I shall be completed on each occasion, on a tank-to-tank basis if appropriate, whenever any of the following machinery space operations takes place in the ship: .1 ballasting or cleaning of oil fuel tanks; .2 discharge of dirty ballast or cleaning water from oil fuel tanks; .3 collection and disposal of oil residues (sludge and other oil residues); .4 discharge overboard or disposal otherwise of bilge water which has accumulated in machinery spaces; and .5 bunkering of fuel or bulk lubricating oil. 3 In the event of such discharge of oil or oily mixture as is referred to in regulation 4 of this Annex or in the event of accidental or other exceptional discharge of oil not excepted by that regulation, a statement shall be made in the Oil Record Book Part I of the circumstances of, and the reasons for, the discharge. 4 Each operation described in paragraph 2 of this regulation shall be fully recorded without delay in the Oil Record Book Part I, so that all entries in the book appropriate to that operation are completed. Each completed operation shall be signed by the officer or officers in charge of the operations concerned and each completed page shall be signed by the master of ship. The entries in the Oil Record Book Part I, for ships holding an International Oil Pollution Prevention Certificate, shall be at least in English, French or Spanish. Where entries in an official national language of the State whose flag the ship is entitled to fly are also used, this shall prevail in case of a dispute or discrepancy. 5 Any failure of the oil filtering equipment shall be recorded in the Oil Record Book Part I. 6 The Oil Record Book Part I, shall be kept in such a place as to be readily available for inspection at all reasonable times and, except in the case of unmanned ships under tow, shall be kept on board the ship. It shall be preserved for a period of three years after the last entry has been made. The competent authority of the Government of a Party to the present Convention may inspect the Oil Record Book Part I on board any ship to which this Annex applies while the ship is in its port or offshore terminals and may make a copy of any entry in that book and may require the master of the ship to certify that the copy is a true copy of such entry. Any copy so made which has been certified by the master of the ship as a true copy of an entry in the ship's Oil Record Book Part I shall be made admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of an Oil Record Book Part I and the taking of a certified copy by the

competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed. SOPEP stands for Shipboard Oil Pollution Emergency Plan. Marpol 73/78 Annex 1 Regulation 26 states "Every ship of 400 tons gross tonnage and above and every oil tanker of 150 tons gross tonnage and above shall carry on board a Shipboard Oil Pollution Emergency Plan approved by the Administration." The purpose of the plan is to provide guidance to the Master and officers on the steps to be taken in the event of a pollution incident or in the likelihood of one. The Shipboard Oil Pollution Emergency Plan ("SOPEP") is to be seen as an information from the owners to the Master of a particular ship. It shall advise the Master how to react in case of an oilspill to prevent or at least mitigate negative effects on the environment. The Plan contains operational aspects for various oilspill scenarios and lists communication information to be used in case of such incidents. Its main contents include the person to be contacted in case of oil spill, his contacting methods such as phone number and address, the procedure to be adopted in case of oil spill, such as the disposal methods, anti-pollution equipment and materials. For easy reference, the following plans must be included in SOPEP. Principal particulars of the vessel General Arrangement Plan Capacity plan Midship section Shell expansion plan Pumping arrangement It must be kept in the masters office The materials used for oil spillage mainly include the following: 1) the material used for cleaning up spilled oil, for example, the oil absorbent such as saw dust and oil felt.2)The material for preventing split oil from spreading out, such as oil booms BUNKERING CHECK LIST INITIAL PREPARATION : Are all personnel aware of the intention to bunker? Are they aware of emergency procedures in case of an oil spill? Has the bunkering plan been discussed with the officers involved? Are they aware of Their stations and duties during the bunkering operation Signals and alarms to be used incase of a spill Type(s), specifications and quantities of fuel to be taken Tanks to be filled and sequence Present soundings and expected soundings on completion Are all associated overboard discharge valves closed & secured? Are all unnecessary manifold valves/connections closed and blanked off Are all deck scuppers plugged?

Are all save-alls emptied out and plugged? Is oil spill control equipment readily available in key locations? Are means of draining off any accumulation of water on deck provided? Is a common communication link between bunkering station, duty officer & engine room established? Are all bunker tank air pipes checked to be open and unblocked? Are all sounding pipe caps tight? Are all bunker tanks sounded? Are all bunker tank high level alarms checked for proper functioning? Is all fire equipment in position and fire precautions being observed? PRIOR TO BUNKERING : Are the bunker hoses of sufficient length? Are the hoses and couplings in good condition? Is the capacity of the lifting gear sufficient for the hose? Is the hose tested to required pressure and suitable for the oil to be loaded? Has the delivery note quantity and specification verified to be correct? Has the bunkering plan been discussed, agreed and signed with the supplier? Has the ship's and supplier's emergency response procedures been discussed? Has a communication system been established between the ship and supplier? Have signals for the following been agreed Commence pumping Increase pumping rate educe pumping rate Cease pumping Emergency stop Has a method for determining quantity pumped aboard been agreed? Has shore/barge readings/soundings been sighted/recorded? Have compatibility tests, if necessary, been carried out? Have all bolts been fitted on the connecting flange and nuts tightened? Is the filling line prepared and all relevant valves to the tank opened? Has an overflow tank been designated? Have fire wires been rigged fore and aft? Has a seaman been detailed to tend moorings? Are the appropriate signals being displayed2? Are names and contact numbers (telephone, telex, fax, VHF) of the following available Terminal/Port Authority Local Emergency Services Regulatory Services (e.g. USCG)

Agent Precautions to be taken during bunkering Two people will be involved directly in the bunkering procedure; one man stationed at the manifold, and one at the tank valve controls. However the Deck OOW is also involved, as he must be informed at the start and finish of bunkers. He will make sure that the bunkering flag is raised, and that the ship is securely moored. He will also be involved in coordinating procedure should an oil spillage occur. The Duty Engineer will also be involved as he must know which tanks are being filled, and which can be used. Transfer of fuel may not be possible during bunkering; it is not advisable to do so anyway. If the overflow tank flow or high level alarm goes off in the ECR he will have to take action to stop the bunkers. It may also be his job to test a sample of the fuel being bunkered for compatibility, water, viscosity, density and catalytic fines. The person stationed at the manifold will stay in communication with the barge and the tank filling station. He will ensure that there are no leaks from pipeline or manifold. He will also ensure that the drip sampling is being carried out correctly. He is also the first response in the case of an oil spill, his duty being to stop the bunkering, summon assistance and take initial pollution limitation action. The person stationed at the tank filling station is in overall charge of the bunkering procedure, he will monitor the tanks as they fill, keeping an eye on the filling line pressure and the filling rate. As the tanks approach 95% capacity, the next tank(s) should be opened and the full tanks shut off. If the bunkering to capacity, then the filling rate will have to be slowed right down whilst topping off the tanks. At the finish of bunkers, it is his responsibility to shut the valves, dip the tanks, and fill in the Oil Record Book. Question April 2009 SKETCH a simple outline of a garbage incinerator type auxiliary boiler and show in some detail the standard furnace for normal steam raising and the adjoining pyrolyzing furnace for garbage sewage and waste disposal. Describe the pyrolyzing process

Incinerators These are capable of dealing with waste oil, oil and water mixtures of up to 25% water content, rags, galley waste, etc., and solid matter from sewage plants if required. Fig. shows a small water tube type of boiler combined with incinerator plant in order to provide an economy. Homogenous oil/water mixtures that have been formed by passing them through a comminutor kind of grinder, macerator, mixer which produces a fine well dispersed emulsion - are supplied to the rotating cup burner. Solid waste from the galley and accommodation, etc., would be collected in bags and placed in the chamber, the loading system of which is self evident in the diagram. The loading arrangement incorporates a locking device which prevents the doors (loading and ash pit) being opened with the burner on. The solid waste goes through a process that may be described as pyrolysis, that is the application of heat. Hydrocarbon gases are formed, due to the low air supply to this compartment, which pass into the main chamber through a series of small holes and burn in the furnace. Dry ash remaining in the chamber has to be removed periodically through the ash pit door. Solid matter from sewage systems could be incinerated in this unit, a connection would have to be made from the sewage plant to the pyrolysis chamber of the incinerator. Question April 2009 Sketch an infra red flame detector, give a brief description of it's Operation; Sketch a light scatter smoke detector, give a brief description of it's operation; State what type of fire the infra-red detector is used to sense, and why it must always be used together with a smoke detector. ANS

a) Sketch of infra-red flame detector:

Flicker radiation from flames reach the lens / filter of the detector which only allows infra-red rays to pass through and are focused on to a photo cell. The signal from the photo cell is transmitted to an amplifier and frequency unit, which is tuned to 25HZ, being the characteristic of flames, then via a time, delay ( to minimize false alarms ) which triggers an alarm. Sketch of light scatter smoke detector

In this type of smoke detector, a photo cell is separated by a barrier from a semi-conductor Intermitting flashing light, this is all enclosed in an enclosure that only allows smoke to penetrate, not light. When smoke is present in the enclosure, light is scattered around the barrier onto the photo cell, which then sends a signal to an alarm and control circuit, triggering an alarm. b) Infra-red type fame detectors are best suited to machinery spaces and high risk areas, it should be used together with a smoke detector as a smoke detector gives an earlier warning of fire.

Question March 2009 JAN 2007, SR 9 2006 In Engine room that is operated under U.M.S. condition, describe the following The Perforation of high pressure fuel pipe. Answer. The high pressure fuel oil system for each cylinder is provided with safety system that actuates the Fuel Pump locking device in case hot pipe fracture on other causes of extensive leakage on high pressure system. All high pressure pipes in the system are provided with Steel wire armoured protecting nose. Through holes drilled in the flanges, the space between the pipes on hose is connected to a diaphragm valve Fitted to the end of the distribution piece. The diaphragm valve is fitted with a spring loaded non return Valve which is Set to open at a pr of 1Kg\cm2. Besides, there is a Small drain n hole through which Oil originating from smaller leakage can be drained to drain funnel with out acting on the diaphragm valve. In the event of pipe Fracture or other extensive leakage in the system the drain hole will not be able to take the increased amount of oil and an oil pressure will built up in the space between the high pressure pipe and the protective hose. However the pr cannot rise above 1Kg/cm2 at which the non return valve will open and allow the oil to be conveyed to drain Funnel Due to action of oil pressure the diaphragm valve will Cause the valve which e interposed in the air supply line to the cylinder of the fuel pump leaking arrangement to change over and actuate the locking arrangement. The Fuel pump roller guide is locked in its upper position, the Combustion in the cylinder will cease, and the will give warning for falling exhaust temperature.

B. The imminence possibility of scavenge fire.

In ships, where the Engine room is periodically U.M.S. [Temp sensors are fitted at critical point within the scavenge space.] a monitoring device can be installed in the scavenge air space, which gives an alarm at abnormal temp rise. In uniflow scavenged engine sensors are fitted around the cylinder liner just above the scavenge ports; temp higher than reference will actuate the alarm system.

In U.M.S. ship it will actuate slowing down procedure; increase of abnormal temp rise will cause the main engine to slow down.

These sensors Fitted in scavenge spaces sense a rise in temp and actuate an alarm in E\R as well as respective remote Station.

3- Condition that may be conducive to a crank case explosion. Formations of oil mist in the C\C Can lead to crank case explosion. Amore reliable and prompt warning of the formation of oil mist the crank case can be obtained with an oil mist detector which gives an alarm at a mist Concentration of 2.5% of the in flammable quantity. The instrument is used to Sample the air oil mixture in a Diesel engine crank case and detect any concentration due to a hot bearing etc, well below the level at which an explosion may occur, oil mist is drawn into the instrument by a fan, driven by an electric motor through Sampling tube connected to the top of the respective crank chamber of the crank case. A rotating sampling valve driven off the fan motor connects each tube in turn for 4 seconds to the measuring tube, whilst a reference tube has a sample from the remaining crank chamber passing through it, so it can evaluate the diff in oil mist level. The overall mist density of all crank chamber is also taken once every rev of the sampling the sampling valve, and compared with fresh air.

A beam of light from a common lamp is reflected by Mirrors along the axis of the parallel measuring and reference tube energizing silicon photo electric cells connected electrically back to back, so that the output from the circuit is the difference between their individual current under normal condition the oil mist level is the same in both tubes and the output is Zero. An increase in oil mist density in any on e crank chamber will unbalance the photo cell output and at a pre determined level an alarm is energized.

A rotating indicator stops at the crank chamber with the abnormal oil mist condition. The lenses and cells should be cleaned periodically and the air circuit tested daily. The connecting tube should slope and have no loops to prevent oil blockage. Instrument should be checked for Zero Setting
Question Feb. 2009 Sr. No. 8 2006 With reference to fuel bunkering on board. (a) Give details of planning and checks before starting the bunkering (b) Precautions during the bunkering operation (c) How is a representative sample of the fuel obtained

Two people will be involved directly in the bunkering procedure; one man stationed at the manifold, and one at the tank valve controls. However the Deck OOW is also involved, as he must be informed at the start and finish of bunkers. He will make sure that the bunkering flag is raised, and that the ship is securely moored. He will also be involved in coordinating procedure should an oil spillage occur.

The Duty Engineer will also be involved as he must know which tanks are being filled, and which can be used. Transfer of fuel may not be possible during bunkering; it is not advisable to do so anyway. If the overflow tank flow or high level alarm goes off in the ECR he will have to take action to stop the bunkers. It may also be his job to test a sample of the fuel being bunkered for compatibility, water, viscosity, density and catalytic fines. The person stationed at the manifold will stay in communication with the barge and the tank filling station. He will ensure that there are no leaks from pipeline or manifold. He will also ensure that the drip sampling is being carried out correctly. He is also the first response in the case of an oil spill, his duty being to stop the bunkering, summon assistance and take initial pollution limitation action. The person stationed at the tank filling station is in overall charge of the bunkering procedure, he will monitor the tanks as they fill, keeping an eye on the filling line pressure and the filling rate. As the tanks approach 95% capacity, the next tank(s) should be opened and the full tanks shut off. If the bunkering to capacity, then the filling rate will have to be slowed right down whilst topping off the tanks. At the finish of bunkers, it is his responsibility to shut the valves, dip the tanks, and fill in the Oil Record Book.

The bunkering procedure must conform with the ISM code esp Section 7 relating to procedures for the prevention of pollution. Prior to arrival at bunker port ensure that all those who are to be involved in the operation know the quantity and specification of the fuel to be taken on. Obtain from C/E copy of bunker order giving details of quantity and specification. After consultation with C/E and Chief Officer, arrange any necessary transfer of fuel To allow bunkering to take place into empty tanks - in case of incompatibility or Specification problems. Record transfers in oil record book. Check operation of alarms in overflow tank and pump out.

Check fuel lines earth bonding. After any necessary transfers, calculate free space available, taking into account that Tanks will only be filled to 95% capacity to allow for expansion. The SOPEP (Shipboard Oil Pol1ution Emergency Plan) should also be reviewed, ensuring the information contained in it is up to date.

BUNKERING PROCEDURES 1. Commence bunkering at a low pumping rate. 2. Examine all hose connections for leakages and ensure that oil is flowing into the correct tank. 3. If all is well, the pumping rate may be increased, but supply line pressure is to be monitored at all times. 4. Temperature readings are to be noted and representative samples drawn. 5. A spot analysis may be carried out if the vessel carries a fuel test kit including a compatibility test if necessary. 6. Each bunker sample should be jointly signed, witnessed, dated and retained. 7. Give the suppliers timely warning to reduce the pumping rate or to stop pumping. 8. Close each tank valve as the tank is filled 9. Inform suppliers when the final tank is reached. 10.Ensure that there is sufficient ullage in the tank for hose draining/line blowing. 11 .Drain all hoses on completion. 12.Close main valve, disconnect hose and blank off manifold connection. 13.Reconfirm all tank soundings. 14.Reconfirm all bunker line and tank filling valves are secured. 15.Sight, agree and record shore/barge meter readings. 16. Verify bunker receipt details are correct and sign. 17.Make entry in the OIL RECORD BOOK.

b) When fuel is ordered, it is generally based on ISO8217 standard and its amendments. The information given by supplier to the vessel is very limited and far less than the information

stipulated by standard. Practice of requiring more information in combination with fuel sampling and testing program, could be one way for a healthy operation and could help to prevent problems. This should start at the point of transfer of custody; this is vessel bunker manifold flange, where the fuel is delivered to the vessels custody. Sampling by continuous drip method is legally and universally acceptable. This is the very first step necessary to make sure what is purchased is delivered. The samples should be sent to reliable companies with facilities for testing.

c) Sampling methods The primary sample should be obtained by one of the following methods: .1 manual valve-setting continuous-drip sampler; or .2 time-proportional automatic sampler; or .3 flow-proportional automatic samplers Sampling equipment should be used in accordance with manufacturers instructions, or guidelines, as appropriate. Sample of the fuel delivered to the ship should be obtained at the receiving ships inlet bunker manifold and should be drawn continuously throughout the bunker delivery of bunker fuel covering each bunker delivery note. In case of receiving an amount of bunker fuel necessitating two or more delivery notes, the sampling work may be temporarily stopped to change sample bags and bottles and then resumed as necessary.

Question Feb. 2009 Sr. No. 8 2006 Write short notes on (a) Garbage Record Book (b) Annex VI of MARPOL 73/78. (c) SOPEP (d) IOPP Every ship of 400 tons gross tonnage and above and every ship which is certified to carry 15 persons or more engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the Convention and every fixed and floating platform engaged in exploration and exploitation of the sea-bed shall be provided with a Garbage Record Book.

The Garbage Record Book, whether as a part of the ships official log-book or otherwise, shall be in the form specified in the appendix to this Annex:

Each discharge operation, or completed incineration, shall be recorded in the Garbage Record Book and signed for on the date of the incineration or discharge by the officer in charge. Each completed page of the Garbage Record Book shall be signed by the master of the ship. The entries in the Garbage Record Book shall be at least in English, French or Spanish. Where the entries are also made in an official language of the State whose flag the ship is entitled to fly are also used, these entries shall prevail in case of a dispute or discrepancy.

The entry for each incineration or discharge shall include date and time, position of the ship, description of the garbage and the estimated amount incinerated or discharged;

The Garbage Record Book shall be kept on board the ship and in such a place as to be available for inspection in a reasonable time. This document shall be preserved for a period of two years after the last entry is made on the record;

In the event of discharge, escape or accidental loss referred to in regulation 6 of this Annex an entry shall be made in the Garbage Record Book of the circumstances of, and the reasons for, the loss. (4) The Administration may waive the requirements for Garbage Record Books for:

Any ship engaged on voyages of 1 hour or less in duration which is certified to carry 15 persons or more; or

Fixed or floating platforms while engaged in exploration and exploitation of the sea-bed.

(5) The competent authority of the Government of a Party to the Convention may inspect the Garbage Record Book on board any ship to which this regulation applies while the ship is in its ports or offshore terminals and may make a copy of any entry in that book, and may require the master of the ship to certify that the copy is a true copy of such an entry. Any copy so made, which has been certified by the master of the ship as a true copy of an entry in the ships Garbage Record Book, shall be admissible in any judicial proceedings as evidence of the facts stated in the entry. The inspection of a Garbage Record Book and the taking of a certified copy by the competent authority under this paragraph shall be performed as expeditiously as possible without causing the ship to be unduly delayed.

FORM OF GARBAGE RECORD BOOK Name of ship: Distinctive number or letters, IMO No. Period: 1. From: To: Introduction

In accordance with Regulation 9 of Annex V of the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 (MARPOL 73/78) a record is to be kept of each discharge operation or completed incineration. This includes discharges at sea, to reception facilities, or to other ships. 2. . Garbage and garbage management:

Garbage includes all kinds of food, domestic and operational waste excluding fresh fish and parts thereof, generated during the normal operation of the vessel and liable to be disposed of continuously or periodically except those substances which are defined or listed in other annexes to MARPOL 73/78 (such as oil, sewage or noxious liquid substances). The Guidelines for the Implementation of Annex V of MARPOL 73/78 should also be referred to for relevant information. 3 Description of the garbage

The garbage is to be grouped into categories for the purposes of this record book as follows: Plastics Floating dunnage, lining, or packing material Ground-down paper products, rags, glass, metal, bottles, crockery, etc. Paper Products, rags, glass, metal, bottles, crockery, etc. Food waste Incinerator ash 4. Entries in the Garbage Record Book

Entries in the Garbage Record Book shall be made on each of the following occasions: (a) When garbage is discharged into the sea: (i) ii) Dale and time of discharge Position of the ship (latitude and longitude)

(iii) (iv) (v) (b) (i) (ii) (iii) (iv) (v) (c) (i)

Category of garbage discharged Estimated amount discharged for each category in m3 Signature of the officer in charge of the operation. When garbage is discharged to reception facilities ashore or to other ships: Date and time of discharge Port or facility, or name of ship Category of garbage discharged Estimated amount discharged for each category in m3 Signature of officer in charge of the operation When garbage is incinerated: Date and time of start and stop of incineration

(ii) (iii) (iv) (d) (i) (ii)

Position of the ship (latitude and longitude) Estimated amount incinerated in m3 Signature of the officer in charge of the operation. Accidental or other exceptional discharges of garbage Time of occurrence Port or position of the ship at time of occurrence (iii) Estimated amount and category

of garbage (iv) Circumstances of disposal, escape or loss, the reason therefore and general .

remarks. 4.2

Receipts

The master should obtain from the operator of port reception facilities, or from the master of the ship receiving the garbage, a receipt or certificate specifying the estimated amount of garbage transferred. The receipts or certificates must be kept on board the ship with the Garbage Record Book for two years. 4.3 Amount of garbage

The amount of garbage onboard should be estimated in m3, if possible separately according to category. The Garbage Record Book contains many references to estimated amount of garbage. It is recognized that the accuracy of estimating amounts of garbage is left to interpretation. Volume estimates will differ before and after processing. Some processing procedures may not allow for a usable estimate of volume, e.g. the continuous processing of food waste. Such factors should be taken into consideration when making and interpreting entries made in a record.

MARPOL 73/78 Annex VI 1. Introduction MARPOL 73/78 Annex VI Regulations for the prevention of Air Pollution from ships will enter into force on 19 May 2005, and includes many new aspects related to design of ships, but even more related to operational issues.

2. Annex VI in general The adoption of MARPOL Annex VI has followed some years of debate within organisations. At the same time IMO Technical code on the Control of Emissions of Nitrogen Oxides from Marine

Diesel Engines was adopted. MARPOL Annex VI and the Technical Code have retroactive requirements for diesel engines 130 KW and above installed on ships keel-laid on or after 1 January 2000, and Incinerators installed onboard on or after 1 January 2000.

MARPOL Annex VI will apply to all ships, fixed and floating drilling rigs and other platforms from 19 May 2005, but the certification requirements are depending on size of the vessel and time of periodical survey. Ships of 400 gross tons and above engaged in international voyages involving countries that have ratified the conventions, or ships flying the flag of those countries, are required to have an International Air Pollution Prevention Certificate (IAPP Certificate). This certificate must be on board at delivery for a ship constructed (keel laid) after 19 May 2005.

For ships constructed before this date, the IAPP certificate must be on board at the first scheduled dry-docking after 19 May 2005, but not later than 19 May 2008.

The IAPP certificate will be issued following an initial survey carried out by the Flag Administration or by a recognised organization (e.g. Det Norske Veritas) on behalf of the Flag Administration, confirming compliance with MARPOL Annex VI. For ships with the flag of an Administration that have not yet ratified Annex VI, a Certificate of Compliance with Annex VI may be issued by DNV.

Annex VI also requires diesel engines (as described above) to carry individual certificates with regard to NOx emissions, named Engine International Air Pollution Prevention (EIAPP) Certificates.

Annex VI requires that every ship of 400 gross tonnage or above and every fixed and floating drilling rig and other platforms shall be subject to the following surveys:

An initial survey before the ship is put into service or before the IAPP Certificate is issued for the first time. Periodical surveys at intervals specified by the Administration, but not exceeding five years.

A minimum of one intermediate survey during the period of validity of the certificate.

In the case of ships of less than 400 gross tons, the Administration may establish appropriate measures in order to ensure that Annex VI is complied with. The Administration shall arrange for unscheduled inspections during the period of validity of the certificate. If the Administration establishes mandatory annual surveys, these unscheduled inspections shall not be obligatory, and for this purpose DNV has so far considered that all Administrations will apply a system with mandatory annual surveys. Annex VI has requirements to the following main issues Regulation 12 - Emissions from Ozone depleting substances from refrigerating plants and fire fighting equipment. Regulation 13 - Nitrogen Oxide (NOx) emissions from diesel engines Regulation 14 - Sulphur Oxide (SOx) emissions from ships Regulation 15 - Volatile Organic compounds emissions from cargo oil tanks of oil tankers Regulation 16 - Emissions from shipboard incinerators. Regulation 18 - Fuel Oil quality.

Shipboard Oil Pollution Emergency Plan Marpol 73/78 Annex 1 Regulation 26 states "Every ship of 400 tons gross tonnage and above and every oil tanker of 150 tons gross tonnage and above shall carry on board a Shipboard Oil Pollution Emergency Plan approved by the Administration." The purpose of the plan is to provide guidance to the Master and officers on the steps to be taken in the event of a pollution incident or in the likelihood of one. The plan must be developed in accordance with guidelines issued by IMO and written in the working language of the Master and officers. It must contain at least the following :a) The procedure to be followed by the Master or other person in charge of the ship to report an oil pollution incident b) The list of authorities or persons to be contacted in the event of an oil pollution incident c) A detailed description of the action to be taken immediately by persons on board to reduce or control the discharge of oil following an incident

d) The procedure and point of contact on the ship for coordinating shipboard action with national and local authorities in combating the pollution For easy reference, the following plans must be included in SOPEP. Principal particulars of the vessel General Arrangement Plan Capacity plan Midship section Shell expansion plan Pumping arrangement It must be kept in the masters office

International Oil Pollution Prevention Certificate An International Oil Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 6 of this Annex, to any oil tanker of 150 gross tonnage and above and any other ships of 400 gross tonnage and above which are engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties to the present Convention.

Such certificate shall be issued or endorsed as appropriate either by the Administration or by any persons or organization duly authorized by it. In every case the Administration assumes full responsibility for the certificate.

The International Oil Pollution Prevention Certificate shall be drawn up in the form corresponding to the model given in appendix II to this Annex and shall be at least in English, French or Spanish. If an official language of the issuing country is also used, this shall prevail in case of a dispute or discrepancy.

1 An International Oil Pollution Prevention Certificate shall be issued for a period specified by the Administration, which shall not exceed five years.

2.1 Notwithstanding the requirements of paragraph 1 of this regulation, when the renewal survey is completed within 3 months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing certificate.

2.2 When the renewal survey is completed after the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of expiry of the existing certificate.

2.3 When the renewal survey is completed more than 3 months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding 5 years from the date of completion of the renewal survey.

3 If a certificate is issued for a period of less than 5 years, the Administration may extend the validity of the certificate beyond the expiry date to the maximum period specified in paragraph 1 of this regulation, provided that the surveys referred to in regulations 6.1.3 and 6.1.4 of this Annex applicable when a certificate is issued for a period of 5 years are carried out as appropriate.

4 If a renewal survey has been completed and a new certificate cannot be issued or placed on board the ship before the expiry date of the existing certificate, the person or organization authorized by the Administration may endorse the existing certificate and such a certificate shall be accepted as valid for a further period which shall not exceed 5 months from the expiry date.

5 If a ship at the time when a certificate expires is not in a port in which it is to be surveyed, the Administration may extend the period of validity of the certificate but this extension shall be granted only for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, and then only in cases where it appears proper and reasonable to do so. No certificate shall be extended for a period longer than 3 months, and a ship to which an extension is granted shall not, on its arrival in the port in which it is to be surveyed, be entitled by virtue of such extension to leave that port without having a new certificate. When the renewal survey is

completed, the new certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing certificate before the extension was granted.

6 A certificate issued to a ship engaged on short voyages which has not been extended under the foregoing provisions of this regulation may be extended by the Administration for a period of grace of up to one month from the date of expiry stated on it. When the renewal survey is completed, the new certificate shall be valid to a date not exceeding 5 years from the date of expiry of the existing certificate before the extension was granted.

7 In special circumstances, as determined by the Administration, a new certificate need not be dated from the date of expiry of the existing certificate as required by paragraphs 2.2, 5 or 6 of this regulation. In these special circumstances, the new certificate shall be valid to a date not exceeding 5 years from the date of completion of the renewal survey.

8 If an annual or intermediate survey is completed before the period specified in regulation 6 of this Annex, then: .1 the anniversary date shown on the certificate shall be amended by endorsement to a date which shall not be more than 3 months later than the date on which the survey was completed;

.2 the subsequent annual or intermediate survey required by regulation 6.1 of this Annex shall be completed at the intervals prescribed by that regulation using the new anniversary date; and

.3 the expiry date may remain unchanged provided one or more annual or intermediate surveys, as appropriate, are carried out so that the maximum intervals between the surveys prescribed by regulation 6.1 of this Annex are not exceeded.

9 A certificate issued under regulation 7 or 8 of this Annex shall cease to be valid in any of the following cases:

.1 if the relevant surveys are not completed within the periods specified under regulation 6.1 of this Annex;

.2 if the certificate is not endorsed in accordance with regulation 6.1.3 or 6.1.4 of this Annex; or

.3 upon transfer of the ship to the flag of another State. A new certificate shall only be issued when the Government issuing the new certificate is fully satisfied that the ship is in compliance with the requirements of regulations 6.4.1 and 6.4.2 of this Annex. In the case of a transfer between Parties, if requested within 3 months after the transfer has taken place, the Government of the Party whose flag the ship was formerly entitled to fly shall, as soon as possible, transmit to the Administration copies of the certificate carried by the ship before the transfer and, if available, copies of the relevant survey reports. Question June 2009, 2007 JAN (a) With reference to shipboard sewage systems, describe the principle of operation of EACH of the following types: (i) Flow through system; Principle Biological system requires a steady and relatively constant flow of solid sewage so the bacteria can exist in sufficient quantity to maintain effluent discharge at the correct quality. sludge build up is a possible problem although extended residence in the aeration chamber greatly reduces the amount. For example, sewage with 80% solid waste is reduced to 20% of its original weight after 12 hours in the aeration tank. The process of aerobicity strips oxygen from the water and creates more water, carbon dioxide and bacteria.

Aerobic (Biological) Treatment plant (Flow through system)

(ii) Collection/holding/transfer system; Plants are designed so that the effluent is retained in the vessel for discharge well away from land, or to a receiving facility ashore; others are designed to produce an effluent which is acceptable to port authorities for discharge inshore. In the former type, the plant consists of holding tanks which receive all lavatory and urinal emptying, including flushing water, while wash-basins, showers and baths are permitted to discharge overboard. Simple holding tanks may be acceptable for ships which are in port for only a very brief period. The capacity would need to be excessively large for long stays because of the amount of flushing water. They require a vent, with the outlet suitably and safely positioned because of gas emissions. A flame trap reduces risk. Inhibiting internal corrosion implies some form of coating and, for washing through of the tank and pump after discharge of the contents at sea, a fresh water connection is required. (iii) Zero discharge system.

Figure aElsan type sewage plant

The Elsan type plant (Figure a) has an initial reception chamber in which separation of liquid and solid sewage takes place. Wastes drop on to a moving perforated rubber belt (driven by an electric motor) which the liquid passes through but solids travel with the belt to fall into a caustic treatment tank. Solids are then transferred by a grinder pump to the holding tank. The liquid passes via the perforated belt to treatment tanks which contain chlorine and caustic based compounds. These chemicals make the liquid effluent acceptable for use as a flushing fluid. The Pneupress arrangement which supplies liquid for flushing the toilets can deliver recirculated fluid or, when the vessel is on passage, sea water. Capacity of the holding tank is 2 litres per/person/day. The tank is pumped out at sea, or to shore if the ship is in port for a long period. Tank size is small because liquid effluent passes mainly to the flushing system (excess overflows to the holding tank).

(b) Explain why sewage systems involving aerobic action are to be preferred to those with anaerobic action. Aerobic action Disintegration of sewage by bacteria in the presence of ample amount of oxygen is called aerobic treatment Anaerobic system Disintegration of bacteria in the absence of less amount of oxygen is called anaerobic treatment With anaerobic system the affluent produced is black and it will lead to turbid [muddy] water Here the bacteria produces toxic gases such as H2S which is flammable also Affluent will pollute the water The effluent produced by aerobic system is clean and does not pollute the ocean Extra care will have to be taken while opening sewage plant with anaerobic bacteria since gases produced are flammable and toxic Anaerobic sewage cannot be discharged overboard Since it is not clean thus making it uneconomical and impractical for ship Where as aerobic system sewage can be thrown overboard if more than 12 NM if untreated and 4NM if treated and comminuted

(c) Explain the meaning and significance of the term biochemical oxygen demand. Bio-chemical oxygen demand (BOD) is a measure of the total amount of oxygen which will be taken by the chemical and organic matter in the effluent It is important in two fold Firstly if the waterways in which the effluent is discharged is overloaded with oxygen absorbing matters the oxygen content of the water will be reduced to a level at which fish and some plants can not be supported Secondly a class of bacteria which can live without oxygen will predominate in the sewage or in the water ways to which it is discharged the bacteria associated with this condition produces hydrogen sulphide with its chrematistics pungent smell Aerobic bacteria use Oxygen in the process of breaking down the sewage. At the end of the process the action of the bacteria reduces and so does the Oxygen demand. The bio-chemical oxygen demand (BOD) is determined by incubating at 20C, a sample of sewage effluent which

has been well-oxygenated. The amount of oxygen absorbed over a five-day period is then measured. The test is used in this context to evaluate the effectiveness of treatment as it measures the total amount of oxygen taken up as final arid complete breakdown of organic matter by aerobic bacteria in the effluent occurs. The quantity of oxygen used equates to the amount of further breakdown required

Question Sr 3 2010 (a) Effective fire detection to UMS engine room requires careful consideration. Identify the problems and state how they are overcome. (b) Explain with the aid of diagram the operation of (i) An ionization type fire detector head. (ii) A photoelectric type fire detector head.

A variety of devices are available for detecting fire in unmanned machinery spaces but each has an ability to detect basically only one aspect. Thus, smoke detectors based on the ionization chamber are able to recognize combustion products but will not register radiation from a flame or heat. A smoke detector, based on the interruption of light reception by a photo-electric cell, will only identify the shadow effect of dark smoke when it passes through its chamber. It will not identify unseen combustion products, heat or flame. Heat sensors and rate of temperature rise sensors based on the differential expansion of bimetal strips will detect only heat. Flame detectors may not detect a flame which is hidden by equipment and are sometimes caused to operate by sources of radiation other than from a flame. Each device has a limited ability to detect a feature associated with fire so that systems are likely to have more than one type of device.

Watchkeepers can detect fire by seeing flames and smoke, smelling combustion products and feeling heat.

FIRE DETECTION TECHNOLOGIES (1) Short comings of ion-chamber detection:-

Ion-chamber detection depends on aerosol produced in combustible products reaching the detector, and therefore, detector location is very important. Fires which start some distance away from the detector, could take a number of minutes before smoke sets off the alarm, while slow smouldering fires could take well over thirty minutes before they are detected. So Ionisation chamber is only suitable where a large flame fire and enough of smoke evolves, may be in machinery space oil fire. (2) Short comings of optical detectors:Optical detectors suffer from high false alarm rates because of dust collection which scatter light and eventually leads to spurious alarms. However, with an aerodynamic design which encourages dust settlement on the less critical optical surfaces, the units are less susceptible to false alarms. (3) Carbon monoxide Smoke Detector latest development :- When a slow smouldering fire takes place, then carbon monoxide evolved, being a gas, is much more mobile than aerosols or particles and can move by diffusion, whereas smoke movement is largely constrained by connection currents created from the fire. So, in theory, carbon monoxide detector would have a faster detection rate where a strong smoke plume is not present. The risk areas better suited to carbon monoxide fire detection arrangement are: (i) Rooms with partially compartmentalized ceilings, where the mobility of CO gas enables detection in situations where other fire products may not easily reach the detectors.

(ii) Areas with soft furnishing, where there is the likelihood of an undiscovered fire smouldering for a significant period before igniting. Carbon monoxide detectors would give several hours advanced warning. (iii) Areas with steam problems or where CO2 smoke is used for special effects. As carbon monoxide detectors are not effected by aerosols they are resistant to spurious alarms in situations where these exists as part of the normal environment.

(4)

Very Early Smoke Detection Alarm System(VESDAS)

Unlike point detectors, the optical air sampling system does not rely on convection current to introduce smoke to the detector. Instead, air is drawn through a dust filter designed to remove particles more than 25u in diameter. The diameter is close to upper size limit for large smoke particles. On entering the chamber, the air sample is subjected to an intense flash of light (Xenon light), while an extremely sensitive photo-electric receiver detects lights scattered off the particles which are suspended in the air stream. The resulting signal is then processed to give an analogue signal of smoke intensity. VESDAS are using broad- spectrum light source* which are more sensitive in a much broader spectral band width and responds to smoke particles of all sizes. VESDAS are used to safeguard high value assets such as informations stored in computer rooms, machinery control, navigation and safety systems.

(5) Flame Detection :Ultra-violet technology based flame detectors have fallen into disrepute as they have a higher frequency of spurious alarms and if the lens is covered with a thin film of oil, the detector is rendered useless. Infra-red type systems are responsive to sunlight and other high intensity lights and blackbody radiation and not suitable on board. The most effective flame detector, is the single wave length type device

consisting of a pyro-electric sensor with an interference filter to limit the Infra-red bandwidth. Transmitting radiation in a narrow range of wavelengths centred on 43u, corresponds to an emission/absorption band of CO2 and therefore, the detector is sensitive to radiation produced by hot CO2 in flames. Yet solar radiation at 4.4u is absorbed by atmospheric CO2, so the detector is insensitive to sunlight. An additional advantage is that the output of the pyro-electric sensor is amplified and electrically filtered to pass a restricted range of 1 to 30 Hz -which is characteristic of the flicker from flames, thus providing discrimination against radiation arising from nearby hot bodies.

(6) Latest Single Channel flame detector:An optical filter is installed to enable a single electronic infra-red sensor to measure the radiated energy present in two separate wavebands placed on either side of the flame detection waveband. The signal obtained from this channel is cross-co related with the signal from the flame detection channel to provide an accurate prediction of non-flame energy. The use of such single channel optical processing technique, as opposed to the use of two separate electronic sensors, improves the overall reliability and eliminates the nuisance alarms from modulated black body sources (the energy given by a hot object). Although for most shipboard applications the carbon monoxide detector is perhaps the best solution, ion-chamber, optical or the new infra-red flame detection technologies are still best suited to machinery spaces

Ionization chamber combustion products detectors

Figure A Within machinery spaces, ionization chamber combustion products detectors (Figure A) are the type most used. These devices monitor the electrical change which occurs when combustion particles reach the open chamber of the detector. Air in the open and closed chambers conducts a small electric leakage level current from the low pressure d.c. supply, because it is ionized by alpha particles emitted from a small piece of enclosed radium. Any combustion products reaching the open chamber reduce the conductivity. The increased resistance to current flow across the open chamber air gap, causes a rise in potential which triggers the electronic device and switches on a full current flow in the alarm circuit. Operation of any or all of the devices will operate the one alarm. The indicator light shows which device has functioned so that the source of combustion products (sometimes not visible) can be located. The indicator light provided on the sensor body is also used for testing with gas from a test canister or cigarette smoke. The appropriate number of detector heads are sited in strategic positions above equipment which is a fire risk and at deckhead level in the protected compartment.

Obscuration type smoke detectors

Figure B A simple photo-cell and light arrangement (Figure B) can be used as a detector for visible smoke but this type of device would not detect invisible combustion products.

Flame detectors

Figure C

Figure D Ultra-violet flame detector Photo conductors sensitive to infra-red light (Figure C) or photo-emmissive cells (Figure D) which are sensitive to ultra-violet light, can both be used for flame detection. Light may be directed through a filter, on to the detecting surface by a wide angle lens. A rotating mirror can be incorporated to extend the area under surveillance. The radiation increases conductivity so that current flow increases and causes an alarm circuit to be triggered. To reduce the chance of false alarms from light sources other than flame, a capacitor and a coil are connected in series, such that only current fluctuations, with a frequency similar to that of flames, are passed.

Heat sensors Bimetal strips made up from brass and INVAR will deflect when heated due to the high expansion coefficient of the brass and the low expansion coefficient of the INVAR, which is 36% nickel steel Deflection increases with temperature and could in itself be used to complete an electrical circuit and operate an alarm at some specific figure. However, rate of rise can be detected using two bimetal strips (Figure E) of different thickness.

Figure E These are set up parallel to each other and arranged to deflect in the same direction. Rapid temperature rise will cause the thinner element to deflect more quickly than the other, so causing contact to be made and the alarm circuit to be completed. A slow rise causes a similar deflection in both elements, so that a gap between the contacts persists, until a certain maximum temperature if reached when contact is made because of other differences in the make up of the strips.

Detection system The control equipment associated with the installation may be accommodated in the wheel house or in a fire contro1 centre and comprises a fire indicating cabinet to which the detector heads are connected, a power unit, to convert the incoming ship's supply to the voltage appropriate to the equipment and a standby battery unit. The cabinet will indicate in which space a fire has been detected and will also monitor the system and indicate whether a fault has developed. It will also instigate an audible alarm.

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